RU57577U1 - SYSTEM OF CONTROL OF FUNCTIONAL CONDITION AND OPERATION OF THE LOCOMOTIVE MACHINER - Google Patents

Abstract

Scope: The proposed system relates to systems for monitoring and controlling the functional and physiological state of the operator, and can also be used to assess the level of alertness of a locomotive driver. The essence of the utility model: A system for monitoring the functional state and operability of a locomotive driver, comprising a locomotive electronics unit interconnected, a locomotive input and indication unit, a switching and recording unit connected to a locomotive electronics unit, a satellite navigation system receiver, a digital radio station, a rotation angle sensor, connected with an input and indication unit for locomotive safety handles connected to a receiver of a satellite navigation system the receiver antenna of the satellite navigation system, a digital radio channel antenna connected to a digital radio station, and the switching and recording unit is connected to the standard measuring systems of the locomotive and the braking systems of the locomotive, connected to the locomotive electronics unit, the input and indication unit of the parameters locomotive, the switching and recording unit, and digital radio station analysis and control unit and the driver’s location sensor connected to it, the driver’s position sensor in the chair, the floor sensor head burns, driver’s eye condition sensor, driver’s gaze direction sensor, locomotive control position sensors, driver’s voice communication recording sensor.

Description

The proposed system relates to systems for monitoring and controlling the functional and physiological state of the operator, and can also be used to assess the level of alertness of the locomotive driver.

A device for controlling a person’s wakefulness level is known, which contains a differentiator, the input of which is connected to the electrodes, and two integrators, the input of one of which is also connected to the electrodes, and the input of the other to the output of the differentiator, while the outputs of both integrators are connected to the inputs of the amplitude-time selector ( RF patent for the invention No. 2025731, class IPC G 01 N 33/483, publ. 30.12.1994)

The disadvantages of this device are its susceptibility to such interference as radiation from mobile phones, television towers, in addition, sweating, dirt, dust fractions accumulate in the places where the electrodes contact the driver’s body, which significantly changes the physical properties in the places where it contacts the electrodes. Associated with this is the low reliability of determining the functional state of a locomotive driver.

It is known that the CLUB-U integrated locomotive safety device containing a locomotive electronics unit (BEL-U), a locomotive input and indication unit (BIL-U), a switching and recording unit (BKR-U), a satellite navigation system receiver, is selected as the closest analogue (SNA), satellite receiver antenna (SNA), digital radio station (MOST), digital radio channel antenna (RK), safety handles (RB, RBS), angle sensor (Transport safety and technology. National Journal of Kata og №3 (4) in 2005. Modern means of interval control and train safety)

The disadvantage of this system is the lack of reliable systems for determining the functional state and operability of the locomotive driver, which can lead to emergency situations in rail transport.

The technical task of the proposed system is to increase the reliability and reliability of determining the functional state and operability of the locomotive driver.

The task is achieved by the fact that in the control system of the functional state and operability of the locomotive driver containing interconnected locomotive electronics, the input and display parameters of the locomotive, the switching and recording unit connected to the locomotive electronics, the receiver of the satellite navigation system, digital radio station, angle sensor turning connected to the input unit and display parameters of the locomotive safety handle connected to the satellite navigation receiver of a navigation system, the receiver antenna of a satellite navigation system connected to a digital radio station, an antenna of a digital radio channel, while the switching and recording unit is connected to the standard measuring systems of the locomotive and the braking systems of the locomotive; and registration and digital radio station analysis and control unit and the driver’s location sensor connected to it, the machine’s position sensor nista in the chair, head position sensor, driver’s eye condition sensor, driver’s gaze direction sensor, locomotive control position sensors, driver’s voice communication recording sensor.

The proposed system for monitoring the functional state and operability of the locomotive driver is shown in the diagram shown in figure 1. In figure 1, the following notation:

- locomotive electronics unit 1 (BEL-U);

- unit 2 for input and indication of parameters locomotive (BIL-U);

- block 3 switching and registration (BKR-U);

- antenna 4 receiver satellite navigation system (SNA);

- SNA receiver 5;

- antenna 6 of a digital radio channel (RC);

- digital radio station 7 (MOST);

- handles 8 security (RB, RBS);

- sensor 9 rotation angle;

- block 10 analysis and control (BAU);

- sensor 11 location of the driver (DMN);

- sensor 12 position of the driver in the chair (PDM);

- head position sensor 13 (DPG);

- sensor 14 condition of the eyes of the driver (DSG);

- gauge 15 direction of view of the driver (DNV);

- meters 15 position of the controls of the locomotive in their quality can be used rheostats, optical sensors or video surveillance systems;

- sensor 16 recording voice communication of the driver;

- standard measuring systems 17 of the locomotive (pressure sensors in the pressure and brake lines, in surge tanks, control devices for electric circuits of a locomotive, etc.);

- brake systems 18 of the locomotive.

The proposed locomotive driver control system operates as follows.

Before the start of movement, an electronic map of the train route is introduced in BEL-U 1, divided into sections for each of which the recommended speed is set. Throughout the movement of the train, the angle sensor 9 mounted on the fixed parts of the locomotive records the angle of rotation of the wheelset and transmits its current values to BEL-U 1. BEL-U 1 calculates the angular speed of the wheelset and translates it into the linear speed of the locomotive. In addition, the SNA 4 antenna receives signals from GPS and Glonnas satellite systems and transmits them to the SNA 5 receiver, which determines the latitude and longitude, the current time and speed of the train, and transmits this data to BEL-U 1. BEL-U 1 determines the average value of the locomotive’s speed based on the speed data received from the steering angle sensor 9 and the SNA 5 receiver. Having received data on the current coordinates of the locomotive, BEL-U 1 selects the corresponding section of the electronic map, issues the BIL-U 2 command to the the display of information on the recommended speed of the locomotive, and compares the recommended speed for this section with the actual average value of the speed of the locomotive. If the actual average value of the locomotive speed deviates from the recommended value by an amount not exceeding the maximum permissible (for example, less than 5%), then the movement

The train continues in normal mode. If the actual average value of the locomotive’s speed deviates from the recommended value by an amount that exceeds the maximum permissible (for example, more than 5%), then BEL-U 1 generates and transmits BIL-U 2 a command to display information on increased or reduced speed and to issue a voice command to the driver to reduce or increase speed, respectively. After that, the driver for a predetermined period of time (this time period is obtained by calculation and experimentally) must click on RB or RBS 8 and follow the recommendations received.

During the movement of the locomotive BKR-U 3 receives from the standard measuring systems 17 of the locomotive information on the status of components, assemblies, electrical circuits and other devices of the locomotive, analyzes it and if, somewhere, it detects a malfunction or deviation from the rules of technical operation (emergency situation), then through BIL-U 2 gives the driver a message about the occurrence of an emergency and recommendations for its elimination (if possible). If an abnormal situation can turn into a catastrophic one, BKR-U 3 turns on the braking system 18 of the locomotive and gives the BEL-U 1 command to generate and send messages about the situation to the control center using MOST 7 and its antenna 6 RK.

In the cab of the locomotive, DMN 11 and DPM 12 are installed, so that with their help BAU 10 can control the locomotive cab and the driver’s workplace, respectively. DPG 13, DSG 14 and DNV 15 are set so that they can control the position of the head and eyes of the driver during operation, their location opposite the driver’s face is most preferable. As DMN 11, DPM 12, DPG 13, DSG 14 and DNV 15, ultrasonic, infrared or optical sensors, video surveillance systems can be used. DMN 11 constantly records and transmits to BAU 10 information about the presence or absence of the driver in the cab of the locomotive. At the same time, if the driver is not in the chair, he must periodically press the RB or RBS 8. In this case, the BAU 10 does not process the signals received from the DPM 12, DPG 13, DSG 14 and DNV 15.

If, in accordance with the data received from the DMN 11, the driver is in the chair, the BAU 10 processes the signals from the DPM 12, DPG 13, DSG 14 and DNV 15.

If, in accordance with the data received from PDM 12 and DPG 13, BAU 10 concluded that the position of the driver and / or his head deviated from the norm, then, using the sensor 16 for recording voice communication, the driver BAU 10 registers the adequacy of the driver’s response to the meaning of the stimulus. For this, BAU 10 generates a sound stimulus in the form of at least one speech question (command) for an actively conscious action and passes it to the driver using BIL-U 2. In response, using BIL-U 2, BAU 10 registers the voice message of the driver in response to a question (command) and (or) the fact of the execution of the mentioned action. Next, BAU 10 compares the content of the question (command) issued through BIL-U 2 and the driver’s voice message or the actions performed by him recorded with the DPM 12, DPG 13 and / or meters 15 of the position of the locomotive controls, and on their basis BAU 10 does final conclusion on the level of the functional state of the driver.

If the driver is not required to perform any maneuvers for a long time, for example, on long hauls, and he, in accordance with the signals of the PDM 12 and DPG 13 for a certain period of time (for example, 1 minute), is stationary then BAU 10 determines the level of the functional state of the driver according to the DSG 14 and DNV 15 signals. First of all, using DSG 14, BAU 10 determines whether the driver’s eyes are open or closed, if they are closed, then BAU 10, using BIL-U 2, forms and gives the driver a sound stimulus (for example p, in the form of a whistle or siren) which should lead him out of a state of sleep. If using DSG 14, BAU 10 concluded that the driver’s eyes are not closed, then using DSG 14, BAU10 registers the time periods between closing (blinking) of the eyes, resizing (diameter) and / or pupil movement, and using DNV 15 - the direction of the look of the driver. If, during a certain period of time obtained by calculation and experimentally, blinking of the eyes does not occur, the pupils do not change their position and size and the direction of their gaze does not change, then BAU 10, through BIL-U 2, generates and gives the driver a sound stimulus (for example, in the form of a whistle or siren) which should lead him out of a state of sleep. If the driver does not exit the sleep state, then BAU 10 issues a command to MOST 7 to transmit to the control room, using antenna 6 of the PK, messages that the driver does not exit the sleep state. In addition, the BAU 10 can issue a command BKR-U 3 to turn on the braking systems 18 of the locomotive.

Thus, by introducing into the control system of the level of the functional state of the locomotive driver the active safety system of the locomotive and the driver’s position sensor in the chair, the head position sensor, the driver’s eye condition sensor, locomotive control position sensors and the driver’s voice recording sensor, reliability and reliability of the device.

Claims (1)

A system for monitoring the functional state and operability of a locomotive driver, comprising a locomotive electronics unit interconnected, a locomotive input and indication unit, a switching and recording unit connected to a locomotive electronics unit, a satellite navigation system receiver, a digital radio station, a rotation angle sensor connected to the input unit and indication of parameters by locomotive, safety handle, antenna of satellite receiver connected to receiver of satellite navigation system a navigation system, an antenna of a digital radio channel connected to a digital radio station, while the switching and recording unit is connected to the standard measuring systems of the locomotive and to the braking systems of the locomotive, characterized in that they are connected to the locomotive electronics unit, the input and indication unit of the locomotive parameters, the switching and registration unit and the digital radio station, the analysis and control unit, and the driver’s location sensor connected to it, the driver’s position sensor in the chair , head position sensor, driver’s eye condition sensor, driver’s gaze direction sensor, locomotive control position sensor, driver’s voice communication recording sensor.