SANS 53149-5-2009 Public transport - Road vehicle scheduling and control systems Part 5 CANopen cabling specifications《公共交通 道路车辆调度及控制系统 第5部分 CANopen电缆敷设规范》.pdf

《SANS 53149-5-2009 Public transport - Road vehicle scheduling and control systems Part 5 CANopen cabling specifications《公共交通 道路车辆调度及控制系统 第5部分 CANopen电缆敷设规范》.pdf》由会员分享，可在线阅读，更多相关《SANS 53149-5-2009 Public transport - Road vehicle scheduling and control systems Part 5 CANopen cabling specifications《公共交通 道路车辆调度及控制系统 第5部分 CANopen电缆敷设规范》.pdf（34页珍藏版）》请在麦多课文档分享上搜索。

1、 Collection of SANS standards in electronic format (PDF) 1. Copyright This standard is available to staff members of companies that have subscribed to the complete collection of SANS standards in accordance with a formal copyright agreement. This document may reside on a CENTRAL FILE SERVER or INTRA

2、NET SYSTEM only. Unless specific permission has been granted, this document MAY NOT be sent or given to staff members from other companies or organizations. Doing so would constitute a VIOLATION of SABS copyright rules. 2. Indemnity The South African Bureau of Standards accepts no liability for any

3、damage whatsoever than may result from the use of this material or the information contain therein, irrespective of the cause and quantum thereof. ISBN 978-0-626-21861-4 SANS 53149-5:2009 Edition 1 EN 13149-5: 2004 Edition 1SOUTH AFRICAN NATIONAL STANDARD Public transport Road vehicle scheduling and

4、 control systems Part 5: CANopen cabling specifications This national standard is the identical implementation of EN 13149-5:2004 and is adopted with the permission of the CEN; rue de Stassart 36, B 1050 Brussels. Commission. Published by SABS Standards Division 1 Dr Lategan Road Groenkloof Private

5、Bag X191 Pretoria 0001 Tel: +27 12 428 7911 Fax: +27 12 344 1568 www.sabs.co.za SABS This standard may only be used and printed by approved subscription and freemailing clients of the SABS.SANS 53149-5:2009 Edition 1 EN 13149-5:2004 Edition 1 Table of changes Change No. Date Scope National foreword

6、This South African standard was approved by National Committee SABS SC 71H, Information technology Intelligent transport systems, in accordance with procedures of the SABS Standards Division, in compliance with annex 3 of the WTO/TBT agreement. This SANS document was published in February 2009. This

7、 standard may only be used and printed by approved subscription and freemailing clients of the SABS.EUROPEANSTANDARD NORMEEUROPENNE EUROPISCHENORM EN131495 September2004 ICS35.240.60;43.080.20;45.060.01 SupersedesENV131495:2002 Englishversion PublictransportRoadvehicleschedulingandcontrolsystems Par

8、t5:CANopencablingspecifications TransportspublicsSystmesdordonnancementetde contrledesvhiculesroutiersPartie5:Spcificationsde cblageCanOpen ffentlicherVerkehrPlanungsundSteuerungssysteme frStraenfahrzeugeTeil5:FestlegungenfrCANopen Verbindungen ThisEuropeanStandardwasapprovedbyCENon21June2004. CENme

9、mbersareboundtocomplywiththeCEN/CENELECInternalRegulationswhichstipulatetheconditionsforgivingthisEuropean Standardthestatusofanationalstandardwithoutanyalteration.Uptodatelistsandbibliographicalreferencesconcerningsuchnational standardsmaybeobtainedonapplicationtotheCentralSecretariatortoanyCENmemb

10、er. ThisEuropeanStandardexistsinthreeofficialversions(English,French,German).Aversioninanyotherlanguagemadebytranslation undertheresponsibilityofaCENmemberintoitsownlanguageandnotifiedtotheCentralSecretariathasthesamestatusastheofficial versions. CENmembersarethenationalstandardsbodiesofAustria,Belg

11、ium,Cyprus,CzechRepublic,Denmark,Estonia,Finland,France, Germany,Greece,Hungary,Iceland,Ireland,Italy,Latvia,Lithuania,Luxembourg,Malta,Netherlands,Norway,Poland,Portugal,Slovakia, Slovenia,Spain,Sweden,SwitzerlandandUnitedKingdom. EUROPEANCOMMITTEEFORSTANDARDIZATION COMITEUROPENDENORMALISATION EURO

12、PISCHESKOMITEEFRNORMUNG ManagementCentre:ruedeStassart,36B1050Brussels 2004CEN Allrightsofexploitationinanyformandbyanymeansreserved worldwideforCENnationalMembers. Ref.No.EN131495:2004:E SANS 53149-5:2009This standard may only be used and printed by approved subscription and freemailing clients of

13、the SABS.EN 13149-5:2004 (E) 2 Contents page Foreword3 Introduction .4 1 Scope5 2 Normative references5 3 Terms and definitions .5 4 Requirements.6 4.1 General6 4.2 Cabling6 4.3 Devices and T-connectors 9 4.4 Connectors9 Annex A (informative) Data transmission trunk cable installation guidelines usi

14、ng minimum dead-end feeders 13 Annex B (informative) Repeater calculation example .14 Bibliography 16 SANS 53149-5:2009This standard may only be used and printed by approved subscription and freemailing clients of the SABS.EN 13149-5:2004 (E) 3 Foreword This document (EN 13149-5:2004) has been prepa

15、red by Technical Committee CEN/TC 278 “Road Transport and Traffic Telematics“, the secretariat of which is held by NEN. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by March 2005, and conflicting

16、national standards shall be withdrawn at the latest by March 2005. This document supersedes ENV 13149-5:2002. This document is part of the following series of standards related to road vehicle scheduling and control systems: EN 13149-1, Public transport - Road vehicle scheduling and control systems

17、- Part 1: WORLDFIP definition and application rules for onboard data transmission EN 13149-2, Public transport - Road vehicle scheduling and control systems - Part 2: WORLDFIP cabling specifications prENV 13149-3, Public transport - Road vehicle scheduling and control systems - Part 3: WORLDFIP mess

18、age content EN 13149-4, Public transport - Road vehicle scheduling and control systems - Part 4: General application rules for CANopen transmission buses EN 13149-5, Public transport - Road vehicle scheduling and control systems - Part 5: CANopen cabling specifications prCEN/TS 13149-6, Public trans

19、port - Road vehicle scheduling and control systems - Part 6: CAN message content According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Cyprus, Czech Republic, Denmark, Estoni

20、a, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. SANS 53149-5:2009This standard may only be used and printed by approved subscription

21、and freemailing clients of the SABS.EN 13149-5:2004 (E) 4 Introduction This document is part 5 of EN 13149, which gives rules for on-board data transmission systems. This part 5 together with part 4 and part 6 describes a complete solution independent from part 1, part 2 and part 3. SANS 53149-5:200

22、9This standard may only be used and printed by approved subscription and freemailing clients of the SABS.EN 13149-5:2004 (E) 5 1 Scope This document specifies the choice and the general applications rules of an onboard data transmission bus between the different equipment for service operations and

23、monitoring of the fleet. This applies to equipment installed onboard buses, trolley buses and tramways only as part of a bus fleet operation. It excludes tramways when they are operated as part of a train, subway or metro operation. This equipment includes operation aid systems, automatic passenger

24、information systems, fare collection systems, etc. The equipment directly related to the safety-related functioning of the vehicle (propulsion management, brake systems, door opening systems, etc.) is excluded from the scope of the present document and are dealt with in other standardisation bodies.

25、 For the described application two bus systems are standardised. Part 1 to part 3 describes the WORLDFIP bus system and part 4 to part 6 describes the CANopen bus system. There is no ranking between the two bus systems. This document covers the link between equipment inside a single vehicle. Althoug

26、h it could be applied to multiple vehicles, this application is not explicitly covered by this document. Part 4 of this document specifies the CANopen-based network. This specification describes the general architecture in terms of hierarchical layers according to the ISO reference model for Open Sy

27、stems Interconnection (OSI) specified in ISO 7498. Part 5 of this document specifies in detail the connectors and the connector pin assignment and the cabling. Part 6 of this document specifies in detail the application profiles for the virtual devices in public transport. 2 Normative references The

28、 following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 50325, Industrial communications subsystem based

29、on ISO 11898 (CAN) for controller-device interfaces 3 Terms and definitions For the purposes of this document, the following terms and definitions apply. 3.1 CAN Controller Area Network. Data link layer protocol for serial communication as specified in EN 50325 3.2 CiA CAN in Automation internationa

30、l manufacturer and user organisation:non profit association for CAN 3.3 ECU Electronic Control Unit SANS 53149-5:2009This standard may only be used and printed by approved subscription and freemailing clients of the SABS.EN 13149-5:2004 (E) 6 3.4 EMC Electromagnetic Compatibility 4 Requirements 4.1

31、General All specific requirements for the applications, mentioned in the scope are described in the following chapters. The general requirements for the cabling and the physical layer are specified in EN 50325. EN 50325 is the international document for in-vehicle high-speed communication using the

32、Controller Area Network (CAN) bus protocol. The scope of this document essentially is to specify the so-called data link layer and physical layer of the communication link. The physical layer is subdivided into three sub layers. These are: a) Physical Signalling b) Physical Medium Attachment c) Medi

33、um Dependent Interface 4.2 Cabling 4.2.1 General remarks It is important to understand that electrical connections onto the bus have some impact upon the network performance, and that the practice is dependant upon the principles relevant to transmission lines rather than simple electrical power cir

34、cuits. 4.2.2 Cable characteristics The main trunk circuit shall be at least a single twisted pair of nominal characteristic impedance of 120 at 1 MHz (tolerance 95 to 140 ). A shielded cable with overall braided shield is highly recommended especially for vehicles with electric drives, e.g. trams an

35、d trolley-buses. It is also recommended to provide an additional twisted pair in the cable to support ECUs with galvanic isolation. The cable shall not be connected in the form of a ring. 4.2.3 Connections between devices The topology of the CAN-network is “bus-shaped“ 1 , i.e. in contrast to a star

36、-shaped or ring-shaped wiring the network has two “ends“. At both ends, a nominal terminating impedance of 120 2has to be connected between the signals CAN_H and CAN_L. Figure 1 shows a system with typical wiring. 4.2.4 Galvanic isolation It is recommended that isolation is applied if there are rema

37、rkable ground potential differences in different parts of the vehicle, or the bus length exceeds 200 m. A galvanic isolation is highly recommended practice for vehicles with electric drives, e.g. trams and trolley-buses. 1If repeaters are used, the network may appear less “bus-shaped”. In this case

38、the cable terminating and dead-end feeder requirements apply to each bus segment connected to the repeater. 2Depending on the bus configuration, deviations from 120 may be possible. It is, however, necessary to check the applicability of other resistor values in each case. EN 50325-4 gives guideline

39、s to this. NOTE The more nodes there are in the bus, the higher the termination resistor value should be. SANS 53149-5:2009This standard may only be used and printed by approved subscription and freemailing clients of the SABS.EN 13149-5:2004 (E) 7 However, it shall be ensured that all bus transceiv

40、ers stay within their common mode voltage range at all times. It is therefore recommended to use only isolated ECUs (see Figure 2), or only non-isolated ones (see Figure 3) throughout the bus system. If the bus system consists of both non-isolated, and isolated ECUs, their grounding has to be design

41、ed carefully to prevent possible grounding problems. One approach to avoid ground loops is to supply power to non-isolated ECUs via DC/DC converters. It is also recommended that the power supply voltage for the isolated transceiver of the ECU is generated locally inside the device by e.g. a DC/DC co

42、nverter. Some isolated devices need external supply voltage for their transceivers. To support both kinds of isolated ECUs now and in the future, it is recommended that the cable also contain both GND and CAN_V+. V+ and GND could be connected to the bus about in the middle of its length to minimise

43、problems related to cable resistance especially if there are many ECUs supplied by V+, which introduces more current to these lines. Figure 1 Typical wiring of non-isolated devices using a shielded cable with one twisted pair SANS 53149-5:2009This standard may only be used and printed by approved su

44、bscription and freemailing clients of the SABS.EN 13149-5:2004 (E) 8 Figure 2 Wiring example of isolated devices using a shielded cable with two twisted pairs The following rules should be followed when designing a CAN-network: a) The net shall be terminated at both ends with a resistor (between the

45、 signals CAN_L and CAN_H) as specified in EN 50325. NOTE See also guidelines in the CiA recommendation DR303-1 (see Bibliography). b) The shield CAN_SHLD should be connected only at one point to the earth potential (PE) unless other practice has been found to be more appropriate. c) The overall allo

46、wed length of the trunk cable is dependent of the bit rate. See guidelines on recommended overall bus lengths in EN 50325-4. d) Dead-end feeders shall be kept shorter than 0,30 m at 1 Mbit/s. At lower bit rates, EN 50325 allows longer dead-end feeders, but no exact rating is given. For lower than 1

47、Mbit/s bit rates, the rule of thumb for the dead- end feeder lengths given in the CiA recommendation DR303-1 (see Bibliography) can be used. However, in case of using dead-end feeder lengths obtained by DR303-1 formulas, the note given in EN 50325 about checking the influence of cable resonator wave

48、s shall be followed. e) If unshielded cables are used, the allowable bit rate may be limited in order to meet the EMC requirements. Especially the length and the number of dead-end feeders (unterminated cables) should be kept to a minimum. This could be accomplished e.g. by using repeaters, see Anne

49、x B. f) A suitable cable type should be used. Always remember the voltage loss in the cable. Note: A guideline for selecting a cable is given in the CiA recommendation DR303-1 (see Bibliography). g) Make sure not to wire CAN-lines directly next to disturbance sources. If this cannot be avoided, it is recommended