Method for securing trains and robotic complex for its implementation

Abstract

FIELD: railway technologies.SUBSTANCE: group of inventions relates to the field of preventing spontaneous movement of a train left on the tracks. The method for securing a railway rolling stock using a robotic complex involves scanning the wheels, determining the ordinate of the train's head stop, automatically constructing and describing a model of the train in the securing zone, followed by linking the train to the securing plan with the determination of ordinates for placing brake shoes, and generating a command to begin the train securing procedure. The machine vision system then records the completion of placement of the brake shoes in real time, monitors the correctness of placement and, upon its completion, records the completion of the securing of the train, after which it generates a train securing record and transmits it via the input / output unit to the external control system. A robotic complex is claimed, including a mobile module with a manipulator, a machine vision system, and an input / output unit.EFFECT: ensuring safety and increasing the operational efficiency of robotic processes for securing / unsecuring trains while maintaining low labour intensity.9 cl, 4 dwg

Description

[0001] The group of inventions relates to the field of preventing spontaneous movement of railway rolling stock left on station tracks and non-public tracks without a locomotive, and can be used in systems for securing rolling stock using brake shoes.

[0002] An intelligent fastening control system and a corresponding fastening method are known (CN 118683603 A, B61L 27 / 53, B61K 7 / 20, 2024-09-24). The system comprises a brake shoe positioning module, a brake shoe condition evaluation module, a vehicle matching module, a control module, an information card module for issuing and returning, a brake shoe cabinet door opening and closing module, an issuing and returning identification module, a network data transmission module, and a data management module. In the corresponding method, when removing from the cabinet for subsequent installation or when returning for storage, the automatic opening and closing of the cabinet door with brake shoes is carried out on command from the control module using the module for opening and closing the cabinet door with brake shoes, and the brake shoe, equipped with an information card module for recording issuance and return, is identified,using an identification module for issuance and return based on radio frequency identification methods; using a brake shoe positioning module, the spatial coordinates of each brake shoe are determined in real time; for each brake shoe installed on the track, using an infrared sensor or a Hall effect sensor as part of the brake shoe condition assessment module, its position is determined by monitoring the presence / absence of contact between the wheel of the rolling stock unit and the brake shoe; for each brake shoe in the working position (on the rail and in contact with the wheel of the rolling stock unit), the conformity of its installation location with the train according to the securing plan is checked using the vehicle matching module;

[0003] Record the location and status of the brake shoes using the data management module and visualize it using the human-machine interface; signal the railway maintenance personnel to perform a check in cases where the position of the brake shoe does not correspond to the working position on the rail and in contact with the wheel of the rolling stock.

[0004] The disadvantage of the known system and the corresponding method is their low operational efficiency, associated with the high labor intensity of the process of fastening / unfastening the rolling stock due to the manual installation / removal of brake shoes, as well as the lack of means for monitoring the technical condition of the brake shoes before their installation.

[0005] The closest in their technical essence to the claimed group of inventions are the known method for securing a railway rolling stock and a robotic complex for implementing it, comprising a brake shoe control device located in the locomotive driver's cab and including: a first display unit, a first communication unit, an antenna unit, a main control unit and a first power supply unit, - and a shoe control device located on each car and including: a control unit, a second communication unit, a second power supply unit, a manipulator control unit, a shoe body and manipulators that perform the functions of a robot arm for the purpose of gripping and installing a shoe on a rail under a wheel of a wheelset and installed on each car of the rolling stock (CN 116001823 A, B61C 17 / 12, B61H 13 / 00, B61H 7 / 10, 25.04.2023).In a method for securing a railway rolling stock, the first display unit of a brake shoe control device generates a first instruction for performing an operation in response to an operator's actions to install brake shoes and sends the first instruction for performing an operation to a main control unit; the main control unit sends the first instruction for performing an operation to a first switching unit; the first switching unit, using an antenna unit, sends the first instruction for performing an operation to a second switching unit of a shoe control device of a target car; the second switching unit sends the first instruction for performing an operation to a control unit of a shoe control device of a target car; the control unit of a shoe control device of a target car controls a manipulator control unit for installing a brake shoe under a wheel in accordance with the first instruction for performing an operation.The target car's brake shoe monitoring device control unit controls the brake shoe installation manipulator, which is positioned in accordance with the first operating instruction. The brake shoe monitoring device control unit in each car transmits brake shoe status information to the second switching unit; the second switching unit transmits status information to the antenna unit; the antenna unit transmits status information to the main control unit; the main control unit controls the first display unit of the brake shoe monitoring device to display the brake shoe status.

[0006] The disadvantages of this method and system include the labor-intensive nature of securing the rolling stock, as well as the need for significant structural modifications to the cars to install the manipulators on each car, which limits functionality. The lack of proper shoe condition monitoring, proper wheel positioning, recording of the completion of brake shoe installation, and monitoring of the train's movement onto the installed shoes reduces operational efficiency and safety.

[0007] The technical problem solved by the group of inventions consists of automating the processes of securing / unsecuring railway rolling stock on a station track or a non-public track, taking into account the technical condition of the brake shoes.

[0008] The technical result of the proposed group of inventions consists in ensuring safety and increasing the operational efficiency of robotic processes for securing / unsecuring railway rolling stock while maintaining low labor intensity.

[0009] The claimed technical result is achieved in a method for securing a railway rolling stock using a robotic complex containing manipulators for gripping and installing a brake shoe on a rail under a wheel of a wheelset, wherein the robotic complex includes at least one mobile module with a manipulator, a machine vision system and an input / output unit installed in the track between the tracks in the train securing zone. During the train's arrival in the securing zone, the robotic complex uses the machine vision system to scan the wheels to obtain their images, measures the geometric dimensions of each wheel from these images and then compares them with established standards, after which it determines the ordinate of the train's head stopping,Automatically constructs and describes a model of the train in the securing zone, subsequently aligns the train with the securing plan, defining ordinates for installing brake shoes, and generates a command to initiate the train securing procedure. This includes selecting a shoe using the manipulator based on data from the machine vision system, identifying it, and monitoring its technical condition. Moving the mobile module to the ordinate for installing the brake shoe, the manipulator installs the shoe, checking its correct position relative to the wheel, and placing other shoes using the same algorithm in accordance with the securing plan and the determined ordinates for installing the brake shoes. The machine vision system then records in real time the completion of the installation of the brake shoes in accordance with the securing plan, monitors the correctness of the sliding motion, and registers the end of the train securing upon its completion.after which it generates a protocol for assigning the composition and transmits it through the information input / output unit to the external control system.

[0010] The connection of the train to the securing plan is carried out in accordance with the length, load of the train and the slope of the site.

[0011] The machine vision system contains a reprogrammable computing module, which includes a database of railway rolling stock units indicating the number of wheel pairs of each unit, the corresponding axle distances, the parameters of the bogies required to determine the ordinates of the installation of brake shoes, a database of brake shoes containing their identification numbers, overall dimensions and images of defect-free shoes in various projections, as well as a rule base, into which rules are entered that include the following sequence of procedures: interpreting the task of comparing images, evaluating the measured values ​​​​of the geometric dimensions of the wheels, determining the presence in the frame of the ordinates of the installation of brake shoes determined in accordance with the fixing plan.

[0012] Identification and control of the technical condition of the brake shoe is carried out by scanning it in specified planes and angles, comparing the obtained images with reference images selected from the brake shoe database, followed by determining the presence / absence of defects or malfunctions, forming an assessment of the technical condition and making a decision on the possibility / impossibility of installation.

[0013] The claimed technical result is achieved in a robotic complex for securing a railway rolling stock, containing manipulators for gripping and installing a brake shoe on a rail under a wheel of a wheelset and a monorail mounted on supports at the required height in the area of ​​the cabinet for storing shoes at a given section in the area of ​​securing the train between tracks, at least one base station for connecting to the power supply network and at least one mobile module with a manipulator, including a motor for its movement along the monorail with a control module, a power supply module for the mobile module, an input / output unit and a technical vision system, including a video image formation and recording unit and a reprogrammable computing module connected to a digital communication interface for interaction with the video image formation and recording unit and the information input / output unit.

[0014] The reprogrammable computing module contains a railway rolling stock database, a brake shoe database, a rule base and an image matching results interpretation module.

[0015] The information input / output unit is designed as a wireless system for receiving and transmitting information messages.

[0016] The machine vision system contains a data archiving module connected to a digital communication interface.

[0017] The video image formation and recording unit contains a night modification of the camera.

[0018] The claimed group of inventions is explained by drawings, where Fig. 1 shows an example of the implementation of the functional diagram of the robotic complex (RC); Fig. 2 is an example of the design of the RTC when it is placed in the inter-track with the possibility of servicing two trains with one manipulator; Fig. 3 is a diagram of the placement of the RTC with two sets of a mobile module (MM) on one monorail with two base stations (BS) for each MM at its different ends; Fig. 4 is an example of the interface of the reprogrammable computing module (RCM) of the machine vision system (MVS) when determining the geometric dimensions between two gondola cars based on the specified points of the automatic couplers and capturing the specified points of the axles of the wheelsets to calculate their quantity and serial number in the train.

[0019] Fig. 2 shows a functional diagram of the proposed robotic complex (RC), according to which, the achievement of the specified functionality in the invention is achieved by introducing:

[0020] - as part of the RTK design: a monorail 1 installed on supports 2 at the required height in the area where at least one cabinet 3 for storing brake shoes (SHTB) is located (cabinet 3 (rack) can be located on support 2 of the monorail, as shown in Fig. 2, 3, or can be installed in the inter-track area within the reach of the RTK), along two adjacent tracks on an extended section of the fastening zone (ZZ) 4 of trains, at the end of which at least one BS 5 is mounted, connected to the power supply network and having a fixation and charging module for MM 6 with an uninterruptible power supply system, a heat-stabilized housing for protecting the mobile module from precipitation and other weather factors during periods between the execution of cycles of fastening / unfastening trains in ZZ 4;MM 6 with a system of 7 motors (DMM) and a module 8 for their control (MU) for movement along a monorail over specified distances, on the body of which a manipulator is installed and secured, performing the functions of a robot arm 9 (RA) and having its own block 10 of manipulator motors (DMP) for the purpose of ensuring the gripping and movement of brake shoes due to the rotational and translational movement of several successive segments with hinges and power drives, allowing the required degrees of mobility of the manipulator to be obtained;CTZ 11 in the MM housing 6, which includes: a unit 12 for generating and recording video images (BV), which outputs the received video image frame by frame via a digital interface to a unit 13 for processing video images (BOV) based on a PVM 14 and having a system 15 for converting and storing information, wireless systems 16 for receiving and transmitting information messages, an information input / output module 17, including information converters in accordance with the required protocols, such as, for example, Ethernet 18, Modbus-USB 19 or fiber-optic communication lines (FOCL) 20, for reserving data exchange channels and the input / output ports and connectors corresponding to them, a power supply module 21, configured with the possibility of connecting to the recording and charging module BS 5 via a contact connection, and a module 22 for thermal regulation of the internal space;

[0021] - to the computing part of the STZ 11 RTK: PVM 14, which includes a database (DB) 23, consisting of a database 24 of railway rolling stock units - vehicles (BDT) - and a database 25 of brake shoes (BDB), a rule base (RBr) 26, a module 27 for interpreting the results of comparison (MIRS) of images; an information input / output module 17, including information converters in accordance with the required data exchange protocols and the input / output ports and connectors corresponding to them, through which the results of processing the received images are transmitted, decisions developed on their basis, the content of image processing procedures and measured values ​​​​and the transmission of messages to an external control system (for example, a dispatch control center) in connection with the need to secure or unfasten the rolling stock.

[0022] Fig. 2 shows an example of the design of the RTK and its placement in the inter-track with the possibility of servicing two trains in two ZZ 4 by one manipulator due to the possibility of performing, during operation, a turn of the manipulator in the direction of both one and the other railway track.

[0023] Fig. 3 shows a diagram of the placement of the RTK with two sets of MM 6 on one monorail 1 with two BS 5 for each MM 6 at its different ends.

[0024] In accordance with the claimed method, the following operations are performed before starting measurements.

[0025] After installing the RTK on the allocated section, the following is entered into the database of the PVM 14 STZ 11 MM 6 from an external control system, which can be either a dispatch control center or an automated control system for a digital railway station (Digital railway station - from concept to actual implementation / V. E. Andreev, A. I. Dolgy, V. V. Kudyukin [et al.] / / Automation, communications, informatics. - 2023. - No. 9. - pp. 2-6. - DOI 10.34649 / AT.2023.9.9.001. - EDN WYCVAE.):

[0026] - in BDT 24 information on units of railway rolling stock indicating for each unit the number of wheel pairs, their axle distances, geometric parameters of the bogie required to determine the ordinates for installing brake shoes STZ 11;

[0027] - in BDB 25, data on all brake shoes in ZZ 4: their identification numbers, assessments of the technical condition in accordance with the specification of faults and defects of shoes established in the regulatory and technical documentation of the owner of the railway transport infrastructure, overall dimensions, results of previous inspections, images of defect-free brake shoes in various projections, and the list of projections is determined taking into account the degrees of freedom of the manipulator MM 6;

[0028] - In BPr 26, rules are introduced that include procedures for interpreting the task of comparing images and determining the presence of brake shoe installation coordinates in the frame. Fig. 4 shows an example of the interface of the PVM 14 STZ 11 for determining the geometric dimensions between two gondola cars based on specified points (axes) of automatic couplers (4 "a") and capturing a specified point of the wheelset axis to calculate their quantity and ordinal number in the train, starting from the "head" (4 "b").

[0029] MIRS 27 introduces procedures and formulas for calculating the ordinates of shoe installation, taking into account the length and weight of the train, and the slope of the track (the calculation formulas are established in regulatory documents, in particular in the Procedure for securing railway rolling stock - Appendix No. 12 to the Instructions for the organization of train traffic and shunting operations on railway transport of the Russian Federation, Appendix No. 2 to the Rules for the technical operation of railways of the Russian Federation (https: / / company.rzd.ru / ru / 9353 / page / 105104?id=1827)).After loading the data required for calculations, measures are taken to calibrate and reference the stationary and movable elements of the RTK to the geographic coordinates based on the data from STZ 11, the ordinate of the location of MM 6 PVM 14 relative to the nearest stationary floor objects with known spatial coordinates: supports of the contact network and lighting, cabinets with automation equipment, telemetry and communication, couplings, point electric drives of traffic lights and route indicators, limit posts, sleepers, switch blades, prefabricated (connecting) joints, insulating joints - calibration of the motor systems and STZ 11 for positioning MM 6 based on the data from DMM 7, determining the linear movement of MM 6. In this case, STZ 11 specifies the spatial coordinates for the above-mentioned stationary floor objects.

[0030] During the operation of the RTC, the cycle begins with the receipt by the PVM 14 of a command (task order) to perform work on securing an arriving train on the appropriate track of the station yard, taking into account the length, load of the train and the slope of the section, from an external control system (not shown), which, in particular, plans the processing of the train at the station or on non-public tracks: including determining the route of receiving the train into the station yard, its composition and the procedure for performing the securing. Based on the command received, the PVM 14 moves the MM 6 to zone ZZ 4 in accordance with the procedure established in the task order (depending on the direction of the expected arrival of the train). The STS 11 units are activated, carry out in real time the capture and tracking of the wheelsets of the train arriving for securing, transmit the received video images to the PVM 14, where they evaluate the values ​​​​of the geometric dimensions necessary for performing the securing.

[0031] At the same time, in PVM 14, in accordance with the rules, the automatic construction and description of the composition model is carried out, which is a table in which the distance between each pair of axles is indicated.

[0032] After the train stops moving within the coverage area of ​​the STZ 11, the PVM 14 determines the ordinate of the train's "head" stop and creates a diagram of the train's location on the section based on the train model. MIRS 27 links the train model to the securing plan. The calculation of the train's "head" stop ordinate and the corresponding brake chock installation points is performed as follows: the time at which the first wheelset of the train begins to pass the STZ 11 camera is recorded;based on the analysis of the video stream from the STZ camera 11, the rectilinear movement of each axle of the wheelset passing in the frame is determined by frame-by-frame measurement, and then the speed of the train is calculated by dividing the obtained distance in meters by the frame rate of the video stream per second and the acceleration of the moving train by subtracting the current value of the calculated speed of the train from the previous value of the calculated speed of the train and then dividing the resulting difference by the frame rate of the video stream;The expected stopping point of the "head" of the train is calculated at each moment of time of the train's passage past (within the field of view) of the vision system camera 11 by subtracting from the product of the measured speed at the moment the first wheelset of the train begins to pass the vision system camera by the time elapsed from the moment the first wheelset of the train begins to pass the vision system camera 11, half the product of the square of the time elapsed from the moment the first wheelset of the train begins to pass the vision system camera 11, and the calculated acceleration value. The distances between any two adjacent axles of the wheelsets are calculated. Based on the calculated distances between any two adjacent axles of the wheelsets, the offset of the wheelsets under which it is assumed that brake shoes will be installed according to the securing plan is determined, and the corresponding ordinates of the installation of the brake shoes relative to the first wheelset ("head") of the train arriving for securing.

[0033] Then the PVM 14 generates a command to begin the fastening procedure to the DMP 10 and the BV 12. The first stage of installing the brake shoe after receiving a command to begin the fastening procedure is always an inspection by the BV 12 of the brake shoe to determine its number for subsequent registration in the fastening protocol and its actual technical condition, for which, at the beginning, the manipulator controlled by the DMP 10 removes the brake shoe from the storage cabinet 3, identifies it according to the data from the BV 12 by means of the PVM in the manner specified in the rules of the BPr 26, carries out with the help of the BV 12 its photographing in the specified planes and angles, compares the images obtained by the BV 12 with the reference ones from the BDB 25 using the MIRS 27, determines in the PVM 14 the presence / absence of defects or malfunctions, forms in the PVM 14 an assessment of the technical condition and makes a decision on the possibility / impossibility of installing this brake shoe.

[0034] If a malfunction is detected, MIRS 27 generates a command from the DMP 10 manipulator to replace the brake shoe and return it to storage cabinet 3. A message is then generated in BOV 13 regarding the presence of a defective brake shoe, along with its identification number, the nature of the malfunction, the time of detection, and the shoe's storage location in storage cabinet 3. This message is archived in module 15 and sent to the external control system via the data bus and module 17 using the available RJ-45 wired interface 18 or fiber-optic communication line 20. If necessary, the corresponding information is displayed as a message on the automated workstation of the external control system.

[0035] If the brake shoe is deemed serviceable (including after replacing the defective one with a serviceable one), the BOV 13 generates a movement command and transmits it via the data bus to the MUD 8 and the DMM 7 to move the MM 6 to the brake shoe installation ordinate. Upon completion of the movement, the MM 6 RTK installs the shoe under the specified wheel using the RR 9 in response to a control command from the BOV 13 transmitted via the data bus to the DMP 10. The fact of installation of the brake shoe under the specified wheel of the wheelset is recorded using the BV 12 and then the correct positioning of the shoe relative to the wheel is transmitted via the data bus to the BOV 13. BOV 13, based on the registration of the fact of installation of a brake shoe, generates the next command for movement and transmits it via the data bus to MUD 8 and DMM 7 for installation of subsequent shoes according to this algorithm in accordance with the train securing plan.

[0036] After installing the shoes in accordance with the securing plan, BOV 13 transmits a corresponding information message to the external control system via the data bus and module 17. Based on this message, the external control system generates commands to move the train onto the brake shoes (at the start and end of movement) and transmits them via the data network to the automatic control module of the shunting or train locomotive during automatic control of the traction rolling stock or to the unified locomotive multimedia terminal (not shown) during driver / driver-operator control. BOV 13, based on data from BV 12, monitors the correctness of the sliding process by checking the position of the brake shoes on the rails and their contact with the corresponding wheels of the cars of the secured train.

[0037] After checking the correctness of the shift, BOV 13, based on data from BV 12, generates a message with a securing protocol, which specifies the characteristics of the train, the brake shoe arrangement diagrams, the identifiers and characteristics of each installed shoe with photographs referenced to the installation location in the train, for archiving in module 15 and sending via the data bus and module 17 to the external control system using the interface (Ethernet 18 or fiber-optic communication line 20) through which the command to perform the securing work was previously received. If the verification of the correctness of the shift reveals no contact between the brake shoes and the wheels of the train being secured, BOV 13 transmits the corresponding information message to the external control system via the data bus and module 17, after which the train is shifted again.

[0038] The process of unfastening the PS in ZZ 4 occurs in the following order:

[0039] - via communication channels from the external control system (not shown) or from the dispatcher in the PVM 14 STZ 11, a command is received to begin the unfastening procedure with the indication of ZZ 4;

[0040] - from module 15, the protocol of the last assignment to this section of ZZ 4 is reproduced for operational processing;

[0041] - based on the information received via the data transmission network by the external control system about the coupling of the locomotive to the train and the shifting of the train from the brake shoes in accordance with the fastening protocol, MM 6 moves to the shoe installation location, secures it and lifts it using the manipulator. BOV 13, via BV 12, determines the brake shoe number and compares it with the one noted in the protocol. In addition, based on the data from BV 12, BOV 13 inspects the brake shoe (photographs from specified angles) and evaluates its technical condition. Upon completion of the procedure, MM 6 transfers and places the shoes in the storage cabinet; all subsequent shoes are removed and returned for storage to cabinet 3 according to the same algorithm;

[0042] - in cases where the BV12 module fails to detect a brake shoe with the required identifier during unfastening in a section, detects a brake shoe at an ordinate that does not correspond to the ordinate according to the fastening protocol, or detects a brake shoe with a number not specified in the fastening protocol, a separate message about the presence of a discrepancy is generated in the PVM 14 BOV 13 and promptly sent to the external control system;

[0043] - after the unfastening procedure is completed, BOV 13 generates an unfastening protocol indicating the date, start and end time, ZZ 4 number, train characteristics, numbers and inspection results of the brake shoes (if BV 12 BOV 13 detects a brake shoe malfunction, a special note is made about the impossibility of its use and the need for replacement), archives it in module 15 and sends it via the data bus and module 17 to the external control system. Based on the received information about the completion of the train unfastening, the external control system generates and transmits via the data transmission network to the automatic control module of the shunting or train locomotive in the automatic control of traction rolling stock or to the unified locomotive multimedia terminal in the control of the driver / driver-operator.

[0044] Thus, the claimed group of inventions quickly and in real time makes the required measurements and evaluates the technical condition of brake shoes, which allows to significantly reduce labor costs and simplify the process of securing railway rolling stock, since the robotic complex allows to eliminate the human factor and increase the level of automation of securing and unfastening railway rolling stock.

Claims

1. A method for securing a railway rolling stock using a robotic complex containing manipulators for gripping and installing a brake shoe on a rail under a wheel of a wheelset, characterized in that the robotic complex includes at least one mobile module with a manipulator, a machine vision system and an input / output unit installed in the track between the tracks in the area where the train is secured and which, during the arrival of the train in the area where the train is secured, uses the machine vision system to scan the wheels to obtain their images, measures the geometric dimensions of each wheel based on the image data and then compares them with established standards, after which it determines the ordinate of the stop of the head of the train,performs automatic construction and description of the model of the train in the fastening zone with subsequent binding of the train to the fastening plan with the definition of ordinates for the installation of brake shoes and generates a command to begin the procedure of fastening the train, including the selection of a shoe by the manipulator based on data from the machine vision system, its identification and monitoring of the technical condition, movement of the mobile module to the ordinate of the installation of the brake shoe and installation of the shoe by the manipulator with monitoring of the correctness of its position in relation to the wheel, placement of other shoes according to the same algorithm in accordance with the fastening plan and the determined ordinates of the installation of brake shoes, then the machine vision system in real time records the completion of the installation of brake shoes in accordance with the fastening plan, monitors the correctness of the execution of the sliding and records the end of the fastening of the train upon its completion,after which it generates a protocol for assigning the composition and transmits it through the information input / output unit to the external control system.

2. The method according to paragraph 1, characterized in that the connection of the train to the securing plan is carried out in accordance with the length, load of the train and the slope of the section.

3. The method according to paragraph 2, characterized in that the technical vision system contains a reprogrammable computing module, including a database of railway rolling stock units indicating the number of wheel pairs of each unit, the corresponding axle distances, the parameters of the bogies necessary for determining the ordinates of the installation of brake shoes, a database of brake shoes containing their identification numbers, overall dimensions and images of defect-free shoes in various projections, as well as a rule base, into which rules are entered, including the following sequence of procedures: interpreting the task for comparing images, evaluating the measured values ​​of the geometric dimensions of the wheels, determining the presence in the frame of the ordinates of the installation of brake shoes determined in accordance with the fixing plan.

4. The method according to paragraph 1, characterized in that the identification and control of the technical condition of the brake shoe is carried out by scanning it in specified planes and angles, comparing the obtained images with reference images selected from a database of brake shoes, followed by determining the presence / absence of defects or malfunctions, forming an assessment of the technical condition and making a decision on the possibility / impossibility of installation.

5. A robotic complex for securing a railway rolling stock, comprising manipulators for gripping and installing a brake shoe on a rail under a wheel of a wheelset, characterized in that it comprises a monorail installed on supports at the required height in the area of ​​the cabinet for storing shoes at a given section in the area of ​​securing the train between tracks, at least one base station for connection to the power supply network and at least one mobile module with a manipulator, including a motor for its movement along the monorail with a control module, a power supply module for the mobile module, an input / output unit and a technical vision system, including a video image generation and recording unit and a reprogrammable computing module connected to a digital communication interface for interaction with the video image generation and recording unit and the information input / output unit.

6. The complex according to paragraph 5, characterized in that the reprogrammable computing module contains a database of railway rolling stock units, a database of brake shoes, a rule base, and a module for interpreting the results of image comparison.

7. The complex according to paragraph 5, characterized in that the information input / output unit is designed as a wireless system for receiving and transmitting information messages.

8. The complex according to paragraph 5, characterized in that the technical vision system contains a data archiving module connected to a digital communication interface.

9. The complex according to paragraph 5, characterized in that the unit for generating and recording video images contains a night modification of the camera.

Images