The Radio-based Train Control System ATACS
The Radio-based Train Control System ATACS
复制标题
无线电列车控制系统 ATACS
DOI：
10.2495/crs140151
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发表时间：
2014
期刊：
影响因子：
--
通讯作者：
N. Hiura
中科院分区：
文献类型：
--
作者：
N. Miyaguchi;D. Uchiyama;I. Inada;Y. Baba;N. Hiura
在传统的信号系统中，列车位置由轨道电路检测，列车由路边信号设备控制。因此，轨道电路、信号、平交路口等都需要大量的地面设备。由于安装在不利条件下，例如容易出现极端温度波动或过度振动的区域，设备经常会发生故障。并且购置成本和维护成本较高。为了解决这些问题，作者开发并推出了一种新的列车控制系统，称为“ATACS”（高级列车管理和通信系统）。 ATACS 是一种利用信息技术的无线电列车控制系统。 ATACS 相当于 ERTMS/ETCS 3 级或 CBTC。 ATACS列车控制方法与传统的信号系统有根本的不同，因为列车位置检测是由车载设备而不是轨道电路确定的。地面与列车之间的信息传输通过数字无线电通信进行，信号显示在驾驶室中。 ATACS 提供完整的移动块功能。借助 ATACS，车载计算机可计算列车位置并将其传输至地面控制器，地面控制器根据网络上所有列车报告的位置不断将移动权限限制 (LMA) 传输至每列列车。机载计算机根据从地面控制器接收到的移动权限限制来计算抛物线制动曲线。作者于2011年10月将ATACS在仙石线上投入商业运营。他们已经确认了ATACS在过去两年中的稳定性，因此他们将在埼京线上引入ATACS。这在东京都地区尚属首次。在本文中，作者概述了 ATACS 及其在仙石线商业使用后的运行情况，并计划在埼京线实施 ATACS。
In traditional signalling systems, the train location is detected by the track circuit, and the train is controlled by wayside signaling equipment. Therefore, an enormous volume of ground equipment is required for track circuits, signals, level crossings, and so on. The equipment often breaks down because it is installed under unfavorable conditions such as areas prone to extreme temperature fluctuation or excess vibration. And acquisition cost and maintenance cost is high. To solve these problems, the authors developed and have been introducing a new train control system called “ATACS” (Advanced Train Administration and Communications System). ATACS is a radio-based train control system using information technology. ATACS is equivalent to ERTMS/ETCS level 3 or CBTC. The ATACS train control method is fundamentally different from traditional signaling systems, because train position detection is determined by on-board equipment rather than by track circuits. Information transmission between the ground and the trains is conducted via digital radio communication, and the signal is displayed in the cab. ATACS is offering full moving block capability. With ATACS, an on-board computer calculates the train location and transmits it to the ground controllers, which continuously transmit Limit of Moving Authority (LMA) to each train based on the reported locations of all the trains on the network. The on-board computer calculates a parabolic braking profile based on the Limit of Moving Authority received from the ground controllers. The authors put ATACS into commercial operation on the Senseki Line in October 2011. They have confirmed ATACS’ stability over the last two years, so they are going to introduce ATACS on the Saikyo Line. This will be the first time it is implemented in the Tokyo metropolitan area. In this paper, the authors outline ATACS and its operation after the commercial use on the Senseki Line, and plan to implement ATACS on the Saikyo Line.