RU91493U1 - PASSENGER TRAIN SECURITY AND COMMUNICATION SYSTEM - Google Patents

Abstract

1. The security and communication control system of a passenger train, comprising a central control system and at least one antenna module mounted on the roof of the head carriage, each antenna module comprising at least two DECT base stations, two cross-polarized antennas located inside the antenna module so that the radio signal covers all the cars of the train, while the DECT base station is connected by two RF cables to the cross-polarized antenna, the antenna module is connected to the central control to her system, ensuring the operability of DECT base stations and ensuring their heating for operation at low temperatures, an alarm transmission device — a repeater for transmitting alarm signals from railway car alarm systems — is installed in each train car, and an alarm transmission device — a relay in the head car connected to an internal DECT antenna, and in other cars it is connected to an external DECT antenna, which is a whip antenna with a stand, p Connected to the alarm transmission device - to the repeater by the feeder, to each alarm transmission device - to the relay are connected the axle bearing heating control system, the fire alarm system, as well as the hazard alarm button, the alarm transmission device - the relay contains a socket for charging and registration of the portable conductor terminal and configured to generate voice messages for transmission to the conductor of the car and the head of the train, while the system

Description

The technical solution relates to the field of wireless communications, namely, radio communications between subscribers, at least one of which is located in the vehicle, and can be used to provide the passenger train with wireless address emergency alarm and intercom.

This development is intended for use in communication systems on passenger trains of commuter and long-distance for the purpose of organizing communication channels and transmitting alarm signals, as well as messages about the creation of emergency situations in a passenger train. The device was developed on the basis of DECT technologies and allows equipping passenger trains with data and telephony devices, and can be used in a flexible system for forming the composition of a passenger train consisting of staff and passenger cars.

This development belongs to the type of devices known as “complex systems (according to the definition introduced in the Big Encyclopedic Dictionary“ Polytechnic ”(M.,“ Big Russian Encyclopedias, 1998, p. 488)).

In the future, when characterizing the claimed technical solution, the following terms and concepts will be used:

- “address” alarm - an alarm transmitted to a predetermined subscriber (or group of subscribers) in automatic mode and in a predetermined sequence.

- central control system - a device that controls the operation of base stations included in the system, made on the basis of a PC.

- proprietary telephone - a device that visually displays the status of connections in the network and allows direct connection with subscribers and performing configuration operations.

Known (RU, patent 2058670, 1996) is a train dispatch communication system characterized by the presence of a dispatch control panel connected to stationary radio stations of a dispatch circle of communication by means of a primary or backup wire line, each radio station consisting of a block of switches connected in series to a selective connection unit, a linear block and a transceiver connected to the antenna, the signal inputs of the switch block being the outputs of the main and backup lines one connection, one of the control inputs of the switch block is connected through the linear block to the output of the transceiver, the second output of the first selective amplifier is connected to the second input of the selective connection block, while a second selective amplifier is introduced into each stationary radio station, the input of which is connected to the output of the transceiver, the first and the second control signal shapers, the inputs of which are connected to the outputs of the first and second selective amplifiers, respectively, and the outputs are connected to the second and third control the inputs of the switch block, and the input of the block of selective connection through one of the contacts of the switch block is connected to the output of the main or standby wire communication lines. The block of switches can be made in the form of series-connected keys with separate control circuits of a selective connection.

A disadvantage of the known technical solution is the lack of automatic remote control of the state of the vehicle.

Also known (RU, patent 2206177, 2003) is an on-board communication network of rolling stock, characterized by the presence of a control and diagnostic panel (wearable console of the train head), in each carriage of rolling stock terminal devices (in the form of mobile radiotelephones for personnel and passengers, radio sensors and executive devices of the car automation system, miniature video surveillance terminals and other necessary devices) and a unified switching unit (in the form of a base station), a digital radio link connecting the on-board network the rolling stock with external communication systems, and the connection between the terminal communication devices and the unified communication node, as well as between adjacent unified switching nodes is carried out via the radio channel, while the frequency range and level of the radio signal in the radio channel are selected so that the communication terminal devices only communicate with the unified switching unit of the car in which the communication terminal devices are currently located, and the control and diagnostic panel is made mobile and It is called on a radio channel with the unified switching unit of the car in which the remote control and diagnostics is currently located.

Known on-board communication network operates as follows. The control and diagnostics panel (wearable terminal of the train head) transmits and receives a radio signal at any point of the train through a network of unified switching nodes, both when a train head receives a radio signal from a terminal device or when a radio signal is transmitted to a terminal device, including during a passenger’s conversation by personal mobile phone with a subscriber remote from the train.

A disadvantage of the known on-board system should be recognized as the presence of only one control panel and diagnostics made in the form of a wearable version of the train head, a large number of switching nodes and the lack of automatic monitoring of the wagon condition.

The closest analogue of the developed system can be recognized (RU, patent 0046895, 2005) as a passenger train safety and communication control system characterized by the presence of a central control system and DECT base stations, with each base station connected to a central control system, to each DECT base station via RF the connectors are connected by two antennas mounted on the roof of the car, at least one device for transmitting alarms from the alarm systems of the railway car by forming I have voice messages for transmission to the wagon conductor and the head of the train, including the DECT radio socket, a voice auto-informant, a wearable terminal with a keypad, and an alarm transmission device connected to the outputs of the car’s emergency and fire alarm systems, at least one wearable conductor terminal for receiving signals about accidents and two-way automatic telephone communications, at least one repeater for amplifying radio signals, at least one handset in the service compartment There are at least one hazard warning button.

A disadvantage of the known security and communication control system of a passenger train should be recognized as the difficulty of its use, subject to the flexible composition formation, i.e. replacement of cars included in the passenger train. In the event of a change in the composition of the wagons that make up the passenger train, the use of the known system does not automatically determine which of the wagons an emergency occurs, since the known system does not automatically link each wagon of the passenger train to the head-car, in which all emergency situations occurring in this train.

The technical problem solved by the proposed developed system is to develop an improved security and communication control system for a passenger train.

The technical result obtained by the implementation of the proposed system is to increase the safety of operation of a passenger train in a flexible formation of the composition of the passenger train.

To achieve the technical result, it is proposed to use a passenger train safety and communication control system containing a central control system and at least one antenna module mounted on the roof of the headquarters car, each antenna module containing at least two DECT base stations, two cross-polarized antennas located inside the antenna module so that the radio signal covers all the cars of the train, while the DECT base station is connected by two RF cables to the cross- the polarized antenna, the antenna module is connected to the central control system to ensure the operation of the DECT base stations and ensure their heating for operation at low temperatures, an alarm transmission device is installed in each car of the train - a relay for transmitting alarms from the alarm systems of the railway car, headquarters car alarm transmission device - the repeater is connected to the DECT internal antenna, and in other cars it is connected an external DECT antenna, which is a whip antenna with a stand, connected to an alarm transmission device - a repeater by a feeder, to each alarm transmission device - a relay, a heating system for axle bearing heating, a fire alarm system, as well as a hazard warning button, an alarm transmission device are connected - the repeater contains a socket for charging and registering the wearable terminal of the conductor and is configured to generate voice messages for transmitting them to the wagon conductor and the train head, while the system further comprises at least one wearable terminal for receiving signals about accidents and two-way automatic telephone communication between the conductor and the train head. Preferably, the system comprises two antenna modules. In an advantageous embodiment, the wearable terminal is a microassembly made on a printed circuit board on which a central processor module, power circuit, microphone interface, speaker interface, internal synchronization circuits, read-only memory device and radio module are installed, while these circuits are connected to the central microassembly processor . The system may further comprise a satellite communications station, preferably connected to a central control system, allowing connectivity through an antenna module. However, it is possible to use an additional satellite dish. Also, the system preferably further comprises a train head laptop connected to the central control system, which can be used as a terminal communication tool or as a means of archiving information. In addition, the system may further comprise at least one payphone connected to a passenger train communication system and installed in one of the train cars. Depending on the conditions for implementing the system, it can contain up to 16 DECT base stations. In some embodiments of the system, the keyboard of the wearable terminal contains emergency keys for the train chief, police officer, and train electrician.

The work of the developed passenger train safety and communication control system (SKB and SPP) is based on the principles below.

The Central Control System (CSC), controlling the DECT base stations, emits a DECT carrier frequency signal along the entire length of the train through cross-polarized antennas. This supports the operability of all alarm transmitting devices - repeaters (UPAS - repeaters) and wearable terminals of this train.

Used UPAS - repeater is used for:

- receiving a DECT signal from the car roof by means of a whip antenna connected to it, signal regeneration, amplification and radiation inside the car;

- monitoring the hazard signaling button and existing car alarm systems, and if triggered, generating voice messages with their subsequent sending to the train crew by a certain algorithm;

- registration of the wearable terminal of the conductor in the system of hard currency and SPP.

Each UPAS repeater has a dynamic registration (binding) in the central control center. The specified function is implemented due to the ability to install various magnetic keys in the UPAS repeater. Magnetic keys are permanently registered in the central control center. Thus, depending on which set of magnetic keys will be used, a specific UPAS repeater and a portable conductor terminal will be registered in such a central control center and, therefore, in such a headquarters car. The keys are owned by the central control center and are stored in the headquarters car. When coupling an ordinary carriage to a train, magnetic keys are transferred to this carriage.

The developed system, when implemented in its full version, provides:

1. Automatic transmission of voice signals about emergency situations in wagons to officials of the train crew located at any point of the moving train or on the platform at a distance of up to 500 meters from the wagon in the line of sight.

2. Two-way automatic telephone communication between subscribers in the passenger train, both in the parking lot and on the move.

3. Transmission of emergency messages by the train manager from a portable terminal or system telephone.

4. Telephone communication of the train head with subscribers of the public telephone network.

5. Data transmission via satellite communication channel when using the laptop of the train chief;

6. Providing telephone services to passengers.

The structure of the proposed system includes the following nodes and elements:

a) the central control system combines the functions of switching equipment and connection control devices in the system. The central control system manages up to 16 DECT base stations, which are mounted on the roof of the staff carriage in antenna modules. The antenna module is a case, in which there are 2 DECT base stations, a heating system, 2 cross-polarized antennas. In the antenna module, each base station is connected by two RF connectors with a wave impedance of 50 Ohms with short cables (not more than 0.15 m), to reduce the distortion of the DECT signal, to a cross-polarized antenna. Each antenna module is connected to the central control center by a shielded twisted pair cable, through which control and power supply of DECT base stations with a constant voltage of 48 V, power consumption is not more than 50 W, as well as a power cable for the antenna module heating system. The dimensions of the Antenna Module are not more than 182X623X180 mm, and the mass is not more than 4.7 kg.

b) The alarm transmission device (hereinafter, the UPAS repeater) is intended for radio transmission to the central control system of alarm signals from existing car alarm and fire alarm systems to the wearable terminal for train crew officials located anywhere in the moving train and headquarters car to the workplace of the train chief. The UPAS repeater is also designed to amplify (relay) the signals transmitted from the central control system to wearable terminals and vice versa. The UPAS repeater can be connected via a TNC type connector with an RF cable with a wave impedance of 50 Ohms to an antenna located preferably on the roof of the car for correct operation in the DECT standard with antenna modules located on the roof of the head car (car with a radio compartment). The UPAS repeater has a socket for charging the wearable terminal with a constant voltage of 6 V, as well as a socket for charging an additional battery of the wearable terminal with the same voltage. The same slot is used to register a wearable terminal in SKBiSPP. On the front panel of the UPAS repeater are a microphone, a speaker, shortcuts for the head of the train, depot, police officer, TEM and the conductor of the current car, as well as a key to start the registration procedure of the wearable terminal in SKBiSPP, as well as an indicator of the beginning / end of the registration procedure for the wearable terminal, as well as an indicator of the readiness of the UPAS repeater to work. The UPAS repeater is also connected simultaneously to the existing car alarm and fire alarm systems. The UPAS repeater is powered by a constant voltage of 55-110 V. Power consumption is not more than 10 W;

c) The wearable terminal is made using DECT technology and is designed to connect the subscriber via a radio channel to the central control system. The wearable terminal also has a bright red panic button, which the train crew can use in case of a threat from public order violators or other incidents. When it is pressed, the UPAS repeater automatically dials the number of the police officer, pronounces the five-digit number of the car, and then “Alarm”. Also on the keyboard of the wearable terminal there are shortcuts for a police officer, train chief and train electrician.

The wearable terminal combines a display, a keyboard and a built-in handset for making voice calls. The terminal can be connected to the central control system for organizing voice calls from a wearable terminal or system telephone;

When implementing the proposed system, the following equipment is placed in the office compartment of the train head: central control center, memory unit for three wearable terminals, system telephone, power supply device, wearable terminals. In this case, the central control system has a wall mount and can be mounted on the side wall of the compartment. The system telephone is installed on the table. The portable terminal charger has mounting holes for wall mounting.

The following equipment is placed in the service compartment of the carriage conductor: UPAS repeater, antenna output, wearable terminal, hazard alarm button.

All antennas and antenna modules are installed on the roof of the car, and UPAS repeaters inside the car. The UPAS repeater has mounting holes for wall mounting.

To organize duplex radio communication between subscribers in the DECT system, a radio frequency band of 1880-1900 MHz is used, in which 10 physical radio channels (carriers) with a bandwidth of 1.728 MHz are located. To organize talk channels on each carrier frequency in the time domain, a breakdown was made into frames of 10 ms duration containing 12 pairs of time slots (using the time division multiple access method - TDMA). Duplex transmission mode is ensured through the use of the time division separation (TDD) method, in which during the first half of the TDMA frame information is transmitted alternately on 12 talk channels from the base station to wearable terminals, and in the opposite half during the next half.

The system operates in a continuous dynamic channel redistribution mode, i.e. the base station can automatically select the carrier frequencies, finding the available free carrier frequency and choosing the best (in terms of quality) free communication channel. If there is no free carrier frequency, the system automatically provides repeated connection setup requests. Thus, the frequencies are reused automatically, and the reuse pattern changes from connection to connection.

The operation of the station can be illustrated by the following examples:

1. Bo while the train is in the service compartment of the car, the “overheat axle” alarm is triggered. The conductor at this time is at the other end of the car, serving passengers. The UPAS-repeater of the carriage dials the telephone number of the conductor and transmits the “five-digit” number of the carriage by voice and then “heats up the box”, the same voice message is transmitted to the train head for decision.

2. At the station, when boarding passengers, a fire alarm is triggered in the service compartment of the conductors. The conductor at this time is on the platform. The UPAS repeater dials the number of the wearable terminal of the conductor and the train head and transmits the voice message "Fire and the five-digit number of the car." Having received this message, the conductor checks the car and detects passengers smoking in the wrong place. The wearable terminal immediately reports to the train chief about eliminating the cause of the fire alarm.

3. At night, a bully fight ensued in the car. The conductor calls a police outfit on the wearable terminal, which restores proper order.

4. Attackers block the wagon conductor, not allowing him to call and call for help. The conductor presses the hidden hazard alarm button, and the automation dials the number of wearable terminals of the transport police patrol and the train chief and transmits a voice message "Danger and five-digit car number."

5. A breakdown occurs in the generator of the car, the conductor serves passengers at this time, the UPAS repeater dials the number of the wearable terminal of the car conductor and tells him the “five-digit” number of the car and the “generator”

In this embodiment, the system provides:

1. Receiving alarms from car fire alarm systems, axle box overheating alarms, wheel lock alarms, and also from a hazard alarm button.

2. Formation of voice information corresponding to the received alarms and its transfer to wearable terminals to officials of the train crew.

3. Automatic telephone communications to officials of the train crew.

The specified voice message transmitted in emergency situations consists of:

- assigned car number (five digits);

- the words “Fire”, “Generator”, “Heated axle box” or “Alarm”.

The voice message transmitted when the hazard alarm button is pressed is transmitted to the head of the train and the transport police and consists of:

- assigned car number (five digits);

- the words "Anxiety."

Claims (8)

1. The security and communication control system of a passenger train, comprising a central control system and at least one antenna module mounted on the roof of the head carriage, each antenna module comprising at least two DECT base stations, two cross-polarized antennas located inside the antenna module so that the radio signal covers all the cars of the train, while the DECT base station is connected by two RF cables to the cross-polarized antenna, the antenna module is connected to the central control to her system, ensuring the operability of DECT base stations and ensuring their heating for operation at low temperatures, an alarm transmission device — a repeater for transmitting alarm signals from railway car alarm systems — is installed in each train car, and an alarm transmission device — a relay in the head car connected to an internal DECT antenna, and in other cars it is connected to an external DECT antenna, which is a whip antenna with a stand, p Connected to the alarm transmission device - to the repeater by the feeder, to each alarm transmission device - to the relay are connected the axle bearing heating control system, the fire alarm system, as well as the hazard alarm button, the alarm transmission device - the relay contains a socket for charging and registration of the portable conductor terminal and configured to generate voice messages for transmission to the conductor of the car and the head of the train, while the system It contains at least one wearable terminal for receiving signals about accidents and two-way automatic telephone communication between the conductor and the train head. 2. The system according to claim 1, characterized in that it contains two antenna modules. 3. The system according to claim 1, characterized in that the wearable terminal is a microassembly made on a printed circuit board on which a central processor module, power circuit, microphone interface, speaker interface, internal synchronization circuits, read-only memory and radio module are installed, this, the indicated circuits are connected to the central processor. 4. The system according to claim 1, characterized in that it further comprises a satellite communications station connected to a central control system. 5. The system according to claim 1, characterized in that it further comprises a laptop for the train commander connected to a central control system. 6. The system according to claim 1, characterized in that it further comprises at least one payphone connected to the communication system of the passenger train. 7. The system according to claim 1, characterized in that up to 16 DECT base stations are used. 8. The system according to claim 1, characterized in that the keyboard of the wearable terminal contains emergency keys for the train chief, police officer and train electrician.