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Interlocking -System -Guide -

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1 Introduction - -

In real-world railways, a so-called interlocking system is a set of railway signals and trackside equipment. Its purpose is to prevent -conflicting train movements which otherwise could result in derailing or colliding trains. If you want more information, just search for -“railway interlocking” on the internet. -

Real-world interlocking systems perform this task by setting routes. A route is a path along a track that a train can safely pass. To set a -route for a train, the signalman (the operator of a signal box) has to set switches (turnouts) to the correct position and lock them in order -to make a signal for a train show “Proceed”. In newer systems, this is done automatically by the interlocking system. A route can -not be set if switches are locked to a wrong position by another route or if any portion of the route is occupied by a -train. -

The interlocking system in this Minetest mod tries to follow real-world interlocking systems as far as applicable. It divides tracks into -track sections and implements a route setting mechanism following the same principle. -

However, for the sake of simplicity of implementation and usage, not all concepts of real-world interlocking have been taken over. -Especially, there is no mechanism for overlap. -

If you are looking for a place to learn how real-world interlocking systems work, have a look at “SimSig”. By looking at their simulations, -you can obtain experience on how to set up your own interlocking systems in AdvTrains. The SimSig glossary is a good place to look up -unknown terms in this document. -

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2 Setting - up - track - sections - -

In the real world, a line of track is divided into so-called track sections, or track circuits. Those systems often can not tell -where exactly a train is, but only which track sections it occupies. A route can never be set through an occupied track -section. -

A track section often covers: -

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You will find some examples on how to interlock certain patterns later. -

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2.1 Track - Circuit - Breaks - -

In this mod, you will not directly configure the locations of track sections. Instead, you designate the borders of each track section using a -special node, the Track Circuit Break, abbreviated TCB. -

For example, if you want to create a track section for a piece of a main running line, you set up two TCBs at the ends of this track -circuit. -

Setting up a TCB works as follows: -

    -
  1. Place a TCB node somewhere near the place where the circuit break is going to be located. -
    2. -
  2. Right-click the TCB node -
    3. -
  3. Punch the rail which should act as TCB
-

The result should look like this: -

PIC -

Now you have assigned the TCB node to a rail. Right-click the TCB node once again. This will bring up a form which looks as -follows: -

PIC -

You see that the form is divided in side A and side B. To designate where each side is, a marker is displayed on the rail. You can always -make this marker show up by punching the TCB node, and remove it by punching the marker. Both sides are shown as “End of -interlocking”. This means that there is no track section set up at this place. -

You should repeat this procedure once again a few meters away from the first TCB to create a second TCB on the same -track. -

PIC -

Once you have both bordering TCBs set up, you can now create the actual track section. To do this: -

    -
  1. Right-click one of the TCBs -
    2. -
  2. Locate the correct side (A or B) to create the track section -
    3. -
  3. Click “Create interlocked Track Section” in the formspec on the chosen side.
-

Now, the text on the formspec has changed. It shows something like this: -

PIC -

Clicking “Show Track Section” brings up another formspec: -

PIC -

On the top, you see a list of all TCBs that border this track section. In your case, there should be two TCBs listed. If there’s only one, -head over to 2.2. You should now select a name for the track section, to identify it later. -

The same procedure is applicable when you create a turnout track section, except that you have to set up three or more -TCBs. -

The AdvTrains interlocking system allows you to add more TCBs after you have created a track section. This works without problems in -most cases. For example, you can easily insert a turnout into an already set-up track section and create another TCB behind it, and -AdvTrains will automatically detect the existing track section. Problems arise only if you try to insert a TCB in-between a section, in -which case both sides of the TCB will end up assigned to the same section. The code currently does not handle this case properly, so try -to avoid this situation by all means. As a last resort, you can always dissolve a faulty track section, as described in the next -chapter. -

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2.2 Long - track - sections, - crossings - and - other - edge - cases - -

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2.2.1 Very - long - track - sections - -

If you try to set up a track section that is longer than 1000 nodes, advtrains won’t recognize the TCB at the other end because of a safety -limit in the traverser function, which is supposed to prevent deadlocks. This case has happened when the Track Section overview screen -only shows one TCB in the list. The procedure for this is as follows: -

    -
  1. Go to the second TCB (the one that wasn’t recognized). It should show “End of Interlocking” on the relevant side. -
    2. -
  2. Click “Create interlocked track section”. The section created will be different from the one that is already present. -
    3. -
  3. In the track section overview, click “Join into other section” -
    4. -
  4. Go back to the first TCB, bring up the Track Section overview screen of the first track section and click “Join with ???”
-

The other, missing TCB should now appear in the list. If you accidentally started such a joining procedure, click the “X” button on the -right. -

- -

2.2.2 Rail - crosses - -

Since rail crosses are created by laying tracks across each other without logical connection, there’s no way for advtrains to know whether -rails cross each other. -

Rail crossings in interlocking systems are always one single track section, which in most cases has 4 TCBs adjacent. -

PIC -

The procedure is quite similar to the one for long sections: First, create two track sections for the branches, and then use the “Join” -function to merge both sections into one. -

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2.2.3 Deleting - and - re-adding - single - TCBs - to - a - section - -

In some occasions, for example when you remove a siding or a crossover, it can be necessary to unassign a TCB from a track section. -There are multiple ways to do this: -

-

The result is that the TCB shows “End of Interlocking” and the section does not list the TCB as an endpoint anymore. -

The other case is adding a siding or a crossover, in which case one or more TCBs still show “End of Interlocking” although they should be -part of a section: -

-

- -

2.2.4 Dissolving - sections - -

If you made a mistake setting up something and you don’t see any other way to fix a misconfigured track section, you can always -delete it using the “Dissolve section” button. This operation removes the track section and sets all TCBs that previously -belonged to the section as “End of Interlocking”. This will always work and lets you start over new with setting up track -sections. -

- -

2.3 Interlocking - patterns - -

Have a look at the following images. They show you how you can set up sections so that reasonable train moves are -possible. -

You should settle on a naming scheme for your sections. This way, you can determine the source of an issue faster -

- -

3 Signals - and - routes - -

Signals are appliances that can give instructions to trains. That can be the permission to proceed, a speed restriction, or other -information. -

There are 2 types of signals: -

-

- -

3.1 Signal - Influence - Point - -

Every signal is associated to a track on which the instruction should be followed. Signals are usually placed right next to the track on the -right side. Human observers do know then that the signal belongs to the track left of it, however, train safety systems (like the one in -advtrains) can not. -

This is the reason why a so-called “influence point” needs to be assigned to any signal that should actually give instructions to trains, -should the driver (if even there is one) fail to recognize the instructions. -

Depending on the signal and the mod that adds the signal, there are different ways to configure this. Signals integrated into advtrains -behave as follows: -

-

The small formspec that opens allows you to set and later view or clear the Influence Point. To set the influence point, click the “Set” -button, face towards the signal and punch a rail about 2m in front of the signal. A small marker will be shown, indicating success. To -cancel setting an influence point, punch anything other. (note that then the influence point remains unset, regardless of its previous -state) -

The advtrains-internal train safety system ensures that the train always obeys any restrictions imposed by signals, if (and only if) the -influence point is set properly. -

- -

3.2 Signal - Aspects - -

While static signals are mainly used for speed restrictions, the interesting ones are variable signals. Of course, you can always control any -variable signal by traditional means (mesecons, digiline, right-click) if the signal allows it, but that misses the point of this interlocking -system. -

A signal aspect is a piece of information that a signal shows to the train driver. It contains information about whether and at what speed -the driver may proceed at the signal. -

Every signal, both static and dynamic ones, imposes a certain aspect to trains passing the signal. For static signals, this is always the -same aspect, such as “Proceed at speed of 8” or “Shunt moves may not pass”. Dynamic signals, however, can display multiple different -aspects. The default for them is always as restrictive as possible, mostly “Halt!”. -

You should know that both static and dynamic signals use exactly the same properties for signal aspects. There is no difference in the -meaning of the aspect definitions. -

In the following sections, we will talk about main signals. By this, we mean a variable signal that can display both a “Danger” aspect -(trains are not allowed to proceed) and at least one “Proceed” aspect (train may proceed as train/shunt move, with optional speed -restriction), which act as an “entry signal” for one or multiple routes. -

- -

3.3 Train - moves - and - Shunt - Moves - -

-

There are also 2 general types of signals: Main signals and Shunt signals. While main signals have a meaning for all types of trains, Shunt -signals only have to be followed by shunt moves. Usually, Shunt signals that are on a train move route are set to a Proceed aspect as -well. -

When a train reverses, its mode automatically changes to “shunt move” until it passes a main signal that shows “Proceed as -train move”, which is usually designated by a green light. From this point on, it can accelerate to maximum permitted -speed. -

Some main signals, like the ones from the Ks signals mod included by default, can also display “Proceed as shunt move”, which is -designated by 2 white lights along with the red light. Once a train passes this signal, it becomes a shunt move. -

- -

3.4 The - concept - of - routes - -

A so-called route is a locked path between two main signals, which locks all turnouts in the correct position. Its purpose is to offer a train -a path on which it can safely proceed without interfering with any other train. A route always incorporates and locks one to multiple -track sections, starting with the one that lies directly behind the “entry” signal. -

Example: Imagine a station with 2 platforms on a single track running line. We are looking at signal A. You probably want trains coming -from the right to go into platform 1 or into platform 2, so you need to program 2 routes. -

PIC -

This leads us to the most important aspect of route programming: Routes always start at a signal (A) and end at a signal facing in the -same direction (D and E), not at an opposite-facing signal (B and C). There are only few exceptions, we’ll cover this -later. -

When you set a route to make a train proceed on it, the interlocking system ensures that: -

-

For this to work, you need to specify all track sections the train will pass along, as well as the positions of all turnouts that need to be -locked. Those are not only the turnouts that lay directly on the train’s route, but also some turnouts on adjacent tracks, the so-called -flank protection. -

The purpose of flank protection is to prevent runaway trains and/or wagons to pass into a route. This is achieved by setting nearby -turnouts to a position that points “away” from the route. Example: -

PIC -

The upper turnout, of course, needs to be locked in straight (normal) position, while the lower one is not relevant for the route itself. But -what if the lower turnout was set to the diverging (reverse) position and the driver of another train approaching signal B fails to see the -red light? This train would crash into the first one. To minimise danger, that other train would need to be routed towards signal -D. -

There are, of course, situations, where both positions of a turnout would conflict with a route equally. In those situations, there’s nothing -you can do and no flank lock needs to be set. -

- -

3.5 Assigning - main - signals - to - TCBs - -

Main signals in the advtrains interlocking system are positioned - like in real life - at the border of track sections, because routes also start -and end there. For advtrains to know from which signal which routes can be set, you need to assign the signal to a -TCB. -

To do this, perform the following steps: -

    -
  1. If not already happened, set up a TCB (you don’t need to, but are advised to, configure track sections there) -
    2. -
  2. Place the signal a few meters in front of the TCB, so that trains stopping at the signal do never pass the TCB -
    3. -
  3. Locate the side of the TCB which points in the direction that trains will proceed past the signal, as shown in the figure - below. -
    4. -
  4. Right-click the TCB, and click “Assign a signal” on this side. -
    5. -
  5. Punch the signal.
-

PIC -

If you haven’t set an influence point for the signal yet, the influence point formspec automatically opens. -

You can assign a signal to each side of a TCB. This is, for example, useful when creating block sections on a bi-directional main running -line. -

Only main signals can ever be assigned to TCBs, because static ones can either not display “Danger” or do not permit to proceed at -all. -

- -

3.6 Shunt - routes - -

The information in this section is subject to future change because of safety issues! -

Operating railways is not all about driving trains around. Coupling, decoupling and moving single engines, wagons or groups of wagons -across a station, called shunting, also plays an important role. -

Remember what we said about routes: There must be no rail vehicles on the route. So what if you have some goods wagons -ready on a siding, and want to couple an engine to it? You can not set a regular route into the siding, because it is -occupied. -

The solution is to program a second route into the siding, but with the difference that it already ends at the rear-facing signal of it, so it -doesn’t include the siding section itself: -

PIC -

The Sht2 route then needs to show a shunt aspect, which instructs the driver to proceed slowly and watch out for vehicles on the route. -See later on for how to set this up. -

Shunt routes like this are, so far, the only exception to the “Routes should end at a signal facing the same direction” -rule. -

- -

3.7 Route - Release - -

In early real-life interlocking systems, routes either had to be cancelled by the signalman after the train had passed the route, or there was -a single release contact at the end of the route. However, as interlocking systems evolved and the position of trains is now -roughly known by the track sections, portions of the route can be freed as soon as the train has left the corresponding -section. -

AdvTrains has chosen a modern approach to route releasing. Each turnout lock is associated to a track section belonging to the route’s -path. Once the train leaves this section, all assigned locks are also freed. -

Please note that reversing a train outside of stations is not only discouraged, but also very dangerous, because even -real-world interlocking system do not expect this. There is a clear, human-sense rule that you should never reverse the -driving direction of a train while on a main line or on a turnout. Else, you can be considered a terrorist. (quote from -professional!) -

- -

3.8 Programming - a - route - -

The route programming procedure is quite straightforward if you’ve read the previous sections and understood how routes should be -set. -

Routes always start at a main signal. You must have assigned the signal to a TCB, as described earlier. -

When you right-click the main signal, it no longer changes its aspect. Instead, a formspec pops up, showing you an (empty) list of routes -with the possibility to set them or to create new routes. Click the “Create new route” button to start programming a new -route. -

The form closes, and an arrow is displayed on the TCB. You are now in “Route Programming” mode, programming the first track section -of the route. Now: -

-

Depending on the situation, you are now offered some possibilities to proceed: -

-

Once you’ve clicked the “Advance” button, the lock markers change to a red lock symbol, telling they can’t be changed anymore. Repeat -the above procedure until you are ready to complete the programming procedure: -

-

A few hints: -

-

- -

3.9 Route - information - screen - -

PIC -

This is the screen that appears when you click “Edit Route”. It lets you change the route name and delete the route. Also, it shows a -summary of the route and its elements. -

The route summary lists information per track section on the route, so the line starting with “1” is the first section of the -route. -

The ARS rule list and its purpose is explained later. -

- -

3.10 Specifying - signal - aspects - -

By default, newly programmed routes show an aspect that comes closest to “Proceed at maximum speed”. However, it can be desirable to -change this behavior, like when the route passes a diverging turnout, the train should be signalled to drive slower, or the route is a shunt -route and therefore only “Shunting allowed” should be shown. -

This is the purpose of the “Change Aspect” button in the route info screen. -

Signal aspects in advtrains consist of 4 sections: main (Information for train moves), dst (Distant signal information, not implemented -yet), shunt (Information for shunt moves) and info (additional information, currently not in use). -

-

There’s a field in the “shunt” part of signal aspects that is not displayed in the GUI, but is of potential interest to developers of signal -addons: shunt.proceed_as_main. -

-

The property is used by the Limit Of Shunt sign, where proceed_as_main is set to false. Shunt moves have to stop in front of it, while -train moves are signalled “Proceed”. Regular main signals that show “green” have the field set to true, so that all trains can pass -it. -

- -

4 Interlocking - system - operation - -

Setting up the interlocking for a portion of a railway network requires some time, experience and planning, but once done, there’s not -much to do anymore to make trains run on your, now safer, railway. This section covers some useful practices to route trains across your -network. -

At the moment, routes can either be set by clicking the signal or via LuaATC, or by using the “Remote Routesetting” -button from the Onboard Computer. It is planned to control this via a “signal box” view based on the currently broken -itrainmap. -

- -

4.1 Train - Safety - System - -

The Train Safety System, called “LZB” in the code (from the german term Linienzugbeeinflussung, although this is a completely different -system), ensures that trains obey any restrictions imposed by signals when influence points are set. This way, it is not possible to pass -signals at danger or to bypass speed restrictions. -

It is possible to overrun red signals, if a route is cancelled while a train is approaching. Real interlocking systems use a mechanism called -Approach locking for this, however, as of now, there’s no similar system in this mod. If a red signal is overrun, the train brakes using -emergency brake (“BB”) and can not be moved any further. You should then examine the situation and drive the train backwards out of -the section. -

- -

4.2 Simple - route - setting - and - cancelling - -

To set a route, simply right-click the signal, select a route and click “set route”. If there are no conflicts, the signal turns green and the -train is allowed to proceed. -

It may be possible that the route can not be set, because one or more other routes conflict with the current one, or a section is blocked. In -this case, the signal stays red, and the conflicting item is shown in the formspec. As soon as the conflict is resolved (by cancellation -or release of the conflicting route, or the section becoming free), the requested route will be set and the signal turns -green. -

If a route is either requested or set, it can be cancelled from the signalling formspec. This means that all turnouts and sections are -released, and the signal reverts back to red. This of course only works when the train has not passed the signal yet. There is no -mechanism for Approach Locking. -

- -

4.3 Automatic - Working - -

Block signals on main running lines usually only have a single route to set, the one proceeding along the main line. Their purpose is only -to show whether there are trains in the next section. So, it would be convenient if this only route would set itself again after a train -passed. -

This is what Automatic Working is for. Set a route, click “Enable Automatic Working”, and as soon as a train passes, the route is -automatically re-set. -

This function is nearly identical to SimSig automatic signals. It can also be useful on a line with high traffic, when there’s a -low-frequented access to a siding. You’d enable automatic working for the main route and cancel it only when you need a train to go into -the siding. -

- -

4.4 Automatic - Route - Setting - (ARS) - -

As interlocking systems evolved, the goal always was to offload work from the human to the system, automating things. Modern -interlocking systems can automatically set routes based on a pre-programmed routing table for each particular train. Since one -outstanding feature of Advtrains is it’s high degree of automation, it has a similar system to automatically set routes for a train -depending on certain parameters. -

Every train in Advtrains has 2 internal properties that can be set through the Onboard Computer of every engine in the train, the “Line” -and the “Routing Code” -

-

Examples: -

PIC -

Both lines share the section between Blackbirdshire and Parktown. To divert them again, they can save their line number in the “Line” -field. -

PIC -

Some trains should go to B, some to C, the direction can be set with a routing code. -

One single routing code should not contain spaces. You can set multiple routing codes by just separating them with spaces in the -Routing Code field. So, “Stn Ori” would be matched by ARS rules either containing “Stn” or “Ori”. This does not work for -lines. -

- -

4.4.1 Writing - ARS - Rules - -

Every route of every signal can be given a set of ARS rules. A single ARS rule can either match a line or a routing code (combinations, -e.g. and’s, are not yet supported). The first rule in the first route that matches any of the properties of the train is selected, and that -route is set for the train. -

PIC -

You can add an asterisk (“*”) to the ARS rules of one route. That route then becomes the default route. -

If no explicit ARS rule matches the train, then the default route is chosen and set. If there is no default route, nothing happens and the -signal remains red. -

- -

4.4.2 Using - ARS - -

In contrast to Automatic working, where the route is re-set immediately after the train passed, ARS sets the route only when the train -approaches the signal, e.g. is just about to start braking in front of it. -

At any place where one of the following things take place, you should use the ARS system in favor of Automatic Working: -

-

In the route overview, you can see some information on the ARS settings: All routes that have ARS rules are highlighted red, the “default -route” is highlighted green. -

ARS does not affect signals which already have a route set, and signals which are operating under “Automatic Working”. -

- -

5 Final - notes - -

The interlocking system is mainly finished, though there are still some plans and ideas. They include: -

-

Apart from this, there’s the large oncoming project of a new timetable-based train automation system, but this will take some time to -evolve and is out of the scope of this document. -

If you have any suggestions, corrections, improvements, criticism or cute kittens and stuff, you can always contact me by various means -(Forum PM, E-Mail (orwell@bleipb.de), Linuxworks server chat a.s.o.). Have fun! -

- orwell - - - - -- cgit v1.2.3