CN111335088A

CN111335088A - Rail engineering train reconnection system and application thereof

Info

Publication number: CN111335088A
Application number: CN202010259150.XA
Authority: CN
Inventors: 刘洁; 吴磊; 张东方; 谢尚; 唐贵; 何伟; 祝长春
Original assignee: Zhuzhou CSR Times Electric Co Ltd
Current assignee: Zhuzhou CRRC Times Electric Co Ltd
Priority date: 2020-04-03
Filing date: 2020-04-03
Publication date: 2020-06-26

Abstract

The invention discloses a rail engineering train reconnection system and application thereof, wherein the system comprises a train reconnection network, and the train reconnection network comprises: the system comprises a first layer of switching equipment arranged on a first vehicle, a first walking display and a first operation display, wherein the first walking display and the first operation display are connected with the first layer of switching equipment; a first data exchange device provided in the second vehicle; the first data exchange equipment is connected between the first three-layer exchange equipment and the second three-layer exchange equipment; the second layer of switching equipment is arranged on the third vehicle, and a second traveling display and a second operation display are connected with the second layer of switching equipment; the first layer switching equipment and the second layer switching equipment adopt ETB network communication, and the first data switching equipment, the first layer switching equipment and the second layer switching equipment adopt ECN network communication. The invention can solve the technical problems that the existing train reconnection system can not realize network reconnection in the train and key function hardware linkage.

Description

Rail engineering train reconnection system and application thereof

Technical Field

The invention relates to the technical field of rail engineering machinery, in particular to a rail engineering train reconnection system and application thereof to a rail grinding wagon.

Background

During the use of the steel rail, diseases such as wave abrasion, burrs and the like are generated due to a plurality of reasons, the original shape of the rail head is damaged, and particularly, the driving speed and the riding comfort of passengers are influenced at curve sections and joints. The rail grinding wagon is a road maintenance machine with complex structure and advanced control, integrates the technologies of machine, electricity, liquid, gas and computer into a whole, obtains the wear condition of the rail by a profile and corrugation measurement system, and provides the measurement result to a computer control system. After calculation and comparison, the computer controls the deflection, transverse movement and pressurization of 48 grinding heads attached to three grinding trolleys arranged on a control trolley, a living trolley and a power trolley to finish the grinding operation of the steel rail.

A rail grinding train with double power 48 grinding heads is a rail engineering train which is mainly used for eliminating defects on the surface of a rail, including fat edges, rail surface scratches, wave abrasion and the like. A train of double-power 48-grinding-head steel rail grinding trains generally comprises three sections of vehicles, and the whole vehicle is provided with two sets of grinding devices which have 48 grinding heads and are distributed below frames of two sections of operation vehicles. Each set of grinding device is formed by hinging three grinding trolleys with 8 grinding heads. The double-power 48-grinding-head steel rail grinding train integrates machine, electricity, liquid, gas and computer technologies, and a control system of the train is advanced. The wear condition of the steel rail is obtained through a profile and corrugation measuring system, then the measuring result is input into a computer control system, and after operation and comparison, the control system controls 48 grinding motors to complete deflection, transverse movement and pressurization, and finally the steel rail grinding operation is completed.

In the prior art, the applicant, shoal era electronics technology limited company, and the chinese railway company, apply for the application on 19/12/2016 and 31/05/2017 and the application on the chinese invention with the publication number CN106740996A, disclose a rail engineering train wireless reconnection control device, system and method, wherein the wireless reconnection control device is arranged on a rail engineering train and comprises: the wireless module comprises an Ethernet module, a wireless module and a wireless antenna which are connected in sequence. The wireless module further includes a wireless local area network device, a wireless communication module, and/or a radio station. The wireless reconnection control device realizes information interaction between the rail engineering train and the ground server through the Ethernet module, the wireless communication module and the wireless antenna. The wireless reconnection control device also realizes information interaction among the track engineering trains in each marshalling through the Ethernet module, the wireless local area network equipment and/or the wireless radio station and the wireless antenna. The invention can solve the technical problems that the existing track engineering train basically designs the train according to the functions, has no reconnection control function, and can not carry out combined operation on the train according to the function classification when in field use.

However, the above prior art solutions mainly focus on introducing wireless reconnection control between the rail engineering trains, and do not have research on the reconnection network inside the rail engineering trains and the linkage of key function hardware. Therefore, it is a technical problem to be solved urgently at present to develop a rail engineering train reconnection system having a network reconnection function and a key function hardware interlocking function formed inside more than two rail engineering trains.

Disclosure of Invention

In view of the above, the present invention provides a rail engineering train reconnection system and an application thereof, so as to solve the technical problems that the existing train reconnection system cannot realize network reconnection inside a train and key function hardware linkage.

In order to achieve the above object, the present invention specifically provides a technical implementation scheme of a rail engineering train reconnection system, which is a rail engineering train reconnection system, wherein the rail engineering train comprises at least three trains, and the three trains are a first vehicle, a second vehicle and a third vehicle respectively. The rail engineering train reconnection system comprises a train reconnection network, wherein the train reconnection network comprises three layers of switching equipment, data switching equipment, a traveling display and an operation display.

The three-layer switching equipment comprises first three-layer switching equipment arranged on a first vehicle and second three-layer switching equipment arranged on a third vehicle.

The data exchange device includes a first data exchange device disposed at a second vehicle.

The running display comprises a first running display arranged on a first vehicle and connected with the first layer of switching equipment and a second running display arranged on a third vehicle and connected with the second layer of switching equipment.

The operation display comprises a first operation display arranged on a first vehicle and connected with the first three-layer switching equipment, and a second operation display arranged on a third vehicle and connected with the second three-layer switching equipment.

The first data switching equipment is connected between the first three-layer switching equipment and the second three-layer switching equipment.

The first layer switching equipment and the second layer switching equipment adopt ETB network communication, and the first data switching equipment, the first layer switching equipment and the second layer switching equipment adopt ECN network communication.

And the rail engineering trains are connected with each other again through an ETB network. The first three-layer switching equipment and the second three-layer switching equipment can realize the dynamic recombination of the ETB network, manage the ETB network and the data routing transmission between the ETB network and the ECN network.

Further, the first three-layer switching equipment is communicated with the first walking display and the first operation display through an ECN network. And the second three-layer switching equipment is communicated with the second walking display and the second operation display through an ECN network.

Further, the data exchange device includes a second data exchange device and a third data exchange device disposed on the second vehicle. The second data exchange equipment is connected between the first layer of exchange equipment and the second layer of exchange equipment, and the second data exchange equipment communicates with the first layer of exchange equipment and the second layer of exchange equipment through an ETB network. The third data exchange equipment is connected between the first layer of exchange equipment and the second layer of exchange equipment, and the third data exchange equipment communicates with the first layer of exchange equipment and the second layer of exchange equipment through an ETB network.

Furthermore, the grinding operation and the running of the rail engineering train are controlled by a CAN network. The grinding operation and the running control data are generated by an operation display, a running display and a CAN (controller area network) of the first vehicle or the third vehicle, and the data exchange inside the vehicle is carried out through an ECN (electronically controlled network). The grinding operation and the running control data of the vehicle section are output through the operation display and the running display and are transferred to the ETB network through the ECN network of the vehicle section for transmission, under the routing management of the first layer of switching equipment and the second layer of switching equipment, the ETB network of the other vehicle section is transferred to the ECN network, the grinding operation and the running control data are output to the operation display and the running display of the vehicle section for display, and then the grinding operation and the running control data are transferred to the CAN network of the vehicle section through the operation display and the running display, so that the interaction of the grinding operation and the running control data is realized.

Further, the first running display and the second running display are used for displaying running information of the track engineering train, and the running information displayed after the track engineering train is reconnected includes but is not limited to: the system comprises reconnection state information, information of all engines after reconnection, shaft pressure and frequency information of all transmission shafts after reconnection, and driving speed and alarm information.

Further, the first operation display and the second operation display are used for displaying grinding information of the rail engineering train, and the grinding information displayed after the rail engineering train is reconnected includes but is not limited to: the information of the state of reconnection, the working state and power information of all polishing motors after reconnection, the state of off-track of all polishing trolleys after reconnection, the state and angle information of all deflection motors after reconnection, the state and alarm information of polishing equipment of each train, operation mode information, and operation speed, mileage and polishing area information.

Further, the track engineering train reconnection system still includes the chain module of urgent promotion, the chain module of urgent promotion includes:

the first emergency lifting button is used for realizing emergency lifting of the first vehicle grinding head, and the first emergency lifting button, the first diode, the first reconnection relay, the first emergency lifting relay and the second emergency lifting relay are connected in series; the first emergency lifting button is connected with a first reconnection relay, the anode of the first diode is connected with a normally open contact of the first emergency lifting button, the cathode of the first diode is connected with one end of the relay of the first reconnection relay, a first reconnection line of a first vehicle is led out from the cathode of the first diode, and the other end of the relay of the first reconnection relay is connected to the ground;

a third emergency lifting relay and a fourth emergency lifting relay for realizing the emergency lifting of the second vehicle grinding head to the second vehicle;

and the second emergency lifting button, the second diode, the second double relay, the fifth emergency lifting relay and the sixth emergency lifting relay are used for realizing the emergency lifting of the third vehicle grinding head. The second emergency lifting button is connected with the second double relay, the anode of the second diode is connected with the normally open contact of the second emergency lifting button, the cathode of the second diode is connected to one end of the relay of the second double relay, a second double line of a third vehicle is led out from the cathode of the second diode, and the other end of the relay of the second double relay is connected to the ground.

The normally closed contact of the first emergency lifting button, the normally closed contact of the first double-heading relay, the normally closed contact of the second emergency lifting button and the normally closed contact of the second double-heading relay are sequentially connected in series and then connected with a branch formed by the first emergency lifting relay, the second emergency lifting relay, the third emergency lifting relay, the fourth emergency lifting relay, the fifth emergency lifting relay and the sixth emergency lifting relay in parallel. The control power supply of the first vehicle is connected to the normally closed contact and the normally open contact of the first emergency lifting button, and the control power supply of the third vehicle is connected to the normally open contact of the second emergency lifting button.

Under normal conditions, the normally closed contact closure of first duplicate connection relay and second duplicate connection relay, the normally open contact closure of first urgent promotion relay, the urgent promotion relay of second, the urgent promotion relay of third, the urgent promotion relay of fourth, the urgent promotion relay of fifth and the urgent promotion relay of sixth, the normally closed contact closure of first urgent promotion button and the urgent promotion button of second, the normally open contact disconnection of first urgent promotion button and the urgent promotion button of second.

When a first emergency lifting button is pressed down, the normally closed contact of the first emergency lifting button is opened, the normally open contact is closed, the contact action of the second emergency lifting button is kept in an original state, the normally closed contact of the first reconnection relay is opened, the normally closed contact of the second reconnection relay is closed, the normally open contacts of the first emergency lifting relay, the second emergency lifting relay, the third emergency lifting relay, the fourth emergency lifting relay, the fifth emergency lifting relay and the sixth emergency lifting relay are opened, the power supply of the grinding head emergency lifting control circuit of the first vehicle, the second vehicle and the third vehicle is disconnected, and the grinding head in the vehicle marshalling is lifted. Meanwhile, the first reconnection line is electrified, the first reconnection line or the second reconnection line of the other row of track engineering train connected with the first reconnection line is electrified to supply power for the first reconnection relay or the second reconnection relay of the other row of track engineering train, normally open contacts of the first emergency lifting relay, the second emergency lifting relay, the third emergency lifting relay, the fourth emergency lifting relay, the fifth emergency lifting relay and the sixth emergency lifting relay of the other row of track engineering train are disconnected, and a grinding head in a vehicle marshalling is lifted.

When a second emergency lifting button is pressed down, the normally closed contact of the second emergency lifting button is opened, the normally open contact is closed, the contact action of the first emergency lifting button is kept in an original state, the normally closed contact of the second reconnection relay is opened, the normally closed contact of the first reconnection relay is closed, the normally open contacts of the first emergency lifting relay, the second emergency lifting relay, the third emergency lifting relay, the fourth emergency lifting relay, the fifth emergency lifting relay and the sixth emergency lifting relay are opened, the power supply of the grinding head emergency lifting control circuit of the first vehicle, the second vehicle and the third vehicle is disconnected, and the grinding head in the vehicle marshalling is lifted. Meanwhile, a second interconnection line of the third vehicle is electrified, a first reconnection line or a second reconnection line of another track engineering train connected with the second interconnection line is electrified to supply power for a first reconnection relay or a second reconnection relay of another track engineering train, normally open contacts of a first emergency lifting relay, a second emergency lifting relay, a third emergency lifting relay, a fourth emergency lifting relay, a fifth emergency lifting relay and a sixth emergency lifting relay of another track engineering train are disconnected, and a grinding head in a vehicle marshalling is lifted.

Further, track engineering train reconnection system still includes the chain module of parking brake, the chain module of parking brake includes:

the parking brake system comprises a first parking brake button, a third diode and a first parking brake solenoid valve, wherein the first parking brake button, the third diode and the first parking brake solenoid valve are used for realizing parking brake of a first vehicle;

a second parking brake solenoid valve for effecting the second vehicle parking brake;

a second parking brake button, a fourth diode and a third parking brake solenoid valve for implementing the parking brake of the third vehicle.

The first parking brake button and the third diode are sequentially connected in series and then connected to one end of a branch formed by connecting the first parking brake solenoid valve, the second parking brake solenoid valve and the third parking brake solenoid valve in parallel, and the other end of the parallel branch is connected to the ground.

And the second parking brake button and the fourth diode are sequentially connected in series and then connected to one end of a branch formed by connecting the first parking brake solenoid valve, the second parking brake solenoid valve and the third parking brake solenoid valve in parallel, and the other end of the parallel branch is connected to the ground.

One end of the first parking brake button is connected to a control power supply of the first vehicle, the other end of the first parking brake button is connected with the anode of the third diode, and a third reconnection line of the first vehicle is led out from the cathode of the third diode.

One end of the second parking brake button is connected to a control power supply of a third vehicle, the other end of the second parking brake button is connected with the anode of the fourth diode, and a fourth interconnection line of the third vehicle is led out from the cathode of the fourth diode.

When the first parking brake button or the second parking brake button is pressed down, the first parking brake solenoid valve, the second parking brake solenoid valve and the third parking brake solenoid valve are electrified, and a parking brake control loop of the rail engineering train is switched on.

Meanwhile, the third reconnection line of the first vehicle is electrified, the third reconnection line or the fourth reconnection line of the other track engineering train connected with the third reconnection line is electrified to supply power for the first parking brake electromagnetic valve, the second parking brake electromagnetic valve and the third parking brake electromagnetic valve of the other track engineering train, and the parking brake control loop of the other track engineering train is switched on.

Further, the track engineering train reconnection system further comprises an emergency stop interlocking module, wherein the emergency stop interlocking module comprises:

the first emergency stop left button, the first emergency stop right button, the fifth diode and the first emergency stop electromagnetic valve are used for realizing the emergency stop of the first vehicle;

a second emergency stop solenoid valve for effecting an emergency stop of the second vehicle;

and the second emergency stop left button, the second emergency stop right button, the sixth diode and the third emergency stop electromagnetic valve are used for realizing the emergency stop of the third vehicle.

And after the first emergency stop left button and the first emergency stop right button are connected in parallel, one end of the first emergency stop left button is connected to a control power supply of the first vehicle, and the other end of the first emergency stop left button is connected to the anode of the fifth diode. And the cathode of the fifth diode is connected to one end of a branch formed by connecting the first emergency stop electromagnetic valve, the second emergency stop electromagnetic valve and the third emergency stop electromagnetic valve in parallel, and the other end of the parallel branch is connected to the ground. And a fifth reconnection line for the first vehicle is led out from the cathode of the fifth diode.

And after the second emergency stop left button and the second emergency stop right button are connected in parallel, one end of the second emergency stop left button is connected to a control power supply of the third vehicle, and the other end of the second emergency stop left button is connected to the anode of the sixth diode. And the cathode of the sixth diode is connected to one end of a branch formed by connecting the first emergency stop electromagnetic valve, the second emergency stop electromagnetic valve and the third emergency stop electromagnetic valve in parallel, and the other end of the parallel branch is connected to the ground. A sixth overlap line of a third vehicle is led out from a cathode of the sixth diode.

When the first emergency stop left button, the first emergency stop right button, the second emergency stop left button and the second emergency stop right button are pressed down, the first emergency stop electromagnetic valve, the second emergency stop electromagnetic valve and the third emergency stop electromagnetic valve are electrified, and the emergency stop control circuit of the track engineering train is connected.

Meanwhile, the fifth reconnection line of the first vehicle is electrified, the fifth reconnection line or the sixth reconnection line of the other row of track engineering trains connected with the fifth reconnection line is electrified to supply power for the first emergency stop electromagnetic valve, the second emergency stop electromagnetic valve and the third emergency stop electromagnetic valve of the other row of track engineering trains, and the emergency stop control loop of the other row of track engineering trains is communicated.

The invention also provides a technical implementation scheme of the rail engineering train reconnection system applied to a double-power 48-grinding-head steel rail grinding vehicle, wherein the rail engineering train comprises a first vehicle, a second vehicle and a third vehicle which are sequentially connected, and the rail engineering train runs by adopting double power of internal combustion and electric power.

Further, the first vehicle is an operation vehicle, the second vehicle is a tractor, and the third vehicle is an operation vehicle. The first vehicle and the third vehicle are both provided with internal combustion power, and the second vehicle is provided with electric power.

By implementing the technical scheme of the rail engineering train reconnection system and the application thereof provided by the invention, the rail engineering train reconnection system has the following beneficial effects:

(1) the invention relates to a rail engineering train reconnection system and application thereof.A three-layer network data exchange is formed by a three-layer exchanger and a two-layer exchanger, thereby realizing reconnection of more than two rail engineering trains, realizing automatic networking without manual setting, preventing the whole network from being forced to be interrupted when the exchanger is abnormal, and being very simple to modify on the original train;

(2) the rail engineering train reconnection system and the application thereof realize linkage of key control functions by adopting simple hard wires and relays, and have simple and reliable structure and easy modification.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It is obvious that the drawings in the following description are only some embodiments of the invention, and that for a person skilled in the art, other embodiments can be obtained from these drawings without inventive effort.

FIG. 1 is a schematic diagram of two-train reconnection of a track-bound work train according to the invention;

FIG. 2 is a block diagram of an internal network structure of a single-train railway engineering train in the invention;

FIG. 3 is a block diagram of a system architecture for a rail-bound train reconnection unified embodiment of the present invention;

FIG. 4 is a block diagram of a train reconnection network in an embodiment of the railroad work train reconnection unification of the present invention;

fig. 5 is a schematic block diagram of a train reconnection network in another embodiment of the track work train reconnection system of the present invention;

fig. 6 is a schematic view of an electrical connection structure of an emergency lift interlock module according to an embodiment of the railroad train reconnection unification;

FIG. 7 is a schematic diagram of an electrical connection structure of a parking brake interlock module according to an embodiment of the railroad engineering train reconnection unification;

FIG. 8 is a schematic diagram of an electrical connection configuration of an emergency shutdown interlock module in one embodiment of the railroad train reconnection of the present invention;

fig. 9 is a block diagram showing a two-train-track-work-train reconnection system according to the present invention.

In the figure: 1-a train reconnection network, 2-an emergency lifting interlocking module, 3-a parking brake interlocking module, 4-an emergency stop interlocking module, 10-a railroad engineering train reconnection system, 11-a first vehicle, 12-a second vehicle, 13-a third vehicle, 100-a railroad engineering train, 101-a first three-layer switching device, 102-a second three-layer switching device, 103-a first data switching device, 104-a second data switching device, 105-a third data switching device, 106-a first travel display, 107-a first travel display, 108-a second travel display, 109-a second travel display, S1-a first emergency lifting button, S2-a second emergency lifting button, S3-a first parking brake button, S4-a second parking brake button, s51-first emergency stop button, S52-first emergency stop button, S61-second emergency stop button, S62-second emergency stop button, D1-first diode, D2-second diode, D3-third diode, D4-fourth diode, D5-fifth diode, D6-sixth diode, K1-first duplicate relay, K2-second duplicate relay, K3-first emergency lift relay, K4-second emergency lift relay, K5-third emergency lift relay, 6-fourth emergency lift relay, K7-fifth emergency lift relay, K8-sixth emergency lift relay, KA 1-first parking brake solenoid valve, 2-second parking brake solenoid valve, KA 3-third parking brake solenoid valve, KA 4-first emergency stop solenoid valve, KA 5-second emergency stop solenoid valve, KA 6-third emergency stop solenoid valve.

Detailed Description

For reference and clarity, the terms, abbreviations or abbreviations used hereinafter are as follows:

TCN: train Communication Network, an abbreviation of Train Communication Network;

ECN: ethernet constest Network, an abbreviation for Ethernet to form a Network;

CAN: controller Area Network, an abbreviation for Controller Area Network;

ETB: ethernet Train Backbone, the abbreviation of Ethernet Backbone, Ethernet network composed of trains connected by buses, conforms to TCN protocol;

ETBN: ethernet Train Backbone Node, an abbreviation of Ethernet Backbone Node.

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the described embodiments are merely a few embodiments of the invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Referring to fig. 1 to 9, a specific embodiment of a railroad engineering train reconnection system and an application thereof is shown, and the present invention is further described with reference to the drawings and the specific embodiment.

Example 1

As shown in fig. 1, a schematic diagram of a train reconnection structure based on the rail engineering train reconnection system of the present invention is shown, and a technical scheme of the rail engineering train reconnection system of the present invention is described below by taking a rail grinding wagon as an example. The rail engineering train (such as a rail grinding wagon) is formed by connecting two trains (rail grinding trains) in a reconnection mode, wherein each train comprises three sections of vehicles, namely a first vehicle 11, a second vehicle 12 and a third vehicle 13. As shown in fig. 2, it is a block diagram of an internal network structure of a single-train engineering train. The first vehicle 11 and the third vehicle 13 are both equipped with data exchange devices (specifically, two-layer switches), which are the second data exchange device 104 and the third data exchange device 105, respectively. The first vehicle 11 is also equipped with a first travel display 106 and a first work display 107, and the third vehicle 13 is also equipped with a second travel display 108 and a second work display 109. The operation display and the walking display are used as a data interaction transfer station of a network control platform (CAN) and an Ethernet to carry out data filtration and data communication.

In combination with the functional requirements and cost considerations of train reconnection, the present embodiment employs a triple-layer switch to replace a double-layer switch in the first vehicle 11 and the third vehicle 13, and adds two double-layer switches to the second vehicle 12 to form an ETB network (or may not be added as the case may be).

As shown in fig. 3, a specific embodiment of a railroad engineering train reconnection system based on an ETB network, a railroad engineering train reconnection system 10 includes: the system comprises a train reconnection network 1, an emergency lifting interlocking module 2, a parking brake interlocking module 3 and an emergency stop interlocking module 4.

The railroad work train 100 includes at least three trains, which are a first train 11, a second train 12, and a third train 13, respectively. As shown in fig. 4, the track engineering train reconnection system 10 further includes a train reconnection network 1, and the train reconnection network 1 includes three layers of switching devices, data switching devices, a traveling display, and an operation display.

The three-tier switching device includes a first three-tier switching device 101 provided in the first vehicle 11 and a second three-tier switching device 102 provided in the third vehicle 13.

The data exchange device includes a first data exchange device 103 provided to the second vehicle 12.

The travel displays include a first travel display 106 disposed on the first vehicle 11 and connected to the first floor switching device 101, and a second travel display 108 disposed on the third vehicle 13 and connected to the second floor switching device 102.

The operation display includes a first operation display 107 provided on the first vehicle 11 and connected to the first three-level switching device 101, and a second operation display 109 provided on the third vehicle 13 and connected to the second three-level switching device 102.

The first data switching device 103 is connected between the first three-layer switching device 101 and the second three-layer switching device 102. ETB network communication is adopted between the first three-layer switching device 101 and the second three-layer switching device 102, and ECN network communication is adopted between the first data switching device 103 and the first three-layer switching device 101 and the second three-layer switching device 102.

The rail engineering trains 100 are connected with each other through an ETB network. The first three-layer switching device 101 and the second three-layer switching device 102 have an automatic networking function (i.e., an ETB network can be automatically formed without any manual intervention after the ETB networks on two trains of track engineering trains 100 are reconnected, and terminals on the ECN network can exchange data with each other without changing any setting) and a routing management function, and can realize dynamic reconfiguration of the ETB network, manage the ETB network, and perform data routing transmission between the ETB network and the ECN network. The first three-layer switching device 101 communicates with the first walking display 106 and the first working display 107 through the ECN network. The second three-layer switching device 102 communicates with the second walking display 108 and the second working display 109 through the ECN network.

As shown in fig. 5, as another embodiment of the present invention, the data exchange device further includes a second data exchange device 104 and a third data exchange device 105 disposed on the second vehicle 12. The second data switching device 104 is connected between the first three-layer switching device 101 and the second three-layer switching device 102, and the second data switching device 104 communicates with the first three-layer switching device 101 and the second three-layer switching device 102 through the ETB network. The third data switching device 105 is connected between the first three-layer switching device 101 and the second three-layer switching device 102, and the third data switching device 105 communicates with the first three-layer switching device 101 and the second three-layer switching device 102 through the ETB network. In this embodiment, the reconnection network topology node of the single-train railway engineering train 100 includes two three-layer network pipe type ethernet switches (referred to as three-layer switching devices for short) with a routing management function, three two-layer non-network pipe type ethernet switches (referred to as data switching devices for short), two operation displays and two traveling displays.

The three-layer switching equipment, the data switching equipment, the walking display and the operation display are connected through Ethernet cables. The three layers of switching equipment are connected through a cross network cable, and the three layers of switching equipment are connected with the data switching equipment, the walking display and the operation display through a direct network cable. The three-layer switching equipment is based on IEC61375 standard, has the functions of route management and automatic networking, and can manage the ETB network and data route transmission between the ETB network and the ECN network. In consideration of redundancy design, each three-layer switch is provided with 4 hundred mega Ethernet interfaces for ETB network communication; 8 hundred mega Ethernet interfaces are used for ECN network communication, and 2 of the interfaces are used for ring network design. The triple-layer switch is further externally connected to a reconnection socket of the reconnection box through a cross network cable. The data exchange equipment adopts a two-layer exchanger, and the two-layer exchanger can also be replaced by a router.

The technical solution shown in fig. 3 is to replace one three-layer switch for each of the #1 train (i.e., the first vehicle 11) and the #3 train (i.e., the third vehicle 13) of each track-bound work train 100, if the length of the network cable between the #1 train and the #3 train is less than 70 meters, the #2 train does not need to add a two-layer switch, and if the length of the network cable exceeds 70 meters, two-layer switches should be added to the #2 train (i.e., the second vehicle 12). In the figure, relatively thin cross network wires are connected to reconnection sockets at the head and tail of the train, and for two trains in a marshalling, the network reconnection of two trains of the rail engineering train 100 can be realized by any combination of the head and the tail of the train. The technical scheme has the advantages that automatic networking can be realized, manual setting is not needed, when the three-layer switch is abnormal (has a ByPass ByPass function, namely the two networks can be directly conducted physically without passing through a system of network safety equipment through a specific trigger state (power failure or halt)), the ETB network cannot be forced to be interrupted (the two three-layer switches in the single-train railway engineering train 100 are in redundant configuration), and the transformation is very simple on the basis of the original train structure.

The coupled train is composed of two trains of track engineering trains 100, and has two three-layer switches (ETBN), so that two independent component networks (two independent component networks have completely identical network configurations). The ECN network is an intra-train component network (referred to herein as an ethernet network in a single train, which may be considered a lan). The ETB network is a backbone network and is used for data transmission between component networks in the track-engineering train 100, that is, transmission between ETBNs (here, the first three-layer switching device 101 and the second three-layer switching device 102). And the ECN network is used for data transmission inside the component network and data transmission with the ETBN network. The ETB network (i.e., the network between the two ETBNs) is only directed to data exchange between trains, and when a train is not reconnected, the ETB network does not perform exchange of travel and operation control data, except for data exchange in terms of protocol management. Data exchange within the train of railroad work trains 100 is managed by an internal component network. Since the ethernet configuration of each train of railroad engineering trains 100 is consistent, i.e., the IP addresses of the terminals at different locations are fixed, the reconnection can be regarded as forming two identical lans into one lan without changing the configuration.

The grinding operation and the running of the rail engineering train 100 are controlled by a CAN network. The operation display is connected with the operation control system through the CAN module, and the walking display is connected with the walking control system through the CAN module. The grinding operation and the running control data are generated by an operation display, a running display and a CAN (controller area network) of the first vehicle 11 or the third vehicle 13, and data exchange inside the vehicle is carried out through an ECN (electronically commutated converter) network. The grinding operation and the running control data of the vehicle section are output through the operation display and the running display and transferred to the ETB network through the ECN network of the vehicle section for transmission, under the routing management of the first layer switching equipment 101 and the second layer switching equipment 102, after network relay is carried out through the second data switching equipment 104 and the third data switching equipment 105 (when the length of a network cable between the vehicles #1 and #3 is less than 70 meters, the second data switching equipment 104 and the third data switching equipment 105 CAN also be omitted), the grinding operation and the running control data of the vehicle section are transferred to the ECN network through the ETB network of the other vehicle section, output to the operation display and the running display of the vehicle section for display, and then transferred to the CAN network of the vehicle section through the operation display and the running display, so that the interaction of the grinding operation and the running control data is realized.

The first running display 106 and the second running display 108 are used for displaying running key information of the rail engineering train 100, and the definition and the display interface of the network node after the reconnection of the rail engineering train 100 need to be changed. The running information displayed after the reconnection of the rail engineering train 100 includes, but is not limited to: the method comprises the following steps of reconnection state information (communication state), information of all engines after reconnection, including rotating speed, cooling water temperature and the like, information of shaft pressure, frequency and the like of all transmission shafts after reconnection, driving speed, key state, alarm information and the like.

The first operation display 107 and the second operation display 109 are used for displaying grinding information of the rail engineering train 100, and the definition and display interface of the network node after reconnection of the rail engineering train 100 need to be changed. The grinding information displayed after the railroad work train 100 is reconnected includes, but is not limited to: the system comprises reconnection state information (communication state), working state and power information of all polishing motors after reconnection, a derailment state of all polishing trolleys after reconnection, state and angle information of all deflection motors after reconnection, polishing equipment state and alarm information of each train, operation mode information, and important information such as operation speed, mileage, polishing areas, key times and the like.

The rail engineering train reconnection system 10 further comprises an emergency lifting interlocking module 2, wherein any grinding head emergency lifting button on the reconnection train is pressed down in an emergency situation, and the grinding head in the marshalling is lifted in an emergency. As shown in fig. 6, the emergency lift interlock module 2 further includes:

a first emergency lifting button S1, a first diode D1, a first reconnection relay K1, a first emergency lifting relay K3 and a second emergency lifting relay K4 for realizing emergency lifting of the wheelhead of the first vehicle 11; the first emergency lifting button S1 is connected with a first reconnection relay K1, the anode of a first diode D1 is connected with a normally open contact of the first emergency lifting button S1, the cathode of the first diode D1 is connected with one end of a relay of the first reconnection relay K1, a first reconnection line L1 of the first vehicle 11 is led out from the cathode of a first diode D1 to a reconnection socket, and the other end of the relay of the first reconnection relay K1 is connected to the ground;

a third emergency lifting relay K5 and a fourth emergency lifting relay K6 for realizing emergency lifting of the grinding head of the second vehicle 12 to the second vehicle 12;

a second emergency lift button S2 for realizing emergency lift of the wheelhead of the third vehicle 13, a second diode D2, a second reconnection relay K2, a fifth emergency lift relay K7 and a sixth emergency lift relay K8. The second emergency lifting button S2 is connected to the second double relay K2, the anode of the second diode D2 is connected to the normally open contact of the second emergency lifting button S2, the cathode is connected to one end of the relay of the second double relay K2, the second double line L2 of the third vehicle 13 is led out from the cathode of the second diode D2 to the double socket, and the other end of the relay of the second double relay K2 is connected to the ground.

Wherein the first emergency lifting button S1 of the first vehicle 11 and the second emergency lifting button S2 of the third vehicle 13 are buttons on a driver console (in the embodiment, located on the first vehicle 11 and the third vehicle 13, respectively), the first emergency lifting relay K3 and the second emergency lifting relay K4 of the first vehicle 11 are used for controlling the wheelhead emergency lifting power supply of the first vehicle 11, the third emergency lifting relay K5 and the fourth emergency lifting relay K6 of the second vehicle 12 are used for controlling the wheelhead emergency lifting power supply of the second vehicle 12, and the fifth emergency lifting relay K7 and the sixth emergency lifting relay K8 of the third vehicle 13 are used for controlling the wheelhead emergency lifting power supply of the third vehicle 13.

The normally closed contact of the first emergency lifting button S1, the normally closed contact of the first duplicate relay K1, the normally closed contact of the second emergency lifting button S2 and the normally closed contact of the second duplicate relay K2 are sequentially connected in series and then connected with a branch formed by connecting the first emergency lifting relay K3, the second emergency lifting relay K4, the third emergency lifting relay K5, the fourth emergency lifting relay K6, the fifth emergency lifting relay K7 and the sixth emergency lifting relay K8 in parallel. The control power source of the first vehicle 11 is connected to the normally closed and normally open contacts of the first emergency lift button S1, and the control power source of the third vehicle 13 is connected to the normally open contact of the second emergency lift button S2.

Under normal conditions, the normally closed contacts of first duplicate relay K1 and second duplicate relay K2 are closed, the normally open contacts of first urgent lifting relay K3, second urgent lifting relay K4, third urgent lifting relay K5, fourth urgent lifting relay K6, fifth urgent lifting relay K7 and sixth urgent lifting relay K8 are closed, the normally closed contacts of first urgent lifting button S1 and second urgent lifting button S2 are closed, and the normally open contacts of first urgent lifting button S1 and second urgent lifting button S2 are opened.

When the first emergency lifting button S1 is pressed, the normally closed contact of the first emergency lifting button S1 is opened, the normally open contact is closed, the contact action of the second emergency lifting button S2 is kept as it is, the normally closed contact of the first reconnection relay K1 is opened, the normally closed contact of the second reconnection relay K2 is closed, the normally open contacts of the first emergency lifting relay K3, the second emergency lifting relay K4, the third emergency lifting relay K5, the fourth emergency lifting relay K6, the fifth emergency lifting relay K7 and the sixth emergency lifting relay K8 are opened, the grinding head emergency lifting control circuits of the first vehicle 11, the second vehicle 12 and the third vehicle 13 are powered off, and the grinding heads in the vehicle consist are lifted. Meanwhile, the first reconnection line L1 is powered on, the first reconnection line L1 or the second reconnection line L2 of another train of track-bound work trains 100 connected with the first reconnection line L1 is powered on to supply power to the first reconnection relay K1 or the second reconnection relay K2 of another train of track-bound work trains 100, the normally open contacts of the first emergency lifting relay K3, the second emergency lifting relay K4, the third emergency lifting relay K5, the fourth emergency lifting relay K6, the fifth emergency lifting relay K7 and the sixth emergency lifting relay K8 of another train of track-bound work trains 100 are disconnected, and the grinding heads in the train consist are lifted.

When the second emergency lifting button S2 is pressed, the normally closed contact of the second emergency lifting button S2 is opened, the normally open contact is closed, the contact action of the first emergency lifting button S1 is kept as it is, the normally closed contact of the second reconnection relay K2 is opened, the normally closed contact of the first reconnection relay K1 is closed, the normally open contacts of the first emergency lifting relay K3, the second emergency lifting relay K4, the third emergency lifting relay K5, the fourth emergency lifting relay K6, the fifth emergency lifting relay K7 and the sixth emergency lifting relay K8 are opened, the grinding head emergency lifting control circuits of the first vehicle 11, the second vehicle 12 and the third vehicle 13 are powered off, and the grinding heads in the vehicle consist are lifted. Meanwhile, the second tie line L2 of the third vehicle 11 is powered, the first tie line L1 or the second tie line L2 of the other train of track work trains 100 connected to the second tie line L2 is powered to supply power to the first tie relay K1 or the second tie relay K2 of the other train of track work trains 100, the normally open contacts of the first emergency lifting relay K3, the second emergency lifting relay K4, the third emergency lifting relay K5, the fourth emergency lifting relay K6, the fifth emergency lifting relay K7 and the sixth emergency lifting relay K8 of the other train of track work trains 100 are disconnected, and the grinding heads in the train consist are lifted.

The technical scheme of the grinding head emergency lifting reconnection is that a normally closed contact is added on an emergency lifting button main circuit of a first vehicle 11, a normally open contact of the emergency lifting button of the vehicle is connected with a diode to control power supply of a relay coil of the normally closed contact, meanwhile, a rear end line (namely a connecting line of a cathode end) of the diode is led out to a reconnection socket of a reconnection box, and the line is used as a first reconnection line L1 of the first vehicle 11. Similarly, the wire (second overlap line L2) of the third vehicle 13 is also connected to the reconnection box at the head portion of the third vehicle 12. For A, B two trains of railway engineering trains 100 in the marshalling, the reconnection lines in the reconnection boxes of the first vehicle 11 and the third vehicle 13 are defined in the same way, so that the reconnection of A, B two trains by the emergency lifting buttons can be realized by any combination of A, B two trains.

The rail engineering train reconnection system 10 further comprises a parking brake interlocking module 3, wherein in order to prevent train sliding before the rail engineering train 100 is temporarily parked or started in operation, any parking brake button in the reconnection train is pressed, and the marshalling train is in a parking brake state. As shown in fig. 7, the parking brake interlock module 3 further includes:

a first parking brake button S3, a third diode D3 and a first parking brake solenoid KA1 for implementing parking brake of the first vehicle 11;

a second parking brake solenoid KA2 for implementing a parking brake of the second vehicle 12;

a second parking brake button S4 for implementing the parking brake of the third vehicle 13, a fourth diode D4 and a third parking brake solenoid valve KA 3.

The first parking brake button S3 and the third diode D3 are sequentially connected in series and then connected to one end of a branch formed by connecting the first parking brake solenoid valve KA1, the second parking brake solenoid valve KA2 and the third parking brake solenoid valve KA3 in parallel, and the other end of the parallel branch is connected to the ground. The second parking brake button S4 and the fourth diode D4 are sequentially connected in series and then connected to one end of a branch formed by connecting the first parking brake solenoid valve KA1, the second parking brake solenoid valve KA2 and the third parking brake solenoid valve KA3 in parallel, and the other end of the parallel branch is connected to the ground. One end of the first parking brake button S3 is connected to a control power source of the first vehicle 11, and the other end is connected to an anode of the third diode D3, and a third reconnection line L3 of the first vehicle 11 is led from a cathode of the third diode D3 to a reconnection receptacle. One end of the second parking brake button S4 is connected to a control power source of the third vehicle 13, and the other end is connected to an anode of a fourth diode D4, and a fourth reconnection line L4 of the third vehicle 13 is led from a cathode of the fourth diode D4 to a reconnection receptacle.

When the first parking brake button S3 or the second parking brake button S4 is pressed, the first parking brake solenoid valve KA1, the second parking brake solenoid valve KA2 and the third parking brake solenoid valve KA3 are powered, and the parking brake control circuit of the railway engineering train 100 is switched on. Meanwhile, the third reconnection line L3 of the first vehicle 11 is energized, the third reconnection line L3 or the fourth reconnection line L4 of the other track work train 100 connected to the third reconnection line L3 is energized, power is supplied to the first parking brake solenoid valve KA1, the second parking brake solenoid valve KA2, and the third parking brake solenoid valve KA3 of the other track work train 100, and the parking brake control circuit of the other track work train 100 is turned on.

The principle of train parking brake reconnection control is to add a diode at the rear end of the parking brake button of each cab of each train of track-bound engineering trains 100, and connect the rear end line of the diode (i.e. the connection line of the cathode end) to the reconnection socket of each train. When either the first parking brake button S3 of the first vehicle 11 or the second parking brake button S4 of the third vehicle 13 is pressed, the first parking brake solenoid valve KA1 of the first vehicle 11, the second parking brake solenoid valve KA2 of the second vehicle 12, and the third parking brake solenoid valve KA3 of the third vehicle 13 are energized, and the brake control circuit is energized. For A, B two trains of railway engineering trains 100 in the marshalling, the parking brake reconnection lines in the reconnection boxes of the first vehicle 11 and the third vehicle 13 are defined in the same way, so that the parking brake button reconnection of A, B two trains can be realized by A, B two trains in any combination.

The track engineering train reconnection system 10 further comprises an emergency stop interlocking module 4, and when an emergency occurs suddenly in the running process of the track engineering train 100, an emergency stop button needs to be pressed to implement emergency stop on the train. As shown in fig. 8, the emergency shutdown interlock module 4 further includes:

a first emergency stop left button S51, a first emergency stop right button S52, a fifth diode D5 and a first emergency stop solenoid KA4 for effecting an emergency stop of the first vehicle 11;

a second emergency stop solenoid valve KA5 for effecting an emergency stop of the second vehicle 12;

a second emergency stop left button S61, a second emergency stop right button S62, a sixth diode D6 and a third emergency stop solenoid KA6 for effecting an emergency stop of the third vehicle 13.

The first emergency stop left button S51 is connected in parallel with the first emergency stop right button S52 such that one end is connected to the control power source of the first vehicle 11 and the other end is connected to the anode of the fifth diode D5. The cathode of the fifth diode D5 is connected to one end of a branch formed by connecting the first emergency stop solenoid valve KA4, the second emergency stop solenoid valve KA5 and the third emergency stop solenoid valve KA6 in parallel, and the other end of the parallel branch is connected to the ground. A fifth reconnection line L5 of the first vehicle 11 is led out from the cathode of the fifth diode D5 to the reconnection socket. The second emergency stop left button S61 is connected in parallel with the second emergency stop right button S62 such that one end is connected to the control power source of the third vehicle 13 and the other end is connected to the anode of the sixth diode D6. The cathode of the sixth diode D6 is connected to one end of a branch formed by connecting the first emergency stop solenoid valve KA4, the second emergency stop solenoid valve KA5 and the third emergency stop solenoid valve KA6 in parallel, and the other end of the parallel branch is connected to the ground. A sixth reconnection line L6 of the third vehicle 13 is led from the cathode of the sixth diode D6 to the reconnection socket.

When any one of the first emergency stop left button S51, the first emergency stop right button S52, the second emergency stop left button S61 and the second emergency stop right button S62 is pressed, the first emergency stop electromagnetic valve KA4, the second emergency stop electromagnetic valve KA5 and the third emergency stop electromagnetic valve KA6 are electrified, and the emergency stop control circuit of the track engineering train 100 is connected. Meanwhile, the fifth interconnection line L5 of the first vehicle 11 is powered, the fifth interconnection line L5 or the sixth interconnection line L6 of the other row of the track-work trains 100 connected to the fifth interconnection line L5 is powered to supply power to the first emergency stop electromagnetic valve KA4, the second emergency stop electromagnetic valve KA5 and the third emergency stop electromagnetic valve KA6 of the other row of the track-work trains 100, and the emergency stop control circuit of the other row of the track-work trains 100 is connected.

The engine emergency stop reconnection principle is similar to the parking brake principle, when the first emergency stop left button S51 and the first emergency stop right button S52 of the first vehicle 11, and the second emergency stop left button S61 and the second emergency stop right button S62 of the third vehicle 13 are pressed down, the first emergency stop electromagnetic valve KA4 of the first vehicle 11, the second emergency stop electromagnetic valve KA5 of the second vehicle 12 and the third emergency stop electromagnetic valve KA6 of the third vehicle 13 are powered on, and the emergency stop control circuit is powered on. The emergency stop reconnection lines in the first vehicle 11 and the third vehicle 13 are defined in the same way, so that the reconnection of A, B two-train emergency stop buttons can be realized by any combination of A, B two trains.

As shown in fig. 9, it is a schematic block diagram of a structure after two trains of track work trains 100 are integrally coupled.

The track engineering train reconnection system 10 described in embodiment 1 connects two trains of track engineering trains 100 into a whole train through ethernet lines and hard lines by constructing a reconnection network and a hardware interlock circuit, thereby realizing running and grinding control and display of related running and operating states. The hardware interlocking circuit realizes the hardware interlocking of key functions, and the key functions comprise: the four functional units of grinding head emergency lifting, engine emergency stop, walking function and parking brake can realize the control of key functions at any driver console (namely any vehicle with a driver console), and are not controlled by a reconnection network.

Example 2

In an application of the railroad engineering train reconnection system 10 to a dual-power 48-wheeler rail grinding vehicle as described in embodiment 1, a railroad engineering train 100 includes a first vehicle 11 (i.e., #1 vehicle), a second vehicle 12 (i.e., #2 vehicle), and a third vehicle 13 (i.e., #3 vehicle) connected in sequence, and the railroad engineering train 100 runs by using dual powers of internal combustion and electric power. In the embodiment shown in fig. 1, two railroad work trains 100 are coupled in the order of connecting #1 to #2 to #3 to #1 to #2 to # 3. In addition, the two rail engineering trains 100 can be coupled in sequence according to the connection sequence of #1 to #2 to #3 to #2 to #1, #3 to #2 to #1 to #2 to #3, and #3 to #2 to #1 to #3 to # 2.

The double-power 48-grinding-head steel rail grinding vehicle consists of three sections of operation vehicles and one tractor. The first vehicle 11 is a work vehicle, the second vehicle 12 is a tractor, and the third vehicle 13 is a work vehicle. The operation cars are arranged at two ends of the train, and the two operation cars have the same structure and can be used interchangeably. The tractor is positioned in the middle of the train and provides electric power for the running of the whole train. Both the first vehicle 11 and the third vehicle 13 are provided with internal combustion power, and the second vehicle 12 is provided with an electric power traction device. The double-power steel rail grinding train can be driven to run by adopting internal combustion and can also be driven to run by adopting electric power of a contact network.

In the running and operation process, the two sets of power sources can be switched seamlessly. The whole vehicle is provided with two sets of grinding devices with 48 grinding heads, and the grinding heads are distributed below frames of the two operation vehicles. Each set of grinding device is formed by hinging three grinding trolleys with 8 grinding heads. The double-power steel rail grinding train adopts an integral driver cab, the driver cab is positioned at two ends of the train, a primary driver console and a secondary driver console are arranged in the driver cab, the driving control is positioned at the left side, the grinding control is positioned at the right side, and the whole train can run and operate in two directions. The double-power 48-grinding-head steel rail grinding wagon is provided with two power sources, namely an internal combustion generator set power supply source and a contact net power supply source, an alternating-direct-alternating transmission mode is adopted, the train can work in an electrified region and a non-electrified region, and seamless switching can be performed between the two power sources in the running or working process. Alternating current provided by an internal combustion generator set or a contact network is rectified and inverted to provide a power supply for the hydraulic station, and then the hydraulic station provides hydraulic power for the traveling motor and the polishing system.

For the double-power 48-wheelhead steel rail grinding vehicle, a grinding operation instruction and a running operation instruction are input through respective displays (namely an operation display and a running display), and both the running display and the operation display CAN generate the instructions and send the instructions through a CAN network.

By implementing the technical scheme of the rail engineering train reconnection system and the application thereof described in the specific embodiment of the invention, the following technical effects can be produced:

(1) the rail engineering train reconnection system and the application thereof described in the specific embodiment of the invention adopt the three-layer switch and the two-layer switch to form three-layer network data exchange, realize reconnection of more than two rail engineering trains, realize automatic networking, do not need manual setting, and the whole network is not forced to be interrupted when the switch is abnormal, and the reconstruction on the original train is very simple;

(2) the rail engineering train reconnection system and the application thereof described in the specific embodiment of the invention adopt simple hard wires and relays to realize linkage of key control functions, and have simple and reliable structure and easy reconstruction.

The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other.

The foregoing is merely a preferred embodiment of the invention and is not intended to limit the invention in any manner. Although the present invention has been described with reference to the preferred embodiments, it is not intended to be limited thereto. Those skilled in the art can make many possible variations and modifications to the disclosed embodiments, or equivalent modifications, without departing from the spirit and scope of the invention, using the methods and techniques disclosed above. Therefore, any simple modification, equivalent replacement, equivalent change and modification made to the above embodiments according to the technical essence of the present invention are still within the protection scope of the technical solution of the present invention.

Claims

1. The utility model provides a track engineering train reconnection system, track engineering train (100) include at least three sections cars, and these three sections cars are first vehicle (11), second vehicle (12) and third vehicle (13) respectively, its characterized in that: the rail engineering train reconnection system (10) comprises a train reconnection network (1), wherein the train reconnection network (1) comprises three layers of switching equipment, data switching equipment, a traveling display and an operation display;

the three-layer switching equipment comprises a first three-layer switching equipment (101) arranged on a first vehicle (11) and a second three-layer switching equipment (102) arranged on a third vehicle (13);

the data exchange device comprises a first data exchange device (103) arranged at a second vehicle (12);

the running display comprises a first running display (106) arranged on a first vehicle (11) and connected with the first three-layer switching equipment (101), and a second running display (108) arranged on a third vehicle (13) and connected with the second three-layer switching equipment (102);

the operation display comprises a first operation display (107) arranged on a first vehicle (11) and connected with the first three-layer exchange device (101), and a second operation display (109) arranged on a third vehicle (13) and connected with the second three-layer exchange device (102);

the first data switching device (103) is connected between the first three-layer switching device (101) and the second three-layer switching device (102);

ETB network communication is adopted between the first three-layer switching equipment (101) and the second three-layer switching equipment (102), and ECN network communication is adopted between the first data switching equipment (103) and the first three-layer switching equipment (101) as well as the second three-layer switching equipment (102);

the rail engineering trains (100) are connected with each other again through an ETB network; the first three-layer switching equipment (101) and the second three-layer switching equipment (102) can realize ETB network dynamic recombination and manage the ETB network and data routing transmission between the ETB network and the ECN network.

2. The railroad work train reconnection system according to claim 1, wherein: the first three-layer switching equipment (101) is communicated with the first walking display (106) and the first operation display (107) through an ECN network; the second three-layer switching equipment (102) is communicated with the second walking display (108) and the second operation display (109) through the ECN network.

3. The railroad work train reconnection system according to claim 1 or 2, wherein: the data exchange device further comprises a second data exchange device (104) and a third data exchange device (105) arranged on the second vehicle (12); the second data exchange device (104) is connected between the first three-layer exchange device (101) and the second three-layer exchange device (102), and the second data exchange device (104) is communicated with the first three-layer exchange device (101) and the second three-layer exchange device (102) through an ETB network; the third data exchange device (105) is connected between the first three-layer exchange device (101) and the second three-layer exchange device (102), and the third data exchange device (105) communicates with the first three-layer exchange device (101) and the second three-layer exchange device (102) through an ETB network.

4. The railroad work train reconnection system according to claim 3, wherein: the grinding operation and the running of the rail engineering train (100) are controlled by a CAN network; grinding operation and running control data are generated by an operation display, a running display and a CAN (controller area network) of the first vehicle (11) or the third vehicle (13), and data exchange inside the vehicle is carried out through an ECN (electronically commutated converter) network; the grinding operation and the running control data of the vehicle section are output through an operation display and a running display and are transferred to an ETB network through an ECN network of the vehicle section for transmission, under the routing management of the first layer of switching equipment (101) and the second layer of switching equipment (102), the ETB network of the other vehicle section is transferred to the ECN network, the grinding operation and the running control data are output to the operation display and the running display of the vehicle section for display, and then the grinding operation and the running control data are transferred to a CAN network of the vehicle section through the operation display and the running display, so that the grinding operation and the running control data interaction are realized.

5. The railroad work train reconnection system according to claim 1, 2 or 4, wherein: the first running display (106) and the second running display (108) are used for displaying running information of the track engineering train (100), and the running information displayed after the track engineering train (100) is reconnected comprises but is not limited to: the system comprises reconnection state information, information of all engines after reconnection, shaft pressure and frequency information of all transmission shafts after reconnection, and driving speed and alarm information.

6. The railroad work train reconnection system according to claim 5, wherein: the first operation display (107) and the second operation display (109) are used for displaying grinding information of the engineering railway train (100), and the grinding information displayed after the engineering railway train (100) is reconnected comprises but is not limited to: the information of the state of reconnection, the working state and power information of all polishing motors after reconnection, the state of off-track of all polishing trolleys after reconnection, the state and angle information of all deflection motors after reconnection, the state and alarm information of polishing equipment of each train, operation mode information, and operation speed, mileage and polishing area information.

7. The track work train reconnection system according to claim 1, 2, 4 or 6, wherein the track work train reconnection system (10) further comprises an emergency lift interlock module (2), the emergency lift interlock module (2) comprising:

a first emergency lifting button (S1), a first diode (D1), a first reconnection relay (K1), a first emergency lifting relay (K3) and a second emergency lifting relay (K4) for realizing emergency lifting of the grinding head of the first vehicle (11); the first emergency lifting button (S1) is connected with a first reconnection relay (K1), the anode of the first diode (D1) is connected with the normally open contact of the first emergency lifting button (S1), the cathode of the first diode is connected with one end of the relay of the first reconnection relay (K1), a first reconnection line (L1) of the first vehicle (11) is led out from the cathode of the first diode (D1), and the other end of the relay of the first reconnection relay (K1) is connected to the ground;

a third emergency lift relay (K5) and a fourth emergency lift relay (K6) for effecting an emergency lift of the second vehicle (12) upon grinding of the second vehicle (12);

a second emergency lift button (S2), a second diode (D2), a second reconnection relay (K2), a fifth emergency lift relay (K7), and a sixth emergency lift relay (K8) for achieving emergency lift of the wheelhead of the third vehicle (13); the second emergency lifting button (S2) is connected with a second duplicate relay (K2), the anode of the second diode (D2) is connected with the normally open contact of the second emergency lifting button (S2), the cathode of the second diode (D2) is connected with one end of the relay of the second duplicate relay (K2), a second duplicate line (L2) of a third vehicle (13) is led out from the cathode of the second diode (D2), and the other end of the relay of the second duplicate relay (K2) is connected to the ground;

the normally closed contact of the first emergency lifting button (S1), the normally closed contact of the first duplicate relay (K1), the normally closed contact of the second emergency lifting button (S2) and the normally closed contact of the second duplicate relay (K2) are sequentially connected in series and then connected with a branch formed by the first emergency lifting relay (K3), the second emergency lifting relay (K4), the third emergency lifting relay (K5), the fourth emergency lifting relay (K6), the fifth emergency lifting relay (K7) and the sixth emergency lifting relay (K8) which are connected in parallel; the control power supply of the first vehicle (11) is connected to the normally closed contact and the normally open contact of a first emergency lifting button (S1), and the control power supply of the third vehicle (13) is connected to the normally open contact of a second emergency lifting button (S2);

under normal conditions, normally closed contacts of the first duplicate relay (K1) and the second duplicate relay (K2) are closed, normally open contacts of the first emergency lifting relay (K3), the second emergency lifting relay (K4), the third emergency lifting relay (K5), the fourth emergency lifting relay (K6), the fifth emergency lifting relay (K7) and the sixth emergency lifting relay (K8) are closed, normally closed contacts of the first emergency lifting button (S1) and the second emergency lifting button (S2) are closed, and normally open contacts of the first emergency lifting button (S1) and the second emergency lifting button (S2) are opened;

when a first emergency lifting button (S1) is pressed, the normally closed contact of the first emergency lifting button (S1) is opened, the normally open contact is closed, the contact action of the second emergency lifting button (S2) is kept as it is, the normally closed contact of the first duplicate relay (K1) is opened, the normally closed contact of the second duplicate relay (K2) is closed, the normally open contacts of the first emergency lifting relay (K3), the second emergency lifting relay (K4), the third emergency lifting relay (K5), the fourth emergency lifting relay (K6), the fifth emergency lifting relay (K7) and the sixth emergency lifting relay (K8) are opened, power supply of grinding head emergency lifting control circuits of the first vehicle (11), the second vehicle (12) and the third vehicle (13) is disconnected, and grinding head in a vehicle consist is lifted; meanwhile, the first reconnection line (L1) is electrified, the first reconnection line (L1) or the second reconnection line (L2) of another train of track engineering trains (100) connected with the first reconnection line (L1) is electrified to supply power to the first reconnection relay (K1) or the second reconnection relay (K2) of another train of track engineering trains (100), normally open contacts of the first emergency lifting relay (K3), the second emergency lifting relay (K4), the third emergency lifting relay (K5), the fourth emergency lifting relay (K6), the fifth emergency lifting relay (K7) and the sixth emergency lifting relay (K8) of another train of track engineering trains (100) are disconnected, and grinding heads in the train consist are lifted;

when a second emergency lifting button (S2) is pressed, the normally closed contact of the second emergency lifting button (S2) is opened, the normally open contact is closed, the contact action of the first emergency lifting button (S1) is kept as it is, the normally closed contact of the second multi-link relay (K2) is opened, the normally closed contact of the first multi-link relay (K1) is closed, the normally open contacts of the first emergency lifting relay (K3), the second emergency lifting relay (K4), the third emergency lifting relay (K5), the fourth emergency lifting relay (K6), the fifth emergency lifting relay (K7) and the sixth emergency lifting relay (K8) are opened, the power supply of the grinding head emergency lifting control circuits of the first vehicle (11), the second vehicle (12) and the third vehicle (13) is disconnected, and the grinding head in the vehicle consist is lifted; meanwhile, a second reconnection line (L2) of the third vehicle (11) is electrified, a first reconnection line (L1) or a second reconnection line (L2) of another train of track engineering trains (100) connected with the second reconnection line (L2) is electrified to supply power to a first reconnection relay (K1) or a second reconnection relay (K2) of another train of track engineering trains (100), normally open contacts of a first emergency lifting relay (K3), a second emergency lifting relay (K4), a third emergency lifting relay (K5), a fourth emergency lifting relay (K6), a fifth emergency lifting relay (K7) and a sixth emergency lifting relay (K8) of the other train of track engineering trains (100) are disconnected, and grinding heads in the vehicle consist are lifted.

8. The track work train reconnection system according to claim 1, 2, 4 or 6, wherein the track work train reconnection system (10) further comprises a parking brake interlock module (3), the parking brake interlock module (3) comprising:

a first parking brake button (S3), a third diode (D3) and a first parking brake solenoid valve (KA1) for effecting parking brake of the first vehicle (11);

a second parking brake solenoid valve (KA2) for effecting parking braking of the second vehicle (12);

a second parking brake button (S4), a fourth diode (D4) and a third parking brake solenoid valve (KA3) for effecting parking brake of the third vehicle (13);

the first parking brake button (S3) and the third diode (D3) are sequentially connected in series and then connected to one end of a branch formed by mutually connecting a first parking brake solenoid valve (KA1), a second parking brake solenoid valve (KA2) and a third parking brake solenoid valve (KA3) in parallel, and the other end of the parallel branch is connected to the ground;

the second parking brake button (S4) and the fourth diode (D4) are sequentially connected in series and then connected to one end of a branch formed by mutually connecting the first parking brake solenoid valve (KA1), the second parking brake solenoid valve (KA2) and the third parking brake solenoid valve (KA3) in parallel, and the other end of the parallel branch is connected to the ground;

one end of the first parking brake button (S3) is connected to a control power supply of the first vehicle (11), the other end is connected with the anode of the third diode (D3), and a third triple line (L3) of the first vehicle (11) is led out from the cathode of the third diode (D3);

one end of the second parking brake button (S4) is connected to a control power source of a third vehicle (13), the other end is connected to an anode of the fourth diode (D4), and a fourth reconnection line (L4) of the third vehicle (13) is led out from a cathode of the fourth diode (D4);

when the first parking brake button (S3) or the second parking brake button (S4) is pressed, the first parking brake solenoid valve (KA1), the second parking brake solenoid valve (KA2) and the third parking brake solenoid valve (KA3) are electrified, and a parking brake control loop of the railway engineering train (100) is connected;

meanwhile, a third reconnection line (L3) of the first vehicle (11) is electrified, a third reconnection line (L3) or a fourth reconnection line (L4) of another track engineering train (100) connected with the third reconnection line (L3) is electrified to supply power for a first parking brake electromagnetic valve (KA1), a second parking brake electromagnetic valve (KA2) and a third parking brake electromagnetic valve (KA3) of the other track engineering train (100), and a parking brake control circuit of the other track engineering train (100) is connected.

9. The railroad train reconnection system according to claim 1, 2, 4 or 6, wherein the railroad train reconnection system (10) further comprises an emergency stop interlocking module (4), the emergency stop interlocking module (4) comprising:

a first emergency stop left button (S51), a first emergency stop right button (S52), a fifth diode (D5) and a first emergency stop solenoid valve (KA4) for effecting an emergency stop of the first vehicle (11);

a second emergency stop solenoid valve (KA5) for effecting an emergency stop of the second vehicle (12);

a second emergency stop left button (S61), a second emergency stop right button (S62), a sixth diode (D6) and a third emergency stop solenoid valve (KA6) for effecting an emergency stop of the third vehicle (13);

the first emergency stop left button (S51) and the first emergency stop right button (S52) are connected in parallel, one end of the first emergency stop left button is connected to a control power supply of the first vehicle (11), and the other end of the first emergency stop left button is connected to the anode of the fifth diode (D5); the cathode of the fifth diode (D5) is connected to one end of a branch formed by connecting a first emergency stop electromagnetic valve (KA4), a second emergency stop electromagnetic valve (KA5) and a third emergency stop electromagnetic valve (KA6) in parallel, and the other end of the parallel branch is connected to the ground; a fifth reconnection line (L5) for the first vehicle (11) from the cathode of the fifth diode (D5);

the second emergency stop left button (S61) and the second emergency stop right button (S62) are connected in parallel, one end of the second emergency stop left button is connected to a control power supply of the third vehicle (13), and the other end of the second emergency stop left button is connected to the anode of the sixth diode (D6); the cathode of the sixth diode (D6) is connected to one end of a branch formed by connecting a first emergency stop electromagnetic valve (KA4), a second emergency stop electromagnetic valve (KA5) and a third emergency stop electromagnetic valve (KA6) in parallel, and the other end of the parallel branch is connected to the ground; a sixth reconnection line (L6) for a third vehicle (13) from the cathode of the sixth diode (D6);

when any one of the first emergency stop left button (S51), the first emergency stop right button (S52), the second emergency stop left button (S61) and the second emergency stop right button (S62) is pressed down, the first emergency stop electromagnetic valve (KA4), the second emergency stop electromagnetic valve (KA5) and the third emergency stop electromagnetic valve (KA6) are powered on, and an emergency stop control loop of the track engineering train (100) is connected;

meanwhile, a fifth reconnection line (L5) of the first vehicle (11) is electrified, a fifth reconnection line (L5) or a sixth reconnection line (L6) of another row of track engineering trains (100) connected with the fifth reconnection line (L5) is electrified to supply power for a first emergency stop electromagnetic valve (KA4), a second emergency stop electromagnetic valve (KA5) and a third emergency stop electromagnetic valve (KA6) of the other row of track engineering trains (100), and an emergency stop control loop of the other row of track engineering trains (100) is connected.

10. Use of a railroad work train reconnection system as defined in any one of claims 1 to 9 on a dual power 48-wheeler rail grinding wagon, characterized in that: the track engineering train (100) comprises a first vehicle (11), a second vehicle (12) and a third vehicle (13) which are sequentially connected, and the track engineering train (100) runs by adopting double power of internal combustion and electric power.

11. The railroad work train reconnection system according to claim 10, wherein: the first vehicle (11) is a working vehicle, the second vehicle (12) is a tractor, and the third vehicle (13) is a working vehicle; the first vehicle (11) and the third vehicle (13) are both provided with internal combustion power, and the second vehicle (12) is provided with electric power.