IEEE 1570-2002 en The Interface Between the Rail Subsystem and the Highway Subsystem at a Highway Rail Intersection《公路铁路交叉时铁路子系统和公路子系统间的接口》.pdf

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1、IEEE Std 1570-2002IEEE Standards1570TMIEEE Standard for the InterfaceBetween the Rail Subsystem and theHighway Subsystem at a HighwayRail IntersectionPublished by The Institute of Electrical and Electronics Engineers, Inc.3 Park Avenue, New York, NY 10016-5997, USA18 October 2002IEEE Vehicular Techn

2、ology SocietySponsored by theRail Transit Vehicle Interface Standards CommitteeIEEE StandardsPrint: SH95022PDF: SS95022The Institute of Electrical and Electronics Engineers, Inc.3 Park Avenue, New York, NY 10016-5997, USACopyright 2002 by the Institute of Electrical and Electronics Engineers, Inc.Al

3、l rights reserved. Published 18 October 2002. Printed in the United States of America.Print: ISBN 0-7381-3367-1 SH95022PDF: ISBN 0-7381-3368-X SS95022No part of this publication may be reproduced in any form, in an electronic retrieval system or otherwise, without the prior written permission of the

4、 publisher.IEEE Std 1570-2002 (R2008)IEEE Standard for the Interface Between the Rail Subsystem and the Highway Subsystem at a Highway Rail IntersectionSponsorRail Transit Vehicle Interface Standards Committeeof theIEEE Vehicular Technology SocietyReaffirmed 10 December 2008Approved 11 September 200

5、2IEEE-SA Standards BoardAbstract: The logical and physical interfaces and the performance attributes for the interface be-tween the rail subsystem and the highway subsystem at a highway rail intersection are defined inthis standard.Keywords: highway rail grade crossing, highway rail intersectionIEEE

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22、 connection therewith. The IEEE shall not be responsible for identifying patentsfor which a license may be required by an IEEE standard or for conducting inquiries into the legal validity orscope of those patents that are brought to its attention.Copyright 2002 IEEE. All rights reserved.iiiIntroduct

23、ion(This introduction is not part of IEEE Std 1570-2002, IEEE Standard for the Interface Between the Rail Subsystem andthe Highway Subsystem at a Highway Rail Intersection.)A highway rail intersection (HRI) is the name given by the National Intelligent Transportation System (ITS)Architecture to a hi

24、ghway-rail grade crossing. The Federal Railroad Administration (FRA) denes a high-way-rail grade crossing as “a location where a public highway, road, street, or private roadway, includingassociated sidewalks and pathways, crosses one or more railroad tracks at grade.” This applies equally towhether

25、 the rail subsystem is part of the general system of freight railroads or part of the general passengerrail system including intercity passenger and commuter rail and rapid transit. The Federal Highway Admin-istration (FHWA) denes a highway-rail grade crossing as “the general area where a highway an

26、d a rail-roads right of way cross at the same level, within which are included the railroad tracks, highway, and trafccontrol devices for highway trafc traversing that area.” The FHWA continues on to dene a train as “one ormore locomotives, with or without cars, that operate on rails or tracks and t

27、o which all other trafc mustyield the right-of-way by law at highway-rail grade crossings.” This denition also applies to either mainlinerailroads or rail rapid transit systems.This standard denes the interface between the railroad side and the highway side of a highway-rail gradecrossing. One of th

28、e prime purposes of this interface has been to preempt trafc signal operation when atrain is approaching in order to allow trafc to clear from the vicinity of the crossing. Historically, this hasbeen done with a voltage conveyed by a pair of wires where the absence of the voltage causes the highwayt

29、rafc signal to begin its preemption operation. This interface is designed according to both fail-safe andclosed-loop principles (and is required to be so designed by federal regulations). This standard prescribes adigital communications interface providing equivalent functions while maintaining the

30、required safetyattributes. Within the dened interface, exibility has been provided for information to be provided that hasnot historically been available. As a minimum, this interface will support preemption operation as is pres-ently done by an interconnection circuit. Future upgrades in functional

31、ity are supported by this interface butthe user must be aware that this may increase the overall cost of the systems. This standard only allows forthe possibility of additional functionality on either side of the interface; it does not mandate that functional-ity. This standard also follows the arch

32、itecture dened in the National ITS Architecture.Figure INT-1 shows a typical installation of equipment at a highway-rail grade crossing. There was substan-tial discussion on the allocation of components within either the roadway or the railroad subsystem. Sincethis standard focuses on the interface

33、between the railroad wayside equipment terminator and the roadwaysubsystem, actual allocation of components is irrelevant as the interface is exible enough to support alterna-tive placements should they prove viable in the future. Figure INT-1 shows the predominant congurationfor existing equipment

34、(supported by existing or in-process standards). Clause 2 of this standard identiesexisting standards for these interfaces.ivCopyright 2002 IEEE. All rights reserved.All direct digital communications between the railroad and roadway systems take place via wayside equip-ment terminators in the railwa

35、y system and advanced transportation controllers (or highway trafc signalcontrollers) in the roadway system. This HRI interface standard species direct communications onlybetween wayside equipment terminators and advanced transportation controllers and does not cover commu-nications to/from/between

36、rail operations terminators and trafc management systems, which will be thesubject of a separate standard.Wayside equipment terminators consist of numerous railway control functions such as crossing controllers,grade crossing predictors, event recorders, etc. These functions typically reside in phys

37、ically separatedevices and communicate with one another via an internal communications network. This standard makesno assumptions about technologies used to implement any of the functions.Likewise, the advanced transportation controller may consist of numerous roadway control functions such asvehicl

38、e presence detectors, trafc controllers, etc. The advanced transportation controller is the National ITSArchitecture denition for the device that controls a variety of roadway functions. For this standard, it isintended that this ATC denition also apply to highway trafc signal controllers. Like the

39、railroad waysidefunctions, these roadway functions also communicate to one another via an internal communicationsnetwork. The HRI interface provides the means for control functions in either the wayside equipment termi-nators or the advanced transportation controllers to communicate with one another

40、.The HRI interface can be thought of as consisting of both a virtual (logical) component and a physical com-ponent. The virtual component provides the communications channel between functions in the waysideequipment terminators and the advanced transportation controllers. This component consists of

41、the messageformats and information content that ow between the two systems. The physical component of the HRIinterface facilitates the transfer of data between the internal data network within the wayside equipment ter-minators and the internal network within the advanced transportation controllers.

42、 This physical componentacts as a bridge between these two independent networks. The virtual and physical HRI interfaces are illus-trated in the point-to-point HRI interface conguration shown in Figure INT-2. The HRI physical interfacemay consist of either a simple point-to-point conguration as illu

43、strated, or as a multipoint-to-multipointinterconnection (i.e. network) of wayside equipment gateways and ATC gateways.Figure INT-1HRI interface overviewCopyright 2002 IEEE. All rights reserved.vAs shown in Figure INT-2, the HRI interface architecture consists of four functional entities:Wayside fun

44、ctions:These are the functions within the railroad wayside equipment terminator thatobtain, calculate, or otherwise generate the railroad system information that is to be transmittedacross the HRI interface to the roadway system. These functions may also process data received fromthe roadway system

45、over the HRI interface. There are typically multiple wayside functions within asingle wayside equipment terminator.Wayside gateway:The railroad wayside gateway function acts as both an internal router and an inter-face bridge controller. The wayside gateway is responsible for interfacing to the indi

46、vidual waysidefunctions within a wayside equipment terminator and routing outgoing HRI messages across the HRIinterface to the appropriate ATC gateway. Likewise, the wayside gateway function routes incominginformation received from an ATC gateway to the appropriate wayside function within the waysid

47、eequipment terminator.ATC gateway:The roadway ATC gateway function is the companion function to the wayside gate-way on the roadway side of the HRI physical interface. It routes incoming messages received overthe HRI interface to the appropriate ATC function over the internal ATC network. Likewise,

48、the ATCgateway also routes outgoing messages from the source ATC function to the appropriate waysidegateway.ATC functions:These functions are the companion functions to the wayside functions in the railroadsystem. The ATC functions are the functions within the advanced trafc controller that obtain,

49、calcu-late, or otherwise generate the roadway system information that is to be transmitted across the HRIinterface to the railroad system. Likewise, these functions may also process data received from therailroad system over the HRI interface. There are typically multiple ATC functions within a singleadvanced trafc controller.Figure INT-2HRI interfaceviCopyright 2002 IEEE. All rights reserved.The selection of the protocol standards for the HRI interface was driven by the following high-levelconsiderations:Railroad and roadway system i