RPC Application on Horton
and
Model Railway Computer
Control Centre
Stephen Parascandolo [M1161]
Paul Durell
Beckenham and West Wickham MRC
Contents
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About Us
Horton
Crash Course in UK Railway Signalling
RPC Application on Horton
MRCCC Software
Automatic Train Protection
Computer Assisted Cab Control
Future Developments
Questions / Discussion
Stephen Parascandolo
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Brunel University Graduate
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Senior Signalling Engineer
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BEng (Hons), First Class, Computer Systems
Engineering, 2003
GE Transportation Systems
Design and configuration of modern VDU based
signalling control centres and train describers
Database Manager
Member of Beckenham and West Wickham MRC
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Developed Horton since 1993
Introduced signalling and electronics
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Webmaster of www.tramlink.co.uk
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MERG Member since 2000
Paul Durell
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Senior Signalling Engineer
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British Rail/Amec/Balfour Beatty/Network Rail
1987 to present
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Maintenance and Rapid Response to signalling
systems, including On track points, track circuits
and signals. Relay Room based control systems
including Relay and electronic remote control via
FDM and TDM
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I.R.S.E. Licensed Team Leader, Maintainer Fault
Finder.
Member of Beckenham and West Wickham MRC
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Involved in rebuild of Horton since 2003
Developed CACC, PSUs and Controllers
Wired Panel, Relay Room and some baseboards
Requires MERG Membership Form!
Horton
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32’ x 10’ Modern Image OO
All Round Viewing
6 Controller Cab Control
31 Main Signals (12 Shunt Signals)
68 Point Ends
142 Track Sections (88 Track Circuited)
Modern UK Signalling
Crash Course!
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Signals provided to protect against
collisions
– Protecting Junctions
– Protecting the train ahead
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Drivers to obey signals
Signallers to ensure safety and correct
routing of trains
Routes
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Exist from an Entry Signal to the next signal the train
will come to, the Exit signal.
Four Types:
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Main
Warner
Shunt (Permissive)
Call On (Permissive)
Named after Entry Signal
Letters for each destination, starting from the left
Siding
HN1
Route
Entry
Exit
Line
Indication
R1A(S)
HN1
Sdg
Siding
PL
R1B(M)
HN1
HN3
Main
R1C(M)
HN1
HN11
Branch
HN3
102
101
Branch
Main
HN11
Pos 4
Routes
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Signaller Calls Route by pressing ENtry Signal, followed by EXit signal (NX).
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Interlocking checks
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Route exists between Entrance and Exit
No Conflicting Routes
Any Points Required to move are Free
Route is Clear – using Track Circuits (unless permissive)
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Route then Calls Points
Route Locks (White Lights displayed on line of route)
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Signal may clear – but that is up to the signal!
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Signaller Can Cancel (Pull the Entrance Button)
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or
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TORR (Train Operated Route Release) – Route Releases automatically as train
traverses Route.
Operation of an Auto Button, prevents TORR from taking place
Signal Types
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Main
– If showing proceed aspect (not Red),
line is clear to the next main signal.
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Subsidiary/Shunt
– Line may be occupied – driver to be
able to stop within distance that can
be seen
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Controlled
– Route must be set by signaller before
clearing and track circuits clear
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Automatic
– Will clear if track circuits are clear
– Main signals only
Points
Lie
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Normal
– Usually the main route, or the safest
position.
– Points always drawn in the Normal
Position on plans and panels.
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Reverse
– The opposite of Normal
Point Key
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Normal
– Point Locked Normal
Centre
– Point free for Route Setting
Reverse
– Point Locked Reverse
Track Circuits and Signals
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Track Circuits are used for train
detection
Track Circuits prove a section of track is
clear.
For Model Railways, we have the FTC
Track Circuits used to control signal
aspects
Signal spacing designed to ensure a
driver can run at line speed under
green signals.
Distance from sighting the first
cautionary signal to the Red signal
must be at least Braking Distance.
RPC Application on Horton
• See Technical Bulletin G16/81
Design > Install > Test
A fully signalled model railway is complex. Don’t build it before designing it!
1.
2.
3.
4.
Track Layout – Consider Operations
Signalling Plan
Cab Switching Requirements
System Design
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5.
6.
7.
8.
9.
10.
RPC Stack
RPC Addresses
Cable Schematics (finalise what is on each baseboard first)
Tag Strips
Control Panel Design
Documentation
Control Centre Data
Build / Install
Test
Rework
Extract of Horton
Signalling Plan
Extract of Horton Relay
Room Tagstrips
Extract of Horton
RPC Stack Design
Model Railway Computer
Control Centre
History
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Started as a Brunel University Project in
2002-3
Received a Final Year Project mark of 76%
for MRCCC
Enhanced the application since, following the
expansion of the Horton RPC application
Written in MS Visual Basic .NET 2003
Open Source
Three Modes
1.
2.
3.
Design Mode
Test Mode
Operate Mode
Basics
Grey Track = Normal
White Track = Route Locked
Red Track = Track Occupied
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Indication and Control almost compliant with
Network Rail Standards GK/RT/0025 and
RT/E/S/17504 for VDU based control systems
MRCCC Website
http://www.bwwmrc.co.uk/mrccc
Model Railway Computer
Control Centre
Current Features
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VDU control of Model Railway signalling on a PC.
User Configurable screen layout and interlocking conditions. Configuration is via Windows
dialog boxes, which should be understood with a little signalling knowledge, and not with any
kind of scripting language requiring computing knowledge.
Full and comprehensive validation of all user-configured data with feedback at each stage on
exactly why a layout is invalid or what is wrong with an entry just made.
Test Mode provided for offline testing (without connecting the layout) of the full interlocking
including the ability to simulate user and layout inputs and monitor all states within the system.
Entry-Exit (NX) Route setting by mouse, calling all points as required.
Auto Working buttons.
Full automatic aspect sequencing for 2-, 3- and 4-aspect colour light signalling (only basic
sequencing provided, e.g. no flashing aspects).
Point Keys.
Call On/Shunt Exits buttons and position light aspects.
Shunt Signals and permissive working.
Facilities for Slots or Emergency Replacement controls.
Real time display of track occupation, aspect and point position (detection not provided).
Train Operated Route Release (simplified).
Route Release (simplified).
Full interlocking of conflicting Routes or occupied track circuits with comprehensive feedback to
the signaller of why the interlocking has rejected a command.
Multi-User support for large layouts.
Model Railway Computer
Control Centre
Documentation – Technical Bulletins
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G16/85 – MRCCC Overview
G16/86 – MRCCC User Guide
Obtaining MRCCC
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Download from www.bwwmrc.co.uk/mrccc
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.NET Framework required – 20Mb from Microsoft
Provide me with a CD-R and SAE
System Requirements
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Dependent on .NET framework
Works fine with Windows 2000 or XP
Some problems reported with 98.
Faster PC improves performance, especially for large layouts
Older PCs, providing .NET framework runs, can run Client Application
See the User Guide for more details
Demonstration
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Time to Play with MRCCC
Computer Assisted
Cab Control
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Horton has Conventional Cab Control (6
controllers) with Rotary Switches feeding
section switches within each Cab Control
Area
Complex Layouts have problems with bidirectional lines and complex pointwork –
you have to select a lot of cabs to traverse
junctions, and remember to put them back
for straight running.
CACC is the solution
Computer Assisted
Cab Control
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Conventional Cab Control with Cab Rotary's on plain line outside the
station.
Left/Right switches in the platforms to choose which end of station
to get power from.
Computer picks relays for each point to route power through
junction.
Controller allocated automatically as the route is set
‘C’
‘D’
Y
110
PPR
‘C’ CCCS
1
D
Z
X
A
‘A’
110
2
‘B’
B
C
HN6
HN7
BB-1
BD
DN
BC
HN9
BB-2
1B-1
1C
HN1
HN2 2B-1
DP
113B
LOS
114A
UN
3B-1
3C
118
HN31
2B-2
2A
3B-2
102A
4B-2
DB
DA
106
HN78
UA
101B
HN35
4B-1
4C
103B
100
3A
HN3
HN8
HN27
1A
HN33
115A
114B
113A
1B-2
2C
117A
UM
BA
HN29
116
1D
117B
4A
101A
104
RA
HN4
105A
HN28
RC
HN26
FA
RB
105B
1C
1B
-1
1B
-2
1A
P117B
R
To Branch
Wiring
Plat 1 CCSS
DP
DP
SS
P113B
R
DM
-1
1D
P114A
R
Plat 2 CCSS
P117A
R
2A
DN
2C
DN
SS
3C
2B
-1
2B
-2
3B
-1
3B
-2
3A
P113A
R
UM
UM
SS
P114B
R
P115A
R
P118
R
Plat 3 CCSS
UM
-1
Plat 4 CCSS
UN
UN
SS
To Reception
and
Yard Wiring
4A
4C
UB
103A 102B
4B
-1
4B
-2
Computer Assisted
Cab Control
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A big improvement, but we forgot to set the left/right switches correctly each
time.
They have been replaced with left/right relays, operated by the MRCCC
software on the PC, based on the route setting.
The following logic was implemented in MRCCC data, and has ATP and ATP+
logic for the platforms built in.
‘A’ TC Clear
For [R] Relay: -
Main Routes
IN >
- [L] becomes [R]
- [R] becomes [L]
- ‘A’ becomes ‘C’
- ‘C’ becomes ‘A’
- > becomes <
- < becomes >
Main Routes
< OUT
‘C’ TC Occ
‘B-1’ TC Occ
‘B-2’ TC Occ
[L] Relay
Coil
[R] Relay Off
Call On Routes
IN >
‘C’ Section
Override Switch
C
LEFT
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B-1
B-2
A
RIGHT
Entry-Exit Route setting now allocates all the power automatically.
Demonstration!
Automatic Train
Protection (ATP)
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To prevent a train from passing a critical
signal at danger, sections approaching
signals have an ATP relay in their feed.
The computer picks this relay if:
1.
2.
3.
4.
The signal is not Red, or
A route is set through the section in the reverse direction, or
The signal is red, a route is set from the signal, and the berth
and replacement track circuits are occupied (i.e. train passing
signal), or
The Override Push Switch is depressed.
Automatic Train
Protection + (ATP+)
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With multiple powered bogies, or motors in the middle or rear of a train,
ATP can be ineffective.
The train can be pushed past the isolated section.
The ATP+ relay isolates several sections (UA in the example) approaching
a signal, once the berth track circuit (UB in the example) becomes
occupied.
This allows a train to approach a signal at red, but then isolate the whole
train until it clears.
Main
cab
feed
UB
ATP+
UB
ATP
CACC
cab feed
UB
UA
Traction Power Wiring
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Bringing all these features together
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Extract of complete Traction Power Wiring diagram for Horton
PA
06
1B-1
1C
PFTC
D4
P117B
R
1B-2
SS
1A
CC
Plat1 [L]
CC
Plat1 [R]
PDPR
X8
PDPR
X7
To Branch
Wiring
Sheet
PF
07
PDPR
E8
PA
07
DP
PF
08
PFTC
B5
DN
DN
SS
PFTC
B6
P113B
R
DM
-1
DN
ATP+
DP
SS
PA
08
2B-1
PFTC
D3
PFTC
C3
P117A
R
2B-2
SS
2A
CC
Plat2 [R]
P100 R
2A
SS
1A/2A (L)
DN
ATP
PDPR
D7
PDPR
D6
PDPR
D1
1A/2A (R)
DM
PDPR
X6
DM
SS
PDPR
A1
2B-2
2B-1
SS
2C
Ss
CC
Plat2 [L]
PG
08
PFTC
B7
1A
SS
2C
1D
P114A
R
1B-2
1B-1
SS
1C
SS
PDPR
X5
PDPR
C4
PA
09
PDPR
A2
3B-1
3C
PFTC
D2
3B-2
3B-1
SS
XX
SS
3B-2
SS
3A
PF
06
P113A
R
UM
PFTC
C5
UM
SS
P114B
R
P115A
R
P118
R
CC
Plat3 [L]
CC
Plat3 [R]
P101A
R
3A
SS
3A/4A (L)
UM
-1
PF
05
UN
PFTC
C4
UN
SS
3A/4A (R)
PDPR
D8
PDPR
D5
PDPR
D4
PDPR
E7
PDPR
X4
PDPR
X3
PDPR
C3
PA
10
4C
To Reception
and
Yard Wiring
Sheet
PFTC
D1
4B-1
SS
XX
SS
4B-2
SS
CC
Plat4 [L]
CC
Plat4 [R]
4A
SS
P101B
R
4A/RLF (L)
4A/RLF (R)
PDPR
X2
PDPR
X1
PDPR
C2
Future Development
Ideas
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Train Describer
MRCCC Client ported to wireless Pocket PC
Transmission of signal aspects to drivers via Pocket
PC.
DCC for Traction Power. DCC brake command issued
if ATP relay not energised – smoother stopping.
Speed Profile generation for each train in MRCCC
Automatic operation of selected trains – MRCCC
talks to DCC Command Station
Supervision of manually driven trains to keep within
safe speed profile
Hours of fun ahead
Questions and Discussion
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Fire Away!