SIST-TP CEN/TR 16596:2014

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 automated/automatic gearbox types. There is no time-out triggering dependant on gearbox type
in the RCV.
5.3.2 Vehicle reversing
Priority classification: PC1.
This information is necessary to comply with EN 1501-1 requirements for activation of the:
— external auditory warning (buzzer);
— brakes of the RCV if someone is standing on the footboard when the reverse gear is engaged.
See Figure 3.
Figure 3 — Vehicle reversing
The reverse gear information depends on the gearbox type. For mechanical gearbox, it is directly sent
depending on a switch state. For automatic gearbox, the reverse gear information is considered active when
the reverse gear is selected and engaged; see Figure 4:

Figure 4 — Reverse 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 automated/automatic gearbox types. There is no time-out triggering dependant on gearbox type
in the RCV.
5.3.3 Vehicle speed
Priority classification: PC1.
This information is necessary to comply with EN 1501-1 requirements. If someone is standing on the
footboard and the vehicle speed is greater than 40 km/h, a sound alarm shall be activated to the intention of
the driver; see Figure 5.
Figure 5 — Vehicle speed
5.3.4 Vehicle distance
Priority classification: PC2.
RCVs generally include a greasing system for the compaction system and lifting devices but also for the
chassis-cab itself. In such a case, it is useful to manage the greasing of the chassis-cab depending on the
travelled distance; see Figure 6.

Figure 6 — Vehicle distance
5.3.5 Axles load distribution
Priority classification: PC2.
For RCVs with an important rear overhang, the rear axles can be overloaded at the beginning of the waste
collection. To manage this problem, the weight of the axles shall be monitored and if one of them is closed to
the upper limit, the ejection panel is moved forward so as to transfer the waste to the front of the body,
see Figure 7. When the maximum permissible load is reached, the hydraulics of the RCV can be automatically
stopped.
The chassis manufacturer shall specify the accuracy of the system.

Figure 7 — Axles load distribution
5.3.6 Road speed limitation to 25 km/h / 30 km/h
Priority classification: PC1.
According to EN 1501-1:2011, 5.10.3.3:
“If the footboard(s) is (are) occupied, the forward driving speed shall be limited to 30 km/h / 25 km/h”.
“In order to avoid dangerous situations when driving over 40 km/h, the speed shall not be limited if no
detection has occurred during the vehicle acceleration from 6 km/h to 30 km/h.” (managed by the RCV’s
ECU).
An additional control [.] shall be provided so that in case of a faulty function of the device(s) or by road
traffic emergency, the speed limitation and reversing safety device(s) can be overridden.” (managed by
the RCV’s ECU). See Figure 8.
NOTE The speed limitation depends on the orientation of the mounted footboards (see EN 1501–1).

Figure 8 — Road speed limitation to 30 km/h
5.3.7 Road speed limitation to 6 km/h
Priority classification: PC1.
According to EN 1501-5:2011, 5.4:
“If the waste container lifting device is in a position where some parts of it protrude beyond the
dimensions of the RCV, the RCV shall not be able to be driven faster than 6 km/h (positioning
movement).”
See Figure 9.
Figure 9 — Road speed limitation to 6 km/h
5.3.8 Brakes system activation
Priority classification: PC1.
According to EN 1501-1:2011, 5.10.3.3:
“If the footboard(s), is (are) occupied. reversing of the rear loaded RCV shall not be possible.”
“The prevention of reversing has to be achieved by activation of the brake system [.]. The fully loaded
RCV shall remain stationary on a 10 % slope […] When, after a prevention of the reversing of the .
RCV, the safety device is no longer detecting a person on a footboard, any further reversing shall be
possible only by an intentional re-actuation of the gearbox by the driver, whatever the type of gearbox:
manual, automatic, semi-automatic.” (managed by the RCV’s ECU).
An additional control shall be provided so that in case of a faulty function of the device(s) or by road
traffic emergency, the speed limitation and reversing safety device(s) can be overridden.” (managed by
the RCV’s ECU).
Figure 10 — Brakes system activation
Optionally, the brakes of the chassis-cab can be activated when the tailgate is open to discharge the waste.
For example: many drivers leave the location where they just discharged the waste with the tailgate open and
crash the tailgate against the top of the entrance gate.
For safety reasons, the brakes activation shall not be possible if the vehicle speed is greater than 6 km/h
The brakes activation status give the information that the chassis-cab has taken in account the brake
activation request sent by the bodywork.
See Figure 10.
5.3.9 Power take off (PTO) (All)
Priority classification: PC2.
Usually, RCVs use chassis-cab provided with engine mounted PTO without clutch. If a PTO clutch exists, the
preferred management shall be as stated in Figure 11:
Figure 11 — Power take off (PTO) (All)
1) The PTO controller continually monitors the conditions it requires before its PTO drive can be engaged.
This may include internal sensors as well as data collected from the network, such as throttle position.
2) Regardless of whether the driver has requested PTO engagement, the ‘engagement consent’ status is
continually broadcast by the transmission.
3) When the driver starts the RCV’s ECU to collect waste, this controller reflects this status in its message
broadcast; the transmission controller receives this input.
4) If conditions are acceptable, the transmission controller power the circuit to engage the PTO mounted on
the transmission.
5) The PTO controller monitors the progress of the physical PTO engagement, and reflects this in its
broadcast so that the RCV’s ECU may use the information.
5.3.10 Speed up
5.3.10.1 Fixed speed up
Priority classification: PC2.
When a hydraulic movement is requested by the RCV, the engine speed shall be increased to get sufficient oil
flow. The target rpm value depends on the hydraulic pump and the gear ratio between engine and PTO. Usual
targets are between 850 rpm and 1 150 rpm.
The speed up is requested only if the RCV is stopped (see conditions in 5.3.1). As soon as the Vehicle
Stopped conditions are not fulfilled (or no hydraulic movement is requested), the RCV’s ECU no more
requests the engine speed governor.
IMPORTANT — To get a fast response of the engine so that the requested oil flow is immediately
available, the minimum possible engine speed acceleration shall be 300 rpm/s.
The speed control during hydraulic movement shall have higher priority than the accelerator pedal and the
cruise control functions.
See Figure 12.
Figure 12 — Fixed speed up
5.3.10.2 Variable speed up
Priority classification: PC2.
With fixed engine speed target, the delivered oil flow is always at its maximum. Sometimes, the requested
movement in progress does not need this maximum and the exceeding flow is lost as calories through a relief
valve.
To optimise the fuel consumption and also the engine noise, the engine speed target is now computed
depending on the exact oil flow the movement in progress needs.
In this mode, the conditions to manage the speed up are still the same as those described for fixed speed up;
see Figure 13.
Figure 13 — Variable speed up
5.3.10.3 Limited engine speed
Priority classification: PC2.
When the hydraulic pump cannot run faster than a limited value, the engine speed is controlled so that a
maximum speed cannot be exceeded during travelling. If the accelerator pedal is kicked down during
travelling, this mode is cancelled; see Figure 14.

Figure 14 — Limited engine speed
5.3.11 Torque control
5.3.11.1 Torque curve
Priority classification: PC3.
The requested information for torque management is given in Figure 15:

Figure 15 — Requested information for torque management
5.3.11.2 Torque managed by chassis
Priority classification: PC3.
) depending on the measured
The RCV’s ECU can easily compute the Actual Hydraulic Percent Torque (T
H
pressure (p) in the circuit, the Instantaneous Flow Rate (Cp) of the hydraulic pump and the Engine Reference
Torque. The value of the requested torque is sent to the engine when a movement is requested.
See Figure 16.
Figure 16 — Torque managed by chassis
5.3.11.3 Managed by RCV
Priority classification: PC3.
First, the engine speed is adjusted to get the sufficient flow rate as described in 5.3.11.2. In parallel the
Torque Difference (ε ) between the Actual Maximum Available Engine Percent Torque (T ) and the Actual
T m
Engine Percent Torque (T ) is monitored by the RCV’s ECU. If the hydraulic load is increasing and the Torque
a
Difference (ε ) becomes close to zero:
T
— the Instantaneous Flow Rate (Cp) of the hydraulic pump is decreased so that Actual Maximum Available
Engine Percent Torque (T ) is never exceeded;
m
— the engine speed is readjusted so that the flow rate is kept.
See Figure 17.
Figure 17 — Torque managed by RCV
5.3.12 Prohibition of air suspension control
Priority classification: PC2.
RCVs for collection of bulky waste may be equipped with two stabilisers at the rear. When these stabilisers
are down, the pneumatic suspension may be deflated. When the stabilisers are lifted, the regulation of the
pneumatic suspension is not fast enough to keep the vehicle at its nominal level and the rear of the RCV hits
the ground. To manage this problem, the regulation of the air suspension is prohibited when the stabilisers are
moving down and until they are up again in their travel position.

Figure 18 — Prohibition of air suspension control
5.3.13 Air suspension position control
Priority classification: PC2.
The air suspension is kneeled in certain situations below 10 km/h:
— kneeling request front axle (SPN 1830);
— kneeling request rear axle (SPN 1829);
— nominal level request front Axle (SPN 1751);
— nominal level request rear Axle (SPN 1750);
— kneeling information (SPN 1742);
— nominal level front axle (SPN 1734);
— nominal level rear axle (SPN 1733).
For RCV with rear lift axle it is necessary to know if the axle is up or down to manage the weight axle load by
weighing system between the bodywork and the chassis-cab:
— lift axle 1 position (SPN 1743);
— lift axle 2 position (SPN 1822).
5.3.14 Fuel consumption
Priority classification: PC3.
This shall be available for users who want statistics and optimisation of the collection tours:
— total used fuel (SPN 250);
— fuel level (SPN 96);
— engine fuel rate (SPN 183);
— catalyst tank level (Add blue) (SPN 1761);
— trip PTO moving fuel used (SPN 1002);
— trip PTO non-moving fuel used (SPN 1003).
5.3.15 Remote start and stop of the engine
Priority classification: PC3.
Used during assembly of the bodywork on the chassis-cab or for stop and start function:
— remote start request;
— remote stop request;
— remote start consent;
— remote stop consent.
The remote start consent and remote stop consent are the information sent from the chassis-cab the
bodywork to know if the remote start request and remote stop request are allowed.
The remote start request and remote stop request are sent from the bodywork to the chassis-cab.
5.3.16 Ambient temperature
Priority classification: PC3.
For the operatives standing on the footboards, RCVs are provided with heated handles in winter time. With
this information, the heating of the handles can be controlled according to the air ambient temperature:
— ambient air temperature (SPN 171).
5.3.17 Lighting
Priority classification: PC3.
Because standard rear lights can be hidden by the operatives when they are standing on the footboards,
RCVs use dual lights fitted at the top of the tailgate. Therefore it is useful that these lights are controlled and
supervised by CAN.
Lighting command:
— right turn signal lights (SPN 2369);
— left turn signal lights (SPN 2367);
— right stop light (SPN 2373);
— left stop light (SPN 2371);
— tractor marker light (SPN 2377);
— rear fog lights (SPN 2389);
— rotating beacon light (SPN 2385).
Lighting status:
— right turn signal lights (SPN 2370);
— left turn signal lights (SPN 2368);
— right stop light (SPN 2374);
— left stop light (SPN 2372);
— tractor marker light (SPN 2378);
— rear fog lights (SPN 2390);
— rotating beacon light (SPN 2385).
5.3.18 Other uses
Priority classification: PC3:
— driver’s request percent engine torque (SPN 512);
— accelerator pedal 1 position (SPN 91);
— brake pedal position (SPN 521);
— engine % load at current speed (SPN 92);
— seconds (SPN 959);
— minutes (SPN 960);
— hours (SPN 961);
— month (SPN 963);
— day (SPN 962);
— year (SPN 964);
— local minutes offset (SPN 1601);
— local hour offset (SPN 1602);
— driver’s door open (SPN 3413, SPN 3416);
— battery potential (SPN 158, SPN 168).
Annex A
(normative)
Architecture of the electric-electronic interface

Figure A.1 — Electric-Electronic Interface – Chassis-cab alone

Figure A.2 — Bodywork system connected inside and outside the cab
Annex B
(normative)
Plugs
a) BB11 b) BB21
c) BB12 d) BB22
e) BB13 f) BB23
Figure B.1 — Plugs
Annex C
(normative)
Pin-out and defined signals
Table C.1 — Pin-out and defined signals
Line 1: Plugs BB11, BB12, BB13 - 21 Ways
Wire size
Pin connected Signal Direction Description Comments
mm
BB11 BB12 BB13
CH-
1 1 1 +24VDC not switched 2,5 Power supply from battery 30 - 15A
a
> BW
4 4 4 +24VDC not switched 2,5 CH- > BW Power supply from battery 30 - 15A
7 7 7 +24VDC switched 2,5 CH- > BW Power supply switched after ignition 15 - 15A
10 10 10 +24VDC switched 2,5 CH- > BW Power supply switched after ignition 15 - 15A
13 13 13 +24VDC switched 1,0 CH- > BW Power supply switched after ignition 15 - 5A
3 3 3 Ground 2,5 CH- > BW Power supply 31 - 15A
6 6 6 Ground 2,5 CH- > BW Power supply 31 - 15A
9 9 9 Ground 2,5 CH- > BW Power supply 31 - 15A
12 12 12 Ground 2,5 CH- > BW Power supply 31 - 15A
15 15 15 Ground 1,0 CH- > BW Power supply 31 - 5A
2 2 2 CAN 1 H 0,5 CH- > BW Chassis - Bodybuilder CAN
5 5 5 CAN 1 L 0,5 CH- > BW Chassis - body CAN
Twisted pair complying with
c
- 8 8 CAN 2 H 0,5 CAN reserved bodybuilder
BWIU
- 11 11 CAN 2 L 0,5 BWIU CAN reserved bodybuilder
- 14 14 1,0 BWIU Emergency stop circuit 1, closed loop to cab
Emergency stop,
circuit 1
Emergency stop,
- 17 17 1,0 BWIU
circuit 1
Emergency stop,
- 19 19 1,0 BWIU
circuit 2
Emergency stop circuit 2, closed loop to cab
Emergency stop,
- 20 20 1,0 BWIU
circuit 2
- 16 16 Reserved/Spare 1,0 BWIU Reserved bodybuilder
- 18 18 Reserved/Spare 1,0 BWIU Reserved bodybuilder
Line 2: Plugs BB21, BB22, BB23 - 18 Ways
Pin connected
Wire
Signal Direction Description Comments
size mm
BB21 BB22 BB23
Refer to Annex D for signal
1 1 1 Engine revolution 1,0 CH- > BW W-signal of the alternator as of frequency
characteristics
Driving speed frequency signal, Standardised
Refer to Annex E for signal
2 2 2 Driving speed 1,0 CH- > BW signal of the actual road speed from the
characteristics
tachograph (C3 signal, connector B7)
Request signal for the activation of the reverse
gear selection
Reverse gear (automatic / semi-automatic gear box, when
3 3 3 1,0 CH- > BW +24 V if engaged
engaged reverse selected)
(manual gear box, when the reverse gear is
shifted)
Parking light / side lights is the light that gets
turned on by the first turn of the light switch of the
4 4 4 Parking light on 1,0 CH- > BW truck +24 V if on
The signal is needed as information for the BB to
illuminate his instruments/ body.
Information from the chassis that the PTO is
5 5 5 PTO engaged 1,0 CH- > BW +24 V if engaged
actually engaged.
See Annex F for the configuration
Chassis is ready to work (shall be configurable by
6 6 6 Chassis ready 1,0 CH- > BW on chassis side
chassis manufacturer/dealer)
+24 V if ready
7 7 7 Park brake engaged 1,0 CH- > BW Park brake is engaged +24 V if engaged
8 8 8 Neutral gear engaged 1,0 CH- > BW Neutral gear is engaged +24 V if engaged
Clutch pedal
9 9 9 1,0 CH- > BW Clutch pedal is depressed +24 V if depressed
depressed
10 10 10 Not used 1,0  Free
11 11 11 Not used 1,0  Free
Maximum rpm restristion if required
Body ready to work, signal for activation of the
b
12 12 12 Engage PTO 1,0 programed in pin 12
BW- > CH
PTO can be given
+24 V: engage the PTO
Ramp increasing > 400 rpm/s (to be
Request for working Body requests working RPM (pre-set value by confirmed by the chassis
13 13 13 1,0 BW- > CH
RPM chassis manufacturer/dealer) manufacturer)
+24 V: Request RPM
The driving limitations mend are listed in
EN 1501–1 (reversing inhibit with speed limitation
to 30 km/h). Shall operate as defined in the last
Request for driving update of EN 1501–1:2011; the 30 km/h limitation
+24 V: Initiates the vehicle
14 14 14 restrictions EN 1501– 1,0 BW- > CH logic described there, it is decided by the body
restrictions
1 builder. The reversing protection is not affected
because a reversing protection over 30 km/h is not
required. Override logics are controlled by the
bodybuilder.
Request for speed 2nd Speed limitation to a parametric value (e.g. +24 V: Initiates the vehicle
15 15 15 1,0 BW- > CH
limit 6 km/h when out of body form of the RCV) restrictions.
Makes it possible to lower the chassis when
Request for deflation +24 V: Activates the lowering of the
16 16 16 1,0 BW- > CH exchanging body works or others where a stable
of rear axle air susp. chassis
position is required.
The warning beacon should be turned on
throughout the chassis switch and /or the body See Annex G
17 17 17 Request for beacon 1,0 BW- > CH
switch. The importance is that the wire is +24 V: Switch beacons on.
available.
Makes it possible to prevent the air suspension to
become unpressurised when something is lifted. +24 V: Air suspension regulation is
18 18 18 Inhibit air suspension 1,0 BW- > CH
Used to inhibit the air suspension regulation for inhibited
vehicles with jack legs.
a
Signal from chassis to bodywork.
b
Signal from bodywork to chassis manufacturer.
c
Bodywork internal use only.
Annex D
(normative)
Characteristics of the engine revolution signal
K
Available on the plug W+ of the alternator, the engine revolution is given by a relation of type ω= .
T
Key
Cyclic rate 50 %
Frequency range 0 < 1/t < 1 kHz
U_High 16 V < U_High < 34 V
U_Low 0,5 V < U_Low < 5,5 V
Maximum current 0,1 A
Figure D.1 — Engine revolution signal
Annex E
(normative)
Characteristics of the driving speed signal
Available on the plugs B6 and B7 of the speed controller, the vehicle speed is given by a relation of type
K×t
V= .
T
Key
U_High U_High > 5,5 V
U_Low U_Low < 1,5 V
Maximum current 0,5 mA
Frequency (1/T) 1/t < 1 528 Hz
0,64 ms < t < 4 ms
Pulse duration (t)
Pulse duration accuracy 1 %
Speed controller constant (pulse/Km) 4 000 < k < 25 000
Figure E.1 — Driving speed signal
Annex F
(normative)
Configuration of the information: chassis ready
The information chassis ready to work shall be configurable by the chassis-cab manufacturer according to the
following combinations:
Figure F.1 — Configuration: chassis ready
Annex G
(normative)
Control of the beacon
Figure G.1 — Beacon wiring diagram

Annex H
(normative)
CAN messages transmitted by bodywork
Table H.1 — Signals transmitted by bodywork
Name / Repetition Data PDU PDU PGN PGN Identifier Source
Memo Priority Requested Byte Bit SPN Data content Value Comments
comments rate length format specific (D) (HEX) (HEX) Address
Air suspension
ASC2 100 ms 8 210d 230d 3 53760 00D200 0C D2 00 55 85d □
control # 2
0 Disable Automatic
traction help | 1Enable
Automatic
□ 1–2 2984 Automatic traction help | 2
traction help
Reserved | 3 Take no
action
0 No kneeling request | 1
Kneeling
1 kneeling request | 2
□ 3–4 1749 Request Left
Reserved | 3 Take no
Side
action
0 No kneeling request | 1
Kneeling
kneeling request | 2
□ 5–6 1748 Request
Reserved | 3 Take no
Right Side
action
0 Automatically actuated |
Kneeling
1 Manually actuated | 2
□ 7–8 1747 Control Mode
Reserved | 3 Take no
Request
action
Nominal 0 No level request | 2
Level Normal Level 2 (activate
✓ 1–4 1751 PC2
Request speed dependent level) |

Front axle 3–15 Take no action
Nominal 0 No level request | 2
PC2
Level Normal Level 2 (activate
✓
5–8 1750
Request speed dependent level) |

Rear axle 3–15 Take no action
Name / Repetition Data PDU PDU PGN PGN Identifier Source
Memo Priority Requested Byte Bit SPN Data content Value Comments
comments rate length format specific (D) (HEX) (HEX) Address
0000 Normal
operation,(i.e. the system
performs a “"pure””
control of the vehicle
height)
0001 Traction help (load
transfer),(i.e. the driven
axle is loaded to a
maximum value given by
legislation or design)
Level Control
0010 Load fixing,(i.e. the
□ 1–4 1753 Mode
driven axlen is loaded to a
Request
value defined
by the driver)
0011 Pressure ratio 1,(i.e.
the ratio between the
pressures at the driven
axle and at the third axle
is controlled, so that the
ratio equals a fixed value
1)
Lift Axle 1 0 | Lift Axle Position Down
□ 5–6 1752 Position | Lift Axle Position Up | 2

Request Reserved | Take no action
Lift Axle 2 0 | Lift Axle Position Down
□ 7–8 1828 Position | Lift Axle Position Up | 2

Request Reserved | Take no action
Damper
Stiffness Factor: 0,4 % | Offset:
□ 4  1718
Request 0 % | Range: 0.100 %
Front Axle
Damper
Stiffness Factor: 0,4 % | Offset:
□ 5  1719
Request 0 % | Range: 0.100 %
Rear Axle
Damper
□ 6  1720
Factor: 0,4 % | Offset:
Stiffness
Name / Repetition Data PDU PDU PGN PGN Identifier Source
Memo Priority Requested Byte Bit SPN Data content Value Comments
comments rate length format specific (D) (HEX) (HEX) Address
Request 0 % | Range: 0.100 %
Lift/Tag Axle
0 No kneeling request | 1
PC2
Kneeling
kneeling request | 2
✓
1–2 1830 Request
Reserved | 3 Take no
Front Axle
action
0 No kneeling request | 1
Kneeling
kneeling request | 2
✓ 3–4 1829 Request PC2
Reserved | 3 Take no
Rear Axle
action
Prohibit Air 0 Not prohibited |1
✓
5–6 3215 Suspension Prohibited | 2 Error | 3 Not PC2

Control available
□ 7–8  Not used
□ 8   Not used
Lighting On event
LC 8 254d 65d 3 65089 00FE41 OC FE 41 55 85d □
command (<1s)
0 Off | 1 On | 2 Error | 3
□ 1–2 2403 Running light
Not available
Alternate
0 Off | 1 On | 2 Error | 3
□ 3–4 2351 Beam Head
Not available
Light Data
Low Beam
0 Off | 1 On | 2 Error | 3
□ 5–6 2349 Head Light
Not available
Data
High Beam
0 Off | 1 On | 2 Error | 3
□ 7–8 2347 Head Light
Not available
Data
Tractor Front 0 Off | 1 On | 2 Error | 3
□ 1–2 2387
Fog Lights Not available
Rotating 0 Off | 1 On | 2 Error | 3
✓ 3–4 2385 PC3
Beacon Light Not available
Name / Repetition Data PDU PDU PGN PGN Identifier Source
Memo Priority Requested Byte Bit SPN Data content Value Comments
comments rate length format specific (D) (HEX) (HEX) Address
Right Turn 0 Off | 1 On | 2 Error | 3
✓ 5–6 2369 PC3
Signal Lights Not available
Left Turn 0 Off | 1 On | 2 Error | 3
✓ 7–8 2367 PC3
Signal Lights Not available
Back Up
0 Off | 1 On | 2 Error | 3
□ 1–2 2391 Light and
Not available
Alarm Horn
0 Off | 1 On | 2 Error | 3
Center Stop
Not available
□ 3–4 2375
Light
Right Stop 0 Off | 1 On | 2 Error | 3
✓ 5–6 2373 PC3
Light Not available
Left Stop 0 Off | 1 On | 2 Error | 3
✓ 7–8 2371 PC3
Light Not available
Implement
0 Off | 1 On | 2 Error | 3
□ 1–2 2383 Clearance
Not available
Light
Tractor
0 Off | 1 On | 2 Error | 3
□ 3–4 2381 Clearance
Not available
Light
Implement 0 Off | 1 On | 2 Error | 3
□ 5–6 2379
Marker Light Not available
Tractor 0 Off | 1 On | 2 Error | 3
✓ 7–8 2377 PC3
Marker Light Not available
Rear Fog 0 Off | 1 On | 2 Error | 3
✓
1–2 2389 PC3
Lights Not available
Tractor
Underside 0 Off | 1 On | 2 Error | 3
□ 5 3–4 2357
Mounted Not available
Work Lights
0 Off | 1 On | 2 Error | 3
Tractor Rear
□ 5–6 2359
Not available
Low Mounted
Name / Repetition Data PDU PDU PGN PGN Identifier Source
Memo Priority Requested Byte Bit SPN Data content Value Comments
comments rate length format specific (D) (HEX) (HEX) Address
Work Lights
0 Off | 1 On | 2 Error | 3
Tractor Rear
Not available
High
Mounted
□ 7–8 2361
Work Lights
Tractor Side
0 Off | 1 On | 2 Error | 3
□ 1–2 2363 Low Mounted
Not available
Work Lights
Tractor Side
High 0 Off | 1 On | 2 Error | 3
□ 3–4 2365
Mounted Not available
Work Lights
Tractor Front
0 Off | 1 On | 2 Error | 3
□ 5–6 2353 Low Mounted
Not available
Work Lights
Tractor Front
High 0 Off | 1 On | 2 Error | 3
□ 7–8 2355
Mounted Not available
Work Lights
Implement
0 Off | 1 On | 2 Error | 3
□ 1–2 2397 OEM Option
Not available
2 Light
Implement
0 Off | 1 On | 2 Error | 3
□ 3-4 2395 OEM Option
Not available
1 Light
Implement
0 Off | 1 On | 2 Error | 3
□ 5-6 2406 Right Facing
Not available
Work Light
Implement
0 Off | 1 On | 2 Error | 3
□ 7-8 2597 Left Facing
Not available
Work Light
□ 8 1-2 2393
Lighting Data
Name / Repetition Data PDU PDU PGN PGN Identifier Source
Memo Priority Requested Byte Bit SPN Data content Value Comments
comments rate length format specific (D) (HEX) (HEX) Addres
...