1、Juni 2005DEUTSCHE NORM Normenausschuss Kraftfahrzeuge (FAKRA) im DINPreisgruppe 12DIN Deutsches Institut f r Normung e.V. Jede Art der Vervielf ltigung, auch auszugsweise, nur mit Genehmigung des DIN Deutsches Institut f r Normung e. V., Berlin, gestattet.ICS 35.240.60; 43.080.20; 45.060.01?; 954575
2、3www.din.deXDIN EN 13149-5ffentlicher Verkehr Planungs und Steuerungssysteme f r Stra enfahrzeuge Teil 5: Festlegungen f r CANopenVerbindungen;Englische Fassung EN 131495:2004Public transport Road vehicle scheduling and control systems Part 5: CANopen cabling specifications;English version EN 131495
3、:2004Transports publics Systmes d ordonnancement et de contr le des vhicules routiers Partie 5: Spcifications de cabl ge CANopen;Version anglaise EN 131495:2004Alleinverkauf der Normen durch Beuth Verlag GmbH, 10772 Berlin www.beuth.deGesamtumfang 18 SeitenDIN EN 13149-5:2005-062Nationales VorwortDi
4、e Europische Norm EN ISO 14816 wurde vom Technischen Komitee CEN/TC278 Straenverkehrs-telematik unter deutscher Mitarbeit ausgearbeitet. Fr die deutsche Mitarbeit ist das Gemeinschafts-komitee GK 717 Straenverkehrstelematik im Normenausschuss Kraftfahrzeuge (FAKRA) zustndig.Das Prsidium des DIN hat
5、mit Prsidialbeschluss 13/1983 festgelegt, dass Deutsche Normen, deren Inhaltsich auf internationale Arbeitsergebnisse der Informationsverarbeitung grndet, in Ausnahmefllen und unterbestimmten Bedingungen allein in englischer Sprache verffentlicht werden drfen. Diese Bedingungen sindfr diese Norm erf
6、llt.Fr die im Abschnitt 2 zitierten internationalen Normen wird im Folgenden auf die entsprechenden DeutschenNormen hingewiesen:EN 50325 siehe DIN EN 50325EUROPEAN STANDARDNORME EUROPENNEEUROPISCHE NORMEN 13149-5September 2004ICS 35.240.60; 43.080.20; 45.060.01 Supersedes ENV 13149-5:2002 English ve
7、rsionPublic transportRoad vehicle scheduling and control systemsPart 5: CANopen cabling specificationsTransports publics Systmes dordonnancement et de contrle desvhicules routiers Partie 5: Spcifications de cblage CanOpenffentlicher Verkehr Planungs- und Steuerungssysteme frStraenfahrzeuge Teil 5: F
8、estlegungen fr CANopen-VerbindungenThis European 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 EuropeanStandard the status of a national standard without any alteration. Up-to-date
9、 lists and bibliographical references concerning such nationalstandards 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 translationunder the resp
10、onsibility of a CEN member into its own language and notified to the Central Secretariat has the same status as the officialversions.CEN members are the national standards bodies of Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France,Germany, Greece, Hungary, Iceland, Ireland
11、, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia,Slovenia, Spain, Sweden, Switzerland and United Kingdom.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMIT EUROPEN DE NORMALISATIONEUROPISCHES KOMITEE FR NORMUNGManagement Centre: rue de Stassart, 36 B-1050 Bruss
12、els 2004 CEN All rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. EN 13149-5:2004: EEN 13149-5:2004 (E)2ContentsPageForeword . 3Introduction 41 Scope . 52 Normative references . 53 Terms and definitions. 54 Requirements 64.1 General 64.2 Cabling
13、. 64.3 Devices and T-connectors. 84.4 Connectors 8Annex A (informative) Data transmission trunk cable installation guidelines using minimum dead-endfeeders 13Annex B (informative) Repeater calculation example. 14Bibliography . 16EN 13149-5:2004 (E)3ForewordThis document (EN 13149-5:2004) has been pr
14、epared by Technical Committee CEN/TC 278 Road Transport andTraffic 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 orby endorsement, at the latest by March 2005, and conflicting na
15、tional standards shall be withdrawn at the latest byMarch 2005.This document supersedes Fehler! Formatvorlage nicht definiertThis 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 co
16、ntrol systems Part 1: WORLDFIP definition andapplication rules for onboard data transmissionEN 13149-2, Public transport Road vehicle scheduling and control systems Part 2: WORLDFIP cablingspecificationsprENV 13149-3, Public transport Road vehicle scheduling and control systems Part 3: WORLDFIP mess
17、agecontentEN 13149-4, Public transport Road vehicle scheduling and control systems Part 4: General application rulesfor CANopen transmission busesEN 13149-5, Public transport Road vehicle scheduling and control systems Part 5: CANopen cablingspecificationsprCEN/TS 13149-6, Public transport Road vehi
18、cle scheduling and control systems Part 6: CAN messagecontentAccording to the CEN/CENELEC Internal Regulations, the national standards organizations of the followingcountries are bound to implement this European Standard: Austria, Belgium, Cyprus, Czech Republic, Denmark,Estonia, Finland, France, Ge
19、rmany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta,Netherlands, Norway, Poland, Portugal, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.EN 13149-5:2004 (E)4IntroductionThis document is part 5 of EN 13149, which gives rules for on-board data tran
20、smission 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 13149-5:2004 (E)51 ScopeThis document specifies the choice and the general applications rules of an onboard data transmission busbetween the different equipment fo
21、r service operations and monitoring of the fleet. This applies to equipmentinstalled onboard buses, trolley buses and tramways only as part of a bus fleet operation. It excludes tramwayswhen they are operated as part of a train, subway or metro operation. This equipment includes operation aidsystems
22、, automatic passenger information systems, fare collection systems, etc.The equipment directly related to the safety-related functioning of the vehicle (propulsion management, brakesystems, door opening systems, etc.) is excluded from the scope of the present document and are dealt with inother stan
23、dardisation bodies.For the described application two bus systems are standardised. Part 1 to part 3 describes the WORLDFIP bussystem 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
24、vehicle. Although it could be applied to multiplevehicles, this application is not explicitly covered by this document.Part 4 of this document specifies the CANopen-based network. This specification describes the generalarchitecture in terms of hierarchical layers according to the ISO reference mode
25、l for Open Systems 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 refer
26、encesThe 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 anyamendments) applies.EN 50325, Industrial communications subsystem b
27、ased on ISO 11898 (CAN) for controller-device interfaces3 Terms and definitionsFor the purposes of this document, the following terms and definitions apply.3.1CANController Area Network. Data link layer protocol for serial communication as specified in EN 503253.2CiACAN in Automation international m
28、anufacturer and user organisation:non profit association for CAN3.3ECUElectronic Control Unit3.4EMCElectromagnetic CompatibilityEN 13149-5:2004 (E)64 Requirements4.1 GeneralAll specific requirements for the applications, mentioned in the scope are described in the following chapters. Thegeneral requ
29、irements 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 Controller Area Network(CAN) bus protocol. The scope of this document essentially is to specify the so-called data link layer and physica
30、llayer of the communication link. The physical layer is subdivided into three sub layers. These are:a) Physical Signallingb) Physical Medium Attachmentc) Medium Dependent Interface4.2 Cabling4.2.1 General remarksIt is important to understand that electrical connections onto the bus have some impact
31、upon the networkperformance, and that the practice is dependant upon the principles relevant to transmission lines rather thansimple electrical power circuits.4.2.2 Cable characteristicsThe main trunk circuit shall be at least a single twisted pair of nominal characteristic impedance of 120 at 1 MHz
32、(tolerance 95 to 140 ). A shielded cable with overall braided shield is highly recommended especially forvehicles with electric drives, e.g. trams and trolley-buses. It is also recommended to provide an additional twistedpair in the cable to support ECUs with galvanic isolation. The cable shall not
33、be connected in the form of a ring.4.2.3 Connections between devicesThe topology of the CAN-network is bus-shaped1), i.e. in contrast to a star-shaped or ring-shaped wiring thenetwork has two ends. At both ends, a nominal terminating impedance of 120 2)has to be connected betweenthe signals CAN_H an
34、d CAN_L. Figure 1 shows a system with typical wiring.4.2.4 Galvanic isolationIt is recommended that isolation is applied if there are remarkable ground potential differences in different parts ofthe vehicle, or the bus length exceeds 200 m. A galvanic isolation is highly recommended practice for veh
35、icles withelectric drives, e.g. trams and trolley-buses.However, it shall be ensured that all bus transceivers stay within their common mode voltage range at all times. It istherefore recommended to use only isolated ECUs (see Figure 2), or only non-isolated ones (see Figure 3)throughout the bus sys
36、tem. If the bus system consists of both non-isolated, and isolated ECUs, their grounding hasto be designed carefully to prevent possible grounding problems. One approach to avoid ground loops is to supplypower to non-isolated ECUs via DC/DC converters.1) If repeaters are used, the network may appear
37、 less bus-shaped. In this case the cable terminating and dead-end feederrequirements apply to each bus segment connected to the repeater.2) Depending on the bus configuration, deviations from 120 may be possible. It is, however, necessary to check theapplicability of other resistor values in each ca
38、se. 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)7It is also recommended that the power supply voltage for the isolated transceiver of the ECU is generated locallyinside the device by e.g. a DC/DC
39、 converter. Some isolated devices need external supply voltage for theirtransceivers. To support both kinds of isolated ECUs now and in the future, it is recommended that the cable alsocontain both GND and CAN_V+.V+ and GND could be connected to the bus about in the middle of its length to minimise
40、problems related to cableresistance 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 pairFigure 2 Wiring example of isolated devices using a shielded cable with two t
41、wisted pairsEN 13149-5:2004 (E)8The following 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 specifiedin EN 50325.NOTE See also guidelines in the CiA recommendation DR303-1 (see Bibliography).
42、b) The shield CAN_SHLD should be connected only at one point to the earth potential (PE) unless other practicehas been found to be more appropriate.c) The overall allowed length of the trunk cable is dependent of the bit rate. See guidelines on recommendedoverall bus lengths in EN 50325-4.d) Dead-en
43、d feeders shall be kept shorter than 0,30 m at 1 Mbit/s. At lower bit rates, EN 50325 allows longerdead-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 us
44、ed. However, incase of using dead-end feeder lengths obtained by DR303-1 formulas, the note given in EN 50325 aboutchecking 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.Especiall
45、y 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 remember the voltage loss in the cable.Note: A guideline for selecting a cable is given in
46、 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 isrecommended to use double-shielded cables.4.3 Devices and T-connectorsEach device (ECU) shall have a male bus cable connector. If the ECU suppor
47、ts segment chaining of the cable, thesecond connector shall be the same connector type, but female. In the devices providing two bus cableconnections, and in the T-connectors, all the pins (including the free ones) shall be interconnected. The intention isthat there shall be no interruption on any b
48、us cable wires to enable possible future specifications for the reservedpins. 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 supply for the isolated transceiver be generated locallyinside the d
49、evice by e.g. a DC/DC converter instead of utilising CAN_V+. It is recommended that CAN_V+ andGND be protected against reverse polarity.4.4 Connectors4.4.1 GeneralThe following connectors are preferred. When one of the following connectors is used in an application (both indevices and in T-connectors), the accompanying pin assignments shall be used.EN 13149-5:2004 (E)94.4.2 15-pin D-Sub type connectorFigure 3 15-pin D-Sub type connectorTable 1 Pin assignments for 15-pin D-Sub type connectorsP
