CEN/TR 16596:2013

SLOVENSKI STANDARD
01-marec-2014
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Electric-electronic interface between chassis-cab and bodywork of refuse collection
vehicles (RCVs)
CAN-Schnittstelle zwischen Fahrgestellen und Aufbau von Abfallsammelfahrzeugen
Interface électrique-électronique entre le châssis-cabine et la superstructure des bennes
de collecte des déchets
Ta slovenski standard je istoveten z: CEN/TR 16596:2013
ICS:
13.030.40 Naprave in oprema za Installations and equipment
odstranjevanje in obdelavo for waste disposal and
odpadkov treatment
43.040.15 $YWRPRELOVNDLQIRUPDWLND Car informatics. On board
9JUDMHQLUDþXQDOQLãNLVLVWHPL computer systems
43.160 Vozila za posebne namene Special purpose vehicles
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

TECHNICAL REPORT
CEN/TR 16596
RAPPORT TECHNIQUE
TECHNISCHER BERICHT
November 2013
ICS 43.040.15; 43.160
English Version
Electric-electronic interface between chassis-cab and bodywork
of refuse collection vehicles (RCVs)
Interface électrique-électronique entre le châssis-cabine et CAN-Schnittstelle zwischen Fahrgestellen und Aufbau von
la superstructure des bennes de collecte des déchets Abfallsammelfahrzeugen

This Technical Report was approved by CEN on 24 September 2013. It has been drawn up by the Technical Committee CEN/TC 183.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United
Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2013 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 16596:2013 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 Electric interface .5
4.1 Objective .5
4.2 Description .6
4.3 Plugs .6
4.4 Pin-out and defined signals .6
4.5 Video cable .6
4.6 Plugs location .7
5 CAN Interface .7
5.1 Objective .7
5.2 SAE J1939/71 messaging for RCV .7
5.3 Management of the information between bodywork and chassis-cab .7
Annex A (normative) Architecture of the electric-electronic interface . 23
Annex B (normative) Plugs . 24
Annex C (normative) Pin-out and defined signals . 25
Annex D (normative) Characteristics of the engine revolution signal . 29
Annex E (normative) Characteristics of the driving speed signal . 30
Annex F (normative) Configuration of the information: chassis ready . 31
Annex G (normative) Control of the beacon. 32
Annex H (normative) CAN messages transmitted by bodywork . 33
Annex I (normative) CAN messages received by bodywork . 43
Bibliography . 73

Foreword
This document (CEN/TR 16596:2013) has been prepared by Technical Committee CEN/TC 183 “Waste
management”, the secretariat of which is held by DIN.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
Introduction
On September 29, 2009, CEN/TC 183/WG 2 mandated its PWG 5 to work on a proposal for the CAN
communication between the chassis-cab and the bodywork of RCVs. Based on an earlier proposal (PWG 5
from 2002 to 2005), the experts of PWG 5 discussed the possibilities and concluded in the results shown in
this document.
To comply with the requirements of the relevant safety Directives and Standards, it is unavoidable to use
electronic controls on the RCV chassis-cab and on the bodywork of RCVs because the control devices have
to communicate to get the RCV working in proper and safe conditions.
This document contains a proposal for an interface between the chassis-cab and the bodywork in terms of
electrical wiring including plugs and positions for the plugs as well as an adequate CAN protocol.
1 Scope
This Technical Report proposes a standardized interface between the chassis-cab and the bodywork of refuse
collection vehicles. The solution, initially for vehicles with hard wired interface and CAN interface, is developed
into full CAN communication between the bodywork and the chassis-cab.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
EN 1501-1:2011, Refuse collection vehicles — General requirements and safety requirements — Part 1: Rear
loaded refuse collection vehicles
EN 1501-5:2011, Refuse collection vehicles — General requirements and safety requirements — Part 5:
Lifting devices for refuse collection vehicles
SAE J1939/71:2010-02, Vehicle application layer
3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 1501-1:2011 and the following apply.
3.1
electric interface
provisions for power supply and control signals to ensure safe connections between the chassis-cab and the
bodywork
3.2
electronic interface
provisions for communication between the chassis-cab and the bodywork by means of CanBus
3.3
Electronic Control Unit
ECU
embedded system that controls one or more electrical systems or subsystems in a RCV
4 Electric interface
4.1 Objective
This clause describes the electric interface between all chassis and the bodywork of refuse collection vehicles.
Plugs, pin-outs and signals are defined.
The chassis-cab shall be provided with an electric-electronic interface ready to be connected inside the cab
and outside the cab. From inside to outside of the cab, there is a defined wiring loom to connect the chassis
information and which is also used for information reserved for the bodywork. By this means, the bodywork
manufacturer does not need to rework the wiring and can therefore avoid wrong handling and damages on the
chassis-cab side.
Annex A shows the architecture of the electric-electronic interface and examples of possible ways the
bodybuilder can use it.
4.2 Description
As shown in Annex A, the electrical interface is composed of six plugs each shared into three lines. The plugs
shall be marked according to the following format BBxy, where:
— x represents the line number, 1 ≤ x ≤ 2;
— y represents the location of the plugs, 1 ≤ x ≤ 3 (1: From the chassis, 2: Inside the cab, 3: Out of the cab).
EXAMPLE The plug BB23 represents the plug out of the cab on line 2.
4.3 Plugs
See Annex B.
The following plugs shall be used:
— BB11 MCP 2.8 Unsealed tab housing 21 ways, Coding C, Blue P/N 3-967630-1 Tyco Corp.
— BB21 MCP 2.8 Unsealed tab housing 18 ways, Coding A, Grey P/N 1-967629-1 Tyco Corp.
— BB12 MCP 2.8 Unsealed receptacle housing 21 ways, Coding C, Blue P/N 6-968975-1 Tyco Corp.
— BB22 MCP 2.8 Unsealed receptacle housing 18 ways, Coding A, Brown P/N 8-968974-1 Tyco Corp.
— BB13 MCP 2.8 Sealed tab housing with flange 21 ways, Coding A, Black P/N 1-2112162-1 Tyco Corp.
— BB23 MCP 1.5 Sealed tab housing 18 ways, Black P/N 1-1564412-1 Tyco Corp.

4.4 Pin-out and defined signals
See Annex C, D, E, F and G.
In case of full CAN-bus operation, line 1 is carrying all signals and energy pins and line 2 is not used.
In case of hard-wired interface operation, line 1 and line 2 are used with the defined pins.
4.5 Video cable
On RCVs, a camera with video-monitor inside the cab is mandatory and a video-cable shall be laid from
outside to inside the cab. This cable is depending on the bodywork manufacturer video-system and cannot be
standardized.
To prevent dismounting the cab only for this cable, a ductwork including a wire puller to fit the camera-cable
shall be provided parallel to the wiring harness as shown in Annex A.
Outside the cab, the end of the ductwork shall be placed accessible close to the plugs BB11 and BB12. Inside
the cab, the end of the ductwork shall be placed accessible near the middle of the dashboard.
The inner diameter of the ductwork shall be so that it is possible to lay the camera cable with M12 connector
with a minimum of 20 mm.
The ductwork shall be fixed in the chassis-cab so that its radius allows the camera-cable to be easily pulled
with the wire puller.
4.6 Plugs location
The plugs BBx1 and BBx2 inside the cab shall be located all together in the electrics compartment/base
module and easily accessible.
The plugs BB13 and BB23 outside the cab shall be fixed all together on a plate behind the cab on the left
hand side of the frame.
The chassis-cab shall be delivered with the external plugs protected to avoid oxidation of the contacts until
they are used.
5 CAN Interface
5.1 Objective
To be compatible whatever the chassis-cab manufacturer, the electrical interface described in Clause 4 shall
use the CAN communication with the most common used protocol on industrial vehicles: SAE J1939/71
revised February 2010.
5.2 SAE J1939/71 messaging for RCV
5.2.1 Description
See Annexes H and I.
All the requested information are those described in the SAE J1939/71 (revised February 2010) protocol.
Therefore, for the information specific to the RCV some new messages have been created and the
corresponding proprietary CAN identifiers have been defined.
Priority classification (PC) of the messages:
— PC1: Mandatory by EN 1501-1;
— PC2: Minimum necessary for correct operation of the bodywork;
— PC3: For complete integration between bodywork and chassis-cab.
5.2.2 Source address
Messages from bodywork to chassis-cab shall be sent with source address XX (XX ).
h d
5.3 Management of the information between bodywork and chassis-cab
5.3.1 Vehicle stopped
Priority classification: PC2.
Most of the hydraulic movements of the bodywork shall be possible only if the RCV is stopped. The RCV
stopped condition is internally managed by the RCV’s ECU depending on the primary CAN information,
see Figure 1:
Figure 1 — Primary CAN information
The neutral gear information depends on the gearbox type. For a mechanical gearbox, it depends on the gear
neutral switch and the position of the clutch pedal. For an automatic gearbox, the neutral gear information is
considered active if it is selected and engaged; see Figure 2:

Figure 2 — Neutral gear information
Neutral gear information depends on gearbox type. Messages corresponding to manual gearbox are only
available if this type of gearbox is used. Messages corresponding to automated/automatic gearbox are only
available on automat
...