RU2438903C2 - Mobile diagnostics complex - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to railway diagnostics complexes. Proposed complex comprises control and measuring complex and onboard computation complex. Said control and measuring complex comprises system to control and estimate track geometrical parameters, system for contactless control of rails geometry, high-speed rail flaw detection system, track defect visual detection system, train dynamics control system, speed georadar control system, structure approach speed control system, ACS and telemetry state high-speed control system, contact circuit state control system, analog radio communication parameter control system and digital radio communication parameter control system. Proposed complex is equipped with multiple-discrete track and geophysical track coordinate synchroniser connected with each control and measuring system. Onboard computation complex incorporates universal system for visualisation of synchronised data of all control and measuring systems equipped with integral interface, system with combination analysis and railway structure state forecast, as well as control system provided with communication with integrated data space of railway infrastructure.

EFFECT: higher speed and validity of measurements.

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Description

The invention relates to diagnostic complexes for automated assessment of the state of technical infrastructure facilities related to ensuring the safety of train traffic, and is intended for monitoring and diagnosing railway infrastructure. The complex is intended for diagnostics, analysis and prediction of the condition of such track objects as rails, sleepers, contact wires, bridges, tunnels, etc. The technical device reflects the state of the rail track geometry, rail wear, monitoring of rail defects, operating conditions — speed of movement of trains and others rail vehicles, dynamic loads, loads on the axles of the wheels, etc., as well as the characteristics of road schemes, the location of turns, curves and straight sections of the rail track, the location of the slopes and so forth

Known mobile flaw detector-tracker, made in the form of a car track, consisting of a body with two control cabins, a power plant, a running gear, a supporting frame and equipped with a universal automated diagnostic complex, consisting of a travel measuring system, a flaw detector system and an onboard control and computing complex, while the track measuring system comprises track measuring equipment including track measuring trolleys and equipped with a control system of track measuring equipment By inspection, the flaw detection system contains a tracking and search system equipped with a flaw detection control system, a flaw detector and a recording hardware and software system, and an onboard control and computing system contains an information-measuring system, a hardware-software complex and an equipment power supply system (utility model patent No. 62570, filing date 2006.11.07, publ. 2007.04.27, IPC B61K 9/08, “Mobile flaw detector-tracker”).

The well-known diagnostic complex consists of only two control and measurement systems that allow you to measure and evaluate a small part of the parameters that describe the technical objects of the transport network infrastructure, in particular, they control only the characteristics of the track’s upper structure - the orientation of the rails in three mutually perpendicular planes, their relative position on the sleepers, and rail defects, which does not allow a comprehensive assessment of the railway infrastructure and does not fully resolve the issues of improving safety traffic flow of trains.

A single-disc synchronizer, based on one fixed value of the distance traveled, is not able to fully ensure the high-quality operation of the diagnostic complex, reducing the quality of work to detect defects in rails, especially at increased speeds of a mobile flaw detector-tracker.

The objective of the proposed technical solution is to increase the efficiency of diagnostics of the railway infrastructure by increasing the speed and reliability of measurements, analysis and prediction of the state of its facilities.

The problem is solved due to the fact that the mobile diagnostic complex for automated assessment of the state of railway infrastructure facilities related to ensuring the safety of train traffic contains a complex of control and measuring systems equipped with a system for monitoring and evaluating the geometric parameters of the track, a non-contact high-speed monitoring system for the geometric parameters of the rails, and a high-speed system defectoscopy of rails, system of high-speed visual detection of defects p ty, train dynamics control systems, high-speed GPR control, speed control structures approaching the size, the speed control system of the state of railway automation and remote control systems, speed control state catenary system, monitoring system parameters analog radio system control parameters of digital radio; at the same time, the mobile diagnostic complex is equipped with a multi-discrete synchronizer along a single coordinate of the path and geographical coordinate associated with each of the control and measuring systems; the on-board control and computing complex is equipped with a universal system for visualizing the synchronized diagnostic results of all control and measuring systems, a system of combinatorial analysis and forecasting of the state of railway infrastructure facilities, as well as a control system equipped with external communication with a single information space of the railway infrastructure.

The complex of control and measuring systems allows simultaneously for one passage of the mobile diagnostic complex (MDC) at an operating speed of 1 to 140 km / h to determine and evaluate about 120 parameters of the state of the technical infrastructure of the railway infrastructure, providing a multilateral integrated full-scale assessment of its condition; at the same time, the equipment installed on the MDK is designed to operate at speeds of up to 250 km / h (the measured speed of the complex can reach 300 km / h). A multifunctional complex of control and measuring systems provides complex processing of a complex and diverse set of data, different in their technical essence, characterizing a large number of different technical objects of rail infrastructure and defining their signs, in the regime of constantly varying conditions that determine the state of technical objects of railway infrastructure. The diagnostic complex allows you to achieve a high level of scalability and extensibility, which allows, if necessary, to supplement the diagnostic complex with new systems without significant modifications.

A single diagnostic complex provides a reduction in the “windows” for inspections, in contrast to the diagnostics carried out by numerous specialized monitoring tools, which allows optimizing the train schedule.

The use of MDK provides a reduction in the number of emitted traction mobile units for control passes of diagnostic tools, which reduces the costs of their maintenance and helps to reduce the cost of labor of personnel of mobile diagnostic tools.

MDK increases the reliability of the analysis of the dynamics of the development of malfunctions, monitoring integrated data and minimizes the impact of the human factor.

The presence of a multi-discrete synchronizer associated with each of the control and measuring systems and providing a uniform reference of all measured parameters by the coordinate of the path and geographical coordinate, provides high quality monitoring and diagnostics of transport network objects, increasing the reliability and objectivity of the analysis and prediction of the development of the situation on the railway.

The ability to process and analyze a huge amount of information at the same time for all parameters “tied” to a single coordinate of the track and geographical coordinate objectively reflects the complexity of the interconnections and mutual influences of various elements of the railway infrastructure.

A universal visualization system, equipped with a single interface, allows you to simultaneously visually display the results of measurements and analysis of all control and measurement systems synchronized by a single coordinate of the path and geographical coordinate, thereby representing a flexible and easy-to-diagnose tool that reflects a complex multi-faceted picture of the relationship of various characteristics of objects transport way.

A universal visualization system provides the ability to simultaneously view many parameters of various instrumentation systems both on one monitor and on several monitors at the same time, while providing the ability to graphically interpret the numerical characteristics depending on the required set of parameters characterizing the phenomenon in question, thereby being an important tool for detecting potentially “dangerous places” of infrastructure and identifying the main rank of problematic laws of various problems.

The on-board control and computing complex, equipped with an integrated system of combinatorial analysis and forecasting of the state of railway infrastructure facilities, pushes the boundaries of the possibilities of applying analysis and forecasting, increasing their efficiency by increasing the speed, accuracy and reliability of information processing.

The presence of distinctive features in the claimed technical solution allows us to conclude that it meets the condition of patentability “novelty”. The essential features of the claimed invention, which predetermine the receipt of the specified technical result, do not explicitly follow from the prior art, which allows us to conclude that the invention meets the condition of patentability "inventive step". The patentability condition "industrial applicability" is confirmed by the example of a specific implementation.

The essence of the claimed device is illustrated by drawings, where:

figure 1 presents a General view of a mobile diagnostic complex;

figure 2 is a schematic diagram of a mobile diagnostic complex.

The embodiment of the MDK, presented in figure 1, consists of three cars made in the form of modules: 1 - system module, 2 - analytical module; 3 - laboratory module, on the left or right of which the locomotive is attached (in Fig. Not shown). The modularity of the execution of the diagnostic complex allows the use of all systems in the complex, as well as in separate mode and in any combination.

The diagnostic complex consists (Fig. 2) of a complex of control and measuring systems containing a system for monitoring and evaluating the geometric parameters of track 4, a non-contact high-speed monitoring system for the geometric parameters of rails 5, a system for high-speed defectoscopy of rails 6, a system for high-speed visual detection of defects in track 7, and a high-speed system monitoring the dynamics of the train 8, the system of high-speed georadar monitoring 9, the system of high-speed control of the dimensions of the proximity of buildings 10, s a system for high-speed monitoring of the state of railway automation and telemechanics systems 11, a high-speed monitoring system for the state of the contact network 12, an analog radio communication parameter monitoring system 13, a digital radio communication parameter monitoring system 14. Each of these monitoring and measuring systems is connected to a multi-discrete synchronizer 15, which is connected to a positioning system equipped with a snap on a single coordinate of the path 16 and a snap on a geographic coordinate 17.

For communication MDK devices use the local network ETHERNET 18.

The on-board control and computing complex (BWC) 19 is shown in FIG. 2 as a primary information processing system 20 containing measurement data “attached” to a single coordinate of the path and a specific control and measurement system (4a, 5a, 6a, 7a, 8a, 9a, 10a, 11a, 12a, 13a, 14a), a system 21 of combinatorial analysis and forecasting, containing synchronized data of analysis and forecasting, “tied” to a single coordinate of the path and a specific control and measuring system (4c, 5c, 6c, 7c, 7c , 8v, 9v, 10v, 11v, 12v, 13v, 14v) and information storage systems 22 and containing storage data “tied” to a single coordinate of the path and a specific control and measuring system (4s, 5s, 6s, 7s, 8s, 9s, 10s, 11s, 12s, 13s, 14s), with each of the systems 20, 21 and 22 interacts with the universal visualization system 23 and the control system 24.

BKVK 19 is equipped with automated workstations of operators (AWP) 25 located in the module cars 1, 2, 3 of the MDK.

The control system BKVK 19 is connected with a single information space 26 of the railway infrastructure.

The design features of the mobile diagnostic complex include the composition of the control and measuring complex.

The system 4 for monitoring and evaluating the geometric parameters of the track is designed to control such geometric parameters of the rail track as the deviation of the width of the rail track, the drawdown of the rail thread, the relative position of the rail threads in level, the arrow of bending of the rail thread in the horizontal plane, the irregularities of the longitudinal track profile, the slope of the longitudinal track profile . System 4 consists of such measuring devices as a device for measuring the relative position of rail threads in the transverse plane height (level mechanism), a mechanism for measuring local subsidence of both rail threads (subsidence mechanism), a gauge for measuring gauge (gauge mechanism), and a mechanism for measuring the position of both rail threads in the direction in the plan on straight and curved sections of the track (straightening mechanism), a mechanism for measuring bending arrows of rail threads in a vertical plane.

System 5 non-contact high-speed control of the geometric parameters of the rails determines the undulating unevenness of the rolling surface, the vertical, lateral and reduced wear of the rail, the size of the butt gaps, the temperature of the rail. High-speed control of the geometric parameters of the rails is carried out using laser sensors.

System 6 of high-speed flaw detection of rails is designed to detect rail defects at a speed of MDK movement up to 140 km / h and more, to detect kinks in rails, defects in welded joints, defects in the area of bolted joints, as well as defects such as peeling and chipping of metal on the head rolling surface and on the lateral working unscrew of the rail head, transverse cracks and kinks, delamination, corrosion of the sole of the rails, corrosion-fatigue cracks.

System 7 high-speed visual detection of track defects determines the presence of rail linings, the condition of the lining and fasteners, ballast splashes, rail intersections, joints, insulating joints. System 7 contains several video cameras located at a distance of no more than 2.5 meters from the control object, with the ability to continuously record video monitoring data for at least 8 hours, with output from all working cameras to the monitor screen.

The control system for the dynamics of train 8 is designed to determine the dynamic loads of both the train as a whole and its individual nodes at high speeds of the train and in various climatic conditions of the movement, as well as to assess the level of comfort of the train.

The dynamics control system 9 includes measuring the accelerations of the axleboxes of the train’s wheelsets, determining the accelerations of the cars in the vertical and transverse directions, determining the interaction parameters of the wheel and the rail, and also measuring the acceleration of impacts in the current collector in the longitudinal direction.

The system 9 of georadar monitoring is designed to monitor the status of the ballast layer, the state of the upper zone of the subgrade under the main platform, the position of the boundaries of the layers of the ballast, the determination of anomalous zones.

The control and measuring system 10 is designed to determine the dimensions of the approximation of buildings, to determine the wear of the structural elements of tunnels, the formation of a three-dimensional model of tunnels, and control of the geometric parameters of the ballast.

The system 11 of high-speed monitoring of the state of railway automation and telemechanics systems provides measurement, display and real-time recording of waveforms, graphs, amplitude, frequency, time and phase characteristics of electrical signals in rail circuits, including measuring the signal current of tone rail circuits, measuring current values code signals, measuring the duration of code signals, measuring carrier frequencies, measuring the phase difference of electrical signals in adjacent x rail circuits, measurement of AC at fixed frequencies, measurement values of carrier frequency signals of the automated brake control, determining the length of loops of the automated brake control.

The system 12 for speed monitoring the state of the contact network is designed to assess the state of the contact network of electrified railways of direct and alternating current based on measurements performed by specialized equipment.

The system provides such functions as non-contact measurement of the height of the contact wire above the level of the rail heads, non-contact measurement of the position of the contact wire in the plan (zigzag and offset), measurement of the decrease in the contact wire on the air arrows relative to the main contact wire, the height position of the additional clips and outgoing branches relative to the main contact wire in accordance with the Rules of the device and technical operation of the contact network, quality control and assessment of collection by analyzing the force of interaction between the current collector and the contact wire, measuring the wear of the contact wire, video recording the state of the contact suspension, measuring the position of the outgoing branches relative to the main contact wire, registering strokes on the current collector in the longitudinal direction, registering detachments of the current collector from the contact wire, registering the automatic marking of the position of the supports, measurement of car body positions relative to the rail (lateral movement), voltage measurement in contact second network, the measurement height core rods relative to the trolley wire clamps, control equipment insulation strength, measurement of cant, control the heating elements catenary suspension, Troubleshooting insulators for IR and UV radiation, registration bumps and chunking susceptor from the trolley wire.

The analog radio communication parameter monitoring system 13 and the digital radio communication parameter monitoring system 14 are intended for use in the process of servicing and monitoring train radio communication devices by measuring and evaluating the parameters of radio channels and technical means in train, station, repair and operational radio communication systems for voice communications and in radio data transmission systems; automation of the processes of measurement, registration, processing and analysis of information on the parameters of train radio communications.

Monitoring the parameters of radio channels for data transmission systems includes measuring signal levels and coverage areas of base stations at stations and hauls, measuring bit-wise and block-by-block error probabilities in radio channels in statics and when moving along a route, measuring the modulation parameters of RF signals of base and subscriber stations of standards TETRA, GSM, GSM-R, Wi-Fi, Wi-Max, CANOPY, measurement of handover parameters between base stations; automation of the processes of measurement, registration, processing and analysis of information about the parameters of data transmission systems over the air.

Each of the control and measuring systems consists of a different number of control and measuring devices. The number of devices is determined by the volume of tasks performed by a particular instrumentation system, and may vary over time.

The measuring systems installed on the MDK provide measurements at any time of the day and when exposed to external climatic and mechanical factors determined by the operating conditions of the diagnostic complex.

MDK measuring systems are provided with automatic reference of the measured information to a single coordinate of the track, stations, sections of railroad tracks, geographical coordinates, as well as astronomical time.

MDK has the possibility of long-term storage of the measured information for at least a year, the possibility of self-monitoring, testing of the measuring equipment of the diagnostic complex and calibration of the measuring channels using standard calibration tools - working standards.

Each of the control and measuring systems is associated with a multi-discrete synchronizer 15, coordinating and linking to a single coordinate of the path and the geographic coordinate of the measurement data received from all control and measuring devices.

In order to make an accurate reference, a route is prepared before the MDK passage, which describes in which directions and ways the control passage with measurements will take place, using a database that describes the entire structure of directions and tracks.

The single coordinate of the path is formed by the path and speed sensor, and on sections of the path equipped with a contactless reference system, for example, by RFID tags, it is additionally corrected using these tags.

To bind to a single geographical coordinate, auxiliary devices are used in the form of sensors of GLONASS or GPS systems.

The multi-discrete synchronizer 15 receives clock pulses through the same path segments traveled by the wheel from the track and speed sensor.

Sync pulses of the path - discrete paths - for each instrumentation have their own fixed step along a single coordinate of the path. At MDK, several main path synchronization buses were designed, which differ in a fixed pitch along a single coordinate of the path, from 1 to 100 mm.

The synchronizer generates triggering synchronizing pulses - path sync pulses, which, with the help of the main synchronization buses, go to various control and measuring devices of each of the control and measuring systems.

After receiving the clock pulse of the path, each control and measuring device that is part of a certain control and measuring system takes measurements, and sends the received data to the primary information processing system 20.

When sending a path clock, the multi-disc synchronizer 15 sends information about the path clock number through the Ethernet system 18 to the primary information processing system 20.

The multi-discrete synchronizer 15 makes it possible to establish, depending on the speed of the controlled processes, in each control and measuring device an individually calculated synchronizing pulse along a single coordinate of the path and geographical coordinate, which provides a more accurate and adequate reflection of the measured process using the measurement data package by choosing the optimal number and frequency of the master synchronizing pulses for a given section of the path.

Performing a multi-discrete synchronizer provides ease and flexibility of readjusting the MDK operation if it is necessary to change the set of devices of the control and measuring complex both in the direction of their increase or decrease, without doing so without significantly changing the software that accompanies the operation of the multi-disc track synchronizer 15.

Internal local communication of all MDK systems is carried out using packet technology of computer networks Ethernet 18, equipped with a network hub (not shown in Fig.) And connected to each of the control and measuring systems and the main server BKVK, equipped with two-way communication with external analytical and executive units of the railway infrastructure.

Ethernet 18 local network provides optimal switching and concentration of measurement data received from control and measuring devices, creating packet information on all systems of the complex.

The use of the Ethernet 18 information local area network provides high speed and communication efficiency for all control and measurement systems, increasing the noise immunity of measurement or analysis results. Conversion of the measured signals from analog to digital form immediately after receiving them, i.e. Thus, the transmission of signals to the Ethernet 18 network in digital form also helps to increase the reliability, accuracy and reliability of measurement and analysis results.

The on-board control and computing complex (BKVK) 19 provides monitoring, diagnostics and forecasting of the state of the infrastructure of the railway network, it operates under the supervision of control system 24, is equipped with a universal visualization system 23 and workstations (AWS) 25. The number of AWS 25 is determined by the amount of work tasks.

BKVK 19 allows for primary processing, storage, analysis of information received and forecasting the state of railway infrastructure, creating a complete picture of the conditions for all control and measuring devices of all control and measuring systems pos. 4 ÷ 14, controlling the operation of the multi-discrete synchronizer 15 in a single coordinate of the path and geographical coordinate, including imitation of the movement of the diagnostic complex in the parking lot.

BKVK 19 performs the functions of resolving conflict situations of conflicting teams, including teams arriving simultaneously from operators of different AWPs to any control and measuring device.

Evaluation of each of the measured characteristics, in conjunction with other parameters of the complex of control and measuring systems, makes it possible to compile an integrated assessment of infrastructure facilities, which allows a systematic analysis of the state of railway infrastructure.

In the primary information processing system 20 of the main server BKVK 19, the measurement data are sorted and connected by the sync number of the path to each other in a packet, while the sync number is compared, that is, put in an unambiguous correspondence, with a single coordinate of the path.

Thus, the measurement results “tied” to the number are collected in a packet that reflects the measurement results at a certain section of the MDK control passage, and all measurements are linked to a single path coordinate.

Synchronizing pulses with different fixed steps in their joint action provide an increase in the speed of information processing and an increase in the accuracy of processing measurement data due to the possibility of increasing the density of the packet of measurement data.

Thanks to the monitoring of integrated data, an increase in the reliability of the analysis of the dynamics of the development of problem situations and malfunctions is provided.

System 21 of combinatorial analysis and forecasting of the state of railway infrastructure provides an analysis of generalized, integrated information and allows you to develop a comprehensive assessment of the state of the infrastructure of the track, recommendations for extended maintenance, carry out short-term and long-term planning in order to maintain the efficiency of the transport network.

Based on the obtained measurement results of the control and measuring complex, the quality indicators of the infrastructure of the track for all component components are established and the interdependence of these quality indicators is analyzed.

After identifying key infrastructure objects and their technical characteristics and parameters, as well as identifying the relationship between these data and the change in the properties of objects over time, system 21 is used to develop an operational strategy and an operating mode, when planning the most significant and necessary work operations, i.e. determine what work should be performed, where, when and for what purpose, for example, maintenance and repair work, additional special control of a particular infrastructure object, which should ensure the prevention of malfunctions and damage.

The presence of the system 21 of combinatorial analysis and forecasting allows you to set the acceptable threshold values (limits of values) for each corresponding state of the studied parameters, which makes the decision-making process very effective.

Due to the possibility of comparing the parameters of modeling schemes and external potentially dangerous factors, the behavior of each individual component of the railway network can be predicted with high accuracy taking into account each possible combination of external conditions. The use of a modeling scheme of material wear allows you to accurately determine the length of time in the future during which the acceptable limit of wear will be reached, and in accordance with this plan the necessary actions for maintenance and repair. Modeling schemes of system 21 make it possible to efficiently reproduce the behavior of each individual component of the railway infrastructure.

System 22 BKVK provides storage of current information or information obtained on the latest data on the state of infrastructure and is a matrix of the results of measurements or control of the investigated components. System 22 provides storage of the history of the track under study, including previous measurements, maintenance and repairs of the track, data on maintenance for the period of operation of the equipment; storage of recommendations for subsequent maintenance of infrastructure facilities; storage of the set parameters of operational indicators, measurements and limit values, which are necessary to determine the basic requirements, standard and optimal values of the measured parameters, necessary for the analysis of the measurements.

The information storage system contains permissible threshold values / limits for each corresponding state of the studied parameters.

System 22 simultaneously stores information on the history of infrastructure objects and current information from each of the control and measuring systems, which increases the productivity of their joint use.

A universal system of visualization of 23 synchronized data of all control and measuring systems, equipped with a single interface, clearly demonstrates the state of the infrastructure at different points in time, allowing to identify defects and deviations from the norm, as well as patterns of development over time of failures leading to an emergency in the future, being the most important component of the analysis of the state of infrastructure, carrying out a chronological analysis of the situation in time - from retrospective to forecasting.

The visualization system 23 increases the efficiency and quality of analysis both at the stage of ongoing measurements and at the stage of in-depth analysis, using the previous diagnostic results from the database of the storage system 22.

The visualization system, which reflects the synchronized measurement results of all control and measurement systems on a single interface, is a flexible and user-friendly system that also makes it possible to immediately and easily determine the geographical coordinates and location of track objects.

The visualization system 23 allows you to identify path defects by comparing graphs or tables of values of the parameters of current results not only with standard values, but also comparing with similar data from previously made MDK passages or other control and measuring tools for this section of the path. System 23 is universal, providing the ability to automatically adapt to any type of data, without the intervention of AWP operators, with the ability to monitor processes on one screen or on multiple screens simultaneously.

Thanks to the universal visualization system 23, it becomes possible to carry out diagnostics of forecasting in accordance with the need to combine different types of data to get the best idea of the relationship between the data and their correlation, resulting in an important tool for identifying the root causes of certain problems.

System 24 manages the BKVK commands, transfers control commands from the AWP operators, through the main server, to the specific control and measuring devices of the systems.

At the same time, specialized application software provides: access to data obtained and processed by instrumentation systems; registration of all changes made by AWP operators to the database; access to information on the state of technical infrastructure facilities using search mechanisms according to specified criteria; information exchange with external systems and efficient data transfer to external railway infrastructure systems; the ability to quickly transfer the results of monitoring communications infrastructure to the appropriate management units of the railway communications; obtaining the results of monitoring and analysis of infrastructure facilities based on control data; assessment of the general condition of infrastructure sections with the issuance of recommendations for the ongoing maintenance and repair work, the transmission of analysis results data to eliminate malfunctions through the use of an automatic task issuing subsystem.

The decisions of MDK are sent to the managing external systems of a single information space of the railway infrastructure in order to agree on a work schedule, to issue technical specifications for the work, providing material supply and other resource allocation, for example, mechanical equipment, personnel, time intervals, etc.

Thus, the claimed MDK provides the opportunity with high reliability and at high speeds to analyze and predict the direct impact on the state of the railway infrastructure of different types of factors affecting the safety of train traffic.

MDK allows for error-free warning and prediction of the need for maintenance or repair work, providing the planning of the necessary resources for carrying out these works, providing cost-effective combination and combination of work in order to achieve an optimal distribution of resources and time.

Claims (1)

A mobile diagnostic complex for automated assessment of the state of railway infrastructure facilities, containing a complex of control and measuring systems and an on-board control and computing complex, characterized in that the complex of control and measuring systems is equipped with a system for monitoring and evaluating the geometric parameters of the track, a non-contact high-speed monitoring system for the geometric parameters of the rails, and a system high-speed rail defectoscopy, a high-speed visual defect detection system in a way, the control system dynamics of the train; a system of high-speed GPR monitoring, a system for high-speed monitoring of the dimensions of the proximity of buildings, a system for high-speed monitoring of the state of railway automation and telemechanics systems, a high-speed monitoring system for the state of the contact network, a system for monitoring the parameters of analog radio communications, a system for monitoring the parameters of digital radio communications, while the mobile diagnostic system is equipped with a multi-discrete synchronizer for a single coordinate of the path and the geographical coordinate associated with each of the controls no-measurement system; the onboard control and computing complex is equipped with a universal system for visualizing synchronized data of all control and measuring systems, equipped with a single interface, a system of combinatorial analysis and forecasting of the state of railway infrastructure facilities, as well as a control system equipped with a link to a single information space of the railway infrastructure.

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