Safety protection system for controllable train tail device of heavy haul train and synchronous pressure reduction method

Abstract

The invention provides a safety protection system of a heavy haul train controllable train tail device and a synchronous pressure reduction method, and belongs to the technical field of heavy haul train tail control. The problems that an existing controllable train tail device is not high in wind pressure collecting precision, and a controllable train tail cannot follow a locomotive to additionally conduct decompression braking are solved. Comprising locomotive end equipment, a controllable train tail host and a monitoring system, and the locomotive end equipment is in two-way communication with the controllable train tail host through a network part; the controllable train tail host is hung at the tail of a train and comprises a controllable train tail host GSM-R data processing module, a host control unit, a wind pressure sensor and a controllable electromagnetic exhaust unit, the host control unit is in two-way communication with locomotive end equipment through a GSM network and an AN node, and the host control unit is connected with the wind pressure sensor and the controllable electromagnetic exhaust unit; the monitoring system belongs to the AN node and sends collected data from the locomotive and the controllable train tail host in the AN node to the client terminal; the method is applied to synchronous braking of the Dabin line heavy haul train.

Description

Technical Field

[0001] The invention provides a safety protection system and a synchronous decompression method for a controllable tail device of a heavy-load train, belonging to the technical field of tail devices of heavy-load trains. Background Art

[0002] Daqin Railway is the first dedicated heavy-haul railway in my country. Since its opening, it has made a significant contribution to the development of my country's national economy. However, with the development of the national economy, the country's demand for energy is also increasing year by year. For this reason, the transportation volume of Daqin Line is increasing significantly year by year.

[0003] There are two main ways to increase railway transportation volume: one is to increase the number of train pairs running every day, and the other is to increase the traction weight of the train. However, increasing the number of train pairs is subject to many constraints. Therefore, the most effective way to increase transportation volume is to increase the traction weight of the train, that is, to develop heavy-load trains. This is also an effective way for heavy-load railways in the world to increase their transportation capacity and volume.

[0004] Heavy-load transportation is an important part of railway transportation. Currently, heavy-load trains operated in various countries around the world mainly adopt two advanced technologies, one is ECP technology, and the other is locomotive synchronous control technology.

[0005] The locomotive synchronization control technology is used to operate heavy-load combination trains. Several locomotives are arranged at the head, appropriate middle part and tail of the train. The train driver controls all locomotives in the whole train by operating the head locomotive to synchronize the actions and complete the train starting, traction and braking. To achieve the synchronization control of the combination train, three key technical problems must be solved: real-time communication between locomotives, train cycle braking and longitudinal impulse during train braking. At present, all countries in the world use the locomotive synchronization control technology of GE Company of the United States, and all have one locomotive arranged at the tail of the train.

[0006] Only two of the newly introduced HXD1 high-power locomotives are enough to meet the traction power requirements of a 20,000-ton train. However, in order to meet the downhill braking requirements of the 20,000-ton train on the Daqin Line, the 20,000-ton traction plan formulated when the locomotive was first introduced was to use three Harmony locomotives in a 1+1+1 manner to operate 20,000-ton trains.

[0007] If three Harmony locomotives are used for operation, the last Harmony locomotive actually only plays the role of filling and exhausting air for the train. If the two locomotives have enough time to fill the air, the tail device will replace the decompression braking function of the locomotive brake. Therefore, the main function of the tail device is to control the tail host at the rear of the train by the main locomotive (master locomotive) to synchronize the decompression braking with the main locomotive. This type of tail device is named a controllable tail device.

[0008] However, the controllable tail device also exposed problems such as insufficient performance and functions during long-term equipment operation. For example, the tail of the train does not follow the braking when additional braking is applied, the tail host only follows the pressure reduction of 50kPa under large pressure reduction braking, and a large echo is generated when the exhaust is shut off.

[0009] Therefore, in order to ensure the safe use of the controllable tail device and improve the safety of the controllable tail device, the present invention has carried out an upgrade study on the controllable tail device and proposed a system based on the optimization and improvement research of the existing controllable tail device of the Daqin Line. Summary of the invention

[0010] In order to solve the above technical problems, the present invention proposes a safety protection system and a synchronous decompression method for a controllable tail device of a heavy-load train.

[0011] The technical solution adopted by the present invention is: a safety protection system for a controllable tail device of a heavy-load train, comprising a locomotive-end device, a controllable tail host and a monitoring system, wherein the locomotive-end device performs two-way communication with the controllable tail host through a network part, the locomotive-end device comprises a controllable tail control box for controlling the controllable tail host to participate in train synchronous braking, a locomotive operation monitoring device and a locomotive GSM-R data processing center, the locomotive operation monitoring device sends the train pipe pressure and the equalizing air cylinder pressure to the controllable tail control box, and the controllable tail control box is also connected to a pressure transmitter for collecting the equalizing air cylinder pressure; The controllable tail host is hung at the rear of the train, and includes a controllable tail host GSM-R data processing module, a host control unit, a wind pressure sensor and a controllable electromagnetic exhaust unit. The host control unit communicates with the controllable tail control box in two directions through the controllable tail host GSM-R data processing module and the locomotive GSM-R data processing center. The host control unit is connected to a wind pressure sensor for collecting vehicle air duct pressure. The host control unit is also connected to a controllable electromagnetic exhaust unit, and the exhaust of the train brake pipe is realized through the controllable electromagnetic exhaust unit. The monitoring system is dependent on the AN node and sends the data collected from the locomotive and the controllable tail host in the AN node to the customer terminal.

[0012] Furthermore, the pressure transmitter has two collection channels, one main and one backup, for collecting the pressure of the train's balancing air cylinder.

[0013] Furthermore, the controllable tail control box includes a control box control unit, a data acquisition processing unit, buttons, a liquid crystal display unit, a control box storage unit, and a speaker. The control box control unit is connected to the data acquisition processing unit, buttons, a liquid crystal display unit, a control box storage unit, and a speaker through cables, respectively. The data acquisition processing unit is also connected to a pressure transmitter and a locomotive operation monitoring device.

[0014] Furthermore, the controllable tail host also includes a host storage unit, an automatic flash unit, an antenna, a power supply unit, a battery, an air duct and a hanging unit, and the host control unit is connected to the host storage unit, the automatic flash unit, the antenna, the power supply unit, the battery and the hanging unit through cables.

[0015] Furthermore, the controllable electromagnetic exhaust unit is a multi-diameter electromagnetic valve group, which adopts a three-valve body with a series and parallel structure, wherein two parallel valves are used to control the exhaust pressure reduction, and one series valve is used to prevent air leakage from the parallel valve.

[0016] Furthermore, the locomotive GSM-R data processing center exchanges data with the controllable train tail host GSM-R data processing module through the GSM-R network and the AN node.

[0017] Furthermore, the wind pressure sensor and the controllable electromagnetic exhaust unit are installed on an air duct connected to a brake pipe interface of the vehicle.

[0018] A method for synchronously decompressing a controllable tail device of a heavy-load train, using a safety protection system of the controllable tail device of a heavy-load train, comprises the following steps: S1: When the driver needs to brake, he operates the locomotive brake to reduce the pressure, and the pressure of the balance air cylinder is sent to the controllable tail control box through the pressure transmitter or the locomotive operation monitoring device; S2: After judgment, the control box of the controllable tail train sends the decompression information to the locomotive GSM-R data processing center. The locomotive GSM-R data processing center exchanges data with the controllable tail train host GSM-R data processing module through the GSM-R network and AN node. The controllable tail train host GSM-R data processing module sends the relevant data to the host control unit of the controllable tail train host. S3: The host control unit controls the controllable electromagnetic exhaust unit to exhaust and reduce pressure according to the decompression information transmitted from the locomotive and in combination with the synchronous decompression strategy.

[0019] Furthermore, the synchronous decompression strategy includes: initial braking following strategy, additional braking following strategy, penalty braking following strategy, manual large decompression braking following strategy, and insufficient air charging braking following decompression strategy. Different strategies set the target decompression value of the corresponding controllable main engine at the end of the train according to different locomotive braking pressures.

[0020] Furthermore, the synchronous braking will not be activated when the pressure reduction of the balancing air cylinder is less than 30kPa or the wind pressure of the controllable rear main engine is ≤560kPa.

[0021] Compared with the prior art, the invention has the following beneficial effects: by optimizing and improving the existing controllable tail of the Daqin Line, the invention solves the problems of low wind pressure acquisition accuracy of the existing controllable tail device and the inability of the controllable tail to follow the locomotive for additional decompression braking, thereby improving the synchronization effect of the tail braking and improving the safety of train operation. The optimized and improved existing controllable tail of the Daqin Line has good practical value and prospects for promotion and application. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The present invention will be further described below in conjunction with the accompanying drawings: Figure 1 It is a schematic diagram of the overall framework structure of the system of the present invention; Figure 2 This is a schematic diagram of the structure of the controllable tail control box of the present invention; Figure 3 It is a schematic diagram of the structure of the controllable tail host of the present invention. DETAILED DESCRIPTION

[0023] like Figures 1 to 3 As shown, the present invention provides a safety protection system for a controllable tail device of a heavy-duty train. Combined with the application of the controllable tail device, the safety of the controllable tail device is studied, the accuracy of data collection of the controllable tail device is improved, and the function of early warning when the wind pressure and exhaust time of the tail host are greater than the threshold is added, which improves the safe application level of the controllable tail device and ensures the transportation safety of the 20,000-ton heavy-duty combined train on the Daqin Line. The system mainly includes four parts: 1. Locomotive end equipment; 2. Network part (GSM-R network and AN node controller); 3. Controllable tail host; 4. Monitoring system.

[0024] The locomotive-side equipment includes a controllable tail control box, a pressure transmitter, a locomotive GSM-R data processing center (OCU), a locomotive operation monitoring device (LKJ), etc. The locomotive operation monitoring device communicates with the controllable tail control box in a single line through the RS485 interface, and sends the train pipe pressure and the equalizing air cylinder pressure to the controllable tail control box. The controllable tail control box communicates with the locomotive GSM-R data processing center in two directions through the RS422 interface, and the equalizing air cylinder pressure is also sent to the controllable tail control box through the RS485 interface of the pressure transmitter.

[0025] like Figure 2 As shown, the controllable tail control box is mainly used to control the controllable tail host to participate in the synchronous braking of the train. The controllable tail control box includes a control box control unit, a data acquisition processing unit, a button, a liquid crystal display unit, a control box storage unit, a speaker, etc. The control box control unit is connected to the data acquisition processing unit, the button, the liquid crystal display unit, the control box storage unit, and the speaker through cables respectively. The data acquisition processing unit is also connected to the pressure transmitter and LKJ.

[0026] The control box control unit is the core part of the controllable tail train control, which is used to process tail train information, execute tail train commands and monitor the working status of other units. The data acquisition and processing unit is responsible for receiving the pressure transmitter and the balanced air cylinder air pressure information collected by LKJ, judging the synchronous braking, and providing operation information to the control box control unit. The LCD display unit is used to realize human-computer interaction, display the locomotive number, air pressure value, balanced air cylinder air pressure, battery power and working status. The control box storage unit is used to record the equipment operation process in real time throughout the whole process. The speaker is used to broadcast the voice of the control box of the controllable tail train.

[0027] The network part includes the GSM-R network and the AN node controller.

[0028] The controllable tail host is hung at the rear of the train and installed on the coupler of the vehicle at the rear of the train. It consists of a controllable tail host GSM-R data processing module (TCU module), a host control unit, a wind pressure sensor and a controllable electromagnetic exhaust unit, a host storage unit, an automatic flash unit, an antenna, a power supply unit, a battery, an air duct and a hanging unit, etc., wherein the host control unit and the TCU module realize two-way communication through an RS422 interface, the wind pressure sensor and the controllable electromagnetic exhaust unit are arranged at the train air duct interface, and the train air duct pressure is sent to the host control unit, and the host control unit controls the exhaust solenoid valve of the controllable electromagnetic exhaust unit according to the train air duct pressure, and the power supply unit supplies power to the host control unit, and the host control unit is also electrically connected to the host storage unit, the automatic flash unit, and the hanging unit at the rear of the vehicle.

[0029] The host control unit is the core part of the controllable tail host, which is used to process tail information, execute tail commands, and monitor the working status of other units. The TCU module is a device capable of sending and receiving wireless communication signals. The wind pressure sensor and the controllable electromagnetic exhaust unit are used to feed back the air duct pressure information to the host control unit, and start the solenoid valve exhaust after receiving the exhaust command from the host control unit. The controllable electromagnetic exhaust unit adopts a multi-diameter solenoid valve. To prevent malfunction, the exhaust circuit has a self-protection mechanism. The host storage unit is used to record the equipment operation process in real time throughout the whole process. The self-controlled flash unit is a flash device with program control. It does not light up during the day and automatically turns on the flash at night. The digital window displays various information of the host. The power supply unit is used to power the battery of the controllable tail host, with a rated voltage of 7.2V. The hook unit and the air duct are installed with locks through the coupler, and the air duct is connected to the main air duct of the train.

[0030] The monitoring system mainly depends on the AN node, collects data from the locomotive and the controllable tail host in the AN node, and processes it. The sorted data is sent to the client terminal, and the client terminal can actually display the working status of the controllable tail device through the dedicated monitoring system analysis software. Including: the location of the train, the data exchange between the locomotive and the controllable tail host, and the working status of the controllable tail host. The working status of the controllable tail host includes: the change of the tail wind pressure, the current capacity of the host battery and the working status of the host communication module TCU and other messages. In addition, the monitoring system also has powerful data storage and retrieval functions. It can retrieve the working status of the controllable tail device for a considerable period of time and form a corresponding record form for analysis and use by the controllable tail device operators and managers.

[0031] The basic working principle of the system of the present invention is as follows: The control box at the end of the train sends digital coded instructions through the OCU; the TCU module of the host at the end of the train receives and decodes the instructions, and then sends the instructions to the host control unit for processing; The microprocessor on the host control unit identifies the instruction and checks the locomotive number and the host ID at the end of the train, and then drives the relevant control circuit to execute the corresponding instruction, such as: reading the wind pressure data of the wind pressure sensor, driving the controllable solenoid valve exhaust unit to exhaust air, controlling the automatic flash unit to display real-time information, and storing data through the host storage unit, etc. The host control unit will return the execution result to the controllable tail control box in the form of digital code through the TCU module.

[0032] The main functions of the system of the present invention are as follows: Controllable tail control box: Register and deregister with AN nodes through OCU; Communication function with AN nodes through OCU; Receive information such as balanced air cylinder pressure and time from LKJ or pressure transmitter, and transmit it to the controllable tail host; Upload data to the controllable tail monitoring equipment through OCU and AN nodes; Display locomotive number, wind pressure value, balanced air cylinder wind pressure, battery power and working status function; Manual and automatic query of tail wind pressure and battery power function; Operate the controllable rear main engine auxiliary exhaust brake function; Display and voice prompts automatic alarm function for battery undervoltage and abnormal main air pressure; Voice prompt for disconnection at the end of the train; Parameter setting storage function; Data recording and downloading function.

[0033] Controllable tail host: Register and deregister with AN nodes; Communication function with AN nodes; Function of establishing the tail connection relationship with the locomotive end equipment; Automatic alarm functions for marking the rear of the train, wind pressure inspection, auxiliary exhaust brake, battery undervoltage and abnormal main air pressure; Synchronous braking function, the decompression timing, decompression rate and decompression amount are synchronized with the braking of the main locomotive; Data logging and downloading capabilities.

[0034] The main technical parameters of the system of the present invention are as follows: It can meet the requirement of 600kPa constant pressure of train brake main pipe. The main technical parameters are as follows: The synchronous brake decompression rate meets the requirements of 10kPa / s to 40kPa / s for vehicle brakes; Train pipe decompression echo pressure difference: <5kPa; Maximum allowable error of wind pressure feedback: 5kPa; During synchronous braking, the error of the actual pressure reduction at the tail is no more than 10kPa; Controllable train tail host GSM-R communication module (TCU) receiving sensitivity: ≤-104dBm; Wind pressure over-limit warning: >610 kPa; Initial brake exhaust timeout warning: ≥35s; Large pressure reduction exhaust timeout warning: ≥55s.

[0035] Based on the structure and function of the above system, the present invention also proposes a synchronous decompression method for a controllable tail device of a heavy-load train. When the driver operates the train air brake device to brake and decelerate the train, the controllable tail device generates a control instruction based on the decompression information of the balancing air cylinder (decompression information ≥ 30kPa) by the controllable tail control box, and controls the controllable tail host to synchronously decompress the train pipe at the tail of the train through the GSM-R network and the LOCOTROL ground application node (AN) (the air pressure of the controllable tail host is > 560kPa). When the decompression reaches a given value, stop the decompression. Specifically, it mainly includes the following steps: S1: When the driver needs to brake, he operates the locomotive brake to reduce pressure, and the pressure of the balanced air cylinder is sent to the controllable tail control box through the pressure transmitter or the RS485 interface of LKJ; S2: After judgment, the control box at the controllable tail of the train sends the decompression information (including the decompression start time and decompression amount, etc.) to the OCU through the RS422 interface. The OCU exchanges data with the TCU module in the controllable tail host hung at the rear of the train through the GSM-R network and the AN node. The TCU module sends the relevant data to the host control unit of the controllable tail host through the RS422 interface. S3: The host control unit controls the controllable electromagnetic exhaust unit to exhaust and reduce pressure according to the decompression information transmitted from the locomotive and in combination with the synchronous decompression strategy.

[0036] In this way, the synchronous decompression of the locomotive and the controllable tail device is completed, so as to achieve the purpose of synchronous braking of the head and tail of the train.

[0037] Specifically, the strategy for simultaneous decompression is as follows: S3.1: Initial braking following strategy: the locomotive is set at a pressure of 600kPa, the initial braking balancing air cylinder reduces the pressure by 30 to 50kPa (the stop value of the balancing air cylinder pressure reduction is 550kPa to 570kPa), and the controllable tail main engine follows synchronously to reduce the pressure; when the balancing air cylinder pressure reduction is greater than 50kPa (the stop value is lower than 550kPa), the controllable tail main engine uses 550kPa as the target value to reduce the pressure.

[0038] S3.2: Additional braking following strategy: When the locomotive additional decompression is less than 10kPa, the controllable tail main engine will not follow the additional decompression; when the locomotive additional decompression is between 10kPa and 20kPa, the controllable tail main engine will only follow the additional decompression of 10kPa; when the locomotive additional decompression is greater than 20kPa, the controllable tail main engine will only follow the additional decompression of 15kPa. The additional decompression can be followed multiple times, with an interval of 20 seconds or more, and the termination value of the additional decompression of the controllable tail main engine shall not be less than 510kPa.

[0039] S3.3: Penalty braking following strategy: When the train is subjected to penalty braking (100 kPa), the controllable tail host follows the locomotive to reduce pressure with 510 kPa as the target value.

[0040] S3.4: Manual large decompression braking following strategy: The driver manually implements 50~94kPa decompression braking (stop value is higher than 505kPa), and the controllable tail main engine uses 550kPa as the target value to reduce pressure; the driver manually implements 95~170kPa (stop value is less than or equal to 505kPa) decompression braking, and the controllable tail main engine uses 510kPa as the target value to follow the locomotive to reduce pressure.

[0041] S3.5: Braking follows decompression strategy when air is insufficient: When the wind pressure at the rear of the train is between 560kPa and 580kPa, braking decompression operation is performed, and the controllable rear main engine uses 550kPa as the target value for decompression; when the wind pressure at the rear of the train is lower than 560kPa, braking decompression operation is performed, and the controllable rear main engine does not perform decompression action.

[0042] S3.6: If the locomotive performs a release operation during the synchronous braking of the controllable tail host, the controllable tail control box sends a release command to the controllable tail host, and the controllable tail host immediately stops the synchronous braking after receiving the release command sent by the controllable tail control box.

[0043] S3.7: When the pressure reduction of the balancing air cylinder is less than 30kPa or the air pressure of the controllable rear main engine is ≤560kPa, the synchronous braking will not be activated.

[0044] The present invention can improve the accuracy of collecting locomotive decompression by the controllable tail control box: The synchronous braking information of the existing controllable tail device is obtained from the LKJ of the master locomotive. The LKJ locomotive balancing air cylinder pressure display value is in units of 10kPa, which cannot accurately reflect the locomotive balancing air cylinder pressure value.

[0045] The existing solution encapsulates only one balanced air cylinder pressure collection sensor in the pressure transmitter. When an abnormality or failure occurs in the sensor, the control box collection unit switches from the pressure transmitter mode to the LKJ mode.

[0046] The present invention adds a balanced air cylinder pressure collection sensor, that is, it is encapsulated in the pressure transmitter and has two collection channels. The two channels work in hot standby mode at the same time. When one sensor is abnormal or fails, the balanced cylinder data collected by the other channel can be immediately output to the control box. When both channels are abnormal or fail, the control box collection unit switches from the pressure transmitter mode to the LKJ mode.

[0047] The present invention can realize the controllable tail device to follow the additional decompression and large decompression amount decompression: The present invention combines the actual application on site and the safety of synchronous braking control, and combines the test results to redesign the specific exhaust control strategy: (1) The controllable tail device follows the locomotive to apply additional decompression braking under the initial braking and pressure-maintaining state: During the initial braking and 50kPa pressure maintenance process of the train, the additional pressure reduction information of the balancing air cylinder is collected, and the controllable tail control box sends an additional pressure reduction instruction to the controllable tail host, and the controllable tail host performs additional exhaust.

[0048] When the locomotive additional decompression is less than 10kPa, the controllable tail main engine will not follow the additional decompression; when the locomotive additional decompression is between 10kPa-20kPa, the controllable tail main engine will only follow the additional decompression of 10kPa; when the locomotive additional decompression is greater than 20kPa, the controllable tail main engine will only follow the additional decompression of 15kPa. The additional decompression can be followed multiple times, and the termination value of the additional decompression of the controllable tail main engine shall not be less than 510kPa.

[0049] (2) The controllable tail device follows the locomotive's large decompression braking in the fully relieved state. For the 100 kPa decompression penalty braking and the manual decompression braking of 95-170 kPa, the tail of the train follows the decompression to 510 kPa.

[0050] Through the above-mentioned follow-up decompression braking, the impulse during the train braking process is reduced, and the timeliness and safety of the train speed control are improved.

[0051] The present invention adopts a multi-path electromagnetic valve group for exhaust, reducing the impact of echo generation: The new multi-diameter solenoid valve group adopts a three-valve body design with a series and parallel structure. Two parallel valves are used to control the exhaust pressure reduction, and one series valve is used to prevent air leakage from the parallel valve. First, it can effectively suppress the echo pressure difference, and second, it increases the safety protection when the valve group leaks.

[0052] During the synchronous braking process, the new multi-diameter solenoid valve group controls the opening quantity and order of the solenoid valves, and forms a smooth decreasing process from opening to closing at the synchronous braking decompression rate that meets the standard requirements. The exhaust diameter is variable, and different exhaust rates are used to achieve precise control of braking. The exhaust is carried out in a smoothly decreasing manner to reduce the impact of echo.

[0053] The new multi-diameter solenoid valve group series main valve can be programmed to shut off the exhaust channel when the parallel valve is leaking or stuck, playing a fault safety guiding role.

[0054] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A safety protection system for a controllable tail device of a heavy-load train, characterized in that: It includes a locomotive-side device, a controllable tail host and a monitoring system. The locomotive-side device performs two-way communication with the controllable tail host through a network part. The locomotive-side device includes a controllable tail control box for controlling the controllable tail host to participate in train synchronous braking, a locomotive operation monitoring device and a locomotive GSM-R data processing center. The locomotive operation monitoring device sends the train pipe pressure and the equalizing air cylinder pressure to the controllable tail control box. The controllable tail control box is also connected to a pressure transmitter for collecting the equalizing air cylinder pressure. The controllable tail host is hung at the rear of the train, and includes a controllable tail host GSM-R data processing module, a host control unit, a wind pressure sensor and a controllable electromagnetic exhaust unit. The host control unit communicates with the controllable tail control box in two directions through the controllable tail host GSM-R data processing module and the locomotive GSM-R data processing center. The host control unit is connected to a wind pressure sensor for collecting vehicle air duct pressure. The host control unit is also connected to a controllable electromagnetic exhaust unit, and exhaust of the train brake pipe is achieved through the controllable electromagnetic exhaust unit. The monitoring system is dependent on the AN node and sends the data collected from the locomotive and the controllable tail host in the AN node to the client terminal.

2. A safety protection system for a controllable tail device of a heavy-load train according to claim 1, characterized in that: The pressure transmitter has two collection channels, one main and one backup, for collecting the pressure of the train's balancing air cylinder.

3. A safety protection system for a controllable tail device of a heavy-load train according to claim 1, characterized in that: The controllable tail control box includes a control box control unit, a data acquisition processing unit, a button, a liquid crystal display unit, a control box storage unit, and a speaker. The control box control unit is connected to the data acquisition processing unit, the button, the liquid crystal display unit, the control box storage unit, and the speaker through cables respectively. The data acquisition processing unit is also connected to a pressure transmitter and a locomotive operation monitoring device.

4. A safety protection system for a controllable tail device of a heavy-load train according to claim 1, characterized in that: The controllable tail host also includes a host storage unit, an automatic flash unit, an antenna, a power supply unit, a battery, an air duct and a hanging unit. The host control unit is connected to the host storage unit, the automatic flash unit, the antenna, the power supply unit, the battery and the hanging unit through cables.

5. A safety protection system for a controllable tail device of a heavy-load train according to claim 4, characterized in that: The controllable electromagnetic exhaust unit is a multi-diameter electromagnetic valve group, which adopts a three-valve body with a series and parallel structure, wherein two parallel valves are used to control the exhaust pressure reduction, and one series valve is used to prevent air leakage of the parallel valve.

6. A safety protection system for a controllable tail device of a heavy-load train according to claim 1, characterized in that: The locomotive GSM-R data processing center exchanges data with the controllable train tail host GSM-R data processing module through the GSM-R network and AN node.

7. A safety protection system for a controllable tail device of a heavy-load train according to claim 1, characterized in that: The wind pressure sensor and the controllable electromagnetic exhaust unit are installed on the air duct connected to the vehicle brake pipe interface.

8. A method for synchronous decompression of a controllable tail device of a heavy-load train, using the safety protection system for the controllable tail device of a heavy-load train as claimed in any one of claims 1 to 7, characterized in that: The following steps are involved: S1: When the driver needs to brake, he operates the locomotive brake to reduce the pressure, and the pressure of the balance air cylinder is sent to the controllable tail control box through the pressure transmitter or the locomotive operation monitoring device; S2: After judgment, the control box of the controllable tail train sends the decompression information to the locomotive GSM-R data processing center. The locomotive GSM-R data processing center exchanges data with the controllable tail train host GSM-R data processing module through the GSM-R network and AN node. The controllable tail train host GSM-R data processing module sends the relevant data to the host control unit of the controllable tail train host. S3: The host control unit controls the controllable electromagnetic exhaust unit to exhaust and reduce pressure according to the decompression information transmitted from the locomotive and in combination with the synchronous decompression strategy.

9. A synchronous decompression method for a controllable tail device of a heavy-load train according to claim 8, characterized in that: The synchronous decompression strategies include: initial braking following strategy, additional braking following strategy, penalty braking following strategy, manual large decompression braking following strategy, and insufficient air charging braking following decompression strategy. Different strategies set the target decompression value of the corresponding controllable host at the end of the train according to different locomotive braking pressures.

10. A synchronous decompression method for a controllable tail device of a heavy-load train according to claim 8, characterized in that: When the pressure reduction of the balancing air cylinder is less than 30kPa or the wind pressure of the controllable rear main engine is ≤560kPa, the synchronous braking will not be activated.

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