Train Control System

in Korean Railway
Prof. LEE Jongwoo
Graduate School of Railway
Seoul National University
Of Science and Technolgy

2019. 08. 26.

 Lecturer Introduction
Prof. Lee Jongwoo
■ Career

2005. 3 ~ SeoulTech (Korea, seoul) / Professor

1994. 9 ~ 2005. 2 Korea Railroad Research Institute / Senior Researcher
1993.7 ~1994.9 Venture company established
1989 – 1993.6 Laboratoire de Physiologie Hopital Laennec

■ Educational Background

Ph.D(1993.2) Universite de Paris Pierre et Marie Curie, Paris Ⅵ

Master(1986.2) Ecole Centrales des Nantes(ECN), Nantes, France

Bachelor’s degree(1983.2) Hanyang University, Seoul, Korea

■ Contact
Saganlee @ seoultech.ac.kr

+82 10 2461 3901

Photos
 Railway System

Station and Running

Train Depot Between
Shunting area Stations
Routing Speed
Data Limitation
Train Routing
Speed
Constraint Speed
Control Control Control
System Train
Positions

Rolling Stock
System Planning
Operation
Manage-
Planning
ment Line
Capacity
 Railway System Efficiency related to train control system

RS Data
Infrastructure RS
Data Characteristics Time table

Train Routs
Train Routs Block
lengths
Train
Calculation of Block Spacing
Passing time
Train
Calculation of Determination of Operation
minimum headway Relative frequency
for all trains for train combination

Calculation of average
minimum operation
headway

Calculation of
line operating ratio
Extending Averaging train Reducing train
Changing
infrastructure characteristics speed
 Train Control System
 Relation between Operation and Train Control Systems

ATC IXL
CTC

Space control ATS, ATC,

Train headways
between two trains Distance to go, Moving Block

Train routes Routing Control Interlocking

Train Operation
Train operation Centralized Traffic Control
Control

3/25
Train Spacing Control
System Functional Analysis
 Core Function

Train position
detection

Environmental
Condition
Calculation of Train speed
permitted speed Control
Line speed limits

Train health
condition
Space Control between two consecutive trains

 Train speed control system configurations

5/25
 Trains Spacing Control Systems

Classification Train Location Detection Speed Control

Position light signal
ATS
Wayside system
Track Circuit
Wayside• Onboard
ATC Axle Counter System
ATP Onboard System
Onboard System
Moving Block Onboard System

System design parameters

ATS, ATC, ATP Braking distance calculation, Speed step setting

Moving Block Braking distance calculation

 Fixed Block Systems

• Fixed block based train control system

Train Speed Control

Type Speed control principles
Detection Systems
Color signal Step speed control
ATS
Beacon Point speed control
Track circuit
Axle counter Track circuit Step speed control
/Beacon
ATC
Continuous Speed control
Onboard system ATO
in onboard
6/25
 Fixed Block Systems

• Fixed block based train control system

Train Speed Control

Type Speed control principles
Detection Systems
Color signal Step speed control
ATS
Beacon Point speed control
Track circuit
Axle counter Track circuit Step speed control
/Beacon
ATC
Continuous Speed control
Onboard system ATO
in onboard
6/25
 Moving Block Systems
Communication Based Train Control Systems

Speed Control
Train Detection Type Speed control principles
Systems

Ground Distance to Position of train ahead

Onboard system
Onboard Go Braking Distance Control

8/25
 Fixed block (characteristics & examples

Characteristics Examples
 Manual Operation by Train
 Korea : Conventional line
driver
 Protected Driving by ATS  Japan : Conventional line

 Installed in Stations(relay types)  Europe : ETCS(level1)

 Impossible for reverse tracing
 logic(CTC)
 Line capacity : Small
 Onboard Speed Control
(Characteristics & Examples)
Characteristics Examples
 Running by driver + Automatic train
Control

 Protected driving by ATS or ATP

 Korea : HSR, Subway
 Station equipment, control equipment
 Japan : Shinkansen
between stations
( Electronic redundancy types)
 Europe : ETCS (level2)
 Reverse tracing logic(TMS)

 Line Capacity : Medium

 Moving Block (Characteristics & Examples)

Characteristics Examples
 Automatic Train Control

 Protected driving by radio

 Korea : KRTCS1, 2
 Station premises, control equipment
between stations(Radio type)  Japan : ATCS

 Reverse tracing logic(TMS)  Europe : ETCS(Level 3)

 Line capacity : Large

 Raido systems in Moving Block

Characteristics Examples

 Frequency Band  < 1GHz, 2.4 GHz, 5GHz

 Multiplexing methods  FDMA, TDMA, CDMA, OFDM
 Communication Protocols  Wifi(802.11x), 3G, TETRA, LTE
 LTE System
E- UTRAN

EPC
S6a eNodeB S1
HSS
MME

Inter Cell RRM

MME
PCRF
NAS Security
RB Control
S1- MME S11 Gx Rx
Idle State Mobility Handling
Connection Mobility Control

UE eNodeB S- GW P- GW Operator’s IP services EPS Bearer Control

LTE- Uu SI- U SS/ S8 SGi (for example, IMS, PSS) Radio Admission Control

eNB measurement S- GW
Configuration & Provision

Dynamic Resource Mobility Anchoring

Allocation (Scheduletr)

RRC
P- GW
PDCP

RLC UE IP Address Allocation

MAC
Packet Filtering

Long Term Evolution (LTE) PHY

Internet

-Packet-switched Network
-Internet Protocol (IP) connectivity without any
disruption during mobility
13/25
 LTE-R System
Control Center

LTE-R
Ground Train
Train Control
Control Center
Systems
Back Bone Secure
Network Transmission Unit
Onboard ATP

LTE-R LTE-R
Radio Network Core Networks

Remote
DU
Radio Unit

Radio Access

Train Radio Station

Transceiver
module Balises
Secure
Transmission Unit
Onboard ATP Basic
Transmission
Train Interface
Module
Unit

Seamless Internet Protocol (IP) connectivity between

Mobile Train Radio Station and Train Control Centers
through Packet data network (PDN) 14/25
 LTE-R System
LTE Evolution
WCDMA HSPA/ HSDPA/ HS WCDMA
LTE
(UMTS) UPA (UMTS)

Max downlink speed 384 Kbps 14 Mbps 28 Mbps 100 Mbps

Max uplink speed 128 Kbps 5.7 Mbps 11 Mbps 50 Mbps

HSPA/ HSDPA/ HS
Latency round trip time 150 ms UPA 100ms 50ms (m&x) ~ 10ms

3GPP releases Rel 99/ 4 14.4 MbpsRel 5/ 6

> 100 Mbps Rel 7 Rel 8/ 10

2005/
3 bps/ Hz 06 (HSDPA) LTE Specification
Approx years of initital roll out > 5 Mbps/ Hz 04
2003/ 2008/ 09 2009/ 10
2007/ 08 (HSUPA)

Access technology CDMA CDMA CDMA

OFDMA/ Specification Details
SC- FDMA
100(SISO), 172(2× 2 MIMO), 326(4× 4
Comparison Of Parameters (UMTS,HSPA,HSPA+ and LTE) Peak downlink speed 64QAM (Mbps)
MIMO)

Peak uplink speed (Mbps) 50 (QPSK), 57(16QAM), 86(64QAM)

All packet switched data (voice and

Data type
data). No circuit switched.
Channel bandwidths 1.4, 3, 5, 10, 15 and 20 MHz

Duplex schemes FDD and TDD

Idle to active less than 100 ms

Latency
Small packets ~ 10ms
Downlink : 3 to 4 × HSDPA Rel.6
Spectral Efficiency
Uplink : 2 to 3 × HSUPA Rel.6
Downlink : 4× 2, 2× 2 ,1× 2 ,1× 1
Supported antenna configurations
Uplink : 1× 2, 1× 1
OFDMA(downlink) & SC-
Access schemes
FDMA(uplink)
OPSK, 160QAM, 640QAM(Uplink and
Modulation types suppourted
downlink)
Full performance up to 5 Km
Coverage
Slight degradation 5 Km – 30 Km

Specification of LTE
15/25
 Train Control System Tendency

Utilize Electronics &

Utilize Relay & Track Circuit
Computer Communications

 Compact, modular / maintenance personnel & cost reduction

 Multi-functional information transmission / high-speed, high-density operation
 Securing reliability, availability, maintainability, safety (RAMS)

Interoperability of Conventional and

Analog,
High Speed Line
Continuous Control, Intermittent Control
ERTMS/ETCS
Mainline railway Onboard Onboard
signal signal
Wayside Wayside Onboard
signal signal signal
Signal Signal+ Safety Equipment Onboard Onboard CBTC
Urban railway signal signal ETCS Level 3

Analog Digital
Continuous Control Driverless Operation

Track Circuit Based Wireless Communication Based

12/25
Train Braking Distance Analysis
 Braking Distance(1)

Sightseeing distance

Braking Distance

Rising time
running distance
 Braking Distance(2)
Speed(km/h)

Speed limit curve

35km/h

0 Distance

s
i

p p
i1 p
i2 i3

Maximum Speed braking

 Calculation of Braking Distance(3)

0.28

0.26
속 도정
Speed constant수 사정
selection 기준
criteria
empirical formula
실 험 식 (dry cond.)
0.24
empirical
실 험formula
식 (wet cond.)
coefficient

0.22

0.20
adhesive점착계수

0.18

0.16

0.14

0.12

0.10

0.08

0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160

Speed
속 도 (km/h)
(km/h)

c1
adhesive force  maximum deceleration a 9.8
v  c2

vi2  vi21
Braking Distance D(vi , vi 1 ) 
2a (  )
 Calculation of Braking Distance(4)
vi v
Speed

l1 l2 l3 l4
vi 1 v
Time
Braking ratio

0 t r tr  t j tr  t j  tk
am tr  2t j  t k

a (t )
Time
J
Jerks

da (t )
dt Time

 J

Braking Distance :
D(vi , vi 1 )  tr vi 
as
2J
vi  vi 1   1 2 2
2a s

vi  vi 1 
 Determination of speed steps(1)

Vmax

ㅣta ㅣt

Idle running Braking distance : D

distance :s
Train lengthe: L
Sightseeing Distance Overlap : o

Green
2 aspects signalling Green Yellow
light on Red

2 Aspects braking distance : Dbrake  s  D  o  L

 Determination of speed steps(2)
1 2
Green Red
V
s d o L
H
(a) 2 aspects signalling
1R 1 2R 2
Green Green Yellow Red
V
s D D o L
d
H
(b) 2 aspects repeat signalling

Green Yellow Red

V
s D D o L
H
(c) 3 aspects signalling

2 aspects repeat braking distance : D2 Raspect  s  D  d  o  L

3 aspects braking distance : D3aspect  s  2D  o  L
Determination of speed steps(3)
Green Yellow Yellow Red
Yellow
V

s D o L
D
H
(c) 4 aspects signalling

Green Yellow Yellow Red

Yellow
V

s D/2 D/2 o L

(d) 4 aspects signalling

4 aspects braking distance : D4 aspect  s  1.5D  o  L

4 aspects braking distance : D4 aspect  s  D  o  L
Determination of speed steps(4)
N개

D
D/n D/n D/n K D/n D/n D/n
s o L

H
n  , n  n  1

(e) n aspect signalling

n aspects braking distance :
D n 1
Dnaspect  s  D  o L  s Do L
n n
N aspect optimal braking distance :

n  , n  n  1, Dn  s  D  o  L
 Determination of maximum block number n

Braking distance :
D(vi , vi 1 )  tr vi 
as
2J
vi  vi 1   
1 2 2
2a s
vi  vi 1 
if vi  vi 1
as vi
D(vi , vi 1 )  tr vi 
J

Maximum block number n

as vi
D(vi , vi 1 )  tr vi 
J
 Entry and exit speed after block number n

Dn  t r vmax 
as
2J
vmax  vmax 1   1 vmax
2a s
2

 vmax
2
1 
• • •
Di  t r vi 
as
2J 2a s

vi  vi 1   1 vi2  vi21 
• • •
as v1 v12
D1  t r v1  
2J 2a s

Calculated results

tr  2.0 sec, t j  1.47 sec, as  0.7m / sec2 , vmax  83.3m / sec2 , n  4

speed
vmax v1 v2 v3 v4
(km/h)

KTX 300 270 220 170 0

calculated
300 261.11 213.61 148.4 0
Result
Onboard speed controlling

A B
Vm
V3
V2
V1
Vm Vm Vm Vm Vm V3 V3 V2 V2 V1 V1 0
Bi-6 Bi-5 Bi-4 Bi-3 Bi-2 Bi-1 Bi Bi+1
Dblock
Beacon
Ddifference Dbeacon

Beacon system has D/n of braking distance reduction

compared to n fixed block system’s.
 Braking distance for onboard speed controlling

Braking distance of Ta
Tb occupied range
Beacon B3
B1 Ta Tc
B2 Tb
a
tc a c tcb tc c
circuit for tc x Ba lt
lB lta
train detection
S D O L
braking distance for Beacon system

 1 
2
as vmax vmax
Dbeacon  tr vmax    k   Dblock
2J 2 a s  2m 
 Comparison of braking distances
between different signalling systems

Response Braking Braking

Classification Braking
time Initial step End step

2
vmax D D
Fixed block  t j vmax t j vmax
2a s
n n
Onboard 2
vmax
Controlling  t j vmax t j vmax - lta  lb
2a s
2
Moving vmax
 t j vmax t j vmax - -
block 2a s
Fixed Block (Headway)

3600vmax
Operation frequency : f train 
D

Running speed and

block numbers operation frequency
Onboard Speed controlling (Headway)

Beacon number Running Speed

and operation frequency
Moving block (Headway)

Communication time and

Running speed and
operation frequency
operation frequency
 Comparison of headway
for different signalling systems

Optimal block numbers are between 6~10.

System Implementation
Train Routing
Control System
Route Control Theory
I. Introdcution
II. Rout setting
III. Locking
IV. Locking table
V. System structure
VI. System assessment
 Interlocking Systems

Routes in stations

Relay based
Interlocking

Downward direction

Computer based
Upward direction Interlocking 16/25
 Interlocking system configuration

• Different types of Interlocking systems

Centralized Interlocking Distributed Interlocking

17/25
 Interlocking system configuration
• Comparison of different types of Interlocking systems

Interlocking
Centralized Distributed
System Types

-Expensive
Relay based
-Large space required -
Type
-High reliability

-cost effective -Cost effective

Computer -Small space -Small space
Based Type -Large Station -Distributed Station
-Short distance -long distance

18/25
II. Routing Theory (1)
II. Routing theory(2)
I. Routing theory(3)
II. Routing theory (4)
II. Chain interlock between
signal and pointer
 I. Route setting

route selection

Switching

Open Route
II. Accidents in turnout

•Intermediate switching
•Entering a route not permitted
•Changing route
 II. Switching under train
occupied

•Switching not allowed

when trains being on turnouts

Detection Locking
 II. Route collisions

① Crossing ②Parallel ③Face ④Parallel

routes routes routes routes

Route overlapping
1. Chain between signal and
switch
1. Chain between signal and
switch
1. Chain between signal and
switch

Abnormal

Normal
1. Detection Locking(1)

(2RT)

(21T) (3RT)
21

Detection locking area

When a train occupy track circuits included switch

machine, the switch machines are locked not to
allow the switches to move.
1. Detection Locking(2)
(2RT)

(21T) (3RT)
21

철사쇄정구간

If
21T is occupied
then
power supply of pointer 21
must be cut.
3. Stick locking(1)
1R

2R

51

1R

2R

51

1R

2R

51
Accident from route changing
 3. Stick locking(2)
1R

2R

Switch 51
A lever put normal position, A train enters in the interior of the signal
Switch 51 shall be unlocked in predefined time, the stick locking is
after predefined time passes. changed to route locking.

To avoid the switches operation just before arriving train or

under train occupied in a route, the switches shall be locked
for the predetermined time after the correspond signal
displays in red.
 3. Stick locking(3)
1R

2R

51

If
21T is occupied and
the signal is changed to RED
then
the direction change of pointer 51
must be performed after certain time.
3. Approach locking(1)
(1RAT) (1)

22
(D2T) (D1T) (21T) (22T) (1RBT) (2)
21
(3LT) (3)

(1RAT) (1)
22

(D2T) (D1T) (21T) (22T) (1RBT) (2)

21
(3LT) (3)
 3. Approach locking(2)

(1RAT) (1)

22
(D2T) (D1T) (21T) (22T) (1RBT) (2)
21

(3LT) (3)

When a signal displays in green, and a train arrived at in a

predefined location in the signal region, the switch in a route
shall be locked until a predefined time passes after the signal
changed to red or after the train passed the signal.
 3. Approach locking(3)
(1RAT) (1)

22
(D2T) (D1T) (21T) (22T) (1RBT) (2)
21
(3LT) (3)

If
D2T is occupied and
the signal is in GREEN
then
the direction change of pointer 21 and 22
must be locked or must be performed
after certain time.
 3. Stick and approach
locking(3)
Approach locking
21a
(D2T) (D1T) (21T) (1RAT) (1)

22
(22T) (1RBT) (2)
21b

Stick locking (3LT) (3)

 4. Route locking(1)
(1RAT) (1)

21 22
(D2T) (D1T) (21T) (22T) (1RBT) (2)

(3LT) (3)

A train entered a route interior according to a signal or

shunting mark, the switches of the route shall be locked
until the entered train get out of the route even though
the route restoration order executes.
 4. Route Locking(2)
(1RAT) (1)

21 22
(D2T) (D1T) (21T) (22T) (1RBT) (2)

(3LT) (3)

If
a train occupies a track circuit(s)
of a defined route and
the signal is in GREEN
then
the other routes interrupting the route must
not be allowed.
 5. Time locking(1)
Route locking area
51b

21b
(21T) (22T)
51a
22
(1RBT)
21a
 5. Time locking(2)
Route locking area
51b

21b
(21T) (22T)
51a
22
(1RBT)
21a

When a switch is locked by a signal or shunting marker, even

though the signal displays in red and the switch is under
unlocked, time locking let the switch be stayed in locking for
predefined time interval.
 5. Time locking(3)
진로쇄정구간 51b

(21T) (22T)
51a
(1RBT)
21
If
a route locking (21,22) is released
after a train passing the track circuit 22T
then
the pointer 51 release must be performed
after certain time.
6. Route locking by parts(1)
Route boundary
(1RAT) (1)

(D2T) (21T) (22T) (1RBT) (2)

22
(3LT) (3)
21

For increasing a performance for train operation and shunting,

a route is divided into several sub routes. After a train passed
the sub routes, the sub routes are consecutively unlocked
 7. Closed Locking(1)
Train stop marker
5R
1RA (1RAT) 5R Departure signal
1RB 6R
6R 22
(10T) (1RBT) (21T) (6RT)
10 (22T)

Closed locking
area

In case of a departure signal or a shunting mark cannot be

installed at the related track circuit position, the departure signal
or the shunting marker in the area of the track circuit is locked
in normal position by trains.
 7. Closed Locking(2)
Train stop marker
5R
1RA (1RAT) 5R Departure signal
1RB 6R
6R 22
(10T) (1RBT) (21T) (6RT)
10 (22T)

Closed locking
area

Closed locking let the signal be locked in green in case of a

train occupied a track of a route. The signal and the track circuit
are chained each other.
 7. Closed Locking(2)
Train stop marker
5R
1RA (1RAT) 5R Departure signal
1RB 6R
6R 22
(10T) (1RBT) (21T) (6RT)
10 (22T)

Closed locking
area
If
signal 5R was installed in an inadequate
place
then
the signal 5R & 1RB are controlled
by track circuit 22T.
 8. Part locking(1)
Overlap protection area
5R
1RA
1RB (1RAT)
6R 22
(10T) (1RBT)
23 21
10 11L

10R

Locking is valid for only direction whether normal direction or

reverse. The locking doesn’t take place for the other direction. It is
called “normal part locking” for normal position locking or “reverse
part locking” for reverse position locking.
 8. Part locking(2)
Overlap protection area
5R
1RA
1RB (1RAT)
6R 22
(10T) (1RBT)
23 21
10 11L

10R

If
signal 5R is in limited status
then
the pointers 21, 22 can be controlled
in opposite direction.
 9. Check Locking(1)
10R 5R
1RA
1RB 11R 6R 22
10
23 21
11

A Signal Control Post B Signal Control Post

Different signal control posts can control same switches and

signals. The switches and signals are chained and locked to
the different signal posts.
 9. Checked locking(2)
1RA
1RB 11R 6R 22
10
23 21
11

A Signal Control Post B Signal Control Post

If the lever 11R is in reverse

then the signal 1RB is in reverse.
If the signal 1RB is in reverse
then the lever 11R is locked
* The lever 11 R is locked in one direction.
 10. Display locking
1. If an order is executed for controlling signals or switches, the
system checks the status of the signals and the switches. If
the order is valid, then the order is executed

2. Otherwise the order is invalid, then the system ignores the

order and locks the signal and the switches keeping its
status.

If
the signals and pointers is in valid for control
command
then
the signals and pointers are controlled.
else
the command is neglected
11. Route control locking condition
Locking Safety related Performance
Detection ○
Stick ○
Appoach ○
Route ○
Route by parts ○
Time ○
Closed ○
Part ○
Checked ○
Display ○
Implementation
 Centralized Train
Traffic Entering
Control system
Support tools In Station
Failure and maintenance

Maintenace

Display
Route
and Communication
Requesting
Diagram Control Point
Control Status machine
Control
Display
Station Control
management Route Support Route Signal
Tools Processing Control
Status

Information Status
Display Track
Circuit
Route status
Control Information
System
Management
Status
Route lever Type Route selection type

Route Starting
Signal lever
point lever

Route end Point

Button Pressing

Function for route

Lever relay
selection circuits

Point machine Approaching locking

unlocking

Point machine Route locking

moving

Point machine Point machinelocking

status display

Route checking Signal Control

circuit functioning
 Centralized
Traffic Control System
Centralized Traffic Control System configuration
Operation
Power Facilities Communication Signal

21/25
CTC System overview

Mimic Panel (LDP)

TCP/IP Ethernet
Communication line

Interlocking
System

Operator consoles TCC MSC DTC

22/25
 CTC system configuration Comparison

CTC Type Centralized Distributed

-Dependent on Line scale -Easily changeable

-Large space required -More operators required

23/25
System Functional Analysis
 Departure/Terminus data

Routing for Arrival and

departure in stations
Traffic demand
Scheduling Departure time in Stations
management
RS data and
Operating
functions Train Operating Type
Staff data
Train composition
and Type

Train number
 Manual route
route setting/cancelling
setting/Cancelling input
control
Automatic route
setting/cancelling input Train number changing
Automatic
Train number changing routing control
input and
Regulation Signal Fleeting Control
Train merging/
insert/cancel input
Signal fleeting Train merging/inserting
/cancelling
 Point machine controlling

Point machine moving input Route setting/cancelling

control
route setting/cancelling input
Red signal display controlling

Red signal displaying input

Signal Fleeting Controlling
Signal Fleeting Input Signalling

Speed limiting input Speed limiting controlling

Stopping Stop controlling

for special region input for special region
Emergency
setting/Cancelling input Emergency
setting/Cancelling
controlling
 Train movement
Point machines
status displaying
Signal status
changing Routes displaying

Describing Signal status displaying

Route setting/cancelling
Mimic panel
Train position displaying
Train number changing

Train numbers displaying

Intra structure status
 Data processing
and statistics management
Events triggering
Supervising and
Climate observing
Wayside facilities
information
Maintenance External system
Management management
External systems
Off line operating
management
Off line
Data recording
management

Train management
Hot box detectors
Signal Hot box detection alarm
Equipment
Signal equipment alarm
Route setting Automatic routing related
Alarm alarm
Train describer
Train describer alarm
Climate condition
Climate alarm
And so on…
The others technical related
alarm
 Point machine control

Route setting/cancelling control

Red signal display control

Signal Fleeting control

Speed limiting setting
Signal functions Stop region setting
Emergency setting for special region

Emergency state cancel for special region

LDTS redundancy management

Error detection processing

Request status for all stations

Request status for each station

Implementation
 System support Operating and
function Maintenance

Train Signalling
Describer
G
M display control
U M
I
External
I interface

Train operation
Train
planning
regulation
management
 Train planning Automatic Real time
Database RS allocation Train operation
optimization

Passenger
Information Train Automatic
System regulation Train route
route creation
creation
Train
operation
Reporting
System Train Train route
Train describer Setting
schedule /creation
Event
recording
system
Real time Database

Data Order Alarm MMI System

Collecting execution processing Monitoring

Train
Interlocking control
System
 CTC Boundary

CMS1
Control Center
OM TVM
OP maintence
OP
MTC OP DC PC
HBS

Cbck
TTC
MTC SCADA
TVM
IIS maintence
CMS2
Transmission of
Transmission of signal and
ATC and IXL monitoring
IXL IXL information
status by CTC operating Basic operating
Basic DATA
request data display Transmission of DATA data display
Station ATC and IXL Station
CAMS FEPOL status by CTC CAMS FEPOL
TDS TDS
request The others
CTC
CENTRAL LEVEL CENTRAL LEVEL
TCS Integration
 Train Control system
-calculation
of -calculation -transmission
speed of of train
Signal status Collecting limit running control
-Track speed informatin recording
status occupied of
information Information running
Alarm continous information
information
intermittent
Neighbour Recording information
information of running receiving of
center status ground Monitoring
running on board
signal Displaying
information

braking
Train
Automatic Train Control speed and position Train
triggering
distance calculation speed
measuring and
calibration
control Interlocking
Train position/
Train display modification
Train Schedule
Train Train Train Speed limit and ZEP, ZCP Control Interlocking
operation Track occupied Train
planning Regulation number Describer
Information Signal Route entering
Control Request
Approach
Route Route locking
control Availability unlock
TIDS Cancelling Check
Signalling Communication Communication Partial
PM route
CAMS CTC alarm/ unlocking
Status Maintenance control

Standard Verification
Clock` Operation of last circuit
CLOCK and Local entering
Maintenance display locking checking
SCADA Heater Decision
IIS Alarm Control Setting and
locking of route
checking control
HBS mode
Centralize Traffic Control Route control
cancelling
PM
Control Route
open Route
TFM unlock
Train Control System Structure
Commercials On The Shelves
YOO KYUNG CONTROL
• Founded in 1972, Seoul, Korea
• The Railway signal company having the longest history and major sales performances in
Korea Manufacturing
• Business : Railway Signaling System Design, Development, Manufacturing,
Engineering, and Construction
• Products : Electronic Interlocking Device, Track Circuit, Various Signal Relays, Point
Machine, Level Crossing Control Device, ERTMS / ETCS Switchable and Fixed Balise R&D Engineering
• Activities : Signaling equipment Engineering and Construction projects in Southeast
Asia (Taiwan, Bangladesh, Thai, and so on)
• Achievements : SIL4(Highest Safety Integrity Level) certification for Interlocking and
Balise, ERTMS/ETCS, KTCS-2 integrated test laboratory
Civil System
Works Integration

Electronic Interlocking Railway Signal devices Point Machine Automatic Train Stop
(sil4 certified) Beacon

Audio Frequency ERTMS/ETCS, KTCS-2 Fixed and Switchable Balise Various Railway Signaling
Track Circuit controller Integrated Test Laboratory (sil4, tsi certified) Relays
Main Products
• YOO KYUNG CONTROL’s Interlocking System
• A device that interlocks railway signals, point machines, track circuits to
provide safe and rapid route control of trains
• Safety Integrity Level 4 certified, Conformity for IEC 62278, 62279, 62425
• Safety verification through the operation performance of 20 years
• Ergonomic interface for Maintenance and Monitoring
• Compatible with Various interfaces

Electronic Interlocking
(sil4 certified)

• YOO KYUNG CONTROL’s Railway Signaling Relays

• Representative product of railway signaling system
• YK holds the largest sales performances in Korea of railway signal relays
• YK has the certified manufacturing facility for various relays for specific
railways to Conventional or High speed rail, Metro, and so on
• Quality assurance of 2 million times relay cycles

Railway Signaling relays

Main Products(Continued)

• YOO KYUNG CONTROL’s Track Circuits

• A device that detects train occupancy of the railway
• Different types are available for different train operation system

• YOO KYUNG CONTROL’s Level Crossing Protection System Track Circuits

• A device supervising level crossing area by controlling alarms and
barriers to prevent people or car entering from during the train pass.

• YOO KYUNG CONTROL’s Automatic Block System(ABS)

• A device controls signals automatically in accordance with the track circuit
occupancy of blocks
Level Crossing Protection System

• YOO KYUNG CONTROL’s Point machine

• A device installed at branch points on railway controls a route managed by
Interlocking device
• Used in various railway for metro, Conventional or High speed railway

Automatic Block Electronic

• YOO KYUNG CONTROL’s Balise System(ABS) Point Machine
• A device used to transmit trackside vital information to a train in European Train Control System
• Safety Integrity Level 4 certified, Technical Specification of Interoperability conformity certified
HYUKSHIN Computer Based Interlocking System (CBI) in SEOUL Station
▶ Seoul Station is the biggest an
d busiest station in Korea.
▶ Annual passengers: 35,147,310 (2018)

▶ Starting station of high speed Korea Train

eXpress (KTX) train

▶ Route: 436, Signals: 105, Point Machines: 55

▶ No human injury nor death accident related with

HYUKSHIN signaling systems

▶ To find more about Seoul station https:

//en.wikipedia.org/wiki/Seoul_Station
HYUKSHIN CBI, AF Track Circuit, ABS systems in Kazakhstan Almaty Metro

▶ Open on December, 2011

▶ The first metropolitan in Kazakhstan

and the second one in Central Asia

▶Operation Distance: 11.3 km

▶Stations: 9

▶ Annual passengers: About 12.4

million

▶ No human injury nor death accident

related with HYUKSHIN signaling
systems

To find more about Almaty Metro

https://en.wikipedia.org/wiki/Almaty_Met
ro

111
HYUKSHIN CBI, ERTMS/ETCS ATP systems in Gaewha Station & Depot (Seoul Metro Line 9)

◈ HYUKSHIN SIL4 ERTMS/ETCS ATP Balises on Gaewha station and Depot Tracks

112
 KRTCS-1 ATP/ATO
HRTC-UT200(Fixed Block)
HRTC-UT230(Moving Block)
▶Differential/Ground RF-CBTC System
▶Verified solutions
▶Energy-saving operations are possible
▶Simplify track sites and roadside equipment
▶ Operates at all levels of automatic
operation, including unattended driving
▶Providing economic and flexible operations
▶Enabling improved reliability and
automation operational efficiency

key performance ▶Effective diagnostic function

•Kazakhstan Almaty Metro Line 1 ▶Authorized Safety Integrity Level 4
• ATC/ATO (KRTCS+Cab Signal) on Seoul Line 5
•IR52 Jang Yeong-sil Award (Rolling stock/Ground RF-CBTC)
•Completed verification of the Korea-type wireless
communication-based train control system (KRTCS)
KRTCS-2 (ATP , ATS Integration) Rolling stock signaling
system
HRTC-MT200 ▶ETS L2 Integrated System
▶High availability and fault safety actions
▶Automatic speed control and monitoring
▶Display signal and speed limit information
▶Providing a standard bus system interface
▶Interoperability of European lines
▶Providing national STM system interfaces
▶Authorized Safety Integrity Level 4
 Speed Code ATC/ATS
Tram Rolling stock, Ground ATP HRTC-UT110
HRTC-ST2200
Speed Code & Digital ATP/ATO
key features HRTC-UT110 HRTC-UT120
•2 out of 2 & Redundancy •Ethernet system configuration •Ethernet system configuration
•Fail-Safe Output Control • Scope of application: urban/ light rail, • Scope of application: urban/ light rail,
•Self-diagnosis and wheel size correction. etc. etc.
•road traffic signal interface •Protection of trains by receiving and • Digital speed code reception and
•Mobile authority and career setting monitoring functions interpreting AM frequencies interpretation
• Operation method: Manual operation train protection
•Manual track converter control function
•Application performance: Seoul Line 3, •Operating method:
• Train integrity monitoring and door control Bundang Line Automatic/Unauthorized operation
•Application performance: Busan Line 3
and Gwang ju Line 1
Q and A