Traction Currents Research Articles

Improvement of the traction current asymmetry control system

The article presents approaches that allow modernizing the system for monitoring the asymmetry of the traction current. The existing systems of technical diagnostics and monitoring of the technical condition of automation and telemetry control devices, which have found wide application on the railways of JSC Russian Railways, do not allow monitoring the condition of adjacent railway transport infrastructure systems that affect the performance of railway automation and telemetry control devices. Besides, information about the condition of the object being diagnosed is sent to the monitoring center, while the operational and repair personnel do not have the necessary information and start working only after receiving information about the malfunction from the dispatcher of the monitoring center. The mobile device, proposed in the article, allows reducing the time necessary for obtaining information about the unserviceable condition of the railroad line. The article presents the analysis of gadgets planned for use in a mobile device, and the concept of the interface of the mobile application for technicians. It is noted that the hardware intended for use in a mobile device must provide protection against unauthorized access to the application, as well as have a high degree of protection against penetration. Besides, the article identifies the areas for further improvement of the traction current asymmetry control system.

Verification of the gauss’s law with the unknown parameters by the Kolmogorov criterion in the problems of railways electric supply

Traction currents and voltages in the overhead railroad contact line hypothetically obey the Gauss’s distribution law. An algorithm for statistical modeling of the Kolmogorov distribution for the unknown values of the Gaussian law parameters has been developed. For a large number of the modeling program implementations, it has been shown that testing the hypothesis about the distribution law without taking into account the number of unknown parameters leads to an unacceptable increase in the criterion significance and a decrease in its power. The distribution of the Kolmogorov criterion is calculated with sufficient accuracy for two unknown parameters, which allows its wide practical use.

Standortoptimierung ÖBB Kraftwerk Spullersee – Bauen zwischen Naturjuwel und alpinen Extremen

AbstractThe construction site is located close to the Spullersee, one of the most impressive mountainsides in the Alps, and is part of the ÖBB Spullersee power station, which is used to generate green 16.7 Hz traction current. The Spullersee, a formerly natural mountain lake, is located over 1800 m a.s.l.in the municipality of Dalaas in Vorarlberg. After almost a century of generating electricity, essential parts of the plant have reached the end of service life, resulted in essential facility renewals as well as numerous operational optimizations in the last two years. In a first construction phase, a new access tunnel to the existing apparatus chamber had to be excavated before seasonal winter closure of the access road. For the winter construction phase, thousands of tons of building materials were stored on the construction site in order to replace the old system parts in the area of the lake‐side apparatus chamber after the Spullersee had been completely emptied. Due to high‐alpine location of the site in one of the snowiest regions in Austria, not just working in winter was challenging, but also access. In winter the site was achieved only by using a small cable car and a narrow footpath through the almost two‐kilometer‐long pipe tunnel. This was not everyone's cup of tea.

Analysis and Research on Electromagnetic Compatibility of High Speed Railway Traction Current Harmonics to Track Circuit

The harmonic interference during the operation of rolling stock or EMU is an important interference source of signal system, especially the running track circuit. The harmonic currents in the signal band exceed the limit, which will affect the reliable operation of the track circuit. Analysis of harmonic characteristics based on traction current and the principle of harmonic suppression, a method of harmonic suppression using multiple control strategies is proposed according to the harmonic distribution characteristics of track circuit. Effectiveness of multiple control strategy for harmonic suppression of traction current is verified by simulation analysis and line operation test. The RMS of traction harmonic current can be controlled in the range of 0.3A. The overall performance of the vehicle is optimized and the electromagnetic interference of the track circuit is effectively suppressed.

Simulation of the process of current distribution in a traction rail network

The article synthesizes a simulation model of a section of a traction rail network, analyzes the norms of permissible asymmetry current, at which a choke-transformer is able to function with a set quality. The simulation of the current distribution process that occurs in the traction rail network during the movement of trains of increased weight and length has been carried out. The graphs of the dependence of the asymmetry current on the traction current consumed by the electric rolling stock have been obtained, and the simulation of the dynamics of changes in the traction current in each of the rail lines has been carried out when the train was moving along a section of the traction rail network. Conclusions about the need to monitor the state of traction rail network elements, the service life of which in heavy traffic conditions is significantly reduced both due to dynamic loads and due to overheating due to the passage of increased traction currents have been made.

Depositional process and dispersal pattern of a faulted margin hyperpycnal system: The Eocene Dongying Depression, Bohai Bay Basin, China

There has been an increased attention on hyperpycnal flows due to its importance in delivering large volumes of sediments into deep-water. The process and products of hyperpycnal flow in tectonically-active margins are still poorly understood, and potentially constitute one of the most important deep-water mechanisms in rift basins. This study integrates core data, well-logging and 3D seismic data to investigate the hyperpycnal flow process and dispersal pattern on the Eocene Dongying rift margin. 17 facies, including 5 conglomerate facies, 9 sand facies and 3 mud facies are identified, interpreted as the product of debris flows, traction currents, turbidity currents, transitional flows and lofting plumes, and suggesting the complex blend in flood-triggered hyperpycnal flow on rift margin. Two different hyperpycnal flow types are identified and a related process model is proposed based on facies sequence, distribution, transport mechanism and flood discharge analysis, including seasonal-flood triggered hyperpycnal flow (SHF) and outburst-flood triggered hyperpycnal flow (OHF). The evolution of the hyperpycnal system suggests two dispersal styles, including proximal sublacustrine fan dominated by OHF and distal sublacustrine fan dominated by SHF, respectively. Climate and tectonic movements are suggested to be the main factors controlling hyperpycnal flow generation and deposition on rift margins. The relatively arid climate enhanced seasonal-flood activity and associated sustained and stable SHF, which further prompt distal sublacustrine fan development during a weak rifting period. On the other hand, the generation of outburst-floods can be attributed to the enhanced fault activity, which corresponds to the periodical tectonic movements in the basin. As a result, proximal sublacustrine fans tend to develop in near-shore topographic lows down-dip of syn-depositional faults due to increased tectonic activities, accommodation and enhanced OHF. A deep-water depositional model is proposed for hyperpycnal systems on rift margins by emphasizing the variety in sedimentary process and dispersal patterns controlled by climate and tectonics forces, which may provide new insights into hyperpycnal flow theories and deep-water exploration in world rift basins.

An improved quantitative assessment method on hazardous interference of power lines to the signal cable in high‐speed railway

High-speed railway (HSR) presents the characteristics of a heavy load, large traction current, and ballastless track-bed. As the 'neural network' of the signalling system, the line-side signal cable may threaten both human safety and control information transmission for an HSR operation when interfered with by a strong traction current. This study comprehensively investigates the electromagnetic interference (EMI) factors of the traction power supply system (TPSS) and the integrated earthing system (IES) to a signal cable and completes the electromagnetic coupling mechanism analysis of longitudinal electromotive force (LEF). Then, an improved theoretical calculation method is proposed for the multi-conductor power line network of the HSR instead of the traditional look-up table method. Regarding the essential influence of different earthing methods and cable laying conditions, the quantitative calculation of the LEF on the cable is evaluated. The validity of the theoretical method is verified through finite element simulation. Finally, the solutions to suppress the EMI are put forward for cable laying. This work provides an accurate quantitative basis for the implementation of the on-site LEF test, is significant for the design of cable laying schemes in railway engineering, and is also beneficial to ensure the safe operation of HSR.

Studi Mekanisme Sedimentasi Formasi Dolokapa, Gorontalo

The Dolokapa Formation is a sedimentary rock formation formed in a deep-sea depositional environment with a fairly complex level of deformation and tectonic arrangement. Analysis of the sedimentation mechanism is carried out to determine how much tectonic influence on the mechanisms that occur in a depositional environment and the variations in the sedimentation mechanism formed. Research on the sedimentation mechanism needs to be carried out to determine the history of the formation of Gorontalo sedimentary rocks, especially in the Dolokapa Formation which was formed during the Miocene. The purpose of this study is to know the mechanisms of deep-marine sedimentation based on the identification of lithological characteristics, layer stacking patterns, and sedimentary structures. The method used was measuring sections using a range of ropes divided into four measurement paths. After that, a correlation was performed based on the genesis of deep marine formation. Based on the results of processing and analysis of the data, obtained units of lithology that insertion silty-clay, and the sandstone graining insertion of silt. In vertical succession, the layering pattern formed generally thickens upwards which describes the energy of the depositional currents. The sedimentary structure consists of rip up-clast, parallel lamination, graded bedding, convolute, slump, and trace fossils of nereites trace fossils of nereites that characterize the sedimentation of traction currents and turbidite currents in the deep-sea environment. The sedimentation mechanism formed is the traction current mechanism which is a further development of turbidite current and high-low concentration turbidity current mechanism that occurs slowly on a suspension-controlled grain. The stratigraphic relationship of the rock units in the research area is aligned based on the genesis formation that is located in the setting of the deep marine.

Lithostratigraphy, age and distribution of Eocene volcanic sequences on eastern King George Island, South Shetland Islands, Antarctica

AbstractNew mapping and dating of volcanic outcrops on the east coast of Admiralty Bay, King George Island, has demonstrated that Eocene volcanic sequences are dominant and also crop out extensively elsewhere, particularly on the eastern part of the island. The sequences can be divided into at least three formations (Hennequin, Cape Vauréal and Carruthers Cliff) together with Eocene strata at Warkocz and near Lions Rump that are currently unassigned stratigraphically. New and recently published40Ar/39Ar ages indicate that all of the formations are Early Eocene in age, mainly Ypresian, extending to Lutetian and possibly even Priabonian time in more easterly outcrops. Compositional contrasts exist between the groups (calc-alkalinevstholeiitic). The formations are mainly composed of lavas, and many show evidence for contemporary inundation by water. They are interbedded with sedimentary rocks deposited mainly during flooding events as debris flows, debris avalanches, hyperconcentrated flows, from traction currents and in lakes. The common presence of juvenile volcanic detritus suggests that the sediments were probably linked to explosive hydrovolcanic eruptions, some of which were possibly rooted in summit ice caps. Other evidence is also permissive, but the presence of Eocene ice on King George Island is not well established at present.

Badenian (middle Miocene) continental paleoenvironment in the Novohrad–Nógrád Basin (Central Paratethys): a volcano-sedimentary record from the Páris-patak Valley in Hungary

Two levels of volcaniclastics, comprising conglomerates, sandstones and mudstones, are interbedded with upper middle Miocene (upper Badenian) andesite pyroclastics near the Hungarian-Slovakian border in the distal region of the Central Slovakian Neogene Volcanic Field. Based on the field sedimentological investigations, the facies of the volcaniclastics (e.g., lateral and vertical grain size changes, sedimentary structures, textures, clast composition), their geometry and field relationships are documented herein with the aim of reconstructing the depositional environment. The silica-cemented volcaniclastics are mostly andesite clasts with only ~ 5% being granitoid, quarzitic, and tuff clasts as well as charred fossil wood fragments. The coarse-grained facies association includes crudely stratified, tabular or lenticular, clast-supported pebble-cobble conglomerates with erosive basal surfaces, b-axis imbrication, alternating with sets of cross-bedding. The fine-grained facies association comprises cross-bedded pebbly to medium-grained sandstone and lenses of tuffaceous clayey siltstone with rare horizontal lamination and water-escape structures. Rip-up mudstone clasts, with diametre up to 1 m, are present in both facies associations, revealing the co-existence of abandoned silty palaeo-channel plugs. Facies associations are arranged in several 0.5-4-m-thick, fining-upwards successions that likely formed in shallow channels as downstream- to laterally accreting longitudinal bars, extensive gravel sheets and bars that migrated in peak flow during floods. Palaeocurrent indicators (i.e., clast imbrication, direction of planar cross-bedding, orientation of petrified wood logs) show bedload transport by traction currents, initially towards ~S, and later towards ~W. Intermittently debris flows also occurred. Cross-bedded sandstones formed as in-channel transverse bars during medium/low discharge. Variation of grain size shows frequent discharge fluctuations during permanently wet conditions in the late Badenian. The 4-5-m-deep, low-sinuosity channels were part of a high-energy, gravel-bed braided-river system on the south-eastern foothills of the Lysec palaeo-volcano. Here, pyroclastics were reworked and redeposited as volcaniclastics during inter-eruption, high-discharge episodes.

ПРОБЛЕМЫ СОЗДАНИЯ ЭНЕРГОСБЕРЕГАЮЩЕГО ТЯГОВОГО ПРИВОДА

The problems of traction properties increase in locomotives are considered. The necessity in devices for instantaneous control of a friction coefficient of wheels and rails based on the impact of electric current or a magnetic field upon a wheel/rail contact area. There are defined basic fields of researches essential for the actual realization of such devices. It is defined that devices based on electric current impact require the introduction of considerable changes in the units of a crew part for wheel pair insulation and searches of problem solution in the separation of traction current and control one and the prevention of control current impact upon alarm systems. It is offered to consider magnetic amplifiers of adhesion as a solution of a short-term outlook which can be introduced in an existing locomotive fleet and those using current impact as a solution of newly-developed promising machines. There is offered a design of an individual traction drive simplifying a problem in the arrangement of devices for instantaneous control of a friction coefficient.

Evaluation of the Electromagnetic Effect of Traction Rolling Stock on Track Circuits

The regulations regarding railways currently in force in Bulgaria require that each new type of locomotive, to get access to railway infrastructure, must undergo a procedure for checking its electromagnetic effect on functioning of track circuits.The relevant testing was carried out for seven types of AC and DC track circuits and for six types of locomotives intended to be put into operation (five electric locomotives and a diesel locomotive).Schematic diagrams of testing conditions are presented. During the tests the voltage waveform, frequency, and level rates at the terminals of the track receiver (on the track relay coil) were recorded for a free (normal (common) mode) and occupied (shunt mode) track circuit during the action of return traction current of electric locomotives, as well as during the action of impacts caused by operation of electrical equipment located in the body and under the frame of the diesel locomotive.For electric locomotives, the tests were carried out during the shunting of track circuits (of a tested one and of the track circuit adjacent to it), starting from the rest, lowering and raising pantographs. For a diesel locomotive, tests were carried out in a stationary mode, when inner wheelsets shunted the insulating joints of two adjacent track circuits and for different cases of arrangement of the equipment of the relay and receiver ends. During the tests, the state of the armature and contacts of track relays was monitored. The amplitude of the recorded interference was compared with voltage of reliable switching off/ on of track relays/track receivers. It was found that during the shunt mode, the recorded residual voltage in the track receiver under the action of the electric locomotive was 50 or more times lower than the reliable operate voltage and 33 or more times lower than the reliable drop-out voltage of the receiver. For a diesel locomotive, the results turned out to be similar, except for the case of shorter DC track circuits, where the amplitude of the interference was higher, but without a dangerous effect on the shunt mode.Based on the results of the tests, it was established that all types of track circuits used on the railways of Bulgaria are resistant to electromagnetic interference emanating from tested samples of traction rolling stock.

A tuffaceous volcaniclastic turbidite bed of Early Miocene age in the Temburong Formation of Labuan, North‐West Borneo and its implications for the Proto‐South China Sea subduction in the Burdigalian

AbstractA 2 m thick bed of smectite‐rich clay within a sequence of distal deep water turbidites and marine mudstones of the Temburong Formation on the island of Labuan, Sabah, North‐West Borneo, is an altered, re‐sedimented pyroclastic tuff which is geochemically of rhyolite‐dacite composition. The tuff bed was deposited in deep water, although probably <1,000 m, by traction currents and retains relic siliceous shards, feldspar phenocrysts and biotite crystals but was dominated by ash‐grade material. The tuff is interpreted as a turbidite deposit and most probably records long distance sub‐marine transport down the depositional slope from an active volcanic system in the hinterland. It has a zircon U–Pb weighted mean age of 19.6 ± 0.1 Ma whilst combined forminiferal and nannofossil ages from the enclosing marine mudstones range from 21.5 to 19.4 Ma; together these indicate an early Miocene age for the Temburong Formation. The tuff is the result of a very short‐lived volcanic arc magmatic episode and was either related to similar aged volcanics of the Sintang Suite in central Borneo or a product of the Proto‐South China Sea subduction beneath the Cagayan arc north‐east of Borneo. The age indicates that deep water sedimentation in North‐West Borneo continued into the Burdigalian suggesting the subduction trench of the Proto‐South China Sea was active into the early Miocene, beneath the depocentre of the Temburong turbidite fan. By contrast, sandstones representative of the typical marine Temburong Formation yield abundant zircons which are dominately Cretaceous in age indicating an important switch in source provenance during the Early Miocene from the Crocker Formation that is dominated by Permian‐Triassic zircons. This difference in zircon populations likely reflects an important tectonic event in the early Miocene that resulted in uplift of central Borneo to supply sediment to the Sabah Trough whilst the input of material derived from the western terrains diminished. The Temburong Formation was sourced by reworking of uplifted Rajang Group, Sapulut or Trusmadi formations.

METHOD OF SPECTRAL ANALYSIS OF TRACTION CURRENT OF AC ELECTRIC LOCOMOTIVES

An improved method for spectral analysis of traction current of an Alternating Current (AC) electric locomotive is considered in the article. A new method of spectral analysis considers the change in voltage in the catenary system as a non-deterministic, non-ergodic and non-Gaussian process. It has been established that higher voltage harmonics in the catenary system have a significant negative effect on the operation of non-traction railway consumers of electricity. In addition, electric locomotives operating in the same feeder zone have a mutual influence on each other. Electric railway transport is a source of higher voltage harmonics and strongly distorts the shape of the sinusoidal voltage of the catenary system, which are caused by the higher spectral components of the current in the electric locomotive traction drive circuit. These spectral components of the traction current arise in the traction drive circuit due to the nonlinearity of the current-voltage characteristics of the electronic devices of an electric locomotive, for example, a contact rectifier, a capacitor circuit of traction motors. Reactive power compensators are used in electric locomotives to eliminate components of higher harmonic traction current in the catenary system. Traditionally, spectral analysis in such systems is performed using Fourier methods. However, the determination of the spectral components of the traction current by the Fourier method for constructing a control system for a reactive power compensator is possible only if the process of voltage variation is a deterministic or ergodic Gaussian process. Otherwise, the application of Fourier transform methods will be incorrect. An analysis of the factors that affect voltage changes in the catenary system showed that this process is significantly different from the ergodic Gaussian process. Such factors include the following: the operating mode of the electric locomotives; number and total capacity of electric locomotives in one feeder zone; electric locomotives passing through feeder zones; instability of collection current. Thus, in the case under consideration, the application of the Fourier methods is incorrect for the analysis of the spectral components of the traction current. This affects the quality of compensation of the higher harmonic components of the traction current, and in some cases, the unstable operation of the control system of the active part of the reactive power compensator. Proposed scientific approach is based on the Levinson–Durbin linear prediction algorithm. On the one hand, this allows adapting the control system of the compensator to the voltage parameters of the catenary system. On the other hand, this allows taking into account the operating modes of electric rail vehicle with reactive power compensation. The construction of a compensator control system using the Levinson–Durbin algorithm significantly simplifies thensynchronization scheme of the compensator and power circuits of the traction electric drive of AC electric locomotive. A comparison of the traditional method of spectral analysis, based on the Fast Fourier Transform (FFT), and the method, based on the Levinson–Durbin algorithm, proposed by the authors, showed the high efficiency of the latter.

Energy-Efficient Speed Profile Optimization for High-Speed Railway Considering Neutral Sections

A neutral zone is a section of a railway line without traction current during high-speed train operations and is very common in high-speed railway lines. However, previous studies on energy-efficient speed profile (ESP) optimization did not consider the electric neutral section constraints. Thus, a risk of being unable to drive out of the neutral section because of a low initial speed and a deviation in the energy consumption effect occur. This paper studies the characteristics of the neutral section to optimize the operating curves of high-speed trains. It can aid in trains passing through the neutral section smoothly. The proposed method is feasible and close to reality. By analyzing the actual coasting distance of a train in the neutral section and building its mathematical model, we provide special double-speed limits and stability constraints. Subsequently, by simulating vehicle performance, operating conditions, and the location of the neutral section, a train ESP optimization model is constructed. Moreover, an improved dynamic programming algorithm is proposed, which uses the vehicle maximum traction and braking force to simplify the computation of state transitions. Finally, the numerical results of simulations demonstrate the efficiency of the proposed model and solution methodology. Compared with the solution without neutral section constraints, an energy-efficient effect of 1.43% is achieved. Further, the proposed method performs better with a stability and high-quality solution than the genetic algorithm.

Algorithm for calculating the rail-ground potential in heavy load conditions

Increased freight turnover on railway transport inevitably leads to increased traction current in DC and AC traction power supply systems. The increase in traction current is already causing problems related to the normal operation of the 25 kV AC traction power supply systems. One of the adverse consequences of the increased traction currents is the increased rail-to-ground potential. This has already caused a number of accidents and related traffic interruptions on the Far Eastern Railway of Russia and other railway sections powered with alternating current. The study considers the problem of increased rail-to-ground potentials and provides basic formulae for calculating the wave parameters of the rail network and rail-to-ground potentials. Various methods are given for calculating rail-to-ground potentials for a 25 kV AC traction power supply system. Since in an alternating current system, expressions for calculating the potential are functions of a complex variable, the calculation of such expressions requires the use of special programs. Adaptation of existing methods to modern software and computing systems allows you to optimize and significantly speed up the process of calculating the “rail-to-ground” potentials, either considering the use of certain potential-reducing measures or not. A calculation method includes an algorithm developed for calculating the rail-to-ground potentials in the 25 kV AC traction power supply system for an inter-substation zone of any length with any number of electric locomotives within the zone.

МОДЕЛИРОВАНИЕ ИНТЕНСИВНОСТИ ЭЛЕКТРОХИМИЧЕСКОЙ КОРРОЗИИ РЕЛЬСОВ

An increase of train load limits leads to a growth of values of straight and reverse traction currents in traction power supply system. Rails that provide channelling of reverse traction current in direct current power supply system are exposed to electrocorrosion, an intensity of which increases at the growth of traction currents. The aim of the work is to develop an analytical model that will provide a numerical assessment of metal losses from rail base at various modes of electric rolling stock operation and different condition of rail line isolation.

Textural characteristics, mode of transportation and depositional environment of the Cretaceous sandstone in the Bredasdorp Basin, off the south coast of South Africa: Evidence from grain size analysis

Abstract A total of 92 representative sandstone samples of the Bredasdorp Basin in boreholes E-AH1, E-AJ1, E-BA1, E-BB1 and E-D3 have been investigated for their grain size characteristics. Grain size textural parameters and their cross plots, linear discriminate functions (LDFs), C–M (C = first percentile and M = median) diagram and log–probability plots were calculated and interpreted to understand the mode of transportation and hydrodynamic conditions and also to unravel the depositional environments of the sediments. The grain size textural parameters revealed that the Bredasdorp sandstones are unimodal, predominantly fine-grained, moderately well-sorted, mesokurtic and near symmetrical. The bivariate plots of grain size textural parameters indicate that the depositional environments had been influenced mainly by river/beach/coastal dune conditions. The LDF plots show that the sediments are turbidity current deposits in a shallow marine environment. The C–M diagram revealed that the studied sandstones were mainly deposited by traction currents and beach process. In addition, the grain size log–probability curves and C–M diagram show the predominance of suspension and saltation modes of sediment transportation. Based on the inter-relationship of the various statistical parameters, it is deduced that the Bredasdorp Basin are mainly shallow marine deposits with signature of beach and coastal river processes.

Комплексная система регулирования мощности установки поперечной емкостной компенсации в системе с распределенной нагрузкой

The complex system of power control of transverse capacitive compensation device (CD) allows to increase the railroad traffic capacity and decrease power losses in the electrical traction network. The necessity of power control introduction to increase the traffic capacity is caused by the increased value of the traction current which is referred to the sectioning post and when the first harmonic traction current is higher than the current of the devices the additional section of capacitor battery is switched on. The suggested system can be implemented into CD where capacitor battery with reactor is connected through the filter on the third harmonic. It can also be used in other controlled CD, for example, in a static generator of reactive power.

Main electromagnetic jammer sources with impact on the railroad automation systems

The article presents some results of research to improve the stability of rail circuits and automatic cab signaling on the Railways. Signals of automatic locomotive signaling under the influence of stationary harmonic and random impulse noise are considered, the sources of which can be power lines, power devices, radio frequency electromagnetic fields, electrostatic discharges, lightning discharges, traction power supply and rail networks, as well as adjacent rail circuits. Particular attention is paid to the negative effects of reverse traction current and the uneven magnetization of the rails. It is shown that the practical implementation and application of the developed methods to increase the reliability of automatic locomotive signaling systems should suppress powerful interference from reverse traction currents that occur on locomotive receiving coils during heavy train traffic. Also, this should provide suppression of interference from the uneven magnetic field of the rails laid in the path or in the rut and at the ends of the sleepers. This will lead to a decrease in the intensity of failures in the operation of automatic locomotive signaling and to an increase in the level of safety and uninterrupted movement of trains. The results are successfully used on the railways of Russia and abroad.