EN 13149-5-2004 en Public transport - Road vehicle scheduling and control systems - Part 5 CANopen cabling specifications《公共运输 道路车辆调度表和控制系统 第5部分 CANopen布线规范 代替 ENV 13149-5-2002》.pdf

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1、BRITISH STANDARD BS EN 13149-5:2004 Public transport Road vehicle scheduling and control systems Part 5: CANopen cabling specifications The European Standard EN 13149-5:2004 has the status of a British Standard ICS 35.240.60; 43.080.20; 45.060.01 BS EN 13149-5:2004 This British Standard was publishe

2、d under the authority of the Standards Policy and Strategy Committee on 20 September 2004 BSI 20 September 2004 ISBN 0 580 44459 7 National foreword This British Standard is the official English language version of EN 13149-5:2004. It supersedes DD ENV 13149-5:2002 which is withdrawn. The UK partici

3、pation in its preparation was entrusted to Technical Committee EPL/278, Road transport informatics, which has the responsibility to: A list of organizations represented on this committee can be obtained on request to its secretary. Cross-references The British Standards which implement international

4、 or European publications referred to in this document may be found in the BSI Catalogue under the section entitled “International Standards Correspondence Index”, or by using the “Search” facility of the BSI Electronic Catalogue or of British Standards Online. This publication does not purport to i

5、nclude all the necessary provisions of a contract. Users are responsible for its correct application. Compliance with a British Standard does not of itself confer immunity from legal obligations. aid enquirers to understand the text; present to the responsible European committee any enquiries on the

6、 interpretation, or proposals for change, and keep the UK interests informed; monitor related international and European developments and promulgate them in the UK. Summary of pages This document comprises a front cover, an inside front cover, the EN title page, pages 2 to 16, an inside back cover a

7、nd a back cover. The BSI copyright notice displayed in this document indicates when the document was last issued. Amendments issued since publication Amd. No. Date CommentsEUROPEANSTANDARD NORMEEUROPENNE EUROPISCHENORM EN131495 September2004 ICS35.240.60;43.080.20;45.060.01 SupersedesENV131495:2002

8、Englishversion PublictransportRoadvehicleschedulingandcontrolsystems Part5:CANopencablingspecifications TransportspublicsSystmesdordonnancementetde contrledesvhiculesroutiersPartie5:Spcificationsde cblageCanOpen ffentlicherVerkehrPlanungsundSteuerungssysteme frStraenfahrzeugeTeil5:FestlegungenfrCANo

9、pen Verbindungen ThisEuropeanStandardwasapprovedbyCENon21June2004. CENmembersareboundtocomplywiththeCEN/CENELECInternalRegulationswhichstipulatetheconditionsforgivingthisEurope an Standardthestatusofanationalstandardwithoutanyalteration.Uptodatelistsandbibliographicalreferencesconcernings uchnationa

10、l standardsmaybeobtainedonapplicationtotheCentralSecretariatortoanyCENmember. ThisEuropeanStandardexistsinthreeofficialversions(English,French,German).Aversioninanyotherlanguagemadebytra nslation undertheresponsibilityofaCENmemberintoitsownlanguageandnotifiedtotheCentralSecretariathasthesamestatusas

11、t heofficial versions. CENmembersarethenationalstandardsbodiesofAustria,Belgium,Cyprus,CzechRepublic,Denmark,Estonia,Finland,France, Germany,Greece,Hungary,Iceland,Ireland,Italy,Latvia,Lithuania,Luxembourg,Malta,Netherlands,Norway,Poland,Portugal, Slovakia, Slovenia,Spain,Sweden,SwitzerlandandUnited

12、Kingdom. EUROPEANCOMMITTEEFORSTANDARDIZATION COMITEUROPENDENORMALISATION EUROPISCHESKOMITEEFRNORMUNG ManagementCentre:ruedeStassart,36B1050Brussels 2004CEN Allrightsofexploitationinanyformandbyanymeansreserved worldwideforCENnationalMembers. Ref.No.EN131495:2004:EEN 13149-5:2004 (E) 2 Contents page

13、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 using minimum dead-end feeders 13 Annex B (infor

14、mative) Repeater calculation example .14 Bibliography 16 EN 13149-5:2004 (E) 3 Foreword This document (EN 13149-5:2004) has been prepared 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 stat

15、us of a national standard, either by publication of an identical text or by endorsement, at the latest by March 2005, and conflicting 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 standar

16、ds related to road vehicle scheduling and control systems: EN 13149-1, Public transport - Road vehicle scheduling and control systems - Part 1: WORLDFIP definition and application rules for onboard data transmission EN 13149-2, Public transport - Road vehicle scheduling and control systems - Part 2:

17、 WORLDFIP cabling specifications prENV 13149-3, Public transport - Road vehicle scheduling and control systems - Part 3: WORLDFIP message content EN 13149-4, Public transport - Road vehicle scheduling and control systems - Part 4: General application rules for CANopen transmission buses EN 13149-5,

18、Public transport - Road vehicle scheduling and control systems - Part 5: CANopen cabling specifications prCEN/TS 13149-6, Public transport - Road vehicle scheduling and control systems - Part 6: CAN message content According to the CEN/CENELEC Internal Regulations, the national standards organizatio

19、ns of the following countries are bound to implement this European Standard: Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia, Slovenia

20、, Spain, Sweden, Switzerland and United Kingdom. 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. EN

21、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 monitoring of the fleet. This applies to equipment installed onboard buses, trolley buses and tramways only

22、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 information systems, fare collection systems, etc. The equipment directly related to the safety-related func

23、tioning 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. For the described application two bus systems are standardised. Part 1 to part 3 describes the WORLDFIP bus

24、 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. Although it could be applied to multiple vehicles, this application is not explicitly covered by this document. Par

25、t 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 Systems Interconnection (OSI) specified in ISO 7498. Part 5 of this document specifies in detail the connector

26、s 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 following referenced documents are indispensable for the application of this document. For dated references

27、, 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 on ISO 11898 (CAN) for controller-device interfaces 3 Terms and definitions For the purposes of this documen

28、t, 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 international manufacturer and user organisation:non profit association for CAN 3.3 ECU Electronic Control Unit EN 13149

29、-5:2004 (E) 6 3.4 EMC Electromagnetic Compatibility 4 Requirements 4.1 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 in

30、ternational document for in-vehicle high-speed communication using the 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.

31、These are: a) Physical Signalling b) Physical Medium Attachment c) Medium 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

32、 relevant to transmission lines rather than simple electrical power circuits. 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

33、recommended especially for vehicles with electric drives, e.g. trams and 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 top

34、ology of the CAN-network is “bus-shaped“ 1 , i.e. in contrast to a star-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

35、isolation It is recommended that isolation is applied if there are remarkable 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 repe

36、aters are used, the network may appear less “bus-shaped”. In this case 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 applicab

37、ility of other resistor values in each case. EN 50325-4 gives guidelines to this. NOTE The more nodes there are in the bus, the higher the termination resistor value should be. EN 13149-5:2004 (E) 7 However, it shall be ensured that all bus transceivers stay within their common mode voltage range at

38、 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 designed carefully to prevent possible grounding problem

39、s. 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 converter. Some isolated devices need external suppl

40、y 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 problems related to cable resistance especially if

41、 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 EN 13149-5:2004 (E) 8 Figure 2 Wiring example of isolated devices using a shielded cable with two twisted pairs The followin

42、g rules should be followed when designing a CAN-network: a) The net shall be terminated at both ends with a resistor (between the 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 connect

43、ed only at one point to the earth potential (PE) unless other practice has been found to be more appropriate. c) The overall allowed 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

44、 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 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

45、-end feeder lengths obtained by DR303-1 formulas, the note given in EN 50325 about checking the influence of cable resonator waves 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

46、 dead-end feeders (unterminated cables) should be kept to a minimum. This could be accomplished e.g. by using repeaters, see Annex 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 DR3

47、03-1 (see Bibliography). g) Make sure not to wire CAN-lines directly next to disturbance sources. If this cannot be avoided, it is recommended to use double-shielded cables. EN 13149-5:2004 (E) 9 4.3 Devices and T-connectors Each device (ECU) shall have a male bus cable connector. If the ECU support

48、s segment chaining of the cable, the second connector shall be the same connector type, but female. In the devices providing two bus cable connections, and in the T-connectors, all the pins (including the free ones) shall be interconnected. The intention is that there shall be no interruption on any bus cable wires to enable possible future specifications for the reserved pins. If the device contains both CAN_GND and GND pins, they shall be interconnected within the device. If the ECU is isolated, it is recommended that the power supp