Forced stoppage automatic system of locomotive shunting on station dead-end siding
SUBSTANCE: invention relates to railway ACS and telemetry systems and may be used in shunting operations on station dead-end siding. Proposed system comprises locomotive controller with locomotive board connected thereto, radio modem, relay unit to open electro pneumatic valve of forced braking and to switch locomotive traction control circuits. It comprises also the tower control device mounted at central control station and connected with data board, contacts of track indicating relay of railway station electric interlocking with data concentrator, radio modem to allow radio communication with the system locomotive equipment. Laser range finders are mounted at fixed buffers of the track control section to determine the distance from fixed buffer to approaching shunting train. Additionally, proposed system incorporates track controllers connected with data concentrator and appropriate laser range finders.
EFFECT: preventing collision of shunting rolling stock or locomotive on station dead-end siding with stationary obstacles.
The invention relates to the field of railway automatics and telemechanics and can be used during shunting on a dead-end track of the station as an additional means of improving traffic safety during shunting operations on a dead-end paths stations that are forced to stop when determining system dangerous approach shunting locomotive or composition with a stationary obstacle (travel stop) due to the automatic transmission to the locomotive command forced stop on the selected radio channel.
Known automatic shunting locomotive alarm (LITTLE), adopted as a prototype. System LITTLE is intended to ensure the safety of shunting on railway stations and prevent movement of the locomotive (composition) above the speed limit, and to automatically stop in front of the closed signal or place of work. The use of this system eliminates collisions of cars and locomotives at the stations and to prevent accidents due to errors of operating personnel. LITTLE includes station and locomotive equipment.
The main components of locomotive equipment LITTLE are: on-Board controller, the switch block, the block load indication and, the control unit, transceiver, and antenna.
The on-Board controller receives commands from the station apparatus through the transceiver. The controller polls the state of the electrical equipment of the locomotive through the unit and reads the information from the sensors. Information for the operator is displayed on the monitor screen of the display unit, and commands the driver enters into the on-Board controller with functional keyboard control unit. The locomotive apparatus can operate in three modes: manual, Autonomous and remote control.
As channel information transfer from stationary devices on the locomotive in the system is LITTLE used digital radio, operating in the range of 460 MHz. Digital radio system in conjunction with high-performance computer provides efficiency management locomotives and track their locations unreachable by traditional means.
Application software FOR avionics LITTLE is a standard DOS application running in real-time. BY continuously monitors the state of motion of the locomotive, keyboard, electric locomotive, data radio channel (telegrams Post) and displays it on the monitor information on the permitted speed, idamay speed on the next isolated sections, the number of free peredelami block sections, the distance to the first on-the-go insulated joint; the distance to the job site and to the end of route assignments; the prescribed mode of operation and a given route and other information. In critical situations the program affects the management of the propulsion engine and produces smooth or its emergency braking.
Control of information transmitted between the station and locomotive equipment is carried out according to the Protocol CRC32.
Functional safety LITTLE based on which was extremely important for the design of equipment both at the level of read data from relay electrical interlocking and data processing, user input and output of operational data, as well as management of moving objects over the air (see V. Zorin, E.E. Suhina, PV Titov "Microprocessor locomotive safety system trains a new generation of world Railways No. 7, 2003, p.61).
A disadvantage of the known system is the lack of resources to effectively avoid collision shunting composition path stops when settling on a dead-end platform path station wagons forward due to insufficient accuracy in the measurement of the distance from the blind end of the head car closer is eghosa shunting structure.
The technical result of the invention is to create a system for preventing collision of rolling stock or locomotive during shunting on a dead-end track of the station with a stationary obstacle (travel stop).
The technical result is achieved in that in the automatic system to force stop shunting locomotive when conducting maneuvers on a dead-end paths stations containing placed on the locomotive the locomotive controller connected to the remote locomotive, and a radio, a relay unit, intended for the opening of the electropneumatic valve forced braking and switching circuits control traction locomotive, located on a Central control point, the control device inspection, coupled with remote information, contact repeaters track relays electrical interlocking railway station, with the data hub and a wireless modem that provides radio communication with the locomotive equipment system according to the invention on a cul-controlled stops the track sections placed laser rangefinders, to determine the distance from the buffer stop before approaching shunting composition and entered controllers travel, which is connected to the data concentrator and the corresponding hole is rnym the finders.
Technical solution with the above combination of features allows you to prevent collision of rolling stock or locomotive with dead stop during shunting on a dead-end track of the station through the use of a laser rangefinder that provides high accuracy of determining the distance from the blind end of the rolling stock and the speed of its movement and due to the transfer command forced stop locomotive in excess of the permissible speed at a particular distance from the leading car up to the limit stop.
The invention is illustrated by drawings. Figure 1 and figure 2 presents the scheme of the automatic system to force stop shunting locomotive when conducting maneuvers on a dead-end paths stations.
Automatic system of forced stop shunting locomotive when conducting maneuvers on a dead-end paths stations includes a control device inspection 2 placed on the post electrical interlocking railway station and connected with contacts repeaters track relay electrical interlocking railway station (not shown), with the data hub 3 connected through the controller travel 4 with laser rangefinders 6, as well as through radio channels with the locomotive equipment is the Finance shunting locomotives. The data hub 3 is connected track equipment placed with travel stops on controlled dead-end paths.
On each locomotive placed the locomotive controller 8 connected to the remote locomotive 9, unit 7, the relay unit 11, connected to electric control circuits thrust of the engine and the valve is forced braking 10.
The Central control point, located on the post electrical interlocking, train station contains a control device inspection 2 connected to the radio modem 5, control information 1 and contacts repeaters track relays electrical interlocking railway station.
Track equipment placed with travel stops controlled dead-end roads, contains laser rangefinders 6, each of which is connected to the correct path controller 4 connected to the communication line to the data hub 3 via a wired communication line connected to the control device sentry 2, installed at the Central control point and connected to the radio modem 5.
Automatic system of forced stop shunting locomotive for shunting on a dead-end paths stations operates as follows.
On a cul-stop path is set to track equipment, containing the e laser rangefinder 6, directed along the axis of a dead-end railway track in the direction of approaching vehicles and the track controller 4.
The data concentrator 3 is designed to collect data from the laser range finder 6. Laser rangefinders 6 in the system can be up to 16 pieces. The data concentrator 3 dedicated wired communication lines connected with the equipment of the Central control point.
The control device inspection 2 is a Central processor of information and provides the processed data from the laser range finders 6 all dead-end roads on which they are installed. Produces a definition of acceptable speed shunting stock (locomotive) depending on the measured distance from the head up to the limit stop and the speed of the composition, and transmits as data on the locomotive and the teams on the use of forced braking maneuver in case of detection of a possible collision with dead stop dead-end road. Identify the possibility of collision is made on the basis of determining the value of the braking distance S shunting part of its motion speed V (Fig 1).
The locomotive equipment is used for interaction between the locomotive engineer and system using the remote locomotive 9. The locomotive controller 8 provides control equipment the investigation, unit 7 serves to organize, jointly with the radio 5 Central point of control channel data transfer between shunting locomotives and equipment Central control point. The relay unit 11 produces effects on the electrical control circuit of the traction engine and the valve braking force 10 from disabling the traction mode of the locomotive and run hard braking maneuver composition.
During the occupation of rolling stock, dead-end road data from the respective repeaters track relays electrical interlocking railway station is served by the control device inspection 2, which produces the appropriate laser rangefinder 6 installed on a cul-stop dead-end road. Laser rangefinder 6 starts to measure the distance S from the head coach (in the direction) of approaching shunting staff. The data rate of the distance from the laser rangefinder 6 to approaching head coach continually arrive in the control device inspection 2 through the data concentrator 3. The data used by the control device sentry 2 to determine the permissible speed shunting structure on dead-end road on the basis of the calculation table according to the stopping distance from a speed and number of cars.
The system provides the definition of a dangerous approach of a train with a stationary obstacle by comparing the actual speed V with a valid V depending on the distance S to the obstacle.
Permissible speed V is determined based on the braking distance for individual locomotives (depending on type) and shunting of trains (depending on length, weight, and other), and also taking into account the maximum delay time to the transmission of commands to force stop the locomotive from the moment of its formation to the moment acting on the brake and the traction equipment of the locomotive.
If V≥V, the system over the air via radio modem 5 transmits the command braking force on shunting locomotive, producing settling of the cars in this dead-end path.
Service information: permissible speed, the actual speed of the motion, the distance from the blind end of the head carriage shunting structure is transmitted to the locomotive radio and displayed for the operator of the locomotive to the remote locomotive 9.
The process of transferring data from a device to control the constable 2 radio on shunting locomotive ends at receipt from repeaters track relays electrical interlocking train station signal OS is obozrenie composition of the corresponding dead-end road.
Service information: permissible speed, the actual speed of the motion, the distance from the blind end of the head carriage shunting structure is displayed on the remote information 1 posted at the workplace of the head of shunting at the station (duty station)that allows you to control the movement of the stock on the dead-end road station. If the command execution is forced braking is enabled optical and acoustic signalling of the locomotive engineer and the head of shunting on railway station.
The system determines the speed restrictions shunting movements and if the actual speed shunting composition, calculated on the basis of data obtained from the laser range finder 6 will exceed the set speed on this section of road laid in memory of the control device of the constable 2, the locomotive engineer will be informed of the speed limit (optical and acoustic alarm).
All data transmitted from the laser rangefinders 6, operator actions, the head of shunting at the station with remote control information 1 and the actions of the driver shunting locomotive with remote control locomotive 9 is registered in registrars of locomotive equipment and devices control stowage.
Automatic system of forced stop shunting locomotive when conducting maneuvers on a dead-end paths stations containing placed on the locomotive the locomotive controller connected to the remote locomotive, and a radio, a relay unit, intended for the opening of the electropneumatic valve forced braking and switching circuits control traction locomotive, located on a Central control point, the control device inspection, coupled with remote information, contact repeaters track relays electrical interlocking, train station to the data hub, and a radio that provides radio communication with the locomotive system equipment, characterized in that on a cul-stops controlled sections of path posted by laser rangefinders to determine the distance from buffer stop before approaching shunting composition and entered controllers travel, which is connected to the data concentrator and the corresponding laser rangefinders.
SUBSTANCE: invention relates to train radio communication systems and may be used for centralised dispatcher control at railway transport. Proposed system comprises automated workstation of train dispatcher arranged at central dispatcher station with its PC connected via digital interface with stationary control post radio station which, via wire dispatcher communication channel, is connected with stationary radio stations of intermediate stations. Every stationary radio station is connected via digital radio channel with locomotive onboard radio stations in zone of stable radio communication. Locomotive onboard radio station is connected via onboard digital interface with onboard control device. Locomotive is equipped with unit determining train location boundaries and message generator connected via onboard digital interface with onboard control device. Central dispatcher control center is equipped with message serves connected via communication digital interface with personal computer of automated train dispatcher workstation.
EFFECT: higher reliability and safety.
SUBSTANCE: invention relates to railway automatic control systems and serves to automatically control shunting routes. Proposed device comprises control board and locomotive hardware. Control board consists of train number setting device, motion program setting unit, adder, controlled switch, communication termination generator, comparator, indicator, first decoder, encoder and control board radio station. Locomotive hardware comprises second decoder, comparator, train number dialing unit, communication termination memory, second controlled switch, second adder, second encoder and locomotive radio station. Control board and locomotive radio stations consists of transmitter and receiver to operate in frequencies F1 and F2.
EFFECT: higher reliability and noise immunity.
SUBSTANCE: set of inventions relates to planning railway freight trains. Proposed method comprises determining presence of traffic block along track and indentifying first train in said block. Then, back run area around traffic block is determined and selecting safe position outside said back run area for second train preplanned to enter run area by back run. Then, second train motion is planned in safer position. Alternative resources are identified to ease traffic block and first train motion is planned using said identified alternative resources. In compliance with another version, traffic block is determined, train approaching said traffic block is identified to determine back run area around said traffic block. Back run area is defined as function of one of below parameters: trains density in traffic block, trains density in remote area, type of traffic block, its size and tracks topography. Now, safe position outside traffic area and selected train motion is replanned to retain said train in safe position. Safe position is taken to be area wherein trains may move on rails.
EFFECT: preventing traffic blocks.
6 cl, 2 dwg
SUBSTANCE: proposed system comprises safety subsystems, service braking and train automatic control subsystem, separate functional units including onboard radio transceivers, locomotive signaling and satellite navigation receivers, track and speed pickups, locomotive equipment fault detectors, locomotive pneumatic braking system pressure pickups, engineman wakefulness control unit, interactive data display, essential data manual input device, and data register with nonvolatile memory. Subsystems and functional units are interconnected via system CAN-interface. Every subsystem in provided with route electronic card and electronic data base comprises thresholds of tolerable speed by motion coordinate. Locomotive wheel flange lubricator control unit is connected on CAN-interface and, via separate input and digital communication line, with output of vibro acoustic signal processing unit, said vibro acoustic signals being emitted at points of mechanical interaction between locomotive wheels and rails. Coordinates of track sections to be lubricated are entered into route electronic card. Electronic data base of safety subsystem, automatic braking control subsystem and train automatic control subsystem comprises data on said track sections intended for selecting wheel flange lubrication control modes at preset combinations of rolling stock motion and expected amplitude time-and-frequency characteristics of processed vibro acoustic signals.
EFFECT: higher safety.
2 cl, 1 dwg
SUBSTANCE: invention relates to railway ACS ad telemetry systems and may be used to detect unauthorised initiation of signal light or its faulty operation. Proposed system comprises computer-aided workstation of train dispatcher or station supervisor (TD or SS), control unit, actuator that includes train route input device and train route execution device. Outputs of said units are connected to TD or SS board. Outputs of train route execution device are connected to signal light control hardware while control output of TD or SS device is connected to train route input device input. Control unit comprises signal light interrogation unit, decoder, control unit, time selector, inverter and signal light state determination unit. Signal light interrogation unit, decoder, control unit, tie selector and inverter are connected in series. First, second and third control inputs of signal light state determination unit are connected to outputs of decoder, time selector and inverter, respectively. One outputs of signal light state determination unit are connected to train route execution unit inputs while its other outputs are connected to TD or SS board inputs. Inputs of interrogation unit are connected to signal light control hardware. TD or SS device is connected via communication channel with hardware and software of communication and signaling service dispatcher workstation.
EFFECT: higher reliability of signal light operation.
SUBSTANCE: invention relates to railway transport and can be used in centralised railway transport control systems. The system contains central control room and distributed controlled rooms. In each control room there is computer of train traffic control operator WKS. Ports of this computer are connected with the first port of electric interlocking tower hardware unit, remote control and signalling devices unit and stationary device for radio communication with locomotives. In each control room, the ports of remote control and signalling devices are connected with communication channels, and stationary radio communication device is connected with on-board transceivers. In each locomotive, the on-board computer ports are connected with on-board transceiver, display, train movement control unit and satellite navigation system receiver. In each distributed controlled room, on-duty mode control unit and switching unit are introduced. The remote control and signalling devices unit is connected with on-duty mode control unit which connected with the second port of electric interlocking tower hardware unit via switching unit.
EFFECT: system provides lower operation costs and higher reliability and durability of electric interlocking tower hardware while keeping its safety as well as lowering capital expenditures for connecting to the system of remote and low-active field stations not linked with central control room by protected communication channels.
FIELD: information technologies.
SUBSTANCE: control computer complex of shunting automatic locomotive alarm comprises the following components installed in a single frame - a multiprocessor computer system with a terminal including a monitor and a keyboard, network switchboards, a modem pool with inbuilt modems and sources of power supply, supply splitters, receivers of satellite navigation facilities, terminal boards and a station comparison device. At the same time the multiprocessor computer system comprises controllers of a central processor with a board of back input/output, a controller of a data base with a board of back input/output, sources of power supply, multiport units with boards of back input/output, an intersystem gateway with a board of back input/output, a controller of satellite navigation facilities with a board of back input/output.
EFFECT: improved reliability and safety of traffic control complex at railroad by reduction of information processing time, increased extent of noise immunity.
SUBSTANCE: invention relates to railway telemetry and ACS and may be used for preventing inadequate actions of operation personnel in emergency and abnormal operation of ACS. Proposed system comprises computerised workstation of traffic controller or station supervisor (TSWS or SSWS) including data input unit and data display, control unit made up of regulatory data storage unit, input data unit, comparator unit and decision-making unit, electric centralisation unit with floor electric centralisation devices connected to control unit and floor hardware state control unit, all said units being connected in series. One inputs/outputs of control unit and floor hardware state control unit are connected via actuators hardware to inputs/outputs of linear post unit connected via data bus with software-and-hardware device of TSWS or SSWS. Appropriate outputs/inputs of software-and-hardware device of TSWS or SSWS are connected to inputs and outputs of input data unit and decision-making unit. Output of regulatory data unit is connected to second input of comparator unit.
EFFECT: preventing inadequate actions of operation personnel in emergency and abnormal operation of ACS.
SUBSTANCE: invention relates to railway transport and may be used for train control. Method of train control consists in using diagnostics system track equipment to generate flow of diagnostics data on train axle box heating level at different time intervals. Data flow is transformed by logical primary interpreters into flow containing primary digital data on measured temperatures at various particular points of axle box, said data is filtered to remove random noised therefrom and provided with temporary tags and numbers of axle boxes determined by axle box counters and car counters. Data flow is processed by primary service subsystems and converted into flow containing data on excess axle box heating rate and extra data on level of emergency to be transmitted to train operator. Converted data flow is transmitted by stationary radio communication means to locomotive onboard radio communication hardware for further transmission to primary service subsystems corresponding to appropriate automatic driving subsystems and locomotive data visualisation. Data visualisation is performed for making decision on train speed operating conditions.
EFFECT: expanded performances.
FIELD: physics, communications.
SUBSTANCE: invention relates to telecommunication equipment and can be used on railway transport for technical radio communication and radio communication of workers organising movement of trains. The system for integrated digital/analogue railway radio communication has mobile radio station (1), dispatcher control panels (2), base radio stations (3), a switching unit (4), a transcoder (5) and a base station controller (6), a visiting (7) and a home (8) location recorder, an equipment identification unit (9), a computer (10) for an automated workstation for a radio communication operator. The system also has control panels for station duty officers (11), primary multiplexers (12), a first EI/Ethernet gateway (13), a radio station position server (14), stationary radio stations with digital interfaces (15), a second (16) and a third (17) EI/Ethernet gateway, a real-time technical communication control station (18), real-time technical communication execution centres (19), stationary radio stations (20) with an analogue interface, a unit of intercommunication devices for station duty officers (21).
EFFECT: meeting requirements for management engineering used on railway transport, new possibilities for an integrated system, as well as efficient control of a communication network and design of a modern system for its operation.
3 cl, 1 dwg
FIELD: railway transport; signaling and communication.
SUBSTANCE: proposed group of invention relates to railway automatic controls and is designed for shunting of electric trains and complies with specific requirements to monorail transport system. Electric depot of monorail transport system consists of outer and inner parking tracks for electric trains before entrance and exit gates and inside depot and also transborder. Control line contains digital computer complex connected by communication lines with stationary and mobile control objects outside and inside depot and furnished with subscriber devices and transmit-receive antenna distributed along parking tracks and make in form of radio radiating cables, and stationary and mobile control objects state pickups, stationary and mobile devices generating control signals and system to determine position of electric trains. Stationary control objects are assembled into device representing mimic diagram of depot, alarm bell drive, gate and transborder drives, light signals. Mobile control objects are grouped in electric trains, on parking tracks outside and inside depot and on transborder. Stationary devices for generating control signals are grouped in workstations with stationary control panels, and mobile control signal generating devices, in carry-on remote control panels of depot operator on duty and control cabin of electric train. Stationary control objects, state pickups found of said objects, workstations and system to determine position of electric train are connected with computer complex by wire and/or wireless communication lines by means of access units, and mobile control objects are connected with computer complex by wireless communication lines through access units. Method to control shunting operations in electric depot of monorail transport system includes three steps: receiving of electric train at depot from route of monorail transport system, departing of electric train from depot to route of monorail transport system and re-positioning of electric train inside depot. Depot dispatcher, operator on duty and electric train driver are engaged in said operations.
EFFECT: improved shunting in depot of monorail transport system owing to optimization of control.
14 cl, 3 dwg
FIELD: public transport.
SUBSTANCE: proposed system contains two control circuits, namely automatic and manual ones. Automatic circuit includes two on-board controllers, first data display device, speed sensor, position sensors, series interfaces and motor controllers. Manual circuit includes control panel with control outputs, series interface and second data display device.
EFFECT: provision of centralized high-accuracy graph-and-internal traffic control of monorail trains, improved safety of passenger carriage.
FIELD: railway transport; signaling and communication; traffic control.
SUBSTANCE: proposed system containers two processor sets operating synchronously according to similar program, built-in hardware circuit to which indicated processor sets are connected and which is designed to compare operation of processor sets and to act onto operation of system if one of sets fails. System is essentially monoblock of multimodule structure including module of central processor consisting of said two processor sets, at least one interface data acquisition module concerning condition of objects of railway station and adjoining block sections, interface modules forming control signals acting onto actuating signaling devices and interface modules to transmit important orders. All modules are intercoupled by system bus consisting of two identical buses, each being connected to corresponding processor set. Invention is aimed at enlarging functional capabilities of system i.e. developing failure-free system to control large number of objects at stations and track block section with possibility of control, improving stability of operation owing to use of transition into protected disconnection state or protected failure in modules designed for implementing important orders.
EFFECT: enlarged operating capability of system.
7 cl, 2 dwg
FIELD: railway transport.
SUBSTANCE: invention relates to simulation of variants of train movement along two-track section and it can be used in corresponding hardware-software systems for working out decisions at control of traffic in definite period of time on section and bringing to minimum service expenses related to handling of traffic at preset conditions. Characteristics of each train are preset as composite distributed object in form of array of data including data on locomotives and cars. Data on section are completed by arrays of data of corresponding stations, said data arrays include number and length of tracks. Parallel and independent simulation of movement of each train are carried out by changing at each step of simulation the state of section data arrays owing to interaction with data arrays of trains.
EFFECT: possibility of evaluation of service characteristics of movement of trains according to train sheet, working out schedule providing minimization of service indices, expenses and working out of traffic control decisions.
4 cl, 6 dwg
FIELD: railway transport; signaling and communication.
SUBSTANCE: proposed system includes central web-portal, central processing complex, automated workstation for checking execution of technological norms of traffic control, railway transport automatic control system, control computer complex and two-circuit system for interaction with traction rolling stock. Railway transport automatic control system contains data base, provides acquisition of data from railway automatic and telemetering devices and transmission of said data to central processing complex. Combination of central processing complex and workstations provides monitoring of technological discipline, training of personnel, operative system to make a decision at level of railway traffic control center.
EFFECT: improved control and efficiency of operation of rolling stock.
FIELD: railway transport; communication.
SUBSTANCE: proposed improved railway communication system is made to eliminate communication conflicts. System contains first radio communication system operating of first frequency band of about 450 MHz for communication with locomotive. System contains also second radio communication system operating in second frequency band differing from first frequency to exclude relative interference for first radio communication system for communication with locomotive. Processor installed in locomotive provides possibility of selective reaction to set control signals to provide operation of locomotive by proper control signals.
EFFECT: provision of effective operation of existing devices (no need of taking new norms), reduced levels of radio power and radiated electromagnetic noises, reduced interfering reflections of communication means operating in shunting station.
37 cl, 3 dwg
FIELD: control systems.
SUBSTANCE: invention pertains to control systems and can be used for automatic control of motion and providing for safe movement of passenger electric trains, in particular the subway. The control system for movement of electric trains consists of speed track sensors placed in the front and tail end wagons, track correction sensors, coils for the inductor channel, an antenna with a radio communication unit, engine driver terminal unit, electro-pneumatic valve control unit, onboard computers, relay commutation units, serial interfaces, as well as wagon relay commutation unit, wagon controller units and wagon engines controllers.
EFFECT: provision of independent ways of transmitting information and commands; elimination of possibility of accumulation of failures and erroneous opening of doors; increased reliability of controlling and diagnosis of the circuitry of the system and equipment of the wagon; reduction of the effect of human factors; increased safety of passenger transportation.
SUBSTANCE: invention relates to automated train dispatching. The proposed system incorporates a micro-processor based control system, a global positioning system (GPS) with satellite signal receiving antenna, a locomotive crew interface with required power/range with a directional antenna, I/O subsystem, a braking signaling device connected to the braking mechanism to control the locomotive speed, a message display with a sound and/or visual signaling system and a power supply, preferably, made up of a storage battery and a transformer. All units and devices are functionally interconnected.
EFFECT: efficient prevention of railway incidents.
3 dwg, 1 tbl
FIELD: transportation, physics.
SUBSTANCE: transport system consists of rail backtracking network and transport directed in this backtracking network, at that corresponding transport facility is provided with sensors (1-6) for detecting optical and acoustic data, information about temperature and acceleration both on it's front end in direction of moving and on opposite end. One of the sensors is laser scanning device and the sensors are connected with control computing device located on transport facility. Computing device is a part of telematic system for transport system monitoring and controlling, at that the sensors interact with active and passive signalling devices in backtracking network where freely positioned end and stop signalling devices are installed.
EFFECT: increase of functionality and reliability of transport system.
8 cl, 3 dwg
SUBSTANCE: handheld communication device for control of locomotive without engine-driver as per railway track layout of railway yard contains first and second user displays. Locomotive is intended for work at a number of alternative track routes. Layout of track routes contains a number of switches intended for change of locomotive routes. Combination of first and second user displays in handheld device secures performance of respective command and control operations by device operator. In second version device contains user display securing for operator capability of controlling condition of switches along route by handheld communication device without interference of other personnel. In third version device contains user graphic interface intended for appointment of place of destination for locomotive. In fourth version device contains user display for appointment of place of destination for locomotive and providing for feedback for messages on check-up. Locomotive route choice system contains handheld communication device and system of control of railway yard.
EFFECT: creation of handheld communication device.
10 cl, 3 dwg