RU2676597C2 - Parallel tracks design description - Google Patents

Abstract

FIELD: transportation.SUBSTANCE: invention relates to railway automation and telemetry systems for controlling train movement. Technical solution includes a train control system for embedding in a train, wherein the train control system including a processor, a database associated with the processor that includes a track profile having predetermined parameters regarding how the train should perform on a particular route, and an antenna for receiving a signal to a sign on an arrow from a wayside transponder. And the processor determines a location of the train from the signal to the sign on the arrow and on the assessment of whether the change in the train performance is required as a result of changing the particular route indicated by the signal to the sign on the arrow, and also uses a signal from the wayside transponder to distinguish parallel rail tracks located close to each other.EFFECT: safer train movement.19 cl, 9 dwg

Description

FIELD OF STUDY

[0001] Considered variants of the invention provide a method for increasing the possibility of improving safety by providing information related to the switching of the course / route of the train using the directional signaling.

BACKGROUND

[0002] Various well-known train safety systems are being developed worldwide to provide technical railway devices to ensure safe operation in the event of a human error.

[0003] Positive Traffic Control (RTS) refers to a well-known technology that is designed to prevent collisions between trains, derailment due to speeding, accidents or injuries of railway workers working within permitted limits as a result of an unauthorized intrusion trains, and also prevent trains from moving along the arrow left in the wrong position. Although RTS systems vary greatly in complexity and granularity based on the level of automation and the functionality they perform, the system architecture used and the level of train control they can match, RTS systems are not prone to conflict, in that they are signaling and control systems processor-based trains (see Heading 49 of the Code of Practice, Part 236, Chapter H), which use both computer and radio communication channels to perform RTS functions, such as monitoring and controlling traffic train for enhanced security.

[0004] More specifically, the RTS provides that the train receives information about its location and where safe passage is allowed, i.e. "movement team". Equipment on the train improves these driving commands while preventing unsafe movement. RTS systems often use the Global Satellite Navigation System (GPS) to track the movement of a train or use another mechanism to calculate their location. Thus, the RTS is used to provide interval control of trains or to prevent collisions, control the maximum speed, temporarily limit the speed and guarantee the safety of railway workers.

[0005] However, various other benefits may be obtained by using RTS; for example, the information received and analyzed by the RTS system can allow embedded or external systems to control the train and its locomotive to increase fuel efficiency and diagnose the locomotive to improve service. Since the data used by the RTS system is transmitted wirelessly, other applications can also use this data.

[0006] Previously, train safety systems were designated as “train stops”, which is still used in various subway systems. In such embodiments, in addition to each signal being a movable clamp that contacts the valve of a passing train if the signal is red, it opens the brake line, thus allowing the train to brake urgently; if the signal is green, the clamp is turned to the other side and does not interfere with the movement of the train.

[0007] Other systems include the Integra-Signum system, where trains are only exposed to a specific location, for example, even if the train ignores the red signal, an emergency braking system is applied and the locomotive engines stop working. Also, such systems often require the driver to acknowledge alerts (such as Continuous Automatic Alert System, CAWS) showing stop or attention signs; if the driver does not respond to the signal, the train will stop. Such an embodiment provides an appropriate braking distance for trains following each other; however, such acknowledgment-based systems do not always prevent accidents at stations where railroad tracks intersect, since the distance from the red signal to the next obstacle may be too short for the train to brake to a complete stop.

[0008] More advanced systems, such as PZB or Indusi, provide intermittent locomotive alarms and a train safety system that calculates a braking curve that determines whether a train will stop before the next red light, and if the train cannot do this, it will brake. One drawback of this approach is that if the signal switches to green, the train is not allowed to accelerate before the signal. To solve this problem, some systems, such as Linienzugbeeinflussung, allow the placement of additional magnets between warning and loop signals or the continuous transmission of data from the alarm system to the integrated computer.

[0009] The latest known RTS train safety systems use locomotive signaling, characterized in that the trains constantly receive information about their relative position relative to other trains. In such systems, embedded processors use software to show the trainer how fast he can take the train, rather than relying on external signals. Systems of this type are used everywhere for high-speed trains, where the speed of trains makes it difficult or impossible for the driver to read external signals, and the lengths of trains or distances between warning and transmission signals are too short for the train to brake.

SUMMARY OF THE INVENTION

[0010] In accordance with the considered embodiments, a system and methods are provided that allow or enable the driver to detect when his train has changed or has already changed a route or path. In accordance with the considered options for implementation, the system and methods can work automatically, responding to switching the route or path of the train, without involving the driver.

[0011] The considered embodiments allow to automatically determine the route that the train is currently on and the route that the train is about to switch to.

[0012] Also, the options contemplated allow the possibility of calculating a route / path switch before it takes place. Thus, the embodiments under consideration are designed to provide as efficiently as possible the necessary train control instructions in connection with a route / path change, in addition to only responding to a route / path change.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a railway system where the options considered can be used to improve trains and turnout navigation;

FIG. 2 illustrates a variant of an arrow that can be controlled in accordance with the variants under consideration;

FIG. 3 illustrates a second embodiment of a switchgear that can be controlled in accordance with the options considered;

FIG. 4 illustrates a third embodiment of a switchgear that can be controlled in accordance with the options considered;

FIG. 5 illustrates an embodiment of a user interface provided for a train control system, train control system, and a driver assistance system;

FIG. 6 illustrates a fourth embodiment of a switchgear that can be controlled in accordance with the options considered;

FIG. 7A-C illustrate the method presented in accordance with the options for improving arrow navigation;

FIG. 8 illustrates an embodiment of a device that can be used to provide the embodiments in question.

DETAILED DESCRIPTION

[0021] The options contemplated improve the driver's ability to detect when his train has switched or has already switched to a route or path. In accordance with the considered options for implementation, the system and methods can work automatically, responding to switching the route or path of the train, without involving the driver.

[0022] According to the present discussion, the descriptions relate to signals and features of Automatic Train Traffic Protection (ATR). It should be understood that the present embodiments are contemplated to be used in conjunction with ATP systems and / or other PTC systems used worldwide. In this regard, any reference to the features of both the APR and the RTS system is only illustrative and does not limit the practical value of the present considered embodiments.

[0023] The widespread use of Global Positioning System (GPS) positioning technology to determine route / path switching is not used in practice for several reasons. First, when implemented, GPS technology does not distinguish between guaranteed parallel paths that are close to each other. Also, GPS cannot provide for route switching; Thus, the use of GPS technology does not provide the driver with guaranteed assistance in controlling the train.

[0024] To solve these problems, the embodiments under consideration can be implemented to pick up signals on the haul and select the appropriate route based on the information received. Also, the embodiments under consideration make it possible to automatically determine the route that the train is currently on and the route that the train is about to switch to.

[0025] Thus, the present embodiments capture signal information on the train and select the appropriate route in accordance with the information received to automatically determine the route that the train is currently on and the route that the train is about to switch when one or more arrow (i.e. the location of a convenient moment to switch to another path or route). Thus, the embodiments under consideration improve the ability to calculate the route / path switch before it happens and provide train control instructions to the trainer in accordance with the route / path change, in addition to just responding to the route / path changes.

[0026] For example, as shown in FIG. 1, within the railway system 100, train 105 may follow a path including various alternative paths 120 (tracks 1-n). Exemplary embodiments utilize signal coupling between an antenna 110 located on a train and one or more homing antennas 115 to determine the location of the train relative to the location of the approaching arrow 125, where the train can switch to another path 120.

[0027] In general, RTS systems, as well as Automatic Traffic Protection (ATR), represent three types of signs for the arrow: Highway (meaning that the train is given a signal to stay on the Main Way (ML)), Left Arrow (meaning that the train is given a signal to turn on the approaching Left Arrow (LT) and the Right Arrow (meaning that the train is given a signal to turn on the approaching Right Arrow (RT)).

[0028] Using various known ATP (or RTS) systems, a sign for an arrow can be obtained from commands from the driver's cab, which can be controlled by internal locking. For example, they can be sent at a frequency of 40 Hz along railway tracks and received by coils located in front of the front wheels. In such a situation, there may be 4 different commands of the driver's cab: LoA code = end of the next section); code-75 (The next "signal" is at the "stop", ie LoA = end of the current section); code 120 (The next "signal" is "carefully", i.e. LoA = end of the next section); code-180 (The next "signal" is "pure", ie LoA = not defined until the end of the next section). Thus, in such an implementation, when the driver’s cab program issues a code of-50, the ATR system can determine the information about the turn of both “LT” and “RT”, to the Left Arrow or to the Right Arrow, respectively. For other teams, arrow information may be "ML" for the Trunk.

[0029] The arrow information is applied to the next route after the next signal in the direction of travel. So, the sign on the arrow ATP can, in principle, be considered as a preliminary sign on the arrow or instruction.

[0030] In accordance with at least one of the considered embodiments, signs on the arrow are transmitted to the train control software via communication signals transmitted from each signal antenna of the drive 115 to the antenna 110 on the train. Thus, the signs on the arrow are readable throughout the entire length of the route and can change after passing by each signal received from each of the many antennas (for example, antenna 115) presented on the entire route.

[0031] Using information from the distillation antenna signal, the software running on the train will better determine the real location of the train objectively and with respect to various routes / tracks 120, as it will get preliminary signs for the arrow for arrows approaching track 120 based on the current profile trains where the current profile is defined as the current defined route along the network of tracks that the train is about to follow. However, the current profile can change at any arrow or intersection in a network of paths.

[0032] Moreover, by using information about the signal on the train, the control systems implemented in the train software are able to receive, process and respond to sign changes to the arrow when the train approaches the arrow. This can happen because the route is actually able to change while the train is moving according to the route when there is a change in the status of the next route, for example, due to ATP, which is based on various field conditions, such as a track defect or an updated track condition. As a result, the sign on the APR arrow may change when the train approaches the next route.

FIG. 2 shows the sign on the APR arrow shown on the display when the train is moving on Highways (ML). A cell with “ML,” “RT,” or “LT,” located beneath path 200, shows the driver the displayed sign on the arrow received from the antenna (for example, antenna 115 shown in FIG. 1) at that location. It should be noted that the train does not switch to Alternative Way “B” on arrow 205, since the train was given a signal to remain on the Highway (ML) using Signals (for example, from connected roadside antennas) 1, 2 and 4.

FIG. Figure 3 illustrates how the sign on the ATP arrow is shown on the display when the train turns to the Left Arrow near overtaking tracks and continues to move. It should be noted that the train that received Signal 1 turns to the Left Arrow. However, the sign to the arrow changes back to “ML” after passing Signal 2, when the driver has already been informed that the LT arrow is between Signal 1 and Signal 2. Further, this ML Main signal is held on Signal 3, and the train returns to ML Highway from Reserve Path "B" at the junction of tracks 210.

[0035] It should be understood that signals can be expected to continue on LT after the head of the train has passed the start of the Backup Route B. Alternatively, the train may be given an ML signal before the train begins to move on LT; thus, on the other hand, it can be expected that the train will no longer turn at the intersection and remain at ML. Any implementation is possible, and the point at which the signal changes can be adjusted to the preferred security requirements or can be set by the system.

[0036] In accordance with the present embodiments, the train control software must save the Current Path as the Backup Path “B” before the end of the train completes the loop exit (for example, Backup Path B along with that portion “A” of the ML Line that parallel to the Reserve Way "B"), so that the full-size sheet of the train is displayed clearly in the loop, and the correct speed limits from the APR apply.

[0037] However, at the same time, the permitted change of sign to arrow on the path between Signal 1 and Signal 2 will require that the Current Path be set accordingly. Thus, the embodiments under consideration utilize the installation of ATP repeaters associated with the Signal; in accordance with the embodiments under consideration, a train control system, train control system and a driver assistance system (for example, commercially available LEADER brand New York Air Brake systems) in a train that, bypassing these transponders, receive information from the transponders via a message Repeater ATP. Thus, the train control system, train control system and the driver assistance system can be used to determine the type of change of sign to arrow. For example, if the sign on the arrow changes before Signal 2 shown in FIG. 3, the value of the Current Path can change immediately. Subsequently, if the sign on the arrow changes after Signal 2 (which always returns to “ML”), the value of the Current Path can be ignored, and the value of the Current Path can be set back to 'A' until the end of the train ends the loop.

[0038] According to the embodiments, the train control system, train control system, and the driver assistance system using the options considered can use the maximum ATP speed on the train and the maximum speed of the ATR train to help the driver.

[0039] One limitation of the traditional use of ATP arrow information is that the train control system, train control system, and driver assistance systems cannot distinguish between multiple RT routes or multiple LT routes, where more than two routes may be present on one signal.

[0040] More specifically, we consider a variant of the circuit shown in FIG. 4. As shown in this figure, if two “LT” routes 410, 415 lead to two different destinations, for example to mines, then each option should have a different profile in the train control system, train control system and driver assistance system. Accordingly, subsequent routes in different profiles will probably have practically different speed limits, however, the train control system, train control system and the driver assistance system will not be able to determine this in advance, based only on the ATR sign on the “LT” arrow in front of the Signal 1 shown in FIG. one.

[0041] As a result, the traditional train control system, train control system, and driver assistance systems will not be able to present the correct adjuster / brake settings leading to Signal 1 until the switching status is confirmed after detecting several repeaters on a deliberately different profile. This is because any execution with the “Look Ahead” anticipation, which is carried out with the prediction of the future dynamics of the train’s movement, including: speed, acceleration, braking forces and intra-train forces set by the current train control settings (ie settings of the regulator, rheostatic brake and pneumatic brakes) and their subsequent comparison with track parameters (i.e. speed limits and motion parameters) for the train control system, train control and driver assistance systems cannot actually include the correct speed limits.

[0042] One option for resolving this issue is to ask the driver to determine any change in destination using the user interface of the train control system, train control system, and the driver assistance system. As shown in FIG. 5, such a mechanism for a train control system, train control system, and a driver assistance system may be provided in order to request that the train driver select two icons for selecting another destination.

[0043] Thus, as shown in FIG. 5, the user interface 500 may include an “Change Destination” icon 505 in the main series of action touch keys displayed on the on-screen user interface. Thus, after selecting the “Change Destination” icon by the train driver, the train control system, train control system and the driver assistance system can work to determine the direction of movement (for example, based on increasing distance or decreasing distance) of the train and, depending from the direction of travel, display a list of possible destinations associated with that direction of travel, based on the data of the train system available for the train control system, train control and driver assistance systems (for example, in stored internal memory and accessible to one or several processors running software for implementing a train control system, train control and driver assistance systems, or accessible through receiving data stored outside the train through a communication interface implemented in train control system, train control system and driver assistance system).

[0044] After selecting a new direction associated with one of the possible directions displayed, the system can then update the current profile and switch to it to provide assistance to the train driver based on this profile.

[0045] Accordingly, the embodiments under consideration make it possible to increase the degree of overlap with other routes, so that the Look Ahead anticipation in the train control system, train control system and driver assistance system gives access to the speed limits noted by the ATP system for the other highway when an intersection approaches. This is possible due to the track profile scheme and back office support (for example, information and infrastructure managed and used by users who work on the train system trains where the considered embodiments are implemented). For example, each other route, which is an intersection of paths, may have its own part of the path extending, for example, 3 miles, to provide the anticipated Look Ahead distance. Thus, when the back office software receives speed limit data, then the software of the train control system, train control system and driver assistance system can create speed limits for another section of the track. This allows the train control system, train control system, and the driver assistance system with Look Ahead software to use speed limits in a given profile when the ATP arrow indicates the train control system, train control and driver assistance system of the approaching turnout, as shown in FIG. 6.

[0046] Exemplary embodiments may use a predetermined ATP speed and distance to set a value to provide Assistance to the Engineer. More specifically, when a predetermined location is determined, the ATP can count down the distance to the target, which was in the ATP message on the Screen Update. Thus, the train control system, train control system and the driver assistance system can calculate the nearest preset location, for example, 5% closer. So, when the ATR counts down the distance to a given location, the train control system, train control system and driver assistance system can update the target location if the new calculated target location is closer and is 5% of the distance to the target, getting closer when the train approaches the target therefore, the possibility of a calculated target location is getting further. However, if the calculated target location is further than 1 km from the current location, then it is possible to assume that this is the true length of the Permitted Limit Limit (which can provide a specific location of the current track / route that the train is allowed to follow, but not go beyond) , and the target location can be updated.

[0047] According to the embodiments being considered, a turnout between the East Line (MLE) and the West Line (MLW) can also be carried out more efficiently. In addition, it can be said that a separate scheme (similar to the decision-making stage or switching table used in the train control system, train control system and driver assistance system) can determine the target profile at the end of the turnout. Moreover, the speed limits in the target profile can be used by the Look Ahead foresight software of the train control system, train control, and driver assistance systems as the train approaches the turnout.

[0048] However, a suitable navigation system used in the train control system, train control system, and the driver assistance system also requests an authorized sign change to the arrow at the location of the arrow (for example, in the area between Signals 1 and 2 in FIGS. 2-3 ), which should lead to the Current Path, established in accordance with the train control system, train control system and driver assistance system.

[0049] Accordingly, if the change to the arrow changes before Signal 2, the Current Path changes immediately. However, if the change to the arrow changes after Signal 2 (which will always return to “ML”), then the change in sign will be ignored (thus, as shown in FIG. 2-3, the current Path will be set back to 'A', as only the end of the train will exit the loop.

[0050] According to the embodiments, the location of Signal 2 can be determined using a small road sign or MP, where the road sign is a specific location of the current path / route profile value associated with the signal element in the stored data for the network of paths that contain speed limits for the current path and the location of important elements for a network of paths, such as locations of arrows, repeaters, hot boxes, etc. Alternatively, the location may be determined by the value of the small MP associated with the signal in the circuit file used by the train control system, train control system and the driver assistance system.

[0051] In order to calculate errors within the train control system, train control system, and the driver assistance system, an earlier actual signal location (for example, closer to an approaching train), for example, 500 m earlier (this value may vary in accordance with the operation of the train control system, train control and driver assistance system).

[0052] In accordance with the embodiments, the train control, train control and driver assistance system may be configured to use ATP relay messages to switch train profiles. It should be understood that a repeater in a railway system may refer to zero or more path profiles of a train control system, train control, and a driver assistance system. By comparing the repeater with a list of path profiles of the train control system, train control and driver assistance systems, the relay can be found in the configuration file, and the train control system, train control and driver assistance systems can automatically switch the track profile when it receives the relay signal from the ATP system .

[0053] Such a configuration file of a train control system, train control system, and a driver assistance system can remove certain unnecessary elements, taking advantage of the fact that several transponders can belong to the same group. Accordingly, the group of repeaters can be determined by several lines of the APR route, the Alternative Repeater Group Number and a number of Way Places in the group. Thus, a group of repeaters can be associated with a set of profiles where it is found.

[0054] Moreover, a standard path profile can be selected for each group of repeaters. For example, a group of repeaters on the Western Highway may have its own standard profile set to * MLW. This symbol (*) can be used to select the most suitable profile when switching from MLE to the same departure and destination. For example, when switching from 7M-BF via MLE after detecting a repeater whose standard profile is * MLW, a new profile can be selected as 7M-BF via MLW.

[0055] The principle of operation of the standard profile can also be used when deviating from the junction station, where there are many junction stations along the route, for example, when the final destination of the train is not yet known. A signal can be received for communication with all parallel routes in this section.

[0056] Considered embodiments may be implemented, at least in part, by managing transient states for the variable data. The management of the following transitional states may be the responsibility of the current state. Thus, setting or clearing any variable state may also be the responsibility of the current state before the transition states.

FIG. 7A-C illustrate the method presented in accordance with the options for improving arrow navigation where such transitional states are used. As shown in FIG. 7A, the initial state 700 may be a moment when the train does not approach the arrow. Once the train control, train control, and driver assistance systems receive the sign signal for arrow 705 from the roadside repeater, it must be determined whether the sign for arrow ML (Highway) 710 or RT (Right Arrow / LT (Left Arrow) 715. If the sign on the arrow is ML, then the initial state remains in the form “does not approach the arrow” 720. However, if the sign on the arrow is RT / LT, the state goes to “approach the arrow, but the signal to the arrow did not pass” 725.

[0058] With this state 725, also shown in FIG. 7B, when receiving another sign signal to arrow 730, two notifications can be detected: the arrow sign is ML, or the indefinite value is 740, or the arrow sign is RT / LT 745. If the arrow sign is ML or the indefinite value, it is possible that the sign on the arrow was erroneous, thus, the state goes back to the "initial state: does not approach the arrow" 700.

[0059] On the other hand, if the arrow on the arrow was RT / LR 745, it is determined whether the current location of the train is in front of the location of the arrow 750, or after the location of the arrow (plus a tolerance value of, for example, 1 km, to confirm the accuracy of the transition state) . If the current location of the train is in front of the arrow location, the state remains in the form of “approaching the arrow, but the signal to the arrow did not pass” 725; however, if the current location of the train after the arrow, plus the tolerance value, the state switches to the new state “received signal to arrow” 760.

[0060] With this state 760, also shown in FIG. 1C, the determination is made in accordance with the tail location of the train 756, based on the received signals of the roadside repeater. This definition includes three characteristics: the tail of the train cleared the end of the alternative route (for example, Alternative Route B shown in FIG. 2-3) 770, the tail of the train did not pass the end of the alternative route and the sign on the arrow returns to Highway (ML) 775, and the tail of the train did not pass the end of the alternative route, but the sign on the arrow returns to LT / RT 780. If the tail of the train cleared the end of the alternative route at 770, the state goes back to the initial state “does not approach the arrow” of 700. If the tail of the train did not pass the end of the alternative route and the sign on the arrow signals a return to ML, the state remains in the form of "passed arrow" 770.

[0061] The determination at 780 checks the likelihood of multiple arrows, and, as a result, the presence of several alternative routes. More specifically, the file data stored on the train or available to the train can be used by software implemented in the train control system, train control system and the driver assistance system to detect elements of interest in the track network; such areas of interest can be entered into stored data associated with various path profiles. Typically, identifiers at these locations determine the likelihood of several routes and allow the system to take this into account when the train is in these areas. Thus, it is determined at 780 whether another alternative route 790 is found or not 795. If another alternative route is found at 790, the state goes back to “approaching the arrow, but the signal to the arrow did not pass” 725 is shown in FIG. 7A-B. If an alternative route is not found, the “passed arrow” state 770 remains until a signal is received from another roadside repeater. Such roadside repeaters (associated with the antenna 115 shown in FIG. 1) can often be located every 10-15 km along the railway.

[0062] The embodiments described may be implemented in conjunction with various train control systems, train control systems, and driver assistance systems and components thereof. Thus, it should be understood that the options under consideration can be integrated or connected to components of a train control system, train control system, and a driver assistance system, which include, for example, a RTS system module, which may include hardware, software, firmware, or whatever or their combinations, which include an indication of speed, a speed controller, at least either on a locomotive or on a train, a component that dynamically informs the speed controller about a change and the route or signal conditions, and the built-in navigation system and the route profile database used to provide established speed limits for the entire train route, a two-way communication channel configured to inform the signaling equipment about the presence of the train so as to communicate with the central RTS systems that are configured to directly command the movement of trains.

[0063] Thus, the above parameters can be applied in various combinations of the above hardware, software, and firmware. Accordingly, for the implementation of these types of tasks, the intelligent train system providing these tasks may include, but is not limited to, the equipment shown in FIG. 8. As shown in this figure, the intelligent system of train 800 may be present on train 105 (shown in FIG. 1). With respect to implementation, the intelligent train system 800 may include one or more computer processing units 805 that may be coupled to a memory 810 (used as well-known and commercially available programmable and / or read-only or reprogrammed memory devices). Memory 810 may serve to store computer instructions associated with or implementing and monitoring software 815, and the operating system or environment 820 to provide tasks included in one or more computer applications, and an encoded software package and / or various named or subroutines included. These instructions can be used to implement the instructions included in the methods and definitions described above.

[0064] Moreover, the smart train system may also include one or more communication ports 825, which allows both receiving and transmitting messages and signals (such as signals received from roadside transponders), data, and control commands in accordance with the embodiments . Further, the intelligent systems of the train 800 may include a human-machine interface 830, which may include, for example, a display that allows the operator to receive and view data used or generated by the intelligent system of the train 800, provide instructions or enter instructions for monitoring software 815, receive access to data included in memory 810, etc. As a result, the human-machine interface 830 may also include other well-known features, including a keyboard, mouse, touchpad, various buttons and switches, etc.

Claims (26)

1. The navigation system of the train, which includes: a train control system for incorporating into a train, the train control system including a processor, a database associated with the processor, which includes a track profile having predetermined parameters as to how the train should operate on a particular route, and an antenna for receiving a signal sign on the arrow with a roadside repeater; and where the processor is programmed to determine the location of the train from the signal to the sign to the arrow and to assess whether a change in the operation of the train is required as a result of changing the specific route indicated by the signal to the sign to the arrow, as well as to use the signal from the roadside repeater to distinguish parallel railway tracks, nearby each other. 2. The navigation system of a train according to claim 1, characterized in that the processor is also programmed to determine the location of the train using data from the Global Satellite System obtained through a two-way communication channel. 3. The train navigation system according to claim 1, which also includes a user interface connected to the processor, where the processor is programmed to provide recommendations for controlling the train to the train driver through the user interface, based on the specific location of the train and the track profile. 4. The train navigation system according to claim 3, characterized in that the processor is programmed to issue recommendations through the user interface if a change in the operation of the train is required. 5. The navigation system of a train according to claim 3, characterized in that the track profile includes speed limits on a particular route. 6. The train navigation system according to claim 5, characterized in that the processor is programmed to issue recommendations for controlling the train, taking into account speed limits on a particular route. 7. The navigation system of a train according to claim 3, characterized in that the processor is programmed to pre-calculate changes to a specific route, based on the received signal from the roadside repeater. 8. The train's navigation system according to claim 1, characterized in that the processor is programmed to select a suitable route for the train, based, at least in part, on the signal from the roadside repeater. 9. The train’s navigation system according to claim 3, characterized in that the processor automatically determines the route that the train is currently following and the route that the train is about to switch to based on the signal data from the roadside repeater, and compiles and issues relevant recommendations train driver through the user interface. 10. A method of providing advice to a train driver for navigating a train, the method includes: providing a train control system for embedding in a train, the train control system comprising a processor, a database associated with the processor, which includes a track profile having predetermined parameters as to how the train should operate on a particular route, and an antenna for receiving a signal on the sign on the arrow from the roadside repeater, and the processor is programmed to determine the location of the train from the signal from the roadside repeater, to assess whether a change in operation is required you are a train as a result of a change in a specific route, which will occur due to an approaching arrow indicated by a signal for a sign to an arrow, as well as the use of a signal from a roadside repeater to distinguish parallel railway tracks located close to each other; receiving signals from multiple roadside repeaters through a two-way communication channel that contains at least one antenna; determining, using a software processor, the location of the train relative to at least one direction arrow based on an analysis of the signal data received from the roadside repeater, automatic detection of changes in sections of the railway track, based on the receipt of signals from roadside repeaters; and determining, using a processor, when a train changes tracks or routes automatically based on the location of the train. 11. The method according to p. 10, characterized in that the processor also determines the location of the train using data from the Global Satellite System obtained through a two-way communication channel. 12. The method according to p. 10, characterized in that the processor uses the signal data of the roadside repeater to distinguish between parallel railway tracks located close to each other. 13. The method according to claim 10 also includes a user interface connected to the processor, where the processor compiles and issues recommendations for controlling the train to the train driver through the user interface based on the specific location of the train and the current track profile. 14. The method according to p. 13, characterized in that the processor automatically determines the route that the train is currently following and the route that the train is about to switch to based on the signal data from the roadside repeater, and compiles and issues appropriate recommendations to the train driver through the user interface. 15. The method according to p. 13, characterized in that the current path profile includes information containing speed limits on the approaching sections of the path according to the current path profile. 16. The method according to p. 15, characterized in that the processor issues recommendations for controlling the train, taking into account the speed limits on the approaching sections of the track in accordance with the current track profile. 17. The method according to p. 13, characterized in that the processor makes preliminary calculations for the upcoming route switching based on the received signal data from the roadside repeater. 18. The method according to p. 10, characterized in that the processor and the two-way communication channel are used to capture signal data from the roadside repeater and select the appropriate route for the train, based, at least in part, on the data. 19. The method according to p. 13, characterized in that the processor automatically determines the route that the train is currently following and the route that the train is about to switch to based on the signal data from the roadside repeater, and compiles and issues appropriate recommendations to the train driver through the user interface.

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