IEEE-1475-1999-R2005.pdf
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1、The Institute of Electrical and Electronics Engineers, Inc. 3 Park Avenue, New York, NY 10016-5997, USA Copyright 1999 by the Institute of Electrical and Electronics Engineers, Inc. All rights reserved. Published 30 June 2005. Printed in the United States of America. IEEE is a registered trademark i
2、n the U.S. Patent ” requirements for the input sig- nals and the output response are given. For each category of interface, three type are listed in in- creasing technical sophistication. Keywords: friction brake, interfaces, master control, propulsion, rail vehicles, rapid transit IEEE Standards do
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15、 -,-,- Copyright 1999 IEEE. All rights reserved. iii Introduction (This introduction is not part of IEEE Std 1475-1999, IEEE Standard for the Functioning of and Interfaces Among Pro- pulsion, Fiction Brake, and Train-borne Master Control on Rail Rapid Transit Vehicles.) This introduction provides ba
16、ckground on the rationale used to develop this standard, which may aid in the understanding, usage, and applicability of this standard. Rail transit vehicles have been notable for their lack of standardization. Some real-life factors have contrib- uted to this, primarily because of historic differen
17、ces in the civil infrastructure and electrical power supply. This standard sets forth a framework for the interfaces among the propulsion system, friction brake system, and master control, but does not attempt to standardize the individual systems themselves and does not dic- tate that all vehicles
18、must use the most advanced technology available. This standard applies to rail transit vehicles, which are usually, but not exclusively, electrically powered. These vehicles include railway electric multiple unit (EMU) cars, Heavy rail vehicles (HRVs) (subway or elevated cars), Light rail vehicles (
19、LRVs) (streetcars), including units that combine powered and unpowered trucks or axles. All of these vehicles can be operated under the control of a driver or varying levels of com- plexity of train control computer, which are lumped together for this purpose as vehicle on-board (master) control (VO
20、BC). In general, the type of train operation does not normally affect the propulsion/brake inter- face, and this standard can be applied irrespective of the presence or absence of a human driver. Fully auto- mated, driverless implementations of the above vehicle types are sometimes included in the m
21、ode of transit referred to as automated guideway transit (AGT) and, to the extent that the vehicle does not have other unique requirements, this standard can be applied. It is not intended that this standard be universally required for all AGT systems, and neither is it intended that this standard a
22、pply to locomotives hauling trains nor to locomotive-hauled (including “push-pull”) cars. The classes of railway vehicles (such as those termed diesel multiple unit DMU), which use a diesel engine or other nonelectric prime mover, have features of the propulsion and braking systems used in these veh
23、icles that are similar to those used in conventional electrically powered vehicles. To the extent that these systems are similar to those used in electrically powered vehicles, this standard can be applied. NOTES: 1Self-propelled railway vehicles operating on common carrier railroad trackage are sub
24、ject to regulations issued by governmental bodies (e.g., federal, state, and local bodies). In selected jurisdictions, this is also true for rail transit vehi- cles. The user should recognize that such regulations always take precedence over a consensus standard. 2Master control, as defi ned in 3.2
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