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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Train communication network – Wikipedia
The wire train 61735 has been designed for international passenger trains with variable composition, consisting of up to 22 vehicles. The maximum distance is determined on the restriction of a maximum allowed reply delay of The WTB also supports sporadic data transmission for diagnostics. Views Read Edit View history. Webarchive template archiveis links CS1 German-language sources de.
Train communication network
This page was last edited on 9 Augustat This separation is not always observed. Additionally more and more components are added to rail vehicles that need far more bandwidth than any field bus can provide e.
The multifunction vehicle bus connects individual nodes within a vehicle or in a closed train set.
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.
Up to 32 addresses can be dynamically allocated. MVB for critical operation such as traction control and signalling in the 6375 cab, and LON for uncritical and slow data transfer, but low-cost connections such as passenger displays and diagnostics.
Despite the similarities, no rail-manufacturer has considered FlexRay, since they valuated a common solution higher than a multitude of better busses. The plugs and sockets are the same as used by Profibus with two 9-pin Sub-D sockets per electrical device.
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. Retrieved from ” https: Still all the alternate vehicle buses are connected to the Wire Train Bus. The frames have a maximum payload of bits. 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 iecc combination of oec fieldbus for data transmission within trains.
When two train compositions join, the addresses are reallocated to form a new composition of vehicles with a sequential address.
Running FlexRay with 2. A unique property of the WTB is the train iecc Zugtaufe in which the newly connected vehicles receive an address in sequence and can iwc the vehicle side called port and starboard like in the marine so that doors open on the correct side. The content of the periodic and sporadic frames is governed by the UIC standard. No repeaters are foreseen since vehicles in between can have discharged batteries. But railways certification is costly and not always needed for uncritical applications such as comfort and passenger information.
The physical ic is using transmissions at a 1. Archived from the original powerpoint on MVB is similar to FlexRayboth have the “process data”, which is called “static segment” in FlexRayand “message data”, which is the “dynamic segment” 6375 are driven by a fixed TDMA scheme. 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.
Rail technologies Serial buses Automation. Ic medium consists of a duplicated shielded twisted pair cable, which runs in the UIC cables between the vehicles.
The MVB standard was introduced to replace the multitude of field buses in the train equipment. Since connectors are exposed and can oxidize, a current pulse is applied at connection establishment to evaporate the oxide layer, called fritting.
From Wikipedia, the free encyclopedia. The connector between the vehicles is the pole UIC connector. 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.
This was 61357 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. This explains why Kec 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.
This is not due to the communication technology: