The train communication network (TCN) is a hierarchical combination of two fieldbus for data transmission within trains. It consists of the Multifunction Vehicle Bus (MVB) inside each vehicle and of the Wire Train Bus (WTB) to connect the different vehicles. The TCN components have been standardized in IEC IEC and UIC have now been issued as a set of international standards to overcome this situation: IEC , the Train Communication Network. STANDARD. IEC. First edition. Electric railway equipment –. Train bus –. Part 1: Train Communication Network. Matériel électrique ferroviaire .
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MVB for critical 613755 such as traction control and signalling in the driver’s cab, and LON for uncritical and 63175 data transfer, but low-cost connections such as passenger displays and diagnostics.
The MVB standard was introduced to replace the multitude of field buses in the train equipment. Views Read Edit View history. The WTB operates cyclically to provide deterministic operation, with a period of 25 ms, used mainly for the traction control.
The train communication network TCN is a hierarchical combination of two fieldbus for data transmission within trains.
Train communication network
This separation is not always observed. Rail technologies Serial buses Automation.
Webarchive template archiveis links CS1 German-language sources de. A unique property of the WTB is the train inauguration Zugtaufe in which the newly connected vehicles receive an address in sequence and can identify the vehicle side called port and starboard like in the marine so that doors open on the correct side.
This page was last edited on 9 Augustat Vehicles without WTB node “conduction vehicles” are not counted.
Running FlexRay with 2. Archived from the original powerpoint on The plugs and sockets are the same as used by Profibus with two 9-pin Sub-D sockets per electrical device. No repeaters are foreseen since vehicles in between can have discharged batteries. This was intentional as the fight between the field busses raged in the s and the decision of the IEC that any of the eight field busses was a standard did not help plug-compatibility.
The connector between the vehicles is the pole UIC connector. But railways certification is costly and not always needed for uncritical applications such as comfort and passenger information.
Interfaces are listed by their speed in the roughly ascending order, so the interface at the end of each section should be the fastest. There is no inauguration, the addresses are statically allocated. The medium consists of a duplicated shielded twisted pair cable, which runs in the UIC cables between the vehicles. The wire train bus has been designed for international passenger trains with variable composition, consisting of up to 22 vehicles.
Since connectors are exposed and can oxidize, a current pulse is applied at connection establishment to evaporate the oxide layer, called fritting. Retrieved from ” https: This is not due to the communication technology: The multifunction vehicle bus connects individual nodes within a vehicle or in a closed train set. When two train compositions join, the addresses are reallocated to form a new composition of vehicles with a sequential address. The difference came from the fieldbus physical layer which assumes a phase-locked loop to decode the Manchester data, requiring a preamble to synthonize the decoder, while MVB operated principally with optical fibres where this method is useless, MVB’s decoding relies on zero-crossing detectors and Manchester pattern recognition.
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Up to 32 addresses can be dynamically allocated. The frames have a maximum payload of bits.
The maximum distance is determined on the restriction of a maximum allowed reply delay eic When total cost of ownership is considered, the cost of the hardware elements can easily be outweighed by additional engineering costs in the railways market with its small series.
Technical and de facto standards for wired computer buses.
This explains why 61357 and FIP have similar operation cyclic and event-drivenonly the arbitration method in case of multiple access differs, as MVB used a binary bisection mode relying of collision detection while FIP piggy-backed a “look-at-me” bit over periodic data. Additionally more and more components are added to rail vehicles that need far more bandwidth than any field bus can provide e. The MVB frames are not compatible with IEC fieldbus frames as it omits most of the preamble synchronization which is not required if zero-crossing detection is possible.
The WTB also supports sporadic data transmission for diagnostics. The physical level is using transmissions at a 1. MVB is similar to FlexRay16375 have the “process data”, which is called “static segment” in FlexRayand “message ief, which is the “dynamic segment” and are driven by a fixed TDMA scheme. Despite lec similarities, no rail-manufacturer has considered FlexRay, since they valuated a common solution higher than a multitude of better busses.
The content of the periodic and sporadic frames is governed by the UIC standard. Still all the alternate vehicle buses are connected to the Wire Train Bus.