Automatic train control
Automatic Train Control (ATC) is the English name for train control systems . ATC stands for systems that go beyond the automatic train stop (ATS) trackside train control by means of driver's cab signaling and trip computer. Today, ATC refers to technically different systems in Sweden and Norway , the USA and Japan as a proper name .
GWR-ATC (1906)
Historically, in 1906 at the Great Western Railway one as Automatic Train Control designated point-shaped train control system developed.
A third, higher rail with a ramp ( ATC ramp ) at each end is located between the running rails at the pre-signals . A contact shoe is attached to the underside of the traction vehicle , which runs up onto the ramp and is lifted as the signal passes the signal. If the distant signal is waiting for a journey , there is an electrical voltage on the third rail . If, on the other hand, the distant signal is expecting a stop , then this is not the case.
Lifting the contact shoe triggers a horn in the driver's cab . If the third rail is under tension, a bell will also sound. The horn asks the driver to acknowledge the passage of the distant signal. If it does not do this within a certain period of time and displays the warning signal expecting stop , then an emergency brake is triggered.
This system was very similar to the previously developed French crocodile . The system was in use in the UK until 1970 when it was replaced by the further development of the Automatic Warning System (AWS).
ATC USA
In the USA, ATC refers to a system that is used in the Northeast Corridor and adjacent networks, especially on the routes of Amtrak , Metro North and the Long Island Rail Road . The system is based on Pulse Code Cab Signaling (similar to the Italian RS4 Codici system ), in which an alternating current flows in the tracks with a frequency of 100 Hz , which is modulated with a frequency that depends on the position of the next signal:
- 180 / min - Proceed (free travel without restriction)
- 120 / min - Approach Limited (the next signal and the signal after that are free, but the next one shows "Halt")
- 75 / min - Approach (the next signal is free, but the following one shows "Halt")
- 0 - stop (stop before the next signal)
The display of the signal image in the driver's cab differs depending on the vehicle. Better braking curves can be achieved with the trip computer, so that it is almost only used in passenger traffic - abrupt stops are avoided and the train sequence can be condensed with ATS. In the case of freight trains, the cab signaling remains.
ATC Sweden
In Sweden and Norway , ATC refers to a point train control system. The Swedish ATC system is based on passive balises (normally groups of balises of at least two balises), which send information via radio to the on-board computer, which is also fed by various sensors (speedometer, manometer, etc.). This enables the ATC system to fulfill two functions:
- Driver's cab signaling that displays advance signals and signal notifications as well as the current speed as well as upcoming speed changes, and u. a. allowed
- to extend the standardized distant signal distance of 1000 m by fictitious distant signals (only visible on the ATC pre-indicator in the driver's cab) up to 3000 m
- To save distant signal notices for the next five main signals, whereby the driver's cab only shows whether the next or one of the other four main signals is on stop
- move the target point for a main signal notice forward, d. This means that the signal notice is not valid from the signal, but from another point further ahead
- to give differentiated speed specifications for speed changes. A speed table of e.g. B. 100 km / h allows a maximum speed between 100 and 145 km / h depending on the type of train due to ATC notification. Speeds over 159 km / h are only displayed by the ATC.
- Speed monitoring and possible automatic full or emergency braking in the
- On the one hand, the current maximum speed is monitored and, if exceeded, the driver is warned by acoustic signals or the train is braked (full braking from a speed exceeding 10 km / h, emergency braking from a speed exceeding 15 km / h)
- on the other hand, an upcoming speed change is displayed and, based on the braking curves calculated in the on-board computer, the engine driver is requested at three intervals to initiate braking. If the braking is carried out too late or not hard enough, the system takes over the braking and brakes the train to a possibly applicable lower speed or brings the train to a stop before a signal in stop.
The Swedish ATC system was developed in the 1960s and 1970s and implemented in 1980 (SJ 1980). The technical system was taken over from Norway and adapted for its regulations so that ATC trains can run across borders in Scandinavia (Denmark, however, has a different train control system). After the train accidents at Flauvac in 1985 and Melun in 1991, the system was taken over by the French route operator Réseau ferré de France and developed into the KVB / contrôle de vitesse par balises . Today around 90 percent of the Swedish rail network is equipped with ATC. A family of signaling systems was derived from this by the supplier - train control systems based on EBICAB were later introduced in other countries as well.
The largest Swedish infrastructure manager Banverket has decided to switch to the European ETCS system in the long term . The newly built Botniabana is already equipped with ETCS Level 2 . However, there are problems with this, since the European system - compared to the Swedish system - lacks some functions. A Specific Transmission Module is being developed to overcome these problems .
In April 2018, the Norwegian infrastructure operator Bane NOR announced that Siemens would convert the entire Norwegian route network to ETCS Level 2 by 2034 .
ATC Japan
ATC was first used in Japan in 1961 on the Hibiya line of the Tōkyō Metro and in 1964 in the Shinkansen trains of the Tōkaidō - and San'yō line. It works with coded track circuits . The system was later adopted on other routes. The transmission method was changed after two incidents in Japan in 1973 and 1974, in which electromagnetic interference led to the display of a wrong signal aspect. The different speeds are now coded as a superposition of two frequencies (as with multi-frequency dialing in the telephone network).
Analog systems
ATC-1
ATC 1 has been used on the Tōkaidō and San'yō Shinkansen since 1964 . The system of the Tōkaidō Shinkansen was designated as ATC-1A and that on the San'yō Shinkansen as ATC-1B. These originally offered for the speed levels 0, 30, 70, 110, 160 and 210 km / h. Later this was rebuilt with new rolling stock on the route so that the speed levels 0, 30, 70, 120, 170, 220, 230, 255, 270, 275, 285 and 300 km / h could now be displayed. The later variants such as ATC-1D and ATC-1W are now only used on the San'yō Shinkansen. Since 2006, the system on the Tōkaidō Shinkansen has been replaced by ATC-NS.
ATC-2
The Tōhoku , Jōetsu , and Hokuriku Shinkansen use ATC-2. These can display the speed levels 0, 30, 70, 110, 160, 210 and 240 km / h. The system has been replaced by DS-ATC in recent years.
ATC-3 (WS-ATC)
WS-ATC was the first application of ATC in Japan and was introduced in 1961 along with the Automatic Train Operation (ATO) on the Hibiya line of the Tōkyō Metro . This operation was later expanded to include the Tōzai line . WS-ATC is the abbreviation for Wayside-ATC. In 2003 and 2007 both lines were converted to the new CS-ATC (ATC-10). WS-ATC continues to be used on five lines on the Osaka Subway ( Midōsuji Line , Tanimachi Line , Yotsubashi Line , Chūō Line and Sakaisuji Line ).
ATC-4 (CS-ATC)
CS-ATC (Cab Signaling-ATC) was introduced in 1971 on the Chiyoda line of the Tōkyō Metro . CS-ATC is an analog system. CS-ATC can work at speeds of 0, 25, 40, 55, 75 and 90 km / h.
In 1983 this system was introduced on the Ginza line . The Marunouchi line followed in 1988 and then the Yūrakuchō line in 2008 . It is also used on all lines of the Nagoya Subway and three lines of the Osaka Subway ( Sennichimae Line , Nagahori-Tsurumi-ryokuchi Line and Imazatosuji Line ).
ATC-5
ATC-5 was introduced in 1972 and 1976 on the Sōbu main line (express trains) and the Yokosuka line . The system works at speeds of 0, 25, 45, 65, 75 and 90 km / h. ATC-5 was replaced by ATS-P on both lines in 2004.
ATC-6
ATC-6 was introduced in 1972 on the Saikyō Line , 1981 on the Yamanote Line and 1984 on the Keihin-Tōhoku Line . Some freight locomotives were also equipped with ATC-6. The system was replaced by D-ATC in 2003 and 2006 on the Keihin-Tōhoku and Yamanote lines.
ATC-9
ATC-9 is used on the Chikuhi Line in Kyushu .
ATC-10 (New CS-ATC)
A Tokyu Corporation train with an ATC-10 display.
ATC-10 display ORP ( O ver R un P rotector). Display of the end of a route section equipped with ATC.
Building on the ATC-4 (CS-ATC), the ATC-10 is completely compatible with this and partially with D-ATC. ATC-10 can be seen as a hybrid of analog and digital technology. However, due to poor braking tests, the use of D-ATC and ATC-10 was not recommended.
The system is used on the Hanzōmon Line , Hibiya Line , Den'entoshi Line , Tōyoko Line and the Tsukuba Express .
ATC-L
ATC-L has been used on the Kaikyō line (including the Seikan tunnel ) together with Automatic Train Stop since 1988 .
Digital systems
Hitachi developed a digital version of ATC to increase the train density on routes with heavy traffic . This is called D-ATC , a variant adapted for the Shinkansen network called DS-ATC ( D stands for digital , S for Shinkansen ).
A central computer registers the track sections and the routes set for each train within its up to 40 km long parking area . In each track section is a TD - signal ( train detection ) fed to a rail. The circuit is closed by the axles of a train . In this way the system registers that the train has entered the next section.
Information lying in front of the train signals and speed limits are in the form of a 80 bit long LMA - telegram ( limit of movement authority ) by a signal modulated onto the tracks digital signal transmitted to the train. The telegram consists of 64 bit user data and 16 bit checksum . The serial number and content of each telegram are checked for meaningfulness and invalid telegrams are discarded. A variant of HDLC is used as the transmission protocol .
The on-board computer of the locomotive estimates the position of the train within a block by measuring its distance . In addition, there are position beacons at irregular intervals along the route, which can be used to compensate for measurement errors. Depending on the length, weight and braking capacity of the train, an optimal braking curve is calculated and the braking point is determined using the position estimate .
D-ATC
D-ATC (Digital-ATC) is used on some conventional lines of the East Japan Railway Company (JR East). The biggest difference to the analog ATC is that trackside monitoring has been replaced by trainside monitoring. This enables individual train braking curves to be applied and thus increases the line performance.
D-ATC was introduced on a section of the Keihin-Tōhoku line from Tsurumi station to Minami-Urawa station on December 21, 2003 after trains of the 209 series were equipped with it.
In April 2005, D-ATC was introduced on the Yamanote line after all of the old 205 series trains were replaced by new E231 series trains.
There are plans to use D-ATC on the entire Keihin-Tōhoku line and the Negishi line .
A system that is very similar to the D-ATC has been in use on the Toei Shinjuku line since May 14, 2005.
On March 18, 2006, the analog ATC on the Tōkaidō Shinkansen was replaced by D-ATC.
D-ATC is also used on the Taiwanese Shinkansen 700T .
DS-ATC
DS-ATC (Digital communication & control for Shinkansen-ATC) is used on the JR East -Shinkansen of the Tōhoku-Shinkansen from Furukawa to Hachinohe . Further Shinkansen of the JR East are to be converted to DS-ATC in the future. First, the entire Tōhoku Shinkansen and the Jōetsu Shinkansen are to be equipped.
RS-ATC
RS-ATC (Radio Signal-ATC) is used as a fall-back level for DS-ATC on the Tōhoku and Jōetsu Shinkansen. In contrast to all others, this ATC uses radio signals instead of trackside balises for signal transmission.
ATC-NS
ATC-NS (ATC-New System) has been used on the Tōkaidō Shinkansen since 2006. ATC-NS works digitally and is based on DS-ATC. This is also used on the Taiwan High Speed Rail . There are currently plans to install this system as a replacement for the analog ATC-1B on the San'yō Shinkansen.
KS-ATC
KS-ATC is the abbreviation for Kyūshū-Shinkansen -ATC and has been used on the eponymous line since 2004.
See also
Individual evidence
- ↑ Bane NOR: Norway's railway network is being completely digitized . In: INTERNATIONAL TRANSPORT . April 9, 2018 ( internationales-verkehrwesen.de [accessed April 23, 2018]).
- ↑ Hitachi Rail: "ATC (Automatic Train Control) System" ( memento of the original from March 24, 2010 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ Hitachi Rail: "Comparison with Digital ATC" ( Memento of the original from December 23, 2008 in the Internet Archive ) Info: The archive link was automatically inserted and not yet checked. Please check the original and archive link according to the instructions and then remove this notice.
Web links
- Automatic Train Control in Rail Rapid Transit (PDF file; 6.00 MB)
- The security system of the English railways
- Railroad Signaling: Signal Aspects and Indications
- Digital ATC system HITACHI
- The Current Status of Signal Control Systems, and Research and Development (PDF file; 411 kB)
- Toward Innovation of Signal Systems (PDF file; 284 kB)
- Breakthroughs in Japanese Railways (PDF file; 279 kB)
ASFA (Spain) | ALSN (former USSR) | ATB (Netherlands) | ATC (Japan, Sweden, USA) | AWS (UK) | RS / DAAT / Memor / Memor II + (France, Belgium, Luxembourg) | CTCS (China) | EBICAB (Sweden, Norway, Portugal, Bulgaria) | EVM (Hungary) | ETCS in Switzerland | T GW ATP (Great Britain) | Indusi , PZB (Germany, Austria, Romania, successor states of Yugoslavia, Israel) | Integra-Signum (Switzerland) | KLUB-U (Russia) | KVB (France, Great Britain) | LS (Czech Republic) | LZB (Germany, Austria, Spain, formerly Switzerland) | Mirel (Slovakia) | PTC (USA) | RS4 Codici , SCMT , BACC (Italy) | SELCAB (Spain) | SHP (Poland) | TBL (Belgium) | TPWS (UK) | TVM (France, Great Britain, Belgium) | ZBS (S-Bahn Berlin) | ZSI-90 / ZST-90, ZSI-127 (narrow gauge Switzerland) | ZSL-90 (narrow gauge Switzerland) | ZUB 121 (Switzerland, Spain) | ZUB 122, ZUB262 (Germany, for tilting technology trains) | ZUB 123 (Denmark)
ETCS (European Train Control System) | CBTC (subways worldwide)