ENV 13149-5:2002
(Main)Public transport - Road vehicle scheduling and control systems - Part 5: CANopen cabling specifications
Public transport - Road vehicle scheduling and control systems - Part 5: CANopen cabling specifications
This European Prestandard specifies the choice and the general application's 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 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 functioning of the vehicle (propulsion management, brake systems, door opening systems, etc.) are excluded from the scope of the present standard and are dealt with in other standardisation bodies.
For the described application two bus systems are standardised. Part 1 to part 3 describe the WORLDFIP bus system and part 4 to part 6 describe the CANopen bus system. There is no ranking between the two bus systems.
This European Prestandard 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 standard.
Part 4 of this European Prestandard 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 European Prestandard specifies in detail the connectors and the connector pin assignment and the cabling.
Part 6 of this European Prestandard specifies in detail the application profiles for the virtual devices in public transport.
Öffentlicher Verkehr - Steuerungssysteme für Straßenfahrzeuge - Teil 5: CANopen - Verkabelungsspezifikation
Javni prevoz - Sistemi za časovno razporejanje in nadzor cestnih vozil – 5. del: Specifikacije za okablenje sistema CANopen
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Standards Content (Sample)
SLOVENSKI STANDARD
01-oktober-2003
-DYQLSUHYR]6LVWHPL]DþDVRYQRUD]SRUHMDQMHLQQDG]RUFHVWQLKYR]LO±GHO
6SHFLILNDFLMH]DRNDEOHQMHVLVWHPD&$1RSHQ
Public transport - Road vehicle scheduling and control systems - Part 5: CANopen
cabling specifications
Öffentlicher Verkehr - Steuerungssysteme für Straßenfahrzeuge - Teil 5: CANopen -
Verkabelungsspezifikation
Ta slovenski standard je istoveten z: ENV 13149-5:2002
ICS:
35.240.60 Uporabniške rešitve IT v IT applications in transport
transportu in trgovini and trade
43.040.15 $YWRPRELOVNDLQIRUPDWLND Car informatics. On board
9JUDMHQLUDþXQDOQLãNLVLVWHPL computer systems
43.080.20 Avtobusi Buses
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
EUROPEAN PRESTANDARD
ENV 13149-5
PRÉNORME EUROPÉENNE
EUROPÄISCHE VORNORM
May 2002
ICS 35.240.60; 43.080.20; 45.060.01
English version
Public transport - Road vehicle scheduling and control systems -
Part 5: CANopen cabling specifications
This European Prestandard (ENV) was approved by CEN on 26 March 2002 as a prospective standard for provisional application.
The period of validity of this ENV is limited initially to three years. After two years the members of CEN will be requested to submit their
comments, particularly on the question whether the ENV can be converted into a European Standard.
CEN members are required to announce the existence of this ENV in the same way as for an EN and to make the ENV available promptly
at national level in an appropriate form. It is permissible to keep conflicting national standards in force (in parallel to the ENV) until the final
decision about the possible conversion of the ENV into an EN is reached.
CEN members are the national standards bodies of Austria, Belgium, Czech Republic, Denmark, Finland, France, Germany, Greece,
Iceland, Ireland, Italy, Luxembourg, Malta, Netherlands, Norway, Portugal, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: rue de Stassart, 36 B-1050 Brussels
© 2002 CEN All rights of exploitation in any form and by any means reserved Ref. No. ENV 13149-5:2002 E
worldwide for CEN national Members.
Contents
page
Foreword .3
Introduction.4
1 Scope.5
2 Normative references.5
3 Terms and definitions.5
4 Requirements .6
4.1 Cabling.6
4.2 Devices and T-connectors .8
4.3 Connectors.9
Annex A (informative) Data transmission trunk cable installation guidelines using
minimum dead end feeders .13
Annex B (informative) Repeater calculation example.14
Bibliography.16
Foreword
This document (ENV 13149-5:2002) has been prepared by Technical Committee CEN/TC 278 "Road
transport and traffic telematics", the secretariat of which is held by NEN.
The annexes A and B are informative.
According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following
countries are bound to announce this European Prestandard: Austria, Belgium, Czech Republic, Denmark,
Finland, France, Germany, Greece, Iceland, Ireland, Italy, Luxembourg, Malta, Netherlands, Norway,
Portugal, Spain, Sweden, Switzerland and the United Kingdom.
Introduction
This European Prestandard is part 5 of ENV 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.
1 Scope
This European Prestandard specifies the choice and the general application's 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
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 functioning of the vehicle (propulsion management, brake
systems, door opening systems, etc.) are excluded from the scope of the present standard and are dealt with
in other standardisation bodies.
For the described application two bus systems are standardised. Part 1 to part 3 describe the WORLDFIP
bus system and part 4 to part 6 describe the CANopen bus system. There is no ranking between the two bus
systems.
This European Prestandard 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 standard.
Part 4 of this European Prestandard 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 European Prestandard specifies in detail the connectors and the connector pin assignment and
the cabling.
Part 6 of this European Prestandard specifies in detail the application profiles for the virtual devices in public
transport.
2 Normative references
This European Prestandard incorporates by dated or undated references, provisions from other publications.
These normative references are cited at the appropriate place in the text, and the publications are listed
hereafter. For dated references, subsequent amendments to or revisions of any of these publications apply to
this European Prestandard only when incorporated in it by amendment or revision (including amendments).
EN 50325-1 Industrial communications subsystem based on ISO 11898 (CAN) for controller-device
interfaces - Part 1: General requirements.
prEN 50325-4 Industrial communications subsystem based on ISO 11898 (CAN) for controller-device
interfaces - Part 4: CANopen.
3 Terms and definitions
For the purposes of this European Prestandard, in addition to the terms and definitions given in the
referenced international and European Standards, the following apply:
3.1
CAN
Controller Area Network. Data link layer protocol for serial communication as specified in EN 50325-1
3.2
CiA
CAN in Automation international manufacturer and user organisation: non profit association for CAN
3.3
ECU
Electronic Control Unit
3.4
EMC
Electromagnetic Compatibility
4 Requirements
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 50325-1.
EN 50325-1 is the international standard for in-vehicle high-speed communication using the Controller Area
Network (CAN) bus protocol. The scope of this standard essentially is to specify the so-called data link layer
and physical layer of the communication link. The physical layer is subdivided into three sublayers. These
are:
1 Physical Signalling
2 Physical Medium Attachment
3 Medium Dependent Interface
4.1 Cabling
4.1.1 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 circuits.
4.1.2 Cable characteristics
at
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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.
4.1.3 Connections between devices
The topology of the CAN-network is "bus-shaped" , i.e. in contrast to a star-shaped or ring-shaped wiring the
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has to be connected
between the signals CAN_H and CAN_L. Figure 1 shows a system with typical wiring.
4.1.4 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 practice for
vehicles with electric drives, e.g. trams and trolley-buses.
However, it shall be ensured that all bus tranceivers stay within their common mode voltage range at all
times. It is therefore recommended to use only isolated ECUs (see Figure 1), or only non-isolated ones (see
Figure 2) 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 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 supply voltage for
their transceivers. To support both kinds of isolated ECUs now and in the future, it is recommended that the
cable also contains 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-isolated devices using a shielded cable with one twisted pair
________
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.
Depending on the bus configuration, deviations from 120 W 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.
Remark: The more nodes there are in the bus, the higher the termination resistor value should be.
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:
1 The net shall be terminated at both ends with a resistor (between the signals CAN_L and CAN_H) as
specified in EN 50325-1. See also guidelines in the CiA recommendation DR303-1 (see Bibliography)
2 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.
3 The overall allowed length of the trunk cable is dependent of the bit rate. See guidelines on
recommended overall bus lenghts in prEN 50325-4.
4 Dead-end feeders shall be kept shorter than 0,30 m at 1 Mbit/s. At lower bit rates, EN 50325-1 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 feeder lengths obtained by DR303-1 formulas, the note given
in EN 50325-1 about checking the influence of cable resonator waves shall be followed.
5 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.
6 A suitable cable type should be used. Always remember the voltage loss in the cable. A guideline for
selecting a cable is given in the CiA recommendation DR303-1 (see Bibliography).
7 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.
4.2 Devices and T-connectors
Each device (ECU) shall have a male bus cable connector. If the ECU supports 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. I
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