Signal security systems

ATS and ATC

November 2015

NIPPON SIGNAL CO., LTD.

1
Contents

1. What is signal security equipment?

2. Individual ATS methods
3. Individual ATC methods
4. Recent system adoption examples

2
Contents

1. What is signal security equipment?

2. Individual ATS methods
3. Individual ATC systems
4. Recent system adoption case examples

3
What is signal security equipment?

Train operation support system

Interlocking device
Point-switch machine
Train Detection (TD) device
Automatic Train Stop (ATS) device
Automatic Train Control (ATC) device
The systems and devices mentioned above are
collectively called signal security equipment which is
designed for preventing train collisions, derailment
accidents, etc. and supporting the trains securely and
efficiently.
4
 Configuration of the signal security equipment
system (Device group tiers)

Train operation Integrated Train Control (ITC)

Other than the safety system

support
system
Programmed Route Control (PRC)
One system on a
route (i.e. in the train
operation direction
center)
Centralized Train Control (CTC)

Safety system
In principle, one
system at a
station
Interlocked

Rail


crossing
Signal


Track circuit
Train Detection (TD) device ATS
ATS/ATC
ATS Point-switch


5
 Configuration of the signal security
equipment system
Train control system Train operation support system (Station)
Functional reinforcement

ATO ITC
(Automatic Train Operation) (Integrated Traffic Control)
(Automatic Train Operation) device (Unmanned) Integrated Traffic Control device
Creating the train
* Yurikamoke, operation system in itself.
Stop at XX cm.
Seaside Line, etc.
ATC Much weight is
given to the ride
quality.
PRC Managing the
crewmen and
the vehicles

(Automatic Train Control) (Programmed Route Control)

Automatic Train Control device Programmed Route Control device
Arranging for the personnel
Please drive at and the vehicles Controlling the
Responding to the failures route operation.
XX km/h.

ATS
Creating the train operation
system

Route level
CTC
(Automatic Train Stop) Creating and managing
(Centralized
the routes Traffic Control) device
Automatic Train Stop device * Controlling a plural number
of stations intensively from Controlling a
* Backing up the driver. one place. plural number of
routes. (PRC)

Multiple-station level
Communication + panel * Controlling the interlocked devices (e.g. signals,
point-switch machines, etc.)
6
Configuration of the signal security
equipment system
Direction center

Train operation
support equipment

Equipment Train operation support device

compartment Station device
ATC device

Interlocking Interlocked control board

device

ATC/TD device Electric

On-side device power
TD device
TD Power supply unit

Signal aspect device

Point-switch machine

7
Types and roles of the signal security
equipment
Train operation support system
Used for controlling the signals, point-switch machines, etc. by monitoring
the train operation in the section intensively from one place
Integrated Traffic Control: ITC
Programmed Route Control: PRC
Centralized Traffic Control: CTC
Interlocking device
Used for arranging for the safe routes by establishing mutual relationships
between signals, point-switch machines, etc.
Point-switch machine
Used for changing the directions of trains by controlling the turnout.

Truck circuit (TD device)

Used for accurately detecting the locations of trains
8
Types and roles of the signal
security equipment
ATS: Automatic Train Stop
ATC: Automatic Train Control

Protection

In Japan, the ATS and the ATC are distinguished from each other. However, in
overseas countries, they are collectively called Automatic Train Protection
(ATP), which refers to the equipment used for protecting the train if the driver
fails to drive it correctly.
9
Connections between systems and devices
(Outline of the entry system)
Integrated Train Control

Other then the safety system

(ITC)

Programmed Route
Control (PRC)

Centralized Train Control

(CTC)

Interlocking

Safety system
Rail crossing Signal

Track circuit ATS/ATC Point-switch

10
Interface between systems and
devices (Outline of the entry system)
Integrated Train Control

Other than the safety system

(ITC)
Current state notice Timetable data

Programmed Route
Control (PRC)
Current state notice Route reservation instruction

Centralized Train Control

(CTC)
Result notice Route instruction

Interlocking

Safety system
On-rail notice Sounding Point-switch notice
time control

Rail crossing Signal

On-rail notice On-rail notice Signal aspect Completion notice Switch instruction
notice

Track circuit ATS/ATC Point-switch

11
Differences between the ATS and
the ATC
ATS: Automatic Train Stop
Used for automatically stopping the train when it approaches the
stop signal
In principle, the brake is not released until the train stops.
The driver takes precedence. Back-up device against human errors
Widely adopted by the conventional railway lines of JR, and public and private
railways.

ATC: Automatic Train Control

Used for automatically reducing the train speed under the speed
limit
Continuously sending the information on the speed and other factors
If the train speed exceeds the instructed speed, the brake is applied automatically. The brake
is released when the train speed is under the instructed speed.
The equipment takes precedence.
Further enhanced version of the ATS
Adopted by the Shinkansen lines, some conventional railway lines, subways, etc.
12
ATS/ATC development process
Digital ATC

Multi-speed information
1-stage ATC

-

ATS for private
railways
-Dx

-
-
-
Electronic ATS -

-
Cab alarm device

Mechanical ATS
Trip arm ATS Time

13
Contents

1. What is signal security equipment?

2. Individual ATS methods
3. Individual ATC methods
4. Recent system adoption case examples

14
Types of the ATS
Point control Trip arm type
(Mechanical)

Track circuit type Commercial frequencies

(Intermittent)

Combined with loop coils

Permanent magnet + Combined with coils/rails Nishitetsu

Track circuit type
JR, Meitesu,
Frequency shift type Single frequency shift Keihan and
(Ground coil) Nankai

Multiple frequency shift

(Ground coil)

Transponder type Transponder JR and Sotetsu

Continuous Track circuit type AF signal Seibu

control

AF signal + modulation Hankyu, Hanshin

and Sanyo15
What are point control and continuous
control?

Point control:
The information is transmitted to the vehicle by using ground
coils.
Unable to receive the information if no ground coils are installed.
The capability to follow the signal aspects is inferior.
Continuous control:
The information is constantly transmitted to the vehicle by
allowing the current with a certain frequency to flow into the rails.
The trackability to the signal aspect is superior.

16
Ground coil and on-board antenna

Ground coil On-board

antenna

The information is detected by

using the frequency shift effect
when the train is passing above
the ground coil.
17
Frequency shift ATS

Frequency shift type:

The frequency signals are constantly fed back from the on-board
antenna.
The ground coil constitutes an LC resonance circuit.
When the on-board antenna passes above the ground coil, the
waves emitted from the on-board antenna are drawn into the
resonance frequency of the ground coil and fed back.
Frequency shift effect
Due to the frequency shift effect, the resonance frequency of the
ground coil is detected.

18
Detection of the ground coil by using
the frequency shift effect
On-board equipment Level

Detection
circuit
Amplifier
Frequency

103 130 [kHz]

Constant
oscillation
Resonance frequency

The closed circuit configured by

On-board the waves fed back.
antenna The signals detected through the
use of the frequency shift effect.

Ground coil
19
 ATS-S method
Traveling direction

ATS on-board No
antenna interference
of the driver

5 seconds

Alarm activation
point

Braked automatically
The alarm is activated in
the cab if the train passes
above the ground coil Stop instruction
indicating the stop signal ATS ground
coil
aspect. Track
Ground coil

Stopped before the signal

If the driver does not press the confirmation button within 5 seconds, the
emergency brake is applied to stop the train before the signal.
20
Functionally enhanced version of the
ATS-S method

Issues of the ATS-S model

The brake control is ineffective after the drivers confirmation.
No speed check Note 1 function is available.
Functional enhancement: ATS-Sx method and Ps method

(Note 1) Speed check:

Alarm
By checking whether the train speed 5 seconds
Failure after the
Emergency brake
is within the permissible range, the confirmation is
established
brake is automatically applied to
Confirmation Emergency brake
decelerate or stop the train if the train
Normal drive
exceeds or is about to exceed the Wrong departure

speed limit. Confirmation failure

For long ground coil = existing one For directly underneath (SS) = Newly installed one
(130kHz) (123kHz) 21
Issues of the conventional ATS-S
method

Accurate speed check in response to the signal aspect

(1) New signal aspect conditions are added for the on-board
transmission
(2) The amount of information to be transmitted on-board
needs to be significantly increased.
Sophistication of the on-board equipment (pattern
control, etc.)

Adoption of the ATS-P method

22
 ATS-P method (Transponder type)
The automatic train stop equipment with
the digital bidirectional transmission
pattern, using the transponder
Speed check pattern

Normal drive pattern

15km/h
R

T-600 T-180 T-85 T-30

Signal instrument box
Repeater

Repeater

Repeater
Repeater
The information on the
distance from each ground coil Signal aspect conditions
to the stop signal is transmitted.
ATS
code processor

Ground control
The ATS encoding processor transmits the aspect conditions of the signal instrument box and the preset ground coil information to each repeater.
Each repeater transmits the information on the distance to the stop signal to the vehicle via the transponder ground coil. (Digital information)

On-board control
The information is received from the transponder ground coil to create the speed check pattern and compare it with the train speed.
If the speed check pattern is exceeded, the service brake is applied to stop the train. After the train is stopped, the brake is released as recovery.
A variety of speed check patterns are available for diverse purposes.
23
 ATS-P method (Transponder type)
System configuration and control method

The brake is applied if the train speed

exceeds the brake check pattern. Signal
Indicator switches

Transmitter- Brake instruction

receiver
Control device

Check pattern
Ground coil
On-board antenna
Speed

Tachometer
Signal
Normal drive instrument box
Code processor Repeater generator

To the next ground coil

If the driver does not

handle the brake
10km/h 15km/h

Ground coil Signal

24
ATS-P method (Transponder type)
By using the transponder for the communication with the ground side, a
large amount of information may be transmitted bidirectionally.

On-board equipment
Train information Information on the distance to the
(Train number, vehicle stop signal and
performance, etc.) operation of the brake check pattern

On-board antenna
Information wave Information wave
Ground coil

Aspect enhancement of the Signal aspect

distant signal information,
Train number verification distance information, etc.

Ground equipment 25
 ATS for private railways
AF (Audio Frequency) 95km/h
Track circuit continuous control type G1 parallel
pattern
Y pattern
The ATS signals are transmitted to the
vehicle via the rails or loop coils. 60km/h
The emergency brake is automatically R pattern
applied if the train speed exceeds or is
fG1 fG1 fG1 fY fY fR 0km/h
about to exceed the speed pattern
created by the ATS signal. Point B Point B Point B
G1 G1 Y R
230m or 230m 230m
YG
115km/h 115km/h

G2 parallel 95km/h G2 parallel

G1 pattern
pattern pattern 95km/h
G1 pattern
Y pattern
60km/h Y pattern
60km/h

R pattern R pattern

fG2 fG1 fG1 fY fY fR 0km/h fG2 fG1 fY fY fR 0km/h

Point B Point B Point B Point B2 Point B Point B
G1 G2 Y
G2 or Y R 230m 230m R
230m 230m 230m
YG 440m
Figure: Basic arrangement examples of speed patterns 26
Contents

1. What is signal security equipment?

2. Individual ATS methods
3. Individual ATC methods
4. Recent system adoption case examples

27
 ATC (Automatic Train Control)
Automatic Train Control: The equipment designed to implement the automatic
deceleration control of the train
Speed aspect method Multi-step brake control
method
The train speed is controlled by The brake is controlled in a step-by-step manner in
sending the speed information. accordance with the speed information.

ATC method
1-step brake control
method
The speed information is followed. However, this
method is appropriate for the high-density operation
through the 1-step brake control.

Control information 1-step brake control

method method
The train is controlled in accordance with the The 1-step brake control method is appropriate
information on the train intervals, routes, etc. for the high-density operation.
transmitted from the ground and the on-
board database.
28
Mechanism for receiving ATC signals

Wheels

Power receiver

ATC signal
Return current

Rail

29
Types of ATC signals

Analog ATC: AM modulation wave

Modulation wave (fm) Carrier wave (fc)

The information changes as fm is changed.

Digital ATC: MSK modulation wave

Carrier wave (fc)

Sparse: fcHz1 logic

Dense: fc+Hz0 logic

Dense Sparse Dense Sparse

30
Configuration of the ATC equipment
ATC on-board equipment Cab

Creating on-board
Vehicle performance data signal information

Creating brake pattern Speed check Brake equipment

Signal aspect
information Train speed

TG

(Signal aspect information)

ATC signal ATC TD

device device

31
 Control patterns of the multi-aspect ATC
The speed instructed by the on-board signal is indicated in the
cab. The brake is automatically applied if the train speed
exceeds the speed limit and released if the it becomes lower
than the instructed limit.
Operation method primarily depending on the mechanical
system.

ATC signal 75 45 25 01 02E

32
 Control patterns of the multi-aspect ATC

01 02E 75 75 75 75 75 25 01 02E 75 75 75 75

45 25 01 02E 75 75 75 75 45 25 01 02E 75 75

75 75 45 25 01 02E 75 75 75 75 45 25 01 02E
33
ATC aspect decision logic

65

1TR 2TR 3TR 4TR 5TR

3TR 2TR Track relay
65 (Train detection relay)

45 1T transmission circuit

01
Legend:
Amplifier Oscillator

The aspects are shown by way of example.

34
 1-step brake control method ATC

Because the idle running occurs again

180m
starting from the ATC permissible speed

103m +2km/h once the brake is released, signal
90 75 is placed so that the train may be
stopped well before signal 01. Then,
<90> 86m
signals 55, 40 and 20 are placed according
75 to the same criteria.
<75>
64m
55 ATC signal
<55>
Speed

47m
40
[km/h] <40>
The worst train design performance curve 25m
20 The example of the actual train performance
curve calculated when the train passes <20>
signal 75 at 83km/h
0
<01>

Preceding train
60m 9T 8T 7T 6T 5T 4T 3T 2T 1T

35
 1-step brake control method ATC
km/h 92 km/h 92
90 90

80 77 80 77
780m 600m
70 70

Train speed
Train speed

57 57
60 60

50 50
Idle driving: 4 seconds Idle driving: 4 seconds 42
40 3.0km/h/s 40 3.0km/h/s

30 30
22
20 20

10 10

0 0
90 75 55 01 02 90 75 55 40 20 01 02
ATC signal ATC signal
(a) Multi-step brake control method (b) 1-step brake control method 36
ATC through D-ATC adopted by
conventional railway lines
In 1971, the Joban local line and the Chiyoda subway line were reciprocally extended.
In 1972, the Sobu rapid line was connected to Tokyo Station underground.

Adoption of the ATC with specifications for

conventional railway lines

In 1981, the Yamanote line and the Keihin-Tohoku line adopted the ATC.

In 1985, the Saikyo line adopted the ATC.

Development of the digital ATC

In 2003, the Keihin-Tohoku line adopted the D-ATC.

37
Outline of the digital ATC (D-ATC)

ATC system using digital codes

On the ground:
The name of the track circuit at the stop position or the number of
clear sections are transmitted based on the trains current
position.
On-board: The route database is installed.
The brake may be controlled according to the vehicle
performance.
As the database is referred to, the trains current position needs to
be recognized.
The trains position is corrected by using the transponder
ground coil.

38
Configuration of the digital ATC
(D-ATC) equipment
Ground equipment:
The Ground equipment detects the position of the preceding train.
After adding the information on the stop position of the following train, etc. to the
information on the position of the preceding train, the ground equipment sends it to
the rails as ATC signals.

On-board equipment:
Base on the on-board database, the on-board equipment creates the speed check
pattern corresponding to the stop point information from the demodulated ATC
signal.
The on-board equipment recognizes the trains position through the use of the pulse
count of the tachometer generator and controls the brake along the speed check
pattern.
The on-board equipment uses the position information sent from the transponder
ground coil for calibrating the error accumulation of the tachometer generator and
confirming the position when the system is started.
The amount of information to be transmitted was increased in comparison with the
conventional ATC system by adopting the AF-band Minimum Shift Keying (MSK)
code modulation. 39
Digital ATC (D-ATC)
Forward block information (Ground)
Route clear information (Ground)
Distance correction information (Ground)
Vehicle performance DB (On-board)
Route information DB (On-board)
Block length DB (On-board)
Pattern control ATC based on the information
mentioned above
The instructed speed of the brake
pattern and the on-board signals
(G and R) are displayed in the
cab.
The equipment takes
precedence by automatically
following the pattern.

The brake pattern is created on-board

according the information sent from
the on-board DB and the ground
equipment.
G -> R 1-step brake control method

G G G R 02
Forward block information
Distance (The number of blocks present over the
correction distance from the preceding train)
information Information on the route clear for the
interlocked station 40
Comparison between the D-ATC and the
conventional systems
Conventional ATC 1-step brake control ATC D-ATC

Train speed
Red
Train speed
Permissible
speed

Green

90 65 65 45 0 Green
Green Red

Control information Permissible speed Permissible speed Stop route

Train position Ground: Track circuit Ground: Track circuit Ground: Track circuit
recognition On-board: Tachometer generator On-board: Tachometer
partially generator

Preceding train Not available Not available Available

indication
Ground equipment Large-scale and centralized Large-scale and centralized For each station
layout

Types of the Analog Analog Digital

information 41
Contents

1. What is signal security equipment?

2. Individual ATS methods
3. Individual ATC methods
4. Recent system adoption case examples

42
Recent system adoption case example: JR

West Japan Railway Shikoku Railway

Company Company
Urban sections: ATS-P ATS-SS
Local sections: ATS-SW

East Japan Railway Central Japan Railway

Company Company
Major metropolitan sections: ATS-P
ATS-PT
Local sections: ATS-P
Yamanote line and Keihin-Tohoku line: D-ATC
Senseki line: Advanced Train Administration and
Communications System (ATACS)

Hokkaido Railway Kyushu Railway

Company Company
Major sections: ATS-DN/DK, combined with the on-board database
Local sections: ATS-SN/SK
43
Recent system adoption case example: Public and
private railways in Kanto region

Tokyu
Tokyo Metro
Corporation
Tokyu Den-en-toshi line, Tokyu Toyoko line, Tokyo Metro Hanzomon
line: 1-step brake control system, CS-ATC
Bureau of Transportation, Tokyo
Metropolitan Government
Keio Corporation

Toei Shinjuku line, Keio main line, etc.: Digital ATC

Odakyu Electric
Railway
ATS (D-ATS-P) based on the digital rail transmission and the tranponder

Keikyu Keisei Electric

Sagami Railway
Corporation Railway
ATS-P C-ATS
44
Case examples of the ATS improvement
for public and private railways

The railway operators such as Keikyu, Keisei, Keio and Odakyu

are planning to improve the conventional ATS as a sophisticated
operation signal system for the next generation.

The D-ATS-P method Odakyu is specifically planning to adopt is

as briefly described below.

The D-ATS-P method is the on-board pattern control method

based on the point control method and the successive control
method. The concepts of the conventional ATS and ATC are
integrated in it.

45
Features of the D-ATS-P

On-board pattern successive speed check method

The on-board equipment does not have the route database.
The information required for creating the pattern on the on-board equipment is transmitted from
the ground equipment.
Both of the transponder equipment (for point control) and the rail
transmission equipment (for successive control) are used as
transmission methods.
For implementing the accurate ATS pattern control and improving the trackability at the time of
the aspect UP base on the information transmitted through the rails.
Even if the point-control information may not be received, the operation
is feasible by using the information transmitted through the rails.
A variety of extended functions
Prevention of erroneous station skipping
Speed limitations
Abnormal stop at railway crossings
Emergency stop at platforms

46
General configuration of the D-ATS-P
ATS Cab Signal
on-board
equipment
display
Signal

Transponder ground coil

(With or without power supply)

Brake
Tachometer
generator Transponder
ATS power on-board
receiving device antenna

Track
Relay interlocking
relay
device
Signal lamp
circuit
ATS transmitter

Signal instrument box

Figure: General configuration of the D-ATS-P (Ground and on-board)

47
D-ATS-P: Information transmission
Creating the pattern for stopping before the
signal based on the transponder and the
information transmitted through the rails
Speedometer

Cab
ATS on- display

Brake board SW-related items

equipment
Tachometer
Alarm buzzer The signal aspect
generator information is transmitted to
the rails.

The information on the distance The signal aspect and the Encoding ATS Commercial
from this point to the stop signal erroneous station skipping processor transmitter track circuit
is transmitted. prevention information are
transmitted.

HR conditions or Interlocking device or HR conditions or

KR conditions automatic block unit TR conditions
Transponder ground coil without power supply

Transponder ground coil with power supply

Figure: General configuration of the D-ATS-P (Information flow between the vehicle and the ground)
48
Thank you for your kind
attention.

49