RU2794600C1 - Monitoring system for rolling stock and railway transport infrastructure based on wireless technologies - Google Patents

Abstract

FIELD: monitoring systems; railway infrastructure.

SUBSTANCE: technical monitoring systems for rolling stock and railway infrastructure.System consists of mobile and stationary parts, which allow tracking the location, direction and speed of movement, the performance of car parts and assemblies. Stationary sensors have Wi-Fi modules for connecting to access points of the train Wi-Fi network, which consists of a controller that manages access points to which sensor network sensor nodes are connected to collect data on the technical condition of cars, GPS navigation receivers, a train base station on based on a wireless infrared optical modem, connecting the local Wi-Fi train network with stationary base stations operating in the infrared range, installed along the railway track, having access to routers and multiplexers of the road network of the fibre-optic information transmission system for connecting to the switching centre of the monitoring system.

EFFECT: operational technical control over infrastructure objects, such as bridges and tunnels with a change in the operating modes of sensors.

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Description

Technical field

The invention relates to the field of systems for technical monitoring of rolling stock and infrastructure of railway (railway) transport and can be used to design integrated systems for monitoring the status of stationary and moving objects in other modes of transport.

The objective of the invention is to create a reliable and broadband system for transmitting data on the technical condition of trains, line and station facilities to decision centers using local communication networks of the IEEE 802.11n and 802.15.4 standard of rolling stock and base stations (BS) based on wireless modems with an atmosphere optical transmission system (AOTS) installed along the railway track, combined with a core switch using a fiber optic information transmission system (FOTS).

State of the art

Known variants of rolling stock monitoring systems based on wireless technologies, considered in the literature:

1) Pat. RU 104904 U1 Russian Federation, IPC B61K 9/00 (2006.01) B61L 25/02 (2006.01). The system for monitoring the state of a rolling unit of a railway train [Text] / Boronenko Yu.P., Tsyganskaya L.V.; Joint-Stock Company "Scientific and Innovation Center "Vagony" (JSC "NEC "Vagony"). - 2017145947; dec. 12/26/2017; publ. 03/06/2019 Bull. No. 7.

2) R.W. Lewis, S. Maddison and E. J. C. Stewart, "An extensible framework architecture for wireless condition monitoring applications for railway rolling stock," 6th IET Conference on Railway Condition Monitoring (RCM 2014), 2014, pp. 1-6, doi: 10.1049/cp. 2014.1008.

3) Pat. RU 193435 U1 Russian Federation, IPC B61L 25/00. A device for monitoring the parameters of movement and the technical condition of the rolling stock of the subway [Text] / Aleksandrovsky F.M.; Closed Joint Stock Company "IT Design". - 2019125992; dec. 08/17/2019; publ. 10/29/2019.

4) Pat.RU 2600420 C2 Russian Federation, SPK G01G 19/04 (2020.02); B61D 49/00(2020.02); B61K 9/00 (2020.02); B61K 9/06(2020.02). Railway Freight Car Monitoring System [Text]/ Boronenko Yu.P., Dauksha A.S.; Limited Liability Company "All-Union Research Center for Transport Technologies" (LLC "VNITsTT"). - 2019114834; dec. 05/14/2019; publ. 03/11/2020 Bull. No. 8.

5) Bouaziz M., Yan Y., Kassab M., Soler J., Berbineau M. (2018) Evaluating TCMS Train-to-Ground Communication Performances Based on the LTE Technology and Discreet Event Simulations. In: Moreno Garcia-Loygorri J., Perez-Yuste A., Briso C, Berbineau M., Pirovano A., Mendizabal J. (eds) Communication Technologies for Vehicles. Nets4Cars/Nets4Trains/Nets4Aircraft 2018. Lecture Notes in Computer Science, vol 10796. Springer, Cham. https://doi.org/10.1007/978-3-319-90371-2 12

6) Feng X.J. (2013). Wireless Backhaul Technology in Monitoring System for Subway OTN+WiMax. In Advanced Materials Research (Vols. 846-847, pp.680-683). Trans Tech Publications Ltd. https://doi.org/10.4028/www.scientific.net/amr.846-847.680

7) Jo JH, Jo B, Kim JH, Choi I. Implementation of IoT-Based Air Quality Monitoring System for Investigating Particulate Matter (PM10) in Subway Tunnels. International Journal of Environmental Research and Public Health. 2020; 17(15):5429. https://doi.org/10.3390/iierphl7155429

8) M. Gao, P. Wang, Y. Wang and L. Yao, "Self-Powered ZigBee Wireless Sensor Nodes for Railway Condition Monitoring," in IEEE Transactions on Intelligent Transportation Systems, vol. 19, no. 3, pp.900-909, March 2018, doi: 10.1109/TITS.2017.2709346.

9) Alawad H, Kaewunruen S. Wireless Sensor Networks: Toward Smarter Railway Stations. Infrastructures. 2018; 3(3):24. https://doi.org/10.3390/infrastructures3030024

For the organization of technical monitoring of trains and stationary objects, a three-level structure is proposed, consisting of sensors for monitoring the technical condition of: tunnels, crossings, overpasses, etc.), c) station devices (turnouts, track barriers, automation and communication devices, etc.), built on the basis of local networks of trains and stationary objects using Wi-Fi technology, combined with the help of the BS and the core switch into a single monitoring system with a decision-making center (dispatching control center of the DCC). The upper level connects the BS located along the railway track with the switch and the DCC using the FOTS system. To increase the level of protection against intentional interfering electromagnetic influences, it is proposed to use the infrared wavelength range for BS based on wireless optical modems. The middle layer consists of local Wi-Fi networks (IEEE 802.11n) of trains, access points (APs) of which collect monitoring data from sensor network sensor nodes (IEEE 802.15.4) organized for technical control of the state of cars, as well as satellite navigation receivers to control the integrity of the rolling stock. The lower level consists of stationary (line or station) sensor network sensor nodes for monitoring railway transport infrastructure facilities, as well as video cameras with a Wi-Fi module at crossings that transmit monitoring data to access points of the train's Wi-Fi network. There are options for installing video cameras with access to the upper level of the monitoring system through the FOTS and the core switch in the DCC. With the help of Wi-Fi local networks of trains, monitoring data from the lower level enters the driver's cab and to the upper level in the DCC through base stations, FOTS and the core switch (router). Thus, local Wi-Fi networks of trains can serve as links between the upper and lower levels.

The invention relates to the field of wireless technologies, on the basis of which it is proposed to implement monitoring of the technical condition of devices on mobile and stationary objects. The claimed invention can be used to organize a two-way communication system between decision-making centers (DCS, car depots, radio blocking center) and control (monitoring) objects for the implementation of the "motor driver" project. The need to create a unified monitoring system for the most important linear and station structures (bridges, tunnels, crossings, platforms, marshalling yards and parks, etc.), as well as freight and passenger trains, is due to the choice of a strategic direction for the development of railway transport, namely the development of high-speed lines using unmanned technology. Permanent monitoring of the technical condition of the rolling stock and the situation at stations and hauls is possible only with the help of wireless communication channels.

Advantages of the proposed unified monitoring system:

1. A fairly simple implementation of monitoring the technical condition of wagons using Wi-Fi technologies and rapidly deployable self-organizing sensor networks.

2. Use of the existing infrastructure of backbone fiber-optic channels of FOTS to connect fixed base stations (SBS).

3. Protection against deliberate electromagnetic interference of communication channels of stationary and train base stations using the infrared wavelength range.

4. The absence of electromagnetic influence on other radio equipment from base stations operating in the infrared wavelength range.

5. Prompt delivery of information on the technical condition of the infrastructure and trains to the dispatching staff at the DCU, as well as locomotive drivers for decision-making in case of unforeseen circumstances.

6. The ability to carry out technical control over objects (bridges, tunnels, etc.) in hard-to-reach places by reading sensor readings using local Wi-Fi networks of trains and transmitting this information via the SBS network to the decision-making center.

The disadvantages of the proposed monitoring system include the following:

1. Additional economic costs for the construction of the SBS network, placement of Wi-Fi wireless network equipment and sensor nodes in freight and passenger cars, setting up BS wireless optical modems.

2. The need to develop an algorithm for the interaction of three levels of monitoring to make operational decisions, taking into account the priorities in the management of train traffic.

3. The use of special video cameras with a Wi-Fi module capable of transmitting an image to the driver's cab (or on-board computer), with a range of at least 2.5 km to stop the train in a timely manner.

The following analogues of monitoring technical solutions are known, which are considered in the literature [1-9].

They propose local monitoring schemes for cars, arrangement of sensors that determine the performance of parts and assemblies of cars [1, 4]; the features of building sensor networks for monitoring cars [2, 8, 9] are considered: an algorithm for the interaction of modem sensors within a car or one rolling stock based on sensor (mesh) networks [2], an analysis of the capabilities of such networks [9], wireless sensor self-powered Zig Bee nodes [8]. The sources [3, 6, 7] deal with the issues of monitoring the subway: algorithms for monitoring the work of the driver [3], hardware monitoring solutions based on special high-speed Insineon SMARTi chips [6], schemes for implementing air purity control [7] are proposed. The source [5] outlines the basic principles of simulation modeling for checking the quality of channels based on Wi-Fi and LTE for their use in wireless technologies for monitoring and controlling train traffic.

The main drawback of the materials listed above sources [1-9] is the lack of network solutions for monitoring trains and stationary objects of the railway transport infrastructure.

The closest in technical essence to the claimed invention is the "System for monitoring the state of the rolling unit of the train" [1]. The prototype presents a comprehensive monitoring system for rolling stock, consisting of mobile and stationary parts, allowing you to track the location, direction and speed of movement, the performance of parts and assemblies of cars, measure the weight of the cargo, monitor the processes of loading and unloading, taking into account the temperature of the environment and cargo. As characteristics of the channels, the names of communication technologies are indicated: Wi-Fi and GSM.

Disclosure of invention

The fundamental difference between the claimed invention and the prototype is the lack of a communication system structure connecting the decision-making center (DCC, wagon or locomotive depot) with sensors for monitoring the technical condition of trains and railway transport infrastructure facilities. The main attention in the prototype is paid to the functionality of the sensors of the technical condition of the cars. The claimed invention proposes the structure of a technical monitoring system not only for trains, but also for stationary devices located along the railway track. Communication channels with moving objects (trains) are built according to wireless technology standards (IEEE 802.11n, IEEE 802.15.4, AOSP), which allow digital transmission of not only sensor readings, but also broadband signals from video cameras. Such information from railway crossings is necessary for the implementation of unmanned train traffic control technologies. The creation of a unified system for monitoring the technical condition of trains and infrastructure within the road is a prerequisite for managing train traffic and increasing the throughput of railway transport.

In the claimed invention, it is proposed to combine into one monitoring system from the dispatching control center control over the condition of bridges, tunnels, crossings, etc., station infrastructure facilities (turnouts, pedestrian bridges, overpasses, etc.) and rolling stock. To achieve this goal, the functions and capabilities of local Wi-Fi networks of trains are being expanded. Local Wi-Fi networks of trains collect information on technical monitoring of rolling stock cars and infrastructure and transfer it to the DCS via the SBS network. Monitoring data is also sent to the driver's cab (on-board computer) to take emergency measures, such as braking or stopping, as well as generating control signals to correct the operation of sensors, for example, changing the angle of rotation of the video camera at the crossing (span). A stationary sensor with a Wi-Fi module in the coverage area of the train network is initialized and authenticated at the access point, transmits data that is immediately broadcast to the DCS via the SBS network or stored in the local Wi-Fi network until the train enters the SBS coverage area. The frequency of monitoring of railway transport facilities (bridges, tunnels, viaducts, flyovers, etc.) is determined by the schedule of trains with Wi-Fi local network devices. The possibility of interaction of stationary sensors, such as video cameras, with the local Wi-Fi network of the train in case of detection of a dangerous object at the crossing will allow transmitting a video image to the driver, slow down in time and prevent an accident. Thus, the difference between the claimed monitoring system and the prototype is the three-level architecture of the monitoring system and the extended functions of the local Wi-Fi network of the train.

The essence of the invention is as follows. Monitoring of the rolling stock and infrastructure of railway transport solves two main tasks: monitoring the technical condition of the train, linear and station facilities and generating data for unmanned control of trains.

To do this, the claimed invention proposes a system for technical monitoring of rolling stock (the temperature of the axle boxes of cars, the state of the automatic coupler and axial bearings, the pressure in the brake line, the coordinates of the last car of the train, etc.), as well as linear and station devices (turnouts, pedestrian bridges, overpasses, tunnels, crossings, etc.) based on fixed and train local networks built using IEEE 802.11n, IEEE 802.15.4 technologies, connected to the core switch using wireless optical base stations (AOFS) and FOTS.

Modems of wireless optical communication channels (BOKS) as BS are proposed to be installed on trains and along the railway track [10]. The distance from the installation site of the fixed base station SBS (support of the contact network) to the coverage area of the mobile base station PBS (train roof) will not exceed 30 m, which will ensure the necessary optical balance and high data transfer rate (over 600 Mb/s) [11] .

The technical implementation of the invention is possible through the use of modern wireless data transmission technologies IEEE 802.11n, IEEE 802.15.4, BOKS, which allow creating local networks for monitoring trains and stationary objects, as well as maximizing the use of the existing infrastructure: fiber-optic communication lines laid along the railway track FOCL and contact network supports, train radio communication towers, base stations and Wi-Fi network equipment for passenger trains.

The technical result of the claimed invention is achieved as a result of the use of scientific research in the field of interval regulation of train traffic using a radio blocking center (RBC). The formulated requirements for the results of measurements of the inter-train interval and the integrity of the train made it possible to develop a unified system of technical control. The proposed monitoring system based on wireless technologies makes it possible to organize the exchange of information between the train, RBC and DCU, as well as between dual trains. To perform the functions of determining the integrity of the rolling stock and calculating the distance between trains, GPS navigation receivers are included in the local Wi-Fi network of trains, which, using satellite navigation, determine the coordinates of the first and last cars of the train. The train integrity and inter-train distance are calculated by the on-board devices of the trains based on the coordinates received from the GPS receivers. The train coordinates are transmitted over the board-to-board channel following the oncoming train. The same information is transmitted to the radio blocking center of the RBC, which calculates the recommended speed for trains. Data exchange between the train and the RBC is carried out via the station-board channel. Channels "board-board" and "station-board" are proposed to be implemented using the proposed monitoring system based on wireless technologies. A local Wi-Fi network is used to transmit data from the GPS receiver of the last car and calculate the integrity of the rolling stock by comparing the coordinates of the "head and tail" of the train by the on-board computer.

In case of uncoupling of cars, the information is transmitted to the RBC to generate a braking command for dual trains and to the ABTC-MSh automatic blocking device to switch signals and transmit them to the driver's cab.

The ability to implement the functions of the "board-to-board" and "station-to-board" channels using fixed and local networks of trains makes the proposed system universal, increasing the functional reliability of existing communication networks for operational and technological purposes, including train radio communications.

To confirm the possibility of collecting monitoring data of stationary objects using the local network of the train, the following calculations are required. The time spent by the sensor in the coverage area of the train Wi-Fi access point (more than 30 s) is determined as the result of dividing the area length (500 m) by the speed of the train in the area of the monitoring object (bridge or tunnel) 60 km/h (16.5 m /With). During this time, the sensor's radio modem performs frequency and time synchronization with the train's Wi-Fi network using a control multiframe lasting 235 ms, registration in the train network for a time of 235×3=705 ms and obtaining a control channel for identification (235×2=470 ms ). Then the authentication operation takes place, which takes 6 control multiframes (235×6=1410 ms) [12, 13].

Thus, the total connection establishment time between the stationary sensor and the train network, taking into account the propagation of the radio signal, will not exceed 3 s. Hence, 27 seconds are allotted for the transmission of monitoring data (quite enough to transmit a video image from a video camera with a Wi-Fi module).

The above figures indicate the technical feasibility of the system for monitoring the technical condition of the railway infrastructure. transport using wireless technologies.

The analysis of the prior art carried out by the applicant made it possible to establish that the applicant did not find an analogue characterized by features identical to all the essential features of the claimed invention, and the definition of a prototype from the list of identified analogues as the analogue closest in terms of the totality of characteristics made it possible to identify a set of essential distinguishing features set forth in the formula inventions.

Therefore, the claimed invention meets the requirement of "novelty" under the current legislation.

To verify the compliance of the claimed invention with the requirement of inventive step, the applicant conducted an additional search for known solutions, the results of which show that the claimed invention does not follow from the prior art, since a technical monitoring system was not identified, including control of rolling stock and infrastructure based on wireless technologies.

Therefore, the claimed invention meets the requirement of "Inventive step" under the current legislation.

The system works like this:

To implement continuous monitoring of the technical condition of the rolling stock and infrastructure of railway transport, a monitoring system is proposed (Fig. 1). The three-level structure of the system (Fig. 1, 2) consists of the upper level 12 with the decision center 17, the core switch 13, which combines fixed base stations SBS 3 using multiplexers 1 and routers 2 FOTS; mid-range with local Wi-Fi and 14 sensor networks of 10 trains; lower level with stationary sensor networks (11) and individual sensors 9, 15, which can act as access points for monitoring station devices. The local Wi-Fi network of the train 10 consists of the train base station PBS 4 (Fig. 1); controller/router 5; access points 6, to which self-organizing sensor networks 14 are connected with sensor nodes 7 for technical control of the car, as well as GPS navigation receivers 16 installed in the "head" and "tail" of the train to determine the integrity of the rolling stock.

Stationary sensor networks 11, consisting of sensor nodes 8, provided for the technical monitoring of infrastructure objects of railway transport (for example, bridge supports or the superstructure of the track), periodically transmit data through the train network 10, SBS 3, FOTS (1,2) and switch 13 to decision center 17.

Two-way communication channels allow you to control objects (change the operating modes of sensors). The process of establishing a connection between the sensor 9 (for example, a video camera with a Wi-Fi module) or 8 of the network 11 with the local network of the train 10 includes the following steps:

1) finding the receiving device of the sensor 9 (the main node-sensor 8 of the sensor network 11) in the standby reception mode (Fig. 1);

2) activation of the transceiver 9 (the main node 8 of the network 11) when it enters the coverage area of the local Wi-Fi network of the train 10 (the transmitter of the access point 6 broadcasts a signal-call) and the transition of the receiver 9 (8) into the main mode;

3) sending a signal from the transmitter 9 (8) to the access point receiver 6 to establish communication with the local Wi-Fi network 10;

4) transmission of monitoring data from the sensor 9 (8) to the local network 10, in which monitoring information can be stored until it is transmitted to the decision center 17;

It is also envisaged to transmit the coordinates of the last car of the train from the satellite navigation receiver 16 through the access point 6 to the on-board computer to determine the integrity of the rolling stock, as well as to the decision center 17 and further to the Wi-Fi local network behind the moving train.

On the territory of the railway station, through the switch 13, communication channels with the car depot, the radio blocking center (RBC) and other technical services can be organized using wireless modems of the atmospheric optical transmission system BOKS installed on the roofs of the premises, which is important in the case when cable laying through station facilities and tracks is difficult or impossible.

It is proposed to implement monitoring of the technical condition of wagons using sensor networks 14 (11) with multi-hop architecture (Fig. 3). The sensor network consists of "sensor-beacons" 7 (8) with self-powered Zig Bee technology [8], operating on the principle of repeaters. The operation of the sensor network is shown in Fig. 4. Monitoring data is transmitted in the relay mode from one sensor node (beacon) 7 (8) to another node until it is transmitted to the central (main) node of the network and then to the access point 6 and center 17. The distance between the sensor nodes is chosen as so that the closer the main node, the smaller the distance between neighboring nodes. This condition will direct the hopping process to the central node of the sensor network, which is adjacent to the access point of the local Wi-Fi network of the train. The operability of the wagon monitoring sensor network can be confirmed by calculating the average number of sensor nodes M[r] waiting to transmit monitoring data. The sensor network can be represented as a single-channel (single-frequency network operating in simplex mode) queuing system (QS) with an unlimited queue with the simplest flow of requests at the input of the system and an arbitrary law of distribution of the output flow. Based on the Polyachik-Khinchin formula [14], the mathematical expectation of the number of applications in the queue M[r] for the worst case, when all sensor nodes are lined up and retransmit according to the domino principle, is calculated as follows:

;Where

;

- интенсивность входного потока;

- the intensity of the input stream;

Δt is the average time between receipts of requests for service (occupation of frequency) from sensors;

- интенсивность выходного потока обслуженных заявок (датчиков);

- intensity of the output stream of serviced requests (sensors);

M[T] - m _T - average service time of the application (from the moment of receipt in the QS until the end of the relaying process by the nodes 7 of the network 14 at the access point 6 of the local Wi-Fi network of the train 10);

- coefficient of variation (the ratio of the root-mean-square deviation σ _T to the average value of the frequency occupation duration m _T , depending on the number of hops by nodes 7);

T ₁ - the average time of one re-acceptance by the node (sensor) of the sensor network;

N is the number of hop nodes in the sensor network;

- variance of the request service time;

- the average value of the square of the time of service of the application.

для

что выполняется для сенсорных сетей.After substituting expressions (4) and (5) into formula (3), we obtain:

For

which is true for sensor networks.

Hence, on the basis of (2) we have:

For N=20, the coefficient of variation is equal to ν _T =4.48 The value of ν _T (2) corresponds to the hyperexponential distribution of the output stream of serviced requests from sensor nodes.

The time of one reception is equal to T ₁ =5s. This figure corresponds to the number of steps, equal to 7 (Fig. 4), necessary to make for the implementation of the retransmission. The duration of each step is equal to the duration of three multiframes (705 ms).

согласно формуле (1) рассчитаем величину средней длины очереди М[r] ≈0,003.After substituting the values μ=0.02(1/s), λ=2.8⋅10 ^-4 (1/s) which corresponds to one call per hour),

according to formula (1), we calculate the value of the average queue length М[r] ≈0.003.

The result obtained means that there is practically no queue for service. In the event of a queue, the monitoring data transmitted to the neighboring node is stored in the node's buffer and, after the channel (frequency) is released, is transmitted over the network.

The time of data transfer from the “tail” car to the “head” car, where the central (main) node 7 is located, connected to the access point 6 of the local Wi-Fi network of the train 10, for N=20 hops is 1.67 min. This time is not critical for the monitoring data of the technical condition of cars intended for preventive depot repairs (inspection). However, this time is critical for the transmission of information from the GPS receiver, which determines the coordinates of the last car. Therefore, the satellite navigation receiver 16 is connected to the access point 6 separately (using twisted pair or dedicated frequency).

The results obtained indicate that the current state of the art allows for the monitoring of railcars using sensor networks.

Brief description of the drawings

On FIG. 1 shows a block diagram of a monitoring system for rolling stock and infrastructure of railway transport based on wireless technologies.

On FIG. 2 shows a three-level structure for monitoring the rolling stock and infrastructure of railway transport.

On FIG. 3 shows the layout of the sensor nodes of the sensor network for the technical monitoring of the car.

On FIG. 4 shows the algorithm of the process of data retransmission in the sensor network of the car.

On FIG. 1 shows a system for monitoring rolling stock and infrastructure of railway transport based on wireless technologies, consisting of:

1- fiber optic transmission system multiplexer (MUX FOTS);

2 - router;

3 - stationary base station SBS;

4 - train base station PBS;

5 - controller (switch / router);

6 - access point of the local Wi-Fi network of the train;

7 - node-sensor of the sensor network of the train;

8 - node-sensor of a stationary sensor network;

9 - fixed access point or video camera with Wi-Fi module;

10 - local Wi-Fi network of the train;

11 - stationary sensor network;

12 - network of fixed base stations SBS;

13 - switch of the core of the monitoring system;

14 - sensor network of the car;

15 - access point or video camera with access to the VOSP router;

16 - GPS receiver;

17 - decision-making center;

18 - a network of stationary sensors for monitoring the infrastructure of railway transport.

Implementation of the invention

On FIG. 2 shows a three-level scheme for monitoring the rolling stock and infrastructure of railway transport, consisting of the upper level 12 (base stations 3, united by a core switch 13 with a decision center 17); middle level 10 (local Wi-Fi networks of trains with PBS 4, controller 5, access points 6, sensor nodes 7 networks 14, GPS receivers 16) and the lower level of stationary Wi-Fi networks 18 (access points 9, sensor nodes 8 sensor networks 11).

On FIG. 3 shows the layout of the sensor nodes 7 of the sensor network 14 of technical monitoring of the car.

On FIG. 4 shows an algorithm for the process of relaying data by sensor nodes 7 in the sensor network of car 14, which includes the following operations for each node: transition from the initial state to the monitoring data transmission mode, sending a ringing signal and selecting the best relay node according to the highest level of response signal, data transmission and returning to the standby state. Intermediate nodes 7 involved in the transmission of information, after receiving the ringing signal, answering the call, receiving and retransmitting the monitoring data, go into the "standby reception" mode. The sensor nodes of the sensor network that did not participate in the retransmission of monitoring data, after activation (transition from the standby reception mode to the main one and sending a response signal), return to their original state again.

Literature

1) Pat. RU 104904 U1 Russian Federation, IPC B61K 9/00 (2006.01) B61L 25/02 (2006.01). The system for monitoring the state of a rolling unit of a railway train [Text] / Boronenko Yu.P., Tsyganskaya L.V.; Joint-Stock Company "Scientific and Innovation Center "Vagony" (JSC "NEC "Vagony"). - 2017145947; dec. 12/26/2017; publ. 03/06/2019 Bull. No. 7.

2) R. W. Lewis, S. Maddison and E. J. C. Stewart, "An extensible framework architecture for wireless condition monitoring applications for railway rolling stock," 6th IET Conference on Railway Condition Monitoring (RCM 2014), 2014, pp. 1-6, doi: 10.1049/cp.2014.1008.

3) Pat.RU 193435 U1 Russian Federation, IPC B61L 25/00. A device for monitoring the parameters of movement and the technical condition of the rolling stock of the subway [Text] / Aleksandrovsky F.M.; Closed Joint Stock Company "IT Design". - 2019125992; dec. 08/17/2019; publ. 10/29/2019.

4) Pat.RU 2600420 C2 Russian Federation, SPK G01G 19/04 (2020.02); B61D 49/00(2020.02); B61K 9/00(2020.02); B61K 9/06(2020.02). Railway Freight Car Monitoring System [Text]/ Boronenko Yu.P., Dauksha A.S.; Limited Liability Company "All-Union Research Center for Transport Technologies" (LLC "VNITsTT"). - 2019114834; dec. 05/14/2019; publ. 03/11/2020 Bull. No. 8.

5) Bouaziz M., Yan Y., Kassab M., Soler J., Berbineau M. (2018) Evaluating TCMS Train-to-Ground Communication Performances Based on the LTE Technology and Discreet Event Simulations. In: Moreno Garcia-Loygorri J., Perez-Yuste A., Briso C, Berbineau M., Pirovano A., Mendizabal J. (eds) Communication Technologies for Vehicles. Nets4Cars/Nets4Trains/Nets4Aircraft 2018. Lecture Notes in Computer Science, vol 10796. Springer, Cham. https://doi.org/10.1007/978-3-319-90371-2 12

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7) Jo JH, Jo B, Kim JH, Choi I. Implementation of IoT-Based Air Quality Monitoring System for Investigating Particulate Matter (PM10) in Subway Tunnels. International Journal of Environmental Research and Public Health. 2020; 17(15):5429. https://doi.org/l0.3390/iierphl7155429

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9) Alawad H, Kaewunruen S. Wireless Sensor Networks: Toward Smarter Railway Stations. Infrastructures. 2018; 3(3):24. https://doi.org/10.3390/infrastructures3 030024

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Claims (4)

1. A system for monitoring rolling stock and infrastructure of railway transport based on wireless technologies, consisting of mobile and stationary parts that allow you to track the location, direction and speed of movement, the performance of parts and assemblies of cars, characterized in that stationary sensors have Wi-Fi modules for connection with access points of the Wi-Fi network of the train, consisting of a controller that manages access points, to which sensor nodes of sensor networks are connected to collect data on the technical condition of cars, GPS navigation receivers, a train base station based on a wireless infrared optical modem, connecting the local a Wi-Fi train network with stationary base stations operating in the infrared range, installed along the railway track, with access to routers and multiplexers of the road network of the fiber-optic information transmission system for connection to the switching center of the monitoring system. 2. The system according to claim 1, characterized in that the structure of the monitoring data transmission network based on decimeter Wi-Fi technologies is proposed for connecting access points of the local Wi-Fi network of the train with stationary sensors for monitoring linear and station objects of railway transport. 3. The system according to claim 1, characterized in that for the connection of train and stationary base stations, the technology of wireless optical communication channels in the infrared range is proposed, which makes it possible to protect the transmitted information from intentional electromagnetic interference. 4. The system according to claim 1, characterized in that for collecting data on the technical condition of the cars, a self-organizing sensor network of sensor nodes is proposed, which allows organizing an effective monitoring network inside the rolling stock, the data of which is transmitted to the acceptance center using the local Wi-Fi network of the train solutions and wagon depot.

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