RU2733907C1 - Multifunctional self-contained robotic complex for diagnostics and control of track superstructure and railway infrastructure elements - Google Patents

Abstract

FIELD: rail vehicles.

SUBSTANCE: invention relates to means of diagnosing railway infrastructure using automated means of assessing the state of technical facilities associated with ensuring the safety of train traffic. Multifunctional self-contained robotic system for diagnostics and control of track superstructure and elements of railway infrastructure includes stationary part consisting of base station and one or more evacuation stations, and mobile parts made in form of movable units, which are rail vehicles and providing monitoring of railway infrastructure. Stationary part is equipped with functional equipment, which provides independent operation of the complex, control of movable units and communication with a single intelligent system of control and automation of production processes on railway transport.

EFFECT: invention improves safety and efficiency of diagnosing railway infrastructure by creating sections of continuous monitoring.

10 cl, 17 dwg

Description

Multifunctional autonomous robotic complex for diagnostics and control of the track superstructure and railway infrastructure elements.

The invention relates to methods and tools for diagnostics of railway infrastructure using automated means for assessing the state of technical objects associated with ensuring the safety of train traffic.

The main areas of application of МАРК are railway inspection and rail flaw detection; escorting trains and military echelons to ensure traffic safety; conducting technical reconnaissance in areas of emergency situations, natural and man-made disasters; conducting technical reconnaissance of the railway troops, including the search and destruction of explosive devices; conducting radiochemical reconnaissance and continuous surveillance at railway infrastructure facilities in the centers of the use of weapons of mass destruction; patrol service and protection of critical and potentially dangerous objects.

Known mobile devices for railway reconnaissance, track measurement and rail flaw detection, which differ both structurally and in the means and methods of measuring the parameters of the railway infrastructure. However, there are no fully autonomous robotic systems among them.

There is a known method for detecting obstacles for railway vehicles near the track using an unmanned safety vehicle (hereinafter referred to as the device), which detects obstacles in front of the railway vehicle and transmits the results to the vehicle or to the operations center. / Application for a patent DE19826771 (A1), publ. 1999-12-16 /.

Moving synchronously at a safe distance in front of the train, the device makes continuous visual recording by the camera system, continuously picking up signals from the track system on the rail vehicle and / or signals sent by the station. The device uses visual and / or electromagnetic-based sensors and measuring devices to detect obstacles. The device is in constant contact with the train operator through a communication system consisting of one technical radio channel and through a system of optical control cameras displays information on the screen in the operator's cab of a railway vehicle. Equipment can also be attached to the device that can be used to remove small obstacles in the tracks. The device is intended for use on high-speed trains. The disadvantages of such a device are its constant binding to the operator (driver) of the train, low functionality, equipment and power-to-weight ratio, as well as a small range. The device is not autonomous and is not capable of being serviced and removed from the tracks without the help of personnel.

Also known is the first certified mobile robot - a profiler for automatic checking of railway switches and crossings "Felix", developed by Loccioni (Italy) to improve the reliability of switches, guarantee the safety of railways and solve the problems of planning inspections and maintenance.

/https://www.youtube.com/watch?time_continue=6&v=gfWQJLJ7NTc/. The Felix is a lightweight demountable platform with an installed instrumentation module and protective bumpers, equipped with profilometers and a hardware and software system capable of providing inspection reports, creating 3D images of the tested parts and performing the corresponding data analysis. The robot is controlled using an operator panel or tablet. Felix can control the basic geometric parameters of a railroad rail, such as track gauge, inclinations, bends, clearances and critical distances, free wheel passages and distance traveled, lateral and vertical rail wear.

One of the railway mobile robots is the IRiS device, developed by the Applied Physics Laboratory of The Johns Hopkins University (USA) - APL (Applied Physics Laboratory) The Johns Hopkins University. /https://www.jhuapl.edu/PressRelease/160727/ “IRiS” (Remote Rail Security and Inspection System) is a remotely controlled vehicle designed to provide intelligence information in the event of rail accidents. The IRiS platform is equipped with rangefinders and infrared cameras and a rail inspection instrumentation system. A number of sensors can also be installed in the device, which include detecting chemicals or radiation. Operators can control the IRiS remotely from a single handheld station, which allows them to simultaneously maneuver the vehicle and view telemetry from cameras and sensors. The IRiS can be manually installed and removed from a section of track within minutes, significantly reducing the impact on regular rail travel.

Felix, IRiS and other similar remote control devices, designed for time-limited local tasks and short distances, require constant operator involvement for their installation and control. The limited capabilities of these devices do not allow them to solve the problems of full-fledged diagnostics of infrastructure, autonomous railway reconnaissance or work in the centers of natural and man-made disasters.

Known mobile diagnostic complex for automated assessment of the state of railway infrastructure / RU2438903, B61K9 / 08, publ. 01/10/2012 / containing an on-board control and computing complex and a complex of control and measuring systems, equipped with a system for monitoring and evaluating the geometric parameters of the track, a system for non-contact high-speed control of geometric parameters of rails, a system for high-speed defectoscopy of rails, a system for high-speed visual detection of track defects, a control system dynamics of train movement, a system of high-speed georadar control, a system of high-speed control of the dimensions of approaching buildings, a system of high-speed control of the state of railway automation and telemechanics systems, a high-speed control system of the state of the contact network, a control system for analog radio communication parameters, a control system for digital radio communication parameters. The complex is designed for diagnostics, analysis and prediction of the state of such track objects as rails, sleepers, contact wires, bridges, tunnels, etc. The technical device reflects the state of the geometry of the rail track, rail wear, control of rail defects, operating conditions - train speed and others rail vehicles, dynamic loads, wheel axle loads, etc., as well as the characteristics of road schemes, the location of turns, curves and straight sections of the rail track, the location of slopes, etc. This mobile diagnostic complex (MDK) most fully reflects the tasks of a complex diagnostics and monitoring of the track superstructure and railway infrastructure elements and has a number of advantages, such as the presence of a system for high-speed monitoring of the state of the contact network, monitoring the state of railway automation and telemechanics systems, monitoring systems for analog and digital radio communication parameters, as well as various assessment systems for some safety parameters under conditions of real load on the rails. Unlike defectoscopic railcars, MDK is capable of operating for a long time, having in its composition wagons for personnel, i.e. has sufficient autonomy. The equipment installed on the MDK is designed to operate at speeds up to 250 km / h (the value of the measured speed of the complex can reach 300 km / h).

In terms of the totality of individual characteristics, including multifunctionality and autonomy of work, but to a greater extent ideologically, MDK is closest to MAPK and can be considered its prototype.

The main disadvantages of MDK are the high cost of equipment, work and maintenance, as well as the difficulty of choosing control windows in conditions of heavy traffic. MDK is a full-fledged train consisting of a defectoscopic car, several carriages for personnel and a locomotive. Accordingly, the MDK schedule must be accurately entered into the train schedule (GDS). To pass trains through the control section, the MDK needs railway junctions or separate points. The consequence of this is possible delays and downtime, the complexity of stopping for an additional check of the problem section of the route, etc. MDK is able to detect and fix a single defect at high speed, but returning and a more accurate defect assessment will require a lot of time and technical resources. For this, less complex railcars or flaw detection diagnostic trolleys are used, thus separating the detection and detailed assessment of the defect. The increase in the speed of the MDK to 250 km / h is justified by its high cost and an increase in the established speeds of train circulation on the track sections subject to control, however, the higher the control speed, the lower its quality. Therefore, to improve the quality of high-speed testing, more and more complex and expensive flaw detection equipment is used. It is also necessary to take into account the cost of fuel, the time and cost of servicing defectoscopic cars at local stations and in the locomotive depot, high depreciation of equipment, the cost of labor of the locomotive crew and operators of the car - defectoscope (more than 10 people). Operation of the MDK requires compliance with high traffic safety requirements due to the presence of personnel and expensive equipment on board. MDK is difficult to use in areas of environmental disasters and technological disasters (erosion and damage to the bed, collapses of slopes and landslides on highways, fires, etc.). MDK most effectively carries out “fast” complex control of railway infrastructure on long-distance runs and dense traffic control with short train intervals (about 4 minutes). This form of control is ideal during the period of commission checks and fully justifies the high cost of work and equipment of MDK. At the same time, a large number of adjacent and secondary routes remain outside the scope of the MDK, since significantly reduce the effectiveness of its application. Being a mobile complex, MDK also leaves beyond its capabilities the continuous monitoring of the movement of vehicles in control areas, including an axle counting system, weight control, diagnostics of running parts of railway rolling stock, etc. In general, today MDK is the most advanced mobile means of periodic complex diagnostics of the track superstructure and railway infrastructure.

None of the similar and above listed mobile devices are able to combine the functions of diagnosing technical objects, including assessing the technical state of the object, detecting and determining the location of faults, predicting the residual resource of the object and monitoring the state as a continuous process of collecting and analyzing information on the value of diagnostic parameters of the state. object. Also, today there are no devices capable of effectively and without risk for personnel to carry out such monitoring of the condition of the object, as well as conduct railway reconnaissance in conditions of increased danger.

The technical problem solved by the claimed technical solution is to improve the safety and efficiency of diagnostics of the railway infrastructure by creating continuous monitoring areas using robotic devices. The technical result is a high degree of safety and high efficiency of the railway infrastructure diagnostics process.

The posed technical problem is solved by creating a multifunctional autonomous robotic complex for diagnostics and monitoring of the track superstructure and elements of the railway infrastructure "MARK" (hereinafter - МАРК), which combines the functionality of individual track control services - permanent, current, periodic and special inspections and measurements.

The complex includes a stationary part, consisting of a base station and one or more evacuation stations, and mobile parts made in the form of mobile units. At the same time, the stationary part is equipped with functional equipment that ensures the autonomous operation of the complex, the control of mobile units and communication with the operator of a unified intelligent system for control and automation of production processes in railway transport (ISMST).

Mobile units are unmanned demountable rail vehicles for various purposes.

Unmanned removable rail vehicles are designed as a monitor or platform.

The mobile unit is designed to be installed or removed from the tracks by means of automated devices (tow trucks) located in the stationary part of the complex.

The mobile unit is equipped with a hybrid diesel-electric power plant, which ensures movement up to the level of the established speeds of train circulation on the track sections subject to control.

The hybrid diesel-electric power plant is equipped with a lithium-titanate battery pack, which provides the power plant with electrical energy and is recharged from a diesel generator set.

Monitors and platforms are equipped with a control unit that ensures their operation in stand-alone or basic mode or through direct operator control or by setting a task by a MARK operator or a remote operator in an intelligent control system of a monitor or platform.

A mobile unit can be equipped with at least one of the following systems or devices: on-board computing and navigation-communication systems, a system for dimensional control of the approach of buildings, systems for visual, magnetic and ultrasonic control of the track, a system for continuous optical control of the geometric parameters of rails and rail intersections, track measuring and profilometric complexes, a system for georadar monitoring of the ballast layer and subballast zone, video surveillance and terrain radar, a set of environmental monitoring devices, a complex of on-board manipulators equipped with video cameras, an unmanned aerial vehicle, a robotic fire extinguishing installation, cargo and special modules for various purposes.

The stationary part of the complex is connected with a unified intelligent system for control and automation of production processes in railway transport through a remote operator.

The base station is located in the center of the area to be controlled, and the evacuation station can be located throughout the area to be controlled.

The base and evacuation stations are block containers located in the railway right-of-way and installed on concreted areas with buried water and fuel tanks.

The base and evacuation stations can be equipped with at least one of the following systems or devices: communication and control systems of the complex and mobile units, automated devices for their installation and removal from the rails, a robotic service complex, including washing and special processing, charging batteries, refueling with diesel fuel, water and technical fluids of mobile units, as well as control posts with an axle counting system, a weighing station with strapdown railway scales and a multifunctional complex of technical means for diagnostics of running parts of railway rolling stock.

A method for diagnostics and control of track superstructure and elements of railway infrastructure is also proposed. The claimed method provides that the data of diagnostics and control of the track superstructure and elements of the railway infrastructure with reference to a single coordinate of the track are transferred to the operator or the basic radio-technical complex of the stationary part, carry out their primary processing, form a diagnostic map of the track section, carry out the subsequent data transfer to the operator of a single intellectual control systems and automation of production processes in railway transport and receive new work assignments from it with the ability to perform them both in automatic mode and in remote control mode.

At the same time, the data of diagnostics and control of the upper structure of the track and elements of the railway infrastructure are obtained through contactless control of rails; video recording of track superstructure elements within the rail-and-sleep grate; regular measurement of the cross-section of infrastructure objects; measuring the geometric parameters of the track, measuring the rail profile, branches and intersections using optical triangulation blocks; determination of the georadar profile of the ballast layer and the sub-ballast zone of the railway bed, including the slopes of the embankments and the walls of the tunnels; collection, analysis and processing of streaming telemetry data of the surrounding area and infrastructure facilities; local video filming and scanning of individual objects; automatic detection and tracking of moving objects against the background of the earth and water surface; analysis of environmental parameters along the route; weight control, axle counting and diagnostics of railway rolling stock running gear.

The primary data processing of the control and measuring systems is carried out by means of the on-board computer complex of the mobile unit.

Combining and processing the data of control and measuring systems with data binding to a single track coordinate and geographic coordinate by means of an on-board computer complex with the subsequent transfer of data from control and measuring systems to a stationary computer complex of a base station or an operator of a unified intelligent control and automation system of production processes in railway transport.

The data transmission of the control and measuring systems to the operator is carried out through mobile satellite communications or a conventional on-board VHF radio modem of a mobile technological radio data exchange network, which ensures the functioning of automated railway transport control systems.

By means of a stationary computer complex of the base station, a diagnostic map of a section of a rail track is formed and transferred to an operator of a unified intelligent control system and automation of production processes in railway transport.

Data transmission to the operator is carried out through stationary satellite communications or a base radio modem over a stationary technological radio network for data exchange in railway transport.

At the same time, the data of the control and measuring systems are processed by means of the complex or by the operator of a unified intelligent system for control and automation of production processes in railway transport.

Diagnostics and control of track superstructure and railway infrastructure elements include contactless control of rails by means of combined magnetic and ultrasonic diagnostics; video recording of track superstructure elements within the rail and sleeper grid in order to detect surface defects such as cracks on the rail rolling surface, damage to sleepers, fasteners, joints and welded joints, etc .; regular measurement of the transverse profile of infrastructure objects (buildings, bridges, tunnels, slopes, ballast prism, contact network, etc.) using transverse profile measurement sensors; measurement of the geometric parameters of the track, measurement of the rail profile, branches and intersections using optical triangulation blocks; determination of the georadar profile of the ballast layer and sub-ballast zone of the railway bed, including the slopes of embankments and tunnel walls, using controlled georadar devices;

collection, analysis and processing of streaming telemetry data of the surrounding area and infrastructure facilities in real time using a gyro-stabilized optical-electronic system; local video filming and scanning of individual objects using on-board manipulators and an external scanning unit that combines a radiation-resistant high-resolution color video camera with a source of additional lighting and a scanner with a scanning white light sensor; automatic detection and tracking of moving objects against the background of the earth and water surface by means of radar; analysis of environmental parameters along the route by means of dosimetric, meteorological and chemical control (weather conditions, noise, vibration, electromagnetic and ionizing radiation, smog, dustiness, the presence of volatile organic compounds, hazardous impurities and radioactive substances in the air, etc.); weight control, axle counting and diagnostics of railway rolling stock running gear.

The primary processing of diagnostic data and control of the track superstructure and elements of the railway infrastructure is carried out by the on-board computer complex of the mobile unit.

The onboard computer complex integrates and processes data from control and measuring systems with data binding to a single track coordinate and a geographic coordinate.

The on-board computer complex transmits the data of the control and measuring systems to the stationary computer complex of the base station or to the operator of a unified intelligent system for control and automation of production processes in railway transport through mobile satellite communications or a conventional on-board VHF radio modem of a mobile technological radio data exchange network that ensures the operation of automated control systems by rail.

The stationary computer complex of the base station generates a diagnostic map of the track section and transmits it to the operator of a unified intelligent control system and automation of production processes in railway transport.

The stationary computer complex of the base station carries out data transmission via stationary means of satellite communication or a base radio modem over a stationary technological radio network for data exchange in railway transport.

The data of the control and measuring systems can be processed by means of the complex or by the operator of a unified intelligent system for control and automation of production processes in railway transport.

The stationary computer complex receives work assignments from the operator with the ability to perform them both in autonomous mode and in the mode of remote control of the complex.

The essence of the proposed device is illustrated by the following graphic materials:

FIG. 1 is a block diagram of MAPK.

FIG. 2 - external monitor device (side view), where:

1 - external monitor case; 2 - bumper; 3 - LED floodlight; 4, 7 - VK; 8 - BVKM; 9 - SUMO; 11 - GRAD; 12 - external integrated antenna - GPS receiver - GLONASS; 13 - LED beacon; 15 - power hydraulic power unit; 16 - gas station; 17 - automatic fire extinguishing system; 18 - PEAK; 19 - DSC; 20 - PMK; 21 - inlet channel of the tow truck; 22 - RAM; 23 - SLE; 24 - VKP; 32 - KBM hood; 63 - radiation reconnaissance and control devices; 64 - GPO; 67 - automatic gas alarm; 71 - BDGP-U; 72 - BDG-D; 73 - PCRDD; 143 - docking unit; 144 - connecting unit GM; 145, 151 - GM; 146 — distribution unit; 147 - pumping station RUPS; 152 - launcher for SKhT missiles.

FIG. 3 - external monitor device (top view), where:

2 - bumper; 7 - VK; 10 - MEM air intake valve; 12 - external integrated antenna - GPS receiver - GLONASS; 13 - LED beacon; 26 - DPP; 27 - bumper hydraulic damper; 32 - KBM hood; 33 - UAV; 34 - infrared PTZ - video camera; 35 - radar; 36 - RUPS; 37 - OK; 38 - KVN; 39 - monitor filling panel; 42 - traction batteries; 46 - power plant; 62 - AMK; 66 - fuel tank; 68 - monitor charging panel; 71 - BDGP-U; 72 - BDG-D; 73 - PCRDD; 143 - docking unit; 144 - connecting unit GM; 149 - EM fixing flaps; 152 - launcher for SKhT missiles.

FIG. 4 - external monitor device (front view), where:

2 - bumper; 3 - LED floodlight; 4 - VK; 5 - frontal thermal imaging camera; 6 - hyperspectral camera; 25 - laser "rail" range finder (3m); 26 - DPP; 27 - bumper hydraulic damper; 28 - laser "parking" rangefinder (30m); 29 - laser "marching" rangefinder (300m); 32 - KBM hood; 34 - infrared PTZ - video camera; 35 - radar; 36 - RUPS; 37 - OK; 38 - KVN; 40 - controllable block of OK floodlights; 41 - EM; 43 - GOES; 59 - EM; 62 - AMK; 71 - BDGP-U; 72 - BDG-D; 73 - PCRDD; 143 — docking station; 145 - GM; 152 - launcher for SKhT missiles; 153 - filling valve.

FIG. 5 - internal circuit of the monitor (side view), where:

2 - bumper; 3 - LED floodlight; 4 - VK; 8 - BVKM; 9 - SUMO; 10 - MEM air intake valve; 11 - GRAD; 14 - manipulator; 15 - power hydraulic power unit; 16 - gas station; 17 - automatic fire extinguishing system; 18 - PEAK; 20 - PMK; 21 - inlet channel of the tow truck; 22 - RAM; 24 - VKP; 25 - laser "rail" range finder (3m); 26 - DPP; 27 - bumper hydraulic damper; 30 - retractable pressurized containers KBM; 32 - KBM hood; 33 - UAV; 34 - infrared PTZ - video camera; 35 - radar; 36 - RUPS; 37 - OK; 39 - monitor filling panel; 40 - controlled block of OK floodlights; 41 - EM; 43 - GOES; 44 - linear axis of the manipulator; 45 - container with distilled water; 46 - power plant; 47 - parallelogram mechanism; 48 - DSK supporting frame; 49 - actuator for raising and lowering the search system (transport / operating modes of the DSC); 50 - electromagnetic coils; 51 - ultrasonic finders; 52 - permanent magnets of the tracking system; 53 - longitudinal centering beam of the tracking system; 54 - searcher suspension bar; 55 - actuators for adjusting the height of the finder bar; 56 - container with contacting liquid for ultrasonic testing; 57 - Π-shaped core of the DSC electromagnetic circuit; 58 - SCV control and air conditioning unit; 59 - EM; 60 - SCV filter unit; 61 - SCV fan; 62 - AMK; 65 - drive for lifting EM; 69 - station RUPS KBM; 70 - KBM pumping station connector; 72 - BDG-D; 73 - PCRDD; 144 - connecting unit GM; 149 - EM fixing flaps; 153 - filling valve; 154 - pneumatic saw; 155 - additional KBM connector; 159 - hose reel of the KBM pumping station; 160 - external scanning unit KVN KBM.

FIG. 6 - external device and internal circuit of the monitor (top view), where:

2 - bumper; 7 - VK; 8 - BVKM; 9 - SUMO; 10 - MEM air intake valve; 11 - GRAD; 12 - external integrated antenna - GPS receiver - GLONASS; 13 - LED beacon; 14 - manipulator; 16 - gas station; 17 - automatic fire extinguishing system; 24 - VKP; 26 - DPP; 27 - bumper hydraulic damper; 30 - retractable pressurized containers KBM; 33 - UAV; 34 - infrared PTZ - video camera; 35 - radar; 36 - RUPS; 37 - OK; 38 - KVN; 39 - monitor filling panel; 40 - controllable block of OK floodlights; 42 - traction batteries; 44 - linear axis of the manipulator; 45 - container with distilled water; 46 - power plant; 61 - SCV fan; 62 - AMK; 63 - radiation reconnaissance and control devices; 64 - GPO; 66 - fuel tank; 67 - automatic gas analyzer; 68 - monitor charging panel; 69 - sprayer of RUPS KBM station; 70 - KBM pumping station connector; 71 - BDGP-U; 72 - BDG-D; 73 - PCRDD; 143 - docking unit; 144 - connecting unit GM; 149 - EM fixing flaps; 152 - launcher for SKhT missiles; 154 - pneumatic saw; 156 — cylindrical sampler; 158 - hose reel of the sprayer of the RUPS KBM station; 159 - hose reel of the KBM pumping station; 162 - cable drum motor.

FIG. 7 - external device and internal circuit of the monitor (front view), where:

2 - bumper; 14 - manipulator; 26 - DPP; 27 - bumper hydraulic damper; 30 - retractable pressurized containers KBM; 32 - KBM hood; 44 - linear axis of the manipulator; 69 - sprayer of RUPS KBM station; 70 - KBM pumping station connector; 135 - receiving hatch; 153 - filling valve; 154 - pneumatic saw; 155 - additional KBM connectors; 156 — cylindrical sampler; 160 - external scanning unit KVN KBM; 176 — cassette with samplers.

FIG. 8 - internal circuit of the monitor and the PIK track measuring complex (rear view), where:

13 - LED beacon; 17 - automatic fire extinguishing system; 18 - PEAK; 37 - OK; 38 - KVN; 40 - controllable block of OK floodlights; 41 - EM; 43 - GOES; 46 - power plant; 66 - fuel tank; 72 - BDG-D; 143 - docking unit; 144 - connecting unit GM; 145 - GM; 146 — distribution unit; 152 - launcher for SKhT missiles; 165 - BOT.

FIG. 9 - internal circuit of the monitor (rear view), where:

13 - LED beacon; 14 - manipulator; 15 - power hydraulic power unit; 18 - PEAK; 44 - linear axis of the manipulator; 69 - sprayer of RUPS KBM station; 70 - KBM pumping station connector; 72 - BDG-D; 143 — docking station; 144 - connecting unit GM; 145 - GM; 146 — distribution unit; 147 - pumping station RUPS; 148 - automatic filter station; 161 - tube with solid wetting agent cartridge; 150 - capacity of the external water intake; 152 - launcher for SKhT missiles; 153 - filling valve; 155 - additional KBM connector; 160 - external scanning unit KVN KBM; 161 - tube with solid wetting agent cartridge.

FIG. 10 - GPR complex "GRAD", where:

74 - BG; 20 - PMK; 75 - GRAD compartment door; 76 - drive of the second (retractable) BG section; 77 - rotary drive BG; 78 - drive for lifting the first section of BG; 79 - support frame for lifting the first section of BG; 80 - CH; 81 - the first (fixed) section of the BG; 82 - rotary base of the first section of BG; 83 - drive for the door of the GRAD compartment; 165 - BOT.

FIG. 11 - external device of an autonomous cargo platform (side view), where:

2 - bumper; 3 - LED floodlight; 4, 7 - VK; 12 - external integrated antenna - GPS receiver - GLONASS; 15 - power hydraulic power unit; 16 - gas station; 17 - automatic fire extinguishing system; 21 - inlet channel of the tow truck; 22 - RAM; 23 - SLE; 32 - KBM hood; 143 - docking unit; 144 - connecting unit GM; 146 — distribution unit; 147 - pumping station RUPS; 152 - launcher for SKhT missiles; 169 — outer body of the platform; 170 - BVKP; 171 - SOUP; 172 - GM; 184 - cargo tanks; 185 - cargo area.

FIG. 12 is an internal diagram of an autonomous cargo platform (side view), where:

2 - bumper; 3 - LED floodlight; 12 - external integrated antenna - GPS receiver - GLONASS; 14 - manipulator; 15 - power hydraulic power unit; 16 - gas station; 17 - automatic fire extinguishing system; 21 - inlet channel of the tow truck; 22 - RAM; 23 - SLE; 30 - retractable pressurized containers KBM; 32 - KBM hood; 34 - infrared PTZ - video camera; 35 - radar; 36 - RUPS; 39 - monitor filling panel; 44 - linear axis of the manipulator; 45 - container with distilled water; 46 - power plant; 58 - SCV control and air conditioning unit; 59 - EM; 60 - SCV filter unit; 61 - SCV fan; 70 - KBM pumping station connector; 135 - receiving hatch; 143 - docking unit; 144 - connecting unit GM; 146 — distribution unit; 147 - pumping station RUPS; 152 - launcher for SKhT missiles; 153 - filling valve; 155 - additional KBM connector; 156 — cylindrical sampler; 159 - hose reel of the KBM pumping station; 166 — refueling bar; 169 — outer body of the platform; 170 - BVKP; 171 - SOUP; 172 - GM; 173 - a container with water; 174 - traction batteries; 175 - container with diesel fuel; 176 — cassette with samplers; 177 - UAV.

FIG. 13 - device of a base control station on a double-track section of the railway, where:

33 - UAV; 84 - tow truck track; 90 - charger connector; 95 - drainage caisson; 105 - portal guide; 106 - portal; 107 - carriage; 109 - platform; 110 - base block container body; 111 — spray station; 112 - fuel dispensing station; 113 - water dispensing station; 114 - emulsion station; 115 - charging station; 116 - heating and ventilation system; 117 - service module; 118 - fire extinguishing system; 119 - pumping and mixing station; 120 - water treatment system (reverse osmosis); 121 - pumping station; 122 - SVK; 123 - base station control units; 124 - input-distribution board; 125 - underground container with DSK contacting liquid; 126 - underground tank with diesel fuel; 127 - water treatment system; 128 - underground water tank; 129 - diesel generator; 130 - light barrier; 131 - blind intersection of rail tracks; 132 - rail track; 133 - SSO; 134 — strapdown railway scales; 135 - receiving hatch; 136 - intake pipes; 137 - tank - water treatment system storage; 138 - rail track; 139 - special waste storage tank; 140 - base fencing; 141 - cassette of isothermal containers for temporary storage of liquids and solutions; 142 - power line of the main power supply source; 164 - special container; 168 - service platform for GM; 180 - monitor; 181 - tow truck; 182 - rail track; 183 - block container; 186 - KTSM.

FIG. 14 - arrangement of an evacuation station on a double-track section of the railway, where:

84 - tow truck track; 109 - platform; 110 - base block container body; 116 - heating and ventilation system; 117 - service module; 118 - fire extinguishing system; 120 - water treatment system (reverse osmosis); 121 - pumping station; 125 - container with DSC contacting liquid; 126 - underground tank with diesel fuel; 128 - underground water tank; 129 - diesel generator; 130 - light barrier; 131 - blind intersection of rail tracks; 132 - rail track; 133 - SSO; 134 — strapdown railway scales; 135 - receiving hatch; 136 - intake pipes; 138 - rail track; 140 - base fencing; 142 - power line of the main power supply source; 178 — cable drum; 179 - control and communication complex; 180 - monitor; 181 - tow truck; 186 - KTSM.

FIG. 15 - external device of the tow truck, where:

84 - tow truck track; 85 - frame; 86 - ballast; 87 - traction batteries; 88 - screw cut; 89 - lifting mechanism drive; 90 - charger connector; 91 - fixed frame; 92 - leading wheel pair of the tow truck; 93 - tow truck forks; 94 - carriage; 132 - rail track; 178 - cable drum (version of a tow truck for an evacuation station).

FIG. 16 - device and principle of operation of a robotic service complex, where:

95 - drainage caisson; 96 - bottom wash; 97 - sprayer; 98 - charging connector; 99 - refueling connector; 100 - fuel hose; 101 - power cable; 102 - high pressure hose; 103 - portal drive; 104 - carriage drive; 105 - portal guide; 106 - portal; 107 - carriage; 108 - manipulator; 111 — spray station; 112 - fuel dispensing station.

FIG. 17 - ways of refueling the monitor, where:

14 - manipulator; 70 - KBM pumping station connector; 153 - filling valve; 166 - filling rod; 167 - connector.

The list of abbreviations accepted in the description:

AMK automatic meteorological complex AHOV (OV) emergency chemically hazardous substance (poisonous substance) Base base station for control and maintenance of МАРК BVKM on-board computer monitor BVKP on-board computing platform BG side georadar BDG-D dosimetric gamma radiation detection unit BDGP-U gamma search detection unit Sins strapdown inertial navigation system Base base station of control МАРК BOT optical triangulation unit UAV unmanned aerial vehicle BRTS unmanned rail vehicle BRS quick disconnect Bts base station of cellular communication (BTS - Base Transceiver Station) VC video camera VKP rail track video monitoring system GP explosive objects CDP train schedule GM cargo module GO civil defense GOES gyro-stabilized optoelectronic system GPO hydro-pneumatic cleaning system GRAD georadar complex DPP cross section measurement sensor (2D - LIDAR) DSK flaw detection complex Railway Railway troops ISUZHT Unified intelligent system for control and automation of production processes in railway transport KBM complex of onboard manipulators KVN video surveillance complex KP control post KTSM multifunctional complex of technical means MARK multifunctional autonomous robotic complex MEM environmental monitoring module Nc unbrakable control RAM compartment of chargers (+ power supply batteries of BVKM) OK lighting complex OEP optoelectronic devices PEAK track measuring complex Platform autonomous cargo platform PMK profilometric complex PCRDD remote chemical reconnaissance device RVU radio-controlled explosive device Radar radar station RSK robotic service complex RUPS robotic installation for fire extinguishing and special treatment RHBZ radiation, chemical and biological protection RCB intelligence radiation, chemical and biological prospecting SVK stationary computing complex IED improvised explosive device SLE air conditioning and ventilation system MTR axle counting system ES evacuation station SUMO monitor control system SOUP platform management system SHT sound-light "chemical alarm" TXV (TX) toxic chemicals (toxic chemicals) ATVD high pressure fire fighting system CH central georadar EM electromechanical telescopic mast Tow truck automated device for installation and removal from tracks of BRTS

The term "functional equipment" includes systems for water and fuel preparation, waste disposal of the washing process or equipment decontamination, heating, ventilation, security and control of the plant perimeter, etc.

The multifunctional autonomous robotic complex "МАРК" (hereinafter - МАРК) operates under the control of the operator ISUZHT (Unified intelligent system for control and automation of production processes in railway transport).

MAPK consists of mobile and stationary parts (shown in Fig. 1). The mobile part consists of mobile units, which are unmanned removable rail vehicles (hereinafter referred to as BRTS) for various purposes - monitors and autonomous cargo platforms (hereinafter referred to as platforms). The purpose of the BRTS is periodic and constant monitoring of the railway infrastructure, as well as the transportation and delivery of goods for various purposes.

The stationary part consists of a base station for control and maintenance (hereinafter referred to as the base) and a network of evacuation stations installed in the right-of-way of the railway, and a network of evacuation stations, which include automated devices for installing and removing BRTS from the tracks (hereinafter referred to as evacuators). Thanks to evacuators, МАРК can be installed at any point of the stretch, which makes it independent of the station and access roads, providing regular checks on sections of high-speed highways, where, due to heavy traffic, it is extremely difficult to allocate "windows" for scheduled checks of infrastructure for the operation of measuring laboratories and railroad car.

The main functions of the MARK control and maintenance of the BRTS are concentrated on the base, which occupies the central place of the complex. At the same time, the installation on rails and refueling of the BRTS throughout the entire section of the MARK operation is carried out by more economical and easy-to-maintain evacuation stations.

The number of BRTS and evacuation stations is determined by their tasks and the length of the MARC section.

BRTS are created on a universal rail platform MARK and represent a family of machines with a modular structure, common units and components. Depending on the equipment, BRTS can perform various tasks of both civil and military directions. The monitor is one of these machines, designed (depending on the equipment) both for diagnostics and control of the superstructure of the track and elements of the railway infrastructure - rail track and ballast prism, bridges, tunnels, slopes and embankments, and for conducting technical reconnaissance of railways in as part of the technical reconnaissance units of the railway troops (ZhDV), civil defense reconnaissance (GO reconnaissance), radiation, chemical and biological reconnaissance (RCB reconnaissance) of the radiation, chemical and biological protection troops (RCBZ). At the same time, the monitor combines the capabilities of both ground and air reconnaissance using UAVs. By means of video surveillance, radar, technical and environmental control, the monitor collects information on the presence of natural and man-made emergencies, including the presence of radioactive, chemically hazardous and toxic chemicals in the air, hazardous chemicals (OV), violation of the geometry of the track and acutely defective rails, subsidence , erosion of the roadbed, drifts, blockages, temperature emissions of the track and other malfunctions.

The same monitoring and diagnostic tools, supplemented with special equipment and algorithms, are applicable for engineering and multispectral reconnaissance, detection of optoelectronic devices (OED) and remote blocking of radio-controlled explosive devices (RWD), as well as for the detection, neutralization and destruction of explosive devices with the use of ammunition destroyers.

Long-term operation of monitors in stand-alone mode and at a large distance from bases and stations requires additional resource capacities, which are provided by platforms that are structurally a simplified specialized version of the monitor. The platforms deliver the necessary equipment, fuel, water and technical fluids to the monitor operation area using cargo and special modules. They are also able to return from the area of operation of the monitors samples of the materials they have collected, equipment and people in cargo and special (technological and medical) modules. This allows the monitor to work in a natural or man-made disaster zone for a long time without leaving it, which is especially important in case of contamination of the territory with radioactive, chemical or biological substances, as it minimizes the contact of the monitor with the population and personnel. In addition, the platforms ensure the operation of the bases in a standard autonomous mode (filling underground tanks, delivery of equipment, cargo modules and service personnel).

The structure of МАРК includes:

1. Monitor, which includes:

1) onboard computer monitor complex (BVKM)

2) monitor control system (SUMO)

3) flaw detection complex (DSC)

4) rail track video monitoring system (VKP)

5) a system for dimensional control of the approach of buildings (GK)

6) track measuring complex (PIK)

7) profilometric complex (PMK)

8) GPR complex (GRAD)

9) video surveillance complex (KVN)

10) lighting complex (OK)

11) unmanned aerial vehicle (UAV)

12) radar station (radar)

13) environmental monitoring module (MEM)

14) robotic installation of fire extinguishing and special treatment (RUPS)

15) a complex of on-board manipulators (KBM)

16) air conditioning and ventilation system (SCV)

17) system of hydro - pneumatic cleaning (GPO)

18) cargo or special module (GM and SM)

2. The platform, which includes:

1) onboard computing platform (BVKP)

2) platform control system (PMS)

3) unmanned aerial vehicle (UAV)

4) radar station (radar)

5) robotic installation of fire extinguishing and special treatment (RUPS)

6) air conditioning and ventilation system (SCV)

7) a complex of on-board manipulators (KBM)

8) cargo or special module (GM and CM)

3. Base station for control and maintenance of МАРК (base), which includes:

1) stationary computing complex (SVK)

2) tow truck

3) unmanned aerial vehicles (UAVs)

4) robotic service complex (RSK)

5) service module

6) heating and ventilation system

7) fire extinguishing system

8) water treatment system (reverse osmosis)

9) water treatment system

10) pumping station

11) pumping and mixing station

12) diesel generator

13) underground tanks for fuel, water and technical fluids

14) control post (KP)

4. Evacuation station, which includes:

1) control and communication complex

2) tow truck

3) service module

4) pumping station

5) diesel generator

6) underground tanks for fuel, water and technical fluids

Figures 2-10 show the external device and the internal circuit of the monitor, which is a mobile platform equipped with a traction motor of the power plant (46), which provides movement to the level of the set speeds of train circulation on the track sections to be monitored, and receives electrical energy from the unit traction lithium-titanate batteries (42) recharged from a diesel generator set. The monitor is equipped with on-board computing and navigation-communication systems (8), a monitor control system (9), video surveillance and terrain radar equipment (3-7.34, 35, 37, 38, 40, 43), an unmanned aerial vehicle (33), an environmental monitoring module, including an automatic meteorological complex (AMK) (62), a complex of radiation reconnaissance and control devices (63), an automatic gas alarm (67) and a remote-action chemical reconnaissance device (PCRDD) (73), a dimensional control system for the approach of buildings (26 ), systems for visual, magnetic and ultrasonic monitoring of a rail track (19), a system for video monitoring of a rail track (24), track measuring (18) and profilometric (20) complexes, a system for georadar monitoring of the ballast layer and sub-ballast zone (11), a complex of on-board manipulators ( 14), including pressurized containers for samples (30), the connector of the KBM pumping station (70) and the nebulizer of the RUPS KBM station (69), connected with the a robotic installation of fire extinguishing and special treatment RUPS (36). Additionally, with the help of docking nodes (143) and connecting nodes GM (144), cargo modules (145, 151) can be installed on the monitor, which are reserve fuel tanks, technical or medical modules, as well as remotely controlled weapon platforms (combat modules) , for example, an armament complex with a 7.62 mm PKTM machine gun and an optoelectronic aiming system. In addition, the monitor can be equipped with means for detecting OES, electronic warfare and remote blocking devices for RVU.

The monitor can be installed or removed from the tracks using a tow truck (Fig. 15) located at the base or an evacuation station (Fig. 13, 14), which is a block container (110) installed in the railway right-of-way, on a concrete site (109) with buried containers for water (128), fuel (126) and technical fluids (125). The work of МАРК on a double-track section of the railway is provided by the transfer of the monitor by a tow truck from one track (132) to another (138), through a blind rectangular intersection (131).

Unlike existing analogs, МАРК is a fully autonomous robotic system designed for integration into technological programs of Russian Railways, such as ISUZhT. МАРК is a prototype of one of the parts of a promising railway transport management system, combining the functionality of individual track control services - permanent, current, periodic and special inspections and measurements. At the same time, thanks to the multilevel security system, МАРК can be integrated into the existing "manned" railway transport control systems.

МАРК includes unmanned rail vehicles (BRTS), created on a common technological platform, as well as evacuation stations and a base station for control and maintenance. The elements included in this system provide the complex with the possibility of long-term safe operation without the participation of operators and technical personnel. The functionality of the complex allows for quick changes in the modular structure of the BTRS to perform various tasks at a great distance from power supply sources. The control of the BTRS can be carried out in an autonomous, basic, operational mode through direct control by the operator, as well as in a cooperative mode through the statement of the task by the operator to the intelligent control system of the BTRS.

Comparison of methods and methods of monitoring the railway infrastructure gives the MARK a number of advantages. The higher the traffic density of the main railways, the more difficult it is to draw up control schemes for them. MARK is a much more flexible tool for such a calculation, since it is located on any section of the haul and does not need station and access tracks, railway junctions or separate points to pass trains along the section and are removed (installed) on the way with the help of tow trucks located in the stationary part of the complex .. The presence of a tow truck for quick installation and removal of the monitor from the tracks, including its transfer on a double-track section for movement in both directions, allows the monitor and the platform to work as efficiently as possible in the intervals between trains.

If a defect is detected by means of magnetic diagnostics at a maximum operating speed of 140 km / h, the MARK monitor not only fixes it, but is also able to quickly return to the exact location of the defect for a more detailed assessment by ultrasound diagnostic tools. Unlike defectoscopic cars, МАРК is effective both at high (up to 140 km / h) and medium (up to 60 km / h) and low speeds (up to 4 km / h), replacing the three main means of non-destructive testing (NDT) - flaw detector car, flaw detector railcar and removable flaw detector. At the same time, the cost of inspection equipment is significantly lower compared to high-speed equipment for flaw detection trains (MDK) with the same quality of inspection. The cost of equipment, work and maintenance of МАРК is several times lower in comparison with cars - flaw detectors. MARK does not need a separate locomotive, a carriage for staff accommodation, a carriage for a canteen, etc. МАРК is a complex of technical means of control and railway reconnaissance, having in its composition both mobile units for carrying out "detailed" periodic control on the tracks, and a stationary part for constant monitoring of the movement of vehicles in the areas where the base and evacuation stations are located, including the axle counting system , weight control, diagnostics of running gears of railway rolling stock, etc. Independent installation / removal from the tracks and the relatively low cost of equipment, as well as the duplication of the main functions of management and maintenance of mobile units of МАРК allow efficient continuous monitoring of the railway infrastructure in 24/365 mode.

Robotic systems МАРК are applicable on road sections where there is a risk of collapse of heavy transport equipment (in combat zones, environmental and man-made disasters, along slopes endangered by collapse and mudflows, in areas of possible erosion, road emissions, etc.) traditional types of NDT means - removable flaw detectors, flaw detector cars and railcars in such dangerous areas is impossible, because poses a risk to the life and health of operators.

Thanks to the protected design of the external housing of the monitor, an effective and safe (spark-proof) ventilation system, cooling and hydro-pneumatic cleaning (HPO) of optical elements, a robotic fire extinguishing and special processing unit (RUPS) and the use of "dry water" for fire extinguishing of compartments, MARK is capable of conducting fire reconnaissance ... The sprayed water jet of the high-pressure fire-fighting unit (UPVD RUPS) and the GPO system cool the monitor case, protecting the optical elements and electronics from overheating. With the help of a flaw detection complex (DSC), an environmental monitoring module (MEM), infrared, thermal imaging and hyperspectral cameras, the monitor collects and processes information about the spread of fire and its consequences for the railway infrastructure and areas adjacent to the tracks. The alternatives exclude mobile ground and low-altitude aerial control due to the high temperature and atmospheric turbulence over the fires.

The MARK is also capable of conducting radiochemical reconnaissance and continuous RCB surveillance at railway infrastructure facilities in the centers of the use of weapons of mass destruction (WMD), as well as in the centers of chemical and radiation contamination as an RCB reconnaissance vehicle. The tasks of the MAPC include conducting RCB surveillance (detection of OM and other toxic substances, biological agents in the air with the help of devices, measurement of radiation dose rates on the ground; notification of troops about radioactive, chemical and biological contamination; monitoring of changes in radiation dose rates on the ground and contamination air OM (TXV); marking the boundaries of contamination sites; taking samples of air, water and soil and sending them to laboratories; conducting meteorological observation). The control automatics and computer electronics of the monitor are located in sealed compartments with their own special ventilation circuit, chemical and anti-radiation protection (acid-resistant door seals and lead plates of the inner lining). For additional sealing, constant overpressure is created in the compartments. The robotic installation for fire extinguishing and special processing of the monitor and the robotic service complex of the base carry out washing, degassing, decontamination, disinfection and disinsection of the monitor and the premises of the base. Due to the presence of the base, it is possible to completely or partially exclude the contacts of the monitor with operators and personnel, limiting them to refueling underground fuel and liquid containers, which is also possible to produce by unmanned vehicles. Under these conditions, monitors can be present in the zones of radiation-chemical damage as a specialized reconnaissance vehicle for an almost unlimited time, providing command with the results of technical and radiation-chemical reconnaissance.

MARK monitors can accompany civilian trains and military echelons with personnel and equipment, following in front of them at high speed and considerable distance.

As an escort complex, the monitor examines the railway infrastructure and the surrounding area with various means of radar and video surveillance, checks the serviceability of the railroad bed, ballast layer and sub-ballast zone of the railway track, controls the dimensions of the passage of tunnels and objects adjacent to the tracks. The environmental monitoring module (MEM), combining radiation, meteorological and chemical monitoring, analyzes the environmental parameters along the path of the monitor (weather conditions, noise, vibration, electromagnetic and ionizing radiation, smog, dustiness, the presence of volatile organic compounds, hazardous impurities and radioactive substances). The automatic gas detector conducts continuous or periodic monitoring of the air condition, determining the type and concentration of hazardous chemicals (ОВ).

The monitor can also use special algorithms for the operation of visual observation equipment, magnetic, optical flaw detection and geolocation for detecting OEDs, anti-vehicle mines and IEDs, remotely blocking explosive devices and destroying explosive devices using on-board manipulators and ammunition destroyers without detonating the main charge.

For engineering reconnaissance and remote detection of acoustic, magnetic, optoelectronic sensors and small-sized television cameras, mines and explosive devices equipped with electronic fuses, the UAV is equipped with a nonlinear radar that allows detecting IEDs from a height of at least 30 meters. Even in the event of being hit by a "low-tech" mine with a mechanical fuse, a crash or detonation of a monitor at a considerable distance from the escorted train will not entail human casualties and will not lead to significant damage to the railway track, making it possible to quickly restore it.

In a specialized version, the monitor can be a railway version of the Typhoon-M anti-sabotage combat vehicle with significantly expanded capabilities as an escort vehicle for strategic missile systems of mobile railroad-based missile systems (BZHRK) of the Strategic Missile Forces to search for potentially dangerous objects and protect against possible sabotage on patrol routes.

Links: BPDM "Typhoon-M" (index 15TS56M) was created by NPO "Strela" and LLC "VPK"

https://topwar.ru/77939-boevaya-protivodiversionnaya-mashina-15c56m-tayfun-m.html

http://nevskii-bastion.ru/typhoon-m/) (https://www.youtube.com/watch?v=XzhqsUFUqJM

https://www.youtube.com/watch?v=d3_Bbo1WE14

The use of МАРК as a train escort complex significantly speeds up the operational transfer of troops, mobilization, supply and evacuation transportations, increases the reliability and safety of transporting people and equipment. In modern conditions of technical cover for a long railway line and a large number of entrusted railway transport facilities, it is especially important to monitor the technical condition of the site in real time. Currently, mine detectors are used for such tasks, which are several platforms with rubble, going in front of the locomotive. Links: https://www.youtube.com/watch?time_continue=9&v=X7rtmQSpOqc

The use of MARK monitors as specialized technological support vehicles for technical reconnaissance units of railway troops significantly expands the possibilities of technical cover for potentially critical objects without increasing the number of staff of the units.

The work of the monitor in tandem with an autonomous cargo platform significantly expands the functionality of the MARK in an autonomous operation mode outside the availability of bases and sources of fuel and water.

Considering these and other possible circumstances, the effectiveness of robotic systems is much higher than the existing alternative in the segment of mobile devices for non-destructive testing. On the contrary, the use of flaw detection cars is most effective for carrying out full-scale commission inspections of the state of railway infrastructure systems.

There are four main ways to control monitors and platforms:

- autonomous, through BVKM or BVKP;

- basic, through the SVK;

- operational, through direct operator control

- cooperative, through the formulation of a task by the operator or a remote operator of the ISUZhT intelligent control system of the monitor or platform.

It is possible to use several control methods at the same time, when the monitor performs the assigned task in autonomous mode, and the base conducts continuous monitoring, making the necessary control adjustments with the participation of the operator. The use of elements of artificial intelligence in the future will significantly expand the possibilities for decision-making in autonomous modes. Each of the above methods is used depending on the situation (loss of communication with the base, difficult operational situation, emergency, etc.). Autonomous operation modes are introduced when the following situations occur:

- the impossibility of performing an operational task;

- the emergence of a situation defined as a threat to the transport infrastructure;

- the presence of a situation defined as a threat to public safety.

To ensure the safe operation of the MARK, an emergency communication protocol is used, duplicating the transmission of emergency and operational codes between monitors and bases within the nearest control areas (operational zones). Working (operational) and emergency codes contain information about the main operating modes and geographical coordinates of monitors, information about the passage of control sections by trains, as well as information about the onset of emergency situations, including external factors (climate, damage to the track, etc.). The exchange of codes occurs with high frequency in four directions - between the monitor and the operator, between the monitor and the base of one zone, between the bases of neighboring operational zones and between monitors of neighboring operational zones. In the event of receiving emergency codes or inadequate data, as well as stopping the transmission of codes in any of the directions, emergency regulations come into effect, including, among other things, the emergency evacuation of a monitor incapable of independent movement by towing another monitor, an autonomous cargo platform or other vehicle. to the nearest base. At the same time, the control functions on the site are transferred to the neighboring MARK complexes. Thus, the onset of emergency and emergency situations on the stretch, as well as the coordinates and operating characteristics of the monitors, are constantly monitored, and the failure of the monitor or base will not have a significant impact on the overall level of safety. The use of such a data exchange system makes it possible to form a safe schedule for monitors. This solution is quite applicable to the existing way of managing the railway infrastructure.

The creation of a new base and a new control section expands the safety zone of railway transportation, at the limit forming a modular system of total control of the railway infrastructure, supplemented by mobile means of integrated control (MDC). This and much more makes the very principle of creating such robotic control systems for railway infrastructure irreplaceable.

1. The on-board computer complex of the monitor (BVKM) (8) is designed to ensure the operation of the monitor in various control modes and includes navigation and communication systems of the monitor with the base, a remote operator and an ISUZhT operator, a hardware and software complex for controlling instrumentation systems and a power supply system for equipment ... BVKM integrates and processes data from control and measuring systems using packet technology of computer networks Ethernet 18 with their binding to a single geographic coordinate.

BVKM performs primary processing and analysis of data with their subsequent transfer to the stationary computing complex (SVK) (122) of the base (Fig. 13) or to the operator of the MARK during a technical stop or, if necessary, while driving by satellite or technological communication. The data is transmitted to external railway infrastructure management systems through mobile satellite communications or conventional onboard VHF radio modem of a mobile technological radio data exchange network, which ensures the operation of automated railway transport control systems.

Based on the data obtained, the ICS generates a diagnostic map of the rail track, draws up a schedule of inspections of the most important control points and creates an operational plan of the monitor, taking into account the track schedule at the control section. In the autonomous mode, the BVKM combines the functions of collecting and analyzing data, and in cooperation mode - through the statement of the task by the operator to the intelligent control system of the monitor.

2. A defectoscopic complex (DSC) (19) (Fig. 2.5) is designed for non-contact control of rails by means of combined magnetic and ultrasonic diagnostics. The combination of magnetic and ultrasonic testing in a single unit has clear advantages - compactness and precise alignment of defectograms tied to one point. The most optimal solution was developed by CJSC "Tvema" (Russia) (patent for invention of the Russian Federation No. 2603451, publication date 2016.11.27, IPC В61K 9/08, "Flaw detector for combined non-contact magnetic and ultrasonic monitoring of the rail track"). Link:

https://yandex.ru/patents/doc/RU2603451C2_20161127 https://tvema.ru/sites/default/files/catalog02.jpg DSC is a specialized "unmanned" version of this flaw detector and consists of two DSC flaw detection modules located in sealed compartments (niches) with retractable flaps on the bottom of the monitor (not shown). Tanks with a contacting liquid for ultrasonic flaw detection are located between the DSC compartments (56). The hardware and software part of the DSC is integrated into the general intelligent control system of the monitor and is a structural part of the BVKM. The DSK module (19) consists of tracking and searching systems installed on the chassis of the DSK supporting frame (48), located between the electromagnetic coils of the magnetizing device. The tracking system is made in the form of a longitudinal centering beam of the tracking system (53), fixed on two parallelogram mechanisms (47) with the possibility of moving them in a plane perpendicular to the longitudinal axis of the rail. The centering beam (53) is located along the rail axis, inside the electromagnetic circuit formed by two vertical electromagnetic coils (50) and the V-shaped core of the DSC electromagnetic circuit (57). At the ends of the longitudinal centering beam (53), there are actuators for raising and lowering the search system (49) (transport / operating modes of the DSC), consisting of a height-adjustable rod for the suspension of the finders (54) with mounted ultrasonic finders (51) and permanent magnets of the tracking system (52).

3. The system of video monitoring of the rail track VKP (24) is intended for video recording of the elements of the upper structure of the track within the rail-and-sleep grate in order to detect surface defects, such as cracks on the rolling surface of the rail, damage to sleepers, fasteners, joints and welded joints, etc. VKP transmits these geo-referenced images for further processing and analysis using automated BVKM and SVK algorithms. Using special algorithms, VKP acts separately or in conjunction with other monitor equipment as a device for detecting anti-vehicle mines and IEDs.

VKP uses linear scanning methods widely used in machine vision systems to collect and record continuous images of the rail surface using high-speed linear cameras and lighting systems.

References: Rail Surface Imaging System (RSIS) ENSCO (USA):

https://www.ensco.com/rail/track-imaging-systems

DMA's Track Component Video Inspection System (TCVIS) (Italy):

http://www.dmatorino.it/track-component-video-inspection-system-tcvis/

Video inspection systems of the "SVOD" project of the company "Firma Tvema" JSC (Russia):

http://tvema.ru/640 https://www.youtube.com/watch?v=33z0ow43fx8

Video control systems SPC INFOTRANS (Russia):

http://www.infotrans-logistic.ru/page.htm?title=%D0%92%D0%B8%D0%B4%D0%B5%D0%BE%D0%BA%D0%BE%D0%BD % D1% 82% D1% 80% D0% BE% D0% BB% D1% 8C

4. Dimensional control system for approaching buildings (GK) is intended for regular measurement of the cross-section of infrastructure objects (buildings, bridges, tunnels, slopes, ballast prism, contact network, etc.). GK consists of three transverse profile measurement sensors (DPM), which are high-resolution laser scanners operating on the principle of phase shift measurement (2D - LIDAR). Two side and one central DPP (26) (Figs. 3,5,6,7) are installed in protective casings between the monitor case and the bumper (2). The horizontal opening angle of the DPP is 190 ⁰ , the working area is 0.7 m ... 80 m. The sensors are installed in such a way as to cover the entire vertical measurement plane. The sensors are synchronized with each other, which allows you to navigate the route at a higher speed. The measurement data can be converted into a 3D image and synchronized with the PIK (18), PMK (20) and VKP (24) data.

Link: 2D-LiDAR LMS511 (https://www.sick.com/ru/ru/detection-and-ranging-solutions/-2d-lidar/lms5xx/lms511-22100-heavy-duty/p/p465947)

Link: Complex of high-speed three-dimensional scanning "GABARIT-M" JSC "Firma Tvema" (http://tvema.ru/641)

5. Track measuring complex PIK (18) (Fig. 5,8) is designed to measure the geometric parameters of the track, measure the rail profile, branches and intersections. PIK (18) consists of four blocks of optical triangulation of the BOT (165). The BOT includes triangulation sensors, consisting of an illuminating laser and a receiving video camera. Two side and two central BOTs provide a single line of illumination of the rail profile, branches and intersections.

Reference: DMA's Turnout & Crossing Measurement System (TCMS)

(http://www.dmatorino.it/turnout-crossing-measurement-system-tcms/)

ENSCO Track Geometry Measurement System (TGMS) (USA) https://www.ensco.com/rail/track-measurement-systems

6. Profilometric complex PMK (20) (Fig. 4.9) is a simplified version of the PIK (18), designed to measure the rail profile.

Link: Rail profile control system of Firma Tvema JSC: (http://tvema.ru/639)

Link: DMA (Italy) http://www.dmatorino.it/rail-profile-measurement-system-rpms/

7. In FIG. 10 shows the device of the GRAD GPR complex (11), designed to determine the GPR profile of the ballast layer and the sub-ballast zone of the railroad bed. As a result of the analysis of the obtained radarogram, the main factors affecting the safety of train traffic are determined (structure and deformation of the subgrade soils, water-cut and low-density zones), as well as the presence of engineering structures and the identification of hidden objects (cables, large non-metallic objects, cavities and covered with gravel and earth of objects).

Unlike the existing GPR (Ground penetrating radar) systems, GRAD has a controlled telescopic suspension system for antenna units, which allows you to explore the slopes of embankments and tunnel walls. The central radar (80) is fixed motionless, as are the georadars in most railway flaw detection complexes "MGS" manufactured by JSC "Firma TVEMA", ADK-I "ERA" manufactured by JSC SPC "INFOTRANS".

Links: Multi-channel georadar system "MGS" (http://tvema.de/node/64);

ADK-I "ERA" (http://www.infotrans-logistic.ru/page.htm?title=%D0%90%D0%94%D0%9A-%D0%98%20%D0%AD%D0 % A0% D0% 90).

Unlike "ERA" and "MGS", lateral ground penetrating radars (BG) (74) can go beyond the monitor using the drives of the sliding section (76) and, if necessary, are deployed with rotary drives (77) (Fig. 10b). Fixed on the base frame for lifting the first section of the BG (79), the drives for lifting the fixed section of the BG (78) change the lifting angles of the BG, changing the height above the rail and embankment (Fig.10c).

8.

FIG. 4-6 shows a video surveillance complex (KVN), which is an electromechanical mast (41) located in the compartment (38) with an installed gyro-stabilized optoelectronic system (GOES) (43). KVN collects streaming telemetry data, which are analyzed and processed in real time using the equipment and software of the BVKM. A separate KVN module is the external scanning unit KVN KBM (160), which performs the functions of local video recording and scanning of objects using a manipulator (14). The electromechanical mast (41) is lifted using

slewing bearings (slewing rings) with a worm drive from a hydraulic motor (65).

nine.

FIG. 4-6 shows the lighting complex (OK), which is an electromechanical mast (41) located in the compartment (37) with installed LED floodlights (40). The mast is resistant to wind loads up to 15 m / s.

OK and KVN are intended for:

- detailed video monitoring of the state of track superstructure and railway infrastructure (tunnels, bridges, embankments, various buildings and structures) with the maximum approximation to the detected defect.

- remote survey of dangerous sections of the track that pose a serious threat to the safety of train traffic (erosion of the railway, temperature emissions of the track, etc.)

- accompaniment and technical support of emergency recovery measures (lighting and video monitoring of the work site)

- carrying out multispectral reconnaissance and detection of mines and IEDs in the railway lane (with laser target designation).

ten.

The use of UAVs (33) as part of the MARK significantly expands the boundaries and reduces the time for conducting air reconnaissance simultaneously with the movement of the monitor and is limited only by the flight speed of the drone itself. Takeoff and landing of the UAV on the charging pad with a landing sensor and light signals is possible when the monitor is moving. Depending on the tasks set, the UAV can be equipped with various engineering reconnaissance means, representing an integrated system with a lidar, a multispectral reconnaissance video complex, a georadar and a nonlinear radar, which allows determining IEDs from a height of at least 30 meters.

The integrated GPR-drone system allows detecting underground tunnels of potentially dangerous underground and water bodies, profiling embankments and conducting bathymetry.

Links:

"Strekoza" - a complex for remote detection of IEDs on UAVs produced by JSC "Zashchity-YUTTA" (Russia) http://detektor.ru/prod/self/drone/strekoza/

Integrated system GPR-drone (Drone M600 PRO with GPR - model SE-150) manufactured by SPH Engineering (USA) https://russiandrone.ru/news/novyy_podkhod_k_ispolzovaniyu_sistemy_georadar_dron/?sphrase_id=2327

eleven.

The radar station (radar) (35) is intended for short-range reconnaissance of ground targets, automatic detection and tracking of moving objects against the background of the earth and water surfaces; protection of objects and territories, including in the absence of optical visibility (in fog, dusty or smoke-filled atmosphere, snowfall), for automated transmission of target data to external consumers and integration with video monitoring devices and KVN monitor. The radar is a Fara-VR (1L111M) radar transceiver manufactured by Tula NPO Strela with a drive, installed in a container on an electromechanical mast (59), connected to the BVKM radar control unit. Radar "Fara-VR" provides simultaneous automatic tracking of at least 3 targets with the determination of their coordinates, speed and direction of movement with the ability to automatically determine the type of target (man-technician); detection of a person, tank, car at a distance of 4, 8, 10 km, respectively, in the zone of 24-180 degrees. in azimuth and + 18 deg. by the corner of the place. In this case, the determination errors do not exceed 3 m in range and 0.3 deg. by angular coordinates. Power consumption - 12 watts. Mean time between failures - 5000 hours. "Fara-VR" has built-in monitoring of the functioning of the product and its components. The station's transceiver is included in the Typhoon-M anti-sabotage combat vehicle.

Links: 1L111M "Fara-VR":

http://roe.ru/catalog/protivovozdushnaya-oborona/vozdushnye-misheni/fara-vr/

12.

The environmental monitoring module (MEM) is a complex of instruments and sensors for dosimetric, meteorological and chemical control and is designed to analyze environmental parameters along the route of the monitor (weather conditions, noise, vibration, electromagnetic and ionizing radiation, smog, dustiness, the presence of volatile organic compounds, hazardous impurities and radioactive substances). The MEM includes an automatic meteorological complex (AMK) (62), a complex of radiation reconnaissance and control devices (63), an automatic gas alarm (67), and a remote-action chemical reconnaissance device (PCRDD) (73). The automatic meteorological complex (AMK) (62) is designed for automatic measurements at the earth's surface of instantaneous and calculation of averaged values of meteorological parameters: wind speed and direction, atmospheric pressure, temperature and relative humidity. The AMK includes a unit for measuring meteorological parameters, a computing module that is part of the BVKM, a meteorological mast with a drive and a protective container. The unit for measuring meteorological parameters is an ultrasonic hot-wire anemometer, supplemented with a sensor of atmospheric pressure and air humidity (UGI ultrasonic head), mounted on an electromechanical mast with a lifting height of 3 m and placed in an automatically opening protective cylindrical container. AMK MEM is a modified version of the BMK-01 onboard meteorological complex.

The onboard meteorological complex BMK-01 was created for use in the RF Armed Forces by Sibanalitpribor LLC (Tomsk) on the basis of the automated meteorological complex AMK-03, developed by the Institute for Monitoring of Climate and Ecological Systems (IMKES SB RAS, Tomsk), and is produced in in accordance with the technical specifications AMYa1.700.031 TU.

Links: (http://meteosap.ru/catalog/1b65b/) (http://militaryarticle.ru/vestnik-akademii-voennykh-nauk/2008-vavn/10746-bortovoj-meteorologicheskij-kompleks-na-baze

The difference between AMK MEM and BMK-01 is in the management of the meteorological complex. AMK does not have a separate console and a calculation and display unit (VII) and is controlled by the hardware-software complex of the monitor using a computing module that is part of the BVKM.

The complex of radiation reconnaissance and control devices (63) is designed to measure the dose rate of gamma radiation on the ground, as well as continuous automatic control of the concentration of radioactive gases and aerosols to measure the volumetric activity of alpha-emitting radionuclides and beta-emitting radionuclides contained in the form of aerosols in the air ... The complex includes an IMD-24 dose rate meter and an UDAS-201 (203M) unit for measuring the volumetric activity of radioactive aerosols.

The meter of dose rate and differential fluxes of gamma radiation IMD-24 manufactured by Central Research Institute of RTK (S-Pb, Russia) determines the dose rate of gamma radiation in the range from 10 ^-7 to 10 Gy / h and the absorbed dose of continuous gamma radiation in the range from 10 ^-5 to 50Gy. The IMD-24 includes a gamma-search detection unit (BDGP-U) (147) and a dosimetric gamma radiation detection unit (BDG-D) (148)

(http://www.rtc.ru/ru/sredstva-radiatsionnogo-kontrolya/imd-24).

Installations for measuring the volumetric activity of radioactive aerosols UDAS-201 (203M) manufactured by OOO NPP RADIKO (Obninsk, RF) are manufactured according to the technical conditions VShKF413579.002 (003) TU. The principle of operation of the devices is based on the analysis of the energy spectrum of particles emitted by radionuclides deposited on the filter of the measuring chamber as a result of pumping air through it.

(http://radico.ru/katalog/oborudovanie/radiatsionnyj-kontrol/statsionarnyj/gazovaya-i-ayerozolnaya-sreda/udas201/?L=32121121121212.1); (http://www.radico.ru/?id=236)

Automatic gas detector GSA-14 (67) refers to optical-electronic photocolorimetric tape-type gas detectors and is intended for automatic air monitoring in order to detect vapors of organophosphate toxic substances (FOV) in it. The control is carried out both in the stationary position of the monitor and in motion through the air intake valve (10) of the sampling line, equipped with a heating tube and an electric air valve.

The remote-action chemical reconnaissance device (PCRDD) (73) performs RCB surveillance in a stationary position of the monitor and provides control of the RCB situation within a radius of up to 5 km. PCRDD monitors the contamination of the atmosphere with TX vapors based on a passive infrared spectrometer. PCRDD was developed by AO CPF MSTU named after N.E.Bauman (Russia) and is intended for operation as part of mobile systems for detecting vapors of a wide range of TC, including mixtures thereof, in the surface air layer in the field against the background of topographic objects, warning of their appearance in the field of view of devices, indication of information about the concentration of substances in a multicomponent mixture, coordinates of direction and time of detection, as well as transmission of information about the results of detection to data transmission equipment using an agreed exchange protocol.

Link:

https://cpf-bmstu.ru/index.php/%D0%BF%D1%80%D0%B8%D0%B1%D0%BE%D1%80%D1%8B-%D1%85%D0% B8% D0% BC% D0% B8% D1% 87% D0% B5% D1% 81% D0% BA% D0% BE% D0% B9-% D1% 80% D0% B0% D0% B7% D0% B2 % D0% B5% D0% B4% D0% BA% D0% B8-% D0% B4% D0% B8% D1% 81% D1% 82% D0% B0% D0% BD% D1% 86% D0% B8% D0% BE% D0% BD% D0% BD% D0% BE% D0% B3% D0% BE-% D0% B4% D0% B5% D0% B9% D1% 81% D1% 82% D0% B2% D0 % B8% D1% 8F-% D1% 81% D0% B5% D1% 80% D0% B8% D0% B8-% D0% BF% D1% 85% D1% 80% D0% B4% D0% B4-2 -% D0% B8-% D0% BF% D1% 85% D1% 80% D0% B4% D0% B4-3

MEM means allow the conduct of radiation and chemical reconnaissance, the conduct of dosimetric and chemical control directly in the foci of destruction, where the use of manned mobile reconnaissance equipment of railway troops and RChBZ troops is unacceptable.

thirteen.

A robotic fire extinguishing and special treatment unit (RUPS) (36) is designed for automatic fire extinguishing, as well as for cooling and irrigating monitor structures with solutions for degassing, decontamination, disinfection, and disinsection. RIPS can produce a spray jet of water to cool the monitor case, optical elements and electronics from overheating while driving through fires. In this case, the resulting steam efficiently absorbs thermal energy while simultaneously displacing oxygen, stopping combustion. To increase the cooling efficiency, RIBS can be used in conjunction with GPO. RUPS consists of a high-pressure fire-fighting installation (UPVD) and two RUPS KBM stations intended for use by manipulators (14). The UPVD consists of a high-pressure pumping module as part of the RUPS pumping station (147) and a sprayer on a controlled monitor device (36) mounted on an electromechanical mast (59). The nozzle fire barrel forms a compact or sprayed jet of water or special solution with a variable angle of the torch. Barrel working pressure up to 170 atm and low water consumption up to 10 l / min provides effective extinguishing and special treatment of monitor structures and the surrounding area with aqueous decontamination solutions, suspensions and solutions of degassing (disinfecting) substances within a radius of up to 15 m, as well as elimination of small foci of ignition (bushes and grass). For additional wetting, a mixing tube (161) is connected to the inlet line. A perforated metal cylinder is inserted inside the tube into which a cartridge (wetting agent) is inserted. The RUPS KBM station consists of a motorized reel for a high pressure hose (158), a suction hose, a high pressure hose and a spray gun (69). RUPS can use reservoirs for water and solutions (56), as well as additionally connected containers with distilled water (45) of the GPO system. To perform tasks related to work in fire hazard zones or hotbeds of weapons of mass destruction, the supply of water or special solutions can be carried out from additional reserve tanks installed on the monitor (145, 151), as shown in Fig. 2. The monitor can also take water from natural water bodies, open reservoirs or tanks using an automatic filter station (148) and an external water intake tank (150). The high pressure hoses of the RUPS KBM station (69) and the hoses of the KBM pumping station (70) are supplied by hose motor drums (158) and (159).

fourteen.

The complex of on-board manipulators (KBM) is designed to clear paths from objects that impede the movement of the monitor, demining and destruction of explosive objects, taking samples during radiochemical reconnaissance, extinguishing fires and degassing the monitor, as well as for refueling the monitor with fuel and liquids from containers located in within reach. KBM includes 2 pairs of hydraulic robotic manipulators (14), sprayers of RUPS KBM station (69), KBM pumping station connectors (70), pneumatic saws (154), external scanning units KBM KBM (160), additional KBM connectors (155) and hermetic containers (30) for cylindrical samplers (156). Kraft Predator manipulators (14) have seven degrees of freedom and a maximum carrying capacity of 227 kg or 91 kg with a full reach of 2 m. A hydraulic power supply unit (15) is used as a drive for manipulators. The manipulators are installed on linear axes (44) and, if necessary, can combine their efforts to increase the carrying capacity.

Link: Kraft Predator http://www.krafttelerobotics.ru/manipulyatory-predator-tech.html

The manipulators are equipped with parallel double jaw grips, capable of clamping 1.9 mm diameter T-profiles. The opening width of the grippers is 220 mm, the compression force is 1334N. The grippers are capable of placing and removing objects from under the rubble both independently and using special KBM connectors (154) located in the clamps on the rear wall of the KBM compartment. With the help of an additional connector (155) installed on the connector of the KBM pumping station (70) through the BRS magnet, fuel, water or special solutions are taken from the containers located on the tracks, as shown in Fig. 5. It is also possible to take water from open sources or containers using an automatic filter station (148) and an external water intake tank (150). The high-pressure hoses of the RUPS KBM station (69) and the hoses of the KBM pumping station (70) are supplied by hose motor drums (158) and (159), respectively. The cables of the external scanning units KVN KBM (160) are fed by a cable drum motor (162). The operation of the drum motors is fully synchronized with the operation of the manipulators (14). The external scanning unit KVN KBM (160) is a device that combines a radiation-resistant high-resolution color video camera with a source of additional lighting and a scanner with a scanning white light sensor in one housing. The device is designed to assess obstacles and VU using a manipulator.

Ref: C983 System Camera by Mirion Technologies (USA)

https://www.mirion.com/products/c983-system-camera

Manipulators can be additionally equipped with RC911 DOTCAM-HR video cameras (Mirion Technologies), resistant to ionizing radiation:

Link: https://www.mirion.com/products/rc911-dotcam-hr.

The KBM compartment contains retractable pressurized containers (30) for taking samples during radiochemical reconnaissance. The walls of the pressurized containers are welded from stainless steel sheets, between which there is a 5 cm thick layer of lead.Cylindrical samplers (156) for solid and liquid fractions are grasped by manipulators (14) and inserted into the ground or an open source for filling, after which they are placed in removable cassettes (176 ) pressurized container (30). Cassettes made of stainless steel have sealed lids with seals and can be opened or closed using the release mechanism of the pressurized container (30). The cassettes can be removed by the manipulator (14) and placed in special containers after leaving the area, transferred to the platform (shown in Fig. 12) or left in an open area for further processing. Also, cassettes (176) can be placed by a manipulator (14) in a special container (164) installed inside a special waste storage tank (139) located on the territory of the base (shown in Fig. 13).

To perform special tasks of demining and destruction of explosive objects, the KBM can use modified destroyers of ammunition "Destroyer R-40" manufactured by FSUE "SKTB" Technologist ". Link: http://sktb-technolog.ru/destroyer_r-40/. The design of the destroyer allows remote action on artillery ammunition (caliber from 76 to 152 mm), destroying them without detonating the main charge. "Destroyer R-40" is a device assembled in a polymer case, equipped with an explosive charge weighing 40 grams and a specially shaped propelling element. "Destroyer R-40" acts on the destroyed ammunition in such a way that its body first breaks through, then is destroyed by excessive pressure from the inside, the explosive inside the body partially evaporates, partially burns out without detonation. The device is powered by standard means of detonation. To use the MAPK "R-40", it is necessary to modify it with rigid body sleeves for its capture by a manipulator, as well as with devices for securing and wireless detonation. During trials, the R-40 pierced through and through 40 mm thick tank armor.

Link: https://www.youtube.com/watch?v=6QF579ofTQQ

The high destructive capacity also allows the R-40 to be used to destroy obstacles. The charges fixed by the manipulator on the surface of the obstacle can split the concrete block or cut the tree trunk, thereby opening up the possibility of further clearing the paths with the KBM manipulators. "Destroyers R-40" can be vertically placed in the cells of a retractable pressurized container, reinforced with armor plates 60 mm thick to minimize the consequences of self-detonation of charges. At the same time, the armor plates do not cover the thin bottom of the container for directing cumulative jets into the open space under the monitor, without damaging its main systems.

As additional options for protecting the monitor from radio-controlled explosive devices, you can use various blockers of radio-controlled explosive devices, for example, PELENA-6BS-F. The product was developed by order of the Internal Troops of the Russian Federation to protect armored vehicles from RVD and belongs to the equipment made according to group 1.6.5 GOST RV 20.39.304-98. To increase efficiency, external collinear antennas are directly connected to the transmitters, which excludes connecting RF. cables and power losses in them. It is placed directly on the armored base and has a sphere for protecting the antennas. Link: https://antiterror.com.ru/blokiratory-unichtozhiteli/blokiratory-sotovoj-svjazi?product_id=3619

Also, a full-fledged battalion complex of radio intelligence and electronic warfare (RR and EW) RB-531B "Infauna" produced by Concern "Sozvezdie" can be installed on the monitor. Links: https://www.arms-expo.ru/news/meropriyatiya/obedinennaya-priborostroitelnaya-korporatsiya-vyvodit-na-eksport-kompleks-reb-infauna/ https://tvzvezda.ru/news/vstrane_i_mire/content 2019529129-jhmVM.html.

fifteen.

The air conditioning and ventilation system (SCV) (23) is designed for cooling and heating the GM and CM, as well as the electronic components of the monitor and consists of two fans (61) (supply and exhaust), providing ventilation and a closed air conditioning circuit through the control and air conditioning unit SCV (58), and also provides overpressure in the monitor compartments to seal them. Filter blocks (60) are completed, depending on the tasks being performed, with panel spark arresters, carbon and special filters for protection against hazardous chemicals (OV), radionuclides, etc. As an alternative to SCR for extreme operating conditions, you can use a modified turbo-refrigeration air conditioning system of the T-80 tank.

sixteen.

The system of hydro-pneumatic cleaning (HPO) (64) is designed to clean the diagnostic and monitoring devices from dust and dirt, emergency cooling and sound signals. GPO uses a fundamental model of hydropneumatic cleaning of the BMP2 observation and aiming device using an air-water jet.

The known system of air-liquid cleaning of the observation device BMP TNPO-170A.

(OA RF Armed Forces) (patent for a useful model No. 2327098, filing date 2006.11.23, publ. 2008.06.20, IPC F41G11 / 00, "Automated system for hydropneumatic cleaning of protective glass of a rangefinder sight"). http://www.freepatent.ru/patents/2327098

The modification of this version consists in hydropneumatic cleaning of the branched system of optical elements included in the general control system of the monitor.

Type and brand of the used compressor AK-150SV - piston, three-stage, two-cylinder air cooling; Working pressure - 150 kgf / cm2. Productivity - 2.4 m3 / hour; The number and capacity of cylinders - 2 to 5 liters.

17.

Cargo and special modules (GM and SM) are installed on a monitor or platform using docking nodes (143) (Fig. 3, 11) and are designed to increase the autonomous operation of the BRTS in the absence of basic support, as well as to perform special tasks. Reserve tanks with fuel or water (145, 151) can be used as cargo modules (Fig. 2). Special modules - various technical, sealed passenger or medical modules, as well as remotely controlled weapon platforms (combat modules), for example, an armament complex with a 7.62 mm PKTM machine gun and an optical-electronic targeting system. Through the connecting nodes GM (144), power supply and control of various built-in systems GM or SM can be carried out. For example, the management of medical CM can include constant monitoring of the condition of victims in emergency situations, as well as the automatic implementation of the necessary anesthetic and resuscitation actions (drip of drugs, cardiopulmonary resuscitation, invasive mechanical ventilation (IVL), defibrillation, etc.) )

Reference: Double medical helicopter module ММВ.9520.000-03 (-04)

http://vysota.aero/catalog/42/5/

For the transportation of oversized loads, the platforms can be paired and equipped with various damping devices for loading and securing long lengths.

eighteen.

FIG. 13 shows the device of the base, located in the right-of-way of the railway and representing a complex of structures consisting of a container block (110) installed on a concrete site (109), and also intended for moving a tow truck of a single-level section of a railway track (84) adjacent to ( for a single-track section) or crossing the first (132) and adjacent to the second section of a double-track (138). A tow truck (181) is placed in the block-container, designed for installation and removal of the monitor from the rails (Fig. 15). The base equipment includes a stationary computer complex (SVK) (122), which includes communication and control systems for the monitor and evacuator (181), control units for the base station (123), UAV (33), an automatic fire extinguishing system (118), a water treatment system ( reverse osmosis) (120), a water treatment system (127), a pumping and mixing station (119), as well as a robotic service complex (RSK) (Fig. 12), including washing, charging batteries, refueling the monitor with diesel fuel, water and technical fluids from underground containers with clean water (128), diesel fuel (126), DSC contacting liquid (125), as well as from a cassette of isothermal containers for temporary storage of decontamination solutions installed on the territory of the base (141). On the territory of the base, underground storage tanks of the water treatment system (137) and special waste (139) with a special container (165) placed inside it are also installed. The pumping equipment of the filling station (121) fills underground containers through the intake hatch (135) through the intake pipes (136). Any tanker equipped with compatible refueling equipment can deliver fuel or water to the base. For the work and temporary stay of the base personnel, it is equipped with a heating and ventilation system (116) and a service module (117) containing tools and mechanisms for repairing and optional equipment of the DGC. On the territory of the base there is a power line of the main power supply source (142) and a diesel generator (129), which is included in the input distribution board (124), and a diesel generator (129), designed for autonomous operation of the base, capable, if necessary, of ensuring the operation of a cell tower. The territory of the base has a fence (140) and a light barrier (130).

The base and the evacuation station can also include a control post (CP), which includes an axle counting system (SSO) (133), a weighing station with strapdown railway scales (134) and a multifunctional complex of technical means for diagnosing the running gears of railway vehicles. composition (KTSM) (186).

Sensors ССО (133) are intended for operation in the system of indication of the vacancy of the track section. MTR interfaces transmit information to higher-level systems and ensure optimal integration into centralization (switches and signals) and signaling systems. Link: Axle counting and wheel tracking system Frauscher Sensor Technology (Austria) https://www.frauscher.com/ru/axle_counting/#start

KTSM (186) - Complex of Technical Means Multifunctional for diagnostics of undercarriage of railway rolling stock (KTSM-02) manufactured by Infoteks AT (Yekaterinburg) (http://infotecs-at.ru/products/4).

KTSM-02 is a microprocessor-based multifunctional system for automatic monitoring of the technical condition of railway rolling stock, consisting of a ferry hub of information and an operator's automated workplace located at the base or station. KTSM-02 can be equipped with subsystems for contactless monitoring of overheated axleboxes (so-called detectors of hot boxes - Hot Box Detector, HBD) using IR radiation receivers, as well as subsystems for monitoring wheel defects, braked wheelsets or bogies, and a subsystem for detecting dragging details.

19.

The stationary computing complex of the base (SIC) (122) (Fig. 13) is designed to ensure the operation of the base in various control modes and includes navigation and communication systems of the monitor with the base or a remote operator, a hardware-software complex for managing service systems and a power supply system for equipment. The ICS processes the data of the control and measuring systems received from the BVKM, connecting them with the data of the ISUZhT and operational information (operating and emergency codes) of monitors and databases of adjacent control areas. The result of processing information from various sources, including data from the control post, is the compilation of a detailed diagnostic map of the rail track, a schedule of inspections of the most important control points and an operational plan of the monitor, taking into account the track schedule at the control section, with subsequent transfer of data to external railway infrastructure management systems through stationary means satellite communications or a basic radio modem over a stationary technological radio network for data exchange in railway transport.

20.

The robotic service complex (RSC) (shown in Fig. 16) is designed for maintenance of the base, tow truck and vehicles of the MARK. The task of the RSK includes repair, adjustment, installation and assembly of cargo modules, charging traction batteries, refueling with fuel, water and technical fluids, as well as washing and decontamination of MARK vehicles, a tow truck and the interior of the base. The pumping equipment of the filling station (121) fills underground tanks with diesel fuel (126), water (128) and contacting liquid DSK (125) through the inlet hatch (135) through the intake pipes (136). Any tanker equipped with compatible refueling equipment can deliver water and fuel to the base. The contents of the containers are supplied by a filling station (121) to a fuel dispensing station (112), a water dispensing station (113) and an emulsion station (114) for further refueling of the monitor. The fuel dispensing station (112) is a motorized hose reel with an electric drive for supplying a fuel hose (100) with a fuel filler connector (99). A water-dispensing station (113), supplying demineralized water from a water treatment system (reverse osmosis) (120) and an emulsion station (114), designed to supply a contacting liquid DSC, is equipped in a similar way. The monitor is charged and the batteries are charged using a robotic arm (108) mounted on a carriage (107) moved along the portal (106) using a drive (104). The portal (106) moves in the guides (105) with the help of the drive (103). To fill the monitor with fuel, the portal (106) moves the carriage (107) to the fuel dispensing station (112), after which the manipulator (108) grabs the fueling connector (99) and moves it to the fueling panel of the monitor (39). The movement of the manipulator is synchronized with the rotation of the drum motor of the fuel dispensing station (112). In the same way, the batteries are charged and filled with water or contacting liquid. The charging station (115) is designed to charge the traction batteries of the monitor (42) through the charging panels of the monitor (68) and the tow truck (87) through the charger connector (90) and is a cable motorized reel with a power cable (101) and a charging connector (98 ). Water is supplied for washing by the pumping station (119) to the sprayer station (111) with a high pressure hose (102) with a sprayer (97). Water is also supplied to wash the bottom of the monitor (96). Washing is carried out in two stages - through the water treatment system (127) and with clean water from an underground tank (128). To carry out disinfection or decontamination, a cassette of isothermal containers for temporary storage of decontamination solutions (141) is installed on the territory of the base, containing acids, solutions and emulsions added to the water to supply a sprayer to the station (111). After purification, the water goes through the drainage caisson (95) into the tank - storage of special waste (chemically hazardous and radioactive) (139), from where it will be removed by technological transport into the special sewerage system. Installation of various types of manipulators and additional equipment located in the service module (117) will expand the tasks of the monitor maintenance, including repair operations (inspection, environmental and dosimetric control of equipment, replacement of units and equipment, welding, etc.)

21.

The evacuation station (Fig. 14) is a simplified and economical version of the base control station designed for refueling and evacuating monitors and platforms from the tracks, including their transfer on a double-track section of the railway. The use of evacuation stations significantly expands the geography of the MARK application and is most effective for road sections with high traffic traffic, where "windows" for scheduled infrastructure checks for the operation of measuring laboratories and railcars are created extremely rarely. In addition, evacuation stations can serve as endpoints for small charter flights, regardless of the presence of freight or passenger stations. At the evacuation station there is a replenishment (platforms) supply of fuel and water, which provides monitors and autonomous platforms with a significant resource of long-term operation. Unlike base control stations located in the center of the operational zone of the MARK, evacuation stations fill it entirely along the entire length of the railway tracks, thereby ensuring optimal placement and cost of resources. Separation of functions with little duplication (refueling and evacuation at bases), as well as the simplicity and functionality of evacuation stations, allows them to be installed almost anywhere along the route in a short time and at low cost. In the future, it is also possible to create a mobile version of the evacuation station. The evacuation station includes a tow truck (181), a control and communication complex (179), a diesel generator (129), underground tanks with diesel fuel (126), water (128) and a contacting liquid DSK (125), a water treatment system (reverse osmosis) (120), a service module (117) containing the necessary elements and tools for the prompt repair of an evacuation station, as well as fire extinguishing systems (118), heating and ventilation (116). The power supply of the tow truck drive (181) is carried out using a cable drum (178) connected to the wheel axle of the tow truck (Fig. 15b). An evacuation station can also include a control post (CP), which includes an axle counting system (MTR) (133), a weighing station with strapdown railway scales (134) and a multifunctional complex of technical means for diagnosing the running gear of railway rolling stock ( KTSM) (186).

22.

FIG. 13-14 shows a tow truck (181) placed in a block container (110). The tow truck is an automated transport platform equipped with systems for positioning, installation and removal from the rails of the monitor. The tow truck is moved along a section of the rail track (84) using a power plant (92), which receives electrical energy from traction lithium batteries (87). The batteries (87) are charged through the charger connector (90) by the manipulator (108) of the robotic service complex (shown in Fig. 16). The control and positioning of the tow truck on the rail section is carried out by a monitor or a remote operator of the MARK. Thus, errors of unauthorized exit of the tow truck on the track are excluded due to the error of the stationary computer complex of the base (122), which can control the tow truck only within the container block of the base (110). Removal and installation of the monitor on the track is carried out using lifting forks (93) placed in the inlet fork channel of the tow truck (21). In this case, the angle of position of the fixed frame (91) is set in advance by screw slopes (88). This one-time adjustment of the angle is necessary to adjust the relative position of the axes of the forks and the fork channel at each separate point of the base location. The monitor is lifted by moving the carriage (94) in the guides of the fixed frame (91) using a screw lifter controlled by the drive (89). To increase the stability of the tow truck against overturning, tow truck ballast blocks are used (86).

23.

FIG. 11 and 12 show the device of a platform designed to ensure the operation of base and evacuation stations (filling underground tanks, delivery of equipment, cargo modules and service personnel), solving problems of accompanying and supporting monitors in an autonomous mode, as well as for small charter flights. The platform is a specialized version of the monitor for the transportation of goods - fuel, water and technical fluids in cargo tanks (184) and on the cargo area (185), as well as for the transportation of cargo modules (172) for various purposes. The platform is also capable of performing a number of special tasks, such as firefighting and special handling, transportation of dangerous goods, as well as evacuation on a platform or monitor hitch that is incapable of independent movement. The platform includes a system for quick refueling of the monitor through the refueling valve (153) using a refueling rod (166), in a manner reminiscent of an air refueling system. The main ways of filling the monitor are shown in Fig.17.

Thus, the declared multifunctional autonomous robotic diagnostic complex allows assessing the technical state of the object, detecting and determining the location of faults, predicting the residual resource of the object and monitoring the state as a continuous process of collecting and analyzing information about the value of the diagnostic parameters of the state of the object. The declared complex makes it possible to carry out such monitoring of the condition of the object effectively and without risk to personnel, as well as to conduct railway reconnaissance in conditions of increased danger.

Claims (10)

1. Multifunctional autonomous robotic complex for diagnostics and control of the track superstructure and elements of the railway infrastructure, including a stationary part, consisting of a base station and one or more evacuation stations, and mobile parts made in the form of mobile units, which are rail vehicles and provide monitoring railway infrastructure, while the stationary part is equipped with functional equipment that ensures the autonomous operation of the complex, control of mobile units and communication with a unified intelligent control system and automation of production processes in railway transport. 2. The complex according to claim 1, characterized in that the mobile unit is made with the possibility of installing or removing from the tracks by means of automated devices located in the stationary part of the complex. 3. The complex according to claim 1, characterized in that the mobile unit is equipped with a hybrid diesel-electric power plant, which ensures movement up to the level of the established speeds of trains circulation on the track sections subject to control. 4. The complex according to claim 1, characterized in that the hybrid diesel-electric power plant is equipped with a block of lithium-titanate storage batteries, which provides the power plant with electric energy with recharging of the block from a diesel generator set. 5. The complex according to claim 1, characterized in that the mobile units are equipped with a control unit that ensures their operation in an autonomous mode or through direct control or by setting a task for an intelligent control system for mobile units. 6. The complex according to claim 1, characterized in that the mobile unit is equipped with at least one of the following systems or devices: on-board computing and navigation-communication systems, a system for dimensional control of the approach of buildings, systems for visual, magnetic and ultrasonic monitoring of the track, a system continuous optical control of the geometric parameters of rails and rail intersections, track measuring and profilometric complexes, a system for georadar monitoring of the ballast layer and sub-ballast zone, video surveillance and terrain radar, a complex of environmental monitoring devices, a complex of on-board manipulators equipped with video cameras, an unmanned aerial vehicle, a fire extinguisher cargo and special modules for various purposes. 7. The complex according to claim 1, characterized in that the base station is located in the center of the area to be monitored. 8. The complex under item 1, characterized in that the evacuation station can be located throughout the area to be controlled. 9. The complex according to claim 1, characterized in that the base and evacuation stations are block-containers placed in the railway right-of-way and installed on concrete sites with buried water and fuel tanks. 10. The complex according to claim 9, characterized in that the base and evacuation stations are equipped with at least one of the following systems or devices: communication and control systems of the complex and mobile units, automated devices for their installation and removal from the rails, a robotic service complex, including charging batteries, refueling with diesel fuel, water and technical fluids of mobile units, as well as control posts with an axle counting system, a weighing station with strapdown railway scales and a multifunctional complex of technical means for diagnostics of running gears of railway rolling stock.

Images