SIST-TP CEN/TR 16596:2014

SLOVENSKI STANDARD
SIST-TP CEN/TR 16596:2014
01-marec-2014
(OHNWULþQRHOHNWURQVNLYPHVQLNPHGãDVLMRSRGYR]MHPVNDELQRLQNDURVHULMRYR]LO
]D]ELUDQMHRGSDGNRY
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
SIST-TP CEN/TR 16596:2014 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

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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.

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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

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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.
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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.
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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.
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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.
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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:
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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.
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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.
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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).
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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.
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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).
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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:
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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.
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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.
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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
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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.
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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.
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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
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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;
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— 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).
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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).
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Annex A
(normative)

Architecture of the electric-electronic interface

Figure A.1
...