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Chinese Train Control System

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The Chinese Train Control System (CTCS, simpl.chinese: 中国列车控制系统) is a train control system used on railway lines in People's Republic of China. CTCS is similar to the European Train Control System (ETCS).[1]

It has two subsystems: ground subsystem and onboard subsystem. The ground subsystem may based on balise, track circuit, radio communication network (GSM-R), and Radio Block Center (RBC). The onboard subsystem includes onboard computer and communication module.

CTCS Levels

There consists of 5 different levels (Level 0 to Level 5).

Levels 2, 3, and 4 are back-compatible with lower levels.

CTCS Level 0 (CTCS-0)

For railway lines where operational speeds are below 160 km/h (99 mph):

Level 0 is used alongside lines with conventional trackside signalling. UCS receives train block occupation signals from track circuits and is shown as cab signals using digital signal processes. Train drivers follow trackside signals primarily, with cab signals as back-up. TOSU/LKJ is used to supervise speed limits and can only advise train drivers on braking curves. The drives are mainly responsible for maintaining train speed protection.[3]

CTCS Level 1 (CTCS-1)

Also for railway lines where operational speeds are below 160 km/h (99 mph):

  • Track circuit transmission (ZPW-2000) + primary cab signalling + ATP + Train operating service unit (LKJ2000) + Balise[2][3]

Balises are installed in addition to track circuits. Automatic train protection (ATP) is enabled on CTCS level 1, and drivers use cab signals as primary signals.[3]

CTCS Level 2 (CTCS-2)

For high-speed railways below 250 km/h (160 mph):

The track circuit is used both for train occupation detection and movement authorization, its architecture is similar to TVM-300. Balises serves to provide intermittent trackside information to cab equipment. Trackside signalling can be replaced with a Driver Machine Interface (DMI).

This system is compatible with ETCS-1.

CTCS Level 3 (CTCS-3)

For high-speed railway systems above 250 km/h (160 mph):[5]

CTCS-3 introduces GSM-R radio for bidirectional data transmission. Track circuits is used as a redundant system to CTCS-3. Train positions can be accurately calculated using balises and onboard odometers which are transmitted to Radio Block Centres (RBCs). Authorisation of train movement is created by RBCs and transmitted onto on-board cab equipment using GSM-R.[3] Using both trackside equipment and onboard equipment, ATP can be achieved. It is considered to be a "quasi-moving-block" system.[3]

This is currently the most used system in China's high-speed railway system and are in use for all of the 200–250 km/h (120–160 mph) lines, with a backup system of CTCS-2. This is equivalent to ETCS-2.

CTCS Level 4 (CTCS-4)

Currently, Level 4 is only a conceptual system that is equivalent to ETCS-3. It would feature the complete elimination of track circuits, moving blocks and self-train-integrity-check. This system is being developed and defined by signalling manufacturers in China.

See also

References

  1. ^ Hitachi Rail - Hitachi wins contract to supply Automatic Train Protection (ATP) system for China's dedicated high speed passenger line Archived 2010-03-10 at the Wayback Machine
  2. ^ a b c Bin Ning (2003-12-08). "Intelligent Control In Railway Network". Beijing Jiaotong University. Archived from the original on 2012-04-23.
  3. ^ a b c d e f g Lv, Jidong; Chen, Lei; Tang, Tao; Zhao, Ning (September 2016). "Chinese train control system principles" (PDF). IRSE News (225): 2–5.
  4. ^ Wang, Changlin. "Chinese High Speed Railway Train Control System" (PDF). Electrical and Mechanical Services Department, The Government of Hong Kong SAR. Retrieved 2022-08-15.
  5. ^ Xue, Anthony Weiqing; Cui, Sara; Yan, Fei; Yi, Haiwang (April 2016). "The New Development of CTCS in the Intercity Railway" (PDF). IRSE News. Retrieved 2022-08-15.
  6. ^ "Beijing - Tianjin elevated design anticipates 350 km/h". 2006-03-01. Archived from the original on 2012-07-28.
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