EGG 1649 Design Guidelines for Bi-Directional Signalling › ... › 2019 › egg-1649.pdf ·...

Engineering Guideline Signals

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EGG 1649

DESIGN GUIDELINES FOR BI-DIRECTIONAL SIGNALLING

Version 1.0

Issued February 2013

Reconfirmed 02 July 2019

Owner: Chief Engineer, Signals & Control Systems

Approved by:

Warwick Allison Chief Engineer Signals & Control Systems

Authorised by:

Geoff Yarrow Principal Engineer Signalling Principles & Design Standards

Disclaimer This document was prepared for use on the RailCorp Network only. RailCorp makes no warranties, express or implied, that compliance with the contents of this document shall be sufficient to ensure safe systems or work or operation. It is the document user’s sole responsibility to ensure that the copy of the document it is viewing is the current version of the document as in use by RailCorp. RailCorp accepts no liability whatsoever in relation to the use of this document by any party, and RailCorp excludes any liability which arises in any manner by the use of this document. Copyright The information in this document is protected by Copyright and no part of this document may be reproduced, altered, stored or transmitted by any person without the prior consent of RailCorp.

UNCONTROLLED WHEN PRINTED of 39 Issued February 2013

RailCorp Engineering Guideline — Signals Design Guidelines for Bi-Directional Signalling EGG 1649

© RailCorp of 39 Issued February 2013 UNCONTROLLED WHEN PRINTED Version 1.0

Document control

Version Date Summary of change 1.0 21 February 2013 First issue

Summary of changes from previous version

Summary of change Section



Contents

1 Introduction .............................................................................................................................4 2 Scope........................................................................................................................................4 3 Conventional Bi-Directional Arrangements .........................................................................5 4 New Bi-Directional Arrangements.........................................................................................5 4.1 Overview ...................................................................................................................................5 4.2 Normal Operation......................................................................................................................6 4.3 Turnback Operation of a train mid section ................................................................................6 4.4 Track failure in section and section override operated .............................................................7 4.5 Purpose of Functions ................................................................................................................8

4.5.1 DD - Down Direction ..................................................................................................8 4.5.2 UD - Up Direction.......................................................................................................8 4.5.3 DDSR - Down Direction Stick Relay..........................................................................8 4.5.4 UDSR - Up Direction Stick Relay ..............................................................................9 4.5.5 DYR – Down Engaging Relay / UYR – Up Engaging Relay......................................9 4.5.6 YR – Disengaging Relay............................................................................................9 4.5.7 RUZR.......................................................................................................................10

5 Description of The New Bi-Directional Arrangements ......................................................10 5.1 General....................................................................................................................................10 5.2 Signal ......................................................................................................................................11 5.3 Bi-Directional Flow Chart ........................................................................................................12 5.4 Clearing Starting Signal into the Section – Normal Operation................................................12 5.5 Turnback Operation Mid-Section ............................................................................................14 5.6 Reversal of Train Running Direction wth Section Occupied Utilising the

Emergency Direction Override Facility....................................................................................15 6 Failure Modes ........................................................................................................................17 6.1 Track Circuits ..........................................................................................................................17 6.2 Trainstops ...............................................................................................................................17 6.3 Signals.....................................................................................................................................17 7 Design Issues for Consideration.........................................................................................17 8 Control Tables .......................................................................................................................19 9 Boolean Statements (Interlocking)......................................................................................31 10 Boolean Statements (Field)..................................................................................................38 11 Bi-Directional Concept .........................................................................................................39



1 Introduction The purpose of this document is to provide the signal designer with a series of guiding principles to signal a bi-directional section between interlockings.

This document incorporates the features of bi-directional signalling that have been used in recent projects and reflects “lessons learnt”.

It should be read in conjunction with Signal Design Principles: Bi-Directional Signalling - ESG100.8.

2 Scope To demonstrate the bi-directional model a simplified fictional section will be referred to. The section will be a single line with normal train running in the Down direction. Starting signals will allow trains to proceed into the section from either end with Accept and Automatic signals within the section. For movements in the Up or “wrong running” direction the signals will be spaced further apart than in the Down direction to reflect usual practice.

The circuits will be written in Boolean as per a Microlok II design with an explanation and control tables to refer to. For consistency the terms “set” (energised) and “unset” (de-energised) will be used for the boolean logic analysis.

Hot-standby, Master/Slave configurations and Train Counting are not included in the examples shown.

Circuits only deemed relevant to this document will be drawn, however for completeness some backproving will be included; e.g. timers for conditional clearing and equipment such as Half Pilot Staffs and XYZ keys will also be included.

For the section the following applies:

• Double head colour light signalling with trainstops controlled by a remote workstation.

• The system of safe working is Rail Vehicle Detection. • The design provides a high level of fault tolerance to failures that would severely

restrict a conventional bi-directional system. • Additional features provide operational flexibility in emergency situations, such as

track circuit or train failures in the section.



3 Conventional Bi-Directional Arrangements In a conventional bi-directional arrangement, for a Starting Signal (entrance signal into a section) to clear, the route must be set, a running direction established and all opposing intermediate automatic signals at stop.

To establish the running direction all tracks in the section must be clear and the opposing starting signal must be normal and not approach locked.

Under certain failure conditions some disadvantages to this arrangement are apparent:

• A track circuit failure in the section will result in all signals including the starting signal remaining at stop.

• For a trainstop equipped section, emergency working is extremely difficult due to front and back tripping.

• A train is unable to reverse within the section under a signal authority.

4 New Bi-Directional Arrangements

4.1 Overview The new bi-directional arrangements allow for the following:

• A track circuit or trainstop failure in the section will only affect signals directly controlled by that track or trainstop.

• Opposite direction signals will be able to be cleared without cancelling the established section direction. This would apply where a train is required to reverse direction mid-section to return to the point of origin under a signal authority.

• An Emergency Direction Override facility is provided to allow a change of traffic direction through the section. This facility would apply where a track circuit or similar failure has occurred within the section preventing traffic movement in the opposite direction. After the override is operated a timeout period would apply then a change of direction is possible. At any time the override function can be cancelled by setting a route in the original running direction.

• When rebooting the Microlok II system from coldstart the direction override timer will automatically be initiated if no direction has been established for the section.

The principle operating features are as follows:


4.2 Normal Operation The “flipping” of the section from an Up direction to a Down Direction.

Figure 1

4.3 Turnback Operation of a train mid section This can also be applied to a second following train reversing out of the section.

Figure 2

UP ACCEPT SIGNAL (14) SET AFTER DOWN STARTING SIGNAL (1) ROUTE NORMALISED.



4.4 Track failure in section and section override operated Section override facility operated to allow change in traffic direction. Signalled moves are unable to be set from the opposite starting signal due to track failure until section timeout achieved.

Figure 3




4.5 Purpose of Functions The following functions are included in these arrangements and have the described purpose:

4.5.1 DD - Down Direction This function initiates each individual down auto signal to clear. When the section is to be “flipped” from an up direction (previously established) to a down direction, or to establish the down direction (as no direction had been determined) this function must be the first set to allow the signal to clear.

The initiation of the DD comes from either the down starting signal with all opposing conditions normal, or the down accept signal with all section tracks forward of the signal clear.

The down accept signal will also have a DD if an opposing auto signal is between it and the end of the section. The initiation of this DD comes once its route is set with all section tracks forward of the signal clear.

Each DD will unset any opposing auto signal in the section placing this signal at stop.

4.5.2 UD - Up Direction This function initiates each individual up auto signal to clear. When the section is to be “flipped” from a down direction (previously established) to an up direction, or to establish the up direction (as no direction had been determined) this function must be the first set to allow the signal to clear.

The initiation of the UD comes from either the up starting signal with all opposing conditions normal, or the up accept signal with all section tracks forward of the signal clear.

The up accept signal will also have a UD if an opposing auto signal is between it and the end of the section. The initiation of this UD comes once its route is set with all section tracks forward of the signal clear.

Each UD will unset any opposing auto signal in the section placing this signal at stop.

4.5.3 DDSR - Down Direction Stick Relay One of the initial conditions for the down starting signal route to set is that the section must to be clear of all trains.

The DDSR is initiated by the down starting signal route being set and remains set until the up starting signal or up accept signal route is set.

The DDSR once set will qualify out all section tracks for the starting signal as the section had been checked initially to be clear of trains. This will allow following trains to enter the section past the starting signal with the section occupied by trains.

If the DDSR becomes unset with trains in the section, another train will not be allowed to pass the down starting signal as a following train, as there is now no guarantee the trains are travelling in the down direction. The direction of travel for the section must be deemed indeterminable until the section is cleared of all trains and the DDSR is set again by the down starting signal or via the emergency override.



If a train has broken down in the section and a ‘rescue’ train must enter from the opposite end, then the emergency override facility would be used. After a timeout period, the up starting signal is able to be set dropping the DDSR which allows the signal to be cleared so the emergency train can enter the section. Once the up starting signal route is set the UDSR will be established.

4.5.4 UDSR - Up Direction Stick Relay One of the initial conditions for the up starting signal route to set is that the section must to be clear of all trains.

The UDSR is initiated by the up starting signal route being set and remains set until the down starting signal or down accept signal route is set.

The UDSR once set will qualify out all section tracks for the starting signal as the section had been checked initially to be clear of trains. This will allow following trains to enter the section past the starting signal with the section occupied by trains.

If the UDSR becomes unset with trains in the section, another train will not be allowed to pass the up starting signal as a following train, as there is now no guarantee the trains are travelling in the up direction. The direction of travel for the section must be deemed indeterminable until the section is cleared of all trains and the UDSR is set again by the up starting signal or via the emergency override.

If a train has broken down in the section and a ‘rescue’ train must enter from the opposite end, then the emergency override facility would be used. After a timeout period, the down starting signal is able to be set dropping the UDSR which allows the signal to be cleared so the emergency train can enter the section. Once the down starting signal route is set the DDSR will be established.

4.5.5 DYR – Down Engaging Relay / UYR – Up Engaging Relay These functions are initiated by the appropriate (Up or Down) starting or accept signal routes being set. Once the DYR or UYR is established it allows the auto signal to clear if local conditions have been met.

If the starting or accept signals are placed at stop the auto signals will remain clear as the DYR or UYR function will remain established until the section is ‘flipped’.

The DYR function is unset by any opposing auto signal UYR & UD being set or the emergency override pushbutton being operated. The function is also unset by the up starting signal and the up accept signal (if its position directly opposes the auto signal).

The UYR function is unset by any opposing auto signal DYR & DD being set or the emergency override pushbutton being operated. The function is also unset by the down starting signal and the down accept signal (if its position directly opposes the auto signal).

4.5.6 YR – Disengaging Relay The YR function is initiated by it’s corresponding Up or Down starting signal route being set. Once established it sets the auto signals to clear for the appropriate direction through the section.

The down starting signal YR unsets the UDSR allowing the down direction to be established.

The up starting signal YR unsets the DDSR allowing the up direction to be established.



4.5.7 RUZR This function enables the setting of the Reverse Route relay and thus the movement of any points and the clearing of the signal. It inhibits the setting of the route if opposing routes are set or a train is proceeding in the opposing direction. Once a direction is established, the RUZR checks opposing locking only.

5 Description of The New Bi-Directional Arrangements

5.1 General The bi-directional section has two opposing Starting Signals at each end. These signals permit train movements into the section. Within the section there are Automatic and Accept Signals for both the Up and Down Directions. (Refer to the attached Signalling Plan).

DOWN DIRECTION SIGNAL TYPE ADJACENT UP SIGNAL TYPE

1 DN STARTING 101 DN AUTO 103 DN AUTO 14 UP ACCEPT 105 DN AUTO 106 UP AUTO 107 DN AUTO 109 DN AUTO 104 UP AUTO 111 DN ACCEPT

UP DIRECTION (WRONG RUNNING DIRECTION)

SIGNAL TYPE ADJACENT DN SIGNAL TYPE 12 UP STARTING

102 UP AUTO 104 UP AUTO 109 DN AUTO 106 UP AUTO 105 DN AUTO 14 UP ACCEPT 103 DN AUTO




5.2 Signal 5.2 Signal

© RailCorp Page 11 of 39 Issued February 2013 UNCONTROLLED WHEN PRINTED Version 1.0


5.3 Bi-Directional Flow Chart

5.4 Clearing Starting Signal into the Section – Normal Operation Refer to Figure 1 in Section 4.2.

For the Down Starting Signal (1) to clear into a section that previously had the opposite traffic direction applied the following must be established:

• Opposing Signals normal (NLR set) • Opposing Starting Signals normal (NLR set) • Opposing routes normal (USR set) • Section tracks unoccupied (set)

ASSIGN 12M_NLR * 14M_NLR * 16M_NLR * 16S_NLR * (1AT * 1BT * 101AT * 101BT * 103AT * 103BT * 103CT * 105AT * 105BT * 107AT * 107BT * 109AT * 109BT * 111AT * 111BT * 111CT * 113AT * 12M_USR * 14M_USR + SECTION_DL_DDSR + SECTION_DL_JR) TO 1M_RUZR;

Once the RUZR is established the RUR can be set.

With the RUR being set the following will occur:

• DDSR set • YR set • UDSR unset • Down Autos DDs set (via YR set) • Up Autos UYRs unset • Down Autos DYRs set (via DD set) • Down Autos HRs set (via DYR set)




ASSIGN ~12YR * ~14M_RUR * ~16M_RUR * ~16S_RUR *

(1M_RUR + SECTION_DL_DDSR)

TO SECTION_DL_DDSR;

ASSIGN 1M_RUR * (1AT * 1BT * 101AT * 101BT * 103AT * 103BT * 103CT * 105AT * 105BT * 107AT * 107BT * 109AT * 109BT * 111AT * 111BT * 111CT * 113AT * 12M_NLR * 12M_USR + (1AT * 1BT * 101AT * 101BT * 103AT * 103BT * 103CT * 105AT * 105BT * 107AT * 107BT * 109AT * 109BT * 111AT * 111BT * 111CT * 113AT * 12M_NLR * 12M_USR + SECTION_DL_DDSR + SECTION_DL_JR)

TO 1YR;

ASSIGN 1YR + 111M_RUR * 101AT * 101BT * 103AT * 103BT * 103CT * 105AT * 105BT * 107AT * 107BT * 109AT * 109BT * 111AT * 111BT * 111CT * 113AT

TO 101DD;

ASSIGN ~SECTION_DL_UDSR * ~101UZR * ~106UD * ~106UYR * ~104UD * ~104UYR * ~102UD * ~102UYR * ~14UD * 12M_NLR * (101DD + 101DYR) * ~SECTION_DL_PBR

TO 101DYR;

ASSIGN (16M_RUR + 16S_RUR) * 1BT

TO 101UZR;

ASSIGN ~101VSNR * ~101VSNJR * ~103VSNR * ~103VSNJR ~101BT_JR * 14NGPR * 101DYR * 101AT * 101BT * 103AT * 101VRR * 103VCSR * CS_HPS

TO 101HR;

ASSIGN ~SECTION_DL_DDSR * ~105DD * ~105DYR * ~103DD * ~103DYR * ~101DD * ~101DYR * 1M_NLR * (106UD + 106UYR) * ~SECTION_DL_PBR

TO 106UYR;

DDSR establishes the down train running direction for the section. It will remain set until an Up Signal route (RUR) is able to be set.

YR set will unset the UDSR. It will also initiate all the Down Autos DD to set which in turn will unset all Up Auto UYRs placing these signals to stop.

Down Autos DDs will set via the YR set. The second path will be referred to in the next example.

Up Auto UYRs are unset and places the corresponding Up Auto Signal to stop via the HR unset.

Down Autos DYRs are set via the Down Auto DDs being set. A stick path is used to maintain the DYR set if the YR is unset via the Starting Signal RUR unset. This will maintain the Down Autos Signals clear.

Down Auto HRs set by the Down Auto DYRs set.

The Down Auto Signals will remain clear until the section is “flipped” (i.e. UDSR set) by the Up Starting Signal. With the Up Starting Signal RUR established the sequence will begin for the Up Auto Signals to clear.

If the Up Accept Signal route is set the section DDSR is unset, the Down Autos are placed to stop and the Up Autos set to clear, however the UDSR cannot set until the Up Starting Signal RUR is established.



5.5 Turnback Operation Mid-Section Refer to Figure 2 in Section 4.3.

A train has entered the section in the Down direction. It proceeds to occupy the berth track (105AT) for 106 Signal.

For the turnback operation the following must be established:

• Opposing Starting Signals normal (NLR set) • Maintenance keys XYZ normal (NLR set) • Section tracks forward of 106 Signal through to the end of the section unoccupied.

Once the Up Accept Signal 14 RUR has been set the following will occur:

• DDSR unset • 101, 103 DYRs unset • 101 HR unset • 106 UD set • 105 DYR unset • 106 UYR set • 106 HR set • 107 and 109 Signals remain clear

ASSIGN ~12YR * ~14M_RUR * ~16M_RUR * ~16S_RUR * (1M_RUR + SECTION_DL_DDSR)

TO SECTION_DL_DDSR;

ASSIGN 1M_NLR * 111M_NLR * 113M_NLR * 113S_NLR * REL_SW_XYZ_NLR * (113AT * 111CT * 111BT * 111AT * 109BT * 109AT * 107BT * 107AT * 105BT * 105AT * 103CT * 103BT * 103AT * 101BT * 101AT * 1BT * 1AT * 1M_USR + SECTION_DL_UDSR + SECTION_DL_JR)

TO 12M_RUZR;

ASSIGN ~1YR * ~111M_RUR * ~113M_RUR * ~113S_RUR * (12M_RUR + SECTION_DL_UDSR)

TO SECTION_DL_UDSR;


TO 101DYR;

ASSIGN ~101VSNR * ~101VSNJR * ~103VSNR * ~103VSNJR ~101BT_JR * 14NGPR * 101DYR * 101AT * 101BT * 103AT * 101VRR * 103VCSR * CS_HPS

TO 101HR;

ASSIGN ~SECTION_DL_UDSR * ~106UD * ~106UYR * ~104UD * ~104UYR * ~102UD * ~102UYR * ~14UD * 12M_NLR * (103DD + 103DYR) * ~SECTION_DL_PBR

TO 103DYR;

ASSIGN ~SECTION_DL_UDSR * ~106UD * ~106UYR * ~104UD * ~104UYR * ~102UD * ~102UYR * 12M_NLR * (105DD + 105DYR) * ~SECTION_DL_PBR

TO 105DYR;

ASSIGN 12YR + 14M_RUR * 103CT * 103BT * 103AT * 101BT * 101AT * 1BT * 1AT

TO 106UD;


TO 106UYR;

ASSIGN ~106VSNR * ~106VSNJR * ~14VSNR * ~14VSNJR ~103AT_JR * 106UYR * 103CT * 103BT * 103AT * 101BT * 106VRR * 14VCSR * SS_HPS REL_SW_X_NR * REL_SW_Y_NR * REL_SW_Z_NR

TO 106HR;



DDSR unset by 14 RUR set.

The UDSR remains unset despite the Up direction train movement.

12 RUR is unable to be set (to establish the UDSR set) as the section is not only occupied but 1M USR is also unset.

101, 103 DYRs are unset by 14UD.

This effectively places these opposing signals to stop.

106 UD is set by 14 RUR with all tracks ahead to the end of the section unoccupied.

With 106UD set 105 DYR is unset allowing 106 UYR, then 106 HR to set.

The train now has a signal authority to the end of the section.

For this turnback move 111 Signal can either remain clear or set to stop.

This results in both the Up and Down mid-section Automatic Signals showing different aspects as the train clears the section.

With 111 Signal clear:

• As the train clears 105AT in the Up direction, 105 DD is able to set as 111 RUR has remained set and all tracks to the end of the section in the Down direction are unoccupied.

• 106 UD becomes unset with103CT being occupied as the train passes through. • 105 DD being set will unset 106 UYR which in turn allows 105 DYR and 105 HR to

set. • As the train proceeds through the section 103 and 101 Signals will clear in a similar

fashion.

With 111 Signal at stop:

• 105 Signal is unable to clear because 105 DD remains unset as 111 RUR is also unset.

• 106 UYR remains set and because of this the Down Signals 105, 103, 101 are prevented from being “flipped”.

• 106 Signal will reclear as the train moves out of the section. • 111 Signal can be set at any time to “flip” the signals.

Once the train exits the section the DDSR can be re-established with the Down Starting Signal RUR being set.

5.6 Reversal of Train Running Direction wth Section Occupied Utilising the Emergency Direction Override Facility Refer to Figure 3 in Section 4.4.

The Down Direction for the section has been established.

A track failure has occurred mid section and the next scheduled train is from the opposite direction.

The Up Starting Signal is unable to be cleared because the RUZR is unset.

The RUZR is “held out” by the track occupied and the Down Starting USR unset.



For the Up Direction to be established the Section JR (set), will bridge around the occupied track and Down Starting USR enabling 12 RUZR to set and the section to be “flipped”.

For the Section JR to set the following will have to occur:

• All Section Controlled Signals routes cancelled. • Section track occupied. • Section Push Button (PB) operated. • A ten minute uninterrupted timeout period established from the Section PB being

operated.

//SECTION OVERRIDE CONTROLS

ASSIGN BOOT_UP * ~BOOT_UP_JR + SYS_INI * SECTION_DL_GNR TO SYS_INI;

ASSIGN ~1M_RUR * ~12M_RUR * ~14M_RUR * ~16M_RUR * ~16S_RUR *

~111M_RUR * ~113M_RUR * ~113S_RUR TO SECTION_DL_GNR;

ASSIGN SECTION_DL_PB * SECTION_DL_GNR * (~1AT + ~1BT + ~101AT + ~101BT + ~103AT + ~103BT + ~103CT + ~105AT + ~105BT + ~107AT + ~107BT + ~109AT + ~109BT + ~111AT + ~111BT + ~111CT + ~113AT) + ~SECTION_DL_JR * SECTION_DL_GNR * SECTION_DL_PBR + SYS_INI * ~SECTION_DL_DDSR * ~SECTION_DL_UDSR

TO SECTION_DL_PBR;

ASSIGN SECTION_DL_PBR * ~1YR * ~12YR + (~1AT + ~1BT + ~101AT + ~101BT + ~103AT + ~103BT + ~103CT + ~105AT + ~105BT + ~107AT + ~107BT + ~109AT + ~109BT + ~111AT + ~111BT + ~111CT + ~113AT) * SECTION_DL_GNR * SECTION_DL_JR

TO SECTION _DL_JR

SECTION_DL_PBR

• With the PBR set, any DYRs set will become unset. • All Down Autos which were clear will be placed at stop. • The SECTION_DL_PBR is unset by the SECTION_DL_JR set.

SECTION_DL_JR

• Once the ten minute timeout period has been achieved without interruption, the Up Starting Signal will be able to be set, “flipping” the section.

• In the timeout period, the setting of the Down Starting Signal or any controlled signal within the section or track becoming unoccupied will cancel the timing.

The SECTION_DL_JR

• Is unset by the section becoming unoccupied or any controlled signal within the section or Up or Down Starting Signal RUR set.



6 Failure Modes

6.1 Track Circuits Track circuit failures will affect only those signals directly controlled by that track. If the section direction is already established, traffic can still move in that same direction.

If the section direction has not been established or required to be reversed then the section override function must be operated.

In the event the track circuit failure is actually a train, the time out period provides for the Network Controller to investigate and determine the actual circumstances before authorising other signal moves.

After an uninterrupted timeout period of 10 minutes has been established the Up or Down Starting Signal can be set.

6.2 Trainstops Trainstops failing to suppress in the running direction will result in the corresponding signal unable to clear. Failure to suppress by an opposing signal, trainstop will restrict the signal to a first aspect only.

A trainstop failing to normalise will result in the usual VCSR mode of failure.

6.3 Signals Signal failures would be by design localised. Any previous running direction can be reversed by operating the Emergency Direction Override facility. Operation past failed automatic signals is permissive – Rule NSG 608.

For failure of starting signals refer to the relevant safe working procedure.

7 Design Issues for Consideration In previous designs the starting signal would check that all opposite automatic signals in the section are normal. This would be an NGPR function representing the back contacts of the HR, HDR and DR relays. It did not include the trainstop.

From these guidelines, automatic signals within the section are not proved normal in the opposing direction starting signal or the opposite automatic signal.

In the unlikely event of an automatic signal control relay (HR, HDR, DR) “sticking up” a track stick failure would be evident after the passage of the first train. It would also be evident on the signaller’s panel as a blank or green indication on the signal repeater.

A reverse direction movement against the proceed indication is only possible if the section is clear (and thus no trains are present). This simplifies the method of operation and data constructs.

This signal indication comprises of the above NGPR field input and the trainstop normal. See Slave Boolean statements.

The trainstop VRR is proved at “field” level, i.e. the HR “interlocking” drives the VR. The HR combined with the VRR input and “A” track drives the local “field” HR.


© RailCorp of 39 Issued February 2013 1.0 UNCONTROLLED WHEN PRINTED Version

In general terms the higher level functions such as direct locking, approach locking and route locking would be done at the “interlocking” level, while trainstop functions and aspects could be done at “field” level.


8 Control Tables



9 Boolean Statements (Interlocking) Highlights can be done at “Field” level.

// 1M SIGNAL

ASSIGN ~1UNR * (1M_URR + (1AT * ~1M_NLR * 1M_RSR))

TO 1M_RSR;

ASSIGN 12M_NLR * 14M_NLR * 16M_NLR * 16S_NLR * (1AT * 1BT * 101AT * 101BT * 103AT * 103BT * 103CT * 105AT * 105BT * 107AT * 107BT * 109AT * 109BT * 111AT * 111BT * 111CT * 113AT * 12M_USR * 14M_USR + SECTION_DL_DDSR + SECTION_DL_JR)

TO 1M_RUZR;

ASSIGN ~12YR * ~14M_RUR * ~16M_RUR * ~16S_RUR * (1M_RUR + SECTION_DL_DDSR)

TO SECTION_DL_DDSR;

ASSIGN 1M_RUZR * ~1M_RSR TO 1M_UJZR; ASSIGN 1M_RUZR * 1M_RSR * ~1M_NLR * (1M_UJZR + 1M_RUR) TO 1M_RUR;

TO 1YR;

ASSIGN 1M_RUR * (1AT * 1BT * 101AT * 101BT * 103AT * 103BT * 103CT * 105AT * 105BT * 107AT * 107BT * 109AT * 109BT * 111AT * 111BT * 111CT * 113AT * 12M_NLR * 12M_USR + SECTION_DL_DDSR + SECTION_DL_JR)

ASSIGN 1M_RUR * 1AT * 1BT * 101AT * SECTION_DL_DDSR * SS_HPS * CS_HPS * ~SECTION_DL_UDSR

TO 1M_UCR;

TO 1M_HR; ASSIGN ~1NGPR * ~1ALSR * ~1M_ALSJR * ~1M_USR * ~1VSNR * ~1VSNJR * ~101VSNR * ~101VSNJR * ~1BT_JR * 1M_UCR * 101VCSR

ASSIGN (1ALSR + 1M_NLR) * (~1M_RSR + ~1M_UJZR * 1M_NLR) * ~1M_RUR TO 1M_NLR;



// 101 SIGNAL

ASSIGN 1YR + 111M_RUR * 101AT * 101BT * 103AT * TO 101DD 103BT * 103CT * 105AT * 105BT * 107AT * 107BT * 109AT * 109BT * 111AT * 111BT * 111CT * 113AT


TO 101DYR;

ASSIGN (16M_RUR + 16S_RUR) * 1BT TO 101UZR;

ASSIGN ~101VSNR * ~101VSNJR * ~103VSNR * ~103VSNJR * ~101BT_JR * 14NGPR * 101DYR * 101AT * 101BT * 103AT * 101VRR * 103VCSR * CS_HPS

TO 101HR;

ASSIGN 14HR + (~101BT + ~101AT) * 101VSNR

TO 101VSNR; //SLOW TO CLEAR 2”

ASSIGN 101VSNR + ~101VNR * 101VSNJR TO 101VSJNR; //SLOW TO CLEAR 2”

// 103 SIGNAL

ASSIGN 1YR + 111M_RUR * 103AT * 103BT * 103CT * 105AT * 105BT * 107AT * 107BT * 109AT * 109BT * 111AT * 111BT * 111CT * 113AT TO 103DD;

ASSIGN ~SECTION_DL_UDSR * ~106UD * ~106UYR * ~104UD * ~104UYR * ~102UD * ~102UYR * ~14UD * 12M_NLR * (103DD + 103DYR) * ~SECTION_DL_PBR

TO 103DYR;

ASSIGN ~103VSNR * ~103VSNJR * ~105VSNR * ~105VSNJR * ~103CT_JR * 103DYR * 103AT * 103BT * 103CT * 105AT * 103VRR * 105VCSR * CS_HPS

TO 103HR;

ASSIGN 14HR + ~103AT * ~101BT * 103VSNR TO 103VSNR; //SLOW TO CLEAR 2”




// 105 SIGNAL

ASSIGN 1YR + 111M_RUR * 105AT * 105BT * 107AT * 107BT * 109AT * 109BT * 111AT * 111BT * 111CT * 113AT

TO 105DD;

ASSIGN ~SECTION_DL_UDSR * ~106UD * ~106UYR * ~104UD * ~104UYR * ~102UD * ~102UYR * 12M_NLR * (105DD + 105DYR) * ~SECTION_DL_PBR

TO 105DYR;

ASSIGN ~105VSNR * ~105VSNJR * ~107VSNR * ~107VSNJR * ~105BT_JR * 105DYR * 105AT * 105BT * 107AT * 105VRR * 107VCSR * CS_HPS

TO 105HR;

ASSIGN 106HR + ~105AT * ~103CT * 105VSNR TO 105VSJNR; //SLOW TO CLEAR 2”


// 107 SIGNAL

ASSIGN 1YR + 111M_RUR * 107AT * 107BT * 109AT * 109BT * 111AT * 111BT * 111CT * 113AT

TO 107DD;

ASSIGN ~SECTION_DL_UDSR * ~104UD * ~104UYR * ~102UD * ~102UYR * 12M_NLR * (107DD + 107DYR) * ~SECTION_DL_PBR

TO 107DYR;


TO 107HR;

ASSIGN 104HR + (~107BT + ~107AT) * 107VSNR TO 107VSNR; //SLOW TO CLEAR 2”




// 109 SIGNAL

ASSIGN 1YR + 111M_RUR * 109AT * 109BT * 111AT * 111BT * 111CT * 113AT TO 109DD;

ASSIGN ~SECTION_DL_UDSR * ~104UD * ~104UYR * ~102UD * ~102UYR *

12M_NLR * (109DD + 109DYR) * ~SECTION_DL_PBR TO 109DYR;


TO 109HR;



// 111M SIGNAL

ASSIGN ~111UNR * (111M_URR + (111AT * 111M_NLR * 111M_RSR)) TO 111M_RSR;

ASSIGN 12M_NLR

TO 111M_RUZR;

ASSIGN 111M_RUZR * ~111M_RSR TO 111M_UJZR; //SLOW TO DROP 0.5”

ASSIGN 111M_RUZR * 111M_RSR * ~111M_NLR * (111M_UJZR + 111M_RUR TO 111M_RUR;

ASSIGN 111M_RUR * 111AT * 111BT * 111CT * 113AT TO 111DD;

ASSIGN 111M_RUR * 111AT * 111BT * 111CT * SS_HPS * CS_HPS * ~SECTION_DL_UDSR TO 111M_UCR;

ASSIGN ~111NGPR * ~111ALSR * ~111M_ALSJR * ~111M_NLR * ~111M_USR * ~111VSNR * ~111VSNJR * ~113VSNR * ~113VSNJR * ~111BT_JR * 111M_UCR * 113VCSR

TO 111HR;



ASSIGN 111VSNR + ~111VNR * 111VSNJR TO 111VSJNR; /SLOW TO CLEAR 2”



// 12M SIGNAL

ASSIGN ~12UNR * (12M_URR + (12AT * 12M_NLR * 12M_RSR)) TO 12M_RSR;

ASSIGN 1M_NLR * 111M_NLR * 113M_NLR * 113S_NLR * REL_SW_XYZ_NLR * (113AT * 111CT * 111BT * 111AT * 109BT * 109AT * 107BT * 107AT * 105BT * 105AT * 103CT * 103BT * 103AT * 101BT * 101AT * 1BT * 1AT * 1M_USR + SECTION_DL_UDSR + SECTION_DL_JR

TO 12M_RUZR;

ASSIGN ~1YR * ~111M_RUR * ~113M_RUR * ~113S_RUR * (12M_RUR + SECTION_DL_UDSR) TO SECTION_DL_UDSR;



ASSIGN 12M_RUR * (113AT * 111CT * 111BT * 111AT * 109BT * 109AT * 107BT * 107AT * 105BT * 105AT * 103CT * 103BT * 103AT * 101BT * 101AT * 1BT * 1AT * 1M_NLR * 1M_USR + SECTION_DL_UDSR + SECTION_DL_JR)

TO 12YR;

ASSIGN 12M_RUR * 113AT * 111CT * 111BT * 111AT * 109BT * REL_SW_X_NR * REL_SW_Y_NR * REL_SW_Z_NR * SECTION_DL_UDSR * SS_HPS * CS_HPS * ~SECTION_DL_DDSR

TO 12M_UCR;

ASSIGN ~12NGPR * ~12ALSR * ~12M_ALSJR * ~12M_USR * ~12VSNR * ~12VSNJR * ~102VSNR * ~102VSNJR * ~111CT_JR * 11M_UCR * 102VCSR

TO 12M_HR;




// 102 SIGNAL

ASSIGN 12YR + 14M_RUR * 111BT * 111AT * 109BT * 109AT * 107BT * 107AT * 105BT * 105AT * 103CT * 103BT * 103AT * 101BT * 101AT * 1BT * 1AT

TO 102UD;

ASSIGN ~SECTION_DL_DDSR * ~102UZR * ~109DD * ~109DYR * ~107DD * ~107DYR * ~105DD * ~105DYR * ~103DD * ~103DYR * ~101DD * ~101DYR * ~111DD * 1M_NLR * (102UD + 102UYR) * ~SECTION_DL_PBR

TO 102UYR;

ASSIGN (113M_RUR + 113S_RUR) * 111CT

TO 102UZR;

ASSIGN ~102VSNR * ~102VSNJR * ~111VSNR * ~111VSNJR * ~109AT_JR * 111NGPR * 102DYR * 111BT * 111AT * 109BT * 109AT * 107BT * 102VRR * 104VCSR * SS_HPS * REL_SW_X_NR * REL_SW_Y_NR * REL_SW_Z_NR

TO 102HR;



// 104 SIGNAL

ASSIGN 12YR + 14M_RUR * 107BT * 107AT * 105BT * 105AT * 103CT * 103BT * 103AT * 101BT * 101AT * 1BT * 1AT

TO 104UD;

ASSIGN ~SECTION_DL_DDSR * ~109DD * ~109DYR * ~107DD * ~107DYR * ~105DD * ~105DYR *~103DD * ~103DYR * ~101DD * ~101DYR * 1M_NLR * (104UD + 104UYR) * ~SECTION_DL_PBR

TO 104UYR;

ASSIGN ~104VSNR * ~104VSNJR * ~106VSNR * ~106VSNJR * ~105AT_JR * 104DYR * 107BT * 107AT * 105BT * 105AT * 103CT * 103BT * 104VRR * 106VCSR * SS_HPS * REL_SW_X_NR * REL_SW_Y_NR * REL_SW_Z_NR

TO 104HR;





// 106 SIGNAL

ASSIGN 12YR + 14M_RUR * 103CT * 103BT * 103AT * 101BT * 101AT * 1BT * 1AT

TO 106UD;


TO 106UYR;

ASSIGN ~106VSNR * ~106VSNJR * ~14VSNR * ~14VSNJR * ~103AT_JR * 106DYR * 103CT * 103BT * 103AT * 101BT * 106VRR * 14VCSR * SS_HPS REL_SW_X_NR * REL_SW_Y_NR * REL_SW_Z_NR

TO 106HR;

ASSIGN 105HR + ~105AT * ~103CT * 106VSNR TO 106VSNR; //SLOW TO CLEAR 2”


// 14M SIGNAL

ASSIGN ~14UNR * (14M_URR + (101BT * 14M_NLR * 14M_RSR)) TO 14M_RSR;

ASSIGN 1M_NLR * REL_SW_XYZ_NLR TO 14M_RUZR;



ASSIGN 14M_RUR * 101BT * 101AT * 1BT * 1AT TO 14UD;

ASSIGN 14M_RUR * 101BT * 101AT * 1BT * 1AT * SS_HPS * REL_SW_X_NR * REL_SW_Y_NR * REL_SW_Z_NR * ~SECTION_DL_DDSR

TO 14M_UCR;

ASSIGN ~14NGPR * ~14ALSR * ~14M_ALSJR * ~14M_NLR * ~14M_USR * ~14VSNR * ~14VSNJR * ~16VSNR * ~16VSNJR * ~1BT_JR * 14M_UCR * 16VCSR

TO 14HR;






//SECTION OVERRIDE CONTROLS

ASSIGN BOOT_UP * ~BOOT_UP_JR + SYS_INI * SECTION_DL_GNR TO SYS_INI;

ASSIGN ~1M_RUR * ~12M_RUR * ~14M_RUR * ~16M_RUR * ~16S_RUR * ~111M_RUR * ~113M_RUR * ~113S_RUR

TO SECTION_DL_GNR;

ASSIGN SECTION_DL_PB * SECTION_DL_GNR * (~1AT + ~1BT + ~101AT + ~101BT + ~103AT + ~103BT + ~103CT + ~105AT + ~105BT + ~107AT + ~107BT + ~109AT + ~109BT + ~111AT + ~111BT + ~111CT + ~113AT) + ~SECTION_DL_JR * SECTION_DL_GNR * SECTION_DL_PBR + SYS_INI * ~SECTION_DL_DDSR * ~SECTION_DL_UDSR

TO SECTION_DL_PBR;

ASSIGN SECTION_DL_PBR * ~1YR * ~12YR + (~1AT + ~1BT + ~101AT + ~101BT + ~103AT + ~103BT + ~103CT + ~105AT + ~105BT + ~107AT + ~107BT + ~109AT + ~109BT + ~111AT + ~111BT + ~111CT + ~113AT) * SECTION_DL_GNR * SECTION_DL_JR

TO SECTION _DL_JR;

10 Boolean Statements (Field) //109 SIGNAL only

ASSIGN 109HR FROM MASTER * ~109VSNR * ~109VSNJR * ~111VSNR * ~111VSNJR * 111VCSR TO 109HR;

ASSIGN 109HR * 109AT + 109VSNR TO 109VR;

ASSIGN 109HR * 109VRR * 109AT TO 109HR O/P;

ASSIGN 109HR I/P * 104VRR * 111HR I/P TO 109HDR O/P;

ASSIGN 111HDR I/P * 109HDR I/P TO 109DR O/P;



ASSIGN ~109HR * ~109HDR * ~109DR GROUPED I/P TO 109NGPR;

ASSIGN 109NGPR * (109VNR + 109VSNJR) TO 109NGK;

ASSIGN 109HR I/P TO 109RGK;




11 Bi-Directional Concept

EGG 1649 Design Guidelines for Bi-Directional Signalling › ... › 2019 › egg-1649.pdf ·...

Documents

Transcript of EGG 1649 Design Guidelines for Bi-Directional Signalling › ... › 2019 › egg-1649.pdf ·...