Apc200 Ecm

APC200 ECM/ECI.
User Manual
Firmware version 4.0
CONTENTS
1 Functional specification ..............................................................................................................................6
1.1 General ..........................................................................................................................................................6
1.2 External interfaces .......................................................................................................................................7
1.3 Man Machine interface.................................................................................................................................9
1.3.1 Shift lever........................................................................................................................................9
1.3.2 Display ................................................................................................................................................. 10
1.3.3 Other .................................................................................................................................................... 11
1.4 Operating modes....................................................................................................................................... 12
1.4.1 Normal driving...................................................................................................................................... 12
1.4.2 Diagnostic mode .................................................................................................................................. 12
1.4.3 Limp Home mode................................................................................................................................. 12
1.4.4 Shutdown mode ................................................................................................................................... 12
1.4.5 Mode identification ............................................................................................................................... 13
1.5 Operating Characteristics ........................................................................................................................ 13
1.5.1 System ................................................................................................................................................. 13
1.5.2 On/Off inputs........................................................................................................................................ 13
1.5.3 Analogue inputs ................................................................................................................................... 14
1.5.4 Speed sensor inputs ............................................................................................................................ 14
1.5.5 On/Off outputs...................................................................................................................................... 14
1.5.6 Analogue outputs ................................................................................................................................. 14
1.5.7 Speedometer output (combined with RS232 transmit)........................................................................ 14
1.5.8 Communication interfaces ................................................................................................................... 15
1.6 Functional description.............................................................................................................................. 16
1.6.1 External inputs ............................................................................................................................. 16
1.6.2 General ................................................................................................................................................ 19
1.6.3 Transmission gear changing................................................................................................................ 19
1.6.4 Direction reversal protections ...................................................................................................... 21
1.6.5 Behaviour in neutral ............................................................................................................................. 21
1.6.6 Output functions................................................................................................................................... 22
2 Environmental conditions ............................................................................................................................... 24
2.1 Nature of environmental conditions........................................................................................................ 24
2.2 Behaviour of the system under certain conditions ............................................................................... 24
2.3 Environmental standards and limits ....................................................................................................... 24
2.4 Interference immunity standards and limits .......................................................................................... 24
3 Design and development tools ....................................................................................................................... 25
4 Diagnostics and Guidelines ............................................................................................................................ 26
4.1 Diagnostics and maintenance ................................................................................................................. 26
4.1.1 General ........................................................................................................................................ 26
4.1.2 Self Diagnostic Functions .................................................................................................................... 26
4.2 Technical guidelines for installation ....................................................................................................... 30
4.2.1 Power supply ....................................................................................................................................... 31
4.2.2 Input signals......................................................................................................................................... 32
4.2.3 Output signals ...................................................................................................................................... 33
4.2.4 Communication interfaces ................................................................................................................... 34
5 Control system: Analog Input Signals Calibration ....................................................................................... 35
5.1 Activating the calibration mode............................................................................................................... 35
6 Control system: Automatic Transmission Calibration ................................................................................. 37
6.1 Performing an automatic transmission calibration ............................................................................... 37
6.2 Heating up the transmission by using the ‘HEAT’-mode...................................................................... 39
6.3 Calibration condition messages and calibration errors........................................................................ 41
6.3.1 Calibration condition messages........................................................................................................... 41
6.3.2 Calibration errors ................................................................................................................................. 41
7 Statistics............................................................................................................................................................ 42
1 Applicable safety guidelines ........................................................................................................................... 44
2 Safety concept .................................................................................................................................................. 44
2.1 General ....................................................................................................................................................... 44
2.2 ECM/APC200 implementation .................................................................................................................. 44
3 Considered faults ............................................................................................................................................. 45
4 Behaviour in case of faults.............................................................................................................................. 45
4.1 General ....................................................................................................................................................... 45
4.2 Reset Condition......................................................................................................................................... 45
4.3 Over voltage............................................................................................................................................... 46
4.4 Under voltage ............................................................................................................................................ 46
4.5 Internal faults............................................................................................................................................. 46
4.6 Redundant Shutdown Path Error ............................................................................................................ 46
4.7 Program out of control ............................................................................................................................. 47
4.8 Intermittent power loss............................................................................................................................. 47
4.9 Single faults on analogue outputs .......................................................................................................... 47
4.10 Single faults on on/off outputs .............................................................................................................. 47
4.11 Incorrect input patterns .......................................................................................................................... 48
4.12 Speed sensor faults ................................................................................................................................ 48
4.13 Analogue sensor failure ......................................................................................................................... 48
4.14 Transmission ratio faults ....................................................................................................................... 49
4.15 Converter Temperature problem ........................................................................................................... 49
4.16 Service requests...................................................................................................................................... 49
4.17 Indication of faults .................................................................................................................................. 50
4.18 Indication of faults that have previously occurred.............................................................................. 50
5 Behaviour when faults are removed............................................................................................................... 51
5.1 Over voltage............................................................................................................................................... 51
5.2 Under voltage ............................................................................................................................................ 51
5.3 Internal faults............................................................................................................................................. 51
5.4 Redundant Shutdown Path Error ............................................................................................................ 51
5.5 Program out of control ............................................................................................................................. 51
5.6 Intermittent power loss............................................................................................................................. 51
5.7 Single faults on outputs ........................................................................................................................... 51
5.8 Multiple faults on outputs......................................................................................................................... 51
5.9 Incorrect input patterns ............................................................................................................................ 51
5.10 Speed sensor failure ............................................................................................................................... 51
5.11 Analogue sensor failure ......................................................................................................................... 51
6 Specific measures to guarantee Fault tolerance........................................................................................... 52
7 Organisational measures to protect from external factors .......................................................................... 53
7.1 Identification .............................................................................................................................................. 53
7.2 Traceability and configuration control.................................................................................................... 53
7.3 Sourcing..................................................................................................................................................... 53
7.4 Software ..................................................................................................................................................... 53
8 Listing of Fault Codes ...................................................................................................................................... 54
Chapter 1: APC200 ECM/ECI Transmission Control System Description
CHAPTER 1:
APC200 ECM/ECI
Transmission
Con trol System
Description
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 power shift 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, five transmission types are supported: TE10, TE13, TE17, TE27 and
TE32 transmissions with 3/3 or 4/4 gear sets.
POWER
Engine Speed
APC200 Turbine Speed
Drum Speed
Output Speed
Temperature
CAN GND
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 servomotor on
the injection pump or via the standardized SAE J1939 – TSC1 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.
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 paragraph
4.2 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 (30 pole and 18 pole) have following components and Packard part numbers.
Part Packard Part number

Receptacle 30 pin 1203 4398
Receptacle 18 pin 1204 0921
²
Contact 12089290 (0.35-0.5 mm )
²
12103881 (0.8 - 1.0 mm )
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 PC’s
Hbrg bi-directional motor Output can control the speed of a DC motor in both directions
control
In below table all references to terminals have prefix TC meaning they refer to the APC200 connector
pins
WIRE PIN FUNC TYPE DESCRIPTION 3/3 SPEED DESCRIPTION 4/4 SPEED
A01 A1 PPWR Pwr Permanent Battery Plus Permanent Battery Plus
A02 B1 VFS0+ Pwm Fwd VFS Hi Side Out Fwd VFS Hi Side Out
A03 C1 VFS0- Sns Fwd VFS Lo Side In Fwd VFS Lo Side In
th
A04 D1 VFS1+ Pwm 2nd VFS Hi Side Out 2nd /4 VFS Hi Side Out
A05 E1 VFS1- Sns 2nd VFS Lo Side In 2nd /4th VFS Lo Side In
A06 F1 VFS2+ Pwm Rev VFS Hi Side Out Rev VFS Hi Side Out
A07 G1 VFS2- Sns Rev VFS Lo Side In Rev VFS Lo Side In
st rd st rd
A08 H1 VFS3+ Pwm 1 /3 VFS Hi Side Out 1 /3 VFS Hi Side Out
st rd st rd
A09 J1 VFS3- Sns 1 /3 VFS Lo Side In 1 /3 VFS Lo Side In
A10 K1 DO0 Stp RSP Drive Solenoid + RSP Drive Solenoid +
A11 A2 ANI0 Ptg Pressure feedback Pressure feedback
A12 B2 DIGIN0 Ptp Digital Input 0 (typically for shift lever) * Digital Input 0 (typically for shift lever) *
A13 C2 DIGIN 1 Ptp Digital Input 1 (typically for shift lever) * Digital Input 1 (typically for shift lever) *
A14 D2 DIGIN2 Ptp Digital Input 2 * Digital Input 2 (typically for shift lever) *
A15 E2 DO1 Stp Digital output 1 (optional warning lamp) 2nd/4th VFS selector
st rd st rd
A16 F2 DO2 Stp 1 /3 VFS selector 1 /3 VFS selector
A17 G2 DIGIN3 Ptp Digital Input 3 * Digital Input 3 *
A18 H2 DIGIN4 Ptp Digital Input 4 (typically for shift lever) * Digital Input 4 (typically for shift lever) *
A19 J2 DIGIN5 Ptp Digital Input 5 (typically for shift lever) * Digital Input 5 (typically for shift lever) *
A20 K2 DO3 Stg RSP Drive Solenoid - RSP Drive Solenoid -
A21 A3 GND Gnd Supply Ground Supply Ground
A22 B3 SS0 Sns Drum speed sensor+ Drum speed sensor+
A23 C3 SS0 Gnd Drum speed sensor - Drum speed sensor -
A24 D3 SS1 Sns Output speed sensor+ Output speed sensor+
A25 E3 SS1 Gnd Output speed sensor - Output speed sensor -
A26 F3 SS2 Sns Engine speed sensor+ Engine speed sensor+
A27 G3 SS2 Gnd Engine speed sensor - Engine speed sensor -
A28 H3 ANI1 Ptg TransmTemperature TransmTemperature
A29 J3 ANI2 Ptg Converter out temperature Converter out temperature
A30 K3 GND Gnd Signal Ground Signal Ground
WIREPIN FUNC TYPE DESCRIPTION 4/3 SPEED DESCRIPTION 3/3 & 4/4 SPEED
B01 L1 VFS4+ HbrgA Engine servo motor A Engine servo motor A
B02 M1 ANI4 Sns 5V Reference voltage out 5V Reference voltage out
B03 N1 VFS5+ HbrgB Engine servo motor B Engine servo motor B
B04 P1 ANI5 Sns Analog input 5 (0-5V) * Analog input 5 (0-5V) *
(typically for engine servo pos feedback) (typically for engine servo pos feedback)
B05 R1 VFS6+ Pwm Analog output 6 * Analog output 6 *
B06 S1 ANI6 Sns Analog input 6 (0-5V) * Analog input 6 (0-5V) *
B07 L2 CANL Comm CAN Lo CAN Lo
B08 M2 CANH Comm CAN Hi CAN Hi
B09 N2 RXD Comm RS232 RXD RS232 RXD
B10 P2 TXD Comm RS232 TXD / SPEEDO OUT RS232 TXD / SPEEDO OUT
B11 R2 SS3 Sns Turbine speed sensor+ Turbine speed sensor+
B12 S2 SPWR Pwr Switched Battery Plus Switched Battery Plus
B13 L3 DIGIN6 Ptp Digital Input 6 * Digital Input 6 *
B14 M3 DIGIN7 Ptp Digital Input 7 * Digital Input 7 *
B15 N3 DIGIN8 Ptp Digital Input 8 * Digital Input 8 *
B16 P3 DIGIN9 Ptp Digital Input 9 * Digital Input 9 *
B17 R3 ANI3 Ptg Analog input 3 (0-5V) * Analog input 3 (0-5V) *
B18 S3 SGND Gnd VFS Ground 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.
For application specific wire assignment, please refer to the wiring diagram.
Connector layout :
Rear view on the

controller connector
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. This function is not described in this
manual.
1.3.2 Display
The display is located on the APC200 front panel and consists of:
APC200 front panel display
4 red 7-segment LED digits

3 status LED lamps ("D","E","F")
2 push buttons 'M' and 'S' for display mode selection.
The LED lamp labeled 'D' is yellow and is used to indicate Diagnostic modes.
The LED lamp labeled 'E' is yellow and is used to indicate Errors.
The LED lamp labeled 'F' is red and is switched on when the APC200 is in the reset condition due to the
bootstrap or Fault mode.
After power up, the display defaults to the last display mode (if the display mode was not the error display)
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 switching between gear display,
vehicle speed and travelled distance display.
The second group shows the shift lever position and some other less used but nevertheless quite relevant
values (see below).
The third display accessed with the M-button isn’t actually a group of screens but is used to inform you about
any current or previously active errors. The display normally shows ‘ — — ‘ to indicate there are no faults, but
if one or more faults are (or have been) detected, the most severe one is shown until you press the ‘S’ -
button. Doing so reveals the next error until no more errors 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 0.1 km/h or 0.1 MPH resolution.
DIST Shows the travelled distance in km or Miles (parameter setting). Distance is
shown with a 0.1 km or 0.1 Mile resolution. By pressing the “S” button during
3 seconds the distance trip counter is reset to 0.
OPER Shows the total operating time of the vehicle (engine running). Operating time
is shown with a 1 hour resolution and has a range of 0 to 49999 hours. The
number digits show the hours, the number of dots in between show the
number of times 10000 hours needs to be added to the number shown:
1 2 3 4 = 1234 hours
1 2.3.4. = 31234 hours
CPOS
Reflects the current shift lever direction and position.
ESPD Shows measured engine speed (RPM)
TSPD Shows measured turbine 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 turbine torque at transmission input side (Nm)
TTMP Shows transmission temperature in °C
Shows cooler input temperature in °C

CTMP
ERR The error display. By pressing the “S” button you can scroll through the errors
codes. If an error code is blinking, this indicates that the error was active in
the past but not active anymore.
When the controller detects an error, the 'E' led blinks slowly to indicate this. You can always select the
error display mode (ERR) to view the nature of the problem. An overview of the error codes is documented
in a separate document “APC200 ECM-ECI Error Codes ver1.1.xls”.
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.
1.4 Operating modes
1.4.1 Normal driving

For detailed description see chapter 1.7.
1.4.2 Diagnostic mode

This mode is selected when the ‘S’ mode switch is pressed at power up. See 4.1.2 Self
Diagnostic 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.
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 in

FLASH memory s detected, the controller reverts to shutdown
mode
The GPOS / CPOS display indicates the letters ‘Sd’ left of the
direction/position indication.
1.4.5 Mode identification

Above modes are identified as follows:
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 -40°C to +80°C
Sealing IP67
Supply Voltage nominal 24V
min - max. 18V – 30Vdc
Over voltage conditions 5 min @ 48V
500ms @ 220V
2 ms @ 300V
Maximum continuous total load 12 Amperes
current @ 24V
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
In put 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.
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
1.5.5 On/Off outputs

Maximum continuous load 1.5 Amperes
current
Short circuit detect 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
Short circuit detect 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 3.0 to 200 Hz/kph
(programmable)
Output frequency range 0 - 20000 Hz
Short Circuit protected Yes
1.5.8 Communication interfaces

RS232
Bit rate 38400 BPS

8 bit 1 stop bit
Protocol
no parity
Xon/xoff
Handshake
SOH protocol
CAN
Bit rate Programmable up to

1MBPS
physical layer ISO 11898
CAN compatibility REV2.0B
SAE/J 1939 yes ( @ 250 kbps)
Termination external 120 Ohm
1.6 Functional description
1.6.1 External inputs

The following paragraphs describe the most commonly used external inputs. For a full listing of available
input functions, refer to the configuration set description. 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 and is remote controlled through
CAN. The selection of which type of shift lever is use, is defined in the configuration sets. By selecting the
corresponding configuration, the defined shift lever is used. For automatic mode the shift lever position will
limit the gear in which the controller is allowed to shift to. Check the wiring diagram how the shift lever
needs to be connected to the APC200.
1.6.1.2 Throttle pedal position

The throttle pedal is used by the APC200 to determine which shift characteristics to use, and to control the
engine if the option engine control is requested. The throttle pedal position can be detected by the
APC200 by several possibilities; we used a CAN message. The APC200 allows to receive the throttle
pedal sensor via the engine message.
The selection of how the throttle pedal position is connected, is defined in the configuration sets. By
selecting the corresponding configuration, the defined throttle pedal position signal source is used. If no
engine control is requested, and the APC200 has no throttle pedal position sensor connected, the
APC200 will assume that the throttle pedal is always at full throttle.
1.6.1.3 Brake pedal position

If installed and properly configured, the brake pedal position sensor is used by the APC200 to go into
declutch (force neutral) as from a certain brake pedal position, and to control the electronic inching if
these options are requested. The selection of how the brake pedal position is connected, is defined in
the configuration sets. By selecting the corresponding configuration, the defined brake pedal position
signal source is used.
1.6.1.4 Hydraulic lever position

The hydraulic lever position signal is used by the APC200 to control the engine speed depending on the
power requested by operating the hydraulic lever (eg. for lifting the load on a forklifttruck). Of course this
function is only relevant if the APC200 has control of the engine speed (see further).
As a standard, this functionality is only active when the transmission is in neutral, to prevent the vehicle to
accelerate if the hydraulic lever is operated while the transmission is in gear. If a CAN message is used
selecting the relevant option, the APC200 allows to receive the data from the hydraulic lever sensor into
a hydraulic lever percentage, reading from 0% to 100%.
The selection of how the hydraulic lever position is connected, is defined in the configuration sets. By
selecting the corresponding configuration, the defined hydraulic lever position signal source is used. Also
in the configuration sets the target engine speed as a function of the hydraulic lever position needs to be
specified.
1.6.1.5 Manual / automatic selection

The selection manual/automatic can be connected to the APC200 by the CAN line. Using a CAN message,
the APC200 allows to receive the manual / automatic selection.
The selection of how the manual /automatic selection is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined manual / automatic selection is
used. If the manual / automatic selection is not used, automatic selection can be defined to be
always active.
1.6.1.5.1 Manual => Automatic
Switching from manual to automatic is possible in all circumstances.
1.6.1.5.2 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.
1.6.1.6 Inching enable switch

If this function has been configured, it may be activated during braking with a selector switch (bistable key
switch). Also in this case, it will be possible to use a digital input, whose logic can be inverted, if
necessary, or a CAN message.
The selection of how the inching enable selection is connected, is defined in the configuration sets. By
selecting the corresponding configuration, the defined inching enable selection is used.
If the inching enable selection is not used, the inching enable can be defined to be always active.
1.6.1.7 Parking brake

When the parking brake is active, an input to the controller will force neutral on the transmission. Once
neutral is forced by this parking brake input, to return to normal shift lever function, loosen the parking
brake and move the shift lever to Neutral. Now the APC200 will interpret the shift lever direction again.
This function is activated using a CAN message.
The selection of how the parking brake is connected, is defined in the configuration sets. By selecting
the corresponding configuration, the defined parking brake selection is used.
1.6.1.8 Declutch digital input

Next to having declutch activated by the brake pedal position signal, a digital input can also do this (results
in forcing neutral). This declutch digital input is completely independent of the analog brake pedal signal,
so both options can be activated at the same time.
The declutch digital input can only be connected to the APC200 by use of a digital input, of which the
logic can be inverted if requested. Remark: Requesting declutch by CAN message can be done by
forcing the brake pedal signal in the CAN message to 100% (if the brake pedal signal source is set to
CAN).
The selection of how the declutch input is connected, is defined in the configuration sets. By selecting the
corresponding configuration, the defined declutch input selection is used.
1.6.1.9 Starting in 1st/2nd gear

With this input signal the selection of the transmission starting gear can be obtained. This will
overrule the standard selected starting gear. This can be useful to have different transmission
operation depending on the drivers’ desires and operating conditions. This function is not
activated. To activate it, select the relevant option during the configuration of the shift control, and
then define its function on the master control of the vehicle.
1.6.1.10 Reduced Vehicle Speed

With this input signal the reduced vehicle speed is activated. This function is only relevant if the APC200 has
control of the engine speed. Presently, this function is not used.
1.6.1.11 Seat orientation

The seat orientation can be used on vehicles where the operator seat, including the shift lever, can be
turned around 180 degrees. In this case the direction shift lever signals will be inverted, so selecting a
direction will still correspond with the driving direction as experienced by the driver. Presently, this
function is not used.
1.6.1.12 Inhibit Upshift

This input is used to prevent any upshift of the transmission, regardless of the currently active gear.
Downshifts will still be handled in the normal way. This function is not implemented.
REMARK: Different to most other described input signals, the selection of how this inhibit upshift signal is
connected, can not be defined in the configuration sets! It needs to be defined by DANA, which means the
selection is fixed for a chosen application and can not be modified by the customer.
1.6.1.13 Operator seated detection

The operator seated detection is usually linked to the signal reporting if someone is in the operator seat or
not (seat switch). When there is no operator present for a number of seconds (APC200 parameter) and a
direction is selected, neutral will be forced, to prevent the vehicle driving off without an operator present.
Like for the parking brake, to return to normal shift lever interpretation, cycle the shift lever through
Neutral: when the operator returns to the seat, the selected shift lever direction will only be interpreted
when the shift lever has been cycled through neutral
1.6.2 General
The APC200 takes care of the following functions
direction change protection

downshift protection
overspeed control
automatic shifting
automatic shifting in neutral
electronic 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
turbine_speed
speed_ratio = ---------------------- <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 ACCELERATOR > 20% ACCELERATOR > 80%
F1-F2 1400 1650
F2-F3 1450 1700
A typical upshiftcurve (speed ratio as function of turbine speed):
Shift 2-3
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 speed ratio drops below a certain limit) Below, a typical downshift curve is shown (speed
ratio as function of turbine speed).
Shift 3-2
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.
turbine_speed
speed_ratio = ---------------------- >1
engine_speed
Automatic upshift
In principle no automatic up-shifts occur in braking mode. The only exception is when the transmission overspeed
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 the output speed.
1.6.4 Direction reversal protections

1.6.4.1 Forward -> reverse or vice versa
The behavior 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.
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.
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 the forward/reverse speed, 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 neutral /
direction changes.
1.6.5 Behaviour in neutral

Coasting in neutral on a downhill could cause overspeed of internal transmission components. In order
to protect against this, if the transmission is in neutral, the control unit shifts to the next higher gear
st nd
when the vehicle speed exceeds 5 kph (1 gear), 10 kph (2 gear).
nd rd th
A downshift will be made at following typical vehicle speeds: 3kph (2 gear), 8kph (3 gear), 14kph (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.
1.6.6 Output functions

1.6.6.1 Transmission control outputs
The transmission is controlled through variable force solenoids (VFS) and selectors. The signals on these outputs are
transmission specific and are optimised 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 bit
rate 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 servomotors with
position feedback.
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.
This function is not installed.

2 Environmental conditions
2.1 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.
2.2 Behaviour of the system under certain conditions

The built in outputs will automatically shut off in case their junction temperature exceeds 150°C. 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.
2.3 Environmental standards and limits

Subject Standard Parameters
Temperature cycling IEC68-2-14N -40°C/80°C @ max. voltage
Power up at min. Temp. SAEJ 1455 -40°C @ min. voltage
Power up at max. Temp. SAEJ 1455 +80°C @ min. voltage
Humidity IEC68-2-38
Vibration IEC68-68-2-34Fd 5g pk 10-150Hz 1 Oct /min
2.5Hrs 3 directions
Mechanical Shock IEC68-68-2-29 25g ½ sine 6ms @ 1 Hz
Sealing IEC529 IP67
2.4 Interference immunity standards and limits

Subject Standard Parameters 24V
Steady state voltage SAEJ 1455 1 8V - 32V , -40°C/80°C
Jump start requirements SAEJ 1455 5 min @ 48V, 25°C
Reverse polarity SAEJ 1455 5 min @ -26V, 25°C
Negative inductive tran- ISO7637-2/1 Vs = -100V tr=1µs td=2ms Ri=10
sients 5000 pulses Class IV
Positive inductive tran- ISO7637-2/2 Vs = +100V td=50µs tr=1µs
sients R i = 1 0 5 0 0 0 pulses Class IV
Commutation noise ISO7637-2/3 Vs = +100V/-150V td=100ns
tr=5ns Ri=50 5000 pulses pos
and neg Class IV
Voltage drop ISO7637-2/4 N/A
Vs =+200V td=350ms tr=5ms
Load Dump ISO7637-2/5
Ri=5 Class IV
air discharge 8 kV Class III
Electrostatic discharge IEC1000-4-2
contact discharge 4kV Class III
Radiated interference ISO/ CD13766 Parameters as per standard
3 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.
The Hardware / Software combination is tested using Kontron in circuit emulators and PLS Fastview66 debuggers.
4 Diagnostics and Guidelines
4.1 Diagnostics and maintenance
4.1.1 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, installators 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.
4.1.2 Self Diagnostic 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.
4.1.2.1 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 organized as groups of related displays.
Generally, each mode’s 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.
4.1.2.2 Overview of test modes
4.1.2.3 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:
Followed by the program identification string, e.g. ECM 3. 5 r 6 After releasing the S-button, the display again
lightens up all segments.
4.1.2.4 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.
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 input’s 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.
4.1.2.5 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 kΩ, are
separated by a dot.
Above display corresponds with a first input of 1 kΩ, a second of 2 kΩ the last two of 0 kΩ. Values that are more
accurate can be found while running through the input specific displays (S-switch).
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 .
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.
4.1.2.6 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:
c for a current sensor (Magneto Resistive Sensor)
i 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.
4.1.2.7 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.
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).
4.1.2.8 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.
4.2 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 Pin Function 3/3 Function 4/4 APC 200 connection
CV01 V Common Ground Common Ground B00
CV02 U Not used Not used
CV03 T Not used Not used
CV04 S Not used Not used
CV05 R Not used Not used
CV06 P 1st / 3rd VFS Selector 1st / 3rd VFS Selector A16
CV07 N Not used 2nd / 4rd VFS Selector A15
CV08 M Pressure switch Ground Pressure switch Ground A21
CV09 L Pressure switch High Pressure switch High A11
CV10 K Drive solenoid + (RSP) Drive solenoid + (RSP) A10
CV11 J Drive solenoid - (RSP) Drive solenoid - (RSP) A20
CV12 H VFS 2nd + VFS rev + A06
CV13 G VFS 2nd - VFS rev - A07
CV14 F VFS 3rd / 1st + VFS 3rd / 1st + A08
CV15 E VFS 3rd / 1st - VFS 3rd / 1st - A09
CV16 D VFS fwd + VFS fwd + A02
CV17 C VFS fwd - VFS fwd - A03
CV18 B VFS Rev + VFS 2nd / 4th + A04
CV19 A VFS Rev - VFS 2nd / 4rd - A05
4.2.1 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 that 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 ignition key in turn should
command the relay contact.
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
²
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 system’s 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
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)
4.2.2 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.
Throttle pedal input (default: 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 (default: 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.
4.2.3 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 A02/03 A04/05 A06/07 A08/09 A15 A16

F1 $ $ $
F2 $ $ $
F3 $ $
F4 $ $
N1 $ $
N2 $ $
N3 $
N4 $
R1 $ $ $
R2 $ $ $
R3 $ $
R4 $ $
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 off when 2nd 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 there’s 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.
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 converter to lock-up (sliding inhibit).
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.
4.2.4 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 bit rate
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.
5 Control system: Analog Input Signals Calibration

The APC200 firmware contains several calibration procedures for all supported analog input signals. These are needed
so that the APC200 reads the correct values from these signals.
These analog input signal calibrations have to be performed:
when the vehicle is built at the OEM.
when the sensor of an analogue input signals is replaced
when the APC200 is replaced.
The optional DANA tool “Dashboard” includes a user friendly interface to perform the calibration of analog
input signals using a PC. For more detailed information, please refer to the “Dashboard” help or contact
a DANA sales representative.
5.1 Activating the calibration mode
Overview display modes in calibration mode.

Stand-alone calibration mode is activated by pressing the ‘S’-switch for at least 15 seconds on the APC200 front panel
while powering up the APC200. When stand-alone calibration mode is entered the display shows (see also overview
above):
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 (see overview above), pushing the ‘S’-switch starts the
calibration of the currently displayed mode.
The actually unused calibration modes, such as throttle pedal , brake pedal and
servomotor may be deactivated through the controller software. Int his case, pressing the S
button for calibration start, the display shows:
6 Control system: Automatic Transmission Calibration

Apart from calibrating the analog input signals, the APC200 firmware also contains an automatic transmission
calibration procedure, which is able to optimise the shift quality of the transmission.
An automatic calibration has to be done:
when the vehicle is built at the OEM.
when an overhaul of the transmission is done.
when the transmission is repaired.
when the APC200 is replaced.
Recommended after each 2000 hours driving in gear (forward or reverse selected).
The optional DANA tool “Dashboard” includes a user friendly interface to perform the automatic transmission
calibration using a PC. For more detailed information, please refer to the “Dashboard” help or contact a
DANA sales representative.
6.1 Performing an automatic transmission calibration

Activating the calibration mode to perform an automatic transmission calibration is the same as described in
paragraph 5.1.
When activating the calibration mode, the APC200 display will automatically be set at the right display mode for
starting an automatic transmission calibration. If this calibration is started after having already selected other
calibration modes, make sure to push the ‘M’-switch until the display shows:
Before the automatic calibration can be started, a number of conditions need to be fulfilled:
The parking brake on the vehicle has to be activated.

The transmission temperature needs to be above 60° C. See the next paragraph how to use the ‘HEAT’-
mode to do this in a time effective way.
The engine speed has to be kept at around 800 rpm ( 2 0 0 rpm) during the complete calibration. If the
APC200 has control over the engine, the engine speed will be adapted automatically.
To trigger the automatic calibration procedure, push the S-button once. If all the conditions mentioned above
are met, the APC200 display will show:
The APC200 request the shift lever to be put in FORWARD.
If one of the conditions is not fulfilled, the corresponding display will be shown. Please see paragraph 6.3.1 for a
listing of those displays.
The automatic transmission calibration procedure starts. This is indicated on the APC200-display:
etc.
‘c1’ stands for ‘clutch 1’ being forward, while ‘M1’ stands for ‘mode 1’ of the calibration. When all clutches have been
calibrated, the APC200 displays:
At this point, the automatic calibration has completed successfully. A complete automatic transmission
calibration can take 10 to 15 minutes.
To exit the automatic calibration mode, you need to switch off the ignition key the vehicle. Make sure that the APC200
has powered down – wait for 2 seconds. Now restart the vehicle and the new tuning results will be activated
automatically.
This power down is very important because at this point the results obtained in the calibration are saved to
the permanent memory of the APC200.
REMARK 1:
If you get any different information on the APC200 display as described above, there can be two possible reasons:
the calibration conditions are not fulfilled (temperature is too low, parking brake switched off, the vehicle is moving,
engine rpm is too high or too low)
a calibration error has occurred during the calibration (message starting with an 'E'). See paragraph 6.3 for further
details.
REMARK 2:
By selecting REVERSE on the shift lever, while the automatic calibration is performing, the procedure will abort the
automatic calibration immediately and restart the APC200. You can use this as an emergency procedure when
something goes wrong during the calibration procedure.
Note: by aborting the automatic calibration, the calibration is not finalized and needs to be done from the beginning
6.2 Heating up the transmission by using the ‘HEAT’-mode
The heating mode is especially provided to allow easy and quick heating of the transmission before performing an
automatic transmission calibration.
When this heating mode is activated, the following signals that are normally interpreted are now ignored:
Requested Gear (cabpos): no matter what gear is requested, the transmission will be put in highest gear.
Parking Brake input: the signal from the parking brake switch is completely ignored to allow engaging
forward or reverse with the parking brake activated.
Brake pedal position: this signal is ignored to avoid declutch if the brakes are fully applied.
This results in a reduced functional mode on the transmission, always put in highest gear and only reacting to direction
selections. The requested direction will be engaged regardless of the parking brake state or the brake pedal signal.
When this mode is activated, it allows easy heating of the transmission. Simply apply the parking brake and select a
direction. The transmission will stall against the brakes, but this does not create a very high load on the machine
because the highest gear is selected (lowest torque transfer).
Paragraph 5.1, explaining how to enter the calibration mode, also displays how the ‘HEAT’-mode can be activated.
Once you see on the display “tran”, you can press the M-button once to go into the “heat”-mode. The APC200 will
display:
To trigger the 'HEAT'-mode, push the S-button. The APC200 will display the sump temperature:
This means the actual sump temperature of the transmission is 20°C. Perform the
following steps in order to heat up the transmission:
1. Make sure the parking brake is active and works properly.

2. Put the transmission in forward by selecting forward with the shift lever and then accelerates the
engine to full throttle.
3. Keep the engine at full throttle for about 15 seconds and then put the gearbox in neutral by selecting
neutral with the shift lever. Keep the engine at full throttle!
4. Keep the gearbox in neutral at full engine throttle for about 15 seconds again.
5. Release the throttle pedal and decelerate the engine to idle.
6. Go back to point 2 and repeat until the APC200 display shows a temperature above 60°C. When the
temperature is above 60° C, the temperature indication on the display starts blinking. Now you can switch to
the automatic calibration, by pressing the M-button for several times – until the APC200 displays “tran”.
The following figure shows a graphical representation of the transmission heating up cycle.
During this warm up procedure, it is possible that the converter out temperature of the transmission
exceeds the maximum limit. This is a consequence of heating up the transmission using this quick
procedure.
When this occurs, the engine speed will be limiting to half throttle when the APC200 has engine control
or forcing neutral when the APC200 has no engine control. To solve this, simply leave the transmission in
neutral for a minute and throttle the engine to around 1300 rpm. This will allow the heat in the converter to
be evacuated.
After one or two minutes, you can resume the heating up procedure if the transmission temperature has not
reached 60 °C yet
6.3 Calibration condition messages and calibration errors

This chapter gives an overview of the different calibration condition messages. Normally, you will be able to repair the
cause of a calibration condition message yourself. However, when a real calibration error appears, it is recommended
to note the reported error code and contact a DANA service representative (see paragraph 6.3.2 below)
6.3.1 Calibration condition messages

The APC200 expects the shift Put the shift lever back to neutral.
lever to be in neutral, but finds
it in another position (forward
or reverse).
The APC200 expects the Put the parking brake to on.
parking brake to be on while it
is off.
The APC200 has detected Verify if the parking brake is on and working
output speed. properly. If this is already the case, you will be
obliged to keep to machine at standstill by
using the footbrake.
Once the machine has been stopped, the
APC200 will ask the driver to shift to forward
before continuing the calibration.
Engine rpm is too low
according to the limit that is If the vehicle is equipped with throttle-by-
necessary for calibration. wire, the engine rpm will be automatically
adapted. In the other case, the driver has to
Engine rpm is too high change the throttle pedal position until the
according to the limit that is display looks as follows:
allowed for calibration.
After being too low or too high,
the engine rpm is coming back
into the correct boundaries for
calibration.
When during the automatic
transmission calibration the
temperature becomes too low, Use the M-button on the APC200 to go back to
the APC200 display indicates the 'HEAT'-mode and the S-button to trigger
the actual transmission this mode. Now, you have to warm up the
temperature. transmission again until the temperature is
above 60° C. Then go back to the automatic
tuning mode by the M-button and trigger this
one again to continue the calibration.
6.3.2 Calibration errors

Calibration errors have the form ‘E1.xx’ or ‘E2.xx’ (example: E1.25). Please note the error code and contact a DANA
service representative if an error of this form appears on the display.
Chapter 3: APC200 ECM/ECI CAN EDI Protocol Description
7 Statistics
The APC200 automatically and permanently keeps track of certain operating conditions.
Controller Lifetime Time that the APC200 has been powered (ever)
Power up-count Number of times the controller was powered
Fault Count Number of times a specific fault has occurred
Fault Time 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.
CHAPTER 4:
APC200 ECM/ECI
Fault Detection &
Handling
1 Applicable safety guidelines
The control system was designed and developed in close adherence to ISO1508.
2 Safety concept
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 power shift transmission used in earthmoving equipment.
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 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.
3 Considered faults
Under voltage
Over voltage
Internal faults
Program out of control
Single faults on outputs
Incorrect input patterns
Intermittent power loss
Speed sensor faults
Analogue sensor failure
Redundant Shutdown Path fault
REMARK: A special case of error codes are the so called 'Exceed Parameter' codes. These are not so much codes
that report a problem, but rather indicate a certain machine operating state. These codes give an indication of the
machine operating state in regard to some programmed limits that may be exceeded.
They are optional and need to be activated (as a package) by DANA.
4 Behaviour in case of faults
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.
Following paragraphs describe the detection principles of the different considered

faults and the behavior of the control system in case of faults.
For a complete overview of the corresponding error codes that are reported, the
explanation, the severity and the actions taken for each error code, please refer to the
list of error codes, as referenced in paragraph 8 of this chapter!
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 and then in the desired gear.
4.3 Over voltage
The APC200 is very tolerant to large transients on its power lines. 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.
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.
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 March–C test)
Program Flash memory integrity check (Modified 16 bit checksum)
External RAM test (Modified March–C 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 internal faults are detected but basic functioning, as a transmission controller is still possible, the APC200 reverts to
shutdown mode (SHDN) and the appropriate error code is reported. In this mode, the transmission cannot be
operated.
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.
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.
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).
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.
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.
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 cyclically toggled very shortly 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 therefore 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.
4.11 Incorrect input patterns

The shift lever pattern presented to the APC200 is continuously check for plausibility.
Direction selection related inputs
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
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.
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.
4.13 Analogue sensor failure

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

If the valve-resident pressure switch is shorted or has an open connection, this fault is shown. Considering it’s critical
role in ensuring the safety integrity of the drive train, any fault related to this input is reflected in the ‘Redundant
Shutdown Path Error’ fault and results in system shutdown.
Transmission Temperature Sensor Failure

If the temperature sensor indicates a transmission temperature below -50°C, a short to ground condition is
assumed.
If the temperature sensor indicates a transmission temperature beyond +150°C, 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

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 such faults can be flagged.
Any such fault results in a ‘Value Out Of Range’ fault on the Converter Temperature reading as described below.
Check with the specific application’s wiring diagram for references to the applied sensor type.
Accelerator Position Sensor Failure

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

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.
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 and the APC200 enters Shut Down
mode, leaving the transmission inoperable.
Restarting the APC200 is necessary to eliminate the fault state.
4.15 Converter Temperature problem

If the related sensor exhibits a fault (open or shorted) a code is shown indicating and out of range condition (see list).
If the temperature exceeds the critical level of 125°C the appropriate code is flagged and the transmission is forced in
neutral. If the APC200 has control over the engine speed (CAN control or servo) neutral is not forced, but throttle is
limited to 50% to allow the transmission to cool down.
4.16 Service requests

In case there is a condition that requires intervention from a specialised DANA 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 a fault area code from 90-99.
In case that such faults occur, it is recommended to make careful notes of the exact fault that is indicated and contact
a DANA service representative.
4.17 Indication of faults

When a fault is detected, the E -led starts flashing.
To consult the faults currently active, use the error menu on the APC200 display, as described in
chapter 1 paragraph 1.3.2.
More advanced, the fault information can also be collected using the appropriate CAN messages. For
details on how to do this, refer to the vehicle's Manual.
An alternative way using the APC200 display is the following:
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 (4 character string).
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 full fault code is shown. A flashing display indicates a faults that’s 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.
4.18 Indication of faults that have previously occurred

If no faults are detected, the E-led will stop flashing.
As mentioned for the indication of faults that are currently active, the fault information can be collected by
using the error menu on the APC200 display or by using the appropriate CAN messages (black box).
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.
5 Behaviour when faults are removed
5.1 Over voltage

Normal operation is resumed.
5.2 Under voltage

Not applicable, because this fault results in APC200 reset
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.
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.
5.4 Redundant Shutdown Path Error

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

5.6 Intermittent power loss

5.7 Single faults on outputs

5.8 Multiple faults on outputs

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

5.10 Speed sensor failure

5.11 Analogue sensor failure

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 2.3 and 2.4. 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:
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 @ 20°C is verified
Speed sensor input function over complete operating voltage range
Communication link tests and checks of programmed FLASH parameters
A description 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.
7 Organisational measures to protect from external factors
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
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
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
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.
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.
8 Listing of Fault Codes

All faults that can possibly be detected as described in this chapter have a unique error code that informs
the user of the exact nature of the detected fault.
A full listing of these error codes, their explanation, severity, effect and possible cause is provided in the
document ‘APC200 ECM-ECI Error Codes ver1.4.xls’.

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1.2 External interfaces

Part Packard Part number

Following type designations are considered:

Rear view on the

1.3 Man Machine interface

1.3.1 Shift lever

APC200 front panel display

 4 red 7-segment LED digits

Shows cooler input temperature in °C

1.4 Operating modes

1.4.1 Normal driving

1.4.2 Diagnostic mode

1.4.3 Limp Home mode

1.4.4 Shutdown mode

This mode is activated when a severe internal or external problem is detected.

Also when a fault related to the parameter settings located in

1.4.5 Mode identification

1.5 Operating Characteristics

1.5.2 On/Off inputs

1.5.3 Analogue inputs

1.5.4 Speed sensor inputs

Sensor type Inductive Magneto resistive

1.5.5 On/Off outputs

1.5.6 Analogue outputs

1.5.7 Speedometer output (combined with RS232 transmit)

1.5.8 Communication interfaces

Bit rate 38400 BPS

Bit rate Programmable up to

1.6 Functional description

1.6.1 External inputs

1.6.1.1 Shift lever

1.6.1.2 Throttle pedal position

1.6.1.3 Brake pedal position

1.6.1.4 Hydraulic lever position

1.6.1.5 Manual / automatic selection

1.6.1.5.2 Automatic => Manual

1.6.1.6 Inching enable switch

1.6.1.7 Parking brake

1.6.1.8 Declutch digital input

1.6.1.9 Starting in 1st/2nd gear

1.6.1.10 Reduced Vehicle Speed

1.6.1.11 Seat orientation

1.6.1.12 Inhibit Upshift

1.6.1.13 Operator seated detection

 direction change protection

1.6.3 Transmission gear changing

1.6.3.1 Standard drive

A typical upshiftcurve (speed ratio as function of turbine speed):

1.6.3.2 Braking mode

1.6.4 Direction reversal protections

1.6.4.2 Neutral > Forward or Reverse (after standstill)

1.6.4.3 Forward > Neutral > Forward

1.6.5 Behaviour in neutral

1.6.6 Output functions

1.6.6.2 Warning lamp

1.6.6.3 Engine control via CAN

1.6.6.4 Engine control by APC200

1.7 The APC200 Inching System

4 red 7-segment LED digits

direction change protection

A28, A29 (Temperature sensor)

The parking brake on the vehicle has to be activated.