BS ISO 26021-5-2009 Road vehicles - End-of-life activation of on-board pyrotechnic devices - Additional communication line with pulse width modulated signal《道路车辆 车载点火装置的报废期激活 承载脉冲宽.pdf

1、BS ISO26021-5:2009ICS 43.040.80NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBRITISH STANDARDRoad vehicles End-of-life activation ofon-board pyrotechnicdevicesPart 5: Additional communication linewith pulse width modulated signalThis British Standardwas published under theaut

2、hority of the StandardsPolicy and StrategyCommittee on 31 August2009 BSI 2009ISBN 978 0 580 58068 0Amendments/corrigenda issued since publicationDate CommentsBS ISO 26021-5:2009National forewordThis British Standard is the UK implementation of ISO 26021-5:2009.The UK participation in its preparation

3、 was entrusted to TechnicalCommittee AUE/16, Electrical and electronic equipment.A list of organizations represented on this committee can be obtained onrequest to its secretary.This publication does not purport to include all the necessary provisionsof a contract. Users are responsible for its corr

4、ect application.Compliance with a British Standard cannot confer immunityfrom legal obligations.BS ISO 26021-5:2009Reference numberISO 26021-5:2009(E)ISO 2009INTERNATIONAL STANDARD ISO26021-5First edition2009-07-15Road vehicles End-of-life activation of on-board pyrotechnic devices Part 5: Additiona

5、l communication line with pulse width modulated signal Vhicules routiers Activation de fin de vie des dispositifs pyrotechniques embarqus Partie 5: Ligne de communication additionnelle avec signal modul par largeur dimpulsion BS ISO 26021-5:2009ISO 26021-5:2009(E) PDF disclaimer This PDF file may co

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7、bility of not infringing Adobes licensing policy. The ISO Central Secretariat accepts no liability in this area. Adobe is a trademark of Adobe Systems Incorporated. Details of the software products used to create this PDF file can be found in the General Info relative to the file; the PDF-creation p

8、arameters were optimized for printing. Every care has been taken to ensure that the file is suitable for use by ISO member bodies. In the unlikely event that a problem relating to it is found, please inform the Central Secretariat at the address given below. COPYRIGHT PROTECTED DOCUMENT ISO 2009 All

9、 rights reserved. Unless otherwise specified, no part of this publication may be reproduced or utilized in any form or by any means, electronic or mechanical, including photocopying and microfilm, without permission in writing from either ISO at the address below or ISOs member body in the country o

10、f the requester. ISO copyright office Case postale 56 CH-1211 Geneva 20 Tel. + 41 22 749 01 11 Fax + 41 22 749 09 47 E-mail copyrightiso.org Web www.iso.org Published in Switzerland ii ISO 2009 All rights reservedBS ISO 26021-5:2009ISO 26021-5:2009(E) ISO 2009 All rights reserved iiiContents Page Fo

11、reword iv Introduction v 1 Scope . 1 2 Normative references . 1 3 Terms and definitions. 1 4 Abbreviated terms 2 5 Conventions 2 6 Pyrotechnic device deployment via on-board diagnostic architecture 2 6.1 Vehicle system description . 2 6.2 Example of in-vehicle hardware and software provision . 3 6.3

12、 Additional communication line . 3 7 ACL with PWM specification . 4 7.1 Hardware description . 4 7.2 PCU hardware compatibility to the L line. 5 7.3 Allowed supply voltage 5 7.4 Signal description. 5 8 Deployment process with ACL line and PWM signal 8 8.1 General information 8 8.2 Deployment process

13、 description 8 9 Connections to the vehicle 14 Bibliography . 15 BS ISO 26021-5:2009ISO 26021-5:2009(E) iv ISO 2009 All rights reservedForeword ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member bodies). The work of preparing I

14、nternational Standards is normally carried out through ISO technical committees. Each member body interested in a subject for which a technical committee has been established has the right to be represented on that committee. International organizations, governmental and non-governmental, in liaison

15、 with ISO, also take part in the work. ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization. International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2. The main task of tech

16、nical committees is to prepare International Standards. Draft International Standards adopted by the technical committees are circulated to the member bodies for voting. Publication as an International Standard requires approval by at least 75 % of the member bodies casting a vote. Attention is draw

17、n to the possibility that some of the elements of this document may be the subject of patent rights. ISO shall not be held responsible for identifying any or all such patent rights. ISO 26021-5 was prepared by Technical Committee ISO/TC 22, Road vehicles, Subcommittee SC 3, Electrical and electronic

18、 equipment. ISO 26021 consists of the following parts, under the general title Road vehicles End-of-life activation of on-board pyrotechnic devices: Part 1: General information and use case definitions Part 2: Communication requirements Part 3: Tool requirements Part 4: Additional communication line

19、 with bidirectional communication Part 5: Additional communication line with pulse width modulated signal BS ISO 26021-5:2009ISO 26021-5:2009(E) ISO 2009 All rights reserved vIntroduction Worldwide, nearly all new vehicles are equipped with one or more safety systems. This can include advanced prote

20、ction systems based on pyrotechnic actuators. All components which contain pyrotechnic substances can be handled in the same way. Recycling these vehicles demands a new process to ensure that the deactivation of airbags is safe and cost-efficient. Due to the harmonization of the on-board diagnostic

21、(OBD) interface, there is a possibility of using it for on-board deployment, which is based on the same tools and processes. Representatives of the global automobile industry agreed that automobile manufacturers do not support reuse as an appropriate treatment method for pyrotechnic devices, believe

22、 treatment of pyrotechnic devices is required before shredding, and support in-vehicle deployment as the preferred method. Based on this agreement, the four big associations of automobile manufacturers (ACEA, Alliance, JAMA and KAMA) started to develop a method for the “in-vehicle deployment of pyro

23、technic components in cars with the pyrotechnic device deployment tool (PDT)”. The objective is that in the future a dismantler will use only one tool without any accessories to deploy all pyrotechnic devices inside an end-of-life vehicle (ELV) by using an existing interface to the car. Because of d

24、ifferent requirements and safety concepts an additional communication line (ACL) is added to the basic controller area network (CAN) communication method. In this part of ISO 26021 ACL is used to mean an additional communication line with pulse width modulated signal. This direct hardware (HW) conne

25、ction is used for systems with a specific safing concept, to bypass it and then enable the deployment of such systems. BS ISO 26021-5:2009BS ISO 26021-5:2009INTERNATIONAL STANDARD ISO 26021-5:2009(E) ISO 2009 All rights reserved 1Road vehicles End-of-life activation of on-board pyrotechnic devices P

26、art 5: Additional communication line with pulse width modulated signal 1 Scope This part of ISO 26021 defines the requirements of redundancy hardware or software systems independent from the CAN line which are activated by the ACL hardware line. It also describes the additional sequences of the depl

27、oyment process, and the technical details for the direct hardware connection between pyrotechnic device deployment tool (PDT) and pyrotechnic control unit (PCU). 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, on

28、ly the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. ISO 14229-1, Road vehicles Unified diagnostic services (UDS) Part 1: Specification and requirements SO 14230-1, Road vehicles Diagnostic systems Keyword Protocol 20

29、00 Part 1: Physical layer ISO 15031-3, Road vehicles Communication between vehicle and external equipment for emissions-related diagnostics Part 3: Diagnostic connector and related electrical circuits, specification and use ISO 15031-5, Road vehicles Communication between vehicle and external equipm

30、ent for emissions-related diagnostics Part 5: Emissions-related diagnostic services ISO 26021-2, Road vehicles End-of-life activation of on-board pyrotechnic devices Part 2: Communication requirements 3 Terms and definitions For the purposes of this document, the terms and definitions given in ISO 1

31、4229-1 and the following apply. 3.1 PWM pulse width modulation signal linked by the ACL to the independent hardware path in the PCU NOTE The PWM signal is active during the deployment session. BS ISO 26021-5:2009ISO 26021-5:2009(E) 2 ISO 2009 All rights reserved4 Abbreviated terms ACL additional com

32、munication line GND ground signal HW hardware C microcontroller OBD on-board diagnostics PCU pyrotechnic control unit PDT pyrotechnic device deployment tool 5 Conventions ISO 26021 is based on the conventions discussed in the OSI service conventions (ISO/IEC 10731) as they apply for diagnostic servi

33、ces. 6 Pyrotechnic device deployment via on-board diagnostic architecture 6.1 Vehicle system description ISO 26021 is based on an envisaged diagnostic network architecture in combination with the PCU deployment architecture, as described in this subclause. ISO 26021-2 defines the mandatory vehicle-i

34、nterface of the PCU and PDT. The PCU is connected with the vehicle diagnostic connector and the communication specifications comply with ISO 15765-3 and ISO 15765-4. The PDT communicates with the PCU on CAN_H and CAN_L and enables deployment with the pulse width modulated signal. Depending upon the

35、vehicle-specific architecture, the mandatory link of the PCU may be connected via a gateway to the OBD connector, thus a CAN interface in the PCU for the mandatory link may not be required. Figure 1 Access to the vehicle via diagnostic connector BS ISO 26021-5:2009ISO 26021-5:2009(E) ISO 2009 All ri

36、ghts reserved 36.2 Example of in-vehicle hardware and software provision To execute the on-board deployment via the diagnostic link, the PCU software shall have full access to the output driver stage, which controls the deployment loops. To achieve this, the safing path is controlled via the ACL lin

37、e with a PWM signal. Figure 2 Overview of hardware and software provision 6.3 Additional communication line Depending on the hardware architecture of the PCU the additional signal is used. General requirements for the interface between deployment sequence and ACL sequence are given in Clause 7. Figu

38、re 3 Integration of ACL communication into deployment process BS ISO 26021-5:2009ISO 26021-5:2009(E) 4 ISO 2009 All rights reservedThe standardized steps specify the diagnosis sequence. The ACL communication step m is the specified place to enable the hardware safing possibility. 7 ACL with PWM spec

39、ification 7.1 Hardware description The total impedance and capacitance of the ACL input circuit of the PCU shall be compliant with ISO 14230-1. The PDT generates a PWM signal (see 7.4) that is connected over the diagnostic connector to the ACL input at the PCU. In previous systems this pin at the di

40、agnostic connector was the L communication line. The signal level in the PCU can be adapted to the control units specific levels by an additional circuit (for example, voltage divider R3, R4). The total ACL input resistance of W 50 k and the input capacitance of less than 500 pF shall not be influen

41、ced by this internal circuit. To protect against interferences by any scan tool, the ACL can optionally be AND-gated with an enable signal generated by the CAN disposal mode. In case of AND-gate use, when the PCU is not in the disposal mode, the PWM signal will be ignored as long as there is no disp

42、osal signal detected on the CAN bus. The output stage of the PDT has to provide up to 10 disposal devices and it has to be short-circuit-proof to GND and plus. Key 1 OBD connector 2 redundancy path 3 K/L line in accordance with ISO 14230-1 aOptional. Figure 4 Example of a hardware interface BS ISO 2

43、6021-5:2009ISO 26021-5:2009(E) ISO 2009 All rights reserved 57.2 PCU hardware compatibility to the L line The ACL uses on the diagnostic connector the same pin as the L communication line in older devices for the diagnostic function. The hardware of the ACL input circuit fulfils the requirements of

44、the L line specification ISO 14230-1, so there is no influence on any scan tool in the field. If used, an AND-gate decouples the PWM signal from the PCU in normal mode. Not until the disposal information from the CAN bus is changed to a logic signal and led to the AND-gate will the PWM signal be tra

45、nsferred to the redundancy path of the PCU. This prevents the PCU from switching in the disposal mode when a signal very similar to the PWM signal appears on the ACL line. It is possible to mix control units with L line communication and/or control units with ACL without any interference. 7.3 Allowe

46、d supply voltage The allowed supply voltage at the PCU depends on the voltage system that is used. The supply voltage must be higher than, or equal to, the nominal voltage of the airbag system but within the allowed limits. In case of a 12 V system the supply voltage must be higher than, or equal to

47、, 12 V. The ground offset between the PDT and the PCU must not be greater than 0,5 V. 7.4 Signal description The ACL signal is a continuous PWM voltage signal from the PDT which switches between low level and high level of the signal to be transferred. In the PCU a voltage range from 0 V to 3 V is i

48、nterpreted as low level and a voltage equal to or above 5 V is interpreted as high level (see Figure 5, parts labelled 1 and 2). The recommended tolerance range for the low level is 3 V to 3,5 V and, for the high level, is 4,5 V to 5 V. The voltage above 3 V + 0,5 V and below 5 V 0,5 V shall not be

49、interpreted as a valid signal by the PCU. NOTE The recommended tolerance range of 0,5 V can vary depending on the hardware that is used, but an invalid voltage range can be introduced so there is no direct transition from high- to low-level voltage. The signal voltage is defined as a fixed voltage, as the PCU and PDT can be provided by different supply voltages and are only connected by the GND line and the ACL. Key 1 high level 2 low level 3 tolerance range 0,5 V 4 maximum 0,5