RU2294298C1 - Method of monitoring routine situation on railway, automatic situation routine monitoring system and data transmission and processing system for automatic railway routine monitoring system - Google Patents

Abstract

FIELD: railway transport.

SUBSTANCE: proposed group of inventions is designed for traffic control, particularly for checking relative distance between participants of railway transport system to prevent emergencies, including those threatening life and health of people, mainly, maintenance men. According to proposed method, coded signals including codes of radiator identifiers are transmitted by radiators, said signals are received and processed and movement of mobile objects in rail track area, namely, mainteancemen and/or rolling stock, is tracked. Reception of each signal is effected by device mounted on corresponding mobile object which transforms said coded signals into radio signals and transmits then to access points where said radio signals are re-transmitted to other mobile objects.

EFFECT: improved accuracy of checking current position of mobile objects, enlarged operating capabilities.

29 cl, 9 dwg

Description

The group of inventions is intended to regulate movement in railway transport and, in particular, to track the mutual distances between participants in the railway transport system in order to prevent emergencies, including those threatening the life or health of people, mainly road workers.

There is a known system of automatic voice notification on sections of the railway, which includes a notification control panel installed at the dispatch centralization station, which collects information about the train situation at the station and transmits this information via radio channel to the work manager’s radio station (Sirena-SR system) . The use of this system is limited, since it can only be used at stations (or territories lying in the immediate vicinity of stations). The operational situation is also monitored to a limited extent, since it is determined by only one purpose - to warn road workers located directly in the rail gauge area of the train approaching.

A known method of monitoring the operational situation on the railway, in which using emitters located along the rail track at predetermined distances from each other, transmit code signals, including codes of identifiers of emitters, receive and process these signals and track the movement of in the field of rail track of the railway of mobile objects - road workers and / or rolling stock. The method is proposed to be implemented in a railway automated system for monitoring the operational situation, comprising emitters located along the rail track at predetermined distances from each other, each of which has an identifier and is configured to generate and transmit a code for this identifier, and means for receiving and processing information located in the control room (US patent No. 6565046, published 05/20/2003). In this system, monitoring the operational situation is aimed at detecting obstacles in the path of an automatically controlled vehicle, it lacks the ability to automatically link a continuously moving object to the coordinate system. Also in the known method is not provided for fixing the movement of mobile objects. In addition, with the help of this well-known technical solution, it is impossible to collect and transmit operational data on the current location of mobile objects, as well as to provide the presentation of generalized information for the administrative authorities of the railway.

A known system for transmitting and processing information for a railway automated system for monitoring the operational situation (JAS CO), containing an information transport network, including computers that collect and summarize data for transmission to a control center and receive data from a control center, as well as a computer a data processing network, including local computer networks of control centers, each of which contains a server that stores a database including data on the coordinate network ty section of the track, and a workstation (utility model RU No. 8132, published 16.10.1998). In this system, however, it is not possible to accurately determine the current location of a moving (mobile) object, which reduces the effectiveness of this system and does not fully prevent emergency situations associated with collisions of rolling stock on road workers.

The aim of the present invention is the creation of a multi-level, hierarchical, geographically distributed automated system for monitoring the operational situation, which provides:

- continuous, on a time scale close to real, tracking the movement of mobile objects (rolling stock and road workers) on the territory of the railway section;

- keeping the system database up to date;

- implementation of management and control applications, programs for collecting and processing statistical data;

- Presentation to the administrative bodies of the railway of generalized information on the operational situation.

The technical result provided by the aforementioned invention is to provide automatic binding of each continuously moving mobile object to a given (pre-selected) coordinate system, fixing the movement of mobile (moving) objects, improving the accuracy of determining the current location of mobile objects, as well as expanding the functionality, which consists in providing the possibility of collecting and transmitting via a radio network operational data on the current location mobile objects and presenting summary information for administrative bodies railway management.

The technical result is achieved by the fact that in the method of monitoring the operational situation, in which, using emitters located along the rail track at predetermined distances from each other, code signals including codes of identifiers of emitters are transmitted, the signals are received and processed, and according to them they track the movement of mobile objects — workers of the road and / or rolling stock located in the area of the rail gauge of the railway — moreover, the frequencies of the transmitted code signals every two the neighboring emitters do not match, the reception of each code signal is carried out by means located on the corresponding mobile object, the indicated code signals are converted to radio signals and transmitted to access points where these signals are relayed to other mobile objects located in the rail gauge area and to control rooms .

The technical result is also achieved by the fact that the railway automated system for monitoring the operational situation, comprising emitters located along the rail track at predetermined distances from each other, each of which has an identifier and is configured to generate and transmit a code for this identifier, and means for receiving and processing information located in the control room, is equipped with two groups of mobile sets of information processing and signaling, the first of which is intended for road workers, and the second - for installation on rolling stocks: directly on the locomotive and on the coupling device of the locomotive or the last carriage, and with stationary information processing and signaling kits, while groups of mobile information processing and signaling kits and stationary information and signaling kits interconnected by a data exchange network.

In addition, the technical result is achieved by the fact that the information transmission and processing system for the railway automated system for monitoring the operational situation, containing the information transport network, including computers that collect and summarize data for transmission to the control center and receive data from the control center as well as a computer network for data processing, which includes local computer networks of control centers, each of which contains a first server that stores databases for data, including data on the coordinate network of the track section, and the workstation, is equipped with emitters having individual identifiers and intended for placement in the nodes of the coordinate network of the track section, a radio network for exchanging data on the current position of objects located in the coverage area of the railway automated tracking system, and to support the display of data on the current position of the mentioned objects on the monitors of workstations, a second server is provided in the system, interacting with the first server, when including local area network control centers combined industry intranet.

In special cases of the method, it is provided that each of the identifiers of the emitters is listed in the table (or ordered in the form of a coordinate grid), and each two identifiers corresponds to a segment whose length is equal to the distance between the emitters having the indicated identifiers, and for radio signals converted from code signals received by two receiving means mounted on a rolling stock determine the integrity and / or length of this composition. Together with the radio signals from the mobile object to the access point transmit data about the identifier of the specified mobile object, and the time of sending the signal, which equates the time of reception from the emitters of the sent signal.

In particular cases of the system implementation, stationary information processing and signaling kits are located at access points that are located at predetermined (predetermined and selected) distances from each other in the zone along the rail track. Each of the information processing and signaling kits installed in the locomotive cab includes a computer connected to a two-channel radiation receiver, a digital receiver and a radio signal transmitter at the frequencies of the first channel, an audio signaling device and a locomotive braking control system, each of the information processing and kits alarm system, designed to be installed on the coupling device of the last carriage of the train, includes a microprocessor connected to a two-channel receiver eniya, an ultrasonic transceiver, the digital radio transmitter and receiver on the first frequency channel. Each access point includes a computer to which two transceivers are connected, which transmit and receive radio signals at the frequencies of the second channel, and which is connected to a repeater designed to receive and transmit signals at the frequencies of the first channel. Information processing and signaling kits for road workers are made in the form of wearable equipment intended, respectively, to be worn by the latter, in particular, placed on the signal clothing of road workers. Infrared emitters were used as emitters, and infrared emitters were used as radiation detectors. The microprocessor of the information and signaling processing kit for road workers is programmed with the possibility of generating a warning signal about the approaching rolling stock, and the signaling devices designed for road workers include an audible alarm, and / or a light alarm, and / or vibration alarm. It is preferable to place the emitters on the engineering structures available on the railway, in particular on cable extensions of the contact network of the electrified railway. The equipment of the access point is preferably located in a thermostatically controlled cabinet, while the mentioned access points are preferably located on the engineering structures available on the railway, in particular, access points can be placed on the supports of the contact network. The computer of the information and alarm processing kit installed on the locomotive of the rolling stock is programmed with the ability to determine from the emitters its own current location, determine the current speed and time parameters of the movement, and display on the computer screen the operational situation in a given radius, taking into account the information received on the first radio channel, as well as with the possibility of generating a brake enable signal in case of absence during a given industrial time signal of the signal received over the radio data exchange network from the information processing and signaling kit installed on the coupling device of the last car of the indicated rolling stock. Means of receiving and processing information located in the control room include a computing environment that has at least two servers, the first of which includes a database containing the history of the development of the operational environment, and the second is designed to interact with workstations of dispatchers performing solving application problems of organizing movement and visualizing operational information based on data selected by the second server from the database of the first server mentioned. The second server is programmed with the ability to read the last update of the database of the first server and transmit this update for display on the monitor of the workstation. Means of receiving and processing information located in the control room are configured to generate messages that reflect generalized information about the operational situation at the control room, as well as transmit them to the administrative authorities of the railway by means of industry intranets.

Figure 1 presents a generalized structural diagram of the system.

Figure 2 shows a section of the railway equipped with a railway automated system for monitoring the operational situation.

Figure 3 presents the structural diagram of a system of a mobile set of information processing and signaling installed in the cab of a locomotive.

Figure 4 shows the location of the mobile information processing and signaling kits mounted on rolling stock.

Figure 5 presents a structural diagram of a system of a mobile set of information processing and signaling for road workers.

Figure 6 presents the structural diagram of the equipment of the radio network installed in the access point.

Figure 7 presents a structural diagram of a means of receiving and processing information from a control room.

On Fig presents a structural diagram of a set of reception and processing of information intended for installation on a locomotive or on the last carriage of rolling stock.

Figure 9 presents a formalized representation of the railway when constructing a conditional coordinate system of the tracking system.

An automated system for monitoring the operational situation on the railway, made in accordance with the invention (Fig. 1), contains infrared emitters 1 located along the rail track at predetermined distances from each other, each of which has its own unique identifier and is configured to passing the code of this identifier. The system is equipped with two groups of mobile information processing and signaling kits located on mobile (moving objects), the first of which (item 2) is a means for individual use by road workers (intended for moving together with the latter), and the second (item 3) - for installation on rolling stock: in the cab of a locomotive (at least part of the second group of mobile sets) and on the coupling device of the locomotive or the last car (the rest of the second group of mobile sets such as are for - pos.14, 4). The system includes a radio network 4, as well as stationary kits for receiving and transmitting information and signaling signals located at access points 5 (Fig. 2) located at predetermined distances from each other along the rail track. In control rooms 6 (Fig. 1), there are means for receiving and processing information (Fig. 7).

Each of the information processing and signaling kits comprising at least part of the second group installed in the locomotive cab (Fig. 3) includes a computer 8 connected to a two-channel infrared receiver 9, a digital receiver 10 and a radio signal transmitter 11 at the frequencies of the first channel, an audible warning device 12 and a locomotive braking control system - through an adapter 13 of the brake system.

On the last carriage of rolling stock, for example, on a free coupling device of a railway vehicle, a “beacon” is installed - set 14 (FIGS. 2, 4, 8) of information processing and signaling — from the rest of the sets of the second group. Kit 14 includes a microprocessor 30 coupled to a two-channel infrared receiver 31, an ultrasonic transceiver 32, a digital receiver 33, and a radio signal transmitter 34 at first channel frequencies.

Each of the information processing and signaling kits intended for individual use by road workers (Fig. 5) includes a microprocessor 15 connected to a two-channel infrared receiver 16, a digital receiver 17 and a transmitter 18 of radio signals at frequencies of the first channel and signaling devices that preferably include an audible alarm 19, a light alarm 20, and a vibration alarm 21. Information processing and signaling kits intended for an individual Nogo use road workers are in the form of the corresponding portable equipment intended for attaching (mounting) the signal on clothing (e.g., road workers overalls). The microprocessor 15 of this kit is programmed with the ability to generate a warning signal about the approach of rolling stock.

Each access point 5 (FIG. 6) includes a computer 22 to which two transceivers 23 and 24 are connected, in which, in this case, Cisco-Aironet radio bridges are used. The transceivers 23 and 24 receive and transmit radio signals at frequencies of the second channel. Computer 22 through an adapter 25 is connected to a repeater 26, for example, an IC-VR8050 repeater, designed to receive and transmit signals at frequencies of the first channel.

Emitters 1 are placed on cable extensions of the contact network (figure 2).

The equipment of access points 5 is preferably located in thermostatic cabinets that are mounted on the supports of the contact network.

The computer of the information and alarm processing kit installed on the locomotive of the rolling stock is programmed with the ability to determine from the emitters its own current location, determine the current speed and time parameters of the movement, and display on the computer screen the operational situation in a given radius, taking into account the information received on the first radio channel, as well as with the possibility of generating an emergency brake enable signal in case of absence during a given period of time of a signal received over a radio data exchange network from an information processing and signaling kit installed on a coupling device of a last car of said rolling stock.

Means of receiving and processing information located in the control room (Fig. 7) include a computing environment having at least two servers 27 and 28, the first (27) of which includes a database containing the history of the operational environment, and the second (28) - is designed to interact with the workstations of 29 dispatchers, carrying out the solution of applied problems of organizing movement and visualizing operational information based on data selected by server 28 from the database of the first server 27.

The server 28 is programmed with the ability to read the latest database updates of the server 27 and transmit this update for display on the monitor of the workstation 29.

Means of receiving and processing information located in the control room are configured to generate messages that reflect generalized information about the operational situation at the control room, as well as transmit them to the administrative authorities of the railway by means of industry intranets.

The information transmission and processing system for the railway automated system for monitoring the operational situation in accordance with this technical solution is a hierarchical structure, including:

- the coordinate network of the track section, equipped with emitters having individual identifiers;

- a lot of transceivers of rolling stock installed in the cab of the locomotive and on the coupling device of the locomotive or the last car, and transceivers for road workers;

- radio network for the exchange of data on the current position of mobile objects - rolling stock and road workers located in the area of the railway automated tracking system;

- information transport network, which includes computers that collect and summarize the specified data for transmission to the control room and receive data from the control room, a transmission medium and means for interfacing computers with the specified transmission medium, a computer data processing network, including local area networks dispatching centers, each of which contains a first server that stores a database including data on the coordinate network of a track section, at least a workstation and a second server, interact conductive with the first designed to support a network display data about the current position of said object on the workstation monitors, and local area network control centers combined industry intranet.

Mobile objects in this technical solution include:

- rolling stock of the railway: locomotives, railcar, wagons as part of the train, etc .;

- personnel of the railway: all road workers, by the nature of their professional activity, are associated with the need to get onto the railway track (trackmen, signalmen, trailers, linemanics, etc.).

The subject area of the synthesized tracking system is mobile objects. When solving many technological problems on the railway, it is necessary to know (in a time scale close to real) the current location of mobile objects with accuracy:

- along the track: not worse than 8-10 m for stations and 20-25 m for hauls;

- across the track: to track number.

A formal description of the rolling stock (in terms of a tracking system) can be performed up to a straight line segment of variable length, capable of changing its location in time, determined by “linking” each of the ends of such a line segment to an introduced conditional coordinate system.

For the purpose of constructing this system, a formal description of road workers can be presented in the form of a point capable of changing its location in time, determined by “linking” such a point to the introduced conditional coordinate system.

To determine the current location of mobile objects within the framework of creating the mentioned tracking system, a conditional coordinate system must first be built - a hierarchical multi-level geographically distributed administrative-production structure, which formally can be represented by the corresponding "tree" (Fig. 9).

The root peak of the “tree” is the administrative center 35 (the general node of the conditional coordinate system). Hanging peaks of a “tree” - stations 36. Branches of a “tree” - hauls 37. In turn, the stations themselves are also “trees”, the root vertices of which are input / output arrows, hanging vertices are station arrows, and branches are station sections of the path .

Ultimately, the totality of all sections of the route and the many arrows uniting them make up the transport system, which, in accordance with the accepted organizational division, is ordered in the form of Roads, sections of Roads, Distance of the route, etc.

In relation to the problem to be solved, a conditional coordinate system for stations (hauls) can be introduced, constructed as follows:

1) each section of the path enclosed between each two adjacent arrows is marked with a set of “reference” marks: nodes of the conditional coordinate system of the tracking system. The extreme coordinate nodes correspond to the centers of symmetry of the arrows bounding the marked sections of the path. Frequency of repetition of coordinate nodes: evenly, every 8-10 m at stations (20-25 m on hauls).

Moreover, such markup is created in compliance with the following principles.

Start markup:

- for stations: from the input arrow of the equipped station - the main node of the conditional coordinate system of the station;

- for hauls: from the exit arrow of the station preceding the haul haul - the main node of the conditional coordinate system of the haul.

The end of the markup:

- for stations: output arrow of the equipped station;

- for lines: the entrance arrow of the station following the equipped stage.

2) Each node is assigned a unique name: pass-through id-number. Assignment starts from the main node of the station’s conditional coordinate system (span).

3) The mutual distances between any pair of nodes and the distances from any node to the main node of the conditional coordinate system of the station (span) are determined (calculated).

The results of the calculations can be presented in the form of a table of mutual distances (table 1).

Table 1 - id # 0 id # 1 id # 2 ... id # N-1 id # N id # 0 - - - ... - - id # 1 R - - ... - - (0,1) id # 2 R R - ... - - (0.2) (1,2) ... ... ... ... ... ... ... id # N-1 R R R ... (0, N-1) (1, N-1) (2, N-1) id # N R R R ... R (N-1, N) - (0.N) (1.N) (2, N)

Where: id - “name” of the node in the conditional coordinate system of the station or stage;

R is the distance, m;

N is the total number of nodes in the conditional coordinate system of the station or train, with n = 0,1, N;

n is the current node of the conditional coordinate system of the station or haul.

In relation to the problem to be solved, a conditional coordinate system can be introduced for ZhAS WITH in general:

1. Each main node of the conditional coordinate system of each station (leg) will be assigned its own unique name: end-to-end id-number. The assignment begins with the general node of the conditional coordinate system.

2. The mutual distances between any pair of main nodes and the distances from any main node to the general node of the conditional coordinate system are calculated (for the Russian Federation, such a general node is Moscow).

3. The results of the calculations can be presented, in particular, in the form of a table of mutual distances (table 2).

table 2 - id # 0 id # 1 id # 2 ... id # M-1 id # M Id # 0 - - - ... - - Id # 1 R - - ... - - (0,1) Id # 2 R R - ... - - (0.2) (1,2) ... ... ... ... ... id # M-1 R R R ... - - (0, M-1) (1, M-1) (2, M-1) Id # m R R R ... R (M-1, M) - (0.M) (1, M) (2, M)

Where: id - the “name” of the main node in the conditional coordinate system of the JAS CO as a whole;

R is the distance, m;

M is the total number of nodes in the conditional coordinate system of the JAS CO as a whole, with m = 0.1, M;

m is the current node in the conventional coordinate system ZhAS WITH as a whole.

The names of the main nodes, defined in terms of local conditional coordinate systems of stations (sections), are associated with their own names, expressed in terms of the global conditional coordinate system of the tracking system as a whole (see table 3).

Table 3 name of the main node in the global coordinate system name of the main node in the local coordinate system id # 0 (general node) id # 1 id # 0 id # 2 id # 0 ... ... id # M-1 id # 0 id # M id # 0

From the above it is clear that if we realize the possibility of dynamic continuous (quasi-continuous) “linking” of any of the mobile objects of the transport system to the nodes of the above-described conditional coordinate system of the tracking system, then a constant (more precisely, quasi-constant) possibility of calculating both the current distances between them and the current ones distances to the beginnings of local and global coordinate systems, respectively. The data of tables 2 and 3, together with the data of table 1, provide such an opportunity. The development of the conditional coordinate system of the tracking system can be carried out in stages - starting with an arbitrarily selected station (any of the stages) of any branch of the selected Road. As the stations (hauls) are sequentially equipped with a coordinate “grid”, at a certain stage of creating a tracking system, a global tracking system coordinate system will be created from separate local coordinate systems.

In order to reduce the cost of creating a network of "reference" marks, it is advisable to use to the maximum extent the engineering structures already available on the railway - mainly cable extensions of the contact network of the electrified railway (as the most suitable means for use in the proposed technical solution). It is on such cable stretch marks that it is proposed to fix IR-LEDs that constantly (quasi-permanently) emit IR pulses, in the structure of which the id of the corresponding node of the desired dimensional “grid” is encoded. The step of placing the IR LEDs on cable stretch marks along the roadway can, for example, be 8-10 m (or 20-25 m). For frequency spacing (differences, frequency mismatch), any two adjacent cells of the desired dimensional “grid” are “highlighted” at two different carrier frequencies: F1 (for example, 850 nm) and F2 (for example, 920 nm) - each at its own frequency. As a result, such equipment, to some extent, resembles the "lighting" of the railway with lamps. The difference from conventional luminaires is the downward transmission over atmospheric infrared communication lines at a speed, for example, up to 2400 bps, of encoded id “hanging” infrared illuminators (infrared emitters) throughout the railway. Such IR-spotlights and constitute the material basis of the desired network of "reference" marks of the desired conditional coordinate system of the desired tracking system.

For the functioning of the system, it is necessary to “bind” mobile objects to the conditional coordinate system of the tracking system.

Permanent (quasi-permanent) "illumination" of the production area of the tracking system by IR spotlights, transmitting id nodes of the conditional coordinate system via IR communication lines - provides any (mobile) object moving by rail and equipped with a 2-channel IR receiver a constant (quasi-constant) , in a time scale close to real, the ability to “snap” to the nearest “reference” mark under which it is located and, as a result, the ability to determine its location in a conditional coordinate system. In this case, the necessary calculations can be carried out using personal computers (for mobile objects equipped with an on-board electrical network - for example, locomotives), and using microprocessors (for road workers - portable devices or placed (attached) on company clothes). The initial data for such calculations are:

- current id received from the conditional coordinate system via infrared communication lines;

- data from tables No. 1, No. 2 and No. 3.

The calculation results allow mobile objects to determine their location both in the local conditional coordinate system of the station (span) and in the global conditional coordinate system and, for example, display it graphically on a personal computer monitor (for example, for locomotives).

At the same time, the current id received by mobile objects from the conditional coordinate system via infrared communication lines is relayed by them to the air via a digital radio channel made within the radio network of the tracking system at the allocated carrier frequencies f1 / f2, with the subsequent receipt of the "sent" id by all neighboring mobile objects - participants of movement on a given local section of the railway transport system (station / stage). In this case, the “distribution” is accompanied by an additional identifier: an ID number, which is the unique name of a mobile object - the sender of the “message”, as well as the exact astronomical time parameters (year, month, day, hour, minute, second) received from a single source of accurate astronomical time on the radio network ZhAS SO on channels f1 / f2 and f3 / f4. Such data exchange allows each of the mobile objects to “know” not only their location, but also the location of their “neighbors”. The technical means and initial data necessary for performing the corresponding calculations and displaying the results obtained are the same as in determining the own location of each of the mobile objects. Data exchange between mobile objects is realized through the JAS CO radio network through the use of digital transceivers.

In addition, on the allocated frequencies f1 / f2, as part of radio communications from mobile objects, the current id of all participants in the railway transport system is constantly “present”. Such id, together with the ID and parameters of the exact astronomical time, by means of the JAS CO radio network can be additionally “collected” and transferred for accumulation and subsequent thematic processing to the appropriate organizational and managerial units of JSC Russian Railways (for example, dispatching centers, etc.) - accepted territorial affiliation.

A formal representation of the rolling stock of the railway requires “binding” to the conditional coordinate system of both ends of the conditional straight line segment, which in turn leads to the need to supply a 2-channel infrared receiver not only to the locomotive, but also to the last train car.

Such a 2-channel infrared receiver, structurally made, for example, “combined” with a microcontroller, an ultrasonic transceiver and a radium digital transceiver, form a kind of “beacon” attached to the locomotive and “bearing” its conventional ID name on the radio. The main task of the “beacon” is the relay to the radio network id of the current node of the conditional coordinate system to which it is “attached” - the task of the second end of the conditional segment of the straight line describing the train. The standard seat of the “beacon” is, preferably, the hitch of the last carriage. This requirement is solved by administrative means (for example, couplers, in the process of forming / disbanding trains, are required to designate the ends of trains of variable length - by transferring and installing a “beacon” on the free coupling device of the last carriage of the train coupled to the locomotive). In the absence of trailed cars, the “beacon” is located on one of the coupling devices of the locomotive. Such a procedure provides a “designation” of compositions of arbitrary length up to zero. The logic of the pair - the beacon microprocessor / personal computer of the locomotive, implemented in software, provides for blocking the possibility of locomotive movement in the absence of a radio signal from its beacon. At the same time, the microprocessor of the “beacon” controls both the integrity of the operation of the trailer, so the presence / absence of a beacon between the cars at the beginning / end of the train movement - the “beacon” must be constantly and guaranteed, with an allowable interval of possible interruption of not more than s seconds (for example, up to 5 seconds) , "Register" (fix) via a radio channel in the memory of a personal computer of a moving locomotive. In turn, such a “prescription” is only possible if 2 conditions are met (the “AND” function):

- the ultrasonic transceiver, facing the lighthouse fastening in the direction opposite to the designated car — does not “see” the neighboring car (person, any other obstacle) at a distance of 6.00 m or less meters and confirms the permission of the “lighthouse” digital radio transmitter to work with radio network. The distance to the obstacle detected by the ultrasonic transceiver can be trumpeted in the range of 6.00 m-0.01 m with a step of 0.01 m by the command of the locomotive computer (the roughening function is used at the “mooring” / “descent” stage of the coupled / uncoupled parts of the train)

- A 2-channel infrared receiver (during movement of the train) sequentially “sees” the neighboring id of the conditional coordinate system and, with the permission of the ultrasonic transceiver, via a digital radio transmitter, relayes them to the radio network of the tracking system.

If these conditions are not met, the transmission of data from the “beacon” to the radio network is terminated. The personal computer of a moving locomotive, having not detected within a given time, for example, 5 seconds, of radio packages from its “beacon”, starts the braking system, which leads to a stop of this mobile object. Depending on the features of the software, the emergency braking system of the locomotive or train may be involved.

A mobile kit installed in the locomotive cab allows the driver, in particular:

- see on the computer screen the entire operational environment (in the form of symbols) within a radius of several kilometers: both neighboring trains and people on the way, both in front of themselves and behind themselves;

- determine the current location of its staff at stations and on stages;

- inform neighboring locomotives, road workers on the way, and the control room about their current location;

- more effectively prevent collisions with road workers;

- prevent collisions with neighboring trains;

- additionally control the speed of movement;

- determine the temporal parameters of their movement;

- control the length of the train and its integrity (by the number of attached wagons).

A mobile kit placed on the branded clothing of a railway employee (for example, a signal vest / raincoat or headgear) provides the railway employee:

- advance sound (piezo) and (or) mechanical (vibrating alert) and (or) light alerts about the occurrence of a critical situation related to the approach of a train or locomotive;

- the ability to notify the “neighbors” (locomotives, other workers) and the control room about their location, both at the station and on the train.

The radio network of the railway automated system for monitoring the operational situation is based on the use of:

- at least two end-to-end allocated frequencies: f1 / f2, forming a radio network for the collection and distribution of primary data: id of nodes of a conventional coordinate system, ID of mobile objects, time parameters and other technological control commands;

- at least two end-to-end allocated frequencies: f3 / f4, forming a “transport” radio network for the delivery of the collected primary data for accumulation and subsequent processing in the appropriate organizational and managerial units of the road (for example, dispatching and others) - according to the accepted territorial affiliation.

In this example, the frequencies f1 / f2 lie in the range: 150-450 MHz and should be selected from this range, taking into account the need to ensure inter-frequency separation of at least 3 MHz. The frequencies f3 / f4 are in the range 1.2-14 GHz and should be selected from this range, taking into account the need to ensure inter-frequency separation of at least 200-400 MHz. The radio network for the collection and distribution of primary data is built, in this case, based on the use of 100% repeaters, for example, IC-VR8050 manufactured by Icom.

The objectives of the network of repeaters exhibited at stations and stages are:

- reception at frequency f1 of all messages from all mobile objects located in the “visibility” zone of the repeater;

- broadcasting on the frequency f2 of all messages received from all mobile objects located in the zone of “visibility” of the repeater;

- transfer, for example, to the cell port of the computer connected to the repeater, all messages from all mobile objects located in the “visibility” zone of the repeater.

Repeaters are loaded with receiving and transmitting antennas with a circular radiation pattern.

The "transport" primary data delivery radio network is built on the basis of the use of radio bridges, for example, manufactured by Cisco-Aironet, installed at the primary data collection points. The objectives of the network of radio bridges exhibited on the hauls are:

- reception at frequency f3 of all data collected by computers of all previous points of collection of primary data;

- receiving from the computer its point of collection of primary data sent to the control room for thematic processing and storage;

- transmitting at the frequency f4 to the computer the next point of the “transport” radio network of its data and the data of previous “neighbors”.

The frequency distribution f3 / f4 along the railroad track is sequentially periodic “relay” character.

Data is collected along the stretch of the line and transmitted to the control rooms in accordance with the organizational division of the railway.

Radio bridges are loaded with directional antennas with a suspension height that provides direct visibility for each pair of adjacent antennas of the "transport" radio network.

Radio network equipment is structured in the form of many “access points”.

The tracking system database can be organized on the following principles.

The primary data collected from stations and stages by means of the radio network of the tracking system are flocked for subsequent processing to the control rooms in accordance with the organizational division of the road. Here, local area networks (LANs) are deployed with a data exchange rate of at least 100 Mbps. On the basis of each of these LANs (see Fig. 7), a computing environment is formed containing:

- in particular, the SQL server, the leading server;

- www server - slave server.

- workstations - according to the number of operators controlling the operational situation in the territory they are responsible for.

The main means of storing operational data related to mobile objects moving by rail in the areas of dispatch control are many local SQL servers - a database of a geographically distributed system. The leading column of formalized data for each of these servers are the id nodes of the spatial measuring infrared network. The entire set of tabulated data stored in the local control room database is ordered according to the leading column of the SQL server. All transactions of the local dispatching database are “tied” to the leading column of the SQL server. The entire background of the development of the operational situation in the control room's responsibility zone is streamlined and stored in accordance with the data of the leading column of the local SQL server. All applied processes for monitoring the operational situation, in the control room’s area of responsibility, are implemented at workstations and the necessary source data are sampled from the last update of the local SQL server. All applied processes for processing and preparing the final statistical data for the time interval of tracking mobile objects in the dispatching zone of responsibility are implemented at workstations and the necessary source data are sampled from the last update of the local SQL server.

Operational information at workstations is visualized, for example, in the form of html-pages arranged in accordance with their individual IP addresses in the form of a site stored in the control room www-server environment. At the same time, visualization is performed in such a way that the current dynamic information is superimposed on the static information characterizing the topology of the “underlying surface” of the station (span): track sections, arrows, engineering structures, etc.: formal descriptions of the rolling stock and railway workers, located in the area of responsibility of the control room. The "provider" of dynamic information is the local SQL server.

Dispatch LANs are connected to the intranet, which allows computers of any level in the hierarchical management structure to exchange data with tracking system computers located in the corresponding dispatch rooms. This, in turn, allows any user who has access to the database to “see” the operational situation on the railway section of interest to him by “logging out” to the appropriate site of the dispatch department of the Road.

As follows from the above material, the formal parameters: id / ID / time - are continuously collected from the served territory of the tracking system using infrared and radio networks and recorded in memory:

- computers of locomotives - current formal parameters;

- microprocessors of vests / raincoats for a road worker - current formal parameters;

- Dispatch SQL servers - formal parameters for the entire existence of the tracking system.

This allows:

- to all mobile objects (locomotives and road workers who are on the way): “see” each other and, as a result, avoid mutual collisions (warning task);

- locomotives: control the parameters of their movement (transport task);

- locomotives: control the length of its composition;

- dispatchers: collect and record all data about mobile objects and, as a result, simultaneously monitor the capabilities that are available to mobile objects operating in the described system (the task of “surveillance” and collision avoidance, analysis of possible emergency situations);

- to dispatchers: summarize operational data from controlled territories, generate reports on the work done, “lay out” the operational situation on dynamic web sites, thus providing the opportunity to “see” all the way to all managers using the intranet.

The above tasks are solved using well-known hardware (computers, microprocessors, radio modems, LAN, etc.), and using general and special software, thereby forming the corresponding application processes.

Claims (29)

1. A method of monitoring the operational situation on the railway, in which using emitters located along the rail gauge at predetermined distances from each other, transmit code signals, including codes of identifiers of emitters, carry out the reception and processing of these signals and track the movement of area of the rail track of the railway mobile objects - road workers and / or rolling stock, characterized in that the reception of each code signal is carried out by means placed on the corresponding mobile object, the indicated code signals are converted into radio signals and transmitted to access points where the indicated radio signals are relayed to other mobile objects from the above located in the rail gauge region, while the frequencies of the transmitted code signals of each two adjacent emitters do not coincide, and together with radio signals from the mobile object to the access point transmit data about the identifier of the specified mobile object and the reception time of the sent signal, and then relay them to other mobile objects from the above and / or to control rooms together with code signals received from emitters. 2. The method according to claim 1, characterized in that said radio signals are additionally relayed to control rooms. 3. The method according to claim 1, characterized in that each of the identifiers of the emitters is listed in the table, where each two identifiers corresponds to a segment whose length is equal to the distance between the emitters having these identifiers. 4. The method according to claim 1, characterized in that the integrity and / or length of this composition is determined by radio signals converted from code signals received by two receiving means mounted on a rolling stock. 5. A railway automated system for monitoring the operational situation, comprising emitters located along the rail track at predetermined distances from each other, each of which has an identifier and is configured to generate and transmit a code for this identifier, and means for receiving and processing information located in the control room , characterized in that it is equipped with two groups of mobile sets of information processing and alarm, the first of which is designed for individual Using the road workers, and the second is mounted on rolling stock, and fixed sets of information processing and signaling, wherein the cell group information and signaling processing sets and stationary information processing sets and alarms interconnected network exchange data. 6. The system according to claim 5, characterized in that infrared emitters are used as emitters, and infrared emitters are used as radiation detectors. 7. The system according to claim 5, characterized in that the emitters are located on the engineering structures available on the railway. 8. The system according to claim 7, characterized in that the emitters are placed on cable extensions of the contact network of the railway. 9. The system according to claim 5, characterized in that the means of receiving and processing information located in the control room include a computing environment having at least two servers, the first of which includes a database containing a history of the development of the operational environment and the second one is designed for interaction with dispatcher workstations that perform application tasks of traffic organization and visualize operational information based on data selected by the second server from the database of the first server a. 10. The system according to claim 9, characterized in that the second server is programmed with the ability to read the latest database updates of the first server and transmit this update for display on the monitor of the workstation. 11. The system according to claim 9, characterized in that the means of receiving and processing information located in the control room are configured to generate messages that reflect generalized information about the operational situation at the control room. 12. The system according to claim 5, characterized in that it has a connection for transmitting data from control rooms to mobile objects and from mobile objects to control rooms. 13. The system according to claim 5, characterized in that each of the information processing and signaling kits of the first group, designed for individual use by road workers, includes a microprocessor associated with a two-channel radiation receiver, a digital receiver and a radio signal transmitter at frequencies of the first channel and means of signaling. 14. The system according to item 13, wherein the microprocessor of the information processing and signaling kit of the first group for individual use by road workers is programmed with the possibility of generating a warning signal about the approach of rolling stock. 15. The system according to item 13, wherein the alarm means of the first group of mobile kits intended for individual use by road workers include an audible alarm, and / or a light alarm, and / or a vibration alarm. 16. The system according to claim 5, characterized in that the signaling means of the first group of mobile kits intended for individual use by road workers are made in the form of wearable equipment. 17. The system according to clause 16, wherein the wearable equipment is placed on the signal clothing of road workers. 18. The system according to claim 5, characterized in that each of at least part of the mobile sets of information processing and signaling of the second group mounted on a rolling stock is located on a locomotive. 19. The system according to claim 5, characterized in that each of the mobile information processing and signaling kits from the rest of the second group of these kits is located on the last rolling stock car and includes a microprocessor connected to a two-channel radiation receiver, an ultrasonic transceiver, and a digital receiver and a transmitter of radio signals at frequencies of the first channel. 20. The system according to p. 18, characterized in that each of the aforementioned part of the information processing and signaling kits of the second group, mounted on a locomotive of a rolling stock, includes a computer connected to a two-channel radiation receiver, a digital receiver and a radio signal transmitter at frequencies of the first channel , audible warning light and brake control system. 21. The system according to claim 19, characterized in that each of the mobile information processing and signaling kits from the rest of the second group of these kits installed on rolling stocks is placed on the coupling device of the last car of the corresponding composition. 22. The system according to p. 18, characterized in that the computer of the information processing and signaling kit installed on the locomotive of the rolling stock is programmed to determine from the information received from the emitters the current location of the said train, determine the current speed and time parameters of movement and display on the computer screen of the operational environment in a predetermined radius, taking into account the information received through the first radio channel, as well as with the possibility of generating a brake enable signal in the absence for a predetermined period of time signal received by radio communication from an additional set of information processing and alarm mounted on the last car of said composition. 23. The system according to claim 5, characterized in that the stationary information processing and signaling kits are located at access points located at predetermined distances from each other along the rail track. 24. The system according to item 23, wherein each stationary set of information processing and signaling, located in the access point, includes a computer to which two transceivers are connected that transmit and receive radio signals at frequencies of the second channel, and which is associated with a repeater designed to receive and transmit signals at frequencies of the first channel. 25. The system according to paragraph 24, wherein the access point computer is programmed with the ability to collect and transmit data from and to mobile objects, as well as transmit data from the previous to the next access points in both directions with the addition of data received by the said computer via radio networks for data exchange at frequencies of the first channel from mobile objects located in a given radius. 26. The system according to any one of paragraphs.9, 13, 19, 20 and 24, characterized in that the computers and microprocessors of mobile and stationary objects are synchronized from a single source of accurate astronomical time. 27. The system according to claim 5, characterized in that the equipment of each access point is located in a thermostatically controlled cabinet, while the mentioned access points are located on engineering structures available on the railway. 28. The system according to item 27, wherein the access points are located on the poles of the contact network of the railway. 29. A system for transmitting and processing information for a railway automated system for monitoring the operational situation on the railway, containing an information transport network, including computers that collect and summarize data for transmission to a control center and receive data from a control center, as well as a computer data processing network, including local computer networks of control centers, each of which contains a server that stores a database of the coordinate network of the put site , and a workstation, characterized in that it is equipped with emitters with individual identifiers and designed to be placed in the nodes of the coordinate network of a part of the track by a radio network for exchanging data on the current position of objects located in the area of the railway automated tracking system, and a second server designed to support data display about the current position of the mentioned objects on the monitors of workstations and interacting with the first server, and the local area networks of the dispatcher Sgiach points combined intranet, and the computers of information and transport network and computer data processing networks are synchronized from a single source of accurate time astronomical.

Images