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Testing of relay-contact circuits of railway signalling and interlocking

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DOI: 10.1109/EWDTS.2017.8110095

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 Testing of Relay-Contact Circuits of Railway Signalling and Interlocking
Dmitry Efanov,
PhD, IEEE member,
Associate Professor at
“Automation and Remote Control
on Railways” Department,
Emperor Alexander I
St. Petersburg State Transport
University
TrES-4b@yandex.ru
Andrey Lykov, German Osadchy,
PhD, Associate Professor at Technical Director at
“Automation and Remote Control RSC “Monitoring of Bridges”
on Railways” Department, osgerman@mail.ru
Emperor Alexander I
St. Petersburg State Transport
University
bastdrew@mail.ru

Abstract 2016 there were 481 stations in Russia only (12,911

Management systems based on elementary relay
background are ubiquitous within railways of end-
less Post Soviet Union expanse. The aforesaid sys-
tems considered as rather robust ones with provision
of high level safety, which may solve the task reckon-
ing contemporary rail stock transportation supervi-
sion. Hence, with actual speed enhance routine, be-
ing conducted on railway tracks, structural defects
became the matter of fact and the required measures
to avoid those disadvantages were impossible to be
envisaged while control system design stage. Our
article is dedicated to the needed universal modeling
environment per relay-contact circuits, which helps
us to analyze the work routine of those circuits while
altering any of designated embedded features includ-
ing whichever velocities of rolling stock movement.
Described results of executed modeling environment
within task of actual relay-contact circuits of railway
signalling and interlocking belong to speedy railway
track St. Petersburg – Moscow. Being introduced
recommendation regarding designed by authors’
consistent improved environment relay-contact cir-
cuits of rolling stock management data transfer.
1. Introduction
Particularity of railway signalling and interlock-
ing on terrain of Post Soviet Union, especially in
Russian Federation, is being known regarding the
application of control systems based on relay back-
ground. [1]. In spite of clear perception tendency of
microprocessors technology implementation per total
industrial branches including public transportation
[2 – 5], within Russian Federation, in the beginning
of XXI century we still have more than 90% of based
on relay element systems technology [6]. According
to statistic, issued by software programmers, back in
railway switches) with 110 line blocks (2,244 km)
equipped via microprocessor vigilance systems [7].
Cybernation of railway transportation is being spread
very slowly, for the reason of vast geographical sur-
roundings (85,400 km of Russian railway meshwork
is the third one in the world) plus economical factors
reckoning system upgrading and management.
Relay control systems are completing the whole
process algorithms by means of supervised and un-
controlled relays (Russian Grade first reliability cat-
egory). Nowadays, centralized power supply with the
entire vigilance is the matter of fact [1]. Concerning
the above systems, total instruments of management
together with power supply are located within one
centralized spot of railway switches and signals. This
way, systems of signalling and interlocking are being
interacted themselves with decentralized sites (track
networks, railway switches, light signals, crossing
automation etc.) from the one major point only.
Relay control sets are being applied on rail tracks
of Russian Federation as per cargo rolling stock as
well as per passenger-trains, shuttles, including high-
speed train communication. Automated relay sys-
tems were being developed back in the thirties of our
last century, but the history of high speed communi-
cation began at the end of the first decade of XXI
century. Based on good practice, some of being ap-
plied technical solutions concerning traditional
communication became useless regarding needed
process algorithms per speedy communication relia-
ble and safe vigilance.
Labor-consuming testing procedure is essential
for the service period of railway relay control sys-
tems with signalling and interlocking, including up-
grading decisions, which is related to probing scope
of works relatively under control critical spots to-
gether with accumulated diagnostic data analysis
[8, 9]. Let us describe those testing specialties be-

978-1-5386-3299-4/17/$31.00 ©2017 IEEE

242 IEEE EWDTS, Novi Sad, Serbia, September 29 - October 2, 2017

longing to relay control systems signalling and inter-
locking via modeling environment shown in our arti-
cle.
2. Universal modeling environment
Appeared necessity regarding testing circuits of
relay control background kits was the reason for en-
visaged simple for end-user modeling environment
by our aforementioned authors. Popular trouble-free
“Microsoft Visio” software, where the whole princi-
pal circuits are being completed by means of stand-
ard elements (relay, contacts, lamps etc.), which en-
ables us to clarify total available features of actual
railway circuits of automation in accordance with
valid norms, was the option. Required solution was
the modeling device with graphics editor being
equipped with errors browser within circuits plus
simplified module of relay control systems behavior
during various status quo, (circuits malfunction
availability, diversity of rolling stock velocities.)
[10].
Modeling environment is being composed of the
following:
1) Graphical Editor;
2) Circuits’ Error-Finding-Module;
3) Compilation Module;
4) Simulation Module;
5) Output Module.
Graphical Editor was designed as an instrument
of relay-contact circuit model presentation via con-
ventional markings of valid norms (in our situation,
it is railway signalling and interlocking). For model
arrangement consummation any automated design
layouts can be implemented. Customized convertors
are being applied for circuits transformation into
convenient option. Arrangement of the needed cir-
cuit via special wiring cards form is the option.
Circuits Error-Finding-Module allows us to trace
faults per each step of model creation plus detection
possibility reckoning logical mistakes as well as ran-
dom misprints and clerical lapse.
Compilation module conducts circuits’ graphical
images modification into data matrix for imitational
modeling.
The idea of Simulation Module was launching
performance of ready-to-go model, which is being
in-charge of real and intramodal time correlation via
time adjustment during coding fulfillment.
Output Module was designated for resulted info
presentation into convenient form for end-user.
Within customized modeling environment there are
several abstraction levels, which help to understand
circuits behavior and electrical currents direction
indication plus the opportunity of temporary dia-
grams of elements action nuanced analysis. Simulta-
neous visualization of train management imitators is
the actual choice as well.
IEEE EWDTS, Novi Sad, Serbia, September 29 - October 2, 2017
As a result of embedded log-book of events plus
temporary diagram fulfillment together with option
of relay-contact circuits modeling we may not only
synthesize management approach but as well we can
study those temporary logical processes within cir-
cuits plus sensors and elements supervision per vari-
ous working modes including refusals. Detection of
system new diagnostic elements of monitoring con-
nection is the matter of fact as well. Consequently,
this option allows us to spot the pre-failed conditions
of our circuits together with automated search of
malfunctions including adjustment performance of
railway signalling and interlocking.
We proceed to consider few attachment regarding
implementation of adapted modeling environment of
relay-contact circuits for the purpose of circuits’ so-
lutions per railway automation with telemetry make-
over ideas.
3. Testing performance of automation
circuits by means of universal
environment modeling implementation
A. Testing of line block
automation circuits
For speedy and safe transportation arrangement
within St. Petersburg – Moscow line, JSC “Russian
Railways” did accomplish the whole reconstruction
of total railway network counting available elements
of automation with telemetry. Existing line blocks
were equipped by means of automated block system
with centralized equipment placement “ABTC-2000”
insulated joints i.e. the most advanced decision of
railway rolling stock separation of Russian Federa-
tion [1].
For the basic structural layout of automated block
system within aforesaid track St. Petersburg – Mos-
cow, See Fig. 1. The whole accessory is placed on
designated centralized spots either into transportable
units of nearby stations. Only light signals were in-
stalled on the line block (for the reason of additional
by-passing zone deviation availability regarding ca-
ble connection point on the distance of 40m towards
opposite train direction, is the matter of fact) togeth-
er with connections and protection gadgets per rail-
way network (road transformer for resistance limita-
tion and, discharge switch). Taking into considera-
tion small length of audio frequency jointless track
circuit within single block-section, several railway
networks were arranged (as usual 3…4). For the
purpose of train collision avoidance in the event of
automated slowdown, additional overlaps should be
applied with sufficient distances for braking perfor-
mance with length being equal to block-sections.
As is known, station devices are connected to
floor-level cabling and while contacts closure event,
there is a hazard of signal current action from road
generator around railway line straight to track re-
243
ceiver, which is the outcome why power supply con-
nection and relay wires were placed inside different
cables. Even per this case, during wires closure there
is a possibility of current action from road generator
around railway network straight to another track re-
ceiver. Provision has been made concerning cable
wires functionality supervision in the occasion of
contacts closure, insulation resistance between wires
drop incident as well as in the event of wire ground-
ing, power supply must be halted.
Automatic train control codes to be transmitted to
in-service audio frequency jointless track circuit only
via power supply relay cables. Cipher message
choice is being conducted by means of customized
circuit depending on ahead placed light signal lamp
and the status of given block-section (un-
blocked/blocked).
Passing-by light signals’ info determined depends
on ahead vacant block-section, conditions of tracks,
step-by step release of railway circuits after previous
passed train. Light signals’ lamps power supply is
being performed via nearby station. Hazardous ef-
fects of wire closure prevention (from lamps to light
signal) are fulfilled by means of cable vigilance cir-
cuit.
In order to improve system consistency during
short period of shunting drop either in the situation
of false circuit occupation via rolling stock into giv-
en circuit of management, the quality of contact must
be fulfilled. Unlocked action should be under strict
Figure 1. Structural chart of the automated block system with centralized equipment placement
244 IEEE EWDTS, Novi Sad, Serbia, September 29 - October 2, 2017
supervision of step-by-step railway circuit approved
release factor. In emergency state, block-section sta-
tus is being ensured via closed condition. In the
above status quo activation of yellow and green per-
mission signals within present block-section is abso-
lutely impossible.
Automated interlock devices link between sta-
tions and haul is being carried out via linear circuits,
which transport info regarding automation block
system relay condition being installed on adjacent
station.
Automatic block system being considered has
proved itself to be stable and reliable enough as well
as the one that meets the entire required train safety
charter at rolling stock speeds of up to 200km/h.
Theoretical analyses have given the opportunity to
suggest that the velocity increase of up to 250km/h
should not influence on the circuits operation, there-
fore, this automatic block system was chosen as an
essential feature of train traffic collision avoidance.
However, the experience of the St. Petersburg –
Moscow High-Speed Line performance stated the
availability of failures in the action of block section
sequential occupancy circuits that affect the coding
of a rail track circuit. These blackouts led to the fac-
tor that a high-speed train turned out to be on an un-
coded section. The effect of such a malfunction is
speed reduction, disruption of train schedule and
financial losses as an aftermath.
 Figure 2. Decoding of the on-board units readings at the instant of glitch within the automatic interlocking system circuits
Analysis of locomotive devices operation has
made it clear that the coding failures occurred while
a high-speed train entering on the relevant block
section and reactivation of coding took place after
passage of a train onto the subsequent block section
(Fig. 2). The search for the cause of such a reaction
of the system was complicated by the fact that the
regularities in the symptoms of failures were not
visible given the event that the abovementioned oc-
curred on several rail track circuits of different block
sections, at varying times and under changeable cli-
matic conditions.
To solve the problem of originating faults reasons
analyzing, we fulfilled the following operations:
– electrical circuits of the automatic block signal-
ing with central placement of equipment were im-
plemented and the model was assembled in the simu-
lation environment (Fig. 3);
– train movement simulation with the speed
changeability was accomplished;
– experiments were conducted with the model
obtained.
To imitate train movement along the section, the
network of rail track circuits sequential occupancy
and release was generated. The above experiment
has also made it possible to change the train velocity
and length.
Prominence of rolling stock movement and oper-
ation of circuits automation system has been
achieved via developing a special control panel and
monitoring the train situation. In order to take into
account the effect of time difference of the rail track
circuit actual occupancy and action of track receiver,
which can be one second or more, two rows of cells
are highlighted on the board, i.e. the upper row
shows the reaction of track relays, and the lower one
indicates the actual movement of railway vehicles
along the block section. Specially outside-mounted
indicator of block relays (25B) enables to identify
the fact of block-section holding. A set of indicators
IEEE EWDTS, Novi Sad, Serbia, September 29 - October 2, 2017
displays sending of cab signalling codes to the rele-
vant rail track circuit; turning off this indication al-
lows us to record the event of the encoding disap-
pearance within the rail track circuit.
Replacement of the lock-out relay B contact with
the relay Y contact was proposed in the course of our
research. Simulation of the circuit’s operation after
such a procedure made it clear that this substitution
did not affect the train safety vigilance (Fig. 3).
B. Testing of crossing automation circuits
Template solutions No. 410407 "Crossing signal-
ing circuits for the spots located on the railway line
block with any signaling and communication facili-
ties Automatic Crossing Alarm System-04" are ap-
plied on the Russian railways at the present day for
alarming circuits design. These technical solutions
assume the application of sequential occupancy and
release of rail track circuit algorithms, as well as
clarify the time interval for blocking the departure
sections, enabling to open the gate behind the rear
end of a train in case of crossing release. For enter
permission of the crossing, back the tail end of a
train, a double circuit line block circuit is the option.
Mentioned circuit has been constructed with embed-
ded time delay gadgets, including locking relays, for
which the required retardation for drop of relay ar-
mature is provided via capacitors. The choice of a
double circuit disenabling kit has made it possible to
refuse from the reset circuit, because the crossing
circuit came to its original status within a certain
time and enabled to shutdown the crossing regardless
of train direction. Practical results of these circuit
solutions have shown that the timing parameters of
blocking the second cascade designed for the train
speed of up to 50 km/h led to re-closing of the cross-
ing at reduced speeds, which is the reason for its
long-term off state.
245
 Figure 3. Fragment of automatic block system technical solutions

Figure 4. Simulating the operation of railway crossing automation circuits

246 IEEE EWDTS, Novi Sad, Serbia, September 29 - October 2, 2017

 The following actions were fulfilled in the pro-
cess of simulating the crossing automation:
1) circuit of the real traffic direction has been
plotted (it allows to determine the actual direction of
train movement regardless of the set traffic direction
on a railway line block);
2) blocking circuit of the second departure sec-
tion (based on the application of time delay via ca-
pacitors) has been excluded;
3) blocking and resetting circuit (based on the
algorithm of sequential occupancy and release of rail
track circuits by a train, for which purpose a spare
control area was organized) has been constructed;
4) blocking time has been increased up to 180
seconds (60 seconds for braking and stopping a train,
60 seconds for loading and unloading of passengers,
60 seconds for starting up to speed and passing of a
rail track circuit by a train) upon the availability of a
wayside stop in the area of the overlap rail track cir-
cuit.
The process window of testing environment with
a circuit simulating the operation of railway signal-
ling and interlocking wayside facilities is depicted in
Fig. 4. Real parameters taken from technical solu-
tions for controlling the movement of trains on the
St. Petersburg – Moscow High-Speed Line were
assigned to the entire network elements. Operation of
the circuits at the time of experiment is shown in the
figure: current flow paths, as well as the details being
in the switched-on state are highlighted using the
conventional symbols.
The following drawbacks of the current circuit
solutions were found in the course of the experiment:
− crossing gate is being closed when the train
re-enters the section 5U in the set traffic direction as
well as in the emergency mode in case of false occu-
pancy of the section 4U;
− short-term opening of the crossing takes
place when train moving in an unidentified direction
as well as in case of releasing the section 5U before
entry to 3U in the event of false occupancy of the
section 4U.
Having analyzed the results obtained in the pro-
cess of experiment, the authors of design option
came to a decision upon whether to makeover the
crossing automation circuit solutions, i.e. a technical
breakthrough permitting to switch-on the automatic
emergency mode of the crossing entrance in case of
malfunction of the departure section 4U rail track
circuits was added to circuits. Second simulation
with the amended corrections has verified the effec-
tiveness of the proposed technical resume.
4. Conclusion
Despite the scientific and technological progress
in the field of computer technology and application
of multifunctional systems based on crystals, the
dominant position in the field of railway signalling
IEEE EWDTS, Novi Sad, Serbia, September 29 - October 2, 2017
and interlocking in the former Soviet Union land-
scape is held by the relay control kits. To test the
abovementioned both during development and op-
eration process, we proposed a universal simulation
environment for relay-contact circuits. This medium
has a simple interface and is easy-to-use, i.e. it is
necessary to draw the circuits being tested and set
the parameters of the elements within the abovemen-
tioned.
The use of developed modeling environment
gave the opportunity for us to upgrade the perfor-
mance of automation circuits on the St. Petersburg –
Moscow High-Speed track, as well as to indicate
some design defects being manifested only under
non-standard operating conditions.
Imitation environment can be employed not only
to examine the status quo of the relay contact cir-
cuits, but also to handle the problems of trouble-
shooting automation. At the same time, it is expedi-
ent to link it to the existing gadgets of the permanent
monitoring systems of railway signalling and inter-
locking devices.
5. References
[1] G. Theeg, and S. Vlasenko “Railway Signalling
& Interlocking – International Compendium”,
Eurailpress, 2009, 448 p.
[2] M.S. Durmus and M. T. Soylemez “Railway
Signalization and Interlocking Design via Auto-
mation Petri Nets”, 7th Asian Control Confer-
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[3] U. Yildirim, M.S. Durmuş, and M.T. Söylemez
“Fail-Safe Signalization and Interlocking Design
for a Railway Yard: An Automation Petri Net
Approach”, Proceedings of 7th International
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