RU2775907C1 - System for interval regulation of train traffic with control of operation algorithm change - Google Patents

Abstract

FIELD: railways.

SUBSTANCE: invention relates to means for interval regulation of train traffic. The system contains on a track N block sections, each of which is equipped with interconnected rail chains and/or axis counting sensors, track relays, signal relays, encoding equipment, and inductive communication lines, on each unit of a controlled railway rolling stock, there are interconnected current sensors, receiving equipment of locomotive signaling, a unit for selecting the maximum permissible speed, an odometry unit, a speed comparison unit, a brake control unit, and an indication unit. The system additionally contains on the track interconnected analysis unit, a unit for selecting the inductive communication line, a generator of a reference track frequency, a switching unit, a track control unit, and, for each inductive communication line, a controlled key; and on the controlled railway rolling stock, there are interconnected bandwidth filter set to the reference frequency, an amplitude detector, a distinction unit, a transportable reference frequency generator, a transportable control unit, a modulator, and a diagnostic loop.

EFFECT: increase in the level of safety of train traffic is achieved.

4 cl, 1 dwg

Description

The technical field to which the invention belongs

The invention relates to railway automation and telemechanics and can be used in systems for interval control of train traffic on hauls based on track circuits, which use an inductive communication channel with frequency division multiplexing.

State of the art

All devices of railway automation and telemechanics according to the degree of their protection from interventions by maintenance and repair personnel can be divided into open and closed systems. Closed systems, more often made on a microprocessor element base, do not allow to interfere in the algorithm of their work and can, by analyzing external connections, identify possible installation errors. Open systems, performed mainly on a relay element base, allow any change in installation, which is a potential source of reducing the level of train traffic safety. An example of intervention in the algorithm of the interval control system, made on a relay element base, and the consequences of this are set out in an information letter on the occasion of a transport accident committed on 08/03/2021 on the Aleur - Bushuli section of the Trans-Baikal Railway - a branch of Russian Railways, (https:// uugzdn.tu.rostransnadzor.gov.ru/news/novostiural/document/70920).

It follows from the letter that the existing technical measures in relation to relay systems are insufficient. Schemes of well-known relay systems, for example, a numerical code lock (Kazakov A.A., Kazakov E.A. Auto-blocking, locomotive signaling and hitchhiking: A textbook for technical schools of railway transport. - 7th ed., Rev. and add. - M., Transport, 1980. - 360 p.), allow changing the installation, including changing the algorithm of their work. At the same time, the systems do not control the integrity and immutability of the algorithm of their work, i.e. they do not solve the problem of detecting dangerous violations of the algorithm of their work, distinguishing them (depending on the degree of danger or on the time of early warning of locomotive crews of trains), as well as warning personnel dependent in making decisions in the transportation process on the correct operation of these systems: personnel, locomotive crews, etc.

A known method of interval regulation of train traffic on the stage with auto-blocking (EN 2491198 C1, B61L 3/12, B61L 25/00, 27.08.2013). The method includes checking the track section vacancy by the control equipment for track circuits based on the correct sequence of occupation and release by the same train of all track circuits of the track section and transmission to the locomotive of code signals that carry information about the number of free track sections in the direction of the train and about restrictions speed, reception and decoding of code signals on the locomotive and control of the movement of the train to ensure safe braking and stopping in front of obstacles. At the same time, the code signals of the equipment of the track circuits received on the locomotive are monitored for reliability, each time the locomotive of the train passes the next border between adjacent track circuits on the locomotive, a code telegram with the current location coordinates is formed and transmitted via an additional digital communication radio channel to the posts of electrical centralization of stations that limit the haul. of the locomotive, the number of its train, its route and a sign of the integrity of the train, these data are compared with the results of checking the vacancy of the track sections by the equipment for monitoring the track circuits, and when the equipment of the track circuits issues unreliable signals, permission is formed for the train to pass through the track sections based on the information of the code telegram.

The disadvantage of the known method and systems built using it is the absence of measures to eliminate the influence of erroneous actions of repair and maintenance personnel on the algorithm of their work.

The closest in its technical essence to the claimed invention is a device for interval regulation of train traffic (RU 2238865 C2, B61L 3/20, 27.10.2004). The device for interval control of train traffic contains a rail circuit, an auto-lock decoder, an proximity detector relay circuit. At the same time, the device is equipped with a reverse repeater circuit of the proximity detector relay and a circuit for connecting the control generator, in which the secondary winding of the transformer is connected to the line wires through the first capacitor, and the primary winding through the front contacts of the yellow fire relay repeater, the proximity detector, the rear contacts of the yellow fire relay and the reverse repeater proximity detector is connected to the control generator. The rear contact of the proximity detector is connected to the reverse repeater circuit of the proximity detector, and a series circuit consisting of the first resistor and the second capacitor is connected in parallel with the winding of this relay, the front contacts of the yellow fire relay are connected to the proximity detector circuit, it also contains the circuit of the yellow fire relay repeater, in which the front contact of the yellow light relay is turned on, and a series circuit consisting of a second resistor and a third capacitor is connected in parallel with the winding of this relay. Power is supplied to the track circuit from the poles of the AC voltage source, one of which is connected to the common contact of the transmitter relay, and the second to one pole of the limiting resistor, the other pole of which is connected through the primary winding of the path choke-transformer of the supply end to the front contact of the transmitter relay, and the secondary winding of this transformer is connected to one of the ends of the rail line, to the other end of which the winding of the relay choke-transformer is connected, to the secondary winding of which an impulse relay is connected, the common contact of which is connected to the pole of the DC voltage source, and the front and rear contacts of this relay are connected to inputs of the auto-lock decoder, to the outputs of which the outputs of the yellow light relay winding are connected. It is taken as a prototype.

Despite the advantage that it is possible to distinguish the occupancy of the track section caused by unauthorized removal of the track circuit devices from the usual occupancy of the track section, the prototype has the disadvantage associated with the inability to control the change in the algorithm of the system for interval control of train traffic in the event of a change in the installation of equipment (installation of jumpers).

Disclosure of invention

The technical result to which this invention is directed is to increase the level of train traffic safety.

The technical result is achieved by the fact that the system for interval regulation of train traffic with control over changes in the operation algorithm, containing N block sections on the track, each of which is equipped with interconnected track circuits and / or axle count sensors, travel relays, signal relays, coding equipment and lines of inductive coupling; and on each unit of controlled railway rolling stock interconnected current sensors, receiving equipment for locomotive signaling, a maximum allowable speed selection unit, an odometric unit, a speed comparison unit, a braking control unit and an indication unit, additionally contains: on the way: an analysis unit, a selection unit inductive communication lines, track control frequency generator, switching unit, track control unit and for each inductive communication line a controlled key; - and on controlled railway rolling stock, a band-pass filter tuned to a control frequency, an amplitude detector, a discrimination unit, a portable control frequency generator, a portable control unit, a modulator and a diagnostic loop. In this case, the track and signal relays of each of the N block sections are connected by their outputs to the corresponding inputs of the analysis unit, the first output of which is connected to the input of the inductive coupling line selection unit, and the second output is connected to the first input of the track control unit. The first output of the inductive coupling line selection unit is connected to the first input of the switching unit, and the second output is connected to the second input of the track control unit. The first output of the track control frequency generator is connected to the second input of the switching unit, and the second output is connected to the third input of the track control unit. The output of the switching unit is connected to the corresponding input of the inductive coupling line and the fourth input of the track control unit; each coding equipment is connected to the corresponding input of the corresponding inductive communication line through the corresponding controlled key, the other input of which is connected to the output of the track control unit. The output of the current sensors is connected to the input of the amplitude detector through a bandpass filter. The output of the amplitude detector is connected to the input of the distinguishing unit and the first input of the portable control unit. The output of the discrimination block is connected to the second input of the maximum allowable speed selection block and the second input of the vehicle control block. The portable control frequency generator is connected by its first output to the third input of the portable control unit, and by its second output to the input of the modulator, the first output of which is connected to the fourth input of the portable control unit, and the second output is connected to the input of the diagnostic loop. The diagnostic loop is inductively connected to the current sensors and the fifth input of the portable control unit. The first output of the transportable control unit is connected to the third input of the maximum allowable speed selection unit, and the second output of the transportable control unit is connected to the third input of the display unit.

The inductive coupling line is made in the form of a rail line.

The inductive coupling line is made in the form of a stationary loop laid along the track axis.

At the same time, the track control frequency generator is designed as an automatic locomotive signaling generator with automatic speed control, tuned to a frequency of 375 Hz.

Brief description of the drawings

The essence of the invention is illustrated by the drawing, which shows a block diagram of the System for interval control of train traffic with control of changes in the operation algorithm, containing N block sections, each of which is equipped with track circuits and / or axle count sensors (not shown in the drawings), relay 2 track and signal relays 3, connected by their outputs to the analysis unit 1, the first output of which is connected to the inductive coupling line selection unit 4, and the second output to the track control unit 7. The first output of the block 4 selection of the line of inductive coupling is connected to the first input of the block 6 switching, and the second output is connected to the second input of the block 7 track control. The first output of the track control frequency generator 5 is connected to the second input of the switching unit 6, and the second output is connected to the third input of the track control unit 7. The output of the switching unit 6 is connected to the corresponding input of the line 10 of the inductive coupling and the fourth input of the block 7 of the track control. Each coding equipment 8 is connected to the corresponding input of the corresponding inductive coupling line 10 through the corresponding key 9 controlled, the other input of which is connected to the output of the track control unit 7. Current sensors 11 installed on the railway rolling stock (not shown in the drawing), inductively connected to the line 10 of the inductive coupling. The output of the current sensors 11 is connected to the input of the amplitude detector 13 through a bandpass filter 12, as well as to the first input of the block 16 for selecting the maximum allowable speed through the receiving equipment 15 of the locomotive signaling. The output of the 13 amplitude detector is connected to the input of the discrimination block 14 and the first input of the control block 18 carried. The output of the discrimination block 14 is connected to the second input of the block 16 for selecting the maximum allowable speed and the second input of the block 18 for controlling the vehicle. The portable control frequency generator 19 is connected by its first output to the third input of the portable control unit 18, and by the second output to the input of the modulator 20, the first output of which is connected to the fourth input of the portable control unit 18, and the second output is connected to the input of the diagnostic loop 21. The diagnostic loop 21 is inductively connected to the current sensors 11 and the fifth input of the portable control unit 18. The first output of the control unit 18 of the transportable is connected to the third input of the block 16 of the selection of the maximum allowable speed, and the second output of the control unit 18 of the control of the transportable is connected to the third input of the display unit 17, the first input of which is connected to the second output of the block 16 of the selection of the maximum allowable speed. The second output of the odometer block 22 is connected to the second input of the indication block 17. The first output of the block 16 selection of the maximum allowable speed is connected to the first input of the block 23 speed comparison. The first output of the odometer block 22 is connected to the second input of the speed comparison block 23. The output of the block 23 speed comparison is connected to the input of the block 24 control braking. Implementation of the invention

The system of interval regulation of train traffic with the control of changing the operation algorithm functions as follows (figure).

In the absence of intervention in the algorithm of the interval control system, the operation of the latter is similar to most of the known systems, for example, auto-blocking with tone track circuits, etc. The state of each of the N block sections is determined by the state of the corresponding track relay 2, which is controlled by the corresponding track circuit or axle count sensors (the latter are not shown in the drawings). Depending on the state of the track relay 2, in accordance with the scheme of the signaling installation (not shown in the drawings), signal relays 3 of each of the block sections operate, determining the maximum allowable speed of movement along them or the number of free block sections ahead. The signal relays 3 of each block section control the equipment 8 encoding each block section or a separate inductive communication line (the latter may not necessarily coincide), generating automatic locomotive signaling signals that are transmitted to trains through the corresponding keys 9 controlled in the corresponding inductive communication lines 10. The coding equipment 8 is a well-known equipment for the supply end of track circuits or modulators of automatic locomotive signaling systems. As inductive communication lines, rail lines or stationary loops are used, laid in a certain way along the axis of the track. The keys 9, controlled without interfering with the operation of the interval control system, ensure the unhindered transmission of automatic locomotive signaling signals. The key 9 is controlled as a relay. In this case, the coding equipment 8 is connected to the inductive coupling line 10 through its closing (front) contacts. Thus, the controlled key 9 ensures the unimpeded transmission of automatic locomotive signaling signals at a high signal level at the output of the track control unit 7.

The inductive coupling line 10 is connected to the current sensors 11 (receiving coils, Hall sensors, etc.) installed on the railway controlled rolling stock (locomotive, section of an electric or diesel train, special self-propelled rolling stock, etc.) located within its boundaries. The signals of the automatic locomotive signaling freely from the current sensors 11 enter the input of the receiving locomotive signaling equipment 15, which performs the functions of receiving and decoding signals. The locomotive signaling receiving equipment 15 is made in the form of a known relay or microprocessor receiving equipment of the main safety devices, in particular, a continuous type automatic locomotive signaling, an integrated locomotive safety device, automatic locomotive signaling receiving equipment with automatic speed control, etc. At the output of the equipment 15 of the receiving locomotive signaling, signals are generated corresponding to the information received from the track equipment about the number of free block sections ahead or the maximum allowable speed, which are processed by the block 16 for selecting the maximum allowable speed, at the first output of which a numerical value is generated for its subsequent comparison with the actual speed coming from the odometric unit 22 in the speed comparison unit 23. At the second output of the block 16 selection of the maximum allowable speed, a signal is generated to output the value of the maximum allowable speed on the block 17 display. Also on the display unit 17 displays information from the odometric unit 22 about the actual speed and information about the current state (healthy or not) of the on-board equipment according to the signals coming from the second output of the vehicle control unit 18. If the maximum allowable speed is higher than the actual speed comparison unit 23 generates control commands to the braking control unit 24 to reduce the actual speed at the rate of service, and if necessary, emergency braking. The odometer block 22 is made in the form of a known rotation angle sensor, for example, a sensor of the DPS-U type. The display unit 17 is made in the form of a display or LED indicator installed in the driver's cab, with the ability to display information about the current actual and maximum allowable speed. The comparison unit 23 and the maximum allowable speed selection unit 16 are respective microprocessor devices or relay circuits.

Information about the current state of the relay 2 track and relay 3 signal of each of the N block sections are transmitted to the corresponding inputs of the analysis unit 1, which is a microprocessor device. The installation is implemented in such a way that at least one of its tees is used to connect each relay to the analysis unit 1, which makes it possible to monitor the state of both the front and rear contacts of the relay.

In the absence of intervention in the operation of the interval control system, the analysis unit 1 does not generate control signals to the inductive coupling line selection unit 4. A signal about the technical condition of the analysis unit 1 (healthy / faulty) is continuously transmitted to the track control unit 7, as well as a signal about the presence of a control signal at the output connected to the block 4 for selecting the inductive communication line.

When an interference is detected in the logic of the system of interval control of train traffic, which is characterized by at least one of the following events:

- the states of the relay 3 of the signal block section are permissive (corresponding to the permissive indications of the traffic lights or the permissive signals of the automatic locomotive signaling), while they do not correspond to the states of the corresponding relays 3 of the signal block next in the direction of movement, for example: the states of the relay 3 of the signal block section coincides with the states of the corresponding relays 3 signaling the block section following in the direction of movement, while not allowing the movement of trains at the maximum allowable speed (a green light signal is not generated; a green signal indication of a traffic light is not generated, etc.); the state of the relay 3 of the signal block section is more prohibitive compared to the states of the corresponding signal relays 3 of the next block section in the direction of movement (if this is not provided for by local conditions) and so on; -

- the state of the relay 3 of the signal block-section does not correspond to the state of its relay 2 of the track ones; -

the analysis unit 1 determines the number of the corresponding block section and generates a control command to the inductive coupling line selection unit 4, which is transmitted to it cyclically (continuously) until the interval control system operation algorithm is restored.

The selection of events corresponds to such states of the system of interval control of train traffic that can occur only in case of equipment failure caused, among other things, by a change in the installation (installation of jumpers) by the maintenance or repair personnel or a false vacancy of the block section (rail circuit).

The inductive coupling line selection block 4 is a microprocessor device or a decoder. Block 4 selection line inductive communication continuously generates information about its status (healthy / faulty) and transmits it to the block 7 track control. Upon receipt of the control command and until the end of its transmission from the analysis unit 1, the inductive coupling line selection unit 4 determines the number of the inductive coupling line to which it is necessary to connect the control frequency generator 5 of the track and forms the corresponding electrical circuit, controlling the switching unit 6.

The track control frequency generator 5 is a device that continuously generates a signal with a carrier frequency higher than the rail line control signals or automatic locomotive signaling with an inductive information transmission channel from the coding equipment 8 used on the site. As a generator 5 of the control frequency of the track, an automatic locomotive signaling generator with automatic speed control, tuned to a frequency of 375 Hz, can be used. The generator 5 of the control frequency track continuously generates and transmits to the corresponding input of the control unit 7 a track signal about its technical condition (healthy/faulty). In the absence of interference in the operation of the system of interval regulation of train traffic, the generator 5 of the control frequency of the track is disconnected from the lines 10 of the inductive connection by the switching unit 6. When interference is detected due to the operation of the block 4 of the selection of the inductive communication line and the switching block 6 controlled by it, the generator 5 of the control frequency of the track is connected to the corresponding input of the line 10 of the inductive communication preceding the block section with the detected malfunction (problem), as well as the corresponding block section with detected fault. This ensures timely transmission of the information signal of the control frequency to trains and the possibility of limiting the maximum allowable speed up to the passage of a dangerous section, the state of which, due to intervention in the installation of equipment, by the interval control system, false signals may be generated that allow movement.

When the train enters the boundaries of the inductive coupling line preceding the block section with a detected malfunction (discrepancy between the signal indications of the current train situation due to a change in the equipment installation) and up to the passage of the dangerous section of the track, the current sensors 11, in addition to the information signals from the inductive coupling line 10 and the diagnostic signal from loop 21 diagnostic will receive an information signal of the control frequency. This signal will not affect the operation of the receiving locomotive signaling equipment 15 due to the frequency division of the channels (the frequency generated by the track control frequency generator 5 is higher than the control signals of the rail line or automatic locomotive signaling with an inductive inductive coupling channel used on the site). The information signal of the control frequency will go to the input of the 12 bandpass filter, from where it will be transmitted to the 13 amplitude detector. A high signal level at the input of the 13 amplitude detector, made in the form of a relay, will ensure the formation of a high signal level at its output. The signal will go to the inputs of blocks 18 of the control of the transportable and 14 of discrimination. The distinction block 14, which is a decoder on a microprocessor or relay element base, with a long (more than one pulse repetition period of the diagnostic signal) high level at its input, will provide the formation of a control signal that will be transmitted to the corresponding input of the block 16 for selecting the maximum allowable speed and block 18 control carried. Distinguishing between diagnostic and information signals of the control frequency is provided by code separation. So the information signal is unmodulated and contains a pulse with a duration exceeding the repetition period of the modulated pulses (the duration of the information signal is limited by the length of the inductive link that transmits it, as well as the speed of the train passing through it), while the diagnostic signal is modulated (as a result of the operation of the modulator 20) and contains both impulses and passive pauses.

If there is a corresponding input block 16 selection of the maximum allowable speed from the block 14 discrimination will lead to the following. If the signal at the output of the equipment 15 of the receiving locomotive signaling will require a speed limit less than 20 km/h, then the block 16 for selecting the maximum allowable speed will ensure the transfer of relevant information to the block 23 comparison. If the signal at the output of the equipment 15 of the receiving locomotive signaling will require a speed limit greater than 20 km / h, then the block 16 for selecting the maximum allowable speed will provide information about the speed limit of 20 km / h (i.e., as a result of the operation of the discrimination block 14 ) until the dangerous section of the path is followed (until the discrimination block 14 generates the corresponding control signal).

Note that the track control unit 7 ensures control of the correct operation of the track equipment. In cases where at least one event is recorded:

- block 1 analysis is faulty;

- block 4 of the choice of the line of inductive coupling is faulty;

- the generator 5 of the control frequency of the track is faulty;

- the signal at the output of the switching unit 6 is absent in the presence of control signals from the analysis unit 1 and the health of the analysis unit 1, the unit 4 of the selection of the inductive coupling line and the generator 5 of the control frequency; -

then the track control unit 7 generates a low signal level at its output, which ensures a break in the power supply circuit of the inductive coupling line 10 from the coding equipment 8 by turning off the controlled key 9. This disables the automatic locomotive signaling system, which brings the system to a safe state (the absence of an automatic locomotive signaling signal at the input of the receiving locomotive signaling equipment 15 is regarded as movement along a busy section of the track, which leads to the operation of autostop braking based on the results of the block 23 speed comparison and block 24 brake control).

The control of the correct operation of the on-board equipment is carried out for the equipment receiving the control frequency, and operates as follows. The control frequency generator 19, which can be similar to the track generator 5, generates a signal with the same parameters (frequency) as the track control frequency generator 5. Information about the state of the generator 19 control frequency portable (healthy/faulty) receives the control unit 18 portable. The carrier frequency is fed to the modulator 20, which generates a modulated signal transmitted to the diagnostic loop 21. Modulation makes it possible to distinguish between information signals received from trackside equipment and diagnostic signals from onboard equipment. Information about the state of the modulator 20 is fed to the corresponding input of the control unit 18 carried. The diagnostic loop 21, which is made in the form of a frame located near the current sensors 11 in such a way that the field generated by it crosses their cross section (the cross section of the core of the receiving coils or Hall sensor plates), provides signal transmission in an inductive way, which also allows you to control the state of the sensors 11 current. The modulated diagnostic signal of the control frequency does not affect the equipment 15 of the receiving locomotive signaling (the choice of the control frequency provides frequency separation of the channels) and enters through the 12 bandpass filter, tuned only to the width of the spectrum of the modulated diagnostic signal of the control frequency, to the detector 13 amplitude. The amplitude detector 13, which is a threshold element, in particular a relay, determines the presence of a control frequency at its input and generates a high signal level at its output. In the absence of a control frequency at the input of the 13 amplitude detector, a low signal level is formed at its output. Block 14 distinguishes the signals from the detector 13 amplitude determines what is currently present at the output of the amplitude detector: information or diagnostic signal of the control frequency. The information signal is a carrier control frequency without modulation, a long presence at the output of the amplitude detector 13 is regarded by the discrimination block 14 as a danger, and therefore a signal is transmitted to the block 16 for selecting the maximum allowable speed to reduce the speed. In the case of a modulated diagnostic signal of the control frequency (when high and low signal levels at the output of the amplitude detector 13 alternate with a certain period), the discrimination unit 14 does not issue control commands to its outputs, the on-board devices operate in normal mode. The signals from the outputs of the detector 13 amplitude and block 14 discrimination are also transmitted to the corresponding inputs of the block 18 control carried. In cases where at least one of the conditions is met:

the generator 19 of the control frequency is faulty (or at the corresponding input of the control unit 18 carried there is no diagnostic signal from the generator 19 of the control frequency);

- the modulator 20 is faulty (or there is no diagnostic signal from the modulator 20 at the corresponding input of the control unit 18);

- there are no signals from the diagnostic loop 21;

- continuous low signal level at the output of the detector 13 amplitude;

- inconsistency of the signal at the output of the block 14 discrimination signals from the detector 13 amplitude; -

the transportable control unit 18 generates a signal transmitted to the corresponding input of the maximum allowable speed selection unit 16, requiring a speed limit of up to 20 km/h, as well as a signal to turn on a warning indication of equipment malfunction to the display unit 17.

The implementation of monitoring the correct operation of the on-board equipment responsible for receiving the control frequency provides the possibility of the control frequency not to all inductive coupling lines at the same time (then informing about the failure of the track equipment would be organized by turning off the control frequency signal in one or another inductive coupling line), which would lead to significant energy consumption, but only in those lines of inductive coupling that precede the dangerous section.

The implementation of the proposed system will improve the level of train traffic safety by controlling intervention in the logic of the system of interval control of train traffic and timely warning the driver of a controlled railway rolling stock about a malfunction of the track devices.

The claimed invention can also be used to detect false vacancy of block sections (rail circuits) and timely warn responsible railway personnel about it.

Claims (4)

1. A system for interval control of train traffic with control over changes in the operation algorithm, containing N block sections on the way, each of which is equipped with interconnected track circuits and / or axle count sensors, travel relays, signal relays, coding equipment and inductive communication lines; and on each unit of the controlled railway rolling stock, interconnected current sensors, receiving equipment for locomotive signaling, a maximum allowable speed selection unit, an odometric unit, a speed comparison unit, a braking control unit and an indication unit, characterized in that it additionally contains an analysis unit on the way, inductive coupling line selection unit, track control frequency generator, switching unit, track control unit and for each inductive coupling line a controlled key; and on controlled railway rolling stock - a bandpass filter tuned to a control frequency, an amplitude detector, a discrimination unit, a portable control frequency generator, a portable control unit, a modulator and a diagnostic loop; at the same time, the track and signal relays of each of the N block sections are connected by their outputs to the corresponding inputs of the analysis unit, the first output of which is connected to the input of the inductive communication line selection unit, and the second output is connected to the first input of the track control unit; the first output of the inductive coupling line selection unit is connected to the first input of the switching unit, and the second output is connected to the second input of the track control unit; the first output of the track control frequency generator is connected to the second input of the switching unit, and the second output is connected to the third input of the track control unit; the output of the switching unit is connected to the corresponding input of the inductive coupling line and the fourth input of the track control unit; each coding equipment is connected to the corresponding input of the corresponding inductive communication line through the corresponding controlled key, the other input of which is connected to the output of the track control unit; the output of the current sensors is connected to the input of the amplitude detector through a bandpass filter; the output of the amplitude detector is connected to the input of the distinguishing unit and the first input of the portable control unit; the output of the discrimination unit is connected to the second input of the maximum allowable speed selection unit and the second input of the vehicle control unit; the portable control frequency generator is connected by its first output to the third input of the portable control unit, and by the second output to the input of the modulator, the first output of which is connected to the fourth input of the portable control unit, and the second output is connected to the input of the diagnostic loop; the diagnostic loop is inductively connected to the current sensors and the fifth input of the portable control unit; the first output of the transportable control unit is connected to the third input of the maximum allowable speed selection unit, and the second output of the transportable control unit is connected to the third input of the display unit. 2. The system according to claim 1, characterized in that the inductive coupling line is made in the form of a rail line. 3. The system according to claim 1, characterized in that the inductive coupling line is made in the form of a stationary loop laid along the axis of the path. 4. The system according to any one of paragraphs. 1-3, characterized in that the track control frequency generator is made as an automatic locomotive signaling generator with automatic speed control, tuned to a frequency of 375 Hz.

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