Camera identifies obstacles on railway, automatically issues warnings
Vietnam Railway Corporation said that this unit is requiring railway bridge maintenance companies to apply a system to monitor critical points on the railway using images, to strengthen supervision to ensure railway traffic safety in areas at risk of landslides and areas with falling rocks within the scope of their management and maintenance units.
According to the Vietnam Railway Corporation, there are about 700 critical locations on the entire railway network, of which about 300 are at risk of landslides that could endanger train safety. Although patrols patrol and check 24/7 every day, landslides and rocks falling onto the railway can occur before the patrols arrive on foot or after they have passed, so the risk of a train collision is still high.
A system for monitoring critical points using images is installed in the Hai Van Pass railway area.
Therefore, at many points, railway infrastructure management units have to assign staff to be on duty continuously for many days, which is very tiring. Some units install surveillance cameras at some key and dangerous points. However, these are regular cameras, which only transmit images to the monitoring screen at the monitoring center. Therefore, if they want to detect dangerous objects immediately, the monitoring staff must "watch" the screen 24/7 to promptly detect rocks falling onto the railway or violating the railway gauge limit, which can cause a train to crash and derail.
Faced with this reality, Vietnam Railways Corporation has requested the installation of a system of equipment to monitor critical points using images researched by the Railway Signal Information Joint Stock Company. Images from cameras transmitted by digital signals will go through the software. The software has pre-installed "models" of images of violations of railway gauge limits, affecting train safety so that when the images are transmitted, they will be analyzed and risks will be determined.
For example: Train identification, rain or small rocks outside the railway will not warn; But if soil or rocks fall up to a cubic meter, within the railway safety limit, easily leading to derailment or train crash, the software will issue a warning.
Along with displaying dangerous objects on the screen, the software will simultaneously sound an alarm bell so that the supervisor will know immediately and notify relevant departments to handle the situation such as: Calling the train driver; at the same time, notifying the road patrol, bridge patrol, tunnel patrol to signal the train driver to stop the train urgently to avoid accidents.
Connect frequency signal, warn train driver when train car breaks
Vietnam Railways Corporation also said that over the past 10 years, the railway has deployed a set of train tail signal equipment to help freight train drivers promptly monitor the status of train cars to see if they are safe while running.
Train drivers can monitor the status of cars and trains through parameters displayed on the cockpit of the train's rear signal equipment to proactively handle incidents promptly.
Accordingly, this set of equipment includes two devices: The tail section installed at the tail of the last car in the train; the cabin section in the engine cabin. The connection of the receiving and receiving signals between the tail section and the cabin section is through frequency. This is a "one-to-one" connection, meaning the frequency of the pair of devices to control a freight train separately. Because when the train driver needs to pull the emergency brake valve, he will press the control button on the cabin section so that the brake pipe at the end of the train releases air. If the frequency is not specified in pairs like this, it is very easy for the train driver to press the air release button of this freight train, but the equipment of another freight train nearby can also "catch the signal" and release air.
Specifically explaining, Mr. Nguyen Phong Hai, Deputy Head of the General Corporation's Department of National Defense and Traffic Safety, said that the train braking system consists of ventilation pipes connected together from the engine to the carriages and to the length of the last carriage. The system operates thanks to the pressure of compressed air (wind), ensuring the safety of the train throughout the journey.
Previously, train drivers could only see the wind pressure displayed on the control panel at the front of the locomotive. If there was a wind jam in the middle or at the end of the train, or if the last car of the train broke, the train driver could not immediately detect it and handle it in time.
But with the tail signal device, when the tail unit is attached to the last car of the train, connected to the brake pipe, the device will automatically measure the wind pressure and send signals to the cockpit with technical parameters such as: How much wind pressure is at the tail of the train, is it enough or not; Remaining battery level of the tail unit, of the cockpit; In day or night mode...
The train driver only sits on the engine but still knows the status of the braking system of the train, whether it is enough or not, to handle it promptly; at the same time, through the signal of the driver's cabin, he will know if there is an incident at the end of the train, such as a broken car.
"Applying technology and using a train tail signal device will reduce subjective factors, increase train drivers' initiative and especially increase safety, helping to detect train car problems for timely handling," said Mr. Hai.
Source: https://www.baogiaothong.vn/ap-dung-tin-hieu-so-phong-ngua-su-co-trat-banh-doan-tau-192231122210856444.htm
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