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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 ? Licensed Copy: sheffieldun sheffieldun, na, Sun Oct
2、 29 08:31:06 GMT+00:00 2006, Uncontrolled Copy, (c) BSI BS EN 13149-5:2004 This British Standard was published 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 Engl
3、ish language version of EN 13149-5:2004. It supersedes DD ENV 13149-5:2002 which is withdrawn. The UK participation 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
4、be obtained on request to its secretary. Cross-references The British Standards which implement international 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” fa
5、cility of the BSI Electronic Catalogue or of British Standards Online. This publication does not purport to include 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 obligati
6、ons. aid enquirers to understand the text; present to the responsible European committee any enquiries on the 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 docu
7、ment comprises a front cover, an inside front cover, the EN title page, pages 2 to 16, an inside back cover and a back cover. The BSI copyright notice displayed in this document indicates when the document was last issued. Amendments issued since publication Amd. No. DateComments Licensed Copy: shef
8、fieldun sheffieldun, na, Sun Oct 29 08:31:06 GMT+00:00 2006, Uncontrolled Copy, (c) BSI EUROPEAN STANDARD NORME EUROPENNE EUROPISCHE NORM EN 13149-5 September 2004 ICS 35.240.60; 43.080.20; 45.060.01Supersedes ENV 13149-5:2002 English version Public transport - Road vehicle scheduling and control sy
9、stems - Part 5: CANopen cabling specifications Transports publics - Systmes dordonnancement et de contrle des vhicules routiers - Partie 5: Spcifications de cblage CanOpen ffentlicher Verkehr - Planungs- und Steuerungssysteme fr Straenfahrzeuge - Teil 5: Festlegungen fr CANopen Verbindungen This Eur
10、opean Standard was approved by CEN on 21 June 2004. CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references con
11、cerning such national standards may be obtained on application to the Central Secretariat or to any CEN member. This European Standard exists in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its ow
12、n language and notified to the Central Secretariat has the same status as the official versions. CEN members are the national standards bodies of Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembo
13、urg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. EUROPEAN COMMITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG Management Centre: rue de Stassart, 36 B-1050 Brussels 2004 CENAll rights of expl
14、oitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 13149-5:2004: E Licensed Copy: sheffieldun sheffieldun, na, Sun Oct 29 08:31:06 GMT+00:00 2006, Uncontrolled Copy, (c) BSI EN 13149-5:2004 (E) 2 Contents page Foreword3 Introduction.4 1 Scope5 2 Normative
15、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 (informative) Repeater calculation example .14 Bibliog
16、raphy16 Licensed Copy: sheffieldun sheffieldun, na, Sun Oct 29 08:31:06 GMT+00:00 2006, Uncontrolled Copy, (c) BSI 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 h
17、eld 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 national standards shall be withdrawn at the latest by March 2005. This document supersedes ENV 13149-5:2002
18、. 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 - Part 1: WORLDFIP definition and application rules for onboard data transmission EN 13149-2, Public transpo
19、rt - 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 message content EN 13149-4, Public transport - Road vehicle scheduling and control systems - Part 4: General app
20、lication 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 transport - Road vehicle scheduling and control systems - Part 6: CAN message content According to the CEN/CENELE
21、C Internal Regulations, the national standards organizations 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,
22、 Netherlands, Norway, Poland, Portugal, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. Licensed Copy: sheffieldun sheffieldun, na, Sun Oct 29 08:31:06 GMT+00:00 2006, Uncontrolled Copy, (c) BSI EN 13149-5:2004 (E) 4 Introduction This document is part 5 of EN 13149, which gives ru
23、les 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. Licensed Copy: sheffieldun sheffieldun, na, Sun Oct 29 08:31:06 GMT+00:00 2006, Uncontrolled Copy, (c) BSI EN 13149-5:2004 (E) 5 1 Scope T
24、his 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 as part of a bus fleet opera
25、tion. 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 functioning of the vehicle (prop
26、ulsion 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 system and part 4 to part 6
27、 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. Part 4 of this document specifi
28、es 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 connectors and the connector pin assi
29、gnment 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, only the edition cited app
30、lies. 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 document, the following terms and d
31、efinitions 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 Licensed Copy: sheffieldun sheffield
32、un, na, Sun Oct 29 08:31:06 GMT+00:00 2006, Uncontrolled Copy, (c) BSI EN 13149-5:2004 (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 t
33、he cabling and the physical layer are specified in EN 50325. EN 50325 is the international 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 t
34、he communication link. The physical layer is subdivided into three sub layers. 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
35、the network performance, and that the practice is dependant upon the principles 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
36、(tolerance 95 to 140 ). A shielded cable with overall braided shield is highly 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 no
37、t 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-shaped or ring-shaped wiring the network has two “ends“. At both ends, a nominal terminating impedance of 120 2 has to be connected between the signals
38、 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 remarkable ground potential differences in different parts of the vehicle, or the bus length exceeds 200 m. A galvanic isolation is highly recommended prac
39、tice for vehicles with electric drives, e.g. trams and trolley-buses. 1 If repeaters 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. 2 Depending on the bus configuration, devi
40、ations from 120 may be possible. It is, however, necessary to check the applicability 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. Licensed Copy: sheffieldun sheffieldun, na,
41、 Sun Oct 29 08:31:06 GMT+00:00 2006, Uncontrolled Copy, (c) BSI EN 13149-5:2004 (E) 7 However, it shall be ensured that all bus transceivers 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
42、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 problems. One approach to avoid ground loops is to supply power to non-isolated ECUs via DC/DC converters. It is also re
43、commended 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 supply voltage for their transceivers. To support both kinds of isolated ECUs now and in the future, it is recommended
44、 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 there are many ECUs supplied by V+, which introduces more current to these lines. Figure 1 Typical wiring of non
45、-isolated devices using a shielded cable with one twisted pair Licensed Copy: sheffieldun sheffieldun, na, Sun Oct 29 08:31:06 GMT+00:00 2006, Uncontrolled Copy, (c) BSI EN 13149-5:2004 (E) 8 Figure 2 Wiring example of isolated devices using a shielded cable with two twisted pairs The following rule
46、s 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 connected onl
47、y 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 0,30
48、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-end f
49、eeder 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 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 remembe
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