EN 13149-5:2004
(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 document 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.) 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 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 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 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.
Öffentlicher Verkehr - Planungs- und Steuerungssysteme für Straßenfahrzeuge - Teil 5: Festlegungen für CANopen Verbindungen
Transports publics - Systèmes d'ordonnancement et de contrôle des véhicules routiers - Partie 5: Spécifications de câblage CANopen
Javni prevoz – Sistemi za časovno razporejanje in nadzor cestnih vozil – 5. del: Specifikacije za okablenje sistema CANopen
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Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Öffentlicher Verkehr - Planungs- und Steuerungssysteme für Straßenfahrzeuge - Teil 5: Festlegungen für CANopen VerbindungenTransports publics - Systemes d'ordonnancement et de contrôle des véhicules routiers - Partie 5: Spécifications de câblage CANopenPublic transport - Road vehicle scheduling and control systems - Part 5: CANopen cabling specifications43.040.15Car informatics. On board computer systems35.240.60Uporabniške rešitve IT v transportu in trgoviniIT applications in transport and trade03.220.20Cestni transportRoad transportICS:Ta slovenski standard je istoveten z:EN 13149-5:2004SIST EN 13149-5:2005en01-januar-2005SIST EN 13149-5:2005SLOVENSKI
STANDARDSIST ENV 13149-5:20031DGRPHãþD
EUROPEAN STANDARDNORME EUROPÉENNEEUROPÄISCHE NORMEN 13149-5September 2004ICS 35.240.60; 43.080.20; 45.060.01Supersedes ENV 13149-5:2002
English versionPublic transport - Road vehicle scheduling and control systems -Part 5: CANopen cabling specificationsTransports publics - Systèmes d'ordonnancement et decontrôle des véhicules routiers - Partie 5: Spécifications decâblage CanOpenÖffentlicher Verkehr - Planungs- und Steuerungssystemefür Straßenfahrzeuge - Teil 5: Festlegungen für CANopenVerbindungenThis 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 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 responsibility 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, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia,Slovenia, Spain, Sweden, Switzerland and United Kingdom.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMITÉ EUROPÉEN DE NORMALISATIONEUROPÄISCHES KOMITEE FÜR NORMUNGManagement Centre: rue de Stassart, 36
B-1050 Brussels© 2004 CENAll rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. EN 13149-5:2004: ESIST EN 13149-5:2005
(informative)
Data transmission trunk cable installation guidelines using minimum dead-end feeders.13 Annex B
(informative)
Repeater calculation example.14 Bibliography.16
1 Scope This document 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.) 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 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 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 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 references The 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 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 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 SIST EN 13149-5:2005
at 1 MHz (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 not 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 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 practice for vehicles with electric drives, e.g. trams and trolley-buses.
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, deviations from 120 Ω 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. SIST EN 13149-5:2005
Figure 1 — Typical wiring of non-isolated devices using a shielded cable with one twisted pair SIST EN 13149-5:2005
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: 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 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 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-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 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 DR303-1 (see Bibliography). g) Make s
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