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Challenge D: A world of services for passengers

Development of 100Mbps-Ethernet-based Train Communication Network

1Junji Kawasaki, 1Makoto Sugaya, 1Akihiko Sobue, 1Kentarou Hoshino, 2Yutaka Sato, 2Koichi Nakanishi, 3Takashi Miyauchi, 3Tetsuo Komura

East Japan Railway Company, Saitama, Japan1;

Hitachi, Ltd , Mito, Japan2 , Mitsubishi Electric Corporation, Amagasaki, Japan3

Abstract

JR East has been developing a 100Mbps-Ethernet-based Train Communication Network (TCN), which is named “INtegrated Train communication/control networks for the Evolvable Railway Operation System (INTEROS). INTEROS’ main function is command transmission from a driver to onboard devices such as main

traction converters and brake control devices. In addition, INTEROS deals with various assistance functions for drivers and crews, data transmission function for passenger services and remote maintenance using status data from various on-board devices. In the near future, the system will send on-board bulk data to wayside systems at train operation centers and maintenance depots by using general-purpose wireless communication such as Worldwide Interoperability for Microwave Access (WiMAX). In order to verify the performance of transmission lines for Ethernet in a railcar, we developed

transmission lines including couplers and connectors in a test car (MUE-Train) and evaluated transmission characteristics, which are satisfied with the reference values for 100Mbps Ethernet. In addition, we have developed two INTEROS systems which have different system configuration, which are mounted on MUE-train. This paper describes the results of transmission experiments and the characteristics of two

INTEROS systems.

1. Introduction

Train communication network (TCN) has become central to control a whole train. It handles a lot of information such as train operation instructions from a driver to main onboard devices, status information of the devices, and various crew-assistance functions. East Japan Railway Company (JR East) has adopted Train Information Management System (TIMS)

as a TCN into more than 4,000 railcars mainly in Tokyo metropolitan area. TIMS contributes to reduction of train bus wires, assistance to train crews, and realization of automatic inspection of onboard devices. JR East tries to develop “Next-generation Railway Operation System in the Tokyo Metropolitan Area”

which will optimally allocate functions where TCN and wayside system can contribute to rational system work as a whole in good coordination [1]. Therefore, enhancement of scalability for TCN is required. However, present transmission capacity of TIMS’ train bus is limited to 10Mbps since its transmission scheme adopts ARCNET. Internet technologies have been widely used in various areas since its large capacity, cost

performance, and the number of engineers. Therefore, applying Ethernet technologies to rolling stock has been expected [2]. Meanwhile, International standardization of Ethernet-based TCN has proceeded in International Electrotechnical Commission / Technical Committee 9/ Working Group 43(IEC/TC9/WG43) as IEC61375 series. In above environment, higher functionality, scalability, reliability, and cost performance are required

for TCN. Thus, JR East has been developing 100Mbps-Ethernet-based TCN which is named INTEROS (INtegrated Train control/ communication networks for Evolvable Railway Operation System). In developing INTEROS, Ethernet technologies are adopted fully and its networks are reconstructed in response to various requirements. INTEROS has four development concepts: ”Enhancement of reliability”, ”Enhancement of service

level for customers”, ”Adaptation to Next-generation Railway Operation System in the Tokyo Metropolitan Area”, and “Adaptation to international standards”. As shown in Figure 1, networks are divided into four depending on functions. The Control Network deals with functions related to driving. The Status Monitoring Network collects information of onboard devices in order to realize detailed


assistance of maintenance work. The Information Network works for transmission of contents of pictures and movies for passengers. The Wayside Equipment Status Monitoring network collects status data of devices on the ground in order to realize remote maintenance of wayside equipment instead of manual inspection. Since INTEROS can collect large volumes of data from onboard devices, general-purpose wireless services such as WiMAX will connect train and system on the ground in the next stage of development.

Figure 1: Outline of INTEROS’ networks

2. Development of Ethernet transmission line in railcars

2.1 Ethernet transmission characteristics in present railcars

Before developing onboard 100Mbps Ethernet transmission lines including connectors and couplers, we measured transmission performance using present lines for TIMS. Figure 2 shows the composition of the transmission experiments. In order to evaluate most severe conditions for transmission, we simulate a transmission line between two trains, which includes electrical couplers that are widely used in JR East’s commuter trains. While shield-twisted-pair cables are used, the shield is interrupted in the couplers. Furthermore, the cables are unshielded and untwisted at the terminal in a junction box. Since any standards are not regulated for 100Mbps Ethernet for railcars, we refer the standards for

Ethernet. ISO/IEC11801 (Information technology — Generic cabling for customer premises Specifications for transmission) is referred in 100BASE-TX which is a standard for 100Mbps Ethernet regulated by IEEE802.3. In ISO/IEC11801, 100BASE-TX is equivalent to Class D, which is used as a reference value in Figure 3. As for Insertion Loss and Crosstalk, the quality of the transmission line has no enough margins though it satisfies the reference values. As for Return Loss, it goes over the limits. In addition, when we impressed specific noises on the line, we observed some errors on Ethernet transmission. We assumed that the reasons why the results in Figure 3 are followings;

(1) At the connecting points in connectors, couplers and junction boxes, impedance does not match. This causes deterioration of transmission such as reflection and crosstalk of signals.

(2) At the connecting points in connectors, couplers and junction boxes, shielding is disconnected. Disconnection of shield causes deterioration of anti-noise performance.

Automatic train protection

Rolling stockcenter

Maintenancecenter

Measuringdata

Dispatcher

Broad wirelesscommunication

Failure data

Door

Diagnosis data and monitoring data for control devices

Maintenanceserver

Status dataMaintenance data

Propulsionsystem

Central unit

Monitor

Central unit

Central unit

IT service

Measured data of trolley wire, rail irregularity, etc.

BCU

Control command, feedback data, operation data, etc.

Security camera

Information for passengers and crews

Destination Indicator Information displaysfor passengers

Command data for service devices and monitoring data

Train numberIndicator

ControlNetwork

Status Monitoring Network

InformationNetwork

Wayside EquipmentMonitoring Network

AdvertisementVideo contents

Broadcasting device

Aux.powersystem


Figure 2: Composition of transmission experiments for existing lines

Table1: Components of existing lines Component Name of product

Electrical coupler KE154-21&22 Junction box (LJB) KE158 (Low-voltage Junction Box with 55 core cable) Cable SEV102S-1.25sq (Shield Twisted Pair Cable) Connector GTC6L-36 (56 pin connector for control box)

QE4301-50S-F0 (55 pin connector for control unit)

Figure3: Results of transmission characteristics for existing lines

2.2 Development of transmission line for 100Mbps Ethernet

In order to solve technical problems described in the section 2.1, the following improvements are tried in INTEROS.

(1) Adopting cables which satisfy regulations of 100BASE-TX (equivalent to Class D of ISO/IEC11801)

Criterion Value

Meadured value

Insertion Loss

Frequency（MHz）

Including Junction BoxExcluding Junction Box

Criterion Value

Meadured value

Insertion Loss

Frequency（MHz）

Including Junction BoxExcluding Junction Box

Frequency（MHz）

Measured Value

Exceeding the criterion value Criterion Value

Including Junction Box Excluding Junction Box

Return Loss

Frequency（MHz）

Measured Value

Criterion Value

Crosstalk

Electricalcoupler

Connector

JunctionboxControl box

Junctionbox Control box

Control unit Control unit

Connector Connector

Cable analyzer(Main)

Cable analyzer(Remote)

Terminal

Connector

TerminalElectricalcoupler

Connector


Junctionbox Control box

Control unit Control unit

Connector Connector



Terminal

Connector

Terminal


(2) Improving impedance matching at the connection of cables and connectors. This can be expected to take effect on quality of transmission.

(3) Eliminating disconnection of shield at the connecting points. (4) Eliminating junction terminals inside of junction boxes for transmission lines. (5) Keeping Ethernet transmission line away from 100V control lines as far as possible

Figure 4 shows electrical couplers developed. The first type KE154EX-1&2 adopts developed connectors which keep 100 ohm impedance and shielding at the connecting points, in order to improve transmission quality and anti-noise performance. In addition, the area of Ethernet transmission line is located away from one of 100V control lines. On the other hand, adapting traditional connecting pins, shielding of KE154EX-3&4 is interrupted at

the connecting points. In this coupler, unshielded area inside the coupler’s box is minimized and impedance matching is improved by optimal allocation of four pins. Connectors developed for control boxes and control units are shown in Figure 5. The same design

concepts regarding shielding and impedance matching are adopted.

KE154EX-1&2

KE154EX-3&4

Figure 4: Electrical couplers developed for 100Mbps Ethernet

Figure 5: Connectors developed for 100Mbps Ethernet

2.3 Characteristics experiments for transmission line for Ethernet

Using couplers and connectors shown in Figure 4 and 5, we set up transmission lines which simulate lines between two trains in laboratory. The composition of the experiments is shown in Figure 6.

Area of Ethernet transmission lines Area of DC100V

wire control lines

Area of DC100V wire control lines

Area of Ethernet transmission lines

Connector for control boxes: “JK4”

Connector for control units: “QE5”


Figure 6: Composition of transmission experiments for developed lines

Table 2: Components of developed lines

Component Name of product Electrical coupler KE154EX-1&2 / KE154EX-3&4 Cable SEV104S-1.25sq,

PROFINET Type C cable Connector JK4(for a control box)

QE5,Dynamic connector D3000(for a control unit)

Figure 7: Results of transmission characteristics for developed lines (Using KE154EX-1&2)

Figure 7 shows the results of transmission characteristics which are insertion loss, reflection loss, and crosstalk. In each graph, the results satisfy the limits regulated in ISO/IEC11801 class D and have enough margins. In addition, we evaluate characteristics of couplers and connectors and they individually satisfy ISO/IEC11801 class D.

-40

-5

-10

-15

-20

-25

-30

-35

Insertion Loss

Criterion Value

Measured Value

100 90 80 70 60 50 40 30 20 10

Frequency (MHz)

dB

0

0

-80

-10

-20

-30

-40

-50

-60

-70

Return Loss

100 90 80 70 60 50 40 30 20 10

Frequency (MHz)

dB

0

0Criterion Value

Measured Value

-80

-10

-20

-30

-40

-50

-60

-70

Crosstalk

Criterion Value

Measured Value

100 90 80 70 60 50 40 30 20 10

Frequency (MHz)

dB

-90

-100 0

0

Electricalcoupler

Connector


Junctionbox

Connector

Control boxControl unit Control unit

Connector Connector



Electricalcoupler

Connector


Junctionbox

Connector


Connector Connector




Figure 8: Composition for noise experiments and a noise pattern

In addition to transmission characteristics, we evaluated noise tolerance. Figure 8 illustrates the

composition of noise experiments. In practical railcars, noise environment around electrical couplers between trains can be regard as the most severe, since solenoid valve signals are passed near the transmission line as a noise source as shown in Figure 4. They are used for control of pantographs, emergency brake and doors. In Figure 8, a noise pattern of the experiment is illustrated. A control wire is impressed DC100V in 12

cycles during 240sec by the solenoid valve.

Table 3: Results of BER

Electrical coupler Signal amplitude

Bit Error Rate (BER)

KE154EX - 1&2

Standard 2Vp-p 0.00

Amplified 8Vp-p 0.00

KE154EX - 3&4

Standard 2Vp-p 1.24 x 10-9


Table 3 shows the results of noise tests. In case that KE154EX – 3&4 is used for a coupler, BER(Bit

Error Rate) is 1.24x10-9 for standard signals. That is improved due to adapting amplified signals. For the transmission line using KE154EX -1&2, no error is observed.

2.4 Experiment using a test car

In order to verify the developed transmission line, JR East remodeled a test car and mounted the lines. Figure 9 shows the appearance of the test car, which is named “MUE-Train” [3]. MUE-train was used as a commuter train and remodeled in order to verify various system and device for the future commuter train. As described in the next chapter, an electrical coupler is mounted to simulate two trains. It has six cars and No.4 car was removed when remodeling. Table 4 shows main specifications of MUE-Train.

The cycle of the solenoid valve’s actuation

100

0

(V)

(sec)･･･

10 20 30 240230 24023040

1cycle(20sec)

ED DB

F

A A

B

CC

G

A: Measurement deviceB: Connector for a control unitC: Connector for a control boxD: Junction boxE: CouplerF: Cable bundleG: Solenoid valve


Figure 9: MUE-Train

Table 4: Specifications of MUE-Train Model number 209 series Max speed 110 [km/h] Motorcar /Trailer ratio 4M2T AUX. inverter 260[KVA x 2] Propulsion system 3-Phase voltage source and 2-Level PWM Inverter Main motor Squirrel-cage induction motor 80[kW]

Composition of transmission lines is illustrated in Figure 10 (Between No.3 to No.5 car) and Figure

11 (Between No.6 to No.7 car). The coupler in Figure 9 is KE154EX-1&2 indicated in Figure 4. Though the transmission line goes into junction boxes, it connects directly to a control box through developed connectors instead of using junction terminal pins, as described in 2.2. Jumper couplers are mounted between cars except for No.3 and No.5 cars. An example of

composition of transmission is illustrated in Figure 11. A developed jumper coupler follows the same design guidelines as the ones that automatic couplers have. They are continuous shielding, an optimal allocation of contact pins, and division of Ethernet transmission area and 100V control area.

Figure 10: Composition of transmission lines between No.3 and No.5 car

Figure 11: Composition of transmission lines between No.6 and No.7 car Although transmission characteristics of all the sections between cars are measured, one example

is showed in Figure 12, which indicates the characteristics of the transmission lines between No.3 and

Electricalcoupler

Connector


Junctionbox

Connector

CabControl unit Control unit

Connector Connector



Electricalcoupler

Connector


Junctionbox

Connector

CabControl unit Control unit

Connector Connector



Jumpercoupler

Connector

Control box

Connector


Connector Connector



Jumpercoupler

Connector

Control box

Connector


Connector Connector




No.5 car. Insertion loss is worse than the result obtained in the laboratory (Figure 7), since we need to add some cables in order to connect control boxes under a car body to measuring instruments on the floor. The total length of the lines between analyzers placed on the floor is 90m, while one in the laboratory was 40m. Thus, we assume that all the characteristic satisfy the reference values and have enough margins.

Figure 12: Results of transmission experiments in MUE-Train (between No.3 and No.5 car) Furthermore, we evaluated the error rate in a practical communication. Table 5 shows the results of

Bit Error Rate (BER). In the amplified signals, there is no error. Evaluation for both the standard signals and the transmission lines using KE154EX-3&4 will be done in the next stage.

Table 5: Results of BER

Location Coupler Signal amplitude

Bit Error Rate (BER)

No.1 – No.2 Jumper Coupler KE102EX-1


No.3 – No.5 Electrical Coupler KE154EX-1,2


No.6 – No.7 Jumper Coupler KE102EX-2


3. Development of control network 3.1 Redundancy of control network As described in 1st Chapter, networks of INTEROS are divided into four depending on their functions.

The control network works for a driving function. Since the driving function has the highest importance in all the TCN function, it must have a redundant structure in order to prevent a single failure from bringing on a fatal system failure. INTEROS adopts a parallel structure as shown in Figure 13, while TIMS has been using a ladder structure due to its high reliability. The parallel structure’s reliability is in an almost same level as the ladder’s one, though ladder structure’s theoretical reliability is slightly higher. In addition, since the parallel structure is simple, the system is easily realized by general-purpose technologies.

Insertion Loss

-5

Criterion Value

Measured Value

Frequency (MHz)

dB0

-10

-15

-20

-25

-30

-35

-400 10 20 30 40 50 60 70 80 90 100

Insertion Loss

-5

Criterion Value

Measured Value

Frequency (MHz)

dB0

-10

-15

-20

-25

-30

-35

-400 10 20 30 40 50 60 70 80 90 100

Insertion Loss

-5

Criterion Value

Measured Value

Frequency (MHz)

dB0

-10

-15

-20

-25

-30

-35

-400 10 20 30 40 50 60 70 80 90 100

Frequency (MHz)0 10 20 30 40 50 60 70 80 90 100

-60

-50

-40

-30

-20

-10

0Return Loss

Criterion Value

Measured Value

dB

Frequency (MHz)0 10 20 30 40 50 60 70 80 90 100

-60

-50

-40

-30

-20

-10

0Return Loss

Criterion Value

Measured Value

dB

-60

-50

-40

-30

-20

-10

0

-70

-80

-90

-100

Frequency (MHz)0 10 20 30 40 50 60 70 80 90 100

Criterion Value

Measured Value

Crosstalk

-60

-50

-40

-30

-20

-10

0

-70

-80

-90

-100

Frequency (MHz)0 10 20 30 40 50 60 70 80 90 100

Criterion Value

Measured Value

Crosstalk


Figure 13: Redundancy design Under the above parallel structure, INTEROS adopts two types of system configuration for the

control network. One type is an integrated type, which is called as “INTEROS-A”. The other is an autonomous decentralized type, which is called “INTEROS-C”. 3.2 Integrated type (INTEROS-A) TIMS has a network device which is called “terminal” in each car. The terminal connects all the

onboard devices in a car to TIMS. On the contrary, INTEROS-A centralizes the function of terminals and allocates a terminal in a set of cars, which is called “unit”. The unit usually consists of 3 to 5 cars and conforms to a control unit for a traction system. This new terminal in a unit can eliminate a number of network devices, which will realize a reliable system. INTEROS’ terminal has an allocation function of electrical and mechanical braking force with transferring most of TIMS-terminal’s functions to a central unit. Transmission function for network devices and onboard devices in a driving cabin is controlled by a central unit in TIMS, while transmission for onboard devices connecting with a terminal is controlled by the terminal. In INTEROS-A, since all the transmission is controlled by a central unit, all the traffic from a device to a device is synchronized. 3.3 Autonomous decentralized type (INTEROS-C) In INTEROS-C, functions which TIMS has in a terminal are collected in a central unit. Therefore, the

function of INTEROS-C’s terminal can be focused on communication with onboard devices. This enables the system to eliminate computing function in terminals, which will achieve a reliable system. In order to make clear the differences from TIMS’ central unit and terminal, they are named as “train- control unit” and “router”. While INTEROS-A has synchronized-type communication, INTEROS-C adopts non-synchronized one, where transmission between routers does not synchronize with communication between a router and onboard devices. A train-control unit does not work for control of transmission timing. Therefore, INTEROS-C can be designed as an autonomous system. This brings about realization of functions without a train-control unit’s control. For example, a fault-tolerant function a train can be driven even if all the train-control units are down.

Switch Switch Switch


End device

End device

End device

Ladder type network



End device

End device

End device

Ladder type network



End device

End device

End device

Parallel network



End device

End device

End device

Parallel network


Table 6: Characteristics of two types of INTEROS System Configuration

TIMS (Existing system)

Computation Transmission

Enddevice

Enddevice

ComputationTransmission

Enddevice

Enddevice


Enddevice

Enddevice

Central unit Terminal unit Terminal unitComputation Transmission

Enddevice

Enddevice


Enddevice

Enddevice


Enddevice

Enddevice

Central unit Terminal unit Terminal unit

Integrated type (INTEROS-A)


Enddevice

Enddevice

Enddevice

Enddevice


Enddevice

Enddevice

Central unit Terminal unit

Terminal units’transmission is

synchronized with a central unit.


Enddevice

Enddevice

Enddevice

Enddevice


Enddevice

Enddevice

Central unit Terminal unit

Terminal units’transmission is

synchronized with a central unit.

Autonomous decentralized type

(INTEROS-C) Computation

Transmission

Enddevice

Enddevice

Transmission

Enddevice

Enddevice

Transmission

Enddevice

Enddevice

Router

Central unit(Train-control unit)

Transmission

Computation

Router Router

Computation

Transmission

Enddevice

Enddevice

Transmission

Enddevice

Enddevice

Transmission

Enddevice

Enddevice

Router

Central unit(Train-control unit)

Transmission

Computation

Router Router

3.4 Installation to the MUE-Train 3.4.1 System configuration In order to verify operation of INTEROS in practical railcars, JR East remodeled a test train “MUE-

Train” and mounted INTEROS’ network devices and various devices compatible with INTEROS. Figure 13 shows system configuration in MUE-Train. INTEROS-A is mounted on a half of the train, while INTEROS-C is in the other half. In both type of INTEROS, devices in a driving cabin such as a master controller (driver’s handle) and train number indicators are connected to a central unit through an Ethernet switch. Other onboard devices in each car such as main inverters and brake control units are connected to INTEROS through routers or HUBs. Gateway devices compensates for differences between two types of INTEROS. Therefore, they are located in car No.3 and 5. In order to realize the concept of INTEROS-A described in 3.2, a terminal is located only in No.3 car. Since the front car and No.2 car do not have any terminal, onboard devices except for devices in driver’s cab are connected to the terminal through a HUB in each car. In INTEROS-C, a central unit (train-control unit) is mounted in No.7 car and connected to a router.

As described in 3.3, all the devices are connected with the system through routers.

Figure 14: System configuration of INTEROS in MUE-Train

M M’ M M’

No.7

Tc’Tc

No.6 No.5 No.3 No.2 No.1

Train-control

unit

Router Router Router Gatewaydevice

Gatewaydevice

Terminalunit

HUBdevice

HUBdevice

HUBdevice

HUBdevice

Centralunit

Onboarddevices Devices

Driver’s cab

Onboarddevices

Onboarddevices

Onboarddevices

Onboarddevices

OnboarddevicesDevices

Driver’s cab

Central Unit

HUB

INTEROS - C INTEROS - A

M M’ M M’

No.7

Tc’Tc

No.6 No.5 No.3 No.2 No.1

Train-control

unit

Router Router Router Gatewaydevice

Gatewaydevice

Terminalunit

HUBdevice

HUBdevice

HUBdevice

HUBdevice

Centralunit

Onboarddevices Devices

Driver’s cab

Onboarddevices

Onboarddevices

Onboarddevices

Onboarddevices

OnboarddevicesDevices

Driver’s cab

Central Unit

HUB

INTEROS - C INTEROS - A


INTEROS’ network is basically based on Ethernet technologies. For process data which is transmitted cyclic between INTEROS and connecting devices, UDP/IP is adopted as a protocol. For message data such as devices’ bulk data, UDP/IP and TCP/IP are selected depending on its application. Table 7 shows basic specifications for the transmission in INTEROS. The voltage of transmission

between cars is selectable from 2Vp-p and 8Vp-p. In the present MUE-Train, the amplified signal (8Vp-p) is adapted with taking account of noise environment in railcars. The transmission between INTEROS and related devices is fixed on the standard signal (2Vp-p) since its noise environment can be estimated to be better than that of transmission between cars and compliance with standard 100BASE-TX is important in order to build general-purpose device interface.

Table 7: Main transmission specifications of INTEROS Item Specification

Transmission rate 100Mbps (100BASE-TX)

Signal amplitude Inter-car transmission 8Vp-p(Amplified) / 2Vp-p(Standard)

Transmission inside a car 2Vp-p(Standard)

Redundancy Control network Duplicated system Status monitoring network Single system Information network Single system

Protocol Control data UDP/IP Status data UDP/IP Message data TCP/IP,UDP/IP

Table 8 shows interfaces between INTEROS and onboard devices in MUE-Train. Since we take over

some devices which were used in MUE-train before remodeling, some interfaces remains to be legacy type.

Table 8: Interfaces of all devices in MUE-Train

Device type

Device name

Implementation in MUE-Train

Devices in a driver’s cab

INTEROS’ displays

100BASE-TX Master controller(Driver’s handle)

Broadcast unit(Cab) Automatic train protection device

Cab digital I/O Radio data transmission device RS-485(*)

Onboard devices Propulsion system

100BASE-TX Auxiliary power system

Brake control unit Broadcast unit(Passenger room)

Vehicle Digital I/O Door Not applicable(*)

Air conditioner 20mA current loop(*) Destination indicator

Train number indicator * These will be 100BASE-TX in a final version of INTEROS in business use.

3.4.2 Installation of network devices Figure 15 shows central units of INTEROS, which is placed in a driver’s cabin. Each unit contains

boards for the control network and the status monitoring network. Connectors are placed at the upper side of the central unit in INTEROS-A, following TIMS’ design.

On the contrary, connectors in INTEROS-C are placed at the front panel.


Figure 15: Central units 3.4.3 System verification by test running on business lines JR East has started running tests of MUE-Train with INTEROS since September of 2010. Because

main devices such as main inverters and brake control unit were mounted, not only verification of INTEROS but also verification of basic running performance of MUE-train has been done. The total running distance is about 4,300 km at the end of January of 2011. We confirm that Ethernet transmission performance and basic control of onboard devices. 4. Future work 100Mbps Ethernet enables us to collect data related to onboard devices’ maintenance and status of

wayside equipment. As described in figure 1, in the next stage of our development, we plan to establish a train-to-ground radio connection using general-purpose wireless communication such as WiMAX. 5. Conclusions JR East has been developing a next-generation train communication network, “INTEROS”, in order

to realize 100Mbps-Ethernet-based TCN. Transmission lines for 100BASE-TX are developed. Results of transmission experiments show that developed transmission lines are adapted to standards of 100BASE-TX. Two different systems are mounted in MUE-Train, aiming to improve reliability. Using INTEROS, a test car “MUE-Train” has successfully accomplished running tests on business lines.

References

[1] Y. Nakamura, Innovation of the Railway Operation System in the Tokyo Metropolitan Area, JR East Technical Review, No.15-Winter, http://www.jreast.co.jp/e/development/tech/pdf_15/Tec-at-04-07eng.pdf [2] M. Korekoda, T. Endo, H. Abiko. “Advanced commuter Train using Information Technology”, Computers in railways VIII, WIT Press, pp 23-32, (2002). [3] JR East’s homepage, http://www.jreast.co.jp/e/development/theme/trust/muetrain.html

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Development of 100Mbps-Ethernet-based Train Communication ... · Development of 100Mbps-Ethernet-based Train Communication Network 1Junji Kawasaki, ... Connector GTC6L-36 ... The