Multi-mode fused cargo train tail safety protection device

Abstract

The application discloses a multimode fusion freight train tail safety protection device, which comprises a control unit, a 400MHz radio station, a GSM-R radio station and a 5G-R radio station which are redundantly arranged respectively; the device is compatible with a safe freight train tail mode and a dual-mode freight train tail mode, and mode switching is realized according to an operation scene; when working in the safe freight train tail mode, the control unit is in communication connection with an ATP vehicle-mounted device through the GSM-R radio station and the 5G-R radio station which are redundantly arranged respectively; when working in the dual-mode freight train tail mode, the control unit is in communication connection with a dual-mode train tail locomotive station through the 400MHz radio station, a single GSM-R radio station and a single 5G-R radio station. The device is a multimode fusion freight train tail safety protection device based on 400MHz, GSM-R and 5G-R, and can automatically switch the working mode when the operation line is changed or the related equipment is faulty, so that the transportation efficiency can be greatly improved without manual participation.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of freight train tail safety protection, and particularly relates to a multi-mode fusion freight train tail safety protection device. BACKGROUND

[0002] The freight train tail technology has been used in China's railways for many years, plays an important role in ensuring train safety, saves a large amount of labor cost, and achieves good economic benefits. The freight train tail device mainly has the functions of manually inquiring the tail air pressure, dynamically displaying the tail air pressure, assisting in air brake, automatically prompting the tail air pressure shortage, and the like. At present, there are two commonly used digital freight train tail devices in the line, namely, a dual-mode freight train tail device and a safety freight train tail device.

[0003] Among them, when the LKJ system (train operation control system) controls the train, the freight train tail locomotive station equipment is used as the head of train equipment (referred to as HOT equipment) in this scenario. The dual-mode freight train tail device interacts with the freight train tail locomotive station through two communication modes of GSM-R and 400MHz, and prompts the driver of the current train tail air pressure and brake pipe state by the freight train tail locomotive station. When the next generation of train control system (hereinafter referred to as CN system) controls the train, the ATP on-board equipment is used as the HOT equipment. The safety freight train tail device interacts with the ATP on-board equipment through the GSM-R mode, and can assist the ATP on-board equipment to realize automatic train integrity check. When the train tail air pressure is inconsistent with the locomotive air pressure, the ATP on-board equipment automatically controls the train emergency brake.

[0004] The current freight train tail device has the following problems in the operation process:

[0005] 1. Independent devices, no compatibility, and inconvenience to the operating personnel. The dual-mode freight train tail device and the safety freight train tail device currently used are two independent devices. When the train runs on a line that supports the CN system and the LKJ system, due to the incompatibility of the devices, two sets of devices need to be carried at the same time before departure. The safety freight train tail device is suspended when the train departs with the CN system, and the dual-mode freight train tail device is used as a backup. The dual-mode freight train tail device is suspended when the train departs with the LKJ system, and the safety freight train tail device is used as a backup. This is not conducive to improving the efficiency of train transportation, and increases the workload of the train tail operating personnel and related personnel.

[0006] 2. Not supporting 5G-R communication mode, and unable to be used on the 5G-R communication line.

[0007] 3. The fusion and switching of different communication modes of the device need to be considered. It is imperative to realize the fusion and switching of different communication modes of the multi-mode fusion freight train tail device.

[0008] Therefore, the present application is proposed. SUMMARY

[0009] The purpose of the present application is to provide a multi-mode fusion freight train tail safety protection device, which can realize automatic switching under different train control system control conditions, ensure stable and reliable train operation, and greatly improve transportation efficiency.

[0010] The purpose of the present application is realized by the following technical solutions:

[0011] A multi-mode fusion freight train tail safety protection device comprises a control unit, a 400MHz radio station, and a GSM-R radio station and a 5G-R radio station respectively arranged redundantly.

[0012] The multi-mode fusion freight train tail safety protection device is compatible with a safe freight train tail mode and a dual-mode freight train tail mode, and realizes mode switching according to the running scene; wherein:

[0013] When working in the safe freight train tail mode, the control unit is in communication connection with the ATP on-board equipment through the GSM-R radio station and the 5G-R radio station arranged redundantly;

[0014] When working in the dual-mode freight train tail mode, the control unit is in communication connection with the dual-mode train tail locomotive station through the 400MHz radio station, a single GSM-R radio station and a single 5G-R radio station.

[0015] As can be seen from the above technical solutions provided by the present application, it is a freight train tail safety protection device based on 400MHz, GSM-R and 5G-R multi-mode fusion, and can realize switching of working modes. Specifically, when the running line changes or the related equipment fails, the working mode can be automatically switched without manual intervention, which can greatly improve the transportation efficiency. BRIEF DESCRIPTION OF DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0017] Figure 1 A schematic diagram of a multi-mode fusion freight train tail safety protection device provided by the embodiment of the present application;

[0018] Figure 2 A working flowchart of a multi-mode fusion freight train tail safety protection device provided by the embodiment of the present application. DETAILED DESCRIPTION

[0019] With reference to the drawings of the embodiments of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the protection scope of the present application.

[0020] Firstly, the terms possibly used in the present application are described as follows:

[0021] The terms "comprise", "contain", "include", "have" or other similar semantic descriptions should be interpreted as non-exclusive inclusion. For example, the inclusion of a technical feature element (such as raw materials, components, ingredients, carriers, dosage forms, materials, sizes, parts, components, mechanisms, devices, steps, processes, methods, reaction conditions, processing conditions, parameters, algorithms, signals, data, products or articles, etc.) should be interpreted as not only including the explicitly listed technical feature element, but also including other technical feature elements not explicitly listed in the art.

[0022] The term "consisting of" means excluding any technical feature element not explicitly listed. If this term is used in the claims, the term will make the claim closed, so that it does not contain technical feature elements other than the explicitly listed technical feature elements, except for conventional impurities related thereto. If the term only appears in a certain clause of the claim, it is only limited to the elements explicitly listed in that clause, and the elements described in other clauses are not excluded from the overall claim.

[0023] Unless otherwise explicitly specified or limited, the terms "mount", "connect", "connect", "fix", and the like should be broadly understood, for example: it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium, or it can be connected inside two elements. For those of ordinary skill in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0024] A multi-mode fusion cargo train tail safety protection device provided by the present application is described in detail below. The contents not described in detail in the embodiments of the present application belong to the prior art known to those skilled in the art. If no specific conditions are specified in the embodiments of the present application, the conventional conditions or the conditions recommended by the manufacturer are used. If no manufacturer of the reagent or instrument used in the embodiments of the present application is specified, it is a conventional product that can be purchased on the market.

[0025] As Figure 1As shown, a schematic view of a multi-mode fusion freight train tail safety protection device (referred to as a freight train tail device) provided by the embodiment of the application solves the problem that the current freight train tail device cannot be independently compatible and cannot be used in the line covered by the 5G-R communication system, and realizes automatic switching under the train control condition of different train control systems, guarantees the stable and reliable operation of the train, and greatly improves the transportation efficiency. The freight train tail device mainly comprises a control unit, a 400MHz radio station, and a GSM-R radio station and a 5G-R radio station which are redundantly arranged; the freight train tail device is compatible with a safe freight train tail mode and a dual-mode freight train tail mode, and mode switching is realized according to the running scene; wherein: when working in the safe freight train tail mode, the control unit is in communication connection with the ATP on-board equipment through the redundantly arranged GSM-R radio station and 5G-R radio station; when working in the dual-mode freight train tail mode, the control unit is in communication connection with the dual-mode train tail locomotive station through the 400MHz radio station, a single GSM-R radio station and a single 5G-R radio station.

[0026] In the embodiment of the application, when working in the safe freight train tail mode, the control unit is in communication connection with the ATP on-board equipment through the redundantly arranged GSM-R radio station and 5G-R radio station, comprising: when the train is controlled by the CN system, the control unit controls to open the redundantly arranged GSM-R radio station and 5G-R radio station in communication with the ATP on-board equipment in the safe freight train tail mode; wherein, the GSM-R radio station and the 5G-R radio station are hot standby redundancies, that is, the first GSM-R radio station (GSM-R radio station 1) and the 5G-R radio station (5G-R radio station 1) are respectively attached and dialed to access the network, and the second GSM-R radio station (GSM-R radio station 2) and the 5G-R radio station (5G-R radio station 2) are attached and wait.

[0027] In the embodiment of the application, when working in the dual-mode freight train tail mode, the control unit is in communication connection with the dual-mode train tail locomotive station through the 400MHz radio station, a single GSM-R radio station and a single 5G-R radio station, comprising: when the train is controlled by the LKJ system, the control unit controls to open the 400MHz radio station and a single GSM-R radio station and a single 5G-R radio station in communication with the dual-mode train tail locomotive station in the dual-mode freight train tail mode; wherein, the GSM-R radio station and the 5G-R radio station are respectively attached and dialed to access the network.

[0028] Those skilled in the art can understand that the first and the second mainly play the role of identification, that is, for distinguishing the same type of radio station, the first and the second can be transposed in actual configuration, for example, two 5G-R radio stations are marked as A and B, in an embodiment, A can be referred to as the first 5G-R radio station, and B can be referred to as the second 5G-R radio station, in another embodiment, A and B can be transposed, that is, B can be referred to as the first 5G-R radio station, and A can be referred to as the second 5G-R radio station; the above configuration does not affect the understanding and implementation of the whole scheme.

[0029] In order to more clearly show the technical solutions provided by the present application and the technical effects produced, the following describes in detail the freight train tail device provided by the embodiments of the present application with specific examples.

[0030] I. Multi-mode fusion mode.

[0031] The freight train tail device is compatible with two modes, one being a safe freight train tail mode and the other being a dual-mode freight train tail mode.

[0032] The safe freight train tail device is an important component of the next generation of train control systems, and communicates with the ATP on-board equipment through the GSM-R mode. Therefore, in the safe freight train tail mode, in order to improve the system availability and reliability, the GSM-R radio station hot standby redundancy is set. In the embodiments of the present application, the communication mode of the 5G-R network is added in the safe freight train tail mode, and the 5G-R radio station hot standby redundancy is implemented, that is, the communication of two GSM-R radio stations and two 5G-R radio stations with the ATP on-board equipment is controlled.

[0033] The existing dual-mode freight train tail device communicates with the freight train tail locomotive station through the 400MHz and GSM-R modes. In the embodiments of the present application, the 5G-R network-based mode is added in the dual-mode freight train tail mode. The redundancy mode of the dual-mode freight train tail device is communication standard redundancy, that is, the 400MHz, GSM-R and 5G-R network simultaneously communicate with the freight train tail locomotive station, and any mode of communication can be successful, so the three radio stations are considered as single radio stations.

[0034] II. Radio station working mode.

[0035] If the train is controlled by the CN system, the freight train tail device communicates with the ATP on-board equipment in the safe freight train tail mode, and the control unit controls to turn on two GSM-R radio stations and two 5G-R radio stations. Among them, the GSM-R radio station and the 5G-R radio station are hot standby redundancy, that is, one of the radio stations is attached and dials up the network, and the other radio station is attached and waits, and when the communication is interrupted, the radio station switching is performed.

[0036] (2) If the train is controlled by the LKJ system, the freight train tail device communicates with the dual-mode train tail locomotive station in the dual-mode freight train tail mode, and the control unit controls to turn on one GSM-R radio station, one 5G-R radio station and a 400MHz radio station. Among them, the GSM-R radio station and the 5G-R radio station need to be attached and dial up the network, and the data transmission is realized through the IP mode.

[0037] III. Working process.

[0038] As shown in Figure 2 , the working process of the freight train tail device includes:

[0039] Step 1, receiving and storing the ID of the locomotive to be connected. After the tail device is powered on, the ID of the locomotive to be connected can be input to the tail device through an external device (for example, a number setting instrument), and the tail device stores the ID of the locomotive to be connected this time. The ID is the number of the locomotive itself, and the tail device and the head device confirm their identities through the locomotive ID.

[0040] Step 2, idle mode. In idle mode, the redundantly set GSM-R radio and 5G-R radio, and the 400MHz radio are all powered on and working. The 400MHz radio is powered on and waiting for data reception or transmission. The first route GSM-R radio and 5G-R radio respectively perform attachment and dial-up Internet access, and the second route GSM-R radio and 5G-R radio perform attachment and waiting.

[0041] Step 3, one route GSM-R radio and 5G-R radio respectively perform attachment and dial-up Internet access. When the IP address is obtained, the control unit controls the radio to report the ID, IP address and locomotive ID to be connected of the tail device to an external server (for example, an IP query server), and waits for the pairing result of the external server. At the same time, the control unit controls the 400MHz radio to wait.

[0042] Step 4, when the 5G-R radio or GSM-R radio first receives the pairing success instruction returned by the external server (for example, an IP query server), it is in a safe tail mode. The first route 5G-R radio and the first route GSM-R radio wait for the connection request instruction of the ATP on-board equipment. After receiving the connection request, it responds and establishes the connection between the tail device and the head device (head and tail connection). The train integrity data query is executed. In this mode, the head device is the ATP on-board equipment. When working in safe tail mode, the control unit controls the 400MHz radio to be powered off, and maintains the attachment state of the second route 5G-R radio and the second route GSM-R radio. When the tail device receives the pairing failure instruction returned by the external server, it returns to step 2.

[0043] Step 5: When a query command is received from the dual-mode train tail locomotive station via a 400MHz radio, it is determined whether the received locomotive ID matches the locomotive ID stored in the unit. If they match, the connection is considered successful, and train integrity data is returned. At this time, the freight train tail device operates in dual-mode freight train tail mode. The control unit controls the first 5G-R radio and the first GSM-R radio to power off, and controls the second 5G-R radio and the second GSM-R radio to perform PDP activation. After obtaining its own IP address, it simultaneously receives the IP address of the train tail locomotive station returned by the DNS server. Using the IP address of the train tail locomotive station, a connection request is sent to the train tail locomotive station. After the dual-mode train tail locomotive station responds, a connection is established between the freight train tail device and the train head device (head and tail connection established). In this mode, the train head device is the dual-mode train tail locomotive station. If the received locomotive ID does not match the locomotive ID stored in the unit, the connection is considered to have failed, and the process returns to step 2.

[0044] Step 6: During operation, monitor the connection status with the column head device in the current working mode. If no data is received from the column head device after a set time, it is considered that the connection with the column head device is broken, switch to idle mode, and return to step 2.

[0045] IV. Automatic switching of working modes.

[0046] In this embodiment of the invention, the mode switching according to different work scenarios mainly includes the following four situations:

[0047] 1. When the train control system switches from the CN system to the LKJ system due to changes in the operating route, it switches from the safe freight train tail mode to the idle mode. Details are as follows:

[0048] Due to the change in the operating route, the vehicle control system switches from the CN system to the LKJ system. At this time, the on-board equipment of the CN system is working normally, and the CN system automatically switches to the LKJ system. In CN mode, the freight train tail device operates in the safe freight train tail mode. Before switching from the ATP device to the LKJ device, the ATP on-board equipment sends a switching command to the freight train tail device via a GSM-R radio or a 5G-R radio. After receiving the switching command, the freight train tail device returns a response command and then performs the switch, switching from the safe freight train tail mode to the idle mode, and proceeds to the aforementioned step ②.

[0049] 2. In the event of an ATP onboard equipment malfunction, when the vehicle control system switches from the CN system to the LKJ system, it switches from the safe freight train tail mode to the idle mode. Details are as follows:

[0050] When the ATP onboard equipment fails, it is necessary to switch from the CN system to the LKJ system to control the vehicle. When the ATP onboard equipment fails, the connection between the tail device of the freight train and the ATP onboard equipment is disconnected (the safety connection between the head and tail is disconnected). At this time, switch from the safe tail mode to the idle mode and proceed to the aforementioned step ②.

[0051] 3. When the train control system is switched from the LKJ system to the CN system due to a change in the running line, the dual-mode freight train tail mode is switched to the idle mode. The specific process is as follows:

[0052] Due to a change in the running line, the train control system is switched from the LKJ system to the CN system. After the CN system is started, the ATP on-board equipment controls the tail locomotive station through the LKJ system, the tail locomotive station sends a switching instruction to the freight train tail device through the 400MHz radio, the GSM-R radio or the 5G-R radio, the freight train tail device returns an answer instruction after receiving the switching instruction, and then performs switching, so as to switch from the dual-mode freight train tail mode to the idle mode, and proceed to the aforementioned step ②.

[0053] 4. When the LKJ equipment fails, the train control system is switched from the LKJ system to the CN system, and the dual-mode freight train tail mode is switched to the idle mode. The specific process is as follows:

[0054] When the LKJ equipment fails and the communication with the freight train tail device is interrupted for more than a set time (for example, 1 minute), the freight train tail device considers that the connection between the head and the tail is disconnected, and switches from the dual-mode freight train tail mode to the idle mode, and proceeds to the aforementioned step ②.

[0055] In the above-mentioned scenarios, after switching to the idle mode, the process continues to work according to the flowchart shown in the aforementioned Figure 2 The train control system is switched from the CN system to the LKJ system, the ATP on-board equipment has notified the freight train tail device to switch modes, and the freight train tail device switches from the safe freight train tail mode to the idle mode. At this time, the ATP on-board equipment will not report identity information again, and the external server will not be successfully paired. The tail locomotive station will send a connection request through the 400MHz, so as to enter the dual-mode freight train tail mode. Therefore, from the overall point of view, the aforementioned first situation is switched from the safe freight train tail mode to the dual-mode freight train tail mode, and the second situation is also the same. Similarly, the subsequent third and fourth situations are also similar. From the overall point of view, it is switched from the dual-mode freight train tail mode to the safe freight train tail mode.

[0056] The above-mentioned freight train tail device provided in the implementation of the present application is a freight train tail safety protection device based on 400MHz, GSM-R and 5G-R multi-mode fusion, and can automatically switch the working mode when the running line changes or the related equipment fails, without the need for manual intervention, which can greatly improve the transportation efficiency.

[0057] The above description is merely preferred embodiments of the present application, but the protection scope of the present application is not limited thereto, and any changes or substitutions easily conceived by those skilled in the art within the technical scope disclosed by the present application should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims. The information disclosed in the background section of the present application is merely intended to deepen the understanding of the general background of the present application, and should not be regarded as acknowledging or implying in any form that the information constitutes the prior art known to those skilled in the art.

Claims

1. A multi-mode integrated safety protection device for the rear of a freight train, characterized in that, include: Control unit, 400MHz radio, and GSM-R and 5G-R radios with redundancy settings respectively; The multi-mode integrated freight train rear safety protection device is compatible with both safe freight train rear mode and dual-mode freight train rear mode, and can switch modes according to the operating scenario; wherein: When operating in the safe cargo tail mode, the control unit communicates with the ATP onboard equipment via GSM-R radio and 5G-R radio, which are configured with redundancy respectively. When operating in dual-mode freight train tail mode, the control unit communicates with the dual-mode train tail locomotive radio via a 400MHz radio, a single GSM-R radio, and a single 5G-R radio. The workflow of the multi-mode integrated freight train rear safety protection device includes: Step 1: Receive and store the locomotive ID to be connected; Step ② is the idle mode. In the idle mode, the GSM-R radio and 5G-R radio with redundancy settings, as well as the 400MHz radio, are powered on and working. The 400MHz radio is powered on and waits for data reception or transmission. The first GSM-R radio and 5G-R radio attach and dial up to the Internet respectively. The second GSM-R radio and 5G-R radio attach and wait. Step 3: One GSM-R radio and one 5G-R radio attach and dial up to the Internet. After obtaining the IP address, the control unit controls the radio to report the ID, IP address and locomotive ID of the multi-mode fusion freight train tail safety protection device to the external server and wait for the pairing result of the external server. At the same time, the control unit controls the 400MHz radio to wait. Step 4: When a pairing success command is received from an external server via a 5G-R or GSM-R radio, the system operates in the safe freight train tail mode. The first 5G-R and first GSM-R radios wait for the ATP onboard equipment connection request command. Upon receiving the connection request, they respond and simultaneously establish a connection between the freight train tail device and the train head device, performing a train integrity data query. In this mode, the train head device is the ATP onboard equipment. While operating in the safe freight train tail mode, the control unit powers off the 400MHz radio, maintaining the attachment status of the second 5G-R and second GSM-R radios. When the multi-mode fusion freight train tail safety protection device receives a pairing failure command from the external server, it returns to step 2. Step 5: When a query command is received from the tail locomotive station via a 400MHz radio, it is determined whether the received locomotive ID matches the locomotive ID stored in the unit. If they match, the connection is considered successful, and train integrity data is returned. At this time, the multi-mode fusion freight train tail safety protection device operates in dual-mode freight train tail mode. The control unit controls the first 5G-R radio and the first GSM-R radio to power off, and controls the second 5G-R radio and the second GSM-R radio to perform PDP activation. After obtaining the local IP address, the unit simultaneously receives the IP address of the tail locomotive station returned by the DNS server. A connection request is sent to the tail locomotive station using the IP address of the tail locomotive station. After the tail locomotive station responds, a connection is established between the freight train tail device and the head device. In this mode, the head device is a dual-mode tail locomotive station. If the received locomotive ID does not match the locomotive ID stored in the unit, the connection is considered to have failed, and the process returns to step 2. Step 6: During operation, monitor the connection status with the column head device in the current working mode. If no data is received from the column head device after a set time, it is considered that the connection with the column head device is broken, switch to idle mode, and return to step 2.

2. The multi-mode fusion safety protection device for the rear of a freight train according to claim 1, characterized in that, When operating in the safe cargo tail mode, the control unit communicates with the ATP onboard equipment via redundantly configured GSM-R and 5G-R radios, including: When the train is controlled by the CN system, it communicates with the ATP onboard equipment in the safe freight train tail mode. The control unit controls the activation of the GSM-R radio and 5G-R radio, which are configured to be redundant respectively. The GSM-R radio and 5G-R radio are both hot standby redundancy, that is, the first GSM-R radio and 5G-R radio attach and dial up to the Internet respectively, while the second GSM-R radio and 5G-R radio attach and wait.

3. The multi-mode fusion safety protection device for the rear of a freight train according to claim 1, characterized in that, When operating in dual-mode freight train tail mode, the control unit communicates with the dual-mode train tail locomotive radio via a 400MHz radio, a single GSM-R radio, and a single 5G-R radio, including: When the train is controlled by the LKJ system, it communicates with the dual-mode train tail locomotive in dual-mode freight train tail mode. The control unit controls the activation of a 400MHz radio, one GSM-R radio, and one 5G-R radio. The GSM-R radio and the 5G-R radio are attached and dialed for Internet access respectively.

4. A multi-mode fusion safety protection device for the rear of a freight train according to claim 1 or 3, characterized in that, The multi-mode integrated freight train tail safety protection device is compatible with both safe freight train tail mode and dual-mode freight train tail mode, including: Switching between modes based on different work scenarios includes: When the operating route changes and the train control system switches from the CN system to the LKJ system, it switches from the safe freight train tail mode to the idle mode. When the ATP onboard equipment malfunctions and the vehicle control system switches from the CN system to the LKJ system, it switches from the safe cargo train tail mode to the idle mode. When the operating route changes and the train control system switches from the LKJ system to the CN system, it switches from the dual-mode freight train tail mode to the idle mode. When the LKJ equipment malfunctions and the vehicle control system switches from the LKJ system to the CN system, it switches from the dual-mode freight train tail mode to the idle mode.

5. A multi-mode integrated safety protection device for the rear of a freight train according to claim 4, characterized in that, When the operating route changes and the train control system switches from the CN system to the LKJ system, the switch from the safe freight train tail mode to the idle mode includes: When the operating route changes, the train control system switches from the CN system to the LKJ system. In CN mode, the multi-mode integrated freight train tail safety protection device operates in the safe freight train tail mode. The ATP on-board equipment sends a switching command to the multi-mode integrated freight train tail safety protection device via GSM-R or 5G-R radio. After receiving the switching command, the multi-mode integrated freight train tail safety protection device returns a response command and then performs the switching, switching from the safe freight train tail mode to the idle mode.

6. A multi-mode integrated safety protection device for the rear of a freight train according to claim 4, characterized in that, When the ATP on-board equipment malfunctions and the vehicle control system switches from the CN system to the LKJ system, the switching from the safe freight train tail mode to the idle mode includes: When the ATP onboard equipment fails, the train control needs to be switched from the CN system to the LKJ system. When the ATP onboard equipment fails, the connection between the multi-mode integrated freight train tail safety protection device and the ATP onboard equipment is disconnected. At this time, the train switches from the safe freight train tail mode to the idle mode.

7. A multi-mode fusion safety protection device for the rear of a freight train according to claim 4, characterized in that, When the operating route changes and the vehicle control system switches from the LKJ system to the CN system, the switch from dual-mode freight train tail mode to idle mode includes: When the operating route changes, the train control system switches from the LKJ system to the CN system. After the CN system is started, the ATP on-board equipment controls the tail locomotive radio through the LKJ system. The tail locomotive radio sends a switching command to the multi-mode integrated freight train tail safety protection device through a 400MHz radio, GSM-R radio, or 5G-R radio. After receiving the switching command, the multi-mode integrated freight train tail safety protection device returns a response command and then performs the switching, switching from the dual-mode freight train tail mode to the idle mode.

8. A multi-mode fusion safety protection device for the rear of a freight train according to claim 4, characterized in that, When the LKJ equipment malfunctions and the vehicle control system switches from the LKJ system to the CN system, the switch from the dual-mode freight train tail mode to the idle mode includes: When the LKJ equipment malfunctions, it is necessary to switch from the LKJ system to the CN system for train control. When the LKJ equipment malfunctions and the communication with the multi-mode integrated freight train tail safety protection device is interrupted for more than the set time, the train will switch from the dual-mode freight train tail mode to the idle mode.

Images