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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The physical level is using transmissions at a 1.

Train communication network

But railways certification is costly and not always needed for uncritical applications such as comfort and passenger information.

The plugs and sockets are the same as used by Profibus with two 9-pin Sub-D sockets per electrical device.

The wire train bus has been designed for international passenger trains with variable composition, consisting of up to 22 vehicles. The frames have a maximum payload of bits. Interfaces are listed by their speed in the roughly ascending order, so the interface at the end of each section should be the fastest. This page was last edited on 9 Augustat 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.

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The WTB also supports sporadic data transmission for diagnostics. 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 content of the periodic and sporadic frames is governed by the UIC standard. This separation 6375 not always observed. 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.

Webarchive template archiveis links CS1 German-language sources de. Technical and de facto standards for wired computer buses. The maximum distance is determined on the restriction of a maximum allowed reply delay of Still all the alternate iecc buses are connected to the Wire Train Bus. No repeaters are foreseen since vehicles in between can have discharged batteries. The multifunction vehicle bus connects individual nodes within a vehicle or in a closed train set.

Additionally more and more components are added to rail vehicles that need far more bandwidth than any field bus can provide e.

From Wikipedia, the free encyclopedia. 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.

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Vehicles without Jec node “conduction vehicles” are not counted. 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 is not due to the communication technology: Up to 32 addresses can 16375 dynamically allocated. Rail technologies Serial buses Automation.

Views Read Edit View history. The MVB frames are 6375 compatible with IEC fieldbus frames as it omits most of the preamble synchronization which is not required if zero-crossing detection is possible.

The train communication network TCN is a hierarchical combination of two fieldbus for data transmission within trains.

Train communication network – Wikipedia

The medium consists of a duplicated shielded twisted pair cable, which runs in the UIC cables between the vehicles. Despite the similarities, no rail-manufacturer has considered FlexRay, since they valuated a common solution higher than a multitude of better busses. Running FlexRay with 2. Archived from the original powerpoint on The WTB operates cyclically to 6175 deterministic operation, with a period of 25 ms, used mainly 6175 the traction control.

The MVB standard was introduced to replace the multitude of field buses in the train equipment.