UIC 556-2005 Information transmission in the train(train bus)《火车上信息传输》.pdf

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1、UIC CODE 556OR4th edition, August 2005TranslationInformation transmission in the train (train bus) Transmission dinformations dans le train (bus de train)Informationsbertragung im Zug (Zugbus)Leaflet to be classified in Volumes: V - Rolling stockVI - TractionApplication:With effect from 1. August 20

2、05All members of the International Union of RailwaysRecord of updates1st edition, June 1998 First issue, was not published in the UIC Code.2nd edition, May 1999 Redactional corrections without modification of the contents,addition of new telegrams in Appendices 1 and 2.1 to 2.3, first issueof Append

3、ices 5.3, 7, 8 and 9 and approval of new train bus nodes;has not been published in the UIC Code.3rd edition, October 2004 Adaptation to the editors guide M1 coordination and insertion of thenew content of the applications traction and doors; insertion of newappendix G (prev. 7) “Homologation procedu

4、re of train bus nodes“,editorial changes; has not been published in the UIC Code.4th edition, August 2005 Publication in electronic format with Appendices A, B, E, I and Jpublished on the Internet siteThe person responsible for this leaflet is named in the UIC Code556ORContentsSummary 11 - General.

5、22 - Scope . 32.1 - Basis. 32.2 - Special cases 33 - Laying down the Standard . 43.1 - Classification of UIC Leaflet 556. 43.2 - Train Communication Network - TCN. 53.3 - UIC Leaflet 556. 53.4 - Applications 54 - Specifications for the hardware. 64.1 - Bus structure. 64.2 - Cable for the transmissio

6、n of information . 74.3 - Train bus nodes 85 - Specification of the software . 105.1 - Operating conditions. 105.2 - Inauguration 145.3 - Train structure. 165.4 - Transmission cases 175.5 - Vehicle addressing . 175.6 - Functional addressing. 195.7 - Telegram structures 206 - Reliability . 276.1 - Fa

7、ilure rate 276.2 - Error tolerance 276.3 - Transmission reliability in undisturbed operation 27556-0OR7 - Modification procedure 297.1 - Modification competence 297.2 - Modification procedure . 307.3 - UIC-Steering Group “Train bus“ . 318 - Test procedure for train bus nodes (gateways) . 328.1 - Hom

8、ologation 328.2 - Homologation procedure 328.3 - Approval of the test laboratory 329 - Other matters. 33Appendix A - List of information to be transmitted (Version 002.02, valid from 01.08.2005) 35Appendix B - Composition of the R telegrams . 36B.1 - Composition of the R1 telegram (Version 002.02, v

9、alid from 01.08.2005). 36B.2 - Composition of the R2 telegram (Version 002.02, valid from 01.08.2005). 36B.3 - Composition of the R3 telegram (Version 002.02, valid from 01.08.2005). 36Appendix C - Inauguration and Mapping Server. 37C.1 - Concept of the train inauguration (Version 002.02, valid from

10、 01.08.2005) . 37C.2 - UIC Mapping Server - Specification (Version 002.02, valid from 01.08.2005) 55C.3 - Construction of the inauguration frame (Version 002.02, valid from 01.08.2005) 84Appendix D - Process Data Marshalling (PDM) - Specification (Version 002.02, valid from 01.08.2005) 91D.1 - Intro

11、duction. 91D.2 - Marshalling types 91D.3 - Marshalling Modes 92D.4 - Data paths in PDM 92D.5 - PDM Operation. 94D.6 - PDM Function. 96556-0ORAppendix E - Vehicle properties and collective addresses. 99E.1 - List of static vehicle properties (Version 001.02, valid from 01.08.2005) . 99E.2 - List of d

12、ynamic vehicle properties (Version 001.02, valid from 01.08.2005) 99E.3 - List of collective addresses (Version 001.02, valid from 01.08.2005). 99Appendix F - TCN Data Types (Version 001.02, valid from 01.08.2005) . 100F.1 - Presentation and encoding of transmitted data 100F.2 - Data ordering 100F.3

13、 - Notation for the primitive types . 101F.4 - Structured types 107F.5 - Natural alignment 110F.6 - Notation for the TIMEDATE48 type 110Appendix G - Homologation Procedure for Train Bus Nodes (Version 001.01, valid from 01.08.2005) 112G.1 -Foreword. 112G.2 -General prescriptions 112G.3 -Procedure .

14、112G.4 -Contact details 114Appendix H - Conformance testing (Version 001.02, valid from 01.08.2005). 116H.1 - Definitions. 116H.2 - General. 117H.3 - Train configurations 119H.4 - Guidelines to conformance testing execution. 123H.5 - Test bed 124H.6 - Test suites 125Appendix I - Type approved train

15、bus nodes in vehicles that run in international services (Version 001.02, valid from 01.08.2005) 214Appendix J - Modification list (Version 002.02, valid from 01.08.2005) 215List of abbreviations 216Glossary .218Bibliography .220556-0OR556OR1SummaryThis leaflet defines the requirements for data tran

16、smission equipment on RIC coaches. The requirements may also be applied to other coaches, driving trailers, traction vehicles and multipleunits.The purpose of this leaflet is to:- fully document the requirements of all users, align them and set them out in standard form,- provide guidelines for the

17、technical solution adopted for the train bus and the physicalcharacteristics of the transmission cable,- Lay down and specify the details of the requirements of the various UIC Committes as listed inAppendix A - page 35.Concrete train bus applications for certain functionalities are not dealt with i

18、n UIC Leaflet 556. Theyare contained in other leaflets administered by the UIC bodies responsible for the respective vehiclecomponents.1 - GeneralThe object of the train bus is to transmit information of all types from any vehicle of a train or multipleunits in passenger service into one or more oth

19、er vehicles of the same train.With the help of the train bus- the operating process should be made more flexible by increased and differentiated remotecontrol possibilities,- the work of the Operating Department staff should be made easier,- the safety of passenger traffic should be increased,- addi

20、tional functionalities should be opened up in passenger traffic as, for example, automatic brake testing, comprehensive information and service for the passengers, general use of diagnostic techniques in the vehicles, saving of energy.556OR2O 2 - Scope2.1 - BasisThe present requirements apply to a h

21、omogenous train formation, in which in the undamagedcondition all vehicles are either completely bus compatible or only suitable for train inauguration andparticipate in bus traffic.2.2 - Special casesThe equipment should be partly usable if cable vehicles are fitted between bus capable vehicles,whi

22、ch do not actively take part in the bus traffic, but allow the unhindered transmission of informationwithin the train composition.If passenger trains are made up of individual coaches or vehicles with damaged bus connections, thenthe conventional functions of the remote control and information as sp

23、ecified in UIC Leaflet 558 (seeBibliography - page 220) are controlled by it and not by the train bus. In detail these are:- remote control of the doors as specified in UIC Leaflet 560;- remote control of the lighting as specified in UIC Leaflet 555;- passenger address throughout the train by means

24、of loudspeaker equipment as specified in UICLeaflet 568 (see Bibliography - page 220).Should, in this special case, further functions be necessitated over the train bus, then operatingregulations should be introduced and application side precautions taken.On trains made up of vehicles that do not ha

25、ve transmission cables the operation should be doneconventionally without using the train bus.556OR33 - Laying down the Standard3.1 - Classification of UIC Leaflet 556This Leaflet has the function shown in Fig. 1 of a connecting element between the functions of thetechnical applications (application

26、) in passenger coaches, traction units and multiple unit trains e.g.for traction control, brake control, door control, passenger services, diagnostics etc. and the datatransmission specified in IEC Standard 61375 Train Communication Network TCN for the train bus -Wire Train Bus (WTB) (see List of ab

27、breviations - page 216 and Bibliography - page 220).Fig. 1 - UIC-Leaflet 556 as connecting element between IEC Standard 61375 (TCN) and the functions of the UIC applicationsThe functionalities of the application of the UIC train bus are shown in Appendix A - page 35. It is notpossible in most cases

28、to allow the signals or data transmitted over the train bus to directly affect theindividual control systems or vehicle components or to obtain signals from these. Signals whichcontain the necessary information must, therefore, be defined with a view to the use of the train busfor the individual fun

29、ctionalities. These signals must be translated by the application, in order toachieve the necessary independence from concrete technical solutions. In addition it should bespecified what the time response for the individual pieces of data must be and how the applicationshould behave when faced with

30、irregularities and defects in the data traffic.Operator (e.g. driver, train staff)UIC Application Leaflet 556IEC 61375(TCN - Standard for WTB)traction UIC Leaflet 647brakesUIC Leaflets 54Xdoor controlUIC Leaflets 560/660diagnosisUIC Leaflet 557Data R Data E (process data) (message data)556OR4O 3.2 -

31、 Train Communication Network - TCNThe IEC-Standard 61375 Train Communication Network TCN specifies the data transmission in trainsthrough the train bus (Wire Train Bus). UIC Leaflet 556 is based on this standard. Consequently it ismandatory to use the TCN standard in its Wire Train Bus (WTB) element

32、s for the achievement of adata transmission system. The use of the data formats, protocols etc. defined in it or the functionsoffered through the user interface (application interface) is binding.O 3.3 - UIC Leaflet 556This Leaflet specifies the parameters with which the functions of IEC 61375 are u

33、sed in a standardway in the case of a “UIC“ use. This ensures that all vehicles built to this specification speak the samelanguage over the train bus.The Leaflet also specifies all the necessary details of all the information to be exchanged on the trainbus of trains and vehicles that run in interna

34、tional traffic (see Appendix A - page 35 and B - page 36as weel as point C.3 - page 84. These definitions apply up to the interface, from and to theapplications, and are kept so general that they are not dependent on concrete technical solutions. Inaddition it is specified how the time behaviour for

35、 the individual information must be and how theapplication must react to irregularities and defects in the data flow.The modification procedure for the leaflet is described in point 7 - page 29.In addition, the UIC train bus offers the possibility of achieving national or bi- or multinationalapplica

36、tions through the use of the UIC parameters. This is explained in Appendix B - page 36 andcan be done independently or in addition to the UIC application.O 3.4 - ApplicationsThe functions of the applications of the UIC train bus, that is to say the regulations of how to achievea uniform process of g

37、enerating and processing the information to be transmitted, are specified inspecial UIC leaflets for such applications, some of which still have to be written (see UIC Leaflet 557for diagnostics in passenger coaches, UIC Leaflet 647 for traction control, UIC Leaflet 541-5 for EPbrakes and emergency

38、brake shorting out, UIC Leaflet 560 for doors in passenger coaches, UICLeaflet 568 for public address, UIC Leaflet 176 for passenger information systems etc. seebibliography - page 220).These UIC leaflets are prepared and updated by the UIC technical Committees responsible for theseapplications. The

39、se leaflets also contain the conditions for the necessary tests of these applicationsfor conformity.556OR54 - Specifications for the hardware4.1 - Bus structure4.1.1 - PrinciplesThe train bus must be able to operate with between 2 and 22 vehicles with a maximum of 32 train busnodes and a transmissio

40、n cable length (source sink) of up to 850 m.At least one train bus node is planned per vehicle. For redundancy purposes it is recommended thattwo train bus subscribers are used on traction units (see Glossary - page 218) and for the busconnection of the driving cab equipment of driving trailers (thi

41、s also applies to multiple units). In thiscase, one of the two redundant train bus subscribers is always active and the other is in cold standbymode.In the case of failure the activation of the train bus subscriber in cold standby is done automatically.Faults and remedies should however be diagnosed

42、, displayed and stored.The following maximum damping values based on the bit rate should be met:4.1.2 - Types of UIC train bus connectionFor the type of bus connection (see Fig. 2) a distinction should be made between- vehicles with individual train bus nodes,- traction units, driving trailers and m

43、ultiple units fitted with two redundant train bus nodes,- trainsets, i.e. groups of vehicles with a common train bus node for several vehicles (these can alsobe designed as redundant, if, for example, a driving trailer function is available).Fig. 2 - type of UIC train bus connectionA special form of

44、 the UIC train bus connection is given, if in one vehicle several different functions(traction or vehicle functions) are allotted to the train bus nodes present. In such a case care shouldbe taken that on the train bus level no functional conflicts occur.per train bus node 0,3 dBper vehicule (with s

45、hort-circuited train bus nodes) 0,5 dBper train 20,0 dBVehicle with individual nodeTractive units withredundant nodesVehicle busTrainset with common node for several vehiclesDriving trailer with redundant nodes556OR6To meet the error tolerance requirement of point 6.2 - page 27 two synchronously wor

46、king bus lineswith separate cables and plug devices between the vehicles shall be provided as shown in Fig. 3.O 4.2 - Cable for the transmission of information4.2.1 - Physical featuresThe cable for the transmission of information within the trains shall be designed as a shielded 2 corecable to guara

47、ntee defect-free transmission. Two redundant cable ways (line A and line B) shall beprovided (see Fig. 3).The physical features, the principle routing and the coupling in coaches of passenger trains aredescribed and specified in UIC Leaflets 558 and 541-5.For multiple units these conditions apply al

48、so in respect of the coupling between vehicles.Fig. 3 - Principle coupling of the train bus nodes on the cable4.2.2 - Additional features- The train bus cable must be designed as electrically isolated. This means a separated-potentialsubscriber interface. The cable used shall be kept exclusively for

49、 information transmission.- The shield of the train bus cable at the train bus nodes in the vehicles shall be connected to earthand may not be coupled through or connected between the vehicles. - The shields must be earthed whenever possible.The shield concept is specified in UIC Leaflet 558.Direction train bus nodes (vehicle or trainset):B AAABBLineUnit BLineUnit ALineUnit ALineUnit ALineUnit BLineUnit BNode Node Node12 21 212 1211 2556OR7Fig. 4 - Shield concept for the trains bus nodesO 4.3 - Train bus nodesThe electrical consumption of a train bus node from the bat