Locomotive operation management and control integrated system and method based on multimode communication

Abstract

The invention relates to the technical field of enterprise railway transportation intelligent scheduling, and discloses a locomotive operation management and control integrated system and method based on multimode communication, and an interlocking unit, a client terminal and a comprehensive scheduling and monitoring unit are respectively accessed to a server for data interaction; the locomotive unit is accessed to the server through the multimode communication unit for data interaction; the interlocking unit outputs interlocking information of each station to the server; the server obtains, adapts and analyzes the interlocking information of each station, and outputs interlocking data of a unified protocol; the client terminal obtains and processes interlocking data of each station and outputs scheduling plan information to the server; the locomotive unit obtains and processes interlocking data and scheduling plan information of each station, and outputs locomotive operation information and a scheduling plan state to the server; the server also performs scheduling plan state synchronization between the client terminal and the locomotive unit; and the comprehensive regulation monitor obtains and processes interlocking data of each station and locomotive operation information, and performs real-time monitoring on interlocking conditions of each station and locomotive operation conditions. The communication is more stable and reliable.

Description

Technical Field

[0001] The present invention relates to the technical field of intelligent dispatching of enterprise railway transportation, and in particular to a locomotive operation management and control integrated system and method based on multi-mode communication. Background Art

[0002] With the continuous advancement of technology, enterprise railway dispatching systems are also evolving. In particular, the demand for train-to-ground communication and dispatching coordination is gaining increasing attention. This trend not only promotes the development of communication technology, but also places higher demands on the stability of train-to-ground communication.

[0003] Existing locomotive communication systems mostly use single-mode communication, primarily due to its simple structure, low deployment cost, and easy maintenance. This makes it suitable for scenarios with relatively basic communication requirements and a relatively stable operating environment. This model requires less equipment and network support during initial deployment, and has a low technical implementation threshold, facilitating rapid adoption. Furthermore, in areas with good signal coverage and minimal interference, single-mode communication can meet basic train-to-ground communication needs, offering both economical and practical advantages.

[0004] However, there are also problems in practical applications: as the railway construction environment becomes increasingly complex, the reliability of existing single-mode communication methods is insufficient in complex environments, especially in areas with complex terrain such as tunnels and mountainous areas. Signal interruptions are frequent, greatly affecting the stability and security of the system. In addition, its pure HTTP protocol relies on cellular networks for data transmission. In the case of base station coverage blind spots or high network latency, it is difficult to meet the strict requirements of real-time train positioning and interlocking information transmission. More importantly, the existing single-mode communication system lacks an effective degradation processing mechanism. When the main communication link fails, it cannot automatically switch to the backup channel, which seriously affects driving safety. Summary of the Invention

[0005] The present invention aims to provide a locomotive operation control integrated system and method based on multi-mode communication, which is used to solve the technical problem of unstable and reliable single-mode communication mode of existing enterprise railway locomotive communication system.

[0006] The basic solution provided by the present invention is: a locomotive operation control integrated system based on multi-mode communication, including an interlocking unit, a server, a multi-mode communication unit, a locomotive unit, a client terminal and a comprehensive monitoring unit; The server includes an interface information transmission module; The interlocking unit, client terminal and integrated monitoring unit are connected to the server respectively and exchange data with the server through the interface information transmission module; the multi-mode communication unit is connected to the interface information transmission module, and the locomotive unit is connected to the server through the multi-mode communication unit via the interface information transmission module for data exchange; The data exchanged between the interlocking unit and the server includes the interlocking information of each station; The server includes an interlocking information processing module for acquiring and adapting the interlocking information of each station and outputting interlocking data in a unified protocol; The client terminal is used to output the scheduling plan information to the server; The locomotive unit is used to obtain and process interlocking data and dispatch plan information of each station from the server; it is also used to output locomotive operation information and dispatch plan status to the server; the server is also used to synchronize the dispatch plan status between the client terminal and the locomotive unit; The comprehensive monitoring unit is used to obtain and process the interlocking data of each station and the locomotive operation information from the server, and to conduct real-time monitoring of the interlocking status of each station and the locomotive operation status.

[0007] The present invention also provides a locomotive operation control method based on multi-mode communication, utilizing a locomotive operation control integrated system based on multi-mode communication; the method comprises the following steps: Use the interlocking unit to output the interlocking information of each station to the server; Utilize the server's interlocking information processing module to obtain and adapt the interlocking information of each station and output the interlocking data in a unified protocol; Output scheduling information to the server using the client terminal; The locomotive unit acquires and processes interlocking data and dispatch plan information of each station from the server, outputs locomotive operation information and dispatch plan status to the server; synchronizes the dispatch plan status between the client terminal and the locomotive unit through the server; The integrated monitoring system is used to obtain and process the interlocking data of each station and the locomotive operation information from the server, and to conduct real-time monitoring of the interlocking status of each station and the locomotive operation status.

[0008] The working principle and advantages of the present invention are: Compared with existing technologies, this solution has the following advantages: 1) The server's interlocking information processing module can simultaneously collect interlocking information from multiple stations. For interlocking systems from different manufacturers, the interlocking information collection module has been adapted to the collection protocols of mainstream manufacturers. After completing the interlocking information collection, it can output interlocking data (i.e., interlocking code bits) using a unified protocol. Because the interlocking information processing module unifies the interlocking transmission protocol, the locomotive unit is shielded from the problem that the underlying interlocking system may be composed of multiple different protocols, improving the locomotive unit's decoding efficiency.

[0009] 2) Through multi-mode communication units and interface information transmission modules, a multi-mode communication redundancy design (such as cellular network 4G+radio dual-channel) is adopted to improve the stability, reliability and coverage of communication, ensuring that even if one mode fails, other modes can still maintain the continuity of the communication link, enhance the redundancy and reliability of the system, adapt to different geographical environments and application scenarios, and solve the risks of information lag and loss in traditional single-channel communication.

[0010] 3) Make a dispatch plan through the client terminal, and synchronize the dispatch plan status with the server and the locomotive unit in real time, so that the locomotive unit can understand the dispatch plan in real time, accurately and comprehensively, and improve the operating efficiency of the locomotive unit.

[0011] 4) The integrated dispatching and monitoring module combines interlocking information and locomotive driving information to clearly reflect the locomotive operation status and interlocking status on the graphical interface, improving the convenience and controllability of dispatchers in understanding the dispatching operation status.

[0012] In addition, through the locomotive positioning module and speed acquisition module of the locomotive unit, through the combination of interlocking information, RFID passive transponder tag technology, track circuit signals, preliminary surveying and mapping data, and the connection relationship between various interlocking objects in the station, the forward signal forecast and train position tracking functions are realized, thereby improving the accuracy of the data and the safety of locomotive operation.

[0013] The system of the present invention has a simple structure, streamlined process processing, requires less equipment to be added to the existing system, is easy to layout and set up, can achieve economical transformation without affecting the performance of the existing system, and is suitable for popularization and use. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 Schematic diagram of the structure of the locomotive operation control integrated system based on multi-mode communication provided by the embodiment of the present invention Figure 1 ; Figure 2 Schematic diagram of the structure of the locomotive operation control integrated system based on multi-mode communication provided by the embodiment of the present invention Figure 2 ; Figure 3 This is a diagram showing locomotive-side interlocking data provided by an embodiment of the present invention; Figure 4 This is a diagram showing the locomotive-side dispatch plan information provided by an embodiment of the present invention; Figure 5 This is a display diagram of the integrated interlocking signal and locomotive positioning and tracking information of the control and monitoring module provided in an embodiment of the present invention; Figure 6 A flow chart of a locomotive operation control method based on multi-mode communication provided by an embodiment of the present invention.

[0015] Figure markings in the specification: interlocking unit 1, interlocking a11, interlocking b12, interlocking c13, server 2, interface information transmission module 21, interlocking information processing module 22, multi-mode communication unit 3, radio module 31, cellular network module 32, locomotive unit 4, locomotive 41, speed acquisition module 42, locomotive positioning module 43, client terminal 5, scheduling plan module 51, comprehensive scheduling and monitoring unit 6, scheduling and monitoring module 61. DETAILED DESCRIPTION

[0016] The following is a further detailed description through specific implementation methods: The embodiment is basically as shown in the attached Figure 1 and Figure 2 As shown: The locomotive operation control integrated system based on multi-mode communication includes: an interlocking unit 1, a server 2, a multi-mode communication unit 3, a locomotive unit 4, a client terminal 5 and a comprehensive monitoring unit 6.

[0017] Server 2 includes an interface information transmission module 21. The interlocking unit 1, client terminal 5, and integrated monitoring and control 6 are each connected to server 2 and exchange data with server 2 through the interface information transmission module 21. This interface information transmission module 21 features a multi-mode communication redundancy design, providing interfaces between different units and enabling data transmission and remote calls between server 2 and other units.

[0018] The multimode communication unit 3 is connected to the interface information transmission module 21. The locomotive unit 4 accesses the server 2 through the multimode communication unit 3 via the interface information transmission module 21 for data exchange. In this embodiment, the multimode communication unit 3 includes a radio module 31 and a cellular network module 32. The locomotive unit 4 and the server 2 communicate via a dual-channel, cellular network module 32 (e.g., 4G) and radio. This enables multimode communication between the server 2 and the locomotive unit 4, improves the stability of vehicle-to-ground communication, and supports adaptive switching between the cellular network (e.g., 4G) and radio, ensuring smooth communication. The server 2 exchanges data with the radio module 31 via UDP, and the radio module 31 exchanges data with the locomotive unit 4 via wireless communication.

[0019] Specifically, the main data interaction process during the operation of this system is as follows: The data exchanged between the interlocking unit 1 and the server 2 includes the interlocking information of each station.

[0020] Specifically, interlocking unit 1 comprises interlocking systems for several stations. Each station transmits its interlocking information to server 2 via its corresponding interlocking system in a predetermined manner, which may be a timed transmission method. Each station may be implemented by different manufacturers, and the interlocking information transmission protocol may vary. In this embodiment, interlocking systems a11, b12, and c13 are included for illustrative purposes only. Other embodiments may include other interlocking systems, which can be configured appropriately based on the actual site.

[0021] An interlocking information processing module 22 is deployed in the server 2, which is used to obtain and adapt and parse the interlocking information of each station thrown from the interlocking unit 1, and output the interlocking data of the unified protocol. It should be noted that the interlocking unit 1 throws the interlocking code bits of each station, and the interlocking information processing module 22 adapts and parses the interlocking code bits of different manufacturers and different protocols into interlocking code bits of a unified format and transmits them to the downstream terminal. In order to distinguish the interlocking code bits of the two stages, the interlocking code bits of each station thrown by the interlocking unit 1 are defined as interlocking information, and the interlocking code bits of the unified protocol are defined as interlocking data. The interlocking information processing module 22 has multiple input terminals and can collect data from each station at the same time; the interlocking code bit protocols (collection protocols) of mainstream manufacturers adapted by the interlocking information processing module 22 include at least one of Hengjun interlocking, Holley interlocking, Kangjisen interlocking and direct collection interlocking of the collection machine.

[0022] In this embodiment, server 2 obtains the interlocking information transmitted by interlocking a11, interlocking b12 and interlocking c13 systems through UDP / TCP, and decodes the interlocking information of each station. After decoding, the interlocking information of each station is standardized and encoded; after filtering by server 2, the interlocking data of a unified protocol is output, so that the interlocking data transmitted to each unit uses a set of standard encodings.

[0023] The data exchanged between the client terminal 5 and the server 2 includes scheduling information.

[0024] The client terminal 5 is used to output the scheduling plan information to the server 2; the scheduling plan information includes the work that needs to be done for each hook plan.

[0025] Specifically, the client terminal 5 includes a scheduling plan module 51, which performs scheduling plan processing and outputs scheduling plan information to the server 2; scheduling plan processing includes but is not limited to scheduling plan preparation, issuance, execution, change, and termination functions.

[0026] The client terminal 5 and server 2 also receive the dispatch plan status sent by the locomotive unit 4 to the server 2. This status includes whether each planned task has been completed. All dispatch plan statuses sent by the locomotive unit 4 are statistically processed to represent on-site vehicle data. The client terminal 5 prepares the dispatch plan based on on-site vehicle data, and changes to on-site vehicles are driven by the execution of the plan.

[0027] The data exchanged between the server 2 and the locomotive unit 4 includes the interlocking data and dispatch plan information of each station, locomotive operation information and dispatch plan status.

[0028] The locomotive unit 4 is configured to obtain and process interlocking data and dispatch plan information from each station from the server 2 via the multi-mode communication unit 3. It is also configured to output locomotive operation information and dispatch plan status to the server 2. In this embodiment, the locomotive unit 4 communicates with the server 2 via dual-mode radio and cellular networks, eliminating the risks of information delay and loss associated with traditional single-channel communication.

[0029] The server 2 transmits the interlocking data of all stations to the radio module 31, and the radio module 31 obtains the interlocking data of all stations and broadcasts it to the locomotive unit 4, such as Figure 3 The diagram shows interlocking data displayed on locomotive 41 in locomotive unit 4. Operators can view the current status of station signals and track circuits, helping to determine operating conditions. These data include the time, locomotive 41's serial number ("DF12-0018"), distance (usually in meters, representing the distance from a reference point), speed limit (the speed limit for the current section, such as 15 km / h), speed (the real-time speed of locomotive 41), system status, and warnings (e.g., "Vacant" system status, with the "Anti-Slip" warning in red). Signals like "D6" and "D4" are station signals. Blue generally indicates the signal is closed (they may change to green, yellow, or other colors when open, depending on the regulations). For example, if D6 is open, the corresponding permission light will illuminate, indicating entry into the protected section, depending on the signal type (e.g., entry or shunting). "210WG," "24WG," and so on represent track circuit sections. Green indicates a free track circuit (occupied by a vehicle, the color changes, e.g., a red light strip). If 210WG displays green, there are no trains or vehicles occupying that section of track, and routes can be arranged normally. "Line 1, Line 2, Line 3" designates track or line classifications. For example, if the D34 signal on Line 1 is open and the track circuit is free, an approach to Line 1 can be established. "X, X2 - X5" are turnout numbers (or related markings). The position of the turnout affects the direction of route opening. If the X turnout is positioned, the route will open in the designated straight or lateral direction. For example, to shunt to Line 3, you must confirm that the D42 signal is open, the D42G track circuit is free, and the relevant turnouts are correctly positioned and locked.

[0030] The server 2 obtains the scheduling plan information output by the client terminal 5 and performs a persistent operation. The server 2 sends the obtained scheduling plan information to the radio module 31 of the multi-mode communication unit 3 through UDP communication; the radio module 31 receives and broadcasts the scheduling plan information to the locomotive unit 4 through wireless communication, such as Figure 4This diagram displays the dispatching plan information for locomotive 41, one of the locomotive units 4. It shows locomotive 41's current shunting plan and indicates the subsequent operations for locomotive 41. The information primarily includes locomotive 41's number, current plan number, planned hook count, planned time information, plan execution status, and the details of the hooking plan operations. For example, the tasks include 10 "handover station" operations, including actions such as "pass, hook, weigh, drop, and standby." Some tasks are numbered (such as "Hook 16" and "Slack 16"), representing the shunting operation quantity, i.e., the total number of locomotives executing the hooking plan. Each locomotive provides feedback after executing the plan, and this total is updated synchronously. Some tasks have comment codes (such as "1657866"), which may be associated with information such as the operation object or line, instructing locomotive 41 to perform shunting operations in sequence.

[0031] The locomotive unit 4 sends an HTTP request to the server 2 via the cellular network module 32, such as 4G. The server 2 obtains the locomotive 41 information in the request and feeds back the dispatch plan information and interlocking data corresponding to the locomotive 41 information to the locomotive unit 4. The locomotive unit 4 can also request the interlocking code position of a specific station from the server 2 via the cellular network module 32, such as 4G.

[0032] The locomotive unit 4 sends the locomotive operation information and / or scheduling plan status to the radio module 31 via wireless communication, and the radio module 31 receives and sends the locomotive operation information and / or scheduling plan status to the server 2 via UDP communication.

[0033] The locomotive unit 4 includes several locomotives 41 with speed acquisition modules 42 and locomotive positioning modules 43, which can track and locate the locomotives 41 based on hardware acquisition devices, track measurement data, etc.; the locomotive operation information includes but is not limited to the locomotive position, locomotive speed and locomotive running direction.

[0034] The speed acquisition module 42 is used to calculate the wheel speed and Beidou displacement of the locomotive 41. In this embodiment, the wheel speed is calculated using photoelectric sensors, and the displacement is calculated using Beidou satellite derivation. It can also collect data such as the locomotive 41's commutator direction and travel speed for positioning calculations.

[0035] Locomotive positioning module 43 is used to perform basic positioning of locomotive 41 based on passive transponder tag technology and location information configured in a local database. Specifically, locomotive positioning module 43 uses RFID passive transponder tag technology to obtain passing point information when passing through a ground-mounted passive transponder tag, and combines this information with the location information configured in the local database to achieve basic positioning. It is also used to calculate the displacement of locomotive 41 per unit time based on the transponder point position and the data output by speed acquisition module 42. It also uses track circuit signals, surveying and mapping data, the connection relationships between various interlocking objects in the station yard, and station yard interlocking data obtained through wireless communication to predict forward signals and track the position of trains.

[0036] After executing each hook plan, the locomotive 41 of the locomotive unit 4 outputs information representing the status of the hook scheduling plan and transmits it to the client terminal 5 through the server 2; the dispatcher of the client terminal 5 confirms based on the feedback information to update the scheduling plan status at the client terminal 5, and simultaneously notifies each downstream connected device to update the plan status.

[0037] The server 2 is also used to synchronize the scheduling plan status between the client terminal 5 and the locomotive unit 4; specifically, the scheduling plan status synchronization includes the server 2 verifying the scheduling plan status sent by the locomotive unit 4 in real time. When it is determined that the scheduling plan status of the locomotive unit 4 is not synchronized with the scheduling plan status of the client terminal 5, the scheduling plan status of the locomotive unit 4 is updated, so that the scheduling plan compiled by the client terminal 5 is synchronized through the interaction between the server 2 and the locomotive unit 4.

[0038] The data exchanged between the server 2 and the integrated control and monitoring unit 6 includes the interlocking data of each station and the locomotive operation information.

[0039] The comprehensive dispatching and monitoring unit 6 includes a dispatching and monitoring module 61, which is used to obtain and process the interlocking data of each station and the locomotive operation information from the server 2, and to perform real-time monitoring of the interlocking status of each station and the operation status of the locomotive 41. In this embodiment, the dispatching and monitoring module 61 obtains the interlocking data of each station from the interlocking information processing module 22 of the server 2, and displays the interlocking status of each station in real time in a regional and sub-station manner. The dispatching and monitoring module 61 displays the interlocking data of each station obtained from the server 2, and displays the real-time code position on site; the dispatching and monitoring module 61 performs real-time marking based on the locomotive operation information obtained from the server 2, such as real-time marking of the locomotive position, which enables dispatchers to understand the convenience and controllability of the dispatching operation. Figure 5This diagram shows the integrated interlocking signals and locomotive positioning and tracking information displayed in the Dispatching and Monitoring Module 61. This integrated monitoring module displays locomotive operating information and real-time station yard footage. The yard layout includes areas such as the "Transfer Station" and "Shunting Yard." Lines and blocks form the layout of the station tracks and signal equipment, showcasing railway line connections and equipment distribution, helping dispatchers understand the overall layout. The lines and blocks change color to reflect different signal states. Hovering your mouse over the target locomotive icon displays its operating information, including its locomotive number, speed, section, and direction of travel. Locomotive information, for example: locomotive number 0069, which uniquely identifies the locomotive; speed 2.97, which reflects the locomotive's current running speed; yard type factory station, track 303 / 309FG, which clearly shows the location; parameters such as IJ and 11 terminal positions, which are used to accurately locate the locomotive's specific position on facilities such as tracks, assist dispatchers in determining its operating or running status, and information such as the forward direction of travel, so that dispatchers can know the locomotive's running trend and ensure dispatching command and driving safety.

[0040] like Figure 6 As shown, this embodiment also provides a locomotive operation control method based on multi-mode communication, using the above-mentioned locomotive operation control integrated system based on multi-mode communication; the method includes: The interlocking unit 1 outputs the interlocking information of each station to the server 2; The interlocking information processing module 22 of the server 2 is used to obtain and adapt the interlocking information of each station and output the interlocking data of the unified protocol; Outputting scheduling information to the server 2 using the client terminal 5; The locomotive unit 4 is used to obtain and process interlocking data and dispatch plan information of each station from the server 2; the locomotive unit 4 is also used to output locomotive operation information and dispatch plan status to the server 2; the dispatch plan status of the client terminal 5 and the locomotive unit 4 is synchronized through the server 2; The integrated monitoring system is used to obtain and process the interlocking data of each station and the locomotive operation information from the server 2, and to conduct real-time monitoring of the interlocking status of each station and the locomotive operation status.

[0041] The above-illustrated process is only the main process steps. It can be understood that this method is fully applicable to this system, and the process and effect are the same, so it will not be repeated here.

[0042] The integrated locomotive operation control and management system and method based on multi-mode communication provided in this embodiment utilizes a server interlocking information processing module to simultaneously collect interlocking information from multiple stations. For interlocking systems from different manufacturers, the interlocking information collection module has been adapted to the collection protocols of mainstream manufacturers and can output interlocking data using a unified protocol after completing the interlocking information collection. Because the interlocking information processing module unifies the interlocking transmission protocol, the locomotive unit is shielded from the issue of the underlying interlocking system being composed of multiple different protocols, thereby improving the decoding efficiency of the locomotive unit. The multi-mode communication unit and interface information transmission module utilize a multi-mode communication redundancy design (e.g., cellular network 4G + radio dual-channel), improving communication stability, reliability, and coverage. This ensures that even if one mode fails, the other modes can still maintain communication link continuity, enhancing system redundancy and reliability, adapting to diverse geographical environments and application scenarios, and addressing the risks of information lag and loss associated with traditional single-channel communication. Scheduling plans are formulated through client terminals, and real-time synchronization of scheduling plan status is achieved between the server and the locomotive unit, enabling the locomotive unit to have a real-time, accurate, and comprehensive understanding of the scheduling plan, thereby improving the locomotive unit's operational efficiency. By combining interlocking information and locomotive driving information through the comprehensive dispatching and monitoring module, the locomotive operation status and interlocking status are clearly reflected on the graphical interface, which improves the convenience and controllability of dispatchers in understanding dispatching operations. In addition, through the locomotive positioning module and speed acquisition module of the locomotive unit, through the combination of interlocking information, RFID passive transponder tag technology, track circuit signals, preliminary surveying and mapping data, and the connection relationship between various interlocking objects in the station, the forward signal forecast and train position tracking functions are realized, improving the accuracy of the data and the safety of locomotive operation. The system structure of the present invention is simple, the process processing is streamlined, and less equipment is added to the existing system. It is easy to layout and set up. It can achieve economical transformation without affecting the performance of the existing system, and is suitable for popularization and use.

[0043] The above is only an embodiment of the present invention. Common knowledge such as the specific structure and characteristics of the scheme is not described in detail here. Ordinary technicians in the relevant field are aware of all common technical knowledge in the technical field of the invention before the application date or priority date, can obtain all existing technologies in the field, and have the ability to apply conventional experimental means before that date. Ordinary technicians in the relevant field can improve and implement this scheme in combination with their own abilities under the guidance of this application. Some typical well-known structures or well-known methods should not become obstacles for ordinary technicians in the relevant field to implement this application. It should be pointed out that for those skilled in the art, without departing from the structure of the present invention, several variations and improvements can be made, which should also be regarded as the scope of protection of the present invention. These will not affect the effect of the implementation of the present invention and the practicality of the patent.

Claims

1. The locomotive operation control integrated system based on multi-mode communication is characterized by: It includes interlocking unit, server, multi-mode communication unit, locomotive unit, client terminal and integrated monitoring unit; The server includes an interface information transmission module; The interlocking unit, client terminal and integrated monitoring unit are connected to the server respectively and exchange data with the server through the interface information transmission module; the multi-mode communication unit is connected to the interface information transmission module, and the locomotive unit exchanges data with the server through the multi-mode communication unit via the interface information transmission module; The data exchanged between the interlocking unit and the server includes the interlocking information of each station; The server includes an interlocking information processing module for acquiring and adapting the interlocking information of each station and outputting interlocking data in a unified protocol; The client terminal is used to output the scheduling plan information to the server; The locomotive unit is used to obtain and process interlocking data and dispatch plan information of each station from the server; it is also used to output locomotive operation information and dispatch plan status to the server; the server is also used to synchronize the dispatch plan status between the client terminal and the locomotive unit; The comprehensive monitoring unit is used to obtain and process the interlocking data of each station and the locomotive operation information from the server, and to conduct real-time monitoring of the interlocking status of each station and the locomotive operation status.

2. The locomotive operation control integrated system based on multi-mode communication according to claim 1 is characterized in that: The multi-mode communication unit includes a radio module and a cellular network module; the server interacts with the radio module via UDP communication, and the radio module interacts with the locomotive unit via wireless communication.

3. The locomotive operation control integrated system based on multi-mode communication according to claim 2 is characterized in that: The locomotive unit sends an http request to the server through the cellular network module. The server obtains the locomotive information in the request and feeds back the scheduling plan information and interlocking data corresponding to the locomotive information to the locomotive unit.

4. The locomotive operation control integrated system based on multi-mode communication according to claim 2 is characterized in that: The server sends the acquired scheduling plan information to the radio module via UDP communication; the radio module broadcasts it to the locomotive unit via wireless communication.

5. The locomotive operation control integrated system based on multi-mode communication according to claim 2 is characterized in that: The locomotive unit sends the locomotive operation information and / or scheduling plan status to the radio module via wireless communication, and the radio module receives and sends the locomotive operation information and / or scheduling plan status to the server via UDP communication.

6. The locomotive operation control integrated system based on multi-mode communication according to claim 1 is characterized in that: The interlocking code protocols adapted by the interlocking information processing module include at least one of Hengjun interlocking, Hollysys interlocking, Kangjisen interlocking and collector direct acquisition interlocking.

7. The locomotive operation control integrated system based on multi-mode communication according to claim 1 is characterized in that: The scheduling plan status synchronization includes the server verifying the scheduling plan status sent by the locomotive unit in real time, and updating the scheduling plan status of the locomotive unit when it is determined that the scheduling plan status of the locomotive unit is not synchronized with the scheduling plan status of the client terminal.

8. The locomotive operation control integrated system based on multi-mode communication according to claim 1 is characterized in that: The comprehensive dispatching and monitoring unit uses a regional and station-by-station approach to display the interlocking status of each station and the locomotive operation status in real time.

9. The locomotive operation control integrated system based on multi-mode communication according to claim 1 is characterized in that: The locomotive unit includes several locomotives with speed acquisition modules and locomotive positioning modules; Speed acquisition module, used to calculate and obtain locomotive wheel speed and Beidou displacement; The locomotive positioning module is used to perform basic locomotive positioning based on passive transponder tag technology combined with the location information configured in the local database; it is also used to calculate the locomotive's displacement per unit time based on the transponder point position combined with the data output by the speed acquisition module, and to perform forward signal forecasting and train position tracking in combination with but not limited to track circuit signals, surveying and mapping data, and the connection relationship between various interlocking objects in the station.

10. A locomotive operation control method based on multi-mode communication, characterized in that: Utilizing the locomotive operation control integrated system based on multimode communication according to any one of claims 1 to 9; the method comprises the following steps: Use the interlocking unit to output the interlocking information of each station to the server; Utilize the server's interlocking information processing module to obtain and adapt the interlocking information of each station and output the interlocking data in a unified protocol; Output scheduling information to the server using the client terminal; The locomotive unit obtains and processes the interlocking data and dispatch plan information of each station from the server, and outputs the locomotive operation information and dispatch plan status to the server; Synchronize the dispatch plan status between the client terminal and the locomotive unit through the server; The integrated monitoring system is used to obtain and process the interlocking data of each station and the locomotive operation information from the server, and to conduct real-time monitoring of the interlocking status of each station and the locomotive operation status.

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