IEEE-1475-1999-R2005.pdf

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 in 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 documents are developed within the IEEE Societies and the Standards Coordinating Com- mittees of the IEEE Standards Association (IEEE-SA) Standards Board. Members of the committees serve voluntarily and without compensation. They are not necessarily members of the Institute. 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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 background 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 differences 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 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 (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 (VOBC). 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 mode 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 apply 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 vehicles 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 subject 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 and utilized herein, is a term selected to apply broadly to any VOBC from manual control, as historically understood, to all forms of automatic train control (including, but not limited to, automatic train protection, automatic train stop, automatic train operation, and cab signals and all combinations thereof). At the time this standard was completed, the VOBC/Propulsion/Brake Working Group had the following membership: David R. Phelps, Chair Nicholas J. Brearey James H. Dietz David Dimmer Harold C. Gillen George Heisey Harold B. Henderson Paul E. Jamieson Kevin D. Johnson Richard J. Mazur Rob E. McHugh Fred M. Perilstein Radovan Sarunac Matthieu Vanasse Henry J. Wesling iv Copyright © 1999 IEEE. All rights reserved. The following members of the balloting committee voted on this standard: When the IEEE-SA Standards Board approved this standard on 18 March 1999, it had the following membership: Richard J. Holleman, Chair Donald N. Heirman, Vice Chair Judith Gorman, Secretary *Member Emeritus Also included is the following nonvoting IEEE-SA Standards Board liaison: Robert E. Hebner Kim Breitfelder IEEE Standards Project Editor Robert Anderson Linda Sue Boehmer Lance G. Cooper Brad Craig Jim Dietz Robert J. DiSilvestro Charles P. Elms John Ewing Claude Gabriel Harold C. Gillen Robert L. Gottschalk Yehuda Gross Robert Heggestad James R. Hoelscher Paul E. Jamieson Kevin D. Johnson Donald A. Johnston Don Kane Ronald Kangas Abe Kanner James W. Kemp William J. Kleppinger Ron Lawrence David A. Male Thomas J. McGean Robert E. McHugh Kamel Mokhtech Howard Moody Ed Mortlock Robert Pascoe Fred M. Perilstein William Petit David R. Phelps Alan F. Rumsey Louis Sanders Gene Sansone Tom Sullivan Arun Virginkar Norman Vutz David Yager Satish K. Aggarwal Dennis Bodson Mark D. Bowman James T. Carlo Gary R. Engmann Harold E. Epstein Jay Forster* Ruben D. Garzon James H. Gurney Lowell G. Johnson Robert J. Kennelly E. G. “Al” Kiener Joseph L. Koepfi nger* L. Bruce McClung Daleep C. Mohla Robert F. Munzner Louis-François Pau Ronald C. Petersen Gerald H. Peterson John B. Posey Gary S. Robinson Akio Tojo Hans E. Weinrich Donald W. Zipse -,-,- Copyright © 1999 IEEE. All rights reserved. v Contents 1.Overview 1 1.1 Scope 1 1.2 Purpose. 1 2.References 2 3.Definitions, abbreviations, and acronyms 2 3.1 Definitions 2 3.2 Abbreviations and acronyms 8 4.Complexity of interfaces 9 4.1 Type I interfaces 9 4.2 Type II interfaces. 9 4.3 Type III interfaces 9 5.Functional interfaces 10 5.1 Emergency brake . 10 5.2 Direction 11 5.3 Traction/brake mode selection. 13 5.4 Modulation interfaces 17 5.5 Blending. 25 5.6 Load weigh. 27 5.7 Speed 28 5.8 Penalty brake 30 5.9 Spin/slide 31 5.10 No-motion detection 33 5.11 Alertness monitoring 34 5.12 Specialized brake functions. 35 5.13 Specialized propulsion functions. 36 5.14 Door status. 38 5.15 Data and fault annunciation. 39 Annex A (informative) Bibliography. 41 Annex B (informative) Example block diagrams for the three interface types. 42 Annex C (informative) Alternative forms of propulsion system response to power modulation interface signals. 44 -,-,- Copyright © 1999 IEEE. All rights reserved. 1 IEEE Standard for the Functioning of and Interfaces Among Propulsion, Friction Brake, and Train-borne Master Control on Rail Rapid Transit Vehicles 1. Overview This standard applies to new procurements or major rehabilitation of rail transit vehicles occurring on or after the effective date of this standard (18 March 1999). Existing rail transit vehicles and those vehicles that are currently being procured need not comply except where specifi cally required by the authority having jurisdiction. Where a need exists to maintain compatibility with existing rail transit vehicles, those portions of this standard in confl ict with the compatibility requirement need not apply. 1.1 Scope This standard prescribes the interface functionality among propulsion, friction brake, and train-borne master control. It encompasses performance parameters, communication methods, and the means for measurement and verifi cation of performance. “Third party” systems performing functions traditionally carried out in one of the above systems are also covered. 1.2 Purpose Numerous functional protocols presently exist for interfaces among train-borne master control, propulsion, friction brake, spin-slide control, etc. This has led to a lack of standardization, compatibility, and inter- changeability, with attendant higher fi rst cost and recurrent integration problems. Standards, when used by vehicle purchasers, carbuilders, and system suppliers, are expected to lower costs, reduce vehicle introduc- tion problems, improve reliability, and facilitate upgrades. Standards will ensure prioritization of safety functionality. -,-,- IEEE Std 1475-1999IEEE STANDARD FOR THE FUNCTIONING OF AND INTERFACES AMONG PROPULSION, 2 Copyright © 1999 IEEE. All rights reserved. 2. References This standard shall be used in conjunction with the following publications. If the following publications are superseded by an approved revision, the revision shall apply. In case of a confl ict between this standard and the referenced document, this standard shall take precedence. Those provisions of the referenced documents that are not in confl ict with this standard shall apply as referenced. IEEE Std 100-1996, The IEEE Standard Dictionary of Electrical and Electronics Terms, Sixth Edition. 1 IEEE Std 1473-1999, IEEE Standard for Communication Protocol Aboard Trains. IEEE P1476/D4.0, 16 April 1999, Interfaces for Passenger Train Auxiliary Power Systems. 2 IEEE P1478/D4.0, 7 April 1999, Environmental Standards for Rail Rapid Transit Electronic Equipment. IEEE P1482/D699, June 1999, Rail Vehicle Monitoring and Diagnostics Systems. 3. Defi nitions, abbreviations, and acronyms 3.1 Defi nitions For the purposes of this standard, the following terms and defi nitions apply. IEEE Std 100-1996, The IEEE Standard Dictionary of Electrical and Electronics Terms, should be referenced for terms not defi ned in this clause. Because the rail transit industry possesses a signifi cant amount of unique terminology, the Urban Public Transportation Glossary B2 3 has been utilized as a source for many of the following defi nitions. Websters New Collegiate Dictionary B3 has been utilized as a general reference. 3.1.1 actual weight: The measured weight of a fi nished, ready-to-run vehicle; the tare weight. Synonym: empty weight. 3.1.2 adhesion (coeffi cient of): During rolling contact, the ratio between the longitudinal tangential force at the wheel-rail/running surface interface and the normal force. 3.1.3 alertness function: A device or system that monitors the operator for signs of incapacitation, usually by requiring movement or response to take place within a prescribed period of time. 3.1.4 authority: A geographical or political division created specifi cally for the single purpose of providing transportation service. 3.1.5 authority having jurisdiction: The entity that defi nes the contractual (including specifi cation) requirements for the procurement. 3.1.6 automated guideway transit: Any guided transit mode with fully automated operation (i.e. no crew on the train). The term usually refers, however, only to guided modes with small and medium-sized vehicles that operate on exclusive right-of-way. 1 IEEE publications are available from the Institute of Electrical and Electronics Engineers, 445 Hoes Lane, P.O. Box 1331, Piscataway, NJ 08855-1331, USA (http:/www.standards.ieee.org/). 2 Numbers preceded by P are IEEE authorized standards projects that were n