IEC 61375 PDF
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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Rail technologies Serial buses Automation. The connector between the vehicles is the pole UIC connector. The MVB standard was introduced to replace the multitude of field buses in the train equipment. The medium consists of a duplicated shielded twisted pair cable, which runs in the UIC cables between the vehicles.
The train communication network TCN is a hierarchical combination of two 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.
The plugs and sockets are the same as used by Profibus with two 9-pin Sub-D sockets per electrical device.
Train communication network
This is not due to the communication technology: Retrieved from ” https: Running FlexRay with 2. Technical and de 6137 standards for wired computer buses.
The wire train bus has been designed for international passenger trains with variable composition, consisting of up to 22 vehicles. There is no inauguration, the addresses are statically allocated.
This page was last edited on 9 Augustat Views Read Edit View history. The physical level is using transmissions at a 1.
MVB is similar to FlexRayiex have the “process data”, which is called “static segment” in FlexRayand 6375 data”, which is the “dynamic segment” and are driven by a fixed TDMA scheme. 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.
Still all the alternate vehicle buses are connected to the Wire Train Bus. Vehicles without WTB node “conduction vehicles” are not counted. No repeaters are foreseen since vehicles in between can have discharged batteries. The content of the periodic and sporadic frames is governed by the UIC standard.
This separation is not always observed. The WTB also supports sporadic data transmission for diagnostics. Since connectors are exposed and can oxidize, a current pulse is applied at connection establishment to evaporate the oxide layer, called fritting.
611375 for critical operation such as traction control and signalling in the driver’s cab, and LON for uncritical and slow data transfer, but low-cost connections such as ice 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. 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.
Train communication network – Wikipedia
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. The maximum distance is determined on the restriction of a maximum allowed reply delay of Webarchive template archiveis links CS1 German-language sources de. Archived from the original powerpoint on 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.
This explains why MVB 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. The multifunction vehicle bus connects individual nodes within a vehicle or in a closed train set.
Interfaces are listed by their speed in the roughly ascending order, so the interface at the end of each section should be the fastest.
Up to 32 addresses can be dynamically allocated. 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.
While the WorldFIP, CANopen, Lonworks and Profinet are controlled by international manufacturer associations targeting a wide range of application, MVB was tailored to the rolling stock application, with the goal of plug-compatibility, and therefore allows no options.
From Wikipedia, the free encyclopedia. Additionally more and more components are added to rail vehicles that need far more bandwidth than any field bus can provide e.
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