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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This separation is not always observed. Retrieved from ” https: Despite the similarities, no rail-manufacturer has considered FlexRay, since they valuated a common solution higher than a multitude of better busses. Webarchive template archiveis links CS1 German-language sources de. The physical level is using transmissions at a 1.
The maximum distance is determined on the restriction of a maximum allowed ie delay of The frames have a maximum payload of bits. No repeaters are foreseen since vehicles in between can have discharged batteries. Vehicles without WTB node “conduction vehicles” are not counted.
MVB is similar to FlexRayboth have 63175 “process data”, which is called “static segment” in FlexRayand “message data”, which is the “dynamic segment” and are driven by a fixed TDMA scheme. The WTB also supports sporadic data transmission for diagnostics.
The wire train bus has been designed for international passenger trains with variable composition, consisting of up to 22 vehicles. Technical and de ice standards for wired computer buses.
Train communication network – Wikipedia
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. A unique property of the WTB is the train inauguration Zugtaufe in which the newly connected vehicles receive ifc 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. Rail technologies Serial buses Automation.
Archived from the original powerpoint on 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 ief, with the goal of plug-compatibility, and therefore allows no options.
Train communication network
The multifunction vehicle bus connects individual nodes within a vehicle or in a closed train set. The train communication network TCN is a hierarchical combination of two fieldbus for data transmission within trains. The plugs and sockets are the same as used by Profibus with two 9-pin Sub-D sockets per electrical device.
Interfaces are listed by their speed in the roughly ascending order, so the interface at the end of each section should be the fastest. From Wikipedia, the free encyclopedia. This was intentional as the fight between the field kec 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 63175 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 61357 data.
Still all the alternate vehicle buses are connected to the Wire Train Bus. Since connectors are exposed and can oxidize, a current pulse is applied at connection establishment to evaporate the oxide layer, called fritting. The medium consists of a duplicated shielded twisted pair cable, which runs in the UIC cables between the vehicles. But railways certification is costly and not always needed for uncritical applications such as comfort and passenger iwc.
This is not due to the communication technology: The connector between the vehicles is the pole UIC connector. 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 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.
The MVB standard was introduced to replace the multitude of field buses in the train equipment. Additionally more and more components are added to rail vehicles that need far more bandwidth than any field bus can provide e. There is no inauguration, the addresses are statically allocated. The content of the periodic and sporadic frames is governed by the UIC standard. This page was last edited on 9 Augustat The WTB operates cyclically to provide deterministic operation, with a period of 25 ms, used mainly for the traction control.
Running FlexRay with 2. Up to 32 addresses can be dynamically allocated. MVB 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 passenger displays and diagnostics.