2002 june 10, apta, baltimore, zuber-kirrmann 1 the iec / uic / ieee train communication network for...
Post on 28-Mar-2015
214 Views
Preview:
TRANSCRIPT
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 1
The IEC / UIC / IEEE Train Communication Network
for time-critical and safe on-board communication
Pierre Zuber, Bombardier Transportation, Pittsburgh, USA
Hubert Kirrmann, ABB Corporate Research, Baden, Switzerland
• What is the Train Communication Network ?• Wire Train Bus• Multifunction Vehicle Bus• Real-Time and Deterministic data transfer• Message Services• Available and Safe Architecture• Standardization of Vehicle data• ROSIN -TrainCom - ERRI projects • Conclusion
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 2
The IEC Train Communication Network
international IEC and IEEE standard for data communication aboard rail vehicles.
Vehicle Bus
Train Bus
Vehicle Bus Vehicle Bus
manufacturers:
Bombardier - ADtranz (CH, DE, SE)
ANSALDO (IT)
CAF (ES)
Firema, Ercole Marelli Trazione (IT)
Mitsubishi (JP)
Siemens (GB, DE)
Toshiba (JP)
Westinghouse Signals (GB)
railways operators:
Chinese RailwaysDB (Germany)FS (Italy)JRRI (Japan)NS (Netherlands)RATP (France)SNCF (France)
UIC (Union Internationale des Chemins de Fer) PKN (Poland)
developped by IEC TC9 (Electric Traction Equipment) with the collaboration of:
UITP (Union Internationale des Transports Publics)
Alstom (FR, GB, BE)
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 3
Objectives of the TCN
Define interfaces between programmable equipment's, with the aim of achieving plug-compatibility:
1) between vehicles
2) between equipment aboard a vehicle:
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 4
TCN’s network architecture
The Train Communication Network consists of:
• a Train Bus which connects the vehicles (Interface 1) and of
• a Vehicle Bus which connects the equipments within a vehicle (Interface 2).
vehicle bus devices
train bus
vehicle bus
node node node
vehicle bus vehicle bus
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 5
Wire Train Bus (WTB)
thousand of vehicles in daily operationreferences
1 Mbit/s over shielded, twisted wiresdata rate
32 (some vehicles may have more than one node)number of nodes
860 m, 22 vehicles (including passive, retrofit vehicles)covered distance
assigns to each node its sequential address and orientation
ERRI (European Rail Research Institute, Utrecht, NL)conformance
inauguration
standard communication interface between vehicles
25 ms cycle timeresponse time
open trains with variable composition such as UIC trainsmain application
nodenodenode
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 6
WTB traffic
Vehicles of different types communicate over the train bus for the purpose of:
telecontrol traction control: vehicle control:
diagnostics
passenger comfortseat reservation
1)
2)
3)
lights, doors, heating, tilting, ...remote, multiple traction,...
next station, delays, connections.
coaches for destination Xcoaches for destination Ylocomotive driving coach
driver's cabtrain attendantdiagnostic computer
equipment failures, maintenance information
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 7
WTB wiring
UIC specified a data cable ( 18 pole) compatible with the 13-pole UIC connector
Since there are normally two jumpers, wiring is by nature redundant
Fritting (voltage pulses) is used to overcome oxidation of contacts
UIC data cable
Line B
Line A
jumper
Line A
vehicle vehicleWTB cable
Line B
WT
B node
11
top view
2classic
UIC lines
jumper
classic
UIC lines
redundant nodes
2
WT
B n
ode
WT
B n
ode
Wiring over shielded twisted pairs, jumpers or automatic couplers between vehicles.
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 8
MVB paves the way to interchangeability of equipment and simplified maintenance.
MVB is important for:
• small equipment manufacturers(reduced bus diversity)
• vehicle assemblers(wider choice of suppliers, commissioning)
• railways operators(less maintenance and spare parts)
All MVB devices are interoperable: there exist no incompatible options
MVB - the standard vehicle bus
Why standardize the vehicle bus ?
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 9
Multifunction Vehicle Bus (MVB)
data rate
delay
media
number of stations
tens of thousand of vehicles in servicestatusup to 4095 simple sensors/actuators
1,5 Mbit/s
shortest period 1 ms
shielded twisted pairs and optical fibers
up to 255 programmable stations
cockpitpower line
diagnostics
radio
Train Bus
motor controlpower electronicsbrakes track signals
Multifunction Vehicle Bus
“standard interface for plug-compatibility between equipment on-board vehicles”
clock synchronization within a few microsecondtime distribution
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 10
Example: Vehicle Control Units
MVB
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 11
MVB wiring
The MVB can span several vehicles:
The number of devices under this configuration amounts to 4095.
Train Bus
devices
node
devices with short distance bus
repeaterMVB
The MVB can serve as a train bus in trains with fixed configuration, up to a
distance of 200 m (EMD medium) or 2000 m (OGF medium).
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 12
TCN combinations
MVBMVB
MVB MVB
MVB
860 m (without repeater)WTB(standard)
Open train
0 vehicle bus 2 vehicle busses(standard & not)
1 vehicle bus(standard MVB)
MVB or other(not standard)
Closed train
1 vehicle bus 0 vehicle bus
WTB(standard)
Connected train sets
1 vehicle bus200 m (without repeater)
200 m without repeater
not standard vehicle bus
0 node(conduction vehicle)
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 13
TCN protocols
both the train and the vehicle bus use the same protocols
- deterministic (periodic) transmission of time-critical process variables
- reliable, demand-driven messages in • point-to-point and • multicast
Net
wor
k M
anag
emen
t
Multifunction Vehicle Bus
Variables
Network
Session
Transport
Presentation
ApplicationInterface
Messages
ApplicationInterface
otherbus
Wire Train Bus
common
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 14
Train and Vehicle Bus Operation
State of the PlantResponse in 1..200 ms
Spurious data losses will be compensated at the next cycle
event
Sporadic dataSporadic Datatime
On-Demand Transmission
Events of the PlantResponse at human speed: > 0.5 s
• Initialization, calibration
Flow control & error recovery protocol for catching all events
• Diagnostics, event recorder
Basic Period Basic Period
State Variable Messages
... commands, position, speed
Periodic Transmission
Periodic Data
determinism is the condition for safe and available operation
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 15
WTB and MVB: Integrity and availability principles
Both WTB and MVB comply with IEC 60870-5-1 integrity (HD = 4 on TWP, 8 on fiber)
A study at Carnegie Mellon University fully confirmed TCN’s integrity.
The TCN architecture allows to build a network without a single point of failure.
Duplicated physical layer is the default, single line is also possible.
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 16
Further standardization
TCN laid the ground for standardization of data interchange not only betweenvehicles but also between vehicle and ground (signaling) and radio links
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 17
UIC (International Railways Union) train data
Electrical and data link interoperability is necessary, but not sufficient for interoperability
UIC556 cross-identification, process and message data formats
UIC556vehicle data
Once vehicles are able to communicate, they exchange their identification and capabilities:
e.g. “I am a traction vehicle, my weight is 50 T, my length 23 m,….“I support diagnostic data, passenger information, multiple traction,…”
To ensure “plug-and-roll”, UIC defined all traffic on the WTB:
The “mapping server” in each executes the protocol for cross-identification of the vehicles
UIC557diagnostic data
UIC647traction data
UIC176passenger info
IEC 61375 / IEEE 1473 train and vehicle bus, process and message protocols
operator-specific
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 18
ETCS - Eurocab
MVB is used as the vital on-board bus for Eurocab (European Train Control System).To this purpose, safety protocols on top of TCN have been developed
MachineInterface
Man-MVB
Interface
Brake
Interface
Track
Interface(s)
Balise Speed andDistance
MeasurementTraction
DataLoggerRadio
Clock
Computer
Vital
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 19
Safe Architecture
Safety protocols were developed for 2/3, 1/2 or coded processors, provide time-stamping, authentication and value check over cyclic services.
coded monoprocessor
F Fc
triple modularredundancy
F1
simplex sensor/actor duplicated sensor/actor triplicated sensor/actor
diverse programming
dumb devices(no application programming)
intelligentdevices
(application programs) F1 F2c
A B A B
and/or
and/orand/or
F2
and/or
untrusted bus
Single channel, dual redundant and triple redundant devices can interoperate.
Vital and non-vital devices of different origin can interoperate over the same MVB.
A CB
F F F
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 20
ROSIN - European Program
Device: Door controlMade by: WestinghouseYear: 1995Revision: 1998 May 19Parameters: position, status, indication, ......Maintenance messages:....1996 Jun 25 10:43 23" low air pressure1996 Jun 26 10:55 09" emergency open1996 Jun 26 11:01 17" manual reclose....
air conditioningpowerlight
doors
Universal Maintenance Tool
It defined data interchange for passenger vehicles, freight trains, radio links,…
This multi-year (and multi-million $) project of European Union based on TCN.
brakes
This work supported the parallel standardization in UIC 556 / 557
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 21
RoMain - Rosin Maintenance
Remote web access over radio was demonstrated on the Eusko train
remote RoMain clients
ROSIN server
ADtranzserver
Ansaldoserver
NetscapeInternet Explorer
Secure TCP/IP Network
servers
operators manufacturers
ERRI
Bus A node Bus BBus Anode
RoGate
radio proxy
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 22
IEEE standardisation
The IEEE Rail Transit Vehicle Interface Standard Committee influenced TCN
WG1 adopted TCN as IEEE 1473 Type T and defined interoperation with foreign components.
WG9 is working on information interchange standards and collaborates with UIC
LVB
LSB
WTB
other bus
MVB
MLgateway
MVBstation
MVBstation
MVBAdministrator
WTB node
Operation of mixed systems in the USA showed the importance of strict definition of interchanged data and how money spared by off-the-shelf is wasted in costly adaptations
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 23
TrainCom
The successful ROSIN project was followed by another European project: TrainCom.
TrainCom considers in particular:
- locomotive interoperability (multiple traction) in collaboration with UIC 647
- GSM radio links
MORANEMORANE
TrainComTrainCom
ERTMS kernelERTMS kernel
TTRAINRAIN
CCOMOM
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 24
Acknowledgements
To all engineers of ABB, Adtranz, AEG, Alstom, Duagon, ERRI, Firema, I.PRO.M, Siemens,…
To the railways people in UIC which dedicated years of work in the standard groups
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 25
Conclusion
TCN is a suite of communication and application protocols tailored for therailways, not just a field bus.
•
TCN imposed itself as the standard communication network in railways•
TCN (MVB) has been adopted in electrical substations and printing machinescapitalizing on the work done by the railways community.
•
•
• Work on TCN is not finished - UIC, TrainCom and IEEE RTVISC WG9 are at work…
UIC did a great job in the definition of the application data, the industry couldreadily support this effort in the ROSIN and TrainCom projects. IEEE RTVISCWG9 has adopted UIC 556 as the basis for IEEE 1473-T train busdata communication.
TCN is an open technology - there are no royalties, patents or copyrights.Anyone can build a TCN according to specs - chips are available.
TCN source code is available on www.traincom.org
•
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 26
Reserve slides
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 27
Why not Ethernet instead of WTB ?
Ethernet uses a star topography (point-to-point to a hub). A train has a linear topography.
Ethernet would need special hubs which recognizes right and left in each vehicle.
Hubs would be a single point of failure, a battery failure in a vehicle would stop the bus.
Hubs cannot be used for freight vehicles (no battery in the vehicles).
In spite of providing 100 times more speed then WTB, Ethernet real-time response is not better, because of overhead associated with transmitting numerous, small data items.
Ethernet is just a level 2 (up to data link) specification mutual identification of vehicles are yet to be developed.
IP and UDP are too slow for time-critical data (traction data), reconfiguration in case of failure takes several minutes.
there is no alternative to WTB as a train bus
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 28
Process Data transmission by source-addressed broadcast
The device which sources that variable responds with a slave frame containing the value, all devices subscribed as sink receive that frame.
The bus master broadcasts the identifier of a variable to be transmitted: Phase1:
Phase 2:
devices(slaves)
bus
subscribed subscribed
variable value
bus
busmaster devices
(slaves)source sink sink
subscribed devices
sink
subscribed device
subscribed device
variable identifier
busmaster source sink sink
subscribed devices
sink
devicedevice
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 29
The concept of real-time, distributed database
cyclic algorithms
cyclic algorithms
cyclic algorithms
cyclic algorithms
port address
application1
TrafficStores
Ports Ports Ports
application2
application4
sourceport
sinkport
port data
bus controller
bus controller
bus controller
sinkport
cyclic poll
bus controller
busmaster
application3
bus controller
bus
PeriodicList
Ports
Bus and applications interface through a shared memory, the traffic store.
Bus traffic and application cycles are asynchronous to each other.
Cyclic bus traffic blends with IEC 61331-style of programming
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 30
Hard Real-Time and Soft Real-Time
response time
probability probability
unbounded !
1 element 2 elements in series
still bounded !
t2t4
t2+t4t2t1
t1+t3
t1
t3hard(cyclic)
t1+t3
t1
t3
Determinism is not a bus, but a system issue.
response time
probability
unbounded !
soft(event-driven)
t2t1
e.g. vehicle bus and train buse.g. vehicle bus
bounded !
2002 June 10, APTA, Baltimore, Zuber-Kirrmann 31
number of devices: 37 ( including 2 bus administrators)
37 of 16 bits
16 ms 32 ms 64 ms 128 256
49 frames of 256 bits
30 frames of 128 bits
1024
65 frames of 64 bits18 of 32
period
% periodic time
occupancy is proportional to surface
total = 92%
Already today, long frames dominate
Locomotive 465 Frame Occupancy
top related