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RPC Application on Horton and Model Railway Computer Control Centre


RPC Application on Horton and Model Railway Computer Control Centre Stephen Parascandolo [M1161] Paul Durell Beckenham and West Wickham MRC Contents About Us Horton ... – PowerPoint PPT presentation

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Title: RPC Application on Horton and Model Railway Computer Control Centre

RPC Application on HortonandModel Railway
Computer Control Centre
  • Stephen Parascandolo M1161
  • Paul Durell
  • Beckenham and West Wickham MRC

  • 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
  • Brunel University Graduate
  • BEng (Hons), First Class, Computer Systems
    Engineering, 2003
  • Senior Signalling Engineer
  • 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
  • Developed Horton since 1993
  • Introduced signalling and electronics
  • Webmaster of www.tramlink.co.uk
  • MERG Member since 2000

Paul Durell
  • Senior Signalling Engineer
  • British Rail/Amec/Balfour Beatty/Network Rail
    1987 to present
  • 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
  • I.R.S.E. Licensed Team Leader, Maintainer Fault
  • Member of Beckenham and West Wickham MRC
  • Involved in rebuild of Horton since 2003
  • Developed CACC, PSUs and Controllers
  • Wired Panel, Relay Room and some baseboards
  • Requires MERG Membership Form!

  • 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!
  • Signals provided to protect against collisions
  • Protecting Junctions
  • Protecting the train ahead
  • Drivers to obey signals
  • Signallers to ensure safety and correct routing
    of trains

  • Exist from an Entry Signal to the next signal the
    train will come to, the Exit signal.
  • Four Types
  • Main
  • Warner
  • Shunt (Permissive)
  • Call On (Permissive)
  • Named after Entry Signal
  • Letters for each destination, starting from the

Route Entry Exit Line Indication
R1A(S) HN1 Sdg Siding PL
R1B(M) HN1 HN3 Main
R1C(M) HN1 HN11 Branch Pos 4
  • Signaller Calls Route by pressing ENtry Signal,
    followed by EXit signal (NX).
  • Interlocking checks
  • Route exists between Entrance and Exit
  • No Conflicting Routes
  • Any Points Required to move are Free
  • Route is Clear using Track Circuits (unless
  • Route then Calls Points
  • Route Locks (White Lights displayed on line of
  • Signal may clear but that is up to the signal!
  • Signaller Can Cancel (Pull the Entrance Button)
  • or
  • TORR (Train Operated Route Release) Route
    Releases automatically as train traverses Route.
  • Operation of an Auto Button, prevents TORR from
    taking place

Signal Types
  • Main
  • If showing proceed aspect (not Red), line is
    clear to the next main signal.
  • Subsidiary/Shunt
  • Line may be occupied driver to be able to stop
    within distance that can be seen
  • Controlled
  • Route must be set by signaller before clearing
    and track circuits clear
  • Automatic
  • Will clear if track circuits are clear
  • Main signals only

  • Lie
  • Normal
  • Usually the main route, or the safest position.
  • Points always drawn in the Normal Position on
    plans and panels.
  • Reverse
  • The opposite of Normal
  • Point Key
  • Normal
  • Point Locked Normal
  • Centre
  • Point free for Route Setting
  • Reverse
  • Point Locked Reverse

Track Circuits and Signals
  • 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

RPC Application on Horton
  • See Technical Bulletin G16/81

Design gt Install gt Test
  • A fully signalled model railway is complex. Dont
    build it before designing it!
  • Track Layout Consider Operations
  • Signalling Plan
  • Cab Switching Requirements
  • System Design
  • 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 HortonRPC Stack Design
Model Railway Computer Control Centre
  • History
  • Started as a Brunel University Project in 2002-3
  • Received a Final Year Project mark of 76 for
  • Enhanced the application since, following the
    expansion of the Horton RPC application
  • Written in MS Visual Basic .NET 2003
  • Open Source
  • Three Modes
  • Design Mode
  • Test Mode
  • Operate Mode
  • Basics
  • Grey Track Normal
  • White Track Route Locked
  • Red Track Track Occupied
  • 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
  • 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
  • Shunt Signals and permissive working.
  • Facilities for Slots or Emergency Replacement
  • 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
  • G16/85 MRCCC Overview
  • G16/86 MRCCC User Guide
  • Obtaining MRCCC
  • Download from www.bwwmrc.co.uk/mrccc
  • .NET Framework required 20Mb from Microsoft
  • Provide me with a CD-R and SAE
  • System Requirements
  • 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

Computer AssistedCab Control
  • Horton has Conventional Cab Control (6
    controllers) with Rotary Switches feeding section
    switches within each Cab Control Area
  • Complex Layouts have problems with bi-directional
    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 AssistedCab Control
  • 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

(No Transcript)
Computer AssistedCab Control
  • 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.
  • Entry-Exit Route setting now allocates all the
    power automatically. Demonstration!

Automatic Train Protection (ATP)
  • 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
  • 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)
  • With multiple powered bogies, or motors in the
    middle or rear of a train, ATP can be
  • The train can be pushed past the isolated
  • The ATP relay isolates several sections (UA in
    the example) approaching a signal, once the berth
    track circuit (UB in the example) becomes
  • This allows a train to approach a signal at red,
    but then isolate the whole train until it clears.

Traction Power Wiring
  • Bringing all these features together
  • Extract of complete Traction Power Wiring diagram
    for Horton

Future Development Ideas
  • 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
  • Fire Away!
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