APC 200 5 - 4207049 - Rev1.1

APC200 ECM/ECI
Transmission
Control System
Description
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APC200 Control System

Description for ECM / ECI
Controls
Doc P/N : 4207049
08 march 2002
Rev 1.1
1/65
Contents
1.
Functional specification ___________________________________________________ 5

1.1 General ________________________________________________________________________ 5
1.2 External interfaces ______________________________________________________________ 6
1.3 Man Machine interface___________________________________________________________ 9
1.3.1
1.3.2
1.3.3
Shift lever _________________________________________________________________________ 9

Display ___________________________________________________________________________ 9
Other ____________________________________________________________________________ 10
1.4 Operating modes _______________________________________________________________ 11

1.4.1
1.4.2
1.4.3
1.4.4
1.4.5
Normal driving ____________________________________________________________________

Self test mode _____________________________________________________________________
Limp Home mode __________________________________________________________________
Shutdown mode____________________________________________________________________
Mode identification_________________________________________________________________
11
11
11
11
12
1.5 Operating Characteristics _______________________________________________________ 12

1.5.1
1.5.2
1.5.3
1.5.4
1.5.5
1.5.6
1.5.7
1.5.8
System___________________________________________________________________________
On/Off inputs _____________________________________________________________________
Analogue inputs ___________________________________________________________________
Speed sensor inputs_________________________________________________________________
On/Off outputs ____________________________________________________________________
Analogue outputs __________________________________________________________________
Speedometer output (combined with RS232 transmit) ______________________________________
Communication interfaces____________________________________________________________
12
13
13
13
14
14
14
14
1.6 Functional description of an automatic control on a forklift ___________________________ 15

1.6.1
1.6.2
1.6.3
1.6.4
1.6.5
1.6.6
External inputs ____________________________________________________________________

General __________________________________________________________________________
Transmission gear changing.__________________________________________________________
Direction reversal protections _________________________________________________________
Behaviour in neutral ________________________________________________________________
Output functions.___________________________________________________________________
15
17
17
19
20
20
1.7 The APC200 Inching System _____________________________________________________ 21

1.7.1
1.7.2
1.7.3
1.7.4
1.7.5
1.7.6
1.7.7
Operation ________________________________________________________________________
Activation of the inching system_______________________________________________________
Leaving Inching mode_______________________________________________________________
Protections preventing Inching mode ___________________________________________________
Function of the brake pedal in relation with inching________________________________________
Function of the brake pedal without inching ______________________________________________
Tips for effectively using the inching system _____________________________________________
21
21
22
22
22
23
23
1.8 The APC200 Hydrostatic simulation system ________________________________________ 24
2.
Safety related requirements __________________________________________________ 25

2.1 Applicable safety guidelines ______________________________________________________ 25
2.2 Safety concept _________________________________________________________________ 25
2.2.1
2.2.2
General __________________________________________________________________________ 25
ECM/APC200 implementation ________________________________________________________ 26
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2.3 Considered faults_______________________________________________________________ 26

2.4 Behaviour in case of faults _______________________________________________________ 27
2.4.1
2.4.2
2.4.3
2.4.4
2.4.5
2.4.6
2.4.7
2.4.8
2.4.9
2.4.10
2.4.11
2.4.12
2.4.13
2.4.14
2.4.15
2.4.16
2.4.17
2.4.18
General __________________________________________________________________________
Reset Condition____________________________________________________________________
Over voltage ______________________________________________________________________
Under voltage _____________________________________________________________________
Internal faults _____________________________________________________________________
Redundant Shutdown Path Error_______________________________________________________
Program out of control ______________________________________________________________
Intermittent power loss ______________________________________________________________
Single faults on analogue outputs ______________________________________________________
Single faults on on/off outputs ________________________________________________________
Incorrect input patterns ______________________________________________________________
Speed sensor faults _________________________________________________________________
Analogue sensor failure______________________________________________________________
Transmission ratio faults _____________________________________________________________
Converter Temperature problem_______________________________________________________
Service requests ___________________________________________________________________
Indication of faults _________________________________________________________________
Indication of faults that have previously occurred _________________________________________
27
27
27
27
27
28
29
29
29
31
32
32
33
34
34
35
35
38
2.5 Behaviour when faults are removed _______________________________________________ 38

2.5.1
2.5.2
2.5.3
2.5.4
2.5.5
2.5.6
2.5.7
2.5.8
2.5.9
2.5.10
2.5.11
Over voltage ______________________________________________________________________

Under voltage _____________________________________________________________________
Internal faults _____________________________________________________________________
Redundant Shutdown Path Error_______________________________________________________
Program out of control ______________________________________________________________
Intermittent power loss ______________________________________________________________
Single faults on outputs______________________________________________________________
Multiple faults on outputs ____________________________________________________________
Incorrect input patterns ______________________________________________________________
Speed sensor failure ________________________________________________________________
Analogue sensor failure______________________________________________________________
38
38
38
39
39
39
39
39
39
39
39
2.6 Specific measures to guarantee Fault tolerance ______________________________________ 39

2.7 Organisational measures to protect from external factors _____________________________ 40
2.7.1
2.7.2
2.7.3
2.7.4
3.
Identification______________________________________________________________________
Traceability and configuration control __________________________________________________
Sourcing _________________________________________________________________________
Software _________________________________________________________________________
40
40
41
41
Environmental conditions ___________________________________________________ 41

3.1 Nature of environmental conditions _______________________________________________ 41
3.2 Behaviour of the system under certain conditions____________________________________ 41
3.3 Environmental standards and limits _______________________________________________ 42
3.4 Interference immunity standards and limits ________________________________________ 42
4.
Design and development tools ________________________________________________ 42
5.
Diagnostics and Guidelines __________________________________________________ 44

5.1 Diagnostics and maintenance _____________________________________________________ 44
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5.1.1
5.1.2
General __________________________________________________________________________ 44
Self test Functions__________________________________________________________________ 44
5.2 Technical guidelines for installation _______________________________________________ 52

5.2.1
5.2.2
5.2.3
5.2.4
Power supply______________________________________________________________________
Input signals ______________________________________________________________________
Output signals _____________________________________________________________________
Communication interfaces____________________________________________________________
53
54
55
56
5.3 Control system calibration _______________________________________________________ 57

5.3.1
5.3.2
5.3.3
5.3.4
5.3.5
Calibration of the accelerator pedal sensor _______________________________________________

Calibration of the brake pedal sensor ___________________________________________________
Calibration of the hydro lever sensor ___________________________________________________
Calibration of the servo motor sensor ___________________________________________________
Calibration of clutch control parameters_________________________________________________
58
59
60
61
62
6.
Statistics__________________________________________________________________ 64
7.
Revision record ____________________________________________________________ 65
8.
Configuration Record _______________________________________________________ 65
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APC200 for ECM / ECI
1. Functional specification
1.1 General
The APC200 (Transmission Controller for ECM) is a device used to control the shifting of the Spicer
Off Highway Products ECM powershift transmissions.
ECM means Electronic Controlled Modulation and refers to a transmission control technology that is
available on a range of transmission models.
ECI means Electronic Controlled Inching. This refers to the capability of ECM transmissions with
APC200 to run at very low controlled speed at virtually any engine speed. This function is desirable
in a/o. forklift truck applications.
To date, within these models, three transmission types are supported: TE13, TE17 and TE32
transmissions with 4/4, 4/3 and 3/3 gear sets.
+
Transmission
POWER
Control
Shift Lever
Throttle Pedal
Valve
APC200
Brake Pedal
Engine Speed
Turbine Speed
Drum Speed
Output Speed
Temperature
Mode Selection
Engine
Throttle
Servo
CAN
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GND
Control

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The APC200 takes care of all transmission related functions in order to achieve superior shift
quality and high reliability. Additionally it can control the engine speed either through use of a
suitable servo motor on the injection pump or via the standardized SAE J1939 CAN protocol..
The built in self-test and trouble shooting features allow fast problem resolution.
The integration in the vehicle wiring system is straightforward and mainly involves connections
between the APC200, the shift selector, the speed sensors, and the transmission control valve.
DIG OUT
DIG INP
FB
ANA INP
ANA I/O
FB
PWM
SPEED INP
I+
I/V
I-
STAT
Red.ShutDown
FB
M
S
Additionally the APC200 requires some connections for supplying power and for selection of
different operating modes. For more detail, check the application specific wiring diagrams.
Refer to section 5.2 for details about the installation.
1.2 External interfaces

The APC200 is connected to the vehicle wiring system using a 48 pole Packard Metripack
Connector.
The two mating connectors (18 pole and 30 pole) have following components and Packard part
numbers.
Part
Packard Part number
Receptacle 30 pin
1203 4398
Receptacle 18 pin
1204 0921
Contact
12089290 (0.35-0.5 mm)

12103881 (0.8 - 1.0 mm)
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The different connector pin functions for the APC200 are listed below.
Following type designations are considered:
Ptg
pull to ground
Input internally pulled high, must be connected to Ground to

activate. Alternately senses resistance 0 - 5 kOhm
Ptp
pull to plus
input internally pulled low, must be connected to Plus to

activate
Stg
switch to ground
Output switches internally to Ground. Other side of Load

must be connected with Plus
Stp
switch to plus
Output switches internally to Battery plus. Other side of

Load must be connected with Ground
Pwr
power
supply line connected to battery
Gnd
ground
ground reference line or supply line
Sns
sense
sensor input for frequency, voltage or current
Pwm
pulse width
modulated
Output uses PWM to control the output current. When

combined with the proper sns input, closed loop current
control is possible.
Comm
communication
control line used for communicating information with other

controllers and / or PCs
Hbrg
bi-directional motor
control
Output can control the speed of a DC motor in both

directions
In below table all references to terminals have prefix TC meaning they refer to the APC200
connector pins
WIRE
A01
A02
A03
A04
A05
A06
A07
A08
A09
A10
A11
A12
A13
A14
A15
A16
A17
A18
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
PIN
A1
B1
C1
D1
E1
F1
G1
H1
J1
K1
A2
B2
C2
D2
E2
F2
G2
H2
FUNC
PPWR
VFS0+
VFS0VFS1+
VFS1VFS2+
VFS2VFS3+
VFS3DO0
ANI0
DIGIN0
DIGIN1
DIGIN2
DO1
DO2
DIGIN3
DIGIN4
TYPE
Pwr
Pwm
Sns
Pwm
Sns
Pwm
Sns
Pwm
Sns
Stp
Ptg
Ptp
Ptp
Ptp
Stp
Stp
Ptp
Ptp
DESCRIPTION 4/3 SPEED

Permanent Battery Plus
Fwd VFS Hi Side Out
Fwd VFS Lo Side In
Rev/Hi VFS Hi Side Out
Rev/Hi VFS Lo Side In
2nd VFS Hi Side Out
2nd VFS Lo Side In
1th/3th VFS Hi Side Out
1th/3th VFS Lo Side In
RSP Drive Solenoid +
Pressure feedback
Shiftlever 1-2
Shiftlever 2-3
Free Shiftlever input
Alarm output (option)
1/3 VFS selector
Shiftlever NEU
Shiftlever FWD
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DESCRIPTION 3/3 & 4/4 SPEED

Permanent Battery Plus
Fwd VFS Hi Side Out
Fwd VFS Lo Side In
th
2nd/4 VFS Hi Side Out
th
2nd/4 VFS Lo Side In
Rev VFS Hi Side Out
Rev VFS Lo Side In
1th/3th VFS Hi Side Out
1th/3th VFS Lo Side In
RSP Drive Solenoid +
Pressure feedback
Shiftlever 1-2
Shiftlever 2-3
Shiftlever 3-4
2/4 VFS selector
1/3 VFS selector
Shiftlever NEU
Shiftlever FWD

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WIRE
A19
A20
A21
A22
A23
A24
A25
A26
A27
A28
A29
A30
19
20
21
22
23
24
25
26
27
28
29
30
PIN
J2
K2
A3
B3
C3
D3
E3
F3
G3
H3
J3
K3
FUNC
DIGIN5
DO3
GND
SS0
SS0
SS1
SS1
SS2
SS2
ANI1
ANI2
SGND
TYPE
Ptp
Stg
Gnd
Sns
Gnd
Sns
Gnd
Sns
Gnd
Ptg
Ptg
Gnd

Shiftlever REV
RSP Drive Solenoid Supply Ground
Drum speed sensor+
Drum speed sensor Output speed sensor+
Output speed sensor Engine speed sensor+
Engine speed sensor TransmTemperature
Cooler input temperature
Signal Ground

Shiftlever REV
RSP Drive Solenoid Supply Ground
Drum speed sensor+
Drum speed sensor Output speed sensor+
Output speed sensor Engine speed sensor+
Engine speed sensor TransmTemperature
Cooler input temperature
Signal Ground

Engine control motor A
5V Reference voltage out
Engine servol motor B
Engine servo pos. input 0-5V
Ana.brake valve
Accelerator pedal analog input 05V
CAN Lo
CAN Hi
RS232 RXD
RS232 TXD / SPEEDO OUT
Turbine speed sensor+
Switched Battery Plus
Inching Enable switch
manual / automatic selection
Parking Brake OFF/ON

Engine control motor A
5V Reference voltage out
Engine servo motor B
Engine servo pos. input 0-5V
Analog brake valve
Accelerator pedal analog input 0-5V
WIRE
B01
B02
B03
B04
B05
B06
31
32
33
34
35
36
PIN
L1
M1
N1
P1
R1
S1
FUNC
VFS4+
ANI4
VFS5+
ANI5
VFS6+
ANI6
TYPE
HbrgA
Sns
HbrgB
Sns
Pwm
Sns
B07
B08
B09
B10
B11
B12
B13
B14
B15
B16
B17
B18
37
38
39
40
41
42
43
44
45
46
47
48
L2
M2
N2
P2
R2
S2
L3
M3
N3
P3
R3
S3
CANL
CANH
RXD
TXD
SS3
SPWR
DIGIN6
DIGIN7
DIGIN8
DIGIN9
ANI3
GND
Comm
Comm
Comm
Comm
Sns
Pwr
Ptp
Ptp
Ptp
Ptp
Ptg
Brake pedal analog input 0-5V
Gnd
VFS Ground
CAN Lo
CAN Hi
RS232 RXD
RS232 TXD / SPEEDO OUT
Turbine speed sensor+
Switched Battery Plus
Inching Enable switch
manual / automatic selection
Parking Brake OFF/ON
Brake pedal analog input 0-5V
VFS Ground
Note that different configurations are supported. The Input / Output mix can be varied through the
use of parameter sets which determine the exact I/O allocation. Further, most non-transmission
related functions can be routed through the CAN bus instead.
Connector layout :
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1.3 Man Machine interface

1.3.1 Shift lever
The main interface with the driver is the shift lever. It allows selecting the driving direction and the
different ranges. The shift lever output signals serve as inputs for the APC200.
The APC200 is designed to interface with a variety of shift levers. Refer to the application specific
wiring diagram for detailed information about shift patterns.
Note that the APC200 supports remote control via the CAN bus as documented in the CAN EDI.
1.3.2 Display
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The display is located on the APC200

front panel and consists of:
D
E
F
APC200
4 red 7-segment LED digits
3 status LED lamps

("D","E","F")
2 push buttons 'M' and 'S' for

display mode selection.
M
S
APC200 front panel display
The LED lamp labelled 'D' is yellow and is used to indicate test modes.
The LED lamp labelled 'E' is yellow and is used to indicate faults.
The LED lamp labelled 'F' is red and is switched on when the APC200 is in the reset condition.
Refer to SOHPD drawing IAPC200A for installation dimensions.
After power up, the display defaults to the last display mode selected when the controller was last
powered down.
Typically, this will be the gear position mode. In this mode, the centre left digit shows the actually
engaged direction and the centre right digit shows the currently engaged range (gear).
Pressing the 'M' switch changes the displayed information group, while pressing the 'S' button
selects the item within the group.
While pushing the switch (and about 0.5 seconds after it is released) the display shows which
information is about to be displayed.
There are 3 display groups : the most commonly used one allows to switch between gear
display and vehicle speed display.
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The second group shows the shift lever position and some other less used but nevertheless quite
relevant values (see list below).
The third display accessed with the M-button isnt actually a group of screens but is used to inform
you about any current or previously active faults. The display normally shows to indicate
there are no faults, but if one or more faults are (or have been) detected, themost severe one is
shown until you press the S - button. Doing so reveils the next fault until no more faults are
present, at which time again the sign is shown.
Display mode
Comment
GPOS
Reflects the actually engaged transmission direction and range.
VSPD
Shows vehicle speed in km/h or MPH (parameter setting). Speeds are shown
with a 0.1km/h or 0.1 MPH resolution.
DIST
Shows the distance travelled in km or in miles (parameter setting). Distance is

shown with a 0.1 km or 0.1 mile resolution. To reset this display, the S
button has to be pressed and keep it pressed during 3 seconds, when this
display is selected.
CPOS
Reflects the current shift lever direction and position.
TSPD
Shows measured turbine speed (RPM)
ESPD
Shows measured engine speed (RPM)
OSPD
Shows measured output speed (RPM)
SRAT
Reflects the current speed ratio (calculated as TSPD/ESPD [turbine speed /

engine speed]) and is an important factor in automatic shifting.
TQ I
Measured torque at transmission input side (Nm)
TTMP
Shows transmission temperature in C or F (parameter setting)
CTMP
Shows cooler input temperature in C or F (parameter setting)
ERR
The fault display
When the controller detects an error, the 'E' led blinks slowly to indicate this. You can always select
the fault display mode (ERR) to view the nature of the problem. Error codes are described in
section 2.4 Behaviour in case of faults.
1.3.3 Other
Additionally several on/off switches and position sensors with function described in section 1.6.1
can be used to control the different operating functions. The control system can receive state
information of these inputs either directly through its own inputs or via the CAN-bus using
standardised messages.
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1.4 Operating modes

1.4.1 Normal driving
See 1.6 for detailed description.
1.4.2 Self test mode

This mode is selected when the S mode switch is pressed at power up.
See 5.1.2 Self test Functions for detailed description.
1.4.3 Limp Home mode

Defaulted to if either of following conditions occurs:
a single fault on a transmission control output is detected
a fault related to the engine speed sensor is detected
two out of three vehicle speed sensors are in fault
If one of the above conditions is present, the transmission is put in neutral. In order to continue
driving, neutral must first be selected on the shift lever. Once the shift lever has been put in neutral,
the driver can re-engage a direction. In this mode, the user can operate the transmission in either
direction in 1st and 2nd only. If the fault occurs at a higher gear position, the user is allowed to shift
down manually.
Note: On some transmissions, ratios normally not selectable are used to substitute those that can no longer be selected.
The controller uses default limits; all shifts use a default modulation curve.
Inching is disabled.
The GPOS / CPOS display indicates the letters LH left of the direction/position indication.
1.4.4 Shutdown mode

The ECM transmission control valve has a built-in redundant shutdown solenoid and a pressure
switch that monitors the pressure controlled by that solenoid.
This solenoid is controlled by the APC200 using both a high side and a low side switch (again
redundant logic).
When the APC200 enters shut down mode, all four pressure modulators are put at zero
pressure AND both controlling outputs of the redundant shutdown solenoid are switched off.
This mode is activated when a severe internal or external problem is detected.
In this mode, the transmission is forced in Neutral because the redundant shutdown path cuts off the
hydraulic power to the clutches.
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This mode is selected only if an intolerable combination of faults exists. In case of an intermitting
problem, SHUTDOWN mode is exited and the controller enters the LIMP HOME mode.
However, in case the error is related to the pressure feedback signal, SHUTDOWN mode
remains selected until the controller is switched off.
Also when a fault related to the parameter settings located n
FLASH memory s detected, the controller reverts to shutdown
mode
The GPOS / CPOS display indicates the letters Sd left of the
direction/position indication.
Mode identification
Above modes are identified as follows:
Mode
D-led
E-led
Display
Normal driving
Off
as per error
Self test
On
Off
Limp home
Off
Blinking
Shut Down
Off
Blinking
described in 5.1 Diagnostics

and maintenance
1.5 Operating Characteristics

The APC200 is designed to operate continuously under the environmental conditions described in
section 3.3.
Below sections detail some specific system limits and specification data relevant for interfacing with
the APC200-24.
1.5.1 System
Operating temperature range
-40C to +80C
Sealing
IP67
Supply Voltage
nominal
24V
min - max.
18V 30Vdc
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Over voltage conditions
5 min @ 48V
500ms @ 220V
2 ms
Maximum continuous total

load current @ 24V
@ 300V
12 Amperes
1.5.2 On/Off inputs

Low input level
< 0.8 V
High input level
> 2.3V
Minimum DC voltage level
- 60V
Maximum DC voltage level
+60V
1.5.3 Analogue inputs

Internal pull up resistor (8V)
3 kOhm
Input voltage range
0 to 5 V
Resolution
10 bit
Minimum DC voltage level
- 60V
Maximum DC voltage level
+60V
1.5.4 Speed sensor inputs

In order to accurately control ECM, the APC200 has 4 speed sensor input circuits. All sensor
circuits can be programmed to act as a MRS circuit (this is a current loop circuit compatible with the
SOH Magneto Resistive Sensor) or as an inductive circuit.
Which circuit configuration is selected, depends on the sensor provisions on the transmission.
1.5.4.1 Sensor circuit characteristics

Sensor type
Inductive
Magneto resistive
Electrical interface
Unbalanced
Current sensing
Normal operating current
N/A
7 / 14 mA
Short circuit detect
yes
yes
Open circuit detect
yes
yes
Reverse polarity detect
N/A
seen as short
circuit
Fully protected
yes
yes
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1.5.5 On/Off outputs

Maximum continuous load
current
1.5 Amperes
yes
Open circuit detect
yes
Redundant shutdown path
yes
common for 3 outputs

Fully protected
yes
1.5.6 Analogue outputs

Output current
0mA - 1200mA
Resolution
10 bit
yes
Open circuit detect
yes
Redundant shutdown paths
yes
common for 4 and 3 outputs

Fully protected
yes
1.5.7 Speedometer output (combined with RS232 transmit)

Signal amplitude
-8V / +8V
External load
> 1kOhm
Conversion factor
(programmable)
3.0 to 200 Hz/kph
Output frequency range
0 - 20000 Hz
Short Circuit protected
Yes
1.5.8 Communication interfaces

RS232
Bitrate
38400 BPS
Protocol
8 bit 1 stop bit

no parity
Handshake
Xon/xoff
SOH protocol
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CAN
Bitrate
Programmable up to
1MBPS
physical layer
ISO 11898
CAN compatibility
REV2.0B
SAE/J1939
yes ( @ 250 kbps)
Termination
external 120 Ohm
1.6 Functional description of an automatic control on a forklift

1.6.1 External inputs
Please refer to the proper electrical wiring diagram for connections and logic of the inputs discussed below.
1.6.1.1 Shift lever

The main interface with the driver is the shift lever. It allows selecting the driving direction and the
different ranges. The shift lever output signals serve as inputs for the APC200.
The APC200 can be programmed to interact with a large number of shift levers. Models supported:
Bump type shift lever: this type of shift lever generates pulse signals for up-and downshifting,
while providing fixed signals for the direction (forward and reverse).
Standard type shift lever: this type of shift lever generates a distinct pattern in each position.
The APC200 can be programmed to accommodate any such shift lever, provided it does not
use more than 6 wires to determine its position.
Remote control through the CAN EDI specification.
Check the wiring diagram for correctly connecting the shift lever to the APC200.
1.6.1.2 Accelerator pedal position sensor

The accelerator pedal should be equipped with an analogue position pickup which translates the
position of the accelerator pedal into a variable voltage that can be measured by the APC200 on
one of its analogue inputs.
The APC200 uses this information to determine the drivers intentions and to derive which shift
characteristics to use.
Optionally the APC200 uses it to control the engine accelerator using a suitable servo
motor.
The accelerator pedal position is converted into a reading from 0% to 100%.
Some configurations transmit the accelerator pedal position via CAN.
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1.6.1.3 Brake pedal position sensor

The brake pedal should be equipped with an analogue position pickup that translates the position of
the brake pedal into a variable voltage that can be measured by the APC200 on one of its
analogue inputs.
The brake pedal position is used only while operating in inching mode. It is not used in the
hydrostatic drive simulation mode.
1.6.1.4 Manual / automatic switch

1.6.1.4.1 Manual Automatic
Switching from manual to automatic is possible in all circumstances.
1.6.1.4.2 Automatic Manual
Switching from automatic to manual is deferred until following conditions are fulfilled :
Vehicle speed is sufficiently low

Shift lever position equals or exceeds the transmission gear position.
1.6.1.5 Inching enable switch

This on/off switch should be mounted on the left brake pedal in such way that the driver can easily
use the brakes with or without depressing it.
If the switch is activated while braking, the inching function gets activated.
It is not used in the hydrostatic drive simulation mode.
1.6.1.6 Start in 1st / 2nd gear switch

st
nd
This on/off switch will inform the controller to start in 1 or in 2 gear.

nd
st
If start in 2 gear is selected, 1 gear will be reached via an automatic downshift, when the machine
st
experiences high load and needs a high tractive effort to accelerate (Automatic kickdown). Once 1
nd
gear is reached, a direction change will result in starting in 2 gear.
1.6.1.7 Reduce vehicle speed switch

This on/off switch will inform the controller to reduce the vehicle speed by controlling the engine
speed. The reduced speed is either specified in the GDE parameter or using the CAN EDI protocol
(see APC200 CAN EDI Description).
When the switch is released the vehicle speed will come to the original speed setting.
REMARK: When this reduced vehicle speed limit is activated, it overrules any other setting of the
engine speed. This can result in lowering the engine throttle, even if a high engine speed would be
desired, for instance when using the inching function.
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1.6.2 General
The APC200 takes care of the following functions
direction change protection

overspeeding control
automatic shifting
inching
declutch
engine control (certain configurations)
service brakes (certain configurations)
1.6.3 Transmission gear changing.

Please note that all limit values mentioned in this document are values for reference only, which can be
changed while fine-tuning the application. They serve to indicate the typical order of magnitude these
limits usually have, allowing understanding their intended function.
1.6.3.1 Standard drive

Used when the accelerator pedal > 20% and when the speed ratio < 1.0
speed ratio =
turbine speed
<1
engine speed
Automatic upshifting
An automatic shift to a higher gear is made when the accelerator pedal is pressed, the turbine
speed exceeds a minimum speed, and the slip in the converter (speed ratio) has reached a certain
value. This occurs when the tractive effort in the higher gear is higher than the tractive effort in the
lower gear. The below table indicates for each gear the different limits.
Minimum turbine speed for automatic upshifting :
Shift
F1-F2
F2-F3
ACCELERATOR > 20%

1400
1450
ACCELERATOR > 80%

1650
1700
A typical upshiftcurve (speed ratio as function of turbine speed) :
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Shift 2-3
0.86
0.85
0.84
0.83
0.82
SR
0.81
0.8
0.79
0.78
0.77
0.76
0.75
1000
1200
1400
1600
1800
2000
2200
Turbine RPM
Automatic downshifting
An automatic shift to a lower gear is made when the tractive effort in the lower gear exceeds the
tractive effort in the higher gear (i.e. when the speedratio drops below a ceratin limit)
Below, a typical downshift curve is shown (speed ratio as function of turbine speed).
Shift 3-2
0.42
0.4
SR
0.38
0.36
0.34
0.32
0.3
400
500
600
700
800
900
1000
Turbine RPM
1.6.3.2 Braking mode

Used when the accelerator < 20% and when the speed ratio >= 1. On the vehicle, it means that the
driver has released the accelerator pedal.
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speed ratio =
turbine speed
engine speed
> 1
Automatic upshift
In principle no automatic up-shifts occur in braking mode. The only exception is when the
transmission overspeeding limit (depends on transmission model) is reached and the shift lever
indicates a higher range than the one selected on the transmission.
Automatic downshift
Downshifts occur based on vehicle speed.
1.6.4 Direction reversal protections

1.6.4.1 Forward Reverse or visa versa
The behaviour of the transmission largely depends on the vehicle speed when the direction change
is made.
If the vehicle speed is too high (3 km/h typically), the direction change will be postponed and neutral
is selected. A warning lamp (if installed) is switched on.
If the engine speed is below the limit for direction changes, and the vehicle speed is sufficiently low,
the direction change is made immediately without changing the transmission gear.
If the engine speed however exceeds the engine limit, the transmission will remain in neutral, and
the warning lamp will be switched on until the limit is satisfied.
The engine speed limit is typically disabled but can be activated on request.
When hydrostatic drive simulation mode is selected, the service brakes are used to automatically
decelerate the vehicle below the reversal limit and the engine is forced to idle during that time.
1.6.4.2 Neutral Forward or Reverse (after standstill)

If an engine speed limit is used, neither forward nor reverse can be selected when the engine
speed is too high.
The vehicle speed must be below e.g. 3 kph.
1.6.4.3 Forward Neutral Forward

When driving in a certain direction and when putting the gear selector in neutral and back in the
same direction, the direction will re-engage provided the engine speed has dropped below the limit
for direction changes (if used).
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1.6.5 Behaviour in neutral

Coasting in neutral on a downhill could cause overspeeding of internal transmission components. In
order to protect against this, if the transmission is in neutral, the control unit shifts to the next higher
st
nd
gear when the vehicle speed exceeds 5 kph (1 gear), 10 kph (2 gear).
nd
rd
A downshift will be made at following typical vehicle speeds: 3kph (2 gear), 8kph (3 gear), 14kph
th
(4 gear).
The shift lever position limits the highest position that will be selected e.g. if placed in 2nd, the
controller is not allowed to protect the transmission by shifting to 3rd.
When hydrostatic drive simulation mode is selected, the machine is brought to a stop (active
braking) when neutral is selected. When standing still, the brakes are applied to hold the vehicle
even on a grade.
1.6.6 Output functions.

1.6.6.1 Transmission control outputs
The transmission is controlled through variable force solenoids (VFS) and clutch selectors. The
signals on these outputs are transmission specific and are optimized for each application.
1.6.6.2 Warning lamp

When a direction change or a downshift is made at too high vehicle speed, the warning lamp is
switched on and the request is not executed
In case of an inhibited direction change, the transmission is put in neutral.
In case of an inhibited downshift, the current gear remains engaged. When the vehicle
speed has dropped sufficiently, the request is handled and the warning lamp is switched
off.
In some configurations, the warning lamp also conveys information about current faults: if a
fault is active (i.e. present), the warning lamp is blinking. The driver knows the difference
between faults and protections through the fact that the lamp is either blinking or on
continuously.
1.6.6.3 Engine control via CAN

In case the engine is equipped with an engine controller capable of communicating via the CAN
2.0B, the APC200 is able to control the engine to further enhance shift quality. In case of automatic
shifting, the APC200 may reduce the engine torque to the transmission. Once the shift is over, the
engine torque is gradually increased to its normal level.
The APC200 uses the SAE J1939 TSC1 message to control the speed (not the torque) of the
engine. The source address is 03 by default and the destination address is 00. The message has a
priority of 6 and is transmitted at a bitrate of 250 kbps every 20 ms.
1.6.6.4 Engine control by APC200

The APC200 has a H-bridge output capable of controlling standard (BOSCH) engine control servo
motors with position feedback.
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This provision can optionally be used to provide throttle by wire. Several engine control modes are
available.
Alternatively, the APC200 can be programmed to send TSC1 messages on the CAN bus to control
a SAE J1939 compatible engine.
1.7 The APC200 Inching System

The term inching refers to the process of driving a vehicle at low speed while the engine runs at a
high speed, independent from the vehicle speed. The target of inching is to temporarily reserve the
engine power for controlling the hydraulics while still being able to precisely maneuver the vehicle.
The APC200 implements this functionality by slipping the direction clutches, limiting the power that
can be absorbed from the engine.
The inching system can be operated both in forward and in reverse and in any range. It will be most
effective however in 1st range.
Automatic shift is typically disabled while inching.
1.7.1 Operation
The inching system is controlled with the left brake pedal. The obtained effect depends on how
deep you press the brake pedal.
Inch speed as function of brake pedal

position
No Inching
Inch speed (kph)
10
8
Speed
control
Low Speed
against brake
De-clutch
2
0
0.3
0
0
25
50
75
100
Brake position (%)

The 35% point in above graph is called the MID point and should correspond to the point where
the brakes actually start braking.
1.7.2 Activation of the inching system

Below conditions must be met simultaneously to start the inching function
In order to activate the inching system, you have to push the left brake pedal beyond 5%
you must depress the inching-enable switch (mounted on the left pedal).
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A certain minimum engine speed is required to provide the required torque, but apart from that,
it doesnt influence the vehicle speed so the engine can be at full throttle to speed up the
hydraulics or steering (typically no minimum engine speed limit is implemented).
The APC200 will try to match the desired inching speed as close as possible. This speed depends
on the current brake pedal position.
While inching, its not required to keep the inching enable switch pressed.
1.7.3 Leaving Inching mode

If either of below conditions is met, the inching function will be switched off and normal converter
operation will be resumed.
Release the brake pedal below 5% ( i.e. release it completely for all practical purposes)
Note that releasing the inching enable switch will not stop the inching function.
Select Neutral or the other direction.

Note that when changing direction, if the changeover is made while the inching enable switch
is still pressed, the inching mode will re-activate in the opposite direction.
When the inching torque reaches the allowed maximum for longer than 1 second (parameter)
When inching is stopped because of the 1second protection, the direction clutch gradually closes
completely and inching is disabled until the brake pedal is completely released (below 5%).
1.7.4 Protections preventing Inching mode
As described above, when you force the inching system to its limits (for instance when trying to
inch against the parking brake), it shuts off and the clutch is smoothly pressurized resulting in
converter drive. This can result in unwanted acceleration. This protection remains active until
the brake pedal is completely released regardless of whether you change direction
Several system conditions can cause the inching system to become disabled :
1. Speed sensor problem.
2. Brake pedal sensor problem. If the sensor fails while inching, in order to leave inching
mode you have to select neutral. After that, inching wont be activated.
1.7.5 Function of the brake pedal in relation with inching

Brake pedal position
effect
0% 4 %
Inching is disabled
5% 34%
Continuous inching speed control no vehicle braking
35% 69%
Fixed inching speed gradually increasing brake force
70% - 100%
Transmission is disconnected further increasing braking force
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In the 5% - 35% brake pedal range, the service brakes dont actually apply braking force. This
st
range is used to control the vehicle speed throughout the entire 1 gear speed range. Generally
the higher inching speeds are used to smoothly transition from low speed inching into converter
drive. Indeed, suddenly releasing the brake pedal causes a noticeable shift back into
converter drive comparable to a Neutral Gear shift whereas a gradual release allows a
more continuous engagement.
Note that in this range, if the speed is too high, the APC200 as it doesnt control the vehicle brakes can only
take away traction. If this is the case, you have to press the brakes more firmly to help the speed reduce.
In the 35% - 70% brake pedal range, the target inching speed is fixed at 0,3 km/h. This range is
useful for slowly approaching your target, inching uphill or downhill without excess speed
variations. The braking force in this range is sufficient to control the vehicle speed in most
conditions.
The 70% - 100% range is used to really make the vehicle decelerate or hold it in standstill
condition. In this range, the target speed is 0 km/h i.e. the transmission is disconnected from
the wheels.
1.7.6 Function of the brake pedal without inching

When the (left or right) brake pedal is pressed without pressing the Inch-Enable switch, the
inching system remains off. This means you just get standard braking.
However once the vehicle speed is below 3 km/h (adjustable) and you press the brake pedal in the
70% - 100% range, the transmission is placed in neutral. This standard de-clutch function
improves vehicle braking. Additionally it prevents that you inadvertently overheat the transmission.
Releasing the brake pedal below 70% causes the transmission to re-engage smoothly.
1.7.7 Tips for effectively using the inching system

1.7.7.1 Inching in general
If you come to a situation where you want to start inching, press the left brake pedal (including the
inching-enable switch) to reduce speed. Brake, as firm as needed - dont worry about the inching
speed. As you get closer to the desired speed gradually release the brake pedal to help the
inching system kick in smoothly. This way you prevent that the vehicle comes to a complete stop
and that you loose time taking off again.
It takes some experience to get it to work every time, but once you get the hang of it, it feels quite
natural.
As soon as you the inching system is enabled, the engine is disconnected and it can accelerate to
speed up the hydraulics.
st
If required while decelerating, the APC200 automatically shifts down sequentially to 1 (note that
while inching these shifts can cause a slight shudder).
Its possible to change direction while inching at full throttle. In other words, if youre too close to an
obstacle, its okay to just reverse the direction with the foot on the brake (and on the inchingenable switch) and the engine at full throttle. Make sure to cycle the shift lever quickly to the other
direction as otherwise the inching system gets disabled.
When standing still and you want to start while inching, youd typically press the brake into the declutch range (with the inching-enable switch pressed !) and slowly release it, holding it halfway
until the vehicle starts rolling. Once its rolling, further release the brake pedal in order to pick up
more speed.
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1.7.7.2 Uphill inching

Driving uphill generally takes a lot of power, quite often more than the inching system is allowed to
provide.
Nevertheless, there are conditions where inching can be used quite successfully on a slope - for
instance on slopes typically used to load trucks and trailers provided the vehicle is not heavily
loaded.
If you have a good run-in on the slope, you best start inching before the start of the slope.
If you start inching on the slope, depending how you treat the brake pedal, you run the risk of
coming to a stop and eventually start rolling backwards. Once you roll backwards the inching
system gets confused and wont help you slow down again.
Note that on most transmissions the APC200 is not capable to sense the actual driving direction, causing it to mistake
the rolling backwards for forward movement.
The thing to do in that case is to stop on the hill (and de-clutch) and gently release the brake pedal
until you get forward movement again. Careful brake pedal usage usually gets you where you want.
The APC200 has a built-in feature that protects the inching clutches. If you use the inching system
in a condition where the required inching torque exceeds a pre-programmed limit, the inching
system is disabled and the clutch engages into converter drive.
When this happens (and it will on certain slopes and with certain loads), you will have to reduce the
engine speed to control the vehicle speed. This behavior is what youd want anyway, because the
inching system would not be able to provide the power required to get you moving in this condition.
1.7.7.3 Downhill inching

While driving downhill the APC200 has no means to control the vehicle speed. This means youre
on your own as far as inching is concerned. Following remarks may help you make the best of it
however.
When inching downhill, the brake pedal will always be in the 35% - 100% range that is if you want
to hold the vehicle at a controlled speed. This means that the target speed is always 0,3 km/h as far
as the inching system is concerned.
If you brake to slow down below this speed, youll find, the APC200 fights you (it tries to achieve 0,3
km/h). Eventually if you hold the vehicle stopped without going to de-clutch (brake range 35% 70%) the inching torque eventually will make the vehicle move when it conquers the braking force
you apply. This feels awkward and should be prevented.
The best you can do is make sure you keep rolling or if you want to stop, go to de-clutch.
On steeper slopes consider going down in converter drive with the engine at idle.
1.8 The APC200 Hydrostatic simulation system

On systems equipped with a proportional brake valve and a system to control the engine speed
(either with a servo motor or through the CAN bus), the APC200 can simulate the behaviour of a
hydrostatic drive system.
1.8.1.1 General
In this mode, you control the vehicle with the accelerator pedal only. The brake pedal is there just in
case of emergency.
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The APC200 optimizes the use of engine and brakes to get you the speed you want. Indeed, the
accelerator pedal is used no longer to control the engine but serves to tell how fast you want to
drive. If youre going uphill, the engine will rev-up automatically; if you go down hill, the brakes will
automatically kick in to hold the speed.
1.8.1.2 Normal driving

To drive the vehicle, you just press the accelerator pedal and the control system does the rest. You
will notice changes in engine speed as they are required to satisfy your needs. Special care is taken
to preserve the advantages of converter drive : if you release the accelerator pedal partially, you will
notice that the vehicle coasts as in normal converter drive mode. Its only if you release the
accelerator pedal significantly that active braking causes significant braking.
To guarantee precise manoeuvrability under the most demanding circumstances, a special creep
mode was designed offering millimeter precise control using a single pedal (even on a 20% slope
with a significant load). Theres no longer the need to use the brakes together with the throttle pedal
the APC200 takes care of this for you.
1.8.1.3 Direction reversals

When you change the shift lever direction, the controller will (depending on the situation)
automatically de-throttle the engine and apply the service brakes to decelearte the machine. When
the speed is low enough, the engine is accelerated again and the brakes are turned off.
1.8.1.4 Integrated inching

The APC200 senses the position of the fork lifting control (either directly using an analogue input or
through the CAN bus) and uses it to decide whether or not to engage the inching mode. So, simply
lifting the forks automatically engages the inching system. Furthermore, the engine speed is raised
proportionally to the lever movement, giving more precise control over the lifting action.
The switch from engine drive to inching drive is so smooth that you generally dont feel the
transition. Additionally, the inching system now operates in any gear position up to a speed of 10
kph (parameter).
When the fork lever is released, the controller switches back to hydrostatic drive mode as smooth
as possible.
2. Safety related requirements

2.1 Applicable safety guidelines
The control system was designed and developed in close adherence to ISO1508.
2.2 Safety concept

2.2.1 General
The safety concept is based on the control system's safety classification according to ISO 1508
and on the definition of the Fail Safe State for a powershift transmission used in earthmoving
equipment.
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The applicable safety class requires considering single faults affecting driver safety and a
redundant method to achieve the fail-safe state in case of a single safety critical fault.
For earthmoving equipment, acceptable fault conditions are considered to be:
- Fail to higher range
- Fail to next lower range
The fail-safe state (to be attained when all else fails) is:
- Fail to Neutral
2.2.2 ECM/APC200 implementation

The control valve concept guarantees fail to Neutral in case of loss of power through use of a
redundant normal open Drive solenoid. A pressure switch that measures the system pressure after
the Drive solenoid can monitor its function.
These properties are used in the APC200 to implement the safety concept.
ECM requires that 2 clutches can be pressurised simultaneously. Normally the pressure in 1 clutch
is increasing while the pressure in the other clutch is decreasing. If the overlap is not carefully
monitored, one can achieve a situation in which clutch 1 is closed while clutch 2 is not opened yet.
This situation is called "locking clutches." The result is that the transmission stops instantly. The
APC200 software deals with potential problems related to this by continuously monitoring relations
between and changes in various speed signals.
All faults described below refer to electrical connections. The APC200 is in no way capable of
detecting mechanical problems on its input and output devices except indirectly by analysing the
speed signals.
The APC200 monitors its inputs and outputs in order to detect internal and external faults.
Due to hardware limitations, fault monitoring is not always possible. The detection principles and
their limitations are described wherever applicable.
All detected faults are reported within 0.3 seconds, but only safety critical faults are acted upon.
Faults resulting in loss of drive are tolerated.
Faults resulting in unwanted clutch engagement result in immediate selection of Neutral using
one of two available redundant shutdown methods. Depending on the severity, this reaction can be
permanent (until power is switched off) or last until the fault is removed.
Some faults are tolerated but the performance of the system is crippled when the fault persists.
2.3 Considered faults
Over voltage
Under voltage
Internal faults
Program out of control
Single faults on outputs
Incorrect input patterns
Intermittent power loss
Speed sensor faults
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Analogue sensor failure
Redundant Shutdown Path fault
2.4 Behaviour in case of faults

2.4.1 General
It is considered critical to be able to select Neutral in all circumstances.
Selection of Neutral also is considered the safe state in case of many faults.
The APC200 has been designed to guarantee automatic selection of Neutral in some conditions.
This is accomplished through use of two separate watchdog timers and a redundant shutdown path
for outputs.
2.4.2 Reset Condition

When power is applied, the APC200 first selects Neutral without range clutch engaged and starts
initialising itself. This includes a series of self-tests to assure system integrity.
This position is believed to be the safest possible condition in case of an intermittent power failure.
The initialisation phase takes about 1 second. It includes Power On Self Test and integrity
testing of the redundant shutdown path.
After power up, the APC200 is in the so-called Neutral Lock State. This means that the
transmission remains in Neutral until the shift lever is cycled physically through Neutral.
2.4.3 Over voltage

The APC200 is very tolerant to large transients on its power lines (see also 3.4).
Even power supply levels up to 48 V will not damage circuit components.
However, a magneto-resistive sensor supply voltage in excess of about 16.5Vdc prevents the
speed sensor circuit from operating (fault indicated).
A fault indication on the display is given to warn the driver of the problem.
2.4.4 Under voltage

The APC200 operates at voltages well below 18 Vdc.
Below 11 Vdc however the APC200 enters the reset condition and shuts off all outputs.
Because the APC200 is not involved in functions essential to engine cranking this is not considered
as a problem.
2.4.5 Internal faults

At power up a series of integrity checks is done.
These tests consist of the following:
CPU integrity check (ALU, registers, operators)
Internal RAM test (Modified MarchC test)
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Program Flash memory integrity check (Modified 16 bit checksum)
External RAM test (Modified MarchC test)
Parameter Flash memory integrity check (Modified 16 bit checksum per parameter)
Redundant Shutdown Path integrity check
If these tests prevent operation as a transmission controller, then the APC200 locks itself in a reset
state, with all outputs off.
If faults related to shift limits are detected but controlling the transmission is still possible, the
APC200 reverts to shut-down mode (SHDN). In this mode, the transmission can not be operated.
Meaning of indication of FAULT TYPE on the display
00.50
00.51
00.52
00.53
There is a problem related to the Internal RAM (in CPU)
There is a problem related to the System RAM (in CPU)
There is a problem related to the external RAM
There is a problem related to the FLASH program memory
2.4.6 Redundant Shutdown Path Error

The term RSP refers to the Redundant Shutdown Path integrated on the transmission control valve
as described in 1.4.4 Shutdown mode.
At power up, before the solenoid is activated, the pressure feedback (Analog Input 0) must indicate
low pressure. Then after activating the solenoid, the pressure must rise within a given timeout. After
power-up, the pressure feedback signal is ignored if the engine speed is lower than 500 RPM. When
the engine speed exceeds this limit, this signal is still ignored for an additional 2 seconds to allow the
system to build up the pressure.
If any of this fails or occurs too late, permanently flagged faults are generated, and the
APC200 is not allowed to operate.
This RSP is required for ensuring system safety and is permanently monitored electrically and
system wide by using pressure feedback. Any fault related to it causes the APC200 to enter Shut
Down mode.
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20.60
20.61
20.62
20.63
20.64
20.65
The Pressure feed back line is Stuck at 0 i.e. shorted to

ground
The Pressure feed back line is Stuck at 1 i.e. shorted to

Vbat or not connected
There a fault related to the Pressure Feedback (Fault code

50.XX)
There is a problem with Digital output DIG0. The RSP cannot

function properly. The system will be in Shutdown Mode
There is a problem with Digital output DIG3. The RSP cannot

function properly. The system will be in Shutdown Mode
The responsiveness of the RSP at power-up was to slow
2.4.7 Program out of control

The watchdog timers reset the APC200 automatically if due to a program disturbance either one is
not timely reset (150 ms).
Additionally, during program execution, critical variables are continuously checked for content
integrity. If faults are detected, the APC200 defaults to the reset state.
2.4.8 Intermittent power loss

After power is restored, the APC200 enters the reset condition, resulting in the immediate selection
of neutral no clutch engaged.
It stays there until the shift lever is placed in Neutral and the vehicle speed drops to a safe level at
which moment normal operation starts (selection of 1st or 2nd depending on application
preferences).
In absence of power, the transmission defaults to Neutral (provided the redundant Drive solenoid
operates as expected).
2.4.9 Single faults on analogue outputs

General
Faults related to analogue outputs are detected by various principles. Besides being monitored just
like ON/OFF outputs the current through their sense line is compared to the target current.
Significant deviations from the target current are treated as faults too.
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Faults related to outputs A02, A04, A06, and A08

These outputs control pressure modulators and have the capability to lock conflicting clutches.
Faults on them are considered critical. Any single fault on them results in the selection of Limp
Home mode.
Faults related to outputs B01, B03, and B05
These outputs are not involved in transmission control. Faults on them are flagged if they are used
in the application, but no further action is taken.
71.00
71.01
71.02
71.03
The output wires are shorted to each other

The Sense line is shorted to Vbat
The Plus line is shorted to Ground
The output is not connected or its Plus line is shorted to

Vbat
The output current exceeds 1400 mA (not quite a short

yet)
The output current is Out Of Range. Typically, this

occurs when the load has the incorrect impedance.
Note that the first two digits identify the output exhibiting the fault :
70
71
72
73
74
75
76
Analog output 0 related fault

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A02, A03
A04, A05
A06, A07
A08, A09
B01
B03
B05

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2.4.10 Single faults on on/off outputs

General
Faults related to ON/OFF outputs are detected by comparing the desired Output State with the
actual Output State (using dedicated feedback lines). This implies that if an output is intended to be
OFF it is not possible to detect shorts to ground. If on the other hand, the output is intended to be
ON, open circuit faults or shorts to battery plus cannot be detected.
In order to circumvent this problem, each critical on/off output is toggled for 1ms every 220 ms in
order to capture all faults.
Any fault relating to an output used by the application is flagged.
The APC200 cannot distinguish between open load or forced to plus conditions. An open circuit
condition on these outputs is therefor interpreted as a 'forced to plus' condition.
Faults related to A15, A16 (VFS selectors)
Faults related to A15, A16 result in selection of Limp Home mode
Faults related to A10 or A20 (Redundant ShutDown path solenoid control)
Any fault related to A10 or A20 immediately results in Shut Down mode.
These outputs control the redundant transmission shutdown solenoid. A fault related to this
solenoid implies that the APC200 cannot select neutral in case of a severe fault on a critical output.
81.00
81.01
The output is shorted to Ground
The output is not connected or its Plus line is shorted

to Vbat
Note that the first two digits identify the output exhibiting the fault :
80
81
82
83
Discrete output 0 related fault

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A10
A15
A16
A20

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2.4.11 Incorrect input patterns

The shift lever pattern presented to the APC200 is continuously check for plausibility.
Direction selection related inputs: 40.06
A three input direction selection mechanism (using redundancy) is used to allow detecting any
fault related to the direction inputs.
A fault on the direction inputs immediately results in the selection of Neutral.
Range selection related inputs: 41.06
Two inputs are used to encode 3 ranges, allowing to do some fault checking.
An incorrect pattern is flagged as a fault. During its presence, the last correct position remains
selected.
40.06
41.06
Invalid shift lever direction detected
Invalid shift lever position detected
2.4.12 Speed sensor faults

The fault detection relies on a permanent monitoring of sensor current. If it gets too low, an open
circuit condition is assumed. Conversely, if it is too high, a short to ground is signalled.
Faults related to incorrect sensor mounting or sensor malfunction for transmission speed related
sensors are detected by comparing actual transmission ratios with selected ratios.
If one or two vehicle speed sensors fail (turbine, output or drum sensor), the controller will signal the
error but will calculate the value based on the remaining sensors. This will allow the driver to
continue driving.
If more than one sensor or the engine speed sensor fail, the controller is no longer
considered safe to operate. In this case, the controller will switch to LIMP HOME mode.
A sensor specific fault indication on the display is given to warn the driver of the problem.
60.00
60.01
The sensor is shorted to Ground
The sensor is not connected
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Note that the first two digits identify the speed sensor exhibiting the fault :
60
61
62
63
Speed channel 0 fault

A22
A24
A26
B11
2.4.13 Analogue sensor failure

Note : The mapping of faultcodes to functions described below is typical but actually depends on parameter file settings.
Please verify using the appropriate wiring diagram
Pressure Feedback Sensor Failure ( 50 )

If the valve-resident pressure switch is shorted or has an open connection, this fault is shown.
Considering its critical role in ensuring the safety integrity of the drivetrain, any fault related to this
input is reflected in the Redundant Shutdown Path Error fault and results in system shutdown.
Transmission Temperature Sensor Failure ( 51 )
If the temperature sensor indicates a transmission temperature below -50C, a short to ground
condition is assumed.
If the temperature sensor indicates a transmission temperature beyond +150C, an open circuit
condition is assumed.
Either condition is indicated on the display to warn the driver of the problem.
While the fault is present, the temperature value is limited at the lowest or highest (whatever is
applicable) value used for temperature compensation. This results in poor compensation if this
function is enabled.
Cooler Input Temperature ( 52 )
On transmissions with analog cooler input temperature sensor, open and short circuit conditions are
detected and signalled. In case an ON/OFF temperature switch is used, no faults will be flagged.
Any such fault results in a Value Out Of Range fault on the Converter Temperature reading
showing up as fault 42 described below.
Check with the specific applications wiring diagram for references to the applied sensor type.
Accelerator Position Sensor Failure ( 56 )
If the accelerator pedal sensor produces an out of range value, the accelerator position is assumed
to be at 0%.
This results in Low Accelerator shift point selection.
A fault is indicated on the display.
Brake Pedal Position Sensor Failure ( 53 )
If the brake pedal sensor produces an out of range value, the brake pedal position is assumed to be
at 0%.
Inching and declutch are disabled.
A fault is indicated on the display.
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51.00
51.01
The sensor is shorted to Ground
The sensor is not connected
Note that the first two digits identify the analogue input exhibiting the fault :
50
51
52
53
54
55
56
Analog input 0 out of range

A11
A28
A29
B17
B02
B04
B06
2.4.14 Transmission ratio faults

Each selected transmission gear has an expected transmission ratio. The actual ratio is measured
continuously.
If one of the direction clutches is supposed to be engaged and the transmission output speed is
above a minimum value for checking, the actual ratio is compared to the expected value.
Measured transmission ratios are accepted within 5% deviation on the expected ratio. If the
deviation on the ratio exceeds these limits, the appropriate fault is flagged.
42.04
42.05
The actual transmission ratio is too low
The actual transmission ratio is too high
2.4.15 Converter Temperature problem

Fault code 43 covers overtemperature conditions of the transmission.
If the related sensor exhibits a fault (open or shorted) code 03 is shown indicating and out of range
condition.
If the oil temperature exceeds 100C, a warning is given (code 07)
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If the temperature exceeds the critical level of 125C the code 08 is flagged and the transmission is
forced in neutral and if the engine is electronically controlled the engine throttle is limited to 50% .
43.03
43.07
43.08
The temperature sensor is out of range
Temperature > 100C
Temperature > 125C Transmission forced to

neutral, Engine limited to 50%
2.4.16 Service requests

In case there is a condition that requires direct intervention from a Specialised service engineer, a
fault in the range of 90.00 99.99 is generated. If such a fault occurs, the error display
intermittently shows this code and the word Code. When the fault is read though the CAN-bus,
no special indication is provided other than the fact that these fault codes have numbers from 9099.
In case such a fault occurs, please contact the European Spicer Off Highway service department
located in Brugge Belgium for assistance.
2.4.17 Indication of faults

When a fault is detected, the E -led starts flashing.
In order to find out which fault was last detected hold the 'S' switch for about a second. The display
will then show the fault area.
When holding the button another second or so, the display shows the number of times the fault has
ever occurred (since the last time the fault counters were cleared).
When the S switch is released, the fault type is shown.
A flashing display indicates a faults thats no longer present.
If several faults coexist, pressing the S switch before the normal display is resumed selects the
next fault for display.
Faults are shown in order of severity.
After the last fault has been displayed, the display shows ' -- ' meaning no more errors are detected.
Below table lists faults in order of severity (severest fault on top) along with displayed codes.
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Fault
Priority
Fault area
Fault Types
Service Request
Contact SOHPD service Dept.
9999
90-99
ANY
Battery Voltage
5000
30
04,05
Redundant shutdown path
3300
Power On Self Test
3100
Analogue output supply
2900
Digital output 0
2700
Digital output 3
2600
Analogue Output 0
Fwd VFS
2500
Analogue output 1
nd
Rev/Hi or 2 /4th VFS
2400
Analogue output 2
nd
or Rev VFS
2300
Analogue output 3
st rd
1 /3 VFS
2200
Digital output 1
2100
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20
00
84
80
83
70
71
72
73
81
60,61
62,63
64,65
50,51
52,53
04,05
00,01
00,01
00,01
02,03
00,01
02,03
00,01
02,03
00,01
02,03
00,01

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Fault
Priority
Digital output 2
2000
Transmission pressure
feedback
1900
Sensor Supply voltage
1700
Transmission ratio
1650
Sensor 0 (A22 A23)
1600
Sensor 1 (A24 A25)
1500
Sensor 2 (A26 A27)
1400
Sensor 3 (B11 B18)
1300
Shift lever direction
1200
Shift lever position
1100
Converter temperature
1000
Analogue input 2
900
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Fault area
82
50
31
42
60
61
62
63
40
41
43
52
Fault Types
00,01
00,01
00,01
04,05
00,01
00,01
00,01
00,01
06
06
03
07,08
00,01

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Fault
Priority
Analogue input 3
800
Analogue output 4
600
Analogue output 5
500
Analogue output 6
400
Transmission Temperature
Sensor
300
Fault area
53
54
55
56
51
Fault Types
00,01
00,01
00,01
00,01
00,01
2.4.18 Indication of faults that have previously occurred

If no faults are detected, the E-led will stop flashing.
As indicated above, faults that have been previously detected since power-up or since the last
time they were shown are shown as flashing text to allow to differentiate them from active faults.
This is an excellent way to detect intermittent faults.
Please not that active faults are shown with higher priority than intermittent faults.
Also note that once an intermittent fault was shown, it will not be shown again until it actually occurs
again.
Full access to fault information is provided through the CAN interface.
2.5 Behaviour when faults are removed

2.5.1 Over voltage
Normal operation is resumed.
2.5.2 Under voltage

Not applicable, because this fault results in APC200 reset
2.5.3 Internal faults

Not applicable, because internal faults are only checked at power up.
An exception to this is a fault in the program code checksum.
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If this fault occurs, the AP200 enters a wait loop allowing the production test system to program the
correct checksum, in order to get the system running properly.
2.5.4 Redundant Shutdown Path Error

This fault is permanently flagged until the controller is powered down.
2.5.5 Program out of control

2.5.6 Intermittent power loss

2.5.7 Single faults on outputs

2.5.8 Multiple faults on outputs

The APC200 remains in Shut Down mode until it is powered down
2.5.9 Incorrect input patterns

2.5.10 Speed sensor failure

2.5.11 Analogue sensor failure

2.6 Specific measures to guarantee Fault tolerance

Operational
The control system must be installed according to the requirements and instructions stated on the
appropriate customer specific wiring diagram.
It shall not be operated outside the environmental conditions defined in 3.3 and 3.4.
In case a fault is signalled, the vehicle must be serviced in order to find and correct the cause of the
problem.
Production Test
During the production cycle, all units receive following tests:
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Visual inspection of Printed Circuit Boards and finished product
Analog inputs and outputs are calibrated
Functional test at nominal load and nominal power supply
Minimum operating voltage @ 20C is verified
Speed sensor input function over complete operating voltage range
Communication link tests and checks of programmed FLASH parameters
A desciption of the assembled hardware and all test results are programmed in FLASH
memory
Refer to the APC200 production test procedure' for details about the process.
2.7 Organisational measures to protect from external factors

2.7.1 Identification
Each APC200 unit is marked with a label showing following items:
Spicer Off Highway Products Logo
Serial Number
Spicer Part Number
Program version reference
Each Printed Circuit Board shows following items:
Spicer part number of the assembled board,
Board Revision Number
Board issue date
2.7.2 Traceability and configuration control

A permanent record of above information along with other information relevant for production and
service is kept in the SOHP Bruges production mainframe.
Design and implementation details of each hardware revision is available in a structured format
showing following information:
Reason for change
Revision date and release date
Impact study of change
Reference to the revision it is based on
Circuit Diagram with changes marked
Layout plot
List of changes with references to the relevant drawings
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Related correspondence with manufacturer
Design and implementation details of each released software version is available in a structured
format showing following information:
Original problem analysis (or reference to it)
Reason for change
Revision date and release date
Impact study of change
Reference to the revision it is based on
Program source code or references to untouched modules
List of changes with reference to reason for change
Test report of the new release
Related correspondence with customer
2.7.3 Sourcing
Spicer Off Highway Products Europe is the only supplier for the APC200 described in this
document.
All shipped units are produced, tested, and inspected by the Controls group of the SOHP plant
located in Brugge (Belgium Europe). This guarantees strict conformance to above stated
identification and traceability requirements.
2.7.4 Software
Parameter programming communication services can be disabled during normal operation. In that
case, modifications to APC200 parameters are only possible with the shift lever in Neutral.
The APC200 contains tables of boundaries limiting the range of modification of FLASH parameters;
in order to assure safe values for limits at all times.
3. Environmental conditions
3.1 Nature of environmental conditions
The APC200 is intended to be used on mobile earth moving and material handling machinery
and as such is exposed to the severe environmental conditions these machines operate in.
The APC200 should be installed inside the driver's cabin protected from direct exposure to rain,
dust, and direct steam cleaning.
3.2 Behaviour of the system under certain conditions

The built in outputs will automatically shut off in case their junction temperature exceeds 150C.
This can be caused by external short circuits of outputs to ground, but also by over current
conditions when the unit is operated at high temperature. After cooling down, they automatically
retry to drive their load.
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3.3 Environmental standards and limits

Subject
Temperature cycling
Standard
IEC68-2-14N
Parameters
Power up at min. Temp.
SAEJ1455
-40C @ min. voltage
Power up at max. Temp.
SAEJ1455
+80C @ min. Voltage
Humidity
IEC68-2-38
Vibration
IEC68-68-2-34Fd
Mechanical Shock
IEC68-68-2-29
5g pk 10-150Hz 1 Oct /min

2.5Hrs 3 directions
25g sine 6ms @ 1 Hz
Sealing
IEC529
IP67
-40C/80C @ max. voltage
3.4 Interference immunity standards and limits

Subject
Steady state voltage
Standard
SAEJ1455
18V - 32V , -40C/80C
Parameters 24V
Jump start requirements
SAEJ1455
5 min @ 48V, 25C
Reverse polarity
SAEJ1455
5 min @ -26V, 25C
Negative inductive transients

Positive inductive transients
Commutation noise
ISO7637-2/1
Vs = -100V tr=1s td=2ms Ri=10

W 5000 pulses Class IV
ISO7637-2/2
Vs = +100V td=50s tr=1s

Ri=10W 5000 pulses Class IV
ISO7637-2/3
Voltage drop
Load Dump
ISO7637-2/4
ISO7637-2/5
Vs = +100V/-150V td=100ns
tr=5ns Ri=50W 5000 pulses pos
and neg Class IV
N/A
Electrostatic discharge
IEC1000-4-2
Radiated interference
ISO/ CD13766
Vs =+200V td=350ms tr=5ms

Ri=5W Class IV
air discharge 8 kV Class III
contact discharge 4kV Class III
Parameters as per standard
4. Design and development tools

The control system hardware was designed with development tools purchased from PADS inc.
Schematic entry is done with PADS Logic. Printed Circuit Design occurs with PADS Perform.
The large portion of the software is written in Keil-C166. The remaining code is written in Keil
ASM166.
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The Hardware / Software combination is tested using Kontron in circuit emulators and PLS
Fastview66 debuggers.
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5. Diagnostics and Guidelines

5.1 Diagnostics and maintenance
5.1.1 General
Principally there are no specific devices required for first level troubleshooting as the APC200
incorporates several self-test features assisting in this process.
Nevertheless, use of digital multi-meters and simple tools such as an indicator lamp will be required
to pinpoint exact causes of problems.
More in depth troubleshooting and system tuning involves use of a WIN95 Compatible PC with
appropriate software and FLASH parameter programming equipment.
The APC200 allows recall and modification of non-volatile parameters through RS232.
This way, customers can, given the necessary equipment, choose to adapt certain parameters to
suit their needs.
From a maintenance point of view, this is relevant in so far that the APC200 allows reading back the
(modified) parameters along with serial number, part number and modification date.
Several PC hosted tools have been developed to ease the service and trouble shooting process.
5.1.2 Self test Functions

The APC200 has special circuitry to help verifying its operation.
Six self-test groups are built into the APC200 control programs:
Display test and Version
Digital input test
Analogue input test
Speed sensor test
Output test
Voltage test
The 'D' led is on while operating the APC200 in diagnostic mode.

Note:
If during operation in a self-test mode a fault is detected, the E-led flashes to indicate the
presence of the fault. Pressing S-button for a while however in this case will not reveal
the reveals the fault code.
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5.1.2.1 Self test Operation

Self-test mode is activated by pressing the S-switch on the APC200 front panel while powering up
the APC200.
Switching off the power of the APC200 is the only way to leave the self-test mode.
The available information is organised as groups of related displays.
Generally, each modes start display provides an overview of the status of all members of the
group.
For instance, the start display of the input test mode cryptically shows the level of each input and
the speed sensor test mode shows the frequency of each sensor channel in kHz.
Pushing the M-switch selects the next group in the order listed.
By pushing the S-switch a list of modes with more detailed information about the selected group
can be looked through.
When a new group is selected with the M-switch, the display always reverts to the overview
display (i.e. the beginning of the mode-list).
Pressing a switch (M or S) shortly reselects the current group or mode. This feature is applicable in
all diagnostic-groups.
After powering up, the display test is activated.
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5.1.2.2 Overview of test modes
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DISp
Power
up + S
8.8.8.8
S
Ver
i.02b
dinp
spd
I II
0. I.2. I
2.0.0. i
0.i2
hi
0. i i
0853
2.i4
lo
2.26
C.846
S
3.47
I 020
...
i.24
i . i33
S
2.29
2720
S
Wire number
vol t
26.3
vs
25.8
vp
0.02
0833
S
i.04
0010
vsen
8.2
2.06
0501
3.4 i
i I.54
...
S
I2.29
lo
9.i6
lo
i3.47
lo
POSSIBLE RESULTS:
out p
II
I.28
i0ib
0.22
c 2.24
i.i3
hi
Logic I/O
number
ainp
lo
hi
i0.20
LO
1234 (Ohm)
open
1234 (Hz)
open
shr t
1234 (mA)
lo
hi
open
shr t
24.3 (V)
5.1.2.3 Display test and Version

When selecting this group the display shows:
When pressing the S-switch, the display changes in
Releasing the switch engages a scrolling text display showing the part number and the version.
When pushing the S-switch, the display switches back to the display test mode, showing:
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Followed by the program identication string:
ECM 4501675 V1.10A
After releasing the S-button, the display again lightens up all segments.
5.1.2.4 Digital input test

The display shows which inputs are active. Each segment of the display indicates a specific logical
input. Different segments can be switched on simultaneously if different inputs are activated
simultaneously. In total there are fourteen inputs: ten digital and four analogue inputs (in this group
treated as if they were digital pull to ground inputs).
Digital inputs numbered 0 9 are shown on the segments as shown below.
Analogue inputs 0 3 are shown on segments numbered 10 13 below.
0
2 4
6 8 10 12
3 5
7 9 11 13
Below example indicates that input 1, 4 and 5 are on. All others are off.
By pressing the S- switch repeatedly, each individual input is shown in more detail.
While pressing the S- switch, the display shows the logic-input number with the matching harness
wire. I.e. below display corresponds with input one connected to wire A12.
Releasing the switch displays the inputs state (hi or lo).
Note: the analogue inputs return high when pulled to ground.
Pressing the S-switch at the last analogue input brings back the overview on the display.
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5.1.2.5 Analogue input Test

The APC200 has 4 analogue resistance inputs. They measure the single-ended resistance of a
sensor connected between the input and signal ground B18.
Releasing the switch brings an overview of the 4 analogue inputs on the display. The values,
displayed in kW, are separated by a dot.
Above display corresponds with a first input of 1 kW, a second of 2 kW and the last two of 0 kW.
Values that are more accurate can be found while running through the input specific displays (Sswitch).
While pressing the switch, similar to the display of digital inputs, the left side of the display gives
information about which input is tested; the right side gives the matching wire.
The displayed value when the S-switch is released is the resistance in W.
Note: Although the APC200 also has 4 current sense and 3 voltage sense inputs, these are
not directly accessible through diagnostic displays.
The current sense inputs are treated in combination with analogue output test modes
The voltage sense inputs are not yet supported by the diagnostics modes
5.1.2.6 Speed sensor test

When selecting this mode the display shows:
When releasing the M-switch, again an overview appears on the display.

The four values, displayed in thousands of Hertz, are separated by a dot. Speeds below 1000 Hz
are shown as 0.
Using the S-switch more detailed information concerning the speeds is available.
While pressing the S-switch, the display shows the speed channel number on the left side of the
display while the matching wire is shown right.
Once released, the left digit indicates what type of speed sensor should be connected to this
channel:
for a current sensor (Magneto Resistive Sensor)
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for an inductive speed sensor.
The three other digits and the dot represent the matching speed in kHz
For instance, in below examples the left display indicates a current speed sensor and a frequency
of 933 Hz. The right one indicates an inductive sensor generating about 1330 Hz.
After the last channel is shown, another press on the S switch re-selects the speed sensor
overview.
5.1.2.7 Output test

The display shows which outputs are active. Similar to the digital input test overview screen, each
segment of the display indicates a specific input.
Different segments can be switched on simultaneously if different outputs are activated
simultaneously.
0
2 4
6 8 10 12
3 5
7 9 11 13
A blinking segment indicates a fault at a certain output.

In total, there are 11 outputs:
Outputs 0 6 are analogue
Outputs 7 9 are STP digital outputs
Output 10 is a STG digital output
Information that is more specific can be found while running through the different modes (S-switch).
While pressing the switch, the left side of the display gives information about which output channel
is tested; the right side gives the matching wire number.
When releasing the switch the display shows either the actual current in mA, or the logic state of the
output (either hi or 'lo').
If an output is currently in fault, its respective segment in the overview screen blinks slowly. On the
output specific screen, the display alternates between the actual state (current value or logic state)
and the fault type (open / short / curr / oor).
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5.1.2.8 Voltage test

The displayed value after the M-switch is released is the PERMANENT VOLTAGE Vp in Volts as
measured on wire A01.
The two other modes of this group are switched voltage (Vs) and sensor voltage (Vsen), also
expressed in Volts.
Vs is measured on wire B12. This power supply input is used to allow the APC200 to control the
power down process allowing it to save statistical information in FLASH before actually shutting
down.
Vsen is measured off an internally generated voltage regulator and should be near 8.0V.
It can be measured on any unloaded analogue input channel (e.g. ANI0 on A11). The Vsen voltage
is used as a reference for the analogue inputs.
5.2 Technical guidelines for installation

The information contained in this section is provided to ease the installation of the APC200 on the
vehicle.
The main part of the installation concerns connecting APC200 wiring harness with the
Transmission's control valve harness. Below table shows the pin functions for the control valve
harness and which connections are required between control valve and APC200.
Further subsection detail on the connection of power supply and specific inputs and outputs.
In below description all references to terminals have prefix A or B if they refer to the APC200 wires
and CV if they refer to the control valve wires.
Transmission Control Valve connections for 3/3 and 4/4 transmission
Wire
CV01
CV02
CV03
CV04
CV05
Pin
V
U
T
S
R
Function 3/3
Common Ground
Not used
Not used
Not used
Not used
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Function 4/4
Common Ground
Not used
Not used
Not used
Not used
APC 200 connection

B00

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CV06
CV07
CV08
CV09
CV10
CV11
CV12
CV13
CV14
CV15
CV16
CV17
CV18
CV19
P
N
M
L
K
J
H
G
F
E
D
C
B
A
1st / 3rd VFS Selector

Not used
Pressure switch Ground
Pressure switch High
Drive solenoid + (RSP)
Drive solenoid - (RSP)
VFS 2nd +
VFS 2nd VFS 3rd / 1st +
VFS 3rd / 1st VFS fwd +
VFS fwd VFS Rev +
VFS Rev -
1st / 3rd VFS Selector

2nd / 4rd VFS Selector
Pressure switch Ground
Pressure switch High
Drive solenoid + (RSP)
Drive solenoid - (RSP)
VFS rev +
VFS rev VFS 3rd / 1st +
VFS 3rd / 1st VFS fwd +
VFS fwd VFS 2nd / 4th +
VFS 2nd / 4rd -
A16
A15
A21
A11
A10
A20
A06
A07
A08
A09
A02
A03
A04
A05
5.2.1 Power supply

Positive terminals
Wires A01 and B12 must be connected to the 24V battery EACH through a fast 6 Amp fuse. They
provide power for the shift logic and for the outputs which control the transmission solenoids.
Where A01 (permanent supply terminal) must always be connected to plus, B12 must be
connected via the ignition switch.
Only this way, the APC200 can save valuable information during power down periods.
Because terminal B12 also provides power to outputs, it is recommended to use a relay to apply
power to it. The relay contact in turn should be commanded by the ignition key.
Ground terminals A21 and B00
These pins are the APC200's ground terminals and must be connected to a well-defined ground
potential. This can be the vehicle's chassis but preferably, each is connected with a 1.5mm wire
straight to the battery minus.
For the APC200 control to work properly, a T-split of the ground wire (close to the connector) must
be made to form a suitable ground reference for the Control Valve Common Ground CV01 and
CV08.
The Control Valve Common Ground is providing a suitable current return path for the VFS selector
Solenoids (A15 and A16).
Improper grounding may degrade the control systems operation. The fact that most outputs
conduct pulsed signals tends to generate switching noise on the ground lines. If the ground
lines have insufficient quality or are shared with other loads, serious degradation of the
analogue input signal quality may result.
Ground terminal B18

Pin B18 is the signal ground terminal and is intended for following signals
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A28, A29 (Temperature sensor)
B11 (Speed sensor 3)
B06, B17 (Accelerator and Brake pedal sensors)
B04 (servo motor feedback signal)
Communication link ground (CAN and RS232)
5.2.2 Input signals

Shift lever inputs (A12, A19, A14, and A15)
The common terminal of the shift lever is to be connected to the plus (B12).
The expected pattern on these inputs is shown on the proper wiring diagram
Speed sensor inputs (A22, A24, A26 and B11)
These signals are intended to measure the turning speed of various shafts.
What type of sensor should be connected and how the signal generated by it is interpreted depends
on the parameter settings of the APC200.
Standard inductive speed sensors have no polarity and have internal impedance of about 1060 or
390 Ohms (depending on the model).
Magneto Resistive sensors however are active electronic elements for which a polarity must be
observed.
Check the proper wiring diagram for the correct connections.
Transmission temperature input (A28)
This signal is intended to measure transmission oil temperature. Typically, the temperature sensor
is combined with one of the speed sensors.
In this case, the ground terminal of the speed sensor serves as ground terminal of the temperature
sensor as well and only one pin extra has to be connected to complete the circuit.
If a separate sensor is used, it is important to note that the APC200 expects a PTC sensor with a
resistance in the range from 0 5 kOhms. The proper conversion table can be specified in the
FLASH parameter set along with open load and short circuit reference resistance values.
The measurement system is single ended. Any fault potential on the ground line causes
measurement errors. For this reason, it is important to use the designated ground wire B18 for this
purpose.
Cooler In temperature input (A29)
This signal is intended to measure transmission oil temperature where it enters the cooler. Typically
this is a temperature switch however analog sensors are supported and will be used in certain
applications.
The measurement system is single ended. Any fault potential on the ground line causes
measurement errors. For this reason, it is important to use the designated ground wire B18 for this
purpose.
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Thottle pedal input (B06)

This analogue input expects a voltage in the range of 0V 5V representing the accelerator pedal
position.
A suitable 5V reference voltage for powering a 1kOhm potentiometer is available on pin B02.
The proper conversion table can be specified in the FLASH parameter set along with open load and
short circuit reference voltage values.
Brake pedal input (B17)
This analogue input expects a voltage in the range of 0V 5V representing the brake pedal
position.
A suitable 5V reference voltage for powering a 1kOhm potentiometer is available on pin B02.
The proper conversion table can be specified in the FLASH parameter set along with open load and
short circuit reference voltage values.
5.2.3 Output signals

Wires A02/A03, A04/A05, A06/A07, A08/A09, A15, and A16 are used to control the transmission.
The table below reflects the gear pattern generated in each of the transmission ranges.
Each wire pair mentioned above is in fact an analogue output that is connected to both sides of a
VFS (variable force solenoid). The current programmed through the solenoid is a measure for the
pressure applied to the connected clutch.
Transmission gear
F1
F2
F3
F4
N1
N2
N3
N4
R1
R2
R3
R4
A02/03
l
l
l
l
A04/05
A06/07
l
l
l
l
A08/09
l
l
l
l
l
l
l
A15
A16
Note that during a transition from one gear to the next, these wires carry current simultaneously.
Example: when shifting from F1 to F2, wire A16 will be active during the transition and is switched
nd
off when 2 gear is engaged.
Wire A15 is only used for transmission control on a 4 /4 transmission. On 3 speed transmissions it
can be used to signal faults on the dashboard in case theres no central display.
On 24V installations, depending on the type of transmission, the outputs A16 and / or A15 may
carry a 100Hz PWM signal. This is required to prevent damage to the 12V solenoids used to control
the VFS selectors.
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Forward VFS (A02 / A03)

This solenoid controls the pressure in the forward clutch
While Inactive, Forward is selected. When about 1000mA current flows, the forward clutch is open.
When both forward and Reverse clutches are commanded closed electrically, the clutches will
actually lock, possibly causing the transmission to lock-up.
Reverse VFS (A06 / A07 - A04/A05)
This solenoid controls the pressure in the reverse clutch
While Inactive, reverse is selected. When about 1000mA current flows, the reverse clutch is open.
When both forward and Reverse clutches are commanded closed electrically, the clutches will
actually lock, possibly causing the transmission to lock-up.
1st / 3rd VFS (A08 / A09)
This solenoid controls the pressure of either the 1st or the 3rd clutch.
Which clutch is selected depends on the state of the 1/3 VFS selector. When the selector is on
(24V on A16), 1st clutch is selected. Otherwise, 3rd clutch is selected
While Inactive, the clutch is closed. When about 1000mA current flows, the clutch is open.
2nd / 4th VFS (A04 / A05 - A06/A07)
This solenoid controls the pressure of either the 2nd or the 4th clutch.
Which clutch is selected depends on the state of the 2/4 VFS selector. When the selector is on
(24V on A15), 2nd clutch is selected. Otherwise, 4th clutch is selected
While Inactive, the clutch is closed. When about 1000mA current flows, the clutch is open.
5.2.4 Communication interfaces

CAN interface
This interface complies electrically with ISO11898.
The application software supports sending and receiving messages according to the SAE/J 1939
format. The bitrate typically is 250.000 bits per second.
Additionally the APC200 supports data acquisition and parameter editing using the CAN
communication interface.
Tuning Link
The communication protocol is RS232 compatible and is intended to use with existing SOHP
Tuning tools and is reserved for SOHP use only.
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5.3 Control system calibration

Stand-alone calibration mode is activated by pressing the S-switch for at least 30 seconds on the
APC200 front panel while powering up the APC200. When stand-alone calibration mode is entered
the display shows:
Switching off the power of the APC200 is the only way to leave the calibration display mode.
By pressing the M-switch, the existing calibration modes are displayed, pushing the S-switch
starts the calibration of the currently displayed mode. The following modes exist:
Transmission (Clutch control) parameter calibration
Accelerator pedal (throttle pedal) sensor calibration
Brake pedal sensor calibration
Hydro Lever sensor calibration
Servo Motor sensor calibration
Cooler In Temperature sensor calibration
Some calibration modes may be disabled by the controller software. In that case, when pressing
the S-switch to start calibration the display shows:
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5.3.1 Calibration of the accelerator pedal sensor

Enter stand-alone calibration mode and push the M-switch until the display shows:
Press the S-switch to start the accelerator pedal sensor calibration.

The display shows:
The driver should release the throttle pedal completely and then press the S-switch.
Now, the display looks as follows:
The driver should press the throttle pedal completely and then press the S-switch. As long as one
of the led display segments is blinking, the throttle pedal is not pushed hard enough and pressing
the S-switch will not continue the calibration process.
When the calibration process proceeds and no errors were encountered during the process, the
calibration results are memorised in Flash memory and will become active at the next power-up of
the controller. The display looks as follows:
When errors were detected during the calibration process, the calibration results are ignored and
the display looks as follows:
Pressing the S-switch once again returns the display back to the start of the currently active display
mode, allowing the user to re-calibrate the current sensor or to use the M-switch to proceed with
the next calibration mode.
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5.3.2 Calibration of the brake pedal sensor

Press the S-switch to start the brake pedal sensor calibration.

The display shows:
The driver should release the brake pedal completely and then press the S-switch.
The driver should drive the vehicle slowly and push the brake pedal up to the point the vehicle starts
braking. Then the driver should press the S-switch. As long as one of the led display segments is
blinking, the brake pedal is not pushed hard enough and pressing the S-switch will not continue
the calibration process.
When the calibration process proceeds the display looks as follows:
The driver should apply full brake and press the S-switch. As long as one of the led display
segments is blinking, the brake pedal is not pushed hard enough and pressing the S-switch will
not continue the calibration process.
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5.3.3 Calibration of the hydro lever sensor

Press the S-switch to start the hydro lever sensor calibration.

The display shows:
The driver should release the hydro lever completely and then press the S-switch.
The driver should pull hydro lever to its full hydro power position and then press the S-switch. As
long as one of the led display segments is blinking, the hydro lever is not pulled hard enough and
pressing the S-switch will not continue the calibration process.
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5.3.4 Calibration of the servo motor sensor

Press the S-switch to start the servo sensor calibration. If the position of the shift lever is not
neutral, the calibration process does not start and the following displays is shown:
If the vehicle is not standing still, the calibration process does not start and the following display is
shown:
If the shift lever is in neutral and the vehicle stands still, servo motor calibration starts. The servo
motor applies idle throttle and the following display appears for about three seconds (no driver
actions are demanded).
The servo motor automatically applies full throttle (no driver actions are necessary) and the
following display appears for about three seconds:
Then, if no errors were encountered during the process, the calibration results are memorised in
Flash memory and will become active at the next power-up of the controller. The display looks as
follows:
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5.3.5 Calibration of clutch control parameters

Stop the vehicle, apply the parking-brake and enter the stand-alone calibration mode, the display
shows:
Press the S-switch to start the servo sensor calibration. If vehicle is not standing still, the display
shows:
If the position of the shift lever is not neutral, the calibration process does not start and the following
displays is shown:
Now, the driver should select the forward shift lever position, as requested by the following display:
Note : The transmission calibration process can be interrupted at all times by moving the shift lever
into the reverse position. In that case, the transmission controller will reset and ignore the
calibration results obtained so far.
Now, the transmissions temperature is checked against the minimum required temperature to
calibrate. If the actual temperature is too low, the driver should stall or drive the vehicle. If the
transmission temperature reaches the desired value, calibration proceeds automatically. Meantime
the display shows the actual temperature:
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If all conditions to start calibration are met, the calibration process starts. The following display is
shown:
The first two digits show the currently calibrated clutch. The third digit shows the actual calibration
mode and the last digit shows the calibration algorithms current step. During the calibration
process, this information is continuously updated.
Depending on the actual calibration mode, a different engine speed may be required. Whenever
the actual engine speed is too low following display is shown:
Whenever the actual engine speed is too high, the display looks as follows:
If the vehicle is equipped with throttle-by-wire, the engine speed will be automatically adapted. In
the other case the driver has to change the throttle pedal position until the display looks as follows:
After the engine speed has been within limits for about three seconds, the calibration process
proceeds.
After successful completion of the calibration process, the calibration results are memorised in
Flash memory and will become active at the next power-up of the controller. The following display
is showed:
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When one or more errors were encountered during calibration the display shows vertical lines to
indicate the calibration result of each clutch (the first line corresponds to clutch1, the second line to
clutch2,). A blinking line indicates the calibration of the corresponding clutch was not successful.
6. Statistics
The APC200 automatically and permanently keeps track of certain operating conditions.
Controller Lifetime
Time that the APC200 has been powered (ever)
Powerup-count
Number of times the controller was powered
Fault Count
Number of times a specific fault has occurred
FaultTime
Time a specific fault has been detected
Fault Timestamp
Last moment of occurrence of a specific fault relative to the

Controller Lifetime
POST results
information about how many times the Power Up Self Tests

have detected problems
Production Test results
information about results of production testing
Display mode
Last selected display mode and set of sub groups
Time in each gear
Time that the transmission has operated in each gear position
Shifts to each gear
Number of shifts to each gear position that ever occurred
Maximum speed
Value and time over limit for speed in each gear
Maximum temperature
Value and time over limit of transmission temperature
This information can be used to get an idea about the way the vehicle has been used in the field in
case of a field problem.
Based on application requirements this list can be extended.
The information can be accessed with specialised tools that download and interpret the statistical
data from the APC200 upon request.
The memory limitation for this kind of storage is 4kBytes.
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7. Revision record
Revision
Rev 1.0
Date
10/10/01
Made by
KVS
Comments
Based on document 4205971 rev 2.12
New revision numbering because of
partnumber change to 4207049
Added faultcodes 42.XX for
transmission ratio
Rev 1.1
08/03/02
DT
Add new display mode DIST

travelled distance (1.3.2)
Update fault code (2.4)
st
nd
Add function to start in 1 / 2 gear via

an input (1.6.1.6)
Add function to limit vehicle speed via
an input (1.6.1.7)
Changed parking brake function. If the
parking brake is release, the
corresponding direction will be selected.
8. Configuration Record
This Control System Description is intended to be used in conjunction with
4207051 and 4207088, 4207939, 4207942 - V1.4C software and
APC201 hardware for non-servomotor applications.
APC202 hardware for servomotor control applications.
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What are the main components of the APC200 control system?

What are the main components of the APC200 control system?

What are the different operating modes of the APC200?

What are the different operating modes of the APC200?

APC200 ECM/ECI

Ten Briele 3, 8200 Brugge, Belgium

APC200 Control System

Functional specification ___________________________________________________ 5

Shift lever _________________________________________________________________________ 9

1.4 Operating modes _______________________________________________________________ 11

Normal driving ____________________________________________________________________

1.5 Operating Characteristics _______________________________________________________ 12

1.6 Functional description of an automatic control on a forklift ___________________________ 15

External inputs ____________________________________________________________________

1.7 The APC200 Inching System _____________________________________________________ 21

1.8 The APC200 Hydrostatic simulation system ________________________________________ 24

Safety related requirements __________________________________________________ 25

Ten Briele 3, 8200 Brugge, Belgium

APC200 Control System

2.3 Considered faults_______________________________________________________________ 26

2.5 Behaviour when faults are removed _______________________________________________ 38

Over voltage ______________________________________________________________________

2.6 Specific measures to guarantee Fault tolerance ______________________________________ 39

Environmental conditions ___________________________________________________ 41

Design and development tools ________________________________________________ 42

Diagnostics and Guidelines __________________________________________________ 44

Ten Briele 3, 8200 Brugge, Belgium

APC200 Control System

5.2 Technical guidelines for installation _______________________________________________ 52

5.3 Control system calibration _______________________________________________________ 57

Calibration of the accelerator pedal sensor _______________________________________________

Revision record ____________________________________________________________ 65

Configuration Record _______________________________________________________ 65

Ten Briele 3, 8200 Brugge, Belgium

APC200 Control System

APC200 for ECM / ECI

Ten Briele 3, 8200 Brugge, Belgium

APC200 Control System

1.2 External interfaces

Packard Part number

12089290 (0.35-0.5 mm)

Ten Briele 3, 8200 Brugge, Belgium

APC200 Control System

Input internally pulled high, must be connected to Ground to

input internally pulled low, must be connected to Plus to

Output switches internally to Ground. Other side of Load

Output switches internally to Battery plus. Other side of

supply line connected to battery

ground reference line or supply line

sensor input for frequency, voltage or current

Output uses PWM to control the output current. When

control line used for communicating information with other

Output can control the speed of a DC motor in both

DESCRIPTION 4/3 SPEED

Ten Briele 3, 8200 Brugge, Belgium

DESCRIPTION 3/3 & 4/4 SPEED

APC200 Control System

DESCRIPTION 4/3 SPEED