APC200 ECM-ECI User Manual v1.4

APC200 ECM/ECI.
User Manual
Firmware version 4.1
APC200 ECM/ECI User Manual

Ten Briele 3, 8200 Brugge, Belgium Controls 13/12/05
Tel: +32 50 402450 CONTROLS@DANA.COM Doc P/N: 4207049 Rev 1.4 Page: 1 of 137
CONTENTS
CONTENTS .................................................................................................................... 2
CHAPTER 1: APC200 ECM/ECI Transmission Control System Description............ 7
1 Functional specification............................................................................................... 8
1.1 General.................................................................................................................................... 8
1.2 External interfaces .................................................................................................................. 9
1.3 Man Machine interface .......................................................................................................... 11
1.3.1 Shift lever .......................................................................................................................... 11
1.3.2 Display .............................................................................................................................. 12
1.3.3 Other ................................................................................................................................. 13
1.4 Operating modes................................................................................................................... 14
1.4.1 Normal driving................................................................................................................... 14
1.4.2 Diagnostic mode ............................................................................................................... 14
1.4.3 Limp Home mode ............................................................................................................. 14
1.4.4 Shutdown mode ................................................................................................................ 14
1.4.5 Mode identification ............................................................................................................ 15
1.5 Operating Characteristics...................................................................................................... 15
1.5.1 System .............................................................................................................................. 15
1.5.2 On/Off inputs..................................................................................................................... 15
1.5.3 Analogue inputs ................................................................................................................ 16
1.5.4 Speed sensor inputs ......................................................................................................... 16
1.5.5 On/Off outputs................................................................................................................... 16
1.5.6 Analogue outputs .............................................................................................................. 16
1.5.7 Speedometer output (combined with RS232 transmit) ..................................................... 16
1.5.8 Communication interfaces ................................................................................................ 17
1.6 Functional description ........................................................................................................... 18
1.6.1 External inputs .................................................................................................................. 18
1.6.2 General ............................................................................................................................. 24
1.6.3 Transmission gear changing............................................................................................. 24
1.6.4 Direction reversal protections ........................................................................................... 26
1.6.5 Behaviour in neutral .......................................................................................................... 26
1.6.6 Output functions................................................................................................................ 27
1.7 The APC200 Inching System ................................................................................................ 27
1.7.1 Operation .......................................................................................................................... 28
1.7.2 Activation of the inching system........................................................................................ 28
1.7.3 Leaving Inching mode....................................................................................................... 28
1.7.4 Protections preventing Inching mode................................................................................ 29
1.7.5 Function of the brake pedal in relation with inching .......................................................... 29
1.7.6 Function of the brake pedal without inching...................................................................... 30
1.7.7 Tips for effectively using the inching system..................................................................... 30
2 Environmental conditions .......................................................................................... 32
2.1 Nature of environmental conditions....................................................................................... 32
2.2 Behaviour of the system under certain conditions ................................................................ 32
2.3 Environmental standards and limits ...................................................................................... 32
2.4 Interference immunity standards and limits........................................................................... 32
3 Design and development tools .................................................................................. 33
4 Diagnostics and Guidelines ....................................................................................... 34
4.1 Diagnostics and maintenance ............................................................................................... 34
4.1.1 General ............................................................................................................................. 34
4.1.2 Self Diagnostic Functions ................................................................................................. 34

4.2 Technical guidelines for installation....................................................................................... 38
4.2.1 Power supply..................................................................................................................... 39
4.2.2 Input signals ...................................................................................................................... 40
4.2.3 Output signals ................................................................................................................... 41
4.2.4 Communication interfaces ................................................................................................ 42
5 Control system: Analog Input Signals Calibration................................................... 43
5.1 Activating the calibration mode ............................................................................................. 43
5.2 Calibration of the accelerator pedal sensor........................................................................... 44
5.3 Calibration of the brake pedal sensor ................................................................................... 45
5.4 Calibration of the servo motor sensor ................................................................................... 46
5.5 Controlling Analog Input Signal Calibration using CAN......................................................... 47
6 Control system: Automatic Transmission Calibration............................................. 48
6.1 Performing an automatic transmission calibration ................................................................ 48
6.2 Heating up the transmission by using the ‘HEAT’-mode....................................................... 50
6.3 Calibration condition messages and calibration errors ......................................................... 52
6.3.1 Calibration condition messages ........................................................................................ 52
6.3.2 Calibration errors .............................................................................................................. 52
6.4 Transmission Calibration control using CAN......................................................................... 53
6.4.1 Controlling Transmission Heating Mode using CAN......................................................... 53
6.4.2 Controlling Automatic Transmission Calibration using CAN............................................. 54
7 Statistics...................................................................................................................... 56
CHAPTER 2: APC200 ECM/ECI Configuration Sets Description ............................ 57
1 Introduction................................................................................................................. 58
2 Using Configuration Sets........................................................................................... 58
2.1 Basic concept ........................................................................................................................ 58
2.2 Configuration Set Parameters Description............................................................................ 58
2.2.1 Config Name ..................................................................................................................... 59
2.2.2 Engine ctrl. ........................................................................................................................ 59
2.2.3 TSC1 rate.......................................................................................................................... 59
2.2.4 AutoShiftMod .................................................................................................................... 59
2.2.5 CAN EDI Enbl ................................................................................................................... 59
2.2.6 DI Declutch ....................................................................................................................... 60
2.2.7 DI AutoShift ....................................................................................................................... 60
2.2.8 DI Inching.......................................................................................................................... 60
2.2.9 DI ParkBrake..................................................................................................................... 60
2.2.10 DI Start 1/2........................................................................................................................ 60
2.2.11 DI VehSpdRed .................................................................................................................. 60
2.2.12 DI VehSpdRed2 ................................................................................................................ 60
2.2.13 DI SeatOrien ..................................................................................................................... 60
2.2.14 AI Throttle ......................................................................................................................... 61
2.2.15 AI BrakePedl ..................................................................................................................... 61
2.2.16 AI HydroPwr ...................................................................................................................... 61
2.2.17 SpeedDisplay .................................................................................................................... 61
2.2.18 ShiftLvrType...................................................................................................................... 61
2.2.19 Roll Radius........................................................................................................................ 61
2.2.20 Axle Ratio.......................................................................................................................... 61
2.2.21 Engpeed Max .................................................................................................................... 61
2.2.22 VehSpeed Max ................................................................................................................. 61
2.2.23 VehSpeed Red.................................................................................................................. 61
2.2.24 VehSpeed F-R .................................................................................................................. 62
2.2.25 EngSpeed F-R .................................................................................................................. 62
2.2.26 EngSpd N-Dir.................................................................................................................... 62
2.2.27 EngSpd KD1st .................................................................................................................. 63

2.2.28 Dclt VehSpd ...................................................................................................................... 63
2.2.29 Dclt MinBrk% .................................................................................................................... 63
2.2.30 Dclt EngSpd ...................................................................................................................... 63
2.2.31 HydrPowr Min% ................................................................................................................ 64
2.2.32 HydrPowr Min Espd .......................................................................................................... 64
2.2.33 HydrPowr Max Espd ......................................................................................................... 64
2.2.34 Slip Acc Max (optional)*.................................................................................................... 64
2.2.35 Slip Dec Max (optional)* ................................................................................................... 64
2.2.36 Ntr Gear>Cab.................................................................................................................... 65
2.2.37 ConfigSet ID...................................................................................................................... 65
3 Configuration Set Management: GDE ....................................................................... 66
3.1 Editing Configuration Sets with OEM Engineering GDE ....................................................... 66
3.2 Suggestions for Managing Configuration Sets with GDE...................................................... 67
3.3 Selecting Configuration Sets with OEM Production GDE ..................................................... 67
3.4 Uploading machine configuration with OEM Production GDE .............................................. 68
4 Configuration Set Management: CAN ....................................................................... 69
4.1 Conditions for Reading and Setting Values on CAN ............................................................. 69
4.2 Selecting a Configuration Set: CVC_to_TC_3 ...................................................................... 70
4.2.1 CVC_to_TC_3 defined for Configuration Set Selection .................................................... 70
4.2.2 CVC_to_TC_3.Byte 1........................................................................................................ 70
4.2.3 CVC_to_TC_3.Byte 2........................................................................................................ 70
4.3 APC200 reply Configuration Set Selection: TC_to_CVC_2 .................................................. 71
4.3.1 TC_to_CVC_2 defined for Configuration Set Selection .................................................... 71
4.3.2 TC_to_CVC_2.Byte 1........................................................................................................ 71
4.3.3 TC_to_CVC_2.Byte 2........................................................................................................ 71
4.3.4 TC_to_CVC_2.Byte 3........................................................................................................ 72
4.4 Communication Overview Selecting a Configuration Set...................................................... 73
4.5 Reading and Writing Values: CVC_to_TC_3 ........................................................................ 74
4.5.1 CVC_to_TC_3 defined for Configuration Set Parameter handling ................................... 74
4.5.2 CVC_to_TC_3.Byte 1........................................................................................................ 74
4.5.3 CVC_to_TC_3.Byte 2-3 .................................................................................................... 74
4.5.4 Configuration Set Parameter - Index and Format List ...................................................... 75
4.6 APC200 reply Parameter Read/Write Request: TC_to_CVC_2 ........................................... 76
4.6.1 TC_to_CVC_2 defined for Configuration Set Parameter handling ................................... 76
4.6.2 TC_to_CVC_2.Byte 1........................................................................................................ 76
4.6.3 TC_to_CVC_2.Byte 2-3: Active Value .............................................................................. 77
4.6.4 TC_to_CVC_2.Byte 4-5: Minimum Value ......................................................................... 77
4.6.5 TC_to_CVC_2.Byte 6-7: Maximum Value ........................................................................ 78
4.7 Communication Overview Editing a Configuration Set Parameter........................................ 79
4.8 Suggestions for Managing Configuration Sets with CAN ...................................................... 80
4.8.1 Selecting a configuration set............................................................................................. 80
4.8.2 Editing configuration set parameters ................................................................................ 80
CHAPTER 3: APC200 ECM/ECI CAN EDI Protocol Description ............................. 82
1 Proprietary Messages from Central Vehicle Controller (CVC) to Transmission

Controller (TC) ........................................................................................................ 83
1.1 CVC_to_TC_1: Remote control message............................................................................ 83
1.2 CVC_to_TC_2: Setup conversions (OBSOLETE) ............................................................... 86
1.3 CVC_to_TC_3: Context Specific Data Exchange ................................................................. 87
1.3.1 CVC_to_TC_3 ⇔ TC_to_CVC_2 Principle....................................................................... 87
1.3.2 CVC_to_TC_3 Message Specification.............................................................................. 87
1.3.3 CVC_to_TC_3: Data request ............................................................................................ 88
1.3.4 CVC_to_TC_3: Vehicle Info.............................................................................................. 89
1.3.5 CVC_to_TC_3: Error Info.................................................................................................. 90
1.3.6 CVC_to_TC_3: Resetable Distance Counter.................................................................... 91

1.3.7 CVC_to_TC_3: Calibration Control................................................................................... 92
1.3.8 CVC_to_TC_3: Statistics .................................................................................................. 93
1.3.9 CVC_to_TC_3: APC200 user interface ............................................................................ 94
1.3.10 CVC_to_TC_3: Display mode selection............................................................................ 95
1.3.11 CVC_to_TC_3: Configuration Set Selection ..................................................................... 96
1.3.12 CVC_to_TC_3: Configuration Set Parameter Handling.................................................... 97
1.3.13 CVC_to_TC_3: DANA reserved codes ............................................................................ 98
2 Proprietary Messages from Transmission Controller (TC) to Central Vehicle
Controller (CVC)...................................................................................................... 99
2.1 TC_to_CVC_1: Broadcasted transmission info ................................................................... 99
2.2 TC_to_CVC_2: Context Specific Data Exchange .............................................................. 101
2.2.1 TC_to_CVC_2 Message Specification............................................................................ 101
2.2.2 TC_to_CVC_2: Data request .......................................................................................... 102
2.2.3 TC_to_CVC_2: Error Info................................................................................................ 108
2.2.4 TC_to_CVC_2: Calibration Control: Analog Input Signals .............................................. 109
2.2.5 TC_to_CVC_2: Calibration Control: Heating mode ........................................................ 110
2.2.6 TC_to_CVC_2: Automatic Transmission Calibration Control ......................................... 111
2.2.7 TC_to_CVC_2: Calibration Control: Abort Command .................................................... 112
2.2.8 TC_to_CVC_2: Statistics ................................................................................................ 113
2.2.9 TC_to_CVC_2: APC200 user interface .......................................................................... 114
2.2.10 TC_to_CVC_2: Display mode selection.......................................................................... 116
2.2.11 TC_to_CVC_2: Configuration Set Selection ................................................................... 117
2.2.12 TC_to_CVC_2: Configuration Set Parameter Handling.................................................. 118
2.3 TC_to_CVC_3: Broadcasted Torque Converter info.......................................................... 119
3 SAE J1939 Standard Messages - Implemented ...................................................... 120
3.1 TSC1: Speed control # 1 .................................................................................................... 120
3.2 EEC2: Electronic engine controller # 2............................................................................... 121
4 SAE J1939 Standard Messages - To Be Implemented ........................................... 122
4.1 ETC1: Electronic transmission controller # 1 ..................................................................... 122
4.2 ETC2: Electronic transmission controller # 2 ..................................................................... 123
4.3 EEC1: Electronic engine controller # 1............................................................................... 124
CHAPTER 4: APC200 ECM/ECI Fault Detection & Handling ................................. 125
1 Applicable safety guidelines.................................................................................... 126

2 Safety concept .......................................................................................................... 126
2.1 General................................................................................................................................ 126
2.2 ECM/APC200 implementation ............................................................................................ 126
3 Considered faults ..................................................................................................... 127
4 Behaviour in case of faults ...................................................................................... 127
4.1 General................................................................................................................................ 127
4.2 Reset Condition................................................................................................................... 127
4.3 Over voltage ........................................................................................................................ 128
4.4 Under voltage ...................................................................................................................... 128
4.5 Internal faults....................................................................................................................... 128
4.6 Redundant Shutdown Path Error ........................................................................................ 128
4.7 Program out of control......................................................................................................... 129
4.8 Intermittent power loss ........................................................................................................ 129
4.9 Single faults on analogue outputs ....................................................................................... 129
4.10 Single faults on on/off outputs ............................................................................................. 129
4.11 Incorrect input patterns ....................................................................................................... 130
4.12 Speed sensor faults ............................................................................................................ 130
4.13 Analogue sensor failure....................................................................................................... 130

4.14 Transmission ratio faults ..................................................................................................... 131
4.15 Converter Temperature problem......................................................................................... 131
4.16 Service requests.................................................................................................................. 131
4.17 Indication of faults ............................................................................................................... 132
4.18 Indication of faults that have previously occurred ............................................................... 132
5 Behaviour when faults are removed ....................................................................... 133
5.1 Over voltage ........................................................................................................................ 133
5.2 Under voltage ...................................................................................................................... 133
5.3 Internal faults....................................................................................................................... 133
5.4 Redundant Shutdown Path Error ........................................................................................ 133
5.5 Program out of control......................................................................................................... 133
5.6 Intermittent power loss ........................................................................................................ 133
5.7 Single faults on outputs ....................................................................................................... 133
5.8 Multiple faults on outputs..................................................................................................... 133
5.9 Incorrect input patterns ....................................................................................................... 133
5.10 Speed sensor failure ........................................................................................................... 133
5.11 Analogue sensor failure....................................................................................................... 133
6 Specific measures to guarantee Fault tolerance.................................................... 134
7 Organisational measures to protect from external factors ................................... 135
7.1 Identification ........................................................................................................................ 135
7.2 Traceability and configuration control.................................................................................. 135
7.3 Sourcing .............................................................................................................................. 135
7.4 Software .............................................................................................................................. 136
8 Listing of Fault Codes .............................................................................................. 136
Revision record ......................................................................................................... 137

Chapter 1: APC200 ECM/ECI Transmission Control System Description
CHAPTER 1:
APC200 ECM/ECI
Transmission
Control 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 Transmission
Shift Lever Control

Valve
Throttle Pedal
APC200
Engine Speed
Turbine Speed
Drum Speed
Output Speed
Brake Pedal
Temperature
Mode Selection
Engine
Throttle
Servo
Control
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.
DIG OUT
DIG INP
FB
ANA INP ANA I/O

FB
PWM
SPEED INP I+
I-
I/V
STAT
Red.ShutDown
FB
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
Contact 12089290 (0.35-0.5 mm²)
12103881 (0.8 - 1.0 mm²)
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 Output uses PWM to control the output current. When
modulated 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
control directions
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
A04 D1 VFS1+ Pwm 2nd VFS Hi Side Out 2nd /4th 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 shiftlever) * Digital Input 0 (typically for shiftlever) *
A13 C2 DIGIN1 Ptp Digital Input 1 (typically for shiftlever) * Digital Input 1 (typically for shiftlever) *
A14 D2 DIGIN2 Ptp Digital Input 2 * Digital Input 2 (typically for shiftlever) *
A15 E2 DO1 Stp Digital output 1 (optional warning lamp) 2nd/4th VFS selector
A16 F2 DO2 Stp 1st/3rd VFS selector 1st/3rd VFS selector
A17 G2 DIGIN3 Ptp Digital Input 3 * Digital Input 3 *
A18 H2 DIGIN4 Ptp Digital Input 4 (typically for shiftlever) * Digital Input 4 (typically for shiftlever) *
A19 J2 DIGIN5 Ptp Digital Input 5 (typically for shiftlever) * Digital Input 5 (typically for shiftlever) *
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

WIRE PIN 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 as documented in chapter 3:
CAN EDI Description.

1.3.2 Display
The display is located on the APC200 front panel and consists of:
SPICER OFF-HIGHWAY
D M
E
S
F
APC200
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 labelled 'D' is yellow and is used to indicate Diagnostic modes.
The LED lamp labelled 'E' is yellow and is used to indicate Errors.
The LED lamp labelled 'F' is red and is switched on when the APC200 is in the reset condition due
to the bootstrap or Fault mode.
Refer to SOHPD drawing IAPC200A for installation dimensions.
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
CTMP Shows cooler input temperature in °C
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:
Mode D-led E-led Display

Normal driving Off as per error
Self test On Off described in 4.1 Diagnostics

and maintenance
Limp home Off Blinking
Shut Down Off Blinking
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
Input voltage range 0 to 5 V
Resolution 10 bit
Minimum DC voltage level - 60V
Maximum DC voltage level +60V
1.5.4 Speed sensor inputs

In order to accurately control ECM, the APC200 has 4 speed sensor input circuits. All sensor
circuits can be programmed to act as a MRS circuit (this is a current loop circuit compatible
with the SOH Magneto Resistive Sensor) or as an inductive circuit.
Which circuit configuration is selected, depends on the sensor provisions on the transmission.
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
Bitrate 38400 BPS

8 bit 1 stop bit
Protocol
no parity
Xon/xoff
Handshake
SOH protocol
CAN
Bitrate Programmable up to
1MBPS
physical layer ISO 11898
CAN compatibility REV2.0B
SAE/J1939 yes ( @ 250 kbps)
Termination external 120 Ohm

1.6 Functional description

1.6.1 External inputs
The following paragraphs describe the most commonly used external inputs. For a full listin g
of available input functions, refer to the configuration set description in chapter 2.
Please refer to the proper electrical wiring diagram for connections and logic of the inputs
discussed below.
1.6.1.1 Shift lever

The main interface with the driver is the shift lever. It allows selecting the driving direction and
the different ranges. The shift lever output signals serve as inputs for the APC200.
The APC200 can be programmed to interact with a large number of shift levers. Models
supported:
• Bump type shift lever: this type of shift lever generates pulse signals for up-and
downshifting, while providing fixed signals for the direction (forward and reverse).
• Standard type shift lever: this type of shift lever generates a distinct pattern in each
position. The APC200 can be programmed to accommodate any such shift lever,
provided it does not use more than 6 wires to determine its position.
• Remote control through CAN, see document chapter 3 paragraph 1.1.
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 - see chapter 2:
configuration set description.
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 connected to the APC200 by several possibilities:
• Use of a digital input – idle/not idle switch. A reflection of the throttle pedal position by a
digital input can only be done if the APC200 has NO engine control.
• Use of an analog input, the throttle pedal should be equipped with an analog position
pickup sensor, which translates the position of the throttle pedal into a variable voltage
that can be measured by the APC200 and translated into a throttle percentage, reading
from 0% to 100%.
• Use of a CAN message – the APC200 allows to receive the throttle pedal sensor via the
EEC2 or the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.
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 - see configuration management in chapter 2.
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

The brake pedal 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 brake pedal position can be connected to the APC200 by several possibilities:
• Use of an analog input, the brake pedal should be equipped with an analog position
pickup sensor, which translates the position of the brake pedal into a variable voltage
that can be measured by the APC200 and translated into a brake percentage, reading
from 0% to 100%.
• Use of a CAN message – the APC200 allows to receive the brake pedal sensor position
via the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.
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 - see configuration management in chapter 2.
Note that the function to go into a declutch is different if the electronic inching option is used or
not. If inching is not used, declutch will result by going into neutral. While inching is used,
declutch will result by going into an inching declutch state (very low pressure in the direction
clutch, in order that the clutch can not transfer torque, this in order to go back smoothly in
inching).
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.
However, if explicitely desired, the APC200 can be configured to always interpret the position
of this hydraulic lever, even when the transmission is in gear. In that case the target engine
speed as a function of the hydraulic lever position will have to be chosen carefully to prevent
unsafe behaviour of the vehicle!
The hydraulic lever position can be connected to the APC200 by several possibilities:
• Use of an analog input, the hydraulic lever should be equipped with an analog position
pickup sensor, which translates the position of the hydraulic lever into a variable
voltage that can be measured by the APC200 and translated into a hydraulic lever
percentage, reading from 0% to 100%.
• Use of a CAN message – the APC200 allows to receive the hydraulic lever sensor
position via the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.
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 - see configuration management in chapter 2.
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:
• Use of a digital input, of which the logic can be inverted if requested

• Use of 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 - see configuration management in chapter 2.
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

When the vehicle has only one brake pedal, the inching enable switch allows you the disable
the inching. In this condition the inching enable switch should be mounted on the left brake
pedal in such way that the driver can easily use the brakes with or without depressing it.
If the switch is activated while braking, the inching function gets activated.
The selection inching enable can be connected to the APC200 by:

• Use of a CAN message – the APC200 allows to receive the inching enable selection via
the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.
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
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, there are 2 options to return to normal
shiftlever interpretation if the parking brake is turned off again:
• Unconditional: as soon as parking brake is turned off, the shiftlever will determine the
selected direction of the transmission immediately.
• Reset by neutral: if the parking brake is turned of, the shiftlever needs to be cycled
through neutral before the APC200 will interpret the shiftlever direction again.
The desired behaviour needs to chosen by the customer and activated on the APC200 by
DANA.
The parking brake can be connected to the APC200 by:

• Use of a CAN message – the APC200 allows to receive the parking brake on/off state
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 - see
configuration management in chapter 2.

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 - see
configuration management in chapter 2.
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.
The starting in 1st/2nd gear selection can be connected to the APC200 by:

•
st nd
Use of a CAN message – the APC200 allows to receive the starting in 1 /2 gear
selection via the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.
The selection of how the starting gear selection is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined starting gear selection is used -
see configuration management in chapter 2.
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 (see further).
The reduced vehicle speed selection can be connected to the APC200 by:

• Use of a CAN message – the APC200 allows to receive the reduced vehicle speed
selection via the CVC_to_TC_1 message – see chapter 3 paragraph 1.1.
REMARK: Although this input can be activated by a CAN message, in practice this is not really
used. A simpler way to have reduced vehicle speed with a CAN message is to set the desired
maximum vehicle speed directly in the corresponding message (chapter 3 paragraph 1.1),
which will have the same result.
The selection of how the reduced vehicle speed signal is connected, is defined in the
configuration sets. By selecting the corresponding configuration, the defined reduced vehicle
speed selection is used - see configuration management in chapter 2.

1.6.1.11 Seat orientation

The seat orientation can be used on vehicles where the operator seat, including the shiftlever,
can be turned around 180 degrees. In this case the direction shiftlever signals will be inverted,
so selecting a direction will still correspond with the driving direction as experienced by the
driver.
This is particulary handy if the shiftlever is wired to the APC200.
To allow the APC200 to accept a change in seat orientation, there are 2 options:
• Conditional: before the APC200 will accept a seat orientation change and invert the
direction shiftlever signals, the following conditions need to be fulfilled:
o Vehicle must be at standstill
o Transmission must be in neutral
o Parking brake needs to be applied (if signal is available to the APC200)
• Unconditional: as soon as the seat orientation signal changes, the APC200 will accept it
and direction shiftlever signals will be inverted. This means that if there is no danger for
the transmission, the APC200 will immediately select the new corresponding direction. It
is clear that with this option, the vehicle control device will need to ensure safety
conditions for changing the seat orientation if necessary.
The desired behaviour needs to chosen by the customer and activated on the APC200 by
DANA.
The seat orientation selection can be connected to the APC200 by:

• Use of a CAN message – the APC200 allows to receive the seat orientation selection via
The selection of how the seat orientation signal is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined seat orientation selection is
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, but as long as the inhibit upshift input
is active all requests to perform a shift to a higher gear are ignored, both in manual and
automatic shifting mode. When the input is deactivated, normal shifting logics will be resumed.
The inhibit upshift selection can be connected to the APC200 by:

• Use of a CAN message – the APC200 allows to receive the inhibit upshift selection via
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.
Once this function is activated, there are different possibilities to return to normal shiftlever
interpretation:
• Unconditional: as soon as the operator returns to the seat, the selected shiftlever
direction will be interpreted.
• Cycle through neutral required: when the operator returns to the seat, the selected
shiftlever direction will only be interpreted when the shiftlever has been cycled through
neutral.
REMARK: if the parking brake input is activated (see above), turning the parking brake
on and off is equivalent to cycling the shiftlever through neutral.
• Declutch required: when the operator returns to the seat, the selected shiftlever
direction will only be interpreted when declutch has been activated and released.
Depending on the vehicle configuration, declutch can be activated by applying the
brake pedal into the declutch range or by applying a specific declutch button.
• A combination of the 2 conditions: it is possible to combine both the cycling through
neutral and the declutch condition, with the choice of needing both conditions or one of
the two conditions being sufficient.
The operator seated detection can be connected to the APC200 by:

• Use of a CAN message – the APC200 allows to receive the operator seated detection
REMARK: Different to most other described input signals, the selection of how this operator
seated detection 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.

1.6.2 General
The APC200 takes care of the following functions
• direction change protection

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

1.6.3.2 Braking mode

Used when the accelerator < 20% and when the speed ratio >= 1. On the vehicle, it means that
the driver has released the accelerator pedal.
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 overspeeding limit (depends on transmission model) is reached and the shift
lever indicates a higher range than the one selected on the transmission.
Automatic downshift
Downshifts occur based on the output speed.
1.6.4 Direction reversal protections

1.6.4.1 Forward " Reverse or visa versa
The behaviour of the transmission largely depends on the vehicle speed when the direction
change is made.
If the vehicle speed is too high (3 km/h typically), the direction change will be postponed and
neutral is selected. A warning lamp (if installed) is switched on.
If the engine speed is below the limit for direction changes, and the vehicle speed is sufficiently
low, the direction change is made immediately.
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 overspeeding of internal transmission
components. In order to protect against this, if the transmission is in neutral, the control unit
st nd
shifts to the next higher gear when the vehicle speed exceeds 5 kph (1 gear), 10 kph (2
gear).
A downshift will be made at following typical vehicle speeds: 3kph (2nd gear), 8kph (3rd gear),
th
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 manoeuvre the
vehicle.
The APC200 implements this functionality by slipping the direction clutches, limiting the power that
can be absorbed from the engine.
The inching system can be operated both in forward and in reverse and in any range. It will be
most effective however in 1st range.
Automatic shift is typically disabled while inching.

1.7.1 Operation
The inching system is controlled with the left brake pedal. The obtained effect depends on
how deep you press the brake pedal.
Inch speed as function of brake pedal

position
No Inching
9
8
8
Inch speed (kph)
7 Speed
6 control
5 No
4 Low Speed
3 against brake De-clutch
2
1 1,04
0
0
0 25 50 75 100
Brake position (%)
The 35% point in above graph is called the MID point and should correspond to the point
where the brakes actually start braking.
1.7.2 Activation of the inching system

Below conditions must be met simultaneously to start the inching function
• In order to activate the inching system, you have to push the left brake pedal beyond a
minimum percentage, typically around 10% (application specific setting).
• you must depress the ‘inching-enable ’ switch (mounted on the left pedal).
• A certain minimum engine speed is required to provide the required torque, but apart from
that, it doesn’t influence the vehicle speed – so the engine can be at full throttle to speed
up the hydraulics or steering (typically no minimum engine speed limit is implemented).
The APC200 will try to match the desired inching speed as close as possible. This speed
depends on the current brake pedal position (see graph above).
While inching, it’s not required to keep the ‘inching enable’ switch pressed.
1.7.3 Leaving Inching mode

If either of below conditions is met, the inching function will be switched off and normal
converter operation will be resumed.
Leaving inching in normal conditions:
# Release the brake pedal below 80% of the activating percentage, so typically around
8% (relative to application specific setting mentioned in previous paragraph). Better still;
release it completely for all practical purposes.
Note that releasing the ‘inching enable’ switch will not stop the inching function.
# Select Neutral or the other direction.
Note that when changing direction, if the changeover is made while the ‘inching enable’
switch is still pressed, the inching mode will re-activate in the opposite direction.

Leaving inching for transmission protection:

Inching makes the direction clutch slip at high engine speeds. The amount of energy that can
be dissipated by the clutch in this slipping mode is limited.
To avoid clutch damage caused by dissipation of too much energy power, this is monitored by
the APC200. When the limit is exceeded for longer than 5 seconds (parameter), depending on
the application (customer choice) there are 2 possibilities:
• the direction clutch gradually closes completely and inching is disabled until the
brake pedal is completely released (below 5%).
• Neutral is forced and inching is disabled until the shiftlever is cycled through
neutral.
Note that in this case it is not necessary to release the brake pedal to re-enable the
inching function.
Regardless of the selected method, an appropriate error code will be reported to inform the
driver that the protection has temporarily disabled inching (see error codes list as referred to in
chapter 4 paragraph 8). This error code remains active until the corresponding action as
described above is performed.
1.7.4 Protections preventing Inching mode

• As described above, when you force the inching system to its limits (for instance when
inching against the brakes on a relatively steep slope), it shuts off.
REMARK: normally the inching settings prevent that this protection needs to intervene but
it is necessary to avoid clutch damage.
Due the nature of the inching control system (continuous pressure control to obtain the
desired speed, taking the clutch limitations into account), this protection will rarely have to
intervene.
Typically this protection can be activated when the transmission is not at it’s normal
operating temperature yet, because the characteristics of the transmission oil at low
temperature are not ideal for inching.
• Several system conditions can cause the inching system to become disabled:
1. Speed sensor problem.
2. Brake pedal sensor problem. If the sensor fails while inching, in order to leave
inching mode you have to select neutral. After that, inching won’t be activated.
1.7.5 Function of the brake pedal in relation with inching

REMARK: The following brake pedal percentages used to indicate the different inching
operation ranges are just a typical example and are not fixed values! They are application
specific and also linked to the results of the brake pedal signal calibration.
Brake pedal position effect
0% – 4 % Inching is disabled
5% – 34% Continuous inching speed control – no vehicle braking
35% – 69% Fixed inching speed – gradually increasing brake force
70% - 100% Transmission is disconnected – further increasing braking force

• In the 5% - 35% brake pedal range, the service brakes don’t actually apply braking force.
This range is used to control the vehicle speed throughout the entire 1st gear speed range.
Generally the higher inching speeds are used to smoothly transition from low speed
inching into converter drive. Indeed, suddenly releasing the brake pedal causes a
noticeable ‘shift’ back into converter drive – comparable to a ‘Neutral – Gear’ shift
whereas a gradual release allows a more continuous engagement.
Note that in this range, if the speed is too high, the APC200 – as it doesn’t control the
vehicle brakes – can only take away traction. If this is the case, you have to press the
brakes more firmly to help the speed reduce.
• In the 35% - 70% brake pedal range, the target inching speed is fixed at 0,3 km/h. This
range is useful for slowly approaching your target, inching uphill or downhill without
excess speed variations. The braking force in this range is sufficient to control the vehicle
speed in most conditions.
• The 70% - 100% range is used to really make the vehicle decelerate or hold it in standstill
condition. In this range, the target speed is 0 km/h – i.e. the transmission is disconnected
from the wheels.
1.7.6 Function of the brake pedal without inching

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

1.7.7.1 Inching in general
If you come to a situation where you want to start inching, press the left brake pedal (including
the inching-enable switch) to reduce speed. Brake, as firm as needed - don’t worry about the
inching speed. As you get closer to the desired speed gradually release the brake pedal
to help the inching system kick in smoothly. This way you prevent that the vehicle comes to a
complete stop and that you loose time taking off again.
It takes some experience to get it to work every time, but once you get the hang of it, it feels
quite natural.
As soon as you the inching system is enabled, the engine is disconnected and it can
accelerate to speed up the hydraulics.
If required while decelerating, the APC200 automatically shifts down sequentially to 1st (note
that while inching these shifts can cause a slight shudder).
It’s possible to change direction while inching at full throttle. In other words, if you’re too close
to an obstacle, it’s okay to just reverse the direction with the foot on the brake (and on the
‘inching-enable’ switch) and the engine at full throttle. Make sure to cycle the shift lever
quickly to the other direction as otherwise the inching system gets disabled.
When standing still and you want to start while inching, you’d typically press the brake into the
de-clutch range (with the ‘inching-enable’ switch pressed!) and slowly release it, holding it
halfway until the vehicle starts rolling. Once it’s rolling, further release the brake pedal in order
to pick up more speed.

1.7.7.2 Uphill inching

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

While driving downhill the APC200 has no means to control the vehicle speed. This means
you’re on your own as far as inching is concerned. Following remarks may help you make
the best of it however.
When inching downhill, the brake pedal will always be in the 35% - 100% range – that is if you
want to hold the vehicle at a controlled speed. This means that the target speed is always 0,3
km/h as far as the inching system is concerned.
If you brake to slow down below this speed, you’ll find, the APC200 fights you (it tries to
achieve 0,3 km/h). Eventually if you hold the vehicle stopped without going to de-clutch (brake
range 35% - 70%) the inching torque eventually will make the vehicle move when it conquers
the braking force you apply. This feels awkward and should be prevented.
The best you can do is make sure you keep rolling or if you want to stop, go to de-clutch.
On steeper slopes consider going down in converter drive with the engine at idle.
IMPORTANT:
Before the inching system can work properly, it is very important that the necessary calibrations
have been successfully completed:
- Automatic transmission calibration (see paragraph 6)
- Brake pedal calibration (if analog signal; see paragraph 5)

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. SAEJ1455 -40°C @ min. voltage
Power up at max. Temp. SAEJ1455 +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 SAEJ1455 18V - 32V , -40°C/80°C
Jump start requirements SAEJ1455 5 min @ 48V, 25°C
Reverse polarity SAEJ1455 5 min @ -26V, 25°C
Negative inductive tran- ISO7637-2/1 Vs = -100V tr=1µs td=2ms Ri=10

Ω 5000 pulses Class IV
sients
Positive inductive tran- ISO7637-2/2 Vs = +100V td=50µs tr=1µs
Ri=10Ω 5000 pulses Class IV
sients
Commutation noise ISO7637-2/3 Vs = +100V/-150V td=100ns
tr=5ns Ri=50Ω 5000 pulses pos
and neg Class IV
Voltage drop ISO7637-2/4 N/A

Load Dump ISO7637-2/5 Vs =+200V td=350ms tr=5ms

Ri=5Ω Class IV
Electrostatic discharge IEC1000-4-2 air discharge 8 kV Class III
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, customers can, given the necessary equipment, choose to adapt certain parameters
to suit their needs.
From a maintenance point of view, this is relevant in so far that the APC200 allows reading
back the (modified) parameters along with serial number, part number and modification date.
Several PC hosted tools have been developed to ease the service and trouble shooting
process.
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 organised 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 r6

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.
0 2 4 6 8 10 12
1 3 5 7 9 11 13
Below example indicates that input 1, 4 and 5 are on. All others are off.
By pressing the ‘S’- switch repeatedly, each individual input is shown in more detail.
While pressing the ‘S’- switch, the display shows the logic-input number with the matching
harness wire. – I.e. below display corresponds with input one connected to wire A12.
Releasing the switch displays the 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 and 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 Ω.
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.
0 2 4 6 8 10 12
1 3 5 7 9 11 13
A blinking segment indicates a fault at a certain output.

In total, there are 11 outputs:

• Outputs 0 – 6 are analogue
• Outputs 7 – 9 are STP digital outputs
• Output 10 is a STG digital output
Information that is more specific can be found while running through the different modes (S-
switch).
While pressing the switch, the left side of the display gives information about which output
channel is tested; the right side gives the matching wire number.
When releasing the switch the display shows either the actual current in mA, or the logic state
of the output (either ‘hi’ or 'lo').
If an output is currently in fault, its respective segment in the overview screen blinks slowly. On
the output specific screen, the display alternates between the actual state (current value or
logic state) and the fault type (open / short / curr / oor).
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 be the vehicle's chassis but preferably, each is connected with a
1.5mm² 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 transmission to lock-up.
Reverse VFS (A06 / A07 - A04/A05)
This solenoid controls the pressure in the reverse clutch
While Inactive, reverse is selected. When about 1000mA current flows, the reverse clutch is
open.
When both forward and Reverse clutches are commanded closed electrically, the clutches will
actually lock, possibly causing the transmission to lock-up.
1st / 3rd VFS (A08 / A09)
This solenoid controls the pressure of either the 1st or the 3rd clutch.
Which clutch is selected depends on the state of the 1/3 VFS selector. When the selector is on
(24V on A16), 1st clutch is selected. Otherwise, 3rd clutch is selected
While Inactive, the clutch is closed. When about 1000mA current flows, the clutch is open.
2nd / 4th VFS (A04 / A05 - A06/A07)
This solenoid controls the pressure of either the 2nd or the 4th clutch.
Which clutch is selected depends on the state of the 2/4 VFS selector. When the selector is on
(24V on A15), 2nd clutch is selected. Otherwise, 4th clutch is selected
While Inactive, the clutch is closed. When about 1000mA current flows, the clutch is open.

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
during
power up M
S
keep
S
M
for 15 seconds
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.
Some calibration modes may be disabled by the controller software when these do not have to be
performed. In that case, when pressing the ‘S’-switch to start calibration the display shows:
5.2 Calibration of the accelerator pedal sensor

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

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

5.3 Calibration of the brake pedal sensor

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

The display shows:
The driver should release the brake pedal completely and then press the ‘S’-switch.
Now, the display looks as follows:
The driver should drive the vehicle slowly and push the brake pedal up to the point the vehicle
starts braking. Another possibility is to push the brake pedal very carefully until the braking lights
are turned on (usually very low brake pressure).
Then the driver should press the ‘S’-switch. As long as one of the led display segments is blinking,
the brake pedal is not pushed hard enough and pressing the ‘S’-switch will not continue the
calibration process.
When the calibration process proceeds the display looks as follows:
The driver should apply full brake and press the ‘S’-switch. As long as one of the led display
segments is blinking, the brake pedal is not pushed hard enough and pressing the ‘S’-switch will
not continue the calibration process.
When the calibration process proceeds and no errors were encountered during the process, the
calibration results are memorised in Flash memory and will become active at the next power-up of
the controller. The display looks as follows:
The brake pedal calibration, especially the middle calibration point, is extremely
important if the inching function is used. If this calibration is not performed
correctly, this could cause bad functioning of the inching function!

5.4 Calibration of the servo motor sensor

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

5.5 Controlling Analog Input Signal Calibration using CAN

Apart from performing the analog signal calibrations using the stand-alone calibration mode of the
APC200 as described above, it is also possible to activate and control these calibrations using
CAN communication.
This can be useful on machines where the APC200 is difficult to reach and the operator has an
interface with a central vehicle controller (e.g. dashboard display) that is connected to the same
CAN bus network as the APC200.
The details of all used CAN messages are fully described chapter 3, but the following chart gives
a better insight of how different messages are linked together. The chart uses the codes for
calibration of the brake pedal signal, but the principal is identical for the other calibrations.

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 (± 200 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.
Engine speed
FULL
IDLE
Transmission gear
forward
neutral
15 sec. 15 sec.
REMARK:
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 Put the shift lever back to neutral.
shift 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 If the vehicle is equipped with throttle-by-wire,
according to the limit that is the engine rpm will be automatically adapted.
necessary for calibration. In the other case, the driver has to change the
throttle pedal position until the display looks
Engine rpm is too high as follows:
according to the limit that is
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 Use the M-button on the APC200 to go back
transmission calibration the to the 'HEAT'-mode and the S-button to
temperature becomes too trigger this mode. Now, you have to warm up
low, the APC200 display the transmission again until the temperature
indicates the actual is above 60° C. Then go back to the
transmission temperature. 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.

6.4 Transmission Calibration control using CAN

Apart from performing the automatic transmission calibration using the stand-alone calibration
mode of the APC200 as described above, it is also possible to activate and control this calibration
using CAN communication.
This can be useful on machines where the APC200 is difficult to reach and the operator has an
interface with a central vehicle controller (e.g. dashboard display) that is connected to the same
CAN bus network as the APC200.
The details of all used CAN messages are fully described chapter 3, but the following paragraphs
give a better insight of how different messages are linked together.
6.4.1 Controlling Transmission Heating Mode using CAN

As described above, a transmission-heating mode is available in the APC200 to quickly and
easily heat up the transmission.
The following chart shows how this mode is controlled using CAN messages:

6.4.2 Controlling Automatic Transmission Calibration using CAN

Similar as for the heating mode, the chart on the following page shows how the automatic
transmission calibration mode is controlled using CAN messages.
For a better understanding of the chart, some explanations with the following flowchart
overview:
• Once the automatic calibration has been started successfully, the APC200 reply messages
TC_to_CVC_2 are repeated each 100ms to report the current state of the running
calibration. This temporary broadcasting of the TC_to_CVC_2 message is performed as
long as the calibration has been started and has not been aborted explicitly (or until the
APC200is restarted of course).
• Once the automatic calibration has been started, the APC200 reply messages
TC_to_CVC_2 will contain a value between 0 and 3 in byte1. This means that a certain
phase of the automatic transmission calibration is running.
• If this byte1 becomes 4, this means that the automatic tuning has completed successfully.
• If this byte1 becomes 5, this means that the automatic tuning has completed but there
where errors.
• When in some conditions something goes wrong, a driver intervention will be needed. In
that case this byte1 turns to value 6 and byte5 indicates the desired action.
It is absolutely necessary to react to these requests for driver interventions and therefore
these requests should be communicated to the driver in a clear way. Typical interventions
required from the driver will be:
• Apply the parking brake (TC_to_CVC_2.byte5 = 0Ah): when during the tuning the
parking brake would be turned off
• Stop the vehicle (TC_to_CVC_2.byte5 = 05h): when for some reason the brakes
would not work and the machine start to move due to a shift in the automatic
tuning process.
• Heat up the transmission (TC_to_CVC_2.byte5 = 06h): when the transmission has
dropped below a minimum value to continue with the tuning. In this case, the
transmission-heating mode needs to be called (see above).
• Go forward (TC_to_CVC_2.byte5 = 04h): a request to put the transmission in
forward again will be requested after any of the previously mentioned actions has
occurred. This is absolutely necessary to avoid the automatic tuning just continuing
automatically! This could be dangerous (imagine the brakes not working and the
machine being moved by the tuning process)
Therefore it is certainly not recommended to generate an automatic request to
forward from the vehicle software in such cases!
• Check error code (TC_to_CVC_2.byte5 = 09h): In this case a problem in the
automatic tuning process has occurred. This request means you should check the
errocode that is set in TC_to_CVC_2.byte6.
• It is recommended to log this error and report it to the user.
NOTE: these request codes for driver intervention basically replace the calibration condition
messages of the stand-alone calibration mode, described in paragraph 6.3.1.
• To provide some feedback to the user while the automatic transmission calibration is
running, visualization of the clutch and the iteration loop that is being performed is optional.
• After an error has occurred (TC_to_CVC_2.byte5 = 09h, see above), a specific message is
needed to make it resume again with the next part of the automatic procedure
(CVC_to_TC_3 with byte 1 = 02, see chart below).


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 2: APC200 ECM/ECI Configuration Sets Description
CHAPTER 2:
APC200 ECM/ECI
Configuration Sets
Description

1 Introduction
The configuration sets are created to provide OEM Engineering a windowed view on all relevant
parameters to allow option selection and machine functionality definition in the APC200.
This manual describes the structure and the contents of the configuration sets. It also contains the
information needed for practical use of these configuration sets, both for setting the contents of a set
as for selecting a predefined configuration set. This can be handled both using the GDE tool and
using CAN communication.
The optional DANA tool “Dashboard” also includes a user friendly interface to handle the
configuration sets using a PC. For more detailed information, please refer to the “Dashboard” help
or contact a DANA sales representative.
2 Using Configuration Sets
2.1 Basic concept

Each column in the “ConfSets” header (see further) represents a machine configuration. For all
the available options (rows) a suitable value can be selected. These values are boundary checked
to prevent the user entering unsafe data.
Once the different configuration sets are created, one of these sets is selected by simply picking it
from the list of available sets and downloading it to the controller. This can either be done using
the GDE and APT tool or using a CAN message (see APC200 CAN EDI description).
2.2 Configuration Set Parameters Description

2.2.1 Config Name

This is a text parameter that allows the user to specify any name for the configuration set up to
8 characters long.
This name is also used as the column title of each configuration set and more importantly for
the list of selectable configuration sets (see paragraph 2.2.36).
When you specify a new name, it will not immediately be reflected there! This will only be
updated after downloading your changes into an APC200, closing the GDE, restarting it and
then performing an upload again. Alternatively leaving the GDE open and performing an
‘Upload Groups’ will also refresh the parameters label info and reflect your changes after the
next upload.
Because the name of the configuration is very important for reference to a set, it is recommend
to make sure that the correct names are reflected in the list of selectable configuration sets
(see paragraph 2.2.36) before saving your changes and distributing this file in your production
environment (see also tips in paragraph 3.2).
2.2.2 Engine ctrl.

Here the engine control option is specified: By clicking the cell you want to change, you get a list of
3 choices:
- Mechanic: use this when the APC200 has no control over the engine at all.
- Servo: the APC200 controls the engine using a bridge controlled servo motor
- CAN: the APC200 controls the engine on the CAN bus following the SAE J1939
standard
2.2.3 TSC1 rate

If the engine control option is set to CAN, this parameter sets the repetition rate of the CAN
message controlling the engine (message TSC1 following the SAE J1939 standard).
Possible selections are:
- 10 ms (standard following the SAE J1939 standard)
- 20 ms
- 50 ms
- 100 ms
2.2.4 AutoShiftMod
Select the automatic shift mode:
- 1st NoKD: the machine will start in 1st gear and shift through all gears.
- 2ndKD1st: the machine will always start in 2nd and only shift down to 1st gear when ‘Auto
Kickdown’ conditions are fulfilled (low speed & high transmission load)
REMARK: If the input function ‘DI Start 1/2’ (see further) is enabled (Wired or CAN EDI), this
automatic shift mode is overruled and the state of the ‘DI Start 1/2’ input function will determine
how the transmission shifts!
2.2.5 CAN EDI Enbl

Enable or disable the CAN bus communication following the standard as described in the APC200
CAN EDI description.
This has to be enabled when at least 1 function is assigned to ‘CAN EDI’, but it is also possible to
enable it without having any function assigned to it. This might be desired e.g. for just reading the
information that the APC200 broadcasts on the CAN bus.
REMARK: if the DANA PC tool “Dashboard” is to be used, never disable CAN EDI in a used
configuration set! “Dashboard” is a CAN communication based tool and therefore will not
function when CAN EDI is disabled!

2.2.6 DI Declutch
Enable or disable the digital input signal for the declutch function. This signal can only be wired to
the APC200 and is not available on the CAN bus (OFF / ON).
REMARK: If it is used in combination with an analog (or CAN) signal for the brake pedal position
detection, this digital input function has an ‘or’ relation to the declutch requested by the pedal
position. This means that if the digital input requests declutch, it will be activated although the
brake pedal position is not requesting declutch! This is also true the other way round.
2.2.7 DI AutoShift
Enable or disable the switching between automatic shifting and manual shifting. There are 3
options:
- OFF: do not use use this function.
- Wired: the function is active and it is wired to the APC200 (see wiring diagram)
- CAN EDI: the function is active and it is sent over the CAN bus, following the protocol as
described in the APC200 CAN EDI description
2.2.8 DI Inching
Enable or disable the inching enable (pedal) switch (OFF / Wired / CAN EDI).
(Note: Wired or CAN EDI is needed to allow Inching to work, unless DANA provides that this
function is always activated!)
2.2.9 DI ParkBrake
Enable or disable the parking brake signal (OFF / Wired / CAN EDI).
2.2.10 DI Start 1/2

Enable or disable the starting in 1st or 2nd gear selector switch (OFF / Wired / CAN EDI).
If this is enabled (Wired or CAN EDI), it overrules whatever is set in AutoShiftMod.
2.2.11 DI VehSpdRed
Enable or disable the reduced vehicle speed switch (OFF / Wired / CAN EDI).
For this function to work, some sort of engine control is clearly needed (see paragraph 2.2.2).
The actual reduced vehicle speed is specified in ‘VehSpeedMax’ (see below).
REMARK: When this reduced vehicle speed limit is activated, it overrules any other setting of the
engine speed when reaching this vehicle speed limit. This can result in lowering the engine
throttle, even if a high engine speed would be desired.
2.2.12 DI VehSpdRed2
Enable or disable the digital input signal for the redundant reduced vehicle speed input function.
This signal can only be wired to the APC200 and is not available on the CAN bus (OFF / ON).
REMARK: Enabling this redundant input is only significant if the ‘normal’ reduced vehicle speed
function is also enabled (see paragraph 2.2.11). This redundant function is intended to increase
the safety of selecting the reduced vehicle speed by interpreting the state of 2 inputs for activating
the same function. Therefore activating only this redundant input will not have any effect.
2.2.13 DI SeatOrien
Enable or disable the digital input signal for the seat orientation function that inverts the logics of
the direction selection when it is activated. This signal can only be wired to the APC200 and is not
available on the CAN bus (OFF / ON).

2.2.14 AI Throttle
Enable or disable the throttle pedal input (OFF / Wired / CAN EDI).
2.2.15 AI BrakePedl
Enable or disable the brake pedal input (OFF / Wired / CAN EDI).
Be reminded that enabling the brake pedal signal (Wired or CAN EDI) makes the declutch
function automatically work according to the brake pedal position.
Concerning the functioning combined with the declutch digital input function; please refer to the
remark in paragraph 2.2.6.
(Note: Wired or CAN EDI is needed to allow Inching to work!)
2.2.16 AI HydroPwr
Enable or disable the hydraulic power lever input (OFF / Wired / CAN EDI).
Remark: 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.
However, if explicitely desired, the APC200 can be configured to always interpret the position of
this hydraulic lever, even when the transmission is in gear. In that case the target engine speed as
a function of the hydraulic lever position will have to be chosen carefully to prevent unsafe
behaviour of the vehicle! (see paragraphs 2.2.32 & 2.2.33).
2.2.17 SpeedDisplay
Selects the unit used to display speed and distance related values, both on the display and on the
CAN bus. It allows switching between kilometres (KPH) or miles (MPH). This will be applied on
speed and distance displaying on the APC200 display, and on the broadcasting of these values on
the CAN bus (see APC200 CAN EDI description).
Remark: This is purely a displaying factor, so it does not influence specifying limits like the
maximum vehicle speed limit.
2.2.18 ShiftLvrType
Specify the type of shiftlever on the machine (Standard / BumpType / CAN Type)
2.2.19 Roll Radius

Specify the rolling radius of the machine tires.
The limits on this value depend on the application approval.
2.2.20 Axle Ratio

Specify the axle ratio of the machine axle.
2.2.21 Engpeed Max

Specify the maximum engine speed limit (rpm).
The value is limited between 500 rpm and 3000 rpm (or a smaller range if required).
2.2.22 VehSpeed Max

Specify the maximum vehicle speed limit (kph).
The value is limited between 0 kph and 80 kph (or a smaller range if required).
2.2.23 VehSpeed Red

Specify the reduced vehicle speed limit (kph). This is only relevant if ‘DI VehSpdRed’ is set to
‘Wired’ or ‘CAN EDI’.

As for the maximum vehicle speed limit, this value is limited between 0 kph and 80 kph. But for
obvious reasons, there are 2 extra limitations:
- minimum = 5 kph: below this speed the vehicle speed limitation control will not work.
- Maximum = maximum vehicle speed limit: if a value higher than this maximum vehicle
speed limit is specified, it is automatically clipped to this value.
2.2.24 VehSpeed F-R

This sets the maximum vehicle speed to allow a direction change to be performed. If a direction
change is requested when the vehicle speed is higher than this value, the shift will be postponed
until the actual speed has dropped below this limit. If it does and the request for a direction
change is still detected on the shiftlever, the shift will be performed.
Standard value: 3 kph
Adjustable range: 0 kph – design limit, depending on the application approval
The maximum allowed direction change vehicle speed is determined to prevent damage to the
transmission clutches (overheating and friction plate damage caused by dissipation of too much
power in the direction clutches). It can therefore not be exceeded at all!
Using a lower limit might be desirable in some cases to prevent direction changes on the machine
at speeds that might represent a dangerous situation on the machine or the direct environment.
2.2.25 EngSpeed F-R

Similar to the F-R vehicle speed limit, this value limits the engine speed to perform a direction
change.
Standard value: 1500 rpm
Adjustable range: 500rpm – design limit, depending on the application approval
The maximum has been set purely for transmission protection, just like the maximum vehicle
speed limit.
For the same reason as mentioned above, it might be desirable to use a lower engine speed limit.
REMARK: If a value lower than the actual engine idle speed is specified, this will result in no
direction changes being performed at all !!!
2.2.26 EngSpd N-Dir

This is the engine speed limit for re-engaging a direction clutch from neutral. This means that
when the actual engine speed is above this value the transmission will not engage any direction
clutch. Only when the actual engine speed has dropped below this limit, the direction clutch will be
activated.
This limit is used for re-engaging a direction clutch after having cycled the shiftlever to neutral and
back to gear (different limit for direction engagement when leaving declutch, see paragraph
2.2.30).
The limit is provided to add functionality to the machine, not to protect the transmission.
Standard value: max engine rpm
Adjustable range: idle engine speed – maximum engine rpm
Be careful setting this engine speed limit too low, because that would result in having no direction
selected at all!
IMPORTANT REMARK
Setting this engine speed limit lower than the limit ‘EngSpeed F-R’ will result in using the
‘EngSpeed N-Dir’ for limiting the forward reverse engine speed. Basically ‘EngSpd N-Dir’ overrules
‘EngSpeed F-R’ when its value is lower. This same overruling also goes for the ‘Dclt EngSpd’ limit
(see paragraph 2.2.30).
This is necessary to avoid conflict of the 2 similar protections, resulting in unexpected behaviour
on the machine.

2.2.27 EngSpd KD1st

This is the minimum engine speed needed before the automatic kick down mode is checked. So
only when the engine speed is higher than this value, the APC200 will monitor the load on the
transmission and decide wetter a kick down is desired or not.
Standard value: 1800 rpm
Adjustable range: 1000 rpm – 3000 rpm
Specifying a low value can cause a kick down to quickly, not giving the transmission time to
develop the required traction in the actual selected gear. Very high values might cause kick down
never to occur, especially if this limit is higher than the maximum engine speed.
REMARK: the trick not to have automatic kickdown is to set this limit to a value higher than the
maximum possible engine speed.
2.2.28 Dclt VehSpd

This is the vehicle speed limit to allow declutch to be activated. This means that when the actual
vehicle speed is above this value - although a brake pedal position higher than the declutch
activation percentage is detected - the transmission will not activate declutch. Only when the
actual speed has dropped below this limit, declutch can be activated.
This is intended to allow high braking power requests at relatively high vehicle speeds to slow
down the machine, without disengaging the direction clutch while doing so.
Standard value: 5 kph
Adjustable range: 0 kph – 80 kph
When this limit is set to 0 kph, declutch will never be activated.
2.2.29 Dclt MinBrk%

Using this parameter value, it is determined at what brake pedal position declutch is activated. So
if the detected brake pedal position is higher than this value, declutch is activated.
This is active with the brake pedal signal coming from an analog input or CAN EDI, regardless of
electronic inching being used or not.
Standard value: 80 %
Adjustable range: 50% - 101%
Setting this value low will cause the direction clutch to be disengaged even at low braking power,
making the machine stop quicker. Setting it to 101% will result in having no declutch activation at
all. Changing this setting might be desired for some specific applications on machines that do
have an analog or CAN EDI signal for the brake pedal position.
2.2.30 Dclt EngSpd

This is the engine speed limit for re-engaging a direction clutch when declutch is deactivated. This
means that when the actual engine speed is above this value the transmission will not engage any
direction clutch. Only when the actual engine speed has dropped below this limit, the direction
clutch will be activated.
Different to the limit ‘EngSpd N-Dir’ (see paragraph 2.2.26), this limit is only applied when re-
engaging a direction clutch is caused by releasing the declutch requested (only with pure declutch,
so no inching active).
The limit is provided to add functionality to the machine, not to protect the transmission.
Standard value: max engine rpm
Adjustable range: idle engine speed – maximum engine rpm
Be careful setting this engine speed limit too low, because that would result in having no direction
selected at all after having activated declutch and leaving it!
IMPORTANT REMARK
Setting this engine speed limit higher than the limit ‘EngSpd N-Dir’ will result in using this lower
‘EngSpd N-Dir’ for limiting the ‘exit declutch’ engine speed. Basically ‘EngSpd N-Dir’ overrules
‘Dclt EngSpd’ when its value is lower.
This is necessary to avoid conflict of the 2 similar protections, resulting in unexpected behaviour
on the machine.

2.2.31 HydrPowr Min%

This parameter value sets the minimum hydro power percentage that needs to be detected on the
lever signal (analog or CAN EDI) before the engine speed is adjusted.
Detecting a higher hydro power lever percentage than this value will make the engine rev up when
the transmission is in neutral.
Standard value: 20 %
Adjustable range: 5% - 101%
Setting 5% will make this function react to even a slight movement on the lever, while 101%
disables this function.
It is obvious that the hydro power lever signal needs to be available (analog signal or CAN EDI)
and that engine control must be active (Servo or CAN controlled).
2.2.32 HydrPowr Min Espd

2.2.33 HydrPowr Max Espd
These 2 values determine how the engine speed will be controlled as a function of the hydraulic
lever position signal. Together with the parameter ‘HydrPowr Min%’ the engine speed control is
defined as shown in the graph below.
HydrPowr Max Espd
Engine speed as function of
hydraulic lever position
2000
2000
Engine speed (rpm)
1750
1500
1250
1000
20 40 60 80 100
HydrPowr Min Espd
Hydraulic lever position (%)
HydrPowr Min%
2.2.34 Slip Acc Max (optional)*

Specify the maximum allowed acceleration when the acceleration monitor option* is activated.
2.2.35 Slip Dec Max (optional)*

Specify the maximum allowed deceleration when the acceleration monitor option* is activated.
* Optional feature; needs to be enabled by DANA

2.2.36 Ntr Gear>Cab

This setting specifies how the APC200 will react when the shiftlever requests a gear that is lower
than the gear that is currently engaged, and it is not allowed to perform the downshift at that time
for transmission protection (overspeeding):
- No: the transmission just stays in the current gear and refuses to perform the downshift, as
long as the vehicle speed is too high; once the vehicle speed is low enough, it will perform
the downshift.
- Yes: the transmission shifts to neutral; when the vehicle speed is low enough to perform the
originally requested downshift, it will downshift and re-engage the selected direction (only if
shiftlever is still selecting the direction of course).
2.2.37 ConfigSet ID
The final relevant parameter to the configuration sets is this ConfigSet ID. It is located in the
header ‘GDE Info’ and it selects the configuration set that will be activated each power up.
If you click this parameter value, a list automatically presents the available configuration sets
as named by the parameter ‘Config Name’ described in paragraph 2.2.1. Selecting one will
make it active after performing a download to the controller and automatically resetting the
controller.
REMARK: If the value ‘Not Used’ is selected, no configuration set is used and the standard
GDE values are activated. This is intended for exceptional cases (mainly for DANA use) and is
NOT recommended!

3 Configuration Set Management: GDE

One of the ways to manage the configuration sets is by using the GDE tool. To
have all the necessary access rights to change the relevant parameters, a GDE tool
with OEM Engineering license is required.
This OEM Engineering level GDE tool allows the user to access and change the
parameters described above.
An OEM engineer can prepare the different configuration sets in accordance to the
different machines that are being produced.
Once this is performed (for a certain type of drive train, being engine and
transmission), this information is saved to a specific file that will be programmed
into the APC200 controllers for machines with that drive train.
All information for the different configuration sets as defined by OEM engineering
are downloaded into the flash memory of the APC200 controller. That way a
desired machine configuration can easily be selected in the production line or at an
OEM service centre without having to configure a long list of parameters.
This will be possible by using a GDE with a different access level, being OEM
Production.
3.1 Editing Configuration Sets with OEM Engineering GDE

When connected to an APC200, using the GDE tool you can access the existing configuration
settings in that controller by performing an upload.
Normally these configuration sets would be prepared in an office environment where there is not
always a setup with a connected APC200 available. In that case you just open an existing file that
has been saved by you earlier or that you have received from DANA.
Selecting the Header ‘ConfSets’ presents the table where all configurations are available for
editing.

You can now edit all the required parameters to create your desired machine configurations and
provide an appropriate name.
These changes can be saved to a file with a name of your choice. That file will then be used in the
production line to customize each machine to the correct configuration.
REMARK: after performing an upload from an APC200, the GDE tool will always be in safe edit
mode. This is to prevent accidental changing of parameters. If you want to change to normal
editing mode to change the configuration set parameters, simply click the key icon in the taskbar
or use the Edit/ Save Mode to disable this safe edit mode.
3.2 Suggestions for Managing Configuration Sets with GDE

To help avoid problems in your production line, here are some suggestions:
- For each drive train you will need 1 file where you can define different machine
configurations. It is necessary to keep at least 1 file per drive train because of some specific
settings and limits that are related to the approval of each drive train! Therefore it is not
recommended to create machine configurations for machines with a different drive train in
the same file!
- The first time you will create such a file for a drive train with a number of different
configurations defined, you would best start form a file received from DANA. Alternatively
you can also start from an upload on an APC200 with correct settings.
- Be absolutely sure to use the GDE tool with OEM Engineering Level license!
- You will save your settings to a file with a name that is clear and non-confusing for you and
your organization.
- Make sure that the names that you have specified for each configuration are reflected in the
relevant fields (see remark in paragraph 2.2.1). Reminder: after changing the names,
download your changes into an APC200, restart your GDE tool and perform an upload from
that controller again. The changed names will now be reflected in all relevant fields, so you
can save this to your file that you will use.
- When changes are made to the contents of the configuration sets within the file of one drive
train, it is recommended to always save this to the same filename (if this is possible). This
way a high number of lots of similar GDE files can be avoided, which was one of the main
intentions of using configuration sets in the first place!
3.3 Selecting Configuration Sets with OEM Production GDE

At production level (and service centres if desired by OEM), the user will have an OEM Production
level GDE tool. This version of the GDE tool offers a very limited view of the parameters that
easily allows selecting a file and downloading it to the APC200 controller.
The only parameter of the configuration sets that this production level will be able to access is the
ConfigSet ID. This way it is possible to select the correct machine configuration set at the end of
the production line and download it into the APC200.

Apart from selecting the Configuration ID, there are 2 more parameters that can be set with this
OEM Production level GDE:
- Transm S/N: here the serial number of the transmission built into the machine being
programmed can be entered. It is recommended to do this because this is valuable
information for service purposes.
- Vehicle ID: this is a text parameter where any text up to 7 characters can be entered. This
can be a vehicle type name, a vehicle production serial number, etc…
REMARK: All APC200’s are programmed with a data file when they are delivered to the
customer. By default the first configuration set (index = 0) will be activated!
3.4 Uploading machine configuration with OEM Production

GDE
If the OEM user wants to keep track of the settings on all of the machines by logging the
downloaded settings, the OEM Production level GDE tool allows to upload the data from an
APC200 controller and save it to a file.
It is recommended to perform this upload of the settings after the full calibration has been
performed (throttle pedal, brake pedal, transmission automatic tuning,). That way all the settings
specific for that machine are incorporated in that file.
REMARK: After an upload has been performed using the OEM Production level GDE tool, the
download option will automatically be disabled! This is done deliberately to avoid accidental
downloading of machine specific calibrated data into another machine.
To enable this download option again, simply open a saved file. This way downloading becomes a
conscious choice of selecting a specific desired file to download.

4 Configuration Set Management: CAN

As an alternative (or as a supplement) to using the GDE tool to manage the configuration sets,
there is the possibility to use CAN communication if this is available.
By sending a specific command in a CAN message to the APC200 controller, an existing
configuration set can be selected on the machine.
The central vehicle controller could be configured to automatically request the correct
configuration set for that machine.
After a set has been selected using CAN, a normal power down (key switch) of the machine will
be necessary to make it active. It is not allowed to switch between different configuration sets
while the machine is running!
If a configuration set has been selected and activated, all parameters available in that
configurations set can also be adapted using a specific CAN message, which provides full control
of the values of each parameter in the active selected configuration set.
4.1 Conditions for Reading and Setting Values on CAN

To be able to use the functionality of the parameters available in the configuration sets, there are
some conditions.
Absolutely essential is that a valid configuration set must be selected and activated before it is
possible to even just read the actual values of these parameters.
If there is a configuration set active, reading the actual values and the corresponding minimum
and maximum values is possible at all times.
To write a new value to any of these parameters however, some extra conditions are to be
fulfilled:
- The machine needs to be at standstill
- The shift lever needs to be in the ‘Neutral’ position
- If there is a parking brake signal available to the APC200, the parking brake must be
engaged
If one of these conditions is not fulfilled, this will be reported by a specific code in the
acknowledgement message (see further).
If these conditions are OK, the value of any of the available parameters can be changed by
sending the correct codes in a CAN message (see further).
However, there are some extra restrictions on accepting the new value:
- the index needs to address an existing parameter in the configuration
- the new value must be within the allowed minimum to maximum range of that parameter
Again, if one of these conditions is not fulfilled, the appropriate code will be returned in the
acknowledgement message.

4.2 Selecting a Configuration Set: CVC_to_TC_3

To select a configuration set in the APC200, a CAN message is provided that is also used for
reading and writing other values in the APC200 (see also chapter 3, paragraph 1.3.11).
Below this message is explained when used to select a configuration set in the APC200.
4.2.1 CVC_to_TC_3 defined for Configuration Set Selection
Message Name CVC_to_TC_3
Message ID CFF22XXH
(XX is the Central Vehicle Controller’s address)
Originator Central Vehicle Controller, Service monitor
Repetition rate as required
DLC 8
Byte 0 80h = Request code for configuration set selection
Byte 1 00h = read request: just read the currently active configuration set
01h = write request to select a specified configuration set
Byte 2 Index to requested configuration set, if a write request is sent
Byte 3 FFh = reserved
4.2.2 CVC_to_TC_3.Byte 1
- 00h = read request: just read the currently active configuration set
- 01h = write request: select a newly specified configuration set
When there is a write request to select a configuration set, this is where the index to the desired
configuration set is specified.
Range = 0 – 39 (40 configuration sets available in total)
REMARK: To avoid confusion and remain consequent, it is recommended to set this byte to the
value FFh if there is no write request, although it has no influence at all.

4.3 APC200 reply Configuration Set Selection: TC_to_CVC_2

Each time a configuration set read or write request is sent by using the CVC_to_TC_3 message
as described above, a reply message will be sent by the APC200. This is the standard reply
message that is linked to the CVC_to_TC_3 message (see also chapter 3, paragraph 2.2.11).
Below this reply message is explained when used to read or write a configuration set index.
4.3.1 TC_to_CVC_2 defined for Configuration Set Selection
Message Name TC_to_CVC_2
Message ID CFF2403H
(03 is the Transmission Controller’s address)
Repetition rate On request
DLC 8
Byte 0 Echo of CVC_to_TC_3.Byte 0
Byte 1 Reply code to operation code of CVC_to_TC_3.Byte 1
Byte 2 Index of Newly Requested Configuration Set
Byte 3 Index of Currently Active Configuration Set
4.3.2 TC_to_CVC_2.Byte 1
Depending on what has been requested in CVC_to_TC_3.Byte 1 and the result of the
consequent action, this reply code can have several values:
- echo of CVC_to_TC_3.byte1 (value 00h or 01h) in normal situations
Normal situations are:
- The request was simply to read the actual value of the currently active configuration
set
- The request was to select a new configuration set and this new index was accepted
- FF(hex) = the index of the requested configuration set (CVC_to_TC_3.byte2) is invalid.

To retry the write operation of the configuration set index, make sure that a valid
index is specified.
Here the index value of the new requested configuration set index is shown. There are different
values possible:
- echo of CVC_to_TC_3.byte2 (=requested index):
The request to select a new configuration set was accepted
- FF(hex) = there is no valid configuration set currently active
- Same value as CVC_to_TC_3.byte3 (=currently active index)

The request to select a new configuration was not accepted or there was no request to
write a new index. In these cases the index of the currently active configuration set is
shown.
This byte simply shows the index of the configuration set that is currently active.
If this shows FF(hex) this means that there is no valid configuration set active.
IMPORTANT REMARK: When there is no write request to select a new configuration request,
TC_to_CVC.byte2 and TC_to_CVC.byte3 will show the same value.
When a new configuration set has been selected successfully however, TC_to_CVC.byte2 and
TC_to_CVC.byte3 will show a different index value. Only after a normal power down of the
APC200 (key contact) and a restart, the new configuration set will be activated!
This can be checked by reading the active configuration set index after power up and verifying
that it corresponds to the selected one.

4.4 Communication Overview Selecting a Configuration Set
Request configuration set selection APC200 Reply Message

CVC_to_TC_3.byte0 = 80h TC_to_CVC_2
NO Write Request?
CVC_to_TC_3.byte1
YES
TC_to_CVC_2.byte
NO
New requested index valid? 0 1 2 3 4–7
CVC_to_TC_3.byte2 80h FFh Active Index Active Index FFh
Where Active Index = FFh if no valid configuration set is active
YES
Accept new requested index

TC_to_CVC_2.byte *
0 1 2 3 4–7
80h 01h New Index Active Index FFh
* After APC reboot, the Active index will be the New index
TC_to_CVC_2.byte
0 1 2 3 4–7
80h 00h Active Index Active Index FFh

4.5 Reading and Writing Values: CVC_to_TC_3

To read and write values in the parameters of the configuration sets, a CAN message is provided
that is also used for reading and writing other values in the APC200 (see also chapter 3,
paragraph 1.3.12).
This message is explained here when used to read and write values in the configuration set
parameters.
4.5.1 CVC_to_TC_3 defined for Configuration Set Parameter

handling
Message Name CVC_to_TC_3
Message ID CFF22XXH
(XX is the Central Vehicle Controller’s address)
Repetition rate as required
DLC 8
Byte 0 81h = Request code for configuration set parameter handling
Byte 1 Bit 0-6 = Index to configuration set parameter
Bit 7 = read/write request
Byte 2 New value, in case the write request is active
Byte 3
The first 7 bits of this byte are used to set an index to the configuration set parameter that needs
to be read or written.
For a detailed list of all supported index values, see paragraph 4.5.4.
Bit7 (Most Significant Bit) functions as a read/write request bit:

- Bit7 = 0: Just read the parameter value referred to by the index in bit 0-6. This is possible at
all times, provided there is a valid configuration active.
- Bit7 = 1: Write the new desired value (as specified byte2-3) to the parameter referred to by
the index in bit 0-6
4.5.3 CVC_to_TC_3.Byte 2-3

When there is a write request to set a configuration set parameter to a desired value, this is where
the new value is needs to be specified.
Data format:
New value = byte2 + byte3 x 256
For specific scaling factors of certain parameter values, please refer to the table in paragraph
4.5.4.

4.5.4 Configuration Set Parameter - Index and Format List
Index Configuration Set Data format Unit of

Value in byte2-3
Value Parameter byte 2-3
0 = Mechanic
1 Engine ctrl. 1 = Servo
2 = CAN
0 = 10 ms
1 = 20 ms
2 TSC1 rate
2 = 50 ms
3 = 100 ms
0 = 1st without Kick Down
3 AutoShiftMod nd st
1 = 2 with Kick Down to 1
0 = No (inactive)
4 CAN EDI Enbl
1 = Yes (active)
0 = OFF (inactive)
5 DI Declutch (wired)
1 = ON (active)
6 DI AutoShift
7 DI Inching
8 DI ParkBrake
9 DI Start 1 / 2
0 = OFF (inactive)
10 DI VehSpdRed 1 = Wired
11 AI Throttle 2 = CAN EDI
12 AI BrakePedl
13 AI HydroPwr
0 = KPH
14 SpeedDisplay
1 = MPH
0 = Standard
15 ShiftLvrType 1 = Bump Type
2 = CAN Type
16 Roll Radius Rolling Radius [m * 1024]
17 Axle Ratio Axle Ratio [ratio * 1024]
18 EngSpeed Max Engine max speed [rpm]
19 VehSpeed Max Vehicle max speed [kph * 256]
20 VehSpeed Red Vehicle reduced speed [kph * 256]
21 VehSpeed F-R Vehicle max speed F-R [kph * 256]
22 Engspeed F-R Engine max speed F-R [rpm]
23 EngSpd N-Dir Engine max speed N-Direction [rpm]
24 EngSpd KD1st Engine min speed for Kickdown [rpm]
25 Dclt VehSpd Vehicle max speed for declutch [kph * 256]
26 Dclt MinBrk% Minimum Brake % for declutch [%]
Minimum Hydrolever % min for [%]
27 HydrPowr Min%
engine speed control
28 ‘ ‘ Min Espd Erpm at 0% liftleverpos [rpm]
29 ‘ ‘ Max Espd Erpm at 100% liftleverpos [rpm]
0 = OFF (inactive)
30 DI VehSpdRed2
1 = ON (active)

0 = OFF (inactive)
31 DI SeatOrient
1 = ON (active)
32 Dclt EngSpd Engine max speed to exit declutch [rpm]
0 = No
33 Ntr Gear>Cab
1 = Yes
Slip Acc Max [m/s²] * 1024
40 Maximum Acceleration
(optional)*
Slip Dec Max [m/s²] * 1024
41 Maximum Deceleration
(optional)*
* Optional feature; needs to be enabled by DANA
4.6 APC200 reply Parameter Read/Write Request:

TC_to_CVC_2
Each time a parameter read or write request is sent by using the CVC_to_TC_3 message as
described above, a reply message will be sent by the APC200. This is the standard reply message
that is linked to the CVC_to_TC_3 message (see also chapter 3, paragraph 2.2.12).
This reply message is explained here when used to read and write values in the configuration set
parameters.
4.6.1 TC_to_CVC_2 defined for Configuration Set Parameter

handling
Message Name TC_to_CVC_2
Message ID CFF2403H
(03 is the Transmission Controller’s address)
Repetition rate On request
DLC 8
Byte 0 Echo of CVC_to_TC_3.Byte 0
Byte 1 Reply code to operation code of CVC_to_TC_3.Byte 1
Byte 2 Active Configuration Set Parameter Value
Byte 3
Byte 4 Minimum Allowed Configuration Set Parameter Value
Byte 5
Byte 6 Maximum Allowed Configuration Set Parameter Value
Byte 7
Depending on what has been requested in CVC_to_TC_3.Byte 1 and the result of the
consequent action, this reply code can have several values:
- echo of CVC_to_TC_3.byte1 in normal situations

Normal situations are:

- The request was simply to read the actual value of a valid configuration set parameter
- The request was to write a new value to a configuration set parameter and this new
value was accepted and the operation completed successfully.
- 7B(hex) = a request to write a new value to a configuration set parameter was sent, but the
machine conditions to allow this where not fulfilled! These machine conditions
are the ones described in paragraph 4.1.
To retry the write operation of the configuration set parameter, make sure that
these conditions are fulfilled first.
- 7C(hex) = a request to write a new value to a configuration set parameter was sent and the
value was accepted, but the writing to flash memory was not possible because
another write operation to flash memory was still busy.
A possible cause is that 2 write operations were requested within a very short
time. Please repeat the request again later.
REMARK: Writing to flash memory can easily take a few hundred milliseconds.
Respecting a time delay between to write requests of minimum 500 ms is
recommended.
- 7D(hex) = a request to write a new value to a configuration set parameter was sent BUT
the value was not accepted because it is not within the allowed range!
Make sure to specify a value within the allowed range (see the minimum –
maximum values further)
- 7E(hex) = a request was made containing a non-existing index to a configuration set
parameter. Make sure to use only supported index values (see list in paragraph
4.5.4).
- 7F(hex) = There is no valid configuration set selected at this moment, so no request on any
configuration set parameter can be handled.
Make sure to select a valid configuration set first!
4.6.3 TC_to_CVC_2.Byte 2-3: Active Value

Here the active value for the configuration set parameter is reported. The data format is identical
to the format in CVC_to_TC_3.byte2-3.
Data format:
Active value = byte2 + byte3 x 256
When a write request was sent, the active value will be the new requested value in case the new
value was accepted.
Identical to requested values in CVC_to_TC_3.byte2-3, please refer to the table in paragraph
4.5.4 for specific scaling factors of certain parameter values.
REMARK: When a problem results in having no value to return at all, TC_to_CVC_3.byte2-3 will
contain FFFF (hex). This is the case with TC_to_CVC_2.byte1 being 7B(hex), 7E(hex) and
7F(hex).
4.6.4 TC_to_CVC_2.Byte 4-5: Minimum Value

In an identical format to TC_to_CVC_2.Byte 2-3, these bytes contain the minimum allowed value
for the referred configuration set parameter.
7F(hex).

4.6.5 TC_to_CVC_2.Byte 6-7: Maximum Value

In an identical format to TC_to_CVC_2.Byte 2-3, these bytes contain the minimum allowed value
for the referred configuration set parameter.
7F(hex).

4.7 Communication Overview Editing a Configuration Set

Parameter
Request configuration set parameter handling APC200 Reply Message
CVC_to_TC_3.byte0 = 81h TC_to_CVC_2
TC_to_CVC_2.byte
NO
Valid configuration set 0 1 2 3 4 5 6 7
active ? 81h 7Fh FFh FFh FFh FFh FFh FFh
YES
TC_to_CVC_2.byte
Valid parameter index? NO
0 1 2 3 4 5 6 7
CVC_to_TC_3.byte1.bit0-6
81h 7Eh FFh FFh FFh FFh FFh FFh
YES
NO Write Request?
CVC_to_TC_3.byte1.bit7
YES
TC_to_CVC_2.byte
NO
Machine conditions OK? 0 1 2 3 4 5 6 7
81h 7Bh FFh FFh FFh FFh FFh FFh
YES
TC_to_CVC_2.byte
NO
New value in allowed range? 0 1 2 3 4 5 6 7
CVC_to_TC_3.byte2-3 81h 7Dh Act value Min value Max value
YES
Set active value to new value
TC_to_CVC_2.byte
NO
Writing to flash memory allowed? 0 1 2 3 4 5 6 7
81h 7Ch Act value Min value Max value
YES
TC_to_CVC_2.byte
0 1 2 3 4 5 6 7
81h XXh Act value Min value Max value
Where XXh = echo of CVC_to_TC_3.byte1

4.8 Suggestions for Managing Configuration Sets with CAN

4.8.1 Selecting a configuration set
As mentioned in the description above, the first thing to do is select a valid configuration and
activate it.
Considering the CAN communication protocol to select a configuration set, the following sequence
is an example of how this could be done.
- Determine what configuration index is required. This can be an input from a user interface
device or can be coded in the vehicle software.
- At power up of the machine, first read the currently active configuration set by sending
CVC_to_TC_3 with byte0 = 80h and byte1 = 00h (see details above).
- Check if the active configuration set index matches the required one. If it does, then there is
nothing more to do.
- If the active configuration set index does not match the required one, send a request to
select the index that you need by sending CVC_to_TC_3 with byte0 = 80h, byte1 = 01h and
byte2 containing the requested index (see details above). Remember to check the APC200
reply (TC_to_CVC_2) to confirm that the new requested index has indeed been accepted!
- Signal a request for a power down, if possible with some indication as to why the power
down is needed (on a display, perhaps).
- After rebooting the machine, the new selected configuration set index will be activated and
the check at power up will see that the correct configuration has been activated, so no
further action is necessary.
REMARK: All APC200’s are programmed with a data file when they are delivered to the
customer. By default the first configuration set (index = 0) will be activated!
4.8.2 Editing configuration set parameters

Once a configuration set is selected and activated, you might want to read and/or change the
settings of certain parameters available in that configuration set.
Below is a suggestion for when a user interface device like a menu driven display would be used
to manage setting of parameters on a machine. Please use the representation in paragraph 4.7
for a schematic overview of the read and/or write operation of a configuration parameter.
A general guideline to use the CAN communication to manage these settings is the following:
- Determine which parameters of the available parameters in the configuration sets you want
to set (this could be all available).
- For these parameters read the actual values, mainly to get the minimum and maximum
allowed values for this parameter. This reading of the desired values can happen in a loop
where the index is incremented at each new request. The rate at which the messages follow
each other in sequence will be determined by the loop time to send the request and interpret
the APC200 reply. However, a minimum interval of 20 ms between 2 messages is
recommended.
- Once the desired parameter values have been read, the user could change any of these
parameters within the allowed range for each of these parameters. Each time the user
enters a new value, the corresponding write request CAN message can be sent to the
APC200.
- It is strongly recommended to check if the new selected value for the parameter has indeed
been accepted by interpreting the APC200 reply message. If this reply is not used as an
acknowledgement for the write request, it could occur that a requested value is not accepted
for some reason. This would result in a behavior on the machine not corresponding to what
the user thought had been selected!

- For automatic setting of specific parameters at power up of the machine, an automatic loop
could be programmed in the vehicle control software. This could check the actual value of
some parameters, check it to a desired value and if these do not correspond, the desired
value can be written. Again make sure to interpret the APC200 reply message to see if the
newly requested value was accepted.
- If such a loop for writing different values would be used, it is possible that the writing to flash
memory in the APC200 is still busy for one parameter when a second write request is
already coming in. Because of the relatively slow process of writing to flash memory, a
minimum interval of 500 ms between 2 write operations is recommended. However, if this
interval would not be respected, this cannot cause any damage. The APC200 will simply
deny the new value and report the corresponding code indicating writing to flash memory is
not possible at that time. In that case just wait for a short period (e.g. 200 ms) and try again.
- The specific codes in the APC200 reply messages can be used to notify the user through a
display if there would be a problem with accepting any desired value, so the appropriate
action can be taken.
- IMPORTANT: Remember that even after successfully writing new values to these
parameters of the configuration, they will only be activated after a reboot of the APC200 (a
restart of the machine). Also note that the engine of the machine does not have to be
running to set new values to these parameters, so just turning the key contact on is
sufficient to manage the desired parameters.

Chapter 3: APC200 ECM/ECI CAN EDI Protocol Description
CHAPTER 3:
APC200 ECM/ECI
CAN EDI Protocol
Description

1 Proprietary Messages from Central Vehicle Controller

(CVC) to Transmission Controller (TC)
1.1 CVC_to_TC_1: Remote control message

Message identifier: CFF20xx (Hex) (CAN 2.0 B ⇒ 29 bit identifier)
Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) Message ID Address sender
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) FF20 (Hex) = 65312 (Dec) Example : 27 (Hex) = 39 (Dec)
Originator : Central vehicle controller
Repetition rate : 20 ms
Timeout : 200 ms
DLC : 8
Value Detail
Byte 0 Bit 0 Direction
Bit 1 selection
Shift lever position (if not used : all bits should be 1)
Bit 2 0 Bit 1 Bit 0 Bit 6 Bit 5 Bit 4
Bit 3 0 0 0 : neutral 0 0 1 :1
st
Bit 4 0 1 : forward 0 1 0 :2
nd
Range rd
Bit 5 1 0 : reverse 0 1 1 :3
selection th
Bit 6 1 0 0 :4
Bit 7 Fault state of Bit 7
shift lever 0 : no fault detected on shift lever
1 : fault detected on shift lever (neutral will be forced)
Byte 1 Bit 8 Selection :
automatic/manual
Auto/manual shift (if not used : all bits should be 1)
0 : manual shift mode – 1 : automatic shift mode
Bit 9
Inching enable/disable (if not used : all bits should be 1)
Inching enable
Bit 10
Bit 10 Bit 9
0 0 : inching disabled
0 1 : inching enabled
1 0 : reserved
1 1 : function not supported over CAN
Bit 11
Bit 12
Neutral lock (if not used : all bits should be 1)
Neutral lock
Bit 12 Bit 11
0 0 : not locked
0 1 : locked in neutral
1 0 : reserved
Bit 13
Parking brake (if not used : all bits should be 1)
Parking brake
Bit 14
Bit 14 Bit 13
0 0 : parking brake off
0 1 : parking brake on
1 0 : reserved
Bit 15 1 Reserved

Value Detail
Byte 2 Bit 16
Throttle pedal position (if not used : all bits should be 1)
0= 0%
Throttle pedal
100 = 100 %
position
… 254 = fault related to throttle pedal position sensing
255 = measurement not supported
Note : If the vehicle has no real analogue throttle pedal sensor, the discrete %
values may be used to indicate idle (0%), half (50%) and full throttle
Bit23 (100%) conditions.
Byte 3 Bit 24
Brake pedal position (if not used : all bits should be 1)
0= 0%
Brake pedal
100 = 100 %
position
… 254 = fault related to brake pedal position sensing
Note : If the vehicle has no real analogue brake pedal sensor, the discrete %
Bit 31 values may be used to request declucth (100%) or not (0%).
Byte 4 Bit 32 1 Reserved; must be 1
Bit 33 1 Reserved; must be 1
Bit 36
Operator seated detection (if not used : all bits should be 1)
Bit 37
Operator Bit 37 Bit 36
seated 0 0 : operator is not seated
detection 0 1 : operator is seated
1 0 : reserved
Bit 38
Inhibit upshifting (if not used : all bits should be 1)
Bit 39
Inhibit Bit 39 Bit 38

Upshifting 0 0 : inhibit upshifting disabled
0 1 : inhibit upshifting enabled
1 0 : reserved
Byte 5 Bit 40
Maximum speed (if not used : all bits should be 1)
Maximum
speed
… 0 = 0 km/h
80 = 80 km/h
Bit 47 255 = measurement not supported
Byte 6 Bit 48
Start in 1st / start in 2nd (if not used : all bits should be 1)
Start 2nd / start
Bit 49
Bit 49 Bit 48
st
st
0 0 : 1 gear starting request

1
nd
0 1 : 2 gear starting request
1 0 : reserved
Bit 50
Reduced vehicle speed
speed enable /
(if not used : all bits should be 1)

Bit 51
Reduced
disable
Bit 51 Bit 50
0 0 : reduced vehicle speed limit disabled
0 1 : reduced vehicle speed limit requested
1 0 : reserved

Bit 52
Vehicle speed enhanced resolution
Vehicle speed
Bit 53
(if not used : all bits should be 1)
enhanced
resolution
Bit 53 Bit 52
0 0 : vehicle speed enhanced resolution disabled (1kph/mph)
0 1 : vehicle speed enhanced resolution requested (0,2 kph/mph)
1 0 : reserved
Bit 54 1 Reserved
Bit 55 1 Reserved
Byte 7 Bit 56
Hydraulic lever position (if not used : all bits should be 1)
Hydraulic lever
… 0= 0%
position
100 = 100 %
254 = fault related to hydraulic lever position sensing
Bit 63

1.2 CVC_to_TC_2: Setup conversions (OBSOLETE)

All values in this CVC_to_TC_2 message are parameters that can also be set using the
configuration sets.Therefore it is NOT RECOMMENDED to use this message but use the
configuration sets instead (see chapter2).
CVC_to_TC_2 is only being supported to be back-compatible with older existing
applications!
If the use of this CVC_to_TC_2 is absolutely unavoidable, please take the following remark into account:
By default the values specified in the configuration set will be selected at power up of the APC200, but
once the CVC_to_TC_2 message has been successfully sent to the APC200, the values specified in that
message will overrule the configuration set values and will be used by the application instead.
Of course, this is only the case if the new specified values in the message are within the allowed range
(see limits in configuration set parameters).
Message identifier : CFF21xx(Hex) (CAN 2.0 B ⇒ 29 bit identifier)

Repetition rate : once after power up of APC200 or any rate; rate of 1 s is recommended
Timeout : no timeout
DLC : 8
Value Detail
Byte 0 Bit 0
Axle ratio (if not used : all bits should be 1)
Axle ratio
…
Byte 1 Conversion : axle ratio = ( byte 2 * 256 + byte 1) / 1024
Bit 15
Byte 2 Bit 16
Tire size (if not used : all bits should be 1)
Tire size
…
Conversion : rolling radius = byte 3 * 4 [mm]
Bit 23
Byte 3 Bit 24
… FF(Hex)
Reserved (all bits should be 1)
Bit 31
Byte 4 Bit 32
Maximum engine speed (if not used : all bits should be 1)
Maximum engine
Conversion : engine speed = byte 5 * 10 + 500 [RPM]

speed
…
0 = 500 RPM
252 = 3020 RPM
253 = 0 RPM
254 = fault related to engine speed sensing
Bit 39 255 = reserved
Byte 5 Bit 40
Reduced vehicle speed (if not used : all bits should be 1)
speed limit
Reduced
vehicle
…
0 = 0 km/h
80 = 80 km/h
Bit 47
Byte 6 Bit 48 FF(Hex)
…
Reserved (all bits should be 1)

1.3 CVC_to_TC_3: Context Specific Data Exchange
1.3.1 CVC_to_TC_3 ⇔ TC_to_CVC_2 Principle
Unlike all other messages supported by the APC200 and described in this
manual, the CVC_to_TC_3 and the TC_to_CVC_2 are linked together. They
form a “send-receive” system, where CVC_to_TC_3 is used to send a request to
the APC200, which in return will send the TC_to_CVC_2 as reply.
The CVC_to_TC_3 message is a request message that is used for reading and writing a wide
range of data in a non-cyclic way.
Most data that can be accessed through this message can be labelled as so called ‘setup’
information that is not actually needed to operate the machine, but determines the way the
machine will function.
The flexibility of this message is in the fact that byte 0 determines the action request of the
message. Byte 0, the request code, is in fact a code to determine what the action of the
APC200 controller will be. Depending on the request code, bytes 1 to 7 will have a different
meaning.
For some request codes bytes 1 to 7 will be irrelevant, for other some or all of these bytes will
contain extra detailed information necessary for the request.
With most request codes, sending this message to the APC200 will result in a reply message,
always being the message TC_to_CVC_2. The contents of this message will also be
dependant on the request code that was sent in the CVC_to_TC_3 message (see description
further).
Following paragraphs will list all possible request codes for this CVC_to_TC_3 message,
divided into several parts:
- request codes that are purely data request where only a code in byte 0 is needed and bytes 1
to 7 will be irrelevant
- request codes where extra information needs to be specified to the APC200, so some or all of
bytes 1 to 7 will contain that extra information. These request codes are described separately
in more detail to explain the specific meaning of the bytes other than byte 0.
1.3.2 CVC_to_TC_3 Message Specification

Message identifier : CFF22xx(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
Repetition rate : as required
Timeout : no timeout
DLC : 8
This message specification is valid for CVC_to_TC_3 regardless of the used request type
(byte 0).

1.3.3 CVC_to_TC_3: Data request

Value Detail
Byte 0 Bit 0
Request code (if do nothing : all bits should be 1)
The following codes can only be used for data request
For the description of the reply format, see paragraph 2.2.2.
Supported values :
00(Hex) = controller serial number
03(Hex) = configuration state
04(Hex) = software version
Request code 07(Hex) = controller hardware version
… 08(Hex) = APT datafile partnumber
09(Hex) = APT datafile version
30(Hex) = input / output state
31(Hex) = speed sensor state
32(Hex) = analogue input state
33(Hex) = analogue output state
34(Hex) = speed sensor state rpm
35(Hex) = torque converter state
36(Hex) = service & operation time
41(Hex) = total travelled distance
Bit 7 70(Hex) = APC200 user interface
(FF(Hex) = do nothing)
Byte 1 Bit 8 FF(Hex) (all bits should be 1)

Byte 2 FF(Hex)
Byte 3 FF(Hex)
… These bytes have no relevance with the request types described above
Byte 4 FF(Hex) To avoid any confusion and following the principle of the SAE J1939
Byte 5 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 6 FF(Hex)

1.3.4 CVC_to_TC_3: Vehicle Info

Value Detail
Byte 0 Bit 0
Request code
The following codes can request the active value, but can also set
Request code
a specified new value of some vehicle info parameters.
... For the description of the reply format, see paragraph 2.2.2.
Supported values :
05(Hex) = Transmission serial number
Bit 7 06(Hex) = Vehicle ID
Byte 1 Bit 8
Read Request:
For sending a request for the current value only, set all bits to 1
Byte 2 (= all bytes to FF(Hex) )
Set value:
Byte 3
Byte 1 – 4 : ASCII serial number prefix (example : CBEA)
Byte 4 Each byte represents the ASCII code value of 1 character of
…
the prefix
Byte 5 – 7 : serial number (example : 123456)
Byte 5
16 8
Serial number = byte 7 * 2 + byte 6 * 2 + byte 5
Note : the serial number can be anything but 255
Byte 6
06(Hex) = Vehicle ID
Byte 7 Byte 2 – 8 : ASCII vehicle ID string
Note : the vehicle ID can be anything but 255
Bit 63

1.3.5 CVC_to_TC_3: Error Info

Value Detail
Byte 0 Bit 0
Request code
The following codes can be used to read the error info from the
APC200 and clear the error buffer of inactive errors.
Request code
…
Supported values :
10(Hex) = 1st active error info
11(Hex) = next active error info
12(Hex) = 1st inactive error info
13(Hex) = next inactive error info
Bit 7 14(Hex) = clear inactive errors buffer

Byte 2 FF(Hex)
Byte 3 FF(Hex)
… These bytes have no relevance with the request types described above
Byte 4 FF(Hex) To avoid any confusion and following the principle of the SAE J1939
Byte 6 FF(Hex)
Usage of CVC_to_TC_3 to read APC200 error info
In the APC200, several errors can be active at the same time. These active errors can be read
from a buffer where the errors are presented in order of priority.
To read the error with the highest priority, simply send the request code 10(Hex) in CVC_to_TC_3.
For reading the rest of the active errors, repeat sending the request code 11(Hex) in CVC_to_TC_3.
As long as there are active errors present, the APC200 will reply the error info. When there are no
more errors present, the APC200 will reply a code indicating this (see paragraph 2.2.3)
To repeat reading all the active errors, simply send the request code 10(Hex) in CVC_to_TC_3
again, followed by repeating request code 11(Hex) in CVC_to_TC_3 until no more error info is
present.
The same principle is used for keeping track of inactive errors. These are errors that have been
active before, but are no longer present.
Similar to reading the active errors, send the request code 12(Hex) in CVC_to_TC_3 to read the
inactive error with the highest priority, followed by request code 13(Hex) in CVC_to_TC_3 until no
more error info is present to read the other inactive errors.
One more extra request type, 14(Hex) , is provided to clear all error info from the inactive error
buffer. So once this error info has been read and/or processed, it can be cleared.
REMARK: when repeating the request codes for reading the error info from the APC200, a rate of
100 ms or more is recommended, to avoid unnecessary high load on the CAN-bus and the
APC200.

1.3.6 CVC_to_TC_3: Resetable Distance Counter

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to read and/or reset the distance
Request code
day counter.
… For the description of the reply format, see paragraph 2.2.2.
Supported values :
40(Hex) = read/reset resetable distance day counter
Bit 7
Byte 1 Bit 8
Command code
Command
…
code
01(Hex) = reset the value of the distance day counter
FF(Hex) = just read the current value of the distance day counter
Bit 15
Byte 3 FF(Hex)
Byte 4 FF(Hex) These bytes have no relevance with the request type described above
… To avoid any confusion and following the principle of the SAE J1939
Byte 6 FF(Hex)
Byte 7 FF(Hex)
Bit 63

1.3.7 CVC_to_TC_3: Calibration Control

Value Detail
Byte 0 Bit 0
Request code
The following codes can be used to control the different
calibration procedures.
For the description of the reply format, see paragraphs 2.2.4 to
2.2.7.
For a detailed description of correct usage of this codes, refer to
chapter 1 paragraphs 5.5 and 6.4.
Request code
…
Supported values :
20(Hex) = throttle pedal calibration
21(Hex) = brake pedal calibration
22(Hex) = transmission calibration
23(Hex) = abort calibration in process
24(Hex) = servo feedback calibration
25(Hex) = hydraulic lever calibration
26(Hex) = transmission heating mode
REMARK: before these request codes can be accepted, the
display mode of the APC200 has to be set to ‘calibration mode’
Bit 7 (see paragraph 1.3.10)
Byte 1 Bit 8
Command code
Calibration types handling
For the request codes 20(Hex), 21(Hex), 22(Hex), 24(Hex) and 25(Hex) the command
code can be the following:
01(Hex) = start the calibration

02(Hex) = jump to the next calibration phase
Command code
… Abort Calibration or Activating Heating Mode

For the request codes 23(Hex) and 26(Hex) this command code has no meaning.
Just sending the request code in byte 0 is enough. Therefore all bits should be
set to 1:
FF(Hex) = no relevance (standard: set all bits to 1)
Note : after starting the calibration, calibration progress messages are

sent every 100 ms during the entire calibration progress
(TC_to_CVC2 message), so no polling is needed to request the
calibration feedback.
Bit 15
Byte 2 FF(Hex)
Bit 16 (all bits should be 1)
Byte 3 FF(Hex)
Byte 4 FF(Hex) These bytes have no relevance with the request types described above
Byte 6 FF(Hex)

1.3.8 CVC_to_TC_3: Statistics

Value Detail
Byte 0 Bit 0
Request code
The following codes can be used read and/or reset various
available statistic information.
Supported values :
Request code
… 52(Hex) = statistic shifts to/in NEU 5B(Hex) = statistic overspeed in NEU
53(Hex) = statistic shifts to/in F1 5C(Hex) = statistic overspeed in F1
54(Hex) = statistic shifts to/in F2 5D(Hex) = statistic overspeed in F2
55(Hex) = statistic shifts to/in F3 5E(Hex) = statistic overspeed in F3
56(Hex) = statistic shifts to/in F4 5F(Hex) = statistic overspeed in F4
57(Hex) = statistic shifts to/in R1 60(Hex) = statistic overspeed in R1
5A(Hex) = statistic shifts to/in R4 63(Hex) = statistic overspeed in R4
Bit 7 64(Hex) = statistic temperature limit
Byte 1 Bit 8
Command code
Read Request: FF(Hex)
Command code
For reading the current statistics value, set all bits to 1 (= byte
to FF(Hex) )
… Reset value:
01(Hex) = reset the counter & send data

02(Hex) = reset the timer & send data
03(Hex) = reset both counter and timer & send data
Bit 15
Byte 2 FF(Hex)
Byte 3 FF(Hex)
Byte 6 FF(Hex)

1.3.9 CVC_to_TC_3: APC200 user interface

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to request the APC200 display
digits state and if desired, remotely control the pushbuttons.
Request code
…
Supported values :
70(Hex) = APC200 user interface

Bit 7
Byte 1 Bit 8 0 Reserved; must be 0 (by exception to the standard)

Bit 9 0 Reserved; must be 0 (by exception to the standard)
Bit 10 Button control
Button Control
If remote control of the pushbuttons on the APC200 display is desired,
set this bit to 1
0 = no control of pushbuttons desired (just read display info)
1 = control of pushbuttons desired (requested state of buttons: see byte6)
Byte 3 FF(Hex) These bytes have no relevance with the request type described above
Byte 5 FF(Hex)
Bit 47
Byte 6 Bit 48 “M” button (top)
“M” button state
If the remote button control bit is used, specify the requested state for
the “M” button (top) here:
0 = button is released
1 = button is pushed)
Bit 49 “S” button
(bottom)
“S” button state
If the remote button control bit is used, specify the requested state for
the “M” button (top) here:
Byte 7 Bit 56 FF(Hex) This byte has no relevance with the request type described above
Bit 63 standard, it is recommended to set all bits to 1 (= byte to FF(Hex) ).

1.3.10 CVC_to_TC_3: Display mode selection

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to select a specific display mode
Request code
in the APC200, overriding the standard user display.
… For the description of the reply format, see paragraph 2.2.10.
Supported values :
Bit 7 71(Hex) = select display mode
Byte 1 Bit 8
Display type
This byte specifies the requested display mode.
Supported values :
00(Hex) = normal display mode
Display type
01(Hex) = display test mode

02(Hex) = on/off input test mode
… 03(Hex) = analogue input test mode
04(Hex) = speed sensor test mode
05(Hex) = output test mode
06(Hex) = voltage test mode
09(Hex) = calibration mode
Note : upon reception of the new mode, the APC200 immediately changes its
display to reflect this. The request is dropped if either the controller is
Bit 15 powered down or a new mode is selected.
Byte 2 FF(Hex)
Byte 3 FF(Hex)
Byte 6 FF(Hex)

1.3.11 CVC_to_TC_3: Configuration Set Selection

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to manage the different
Request code
configuration sets.
…
For a detailed description of correct usage of this code, refer to
chapter 2 paragraph 4.2.
Supported values :
Bit 7 80(Hex) = configuration set selection
Byte 1 Bit 8
Command code
Command
Supported values :
code
…
00(Hex) = read request: just read the currently active configuration set
01(Hex) = write request to select a specified configuration set
Bit 15
Byte 2 Bit 16
Configuration set index
Configuration Set
(if read request, all bits should be 1)

Index
… If the command code is to select a configuration set, the index of the desired
configuration set is specified here, else this byte is not relevant and is set to
FF(Hex).
Bit 23
Byte 4 FF(Hex)
These bytes have no relevance with the request types described above
Byte 5 … FF(Hex) To avoid any confusion and following the principle of the SAE J1939

1.3.12 CVC_to_TC_3: Configuration Set Parameter Handling

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to manage the values of the
parameters in the different configuration sets. For the description
Request code
of the reply format, see paragraph 2.2.12.
… For a detailed description of correct usage of this code, refer to
Supported values :
81(Hex) = configuration set parameter handling
Bit 7
Byte 1 Bit 8
Bit 9
Parameter Index
Bit 10 Here the index value is be specified to the parameter that needs to be
Parameter
Bit 11 addressed.
Index
Bit 12
Bit 13 For a detailed description of this index value, refer to the table in
Bit 14 chapter 2 paragraph 4.5.4.
Bit 15
Read / Write Command Code
Request
This bit 15 determines wetter it is desired to just read the addressed parameter
value or set a new value:
0 : just read current value of the addressed parameter
1 : write new value to the addressed parameter
Byte 2 Bit 16
New Parameter Value
(if read request, all bits should be 1)
New Parameter Value
If the command code request for a new value to be written to the addressed
parameter, the new value is specified here as follows:
Byte 3
… New Parameter Value = byte2 + byte3 x 256
The exact meaning of this value depends on the parameter being addressed
and is listed in the table in chapter 2 paragraph 4.5.4.
For just reading the current value of the addressed parameter, set this byte to
FF(Hex).
Bit 31
Byte 7 FF(Hex)
Bit 63

1.3.13 CVC_to_TC_3: DANA reserved codes
Some of the request codes in the available range of byte0 in CVC_to_TC_3 are
exclusively reserved for use by DANA applications!
These codes are not to be used by any device for other purposes, so be sure not
to use these codes when integrating the APC200 in a CAN bus network!
Value Detail
Byte 0 Bit 0
DANA Reserved Request code
The following codes are exclusively reserved for DANA
applications and are not to be used by any other device!
1A (Hex)
1B (Hex)
1C (Hex)
1D (Hex)
DANA Reserved Request code
3A (Hex)
… 3B (Hex)
3C (Hex)
3D (Hex)
50 (Hex)
7F (Hex)
82 (Hex)
83 (Hex)
90 (Hex)
A0 (Hex)
Bit 7 AA (Hex)
AB (Hex)
Byte 1 Bit 8
Byte 2
DANA Reserved
DANA Reserved
Byte 3
…
Byte 4
Byte 5
Byte 6
Byte 7 Bit 63

2 Proprietary Messages from Transmission Controller (TC)

to Central Vehicle Controller (CVC)
2.1 TC_to_CVC_1: Broadcasted transmission info

Message identifier : CFF2303(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) FF23 (Hex) = 65315 (Dec) 03 (Hex) = 3 (Dec)
Originator : Spicer APC200 transmission controller
DLC : 8
Value Detail
Byte 0 Bit 0 Driving
Bit 1 Direction
Coded transmission position
Bit 3 0 0 0 : neutral 0 0 1 :1
st
Bit 4 0 1 : forward 0 1 0 : 2nd

Gear
Bit 5
Position 1 0 : reverse 0 1 1 : 3rd
th
Bit 6 1 0 0 :4
Bit 7 Fault State Bit 7
Transmission 0 : no fault detected on transmission control outputs
Control Outputs 1 : fault detected on transmission control outputs
Byte 1 Bit 8 Direction
Bit 9 selection
Coded shift lever position
Bit 11 0 0 0 : neutral 0 0 1 : 1st
Bit 12 0 1 : forward 0 1 0 :2
nd
Range rd
Bit 13 1 0 : reverse 0 1 1 :3
Selection th
Bit 14 1 0 0 :4
Bit 15 Fault state of
shift lever
Bit 15
0 : no fault detected on shift lever
1 : fault detected on shift lever (neutral will be forced)
Byte 2 Bit 16
Vehicle speed
if no enhanced resolution (see CVC_to_TC_1 byte 7)
Conversion : vehicle speed = byte 2 [km/h] or [Mph]
if enhanced resolution (see CVC_to_TC_1 byte 7)
Vehicle speed
Conversion : vehicle speed = byte 2 * 0.2 [km/h] or [Mph]

… 0 = 0 km/h or Mph
250 = 250 or 50 km/h or Mph (see CVC_to_TC_1 byte 7)
254 = fault related to the vehicle speed sensing
255 = reserved
Note : the speed is expressed in km/h or Mph, which is determined by a
parameter setting in the GDE tool. Standard is km/h, but using the
Bit 23 configuration sets allows the speed displaying to be converted to Mph.

Value Detail
Byte 3 Bit 24
Engine speed
Conversion : engine speed = byte 3 * 10 + 500 [RPM]
Engine speed
0 = 500 RPM
…
252 = 3020 RPM
253 = 0 RPM
254 = fault related to the engine speed sensing
Bit 31 255 = reserved
Byte 4 Bit 32
Transmission temperature
Transmission
Conversion : transmission temperature = byte 4 -50 [° C]
… temperature 0 = - 50 ° C
253 = + 203 ° C
254 = fault related to the temperature sensing
255 = reserved
Bit 39
Byte 5 Bit 40
Throttle pedal position
Throttle pedal
Conversion : throttle pedal position = byte 5 [%]

position
0= 0%
…
100 = 100 %
254 = fault related to throttle pedal position sensing
Bit 47
Byte 6 Bit 48
Brake pedal position
Brake pedal
Conversion : brake pedal position = byte 6 [%]

position
0= 0%
… 100 = 100 %
254 = fault related to brake pedal position sensing
Bit 55
Byte 7 Bit 56
Automatic
Auto/manual mode
/ manual 0 : manual mode
1 : automatic mode
Bit 57
Warning light
Warning light state
state 0 : normal driving
1 : warning
Bit 58
Bit 59 Operating mode
Operating mode
Bit 60 Bit 60 Bit 59 Bit 58
0 0 0 : manual mode only
0 0 1 : automatic/manual mode
0 1 0 : automatic & standard inching mode
0 1 1 : reserved
1 0 0 : limphome mode
1 0 1 : transmission shutdown
1 1 0 : calibration mode
1 1 1 : reserved
Bit 61
Shift in progress
Shift in progress
0 : steady state
1 : a shift is currently in progress

Value Detail
Bit 62
Fault state
Fault state
0 : no fault is currently present
1 : there is a fault active
Bit 63
Old fault state
Old fault state
0 : no inactive fault is currently present
1 : there has been a fault, which was not shown before
2.2 TC_to_CVC_2: Context Specific Data Exchange

2.2.1 TC_to_CVC_2 Message Specification
Repetition rate : in reply to CVC_to_TC_3
DLC : 8
This message specification is valid for TC_to_CVC_2, regardless of the reply type (byte
0), which is always an echo of the request code from the corresponding CVC_to_TC_3.
Unlike all other messages supported by the APC200 and described in this
manual, the CVC_to_TC_3 and the TC_to_CVC_2 are linked together. They form
a “send-receive” system, where CVC_to_TC_3 is used to send a request to the
APC200, which in return will send the TC_to_CVC_2 as reply.
Please also refer to paragraph 1.3.1 for further details.

2.2.2 TC_to_CVC_2: Data request

Value Detail
Byte 0 Bit 0
Reply code
Echo of the request code in byte 0 of the CVC_to_TC_2 to which
this TC_to_CVC_2 is the reply.
Use this code as an identification to check if it is the answer to the
request that was sent.

… 06(Hex) = Vehicle ID
Reply code
07(Hex) = controller hardware version

08(Hex) = APT datafile partnumber
Bit 7 40(Hex) = resetable distance (daycounter)
41(Hex) = total traveled distance
(FF(Hex) = do nothing)
Byte 1 Bit 8
Requested data
… …
The format of the requested data in the reply is naturally
Byte 7 Bit 63 dependant on the reply code:
Byte 1 – 4 : ASCII serial number prefix (example : CBEA)
Each byte represents the ASCII code value of 1 character of the prefix
Byte 5 – 7 : serial number (example : 123456)

Serial number = byte 7 * 216 + byte 6 * 28 + byte 5

Byte 1 : throttle & brake pedal configuration
Bit 9 Bit 8 throttle pedal configuration
0 0 : throttle pedal using analog sensor - local
0 1 : throttle pedal using switch - local
1 0 : throttle pedal over CAN
1 1 : reserved
Bit 11 Bit 10 throttle pedal calibration status
0 0 : throttle pedal calibration disabled
0 1 : throttle pedal calibration requested
1 0 : throttle pedal calibration failed
1 1 : throttle pedal calibration success
Bit 13 Bit 12 brake pedal configuration
0 0 : brake pedal using analog sensor - local
0 1 : brake pedal using switch - local

1 0 : brake pedal over CAN

1 1 : reserved
Bit 15 Bit 14 brake pedal calibration status
0 0 : brake pedal calibration disabled
0 1 : brake pedal calibration requested
1 0 : brake pedal calibration failed
1 1 : brake pedal calibration success
Byte 2 : transmission configuration 1
Bit 17 Bit 16 transmission type
0 0 : 4F / 3R
0 1 : 4F / 4R
1 0 : 3F / 3R
1 1 : 6F / 3R
Bit 19 Bit 18 transmission calibration status
0 0 : clutch F – calibration success
0 1 : clutch F – not calibrated
1 0 : clutch F – calibration failed
1 1 : clutch F – calibration not applicable
0 0 : clutch H – calibration success
0 1 : clutch H – not calibrated
1 0 : clutch H – calibration failed
1 1 : clutch H – calibration not applicable
0 0 : clutch R – calibration success
0 1 : clutch R – not calibrated
1 0 : clutch R – calibration failed
1 1 : clutch R – calibration not applicable
Byte 3 : transmission configuration 2
0 0 : clutch 1 – calibration success
0 1 : clutch 1 – not calibrated
1 0 : clutch 1 – calibration failed
1 1 : clutch 1 – calibration not applicable
Byte 4 - 5 : axle ratio
Conversion : axle ratio = ( byte 5 * 256 + byte 4) / 1024
Byte 6 : tire size
Conversion : rolling radius = byte 6 * 4 [mm]
Byte 7 : not used = FF(Hex)
Continued on next page


06(Hex) = Vehicle ID
08(Hex) = APT datafile partnumber
Byte 1 – 7 : ASCII character code
Each byte represents the ASCII code value of 1 character of the
requested data
07(Hex) = controller hardware version

Byte 1 : hardware version number (no conversion)
Byte 2 – 7: not used = all FF(Hex)

Byte 1 – 2 : input state
Bit 8 = input 0 : 0 = open input / 1 = input connected to Vbat
Bit 18 – 23 = reserved
Byte 3 – 4 : output state
Bit 24 = VFS 0: 0 = switched off / 1 = modulating or connected to Vbat
Bit 28 = Aux 4: 0 = switched off / 1 = modulating or connected to Vbat
Bit 31 = DigOut 0: 0 = switched off / 1 = connected to Vbat
Bit 34 = DigOut 3: 0 = switched off / 1 = connected to Gnd
Bit 35 – 39 = reserved
Byte 5 : switched Vbat
Conversion : voltage = byte 5 / 5 [V]
0 = 0.0 V
253 = 50.6 V
254 = fault related to the voltage sensing
Byte 6 : permanent Vbat
0 = 0.0 V
253 = 50.6 V

Byte 7 : speed sensor voltage supply

0 = 0.0 V
253 = 50.6 V

Byte 1 – 6: speed freequencies
The speed values are coded with 12 bit precision and 8 Hz resolution.
Conversion :
sensor 0 = ( byte 1 + (( byte 2 & 0F(hex) ) * 256 )) * 8 [Hz]
sensor 1 = ((( byte 2 & F0(hex) ) / 16 )) + ( byte 3 * 16 )) * 8 [Hz]
sensor 2 = ( byte 4 + (( byte 5 & 0F(hex) ) * 256 )) * 8 [Hz]
sensor 3 = ((( byte 5 & F0(hex) ) / 16 )) + ( byte 6 * 16 )) * 8 [Hz]
Note : the ‘&’ operator used above, is the bitwise AND operator (as
‘&’ in the C language).
0= 0 Hz
1021 = 8168 Hz
1022 = fault related to the speed sensing
Byte 7 : reserved

Byte 1 = AnaIn 0 counts
Conversion : approx. analogue input counts = byte 1 * 4
0 = 0 counts
253 >= 1012 counts
254 = fault related to the analogue input
These counts relate to voltages on the input lines as follow :
Input voltage = byte 1 * 5000 / 256 [mV]
Conversion see above ( replace byte 1 by byte 2 )
REMARK:
AnaIn 0 and AnaIn 1 are resistive measurements, so conversion to voltage
is only the first step to know the correct resistive value.
After conversion to voltage as described above, an extra calculation is
needed on these inputs:
resistive value = (3000 * voltage value) / (8000 – voltage value) [Ohm]


Byte 1 = AnaOut 0 current
Conversion : analogue output current = byte 1 * 4 [mA]
0 = 0 mA ( 0 %)
253 >= 1012 mA ( 99 %)
254 = fault related to the analogue output

Byte 5 = AnaOut 4 PWM duty cycle
Conversion : analogue output PWM duty cycle = byte 5 * 100 / 256
0 = 0%
253 >= 99 %
254 = fault related to the analogue output

Similar to the reply format of reply code 31(Hex), but this time the speeds
are already converted from Hz to rpm and ordered by fucntion instead of
electrical connection
Byte 1 – 6: speed values in rpm

The speed values are coded with 12 bit precision and 8 rpm
resolution.
Conversion :
Engine speed = ( byte 1 + (( byte 2 & 0F(hex) ) * 256 )) * 8 [rpm]
Turbine speed = ((( byte 2 & F0(hex) ) / 16 )) + ( byte 3 * 16 )) * 8 [rpm]
Drum speed = ( byte 4 + (( byte 5 & 0F(hex) ) * 256 )) * 8 [rpm]
Output speed = ((( byte 5 & F0(hex) ) / 16 )) + ( byte 6 * 16 )) * 8 [rpm]
Note : the ‘&’ operator used above, is the bitwise AND operator (as
‘&’ in the C language).
0= 0 rpm
1021 = 8168 rpm
1022 = fault related to the speed sensing
Byte 7 : reserved


Byte 1 - 2 : impeller torque
Conversion : impeller torque = ( byte 2 * 256 + byte 1) [Nm]
Byte 3 - 4 : turbine torque
Conversion : turbine torque = ( byte 4 * 256 + byte 3) [Nm]
Byte 5 - 6 : speed ratio
Conversion : speed ratio = ( byte 6 * 256 + byte 5) / 1024
Byte 7 : reserved (FF(Hex))

Byte 1 - 4 : total operation time (engine running)
Conversion :
24 16 8
total operation time = ( byte4 * 2 + byte3 * 2 + byte2 * 2 + byte1 ) [s]
Byte 5 - 7 : service time
This service time is a counter that counts down to zero to indicate that
the recommended operation time has expired and it is time for
servicing the transmission (mainly the automatic transmission
calibration)
Conversion :
service time = (byte5 + byte6 * 28 + byte 7 * 216) – 1.800.000 [s]
(there is an offset of 500 hours )
Negative times show the amount of time the
recommended service time is exceeded.
0 = -1.800.000 s = -500 h = recommended service time exceeded by

500 h or more
16.200.000 s = 4500 h = 4500 h or more to go before recommended
service time
40(Hex) = resetable distance (daycounter)

41(Hex) = total traveled distance
Byte 1 - 4 : total operation time (engine running)
Conversion :
24 16 8
distance = ( byte 4 * 2 + byte 3 * 2 + byte 2 * 2 + byte 1 ) / 10
[km] or [miles]
Note : the distance is expressed in km or miles (with a resolution of 0.1),

which is determined by a parameter setting in the GDE tool.
Standard is km, but using the configuration sets allows the speed
displaying to be converted to miles.

2.2.3 TC_to_CVC_2: Error Info

Value Detail
Byte 0 Bit 0
Reply code
Reply code
…
Supported values :
10(Hex) = 1st active error info
11(Hex) = next active error info
12(Hex) = 1st inactive error info
13(Hex) = next inactive error info
Bit 7 14(Hex) = clear inactive errors buffer
Byte 1 Bit 8
Fault Area (example: error = 60.01 => fault area =60)
The fault area is the first part of the full error code defining a fault.
Fault Area
…
Fault area representation is limited to 2 characters, so fault
area values higher than 100 have to be represented in their
hexadecimal format!
Example: exceed parameter code E1.01: fault area = 225 = E1(Hex) (show this).
Bit 15
Byte 2 Bit 16
…
Fault Type (example: error = 60.01 => fault type =01)
Type
Fault
The fault type is the second part of the full error code defining a fault.
Bit 23
Byte 3 Bit 24
Number of Occurances
occurances
Number of
… The fault area is the first part of the error code defining a fault, indicating the
Byte 4 area of the fault.
Bit 39 Conversion: number of occurrences = byte 4 * 256 + byte 3
Byte 5 Bit 40
Time Ago
Time Ago
… Time ago indicates how long the fault has last been active. If the last
Byte 6 occurrence was more than 36 hours ago, 36 hours is reported.
Bit 55 Conversion: time ago = (byte 6 * 256 + byte 5) * 2 [sec.]
Byte 7 Bit 56
Fault Severity
Byte 7 : fault severity
Fault Severity
01(Hex) = severe warning - need to stop immediately

… 02(Hex) = warning – service urgently
03(Hex) = info – report and service
04(Hex) = exceed parameter code - info
09(Hex) = Dana info
FF(Hex) = fault group not supported
Bit 63
If no more active or inactive errors are present, the fault area and fault type will be
FF(Hex) (see also description paragraph 1.3.5).
For a more detailed description about the error info, please refer to chapter 4.

2.2.4 TC_to_CVC_2: Calibration Control: Analog Input Signals

Value Detail
Byte 0 Bit 0
Reply Code
When a calibration request has been accepted, TC_to_CVC_2 will
be sent each 100 ms as long as the calibration mode is active.
For a detailed description of correct usage of this codes, refer to
Reply code
the chapter 1 paragraph 5.5.
…
Supported values :
20(Hex) = throttle pedal calibration
21(Hex) = brake pedal calibration
24(Hex) = servo feedback calibration
25(Hex) = hydraulic lever calibration
Bit 7
Byte 1 Bit 8
Calibration Phase Number
Phase Number
00(Hex) : Calibration of the analog input low value

01(Hex) : Calibration of the analog input middle value
… 02(Hex) : Calibration of the analog input high value
03(Hex) : Saving calibration results
04(Hex) : Calibration successfully completed
05(Hex) : Calibration failed
Bit 15 06(Hex) : Calibration on hold
Byte 2 Bit 16
… 00(Hex) Reserved = 00(Hex)
Bit 23
Byte 3 Bit 24
Calibration ASCII Code
ASCII Code
ASCII code value of a character representing the active calibration option:

…
54(Hex) = ‘T’ = throttle pedal calibration
42(Hex) = ‘B’ = brake pedal calibration
53(Hex) = ‘S’ = servo feedback calibration
Bit 31 48(Hex) = ‘H’ = hydraulic lever calibration
Byte 4 Bit 32
Calibration Status
Status
… 00(Hex) : Calibration not active

Bit 39 03(Hex) : Calibration active
Byte 5 Bit 40
User Intervention
This code specifies the action required by the user during the running
calibration:
00(Hex) : no action required – do nothing
User intervention
01(Hex) : push pedal, lever,… of anlog input signal

02(Hex) : release pedal, lever,… of anlog input signal
… 03(Hex) : select neutral
04(Hex) : select forward
05(Hex) : stop vehicle (vehicle movement detected)
06(Hex) : heat up transmission (temperature too low)
07(Hex) : engine speed control busy – do nothing
08(Hex) : hold pedal, lever,… of anlog input signal in current position
09(Hex) : check error code
0A(Hex) : apply parking brake
Bit 47

Byte 6 Bit 48
Analog Input
Analog Input Value
…
Byte 7 value The measured value of the analog input signal being calibrated:
8
Bit 63 Conversion:Analog input value = (byte6 + byte 7 * 2 ) [mV or Ohm]
2.2.5 TC_to_CVC_2: Calibration Control: Heating mode

Value Detail
Byte 0 Bit 0
Reply Code
When the heating mode request has been accepted, TC_to_CVC_2
will be sent each 100 ms as long as this heating mode is active.
Reply code
…
the chapter 1 paragraph 6.4.1.
Supported values :
Bit 7 26(Hex) = transmission heating mode
Byte 1 Bit 8
… Heating mode
Heating Mode State
state 00(Hex) : minimum required transmission temperature not reached yet
Bit 15 01(Hex) : minimum required transmission temperature reached
Byte 2 Bit 16
… Measured
Measured Temperature
temperature Conversion: Temperature = byte6 - 50 [°C]
Bit 23
Byte 3 Bit 24
…
Minimum Minimum Required Temperature
required
temperature Conversion: Temperature = byte6 - 50 [°C]
Bit 31
Byte 4 Bit 32 FF(Hex) Reserved = FF(Hex)
Byte 5 FF(Hex) Reserved = FF(Hex)
…

2.2.6 TC_to_CVC_2: Automatic Transmission Calibration Control

Value Detail
Byte 0 Bit 0
Reply Code
When the transmission calibration request has been accepted,
TC_to_CVC_2 will be sent each 100 ms as long as the calibration
Reply code
mode is active.
…
the chapter 1 paragraph 6.4.2.
Supported values :
Bit 7 22(Hex) = transmission calibration
Byte 1 Bit 8
Calibration Phase Number
Phase Number
00(Hex) : automatic transmission clutch calibration pre-phase

01(Hex) : automatic transmission clutch calibration
… 02(Hex) : calibration Pressure To Torque: reserved for DANA
03(Hex) : calibration Pressure To Current: reserved for DANA
04(Hex) : calibration successfully completed
05(Hex) : calibration failed (with error info)
Bit 15 06(Hex) : calibration on hold
Byte 2 Bit 16
Calibration Subphase Number
Subphase
This is just a counter indicating the progress of the iteration process of the
Number
… automatic transmission calibration.

It can be used to provide some feedback to the user while the calibration
Bit 23 process is running.
Byte 3 Bit 24
ASCII code value of a character representing the clutch being calibrated:
ASCII Code
46(Hex) = ‘F’ = forward direction clutch

…
52(Hex) = ‘R’ = reverse direction clutch
st
31(Hex) = ‘1’ = 1 range clutch
nd
32(Hex) = ‘2’ = 2 range clutch
33(Hex) = ‘3’ = 3rd range clutch
Bit 31 34(Hex) = ‘4’ = 4th range clutch
Byte 4 Bit 32
Calibration Status
Status
… 00(Hex) : Calibration not active

Bit 39 03(Hex) : Calibration active
Byte 5 Bit 40
User Intervention
This code specifies the action required by the user during the running
calibration:
00(Hex) : no action required – do nothing
User intervention
01(Hex) : push the throttle pedal to increase the engine speed

02(Hex) : release the throttle pedal to decrease the engine speed
… 03(Hex) : select neutral
04(Hex) : select forward
05(Hex) : stop vehicle (vehicle movement detected)
06(Hex) : heat up transmission (temperature too low)
07(Hex) : engine speed control busy – do nothing
08(Hex) : keep the throttle pedal in its current position
09(Hex) : check error code (see bytes 6 – 7)
0A(Hex) : apply parking brake
Bit 47

Byte 6 Bit 48
Error code
Calibration Error Code
In case the calibration encountered an error, the corresponding code is shown
in these bytes. This information is only valid when byte5 = 09(Hex) !
…
Conversion: error code = byte6 + “.” + byte 7
Byte 7
When there are error codes to be checked during the automatic
transmission calibration, it is recommended to keep track of these
Bit 63
errorcodesand contact a DANA Service representative.
2.2.7 TC_to_CVC_2: Calibration Control: Abort Command

Value Detail
Byte 0 Bit 0
Reply Code
When it is necessary to abort any running calibration, the request
code 23(Hex) will be sent to the APC200. In return this reply will be
Reply code
sent (single reply)

…
the chapter 1 paragraphs 5.5 and 6.4.
Supported values :
Bit 7 23(Hex) = transmission calibration
Byte 1 Bit 8 XX(Hex) Not relevant = XX(Hex) = value can be anything, depending on calibration mode
…
Byte 2 Bit 23 XX(Hex) Not relevant = XX(Hex) = value can be anything, depending on calibration mode
Byte 3 Bit 24
ASCII
Code
… ASCII code value of a character indicating that calibration is aborted:

41(Hex) = ‘A’ = forward direction clutch
Bit 31
Byte 4 Bit 32
Calibration Status
Status
… Value indicating that calibration is aborted:

Bit 39 00(Hex) : Calibration not active

…

2.2.8 TC_to_CVC_2: Statistics

Value Detail
Byte 0 Bit 0
Reply code
Supported values :
Reply code
… 52(Hex) = statistic shifts to/in NEU 5B(Hex) = statistic overspeed in NEU
53(Hex) = statistic shifts to/in F1 5C(Hex) = statistic overspeed in F1
54(Hex) = statistic shifts to/in F2 5D(Hex) = statistic overspeed in F2
55(Hex) = statistic shifts to/in F3 5E(Hex) = statistic overspeed in F3
56(Hex) = statistic shifts to/in F4 5F(Hex) = statistic overspeed in F4
5A(Hex) = statistic shifts to/in R4 63(Hex) = statistic overspeed in R4
64(Hex) = statistic temperature limit
Bit 7
Byte 1 Bit 8
Statistics Counter
Counter value indicating the number of occurrences:
Statistics counter
Byte 2 52(Hex) – 5A(Hex) = number of shifts to the addressed gear

5B(Hex) – 63(Hex) = number of overspeed occurances in the addressed gear
… 64(Hex) = number of overtemperature occurances
Conversion:
Byte 3 Counter = ( byte 3 * 2
16 8
+ byte 2 * 2 + byte 1 )
0 .. 4094 : valid counter value
Bit 31 4095 : statistics counter not available
Byte 4 Bit 32
Statistics Timer
Counter value indicating the number of occurrences:
Statistics timer
Byte 5
52(Hex) – 5A(Hex) = time spent in the addressed gear
… 5B(Hex) – 63(Hex) = time of overspeed state in the addressed gear
Byte 6 64(Hex) = time of overtemperature state
Conversion:
Byte 7 Timer = ( byte 7 * 2
24
+ byte 6 * 2
16 8
+ byte 5 * 2 + byte 4 ) / 10 [s]
Bit 63

2.2.9 TC_to_CVC_2: APC200 user interface

Value Detail
Byte 0 Bit 0
Reply code
Reply code
… Use this code as an identification to check if it is the answer to the
Supported values :
Bit 7
70(Hex) = APC200 user interface
Byte 1 Bit 8
… FF(Hex) Reserved = FF(Hex)
Bit 15
Byte 2 Bit 16 7 segment LED digit 1 (= most right)
bit 16 = segment A : 0 = not lit / 1 = lit
7 segment LED
bit 17 = segment B : 0 = not lit / 1 = lit

digit 1
… F B bit 18 = segment C : 0 = not lit / 1 = lit

G
bit 19 = segment D : 0 = not lit / 1 = lit
E C bit 20 = segment E : 0 = not lit / 1 = lit
D bit 21 = segment F : 0 = not lit / 1 = lit
D bit 22 = segment G : 0 = not lit / 1 = lit
Bit 23 bit 23 = segment DP : 0 = not lit / 1 = lit
Byte 3 Bit 24 7 segment LED digit 2 (= 2nd of right)

7 segment LED
A
digit 2

G
Byte 4 Bit 32 7 segment LED digit 3 (= 3rd of right)

A bit 32 = segment A : 0 = not lit / 1 = lit
7 segment LED

F B
digit 3
… G bit 34 = segment C : 0 = not lit / 1 = lit

D D bit 37 = segment F : 0 = not lit / 1 = lit
bit 38 = segment G : 0 = not lit / 1 = lit
Byte 5 Bit 40 7 segment LED digit 4 (= most left)

7 segment LED
A
digit 4

G

Byte 6 Bit 48 “M” button (top)

“M” button state
Bit 49 “S” button
(bottom)
“S” button state
Bit 50 1 Reserved = 1
Bit 52 “D” led
(top)
“D” LED state
0 = LED is off
1 = LED is on
Bit 53 “E” led
(bottom)
“E” LED state
0 = LED is off
1 = LED is on
Byte 7 Bit 56
… FF(Hex) Reserved = FF(Hex)
Bit 63

2.2.10 TC_to_CVC_2: Display mode selection

Value Detail
Byte 0 Bit 0
Reply code
Reply code
…
Supported values:
Bit 7 71(Hex) = select display mode
Byte 1 Bit 8
Display type
Echo of code of the requested display mode .
Use this code as an identification to check if the requested display
mode was accepted.
Supported values :
Display type
…
00(Hex) = normal display mode
01(Hex) = display test mode
02(Hex) = on/off input test mode
03(Hex) = analogue input test mode
04(Hex) = speed sensor test mode
05(Hex) = output test mode
06(Hex) = voltage test mode
09(Hex) = calibration mode
Bit 15
Byte 3 FF(Hex)
Byte 4 … FF(Hex) Reserved = all bytes are FF(Hex)
Byte 5 FF(Hex)
Byte 6 FF(Hex)

2.2.11 TC_to_CVC_2: Configuration Set Selection

Value Detail
Byte 0 Bit 0
Reply code
Reply code
…
Supported values:
80(Hex) = configuration set selection
Bit 7
Byte 1 Bit 8
Command Acceptance code
acceptance code
Code to indicate if the requested commande code of CVC_to_TC_3 (byte1)

Command
was accpeted or not:

…
00(Hex) = read request of currently active configuration set accepted
01(Hex) = write request to select a specified configuration set accepeted
FF(Hex) = write request to select a specified configuration set NOT accepeted
Bit 15
Byte 2 Bit 16
New selected configuration set index
New Configuration Set
Index of the new selected configuration set:
00(Hex) - 27(Hex) = index to a valid configuration set (40 sets available)

Index
… FF(Hex) = no valid configuration set selected

Note:
If there is no new configuration set selected that still needs to be activated by
restarting rthe APC200, this index shows the same value as the currently active
configuration set (see byte3).
Bit 23
Byte 3 Bit 24
Active configuration set index
Active Configuration Set Index
Index of the new selected configuration set:
00(Hex) - 27(Hex) = index to a valid configuration set (40 sets available)

FF(Hex) = currently no valid configuration set selected
…
Note:
The index value FF(Hex) should never be returned during normal operation of the
ECM firmware, because this means that there is no configuration set activated.
This is not recommended, because operating without a configuration set
activated is only intended for DANA problem solving purposes!
Bit 31
…
Bit 63

2.2.12 TC_to_CVC_2: Configuration Set Parameter Handling

Value Detail
Byte 0 Bit 0
Reply code
Reply code
… request that was sent.
Supported values:
Bit 7 81(Hex) = configuration set parameter handling
Byte 1 Bit 8
Parameter Index Acceptance
Normally this is an echo of the addressed parameter index of CVC_to_TC_3
(byte1), but a special code can be replied if there was a problem with the
request:
00(Hex) - 80(Hex) = index to a valid configuration set parameter (see list in
Index Acceptance
chapter 2 paragraph 4.5.4)

Parameter
7B(Hex) = writing a new value not accepted because machine conditions not
… fullfilled
7C(Hex) = writing a new value not accepted because previous write operation
not completed yet
7D(Hex) = writing a new value not accepted because specified value is not
within the allowed range
7E(Hex) = read/wrtite request not accepted because a non-existing configuration
set parameter was addressed
7F(Hex) = read/wrtite request not accepted because there is no valid
Bit 15 configuration set currently activated
Byte 2 Bit 16
Active Parameter Value
Parameter
Active
Value
… Active value of the addressed parameter:

Byte 3
Conversion: Parameter Value = byte2 + byte3 x 256
Bit 31
Byte 4 Bit 32
Minimum Parameter Value
Parameter
Minimum
Value
… Minimum allowed value of the addressed parameter:

Byte 5
Conversion: Minimum Value = byte4 + byte5 x 256
Bit 47
Byte 6 Bit 48
Maximum Parameter Value
Parameter
Maximum
Value
… Maximum allowed value of the addressed parameter:

Byte 7
Conversion: Maximum Value = byte6 + byte7 x 256
Bit 63
1) The exact meaning of the replied active, minimum and maximum value depends on the
parameter being addressed and is listed in the table in chapter 2 paragraph 4.5.4.
2) The replied active, minimum and maximum value will be FFFF(Hex) in case there is a problem
with the addressing of the confguration set parameter (see parameter index acceptance codes in
byte 1)

2.3 TC_to_CVC_3: Broadcasted Torque Converter info

DLC : 8
Value Detail
Byte 0 Bit 0
Impeller Torque
Actual impeller torque (engine torque absorbed by torque converter) calculated
Impeller Torque
by APC *
Conversion: impeller torque = byte0 + (byte1 x 256) [Nm]
Byte 1 …
0 – 64255 (FAFF(hex)) = valid signal range
65279 (FEFF(hex)) = fault related to impeller torque calculation
65535 (FFFF(hex)) = measurement not supported
Bit 15
Byte 2 Bit 16
Turbine Torque
Actual turbine torque (torque produced by torque converter and transferred to
Turbine Torque
the transmission) calculated by APC *
Byte 3 Conversion: turbine torque = byte2 + (byte3 x 256) [Nm]

…
65279 (FEFF(hex)) = fault related to turbine torque calculation
Bit 31
Byte 4 Bit 32
Speed Ratio
Actual speed ratio (ratio of turbine to engine speed) measured by APC
Speed Ratio
Conversion: speed ratio = ( byte4 + (byte5 x 256) ) / 1024

…
Byte 5
65279 (FEFF(hex)) = fault related to speed ratio measurement
Bit 47
…
Bit 63
* Impeller and turbine torque are values that are calculated by the APC based on speed ratio measurement and the
theoretical torque converter characteristics. Therefore these values are approximate and should not be considered as
precise torque measurements.

3 SAE J1939 Standard Messages - Implemented
3.1 TSC1: Speed control # 1

Message identifier : C000003(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) 0000 (Hex) = 0 (Dec) 03 (Hex) = 3 (Dec)
Repetition rate : 10 ms or lower (depending on engine type)
DLC : 8
Value Detail
Byte 0 Bit 0 1
Bit 1 0
Control bits
Bit 2 0 Bit 0 – 1 : override control mode
Bit 3 1 01(Bin) : speed control
Bit 4 1
Bit 5 1 Bit 2 – 3 : requested speed control conditions
Bit 6 0 10(Bin) : stability optimized for driveline engaged and/or in lockup
Bit 7 0 condition 1
Bit 4 – 5 : override control mode priority
11(Bin) : low priority
Bit 6 – 7 : not defined
00(Bin)
Byte 1 Bit 8
Requested speed
Requested
speed
… Conversion : requested speed = ( byte 2 * 256 + byte 1 ) * 0.125 [RPM]

Byte 2
Bit 23
Byte 3 Bit 24 00(Hex) Requested torque

… For APC200 ECM/ECI application the torque may not be limited and thus
should all bits = 0
Bit 31

Byte 5 FF(Hex) These bytes are not defined.
Byte 7 FF(Hex)
Bit 63

3.2 EEC2: Electronic engine controller # 2

Message identifier : CF00300(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) F003 (Hex) = 61443 (Dec) 00 (Hex) = 0 (Dec)
Originator : engine controller
DLC : 8
Value Detail
Byte 0 Bit 0 Accelerator
Bit 1 pedal low idle
Status bits
switch Bit 0 – 1: accelerator pedal low idle switch
Bit 2 Accelerator 00(Bin) : accelerator pedal not in low idle condition
Bit 3 pedal kickdown 01(Bin) : accelerator pedal in low idle condition
switch
Bit 4 0 Bit 2 – 3 : accelerator pedal kickdown switch
Bit 5 0 00(Bin) : kickdown passive
Bit 6 0 01(Bin) : kickdown active
Bit 7 0
0000(Bin)
Byte 1 Bit 8
Accelerator pedal position
Accelerator pedal
Bit 9
Bit 10 Conversion : pedal position = byte 1 * 0.4 [%]
position
Bit 11
Bit 12
Bit 13
Bit 14
Bit 15
Byte 2 Bit 16
Bit 17
Load at current speed
Load at current
Bit 18 Conversion : load = byte 2 - 125 [%]

speed
Bit 19
Bit 20
Bit 21
Bit 22
Bit 23
Byte 4 FF(Hex)
These bytes are not defined.

4 SAE J1939 Standard Messages - To Be Implemented

The following SAE J1939 Standard Messages are not supported by the current
APC200 firmware, but could be implemented upon request and after agreement with
DANA.
4.1 ETC1: Electronic transmission controller # 1

DLC : 8
Value Detail
Byte 0 Bit 0 Driveline
Bit 1 engagement
Status bits
Bit 2 Torque Bit 0 – 1 : driveline engagement
Bit 3 converter lockup 00(Bin) : driveline disengaded
status 01(Bin) : driveline engaged
Bit 4 Shift status
Bit 5 Bit 2 – 3 : torque converter lockup status
Bit 6 0 00(Bin) : torque converter lockup disengaded
Bit 7 0 01(Bin) : torque converter lockup engaged
Bit 4 – 5 : shift status
00(Bin) : shift is not in progress
01(Bin) : shift is in progress
00(Bin)
Output shaft
Byte 1 Bit 8
Output shaft speed
speed
… Conversion : output speed = ( byte 2 * 256 + byte 1 ) * 0.125 [RPM]

Byte 2
Bit 23
Byte 3 Bit 24
Percent clutch slip
clutch slip
Percent
… Conversion : percent clutch slip = byte 3 * 0.4 [%]
Bit 31
Byte 4 Bit 32 Engine
Bit 33 overspeed
Command bits
Bit 34 Progressive Bit 32 – 33 : engine overspeed
Bit 35 shift 00(Bin) : momentary engine overspeed is disabled
Bit 36 0 01(Bin) : momentary engine overspeed is enabled
Bit 37 0 11(Bin) : take no action
Bit 38 0
Bit 34 – 35 : progressive shift
Bit 39 0
00(Bin) : progressive shift is not disabled
01(Bin) : progressive shift is disabled
11(Bin) : take no action
00(Bin)

Value Detail
Byte 5 Bit 40
Input shaft speed
Input shaft
speed
Byte 6 … Conversion : input speed = ( byte 6 * 256 + byte 5 ) * 0.125 [RPM]
Bit 55
… This byte is not defined.
To avoid any confusion and following the principle of the SAE J1939
Bit 63 standard, it is recommended to set all bits to 1 (= byte to FF(Hex) ).
4.2 ETC2: Electronic transmission controller # 2

DLC : 8
Value Detail
Byte 0
Selected gear
Selected gear
Bit 0
… Conversion : selected gear = byte 0 - 125

Note : negative values are reverse gears, positive values are forward gears,
Bit 7 and 0 is neutral.
Byte 1 Bit 8
Actual gear ratio
Actual gear
ratio
… Conversion : gear ratio = ( byte 2 * 256 + byte 1 ) * 0.001

Byte 2
Bit 23
Byte 3
Current gear
Current gear
Bit 24
… Conversion : current gear = byte 3 - 125

Note : negative values are reverse gears, positive values are forward gears,
Bit 31 and 0 is neutral.
Byte 4 Bit 32
Transmission requested range
requested range
Transmission
Conversion : transmission range = 2 ASCII characters

…
Byte 5 Note : If only 1 character is needed, use the 2nd ,and the 1st should be a
space (ASCII : 32).
Bit 47
Byte 6 Bit 48
Transmission current range
Transmission
current range
Conversion : transmission range = 2 ASCII characters

… nd st
Byte 7 Note : If only 1 character is needed, use the 2 ,and the 1 should be a
space (ASCII : 32).
Bit 63

4.3 EEC1: Electronic engine controller # 1

Originator : engine controller
Repetition rate : engine speed dependant
DLC : 8
Value Detail
Byte 0 Bit 0
Bit 1 Engine / retarder
Status bits
Bit 2 torque mode Bit 0 – 3 : engine / retarder torque mode
Bit 3 0000(Bin) : low idle governor / no request (default mode)
Bit 4 0 0001(Bin) : accelerator pedal / operator selection
Bit 5 0 0010(Bin) : cruise control
Bit 6 0 0011(Bin) : PTO governor
Bit 7 0 0100(Bin) : road speed governor
0101(Bin) : ASR control
0110(Bin) : transmission control
0111(Bin) : ABS control
1000(Bin) : torque limiting
1001(Bin) : high speed governor
1010(Bin) : brake system
1011(Bin) : not defined
1110(Bin) : other
1111(Bin) : not available
0000(Bin)
Byte 1 Bit 8
Driver’s demand engine - torque
demand
engine -
Driver’s
torque
… Conversion : engine torque = byte 1 - 125 [%]
Bit 15
Byte 2 Bit 16
Actual engine
Actual engine - torque

- torque
… Conversion : engine torque = byte 2 - 125 [%]
Bit 23
Byte 3 Bit 24
Engine speed
Engine
speed
… Conversion : engine speed = ( byte 4 * 256 + byte 3 ) * 0.125 [RPM]

Byte 4
Bit 39
These bytes are not defined.
standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 7 FF(Hex)
Bit 63

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
• Over voltage
• Under 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.

4.3 Over voltage
The APC200 is very tolerant to large transients on its power lines (see also 0).
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 chapter 3 paragraph 1.3.5 and 2.2.3.
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.
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 3.3 and 3.4.
In case a fault is signalled, the vehicle must be serviced in order to find and correct
the cause of the problem.
Production Test
• During the production cycle, all units receive following tests:
• 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’.
With this document placed in the same folder as the user manual, having opened
this user manual using Microsoft Word and with Microsoft Excel installed on your
computer, clicking the following link will open the list:
APC200 ECM-ECI Error Codes ver1.4
If this link is unusable, please consult the document ‘APC200 ECM-ECI Error Codes ver1.4.xls’.

Revision record
Revision Date Made by Comments
1.0 29/06/2004 DT & KVS Created for firmware version 3.0
1.1 08/07/2004 KVS Adapted for firmware version 3.5:
- Adapted Inching description
- link to new updated failure code list
- added description new features
- added description new features
- CAN EDI chapter:
- updated
- corrected typing errors
− updated description “operator seated detection”
and “seat orientation”
− CAN EDI chapter:
− new message: TC_to_CVC_3
− obsolete: CVC_to_TC_2
− added remark for calculation of value in
TC_to_CVC_2 reply code 32(Hex)
− reference to “Dashboard” tool where relevant


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APC200 ECM/ECI.

APC200 ECM/ECI User Manual

CHAPTER 1: APC200 ECM/ECI Transmission Control System Description............ 7

APC200 ECM/ECI User Manual

CHAPTER 2: APC200 ECM/ECI Configuration Sets Description ............................ 57

APC200 ECM/ECI User Manual

CHAPTER 3: APC200 ECM/ECI CAN EDI Protocol Description ............................. 82

1 Proprietary Messages from Central Vehicle Controller (CVC) to Transmission

APC200 ECM/ECI User Manual

CHAPTER 4: APC200 ECM/ECI Fault Detection & Handling ................................. 125

1 Applicable safety guidelines.................................................................................... 126

APC200 ECM/ECI User Manual

Revision record ......................................................................................................... 137

APC200 ECM/ECI User Manual

APC200 ECM/ECI User Manual

Shift Lever Control

APC200 ECM/ECI User Manual

ANA INP ANA I/O

1.2 External interfaces

Part Packard Part number

APC200 ECM/ECI User Manual

Following type designations are considered:

APC200 ECM/ECI User Manual

Rear view on the

1.3 Man Machine interface

APC200 ECM/ECI User Manual

APC200 ECM/ECI User Manual

Display mode Comment

CPOS Reflects the current shift lever direction and position.

CTMP Shows cooler input temperature in °C

APC200 ECM/ECI User Manual

1.4 Operating modes

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.

APC200 ECM/ECI User Manual

Also when a fault related to the parameter settings located in

1.4.5 Mode identification

Mode D-led E-led Display

Self test On Off described in 4.1 Diagnostics

Shut Down Off Blinking

1.5 Operating Characteristics

1.5.2 On/Off inputs

APC200 ECM/ECI User Manual

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)

APC200 ECM/ECI User Manual

1.5.8 Communication interfaces

Bitrate 38400 BPS

APC200 ECM/ECI User Manual

1.6 Functional description

1.6.1.1 Shift lever

1.6.1.2 Throttle pedal position

1.6.1.3 Brake pedal position

APC200 ECM/ECI User Manual

1.6.1.4 Hydraulic lever position

1.6.1.5 Manual / automatic selection

• Use of a digital input, of which the logic can be inverted if requested

APC200 ECM/ECI User Manual