Chapter two

Automatic Train Control System

 Contents
• Automatic train protection system and
technologies
• Automatic train operation and technologies
• Automatic train control and technologies
 Introduction
• Characteristics of rail transport
– Single degree of freedom movement
• Train is forced by the flanges of its wheels to follow lateral
guidance of a rail
• Low coefficient of friction between metal wheels and metal rails
• Fixed track infrastructure
• Long braking distance due to
– High operating speed
– High mass
– This leads to the need for high secure control and
protection mechanism to prevent danger and operate the
train safely
 Automatic train protection system and
technologies
• Definition
– ATP comprises of sub systems which provide the basic
safety by way of fail safe detection of dangerous
conditions and controlling and stopping the train when
required independent of any action by the driver when
driven manually
– Stop the train when it is in danger and has passed SPAD
(signal passed at danger)
– systems that continuously monitor actual train speed and
enforce adherence to a commanded speed pattern are
referred to as Automatic Train Protection (ATP) systems.
 Automatic train protection
• Train protection includes
– Detecting the train position
– Movement authority
• Train detection mainly includes signaling systems and the
old method of protection was manual action taken by
train driver looking at the signal lights
• Fatal train accidents led to development of train
protection mechanisms
• Basic objective of ATP
– to reduce or eliminate the possibility of driver error resulting
in a train movement related accident by failing to obey a
visually displayed line-side or in-cab signal instruction.
 Automatic train protection
• To achieve ATP
– train speed is monitored against the current
permitted speed limit.
– The speed may be limited by line profile or signal
indication, that is, the need to protect routes of
other trains and track related constraints.
– If the allowable speed is exceeded, a brake
application is invoked until the speed is brought
within the required limit or the train is stopped.
 Automatic train protection
• Most ATP systems are based on conventional
block signaling although these can be very short.
• Each block is described by a fixed dataset related
to its location, length, gradient(s) and maximum
(civil) speed limit(s).
• Each block will also have a variable data set
derived from the signal aspects ahead and their
effect on the resulting speed limit(s) for that
block and the next block(s).
 Automatic train protection
• Historical developments
– Automatic mechanical tripping (control at the
mechanical position)
• Consists of two elements
– A trip arm mechanism, mounted on the ground adjacent to the rail,
which essentially consists of a spring-loaded arm connected to
an electric motor (or pneumatic cylinder in electro-pneumatic
systems).
– A train-mounted trip cock, which is connected either directly or
electrically to the train's braking system.
• Operation
– When a signal ahead is indicating a STOP signal and the train did not
stop at the demarcated point, the mechanical tripping lever trips
and hits a trip cock on the locomotive initiating the train brake
 Automatic train protection
• Intermittent ATP
– First introduced in 1960
– Use electronic beacons (inductive or radio
frequency) or short electrical loops positioned
within the four-foot.
• Passive Balise: Track based transponder that is ‘woken
up’ by a low frequency signal and receives its energy
from a passing train and then sends packets of
information to the train.
 Automatic train protection
• Intermittent
– Active Balise: Track based transponder that is powered
from the signalling supply and that continuously sends
packets of information to passing trains.
– Passive and active balises can transmit either fixed or
variable information or both.
– Many railways prefer to use balises powered-up by the
passing trains. Simple location information is almost
invariably transmitted by means of passive balises.
 Automatic train protection
• Intermittent ATP systems

A track mounted balise and the

train mounted data reader. The
balise may be passive or active.
 Automatic train protection
• Intermittent type
– System function
• the tele-powering transmission process where the on-
board balise transmission module (BTM) radiates
energy waves to activate the ground balise to start to
work and the up-link signal transmission process
• The ground balise transmits important control
information to the train subsequently.
Automatic train protection
 Automatic train protection types
• Intermittent
– The telegram information
• Geographical position,
• route data and
• temporary speed limit
– The onboard unit
• Continuously calculates the dynamic speed profile from these
data and other information concerning train performance,
• Real-time supervision of train speed.
• Therefore, balise information transmission system is very
important for train operation safety.
 Automatic train protection
• Drawbacks of intermittent systems
– can only transmit changes in signal aspects when
the train passes over a beacon or loop.
– if a driver is unable to respond to a signal
clearance, braking will delay until the on board
ATP receives signal from relevant balise
 Automatic train protection
• Exercise
– Explain the system parts and operation of
Eurobalisa
 Automatic train protection
• Continuous
– Appeared as a result of developments in track circuit
and electrical and electronic circuits.
– Use a permanently active data transmission and
monitoring system, either through electrical inductive
coupling by means of track loops or coded track circuits
or by means of radio transmission of limit of movement
authorities.
– Reduce headway and improve line capacity
– Most appropriate for metro railway being integrated
with cap signaling display and ATO, ATS
 Automatic train protection
• Continuous type
– Operation
• The occupation of a specific block ahead by a train was
advised to the following train through the coded AFTC
track circuit transmission
• An onboard computer with all data about the blocks
loaded into it will receive the data
• Decision will be taken
– Continue at max speed with knowledge of braking distance
– Initiate ATP and apply break
 Automatic train protection
• Continuous ATP
– ATP with three speed codes, normal

If a train enters to a zero speed block or au occupied block or enters a block at a speed
higher than authorized by the code, the brake application will be initiated by the onboard
ATP
 Automatic train protection
• Continuous ATP
– Speed coded version of ATP, a train needs to
information
• Speed for the current block
• Speed to be maintained when entering next block
 Automatic train protection
• Distance to go principle
– In the continuous type of ATP, the block A3, which
is the overlap block is unused
– This reduces the line capacity
 Automatic train protection
• Distance to go principle
– In this modified principle, the train will be allowed
to enter the overlap block to finally stop at a
distance 30m to the occupied block
– This needs accurate and constant checking of the
braking by the train
– On the train, data comprising train weight, length,
braking capability and maximum technically
permitted speed are necessary to ensure
compliance with speed limits set by the ATP system
 Automatic train protection
• Distance to go principle

• Braking curve should be calculated on continuous

basis
– Distance to go to the stopping distance
– Line map on computer memory
 Automatic train protection
• Distance to go principle
– Similarity between coded speed and distance to go
• Require train speed to be monitored accurately
• Compare train speed against permitted speed in the block
• If train goes above permitted speed, brake is invoked
– The unique feature in distance to go principle is
• Brake curve calculation
• Computer knows how far the stopping point is
• Use of line map in the computer memory
• The onboard computer checks if the train is following the
brake curve
 Automatic train operation
• Distance to go principle
– Wheel revolution is used to count trains
progression along the line
– Distance error may occur due to drifting because of
• Wear
• Skidding or
• Sliding
– To prevent such error,
• On board line map is updated dynamically regularly
• Fixed track mounted beacons laid between rails
 Automatic train protection
• Distance to go principle
– Advantages
• Increase line capacity
• Reduce number of track circuits required
• Can be used for manual or automatic driving
 Automatic train protection
• Exercise
– In the implementation of braking curve, there are
various methods used with regard to how brake is
initiated when there is difference between braking
curve value and actual value. Explain the different
implementation methods.
– Explain the concept of ‘black box’ in train protection
and monitoring
– References
• Railway-technical.com
• Railsystem.net
Automatic train operation and technologies

• The automatic train operation (ATO)

– Is a system which performs all driver operations like
starting and stopping except door closing
– the operational safety enhancement device used to
help automate the operations of trains,
– is used on automated guide-way transits and rapid
transit systems that are easier to ensure safety of
humans,
– Most systems elect to maintain the driver (train
operator) to mitigate the risks associated with the
failures or the emergencies.
 ATO
• Railway systems is costly infrastructure
– Rails
– Locomotive and coach
– Crew is also expensive
• To operate the railway optimally
– An automatic train operation system needs to be
implemented.
– Such an ATO system should minimize headway
 ATO
• ATO system is responsible for
– Respect journey profile
– Adjust acceleration and braking
– Receive and process necessary data from adjacent systems
– Stop at precise location
• No safety operation is assigned to ATO on board,
emergency braking is duty of ATP
• Should accept inputs from other systems
– Train position from signaling system
– journey profile from transport management system and
– rout autonomy from route management systems
ATO
 ATO Grades
• GOA-0-manual operation with no ATP
– safety and efficiency of train movements are fully under the control of
train operator
– Movement authority such as route locking and maximum speed are
granted by various means
• Wayside signals and line of sight conditions
• Permanent operating rules
• Verbal instruction by voice or radio communication
• GOA-1 manual operation with ATP
– ATP protects train from specified hazard by applying brakes
– ATP function may be
• Route interlocking, train spacing, end of line, travel against the authorized
direction
• Train integrity, over speed, door operation, travel in the vicinity of trackside
work crew
– Train operator is responsible to command train acceleration,
deceleration and door opening and closing and to monitor condition
ahead of the rain
 ATO grades
• GOA-2 : semi automatic train operation
– System provides full ATP and ATO with a train operator station at
the train cab
– Train operator monitors track side conditions ahead of the train
and typically triggers door closure and train departure
• GOA-3 : driverless train operation
– System provides full ATO and ATP
– Attendant is stationed on board the train to support recovery
operations and attend to passengers as required
– Attendant are free to move about the train and are not necessary
available at the control cabin to detect hazards in front of the train
– Hazards are detected by supplementary systems
 ATO grades
• GOA 4: unattended train operation
– No driver or attendant
– May be applied for some parts only
 Automatic train control and technologies

• Control – is the regulation of a given system at a

given desired operating condition avoiding
disturbances arising from internal system
condition or external environment.
• Basic system components
– Set point or reference value
– Error comparator
– Controller
– Actuator
– Sensor
 ATC
• In a train system
– Originally all control was performed by train driver
• Changing speed
• Stopping and starting train
– When signaling started, even then, drivers were
expected to see signals and take actions
– But human errors (unable to see signals and take
action as required) and the need to increase
performance led to the invention of train
automation systems
 ATC
• Consists of the ATP, ATO and ATS systems. The
ATC is the integration of the three systems
– ATO is the lowest level
– ATP is the second level
– ATS is the top level
• ATS is used to check the trains schedule and running
times
ATC
 ATC
• Parts of ATC
– On board equipment
• Processors, firmware, software and electronics
• Operator pointers, operator displays,
• Data radio and antennas
• Transponder/balisa antennas, code pick up antennas
• Network components, GPS receiver and antennas,
• Tachometer and other sensors
– Wayside
• Track circuit and associated hardware
• All other equipment in
– Data communication
 Assignment I
• Describe the difference between the following
types of ATC systems
– ERTMS
– TVM 430
– Japanese coded track circuit technology
• Describe and list the hazard event detectors
and sensors used in high speed train ATP
• List and describe train modeling and
automation software