ECON.A User Manual Ver0.0 Draft

ECON.A.
User Manual - Draft
ECON.A User Manual

Ten Briele 3, 8200 Brugge, Belgium Controls 28/12/07
Tel: +32 50 402450 CONTROLS@DANA.COM Doc P/N: draft Rev 0.0 Page: 1 of 124
CONTENTS
CONTENTS.....................................................................................................................2
CHAPTER 1: ECON.A Transmission Control System Description............................7
1 Functional specification ............................................................................................... 8

1.1 General ....................................................................................................................................8
1.2 Applicable hardware platform ..................................................................................................8
1.3 Overview of the ECON.A main features ..................................................................................8
1.4 Operating Modes .....................................................................................................................9
1.4.1 Normal operation mode .......................................................................................................9
1.4.2 Transmission Shutdown mode ............................................................................................9
1.4.3 Transmission Limphome mode ...........................................................................................9
1.4.4 Calibration mode .................................................................................................................9
1.4.5 ECON.A Shutdown mode..................................................................................................10
1.4.6 Bootloader Mode (programming mode) ............................................................................10
1.5 Input Functions ......................................................................................................................11
1.5.1 Shift lever...........................................................................................................................11
1.5.2 Seat Orientation switch......................................................................................................11
1.5.3 Redundant Neutral Request (safety) .................................................................................12
1.5.4 Declutch.............................................................................................................................12
1.5.5 Operator presence switch..................................................................................................13
1.5.6 Neutral lock reset switch....................................................................................................14
1.5.7 Auto/Manual gear shifting selection...................................................................................14
st nd
1.5.8 Start 1 /2 selection – STILL TO BE DOCUMENTED .....................................................15
1.5.9 Inhibit upshifting – STILL TO BE DOCUMENTED ............................................................15
1.5.10 Kickdown ...........................................................................................................................16
1.5.11 Lockup enable switch ........................................................................................................17
1.5.12 Throttle Pedal Idle Position................................................................................................17
1.5.13 Throttle Pedal Full Position................................................................................................18
1.5.14 Throttle pedal position .......................................................................................................18
1.5.15 Brake pedal position ..........................................................................................................19
1.5.16 Parking Brake State...........................................................................................................20
1.5.17 Turbine speed sensor........................................................................................................20
1.5.18 Engine Speed sensor ........................................................................................................20
1.5.19 Transmission Sump Temperature sensor .........................................................................21
1.5.20 Transmission Converter Out Temperature sensor............................................................21
1.6 Output Functions....................................................................................................................22
1.6.1 Transmission Control Valve...............................................................................................22
1.6.2 Lockup ...............................................................................................................................22
1.6.3 Neutral Engine start ...........................................................................................................22
1.6.4 Speedometer .....................................................................................................................23
1.6.5 Speed dependant output – STILL TO BE DOCUMENTED ...............................................23
1.6.6 Warning lamp output – STILL TO BE DOCUMENTED.....................................................23
1.7 Transmission Control Functions: Direction Engagement ......................................................24
1.7.1 Direction Change (Forward Reverse or visa versa) ......................................................24
1.7.2 Direction change from Neutral at standstill........................................................................26
1.7.3 Conditions for forcing Neutral ............................................................................................26
1.8 Transmission Control Functions: Gear Shifting .....................................................................27
1.8.1 Automatic gearshifting – speed sensed.............................................................................27
1.8.2 Automatic gearshifting – load sensed (LSAS) ...................................................................28
ECON.A User Manual

1.8.3 Automatic kickdown – STILL TO BE DOCUMENTED ......................................................29
1.9 Transmission Control Functions: Forcing Neutral..................................................................30
1.9.1 Force Neutral @ powerup .................................................................................................30
1.10 Transmission Control Functions: Drivetrain Protection..........................................................30
1.10.1 Downshift overspeeding protection ...................................................................................30
1.10.2 Automatic gearshifting in neutral .......................................................................................30
1.11 Transmission Control Functions: Lockup ..............................................................................31
1.11.1 Manual or automatic lockup control...................................................................................31
1.11.2 Enabling and disabling automatic lockup ..........................................................................31
1.11.3 Automatic lockup function..................................................................................................31
1.12 RD.120 Display (optional) ......................................................................................................34
1.12.1 Display design ...................................................................................................................34
1.12.2 Normal Display Mode – STILL TO BE COMPLETED .......................................................34
1.12.3 Error display mode.............................................................................................................35
1.12.4 Diagnostics Mode ..............................................................................................................36
1.12.5 Bootloader Mode (programming mode) ............................................................................41
2 Control system: Analog Input Signals Calibration ................................................... 43
2.1 Activating the calibration mode with RD.120 (optional) .........................................................43
2.2 Brake pedal sensor calibration with RD.120 (optional) ..........................................................43
2.3 Throttle pedal sensor calibration with RD.120 (optional) .......................................................44
2.4 Controlling Analog Input Signal Calibration using CAN .........................................................46
CHAPTER 2: ECON.A Configuration Sets Description ............................................48
3 Introduction................................................................................................................. 49
4 Using Configuration Sets ........................................................................................... 50
4.1 Basic concept.........................................................................................................................50
4.2 Configuration Set Parameters Description ............................................................................50
4.2.1 Configuration Set Name (GDE only) ................................................................................50
4.2.2 ShiftLever Type..................................................................................................................50
4.2.3 Digital input features ..........................................................................................................50
4.2.4 Digital output features........................................................................................................52
4.2.5 Analog input features.........................................................................................................52
4.2.6 Max Vehicle Speed............................................................................................................53
4.2.7 Max DirChg Vehicle Speed................................................................................................53
4.2.8 Max DirChg Engine Speed ................................................................................................53
4.2.9 Tyre Rolling Radius ...........................................................................................................54
4.2.10 Axle Reduction...................................................................................................................54
4.2.11 ConfigSet ID ......................................................................................................................54
5 Configuration Set Management: GDE ....................................................................... 55
5.1 Editing Configuration Sets with OEM Engineering GDE........................................................55
5.2 Suggestions for Managing Configuration Sets with GDE ......................................................56
5.3 Selecting Configuration Sets with OEM Production GDE ......................................................56
5.4 Uploading machine configuration with OEM Production GDE ...............................................57
6 Configuration Set Management: Dashboard............................................................. 58
7 Configuration Set Management: CAN ....................................................................... 59
7.1 Conditions for Reading and Setting Values on CAN..............................................................59
7.2 Selecting a Configuration Set: CVC_to_TC_4 .......................................................................60
7.2.1 CVC_to_TC_4 defined for Configuration Set Selection.....................................................60
7.2.2 CVC_to_TC_4.Byte 1 ........................................................................................................60
7.2.3 CVC_to_TC_4.Byte 2 ........................................................................................................60
7.3 ECON.A reply Configuration Set Selection: TC_to_CVC_4 ..................................................61
7.3.1 TC_to_CVC_4 defined for Configuration Set Selection.....................................................61
7.3.2 TC_to_CVC_4.Byte 1 ........................................................................................................61
ECON.A User Manual

7.3.3 TC_to_CVC_4.Byte 2 ........................................................................................................61
7.3.4 TC_to_CVC_4.Byte 3 ........................................................................................................62
7.4 Communication Overview Selecting a Configuration Set ......................................................62
7.5 Reading and Writing Values: CVC_to_TC_4.........................................................................63
7.5.1 CVC_to_TC_4 defined for Configuration Set Parameter handling....................................63
7.5.2 CVC_to_TC_4.Byte 0 ........................................................................................................63
7.5.3 CVC_to_TC_4.Byte 1 ........................................................................................................63
7.5.4 CVC_to_TC_4.Byte 2-3 .....................................................................................................63
7.5.5 Configuration Set Parameter - Index and Format List.......................................................64
7.6.1 TC_to_CVC_4 defined for Configuration Set Parameter handling....................................66
7.6.2 TC_to_CVC_4.Byte 1 ........................................................................................................66
7.6.3 TC_to_CVC_4.Byte 2-3: Active Value ...............................................................................67
7.6.4 TC_to_CVC_4.Byte 4-5: Minimum Value ..........................................................................67
7.6.5 TC_to_CVC_4.Byte 6-7: Maximum Value .........................................................................67
7.7 Communication Overview Configuration Set Parameter Handling ........................................68
7.8 Suggestions for Managing Configuration Sets with CAN.......................................................69
7.8.1 Selecting a configuration set .............................................................................................69
7.8.2 Editing configuration set parameters .................................................................................69
CHAPTER 3: ECON.A CAN EDI Protocol Description ..........................................71
1 General ........................................................................................................................ 72
1.1 Proprietary messages vs Standard messages ......................................................................72
1.2 Proprietary messages PGN ...................................................................................................72
1.3 Repetition rate........................................................................................................................72
2 Proprietary Messages from Central Vehicle Controller (CVC) to Transmission
Controller (TC)......................................................................................................... 73
2.1 CVC_to_TC_1: Standard Remote Transmission Control .....................................................73
2.2 CVC_to_TC_2: Optional Remote Transmission Control 1 ...................................................76
2.3 CVC_to_TC_3: Optional Remote Transmission Control 2 ...................................................77
3 Proprietary Messages from Transmission Controller (TC) to Central Vehicle
Controller (CVC) ...................................................................................................... 78
3.1 TC_to_CVC_1: Standard Transmission info.........................................................................78
3.2 TC_to_CVC_2: Optional Transmission info 1.......................................................................81
3.3 TC_to_CVC_3: Optional Transmission info 2.......................................................................84
4 Proprietary Messages between Central Vehicle Controller (CVC) and Transmission
Controller (TC): Send - Receive ............................................................................ 85
4.1 CVC_to_TC_4: Context Specific Data - Send .......................................................................85
4.1.1 CVC_to_TC_4 ⇔ TC_to_CVC_4 Principle .......................................................................85
4.1.2 CVC_to_TC_4 Message Specification ..............................................................................86
4.1.3 CVC_to_TC_4: Identification Data (read-only) ..................................................................86
4.1.4 CVC_to_TC_4: Identification Data (writable).....................................................................87
4.1.5 CVC_to_TC_4: Resetable/Total Distance Counter ...........................................................88
4.1.6 CVC_to_TC_4: Error Info ..................................................................................................89
4.1.7 CVC_to_TC_4: Display/Operating mode selection ...........................................................90
4.1.8 CVC_to_TC_4: Calibration Control ...................................................................................91
4.1.9 CVC_to_TC_4: Configuration Set Selection......................................................................92
4.1.10 CVC_to_TC_4: Configuration Set Parameter Handling ....................................................93
4.1.11 CVC_to_TC_4: DANA reserved codes.............................................................................94
4.2 TC_to_CVC_4: Context Specific Data - Receive..................................................................95
4.2.1 TC_to_CVC_4 Message Specification ..............................................................................95
4.2.2 TC_to_CVC_4: Identification Data ....................................................................................96
4.2.3 TC_to_CVC_4: Resetable/Total Distance Counter ...........................................................97
4.2.4 TC_to_CVC_4: Error Info ..................................................................................................98
4.2.5 TC_to_CVC_4: Display/Operating mode selection ...........................................................99
ECON.A User Manual

4.2.6 TC_to_CVC_4: Calibration Control: Analog Input Signals...............................................100
4.2.7 TC_to_CVC_4: Calibration Control: Abort Command .....................................................101
4.2.8 TC_to_CVC_4: Configuration Set Selection....................................................................102
4.2.9 TC_to_CVC_4: Configuration Set Parameter Handling ..................................................103
5 SAE J1939 Standard Messages Implemented ........................................................ 104
5.1 Diagnostic Messages DM1, DM2 and DM3 .........................................................................104
5.2 EEC1: Electronic engine controller # 1 ...............................................................................105
5.3 EEC2: Electronic engine controller # 2 ...............................................................................106
CHAPTER 4: ECON.A DIAGNOSTICS: ERROR HANDLING & REPORTING.........107
1 Diagnostics in ECON.A............................................................................................. 108

1.1 Purpose................................................................................................................................108
1.2 Different Diagnotic areas .....................................................................................................108
1.2.1 Self Diagnostics ...............................................................................................................108
1.2.2 Setup & Configuration Diagnostics ..................................................................................109
1.2.3 Signal Diagnostics (in- & outputs) ...................................................................................109
1.2.4 Operational Logic Diagnostics .........................................................................................109
2 Error handling principle ........................................................................................... 109
2.1 Error structure ......................................................................................................................109
2.2 Error ranges .........................................................................................................................110
2.3 Debouncing..........................................................................................................................110
2.3.1 Purpose ...........................................................................................................................110
2.3.2 Usage ..............................................................................................................................110
3 Error codes format.................................................................................................... 111
3.1 Format..................................................................................................................................111
3.1.1 DANA error group (SAE J1939: SPN: Suspect Parameter Number) ..............................111
3.1.2 DANA error cause (SAE J1939 FMI: Failure Mode Identifier) .........................................111
3.2 Example ...............................................................................................................................112
4 Permanent Error Logging......................................................................................... 112
5 Error reporting .......................................................................................................... 113
5.1 ECON.A display ...................................................................................................................113
5.2 CAN .....................................................................................................................................113
5.2.1 DANA proprietary messages ...........................................................................................113
5.2.2 SAE J1939 messages (recommended)...........................................................................114
5.2.3 CAN based PC tool: Dashboard......................................................................................115
6 Error Dictionary......................................................................................................... 116
6.1 Error Groups (SAE J1939 SPNs) ........................................................................................116
6.2 Error Causes (SAE J1939 FMIs) .........................................................................................118
APPENDICES .............................................................................................................119
1 Appendix: hydraulic diagram example.................................................................... 120

2 Appendix: APC122 connections .............................................................................. 121
3 Appendix: ECON.A Error codes & Description list................................................. 123
ECON.A User Manual

Revision record .........................................................................................................124
Disclaimer ..................................................................................................................124
ECON.A User Manual

Chapter 1: ECON.A Transmission Control System Description
CHAPTER 1:
ECON.A
Transmission
Control System
Description
ECON.A User Manual

1 Functional specification
1.1 General
The ECON.A advanced programmable control system brings a new level of technology to serve
powershift transmission families with electrically actuated valves, but without electronic controlled
modulation.
In addition, the ECON.A supports SAE J1939 compliant CAN 2.0B protocols facilitating vehicle
networking. Integration with other compatible on-board systems keeps the total system cost low
through elimination of redundancy and by reducing the amount of copper required to implement
the system. CAN-bus implementations allow seamless integration with any configurable central
vehicle display providing a common user interface to all vehicle functions including the
transmission controller.
Some specific configuration controller parameters can be optimised by the customer by means of
a user-friendly, PC-based, parameter and configuration editor.
Thanks to the CAN 2.0B, the ECON.A can even be used in applications requiring integrated use
of transmission and engine for vehicle control under the most demanding conditions.
Furthermore, advanced tools for system optimisation and troubleshooting as well as tools to
support end-of-line programming are available.
1.2 Applicable hardware platform
The controller hardware which is applicable for ECON.A is the APC122.

Therefore the full product name is ECON.A 122, where “ECON.A” identifies the firmware for
powershift transmission families with full electronic modulation and “122” identifies the APC122
hardware.
1.3 Overview of the ECON.A main features

• full electrical control of selection of the gears
• automatic gear shifting logics
• turbine speed monitoring
• transmission control related features like lockup, declutch, 2WD/4WD, …
• throttle- and brake pedal calibration (if connected to the ECON.A)
• fast system diagnosis and trouble shooting by means of display
• advanced system diagnosis and trouble shooting by means of SAE J1939 compliant CAN
messages
• takes care of all transmission related functions in order to achieve optimal shifting performance
and reliability
• safety features
• pc-user tool
• configuration set management to allow OEM customer to configure different vehicle setups
• re-programmable / upgradable by use of appropriate PC based tools (no need for switching
components)
ECON.A User Manual

1.4 Operating Modes

The ECON.A has a number of different operating modes. Some of these modes can be activated
upon request, others are activated automatically if appropriate.
1.4.1 Normal operation mode

In most cases the ECON.A will be in normal operation mode. This is the mode where all
transmission control and feature logics are active, as required for normal operation of the vehicle.
3 main display modes are possible in normal operation mode:

− Normal display mode: shows typical information useful during normal operation like selected
gear and vehicle speed
− Error display mode: can be activated to check the different active and/or inactive errors that
might be present
− Diagnostic display mode: can be activated to provide a number of diagnostic screens that
allow the user to test and verify all in- and output signals of the ECON.A.
For a detailed description of these display modes, please refer to paragraph 1.12.
Remark: with any of these 3 display modes active during normal operation of the ECON.A, all
normal transmission control and feature logics are active, so normal operation of the vehicle is
available.
1.4.2 Transmission Shutdown mode

When the ECON.A detects a problem related to the transmission control, it will revert to the
transmission shutdown mode.
In this mode the ECON.A will set the outputs to ensure a safe state of the transmission and
vehicle. Depending on the transmission type and the type of problem that is detected, the outputs
can be set differently: a safe state does not necessarily mean turning off the power of all the
outputs.
As a consequence all normal operation of the transmission is disabled in this mode.
Depending on the severity and the type of problem, the transmission shutdown mode will either
stay active until the problem is solved or it could switch to transmission limphome mode once
specific transition conditions are fulfilled. Typical transition conditions will be to put the shiftlever in
neutral and bring the vehicle to standstill.
1.4.3 Transmission Limphome mode

This mode can only be activated after transmission shutdown mode was active first and transition
conditions to switch to limphome mode are fulfilled.
In this limphome mode the vehicle will have reduced functionality, depending on the problem
present. As the name of this mode suggest, it is intended to allow the driver to bring the vehicle to
a safe state and if possible, drive it to a service area.
1.4.4 Calibration mode

This mode needs to be activated by the display or by CAN bus to be able to perform the
necessary calibrations of any possible connected analog signals that need calibration.
During this mode, all logics of the normal operation are inactive, so the vehicle can not be
operated normally.
ECON.A User Manual

1.4.5 ECON.A Shutdown mode

If the ECON.A has detected an internal problem, it will automatically switch to this shutdown
mode.
Typically this can occur at power-up of the ECON.A, if for instance the necessary data flash can
not be read or is corrupt, if a conflicting configuration was programmed (error in data file or
configuration set),…
As a result all power to the outputs of the ECON.A will be turned off, as if the ECON.A would be
powered down.
Remark: please notice the difference with transmission shutdown mode: there the outputs will be
set to an appropriate value in accordance with the detected problem, while in the ECON.A
shutdown mode all outputs are turned of because a correct output control can not be guaranteed.
To exit this mode, the cause of the problem will need to be fixed first. Re-programming the
ECON.A with a correct data file can do the trick, but if it is actually an internal defect of the
ECON.A, replacing the ECON.A will be needed.
The reported error codes will help to determine the necessary action(s) needed to solve the
problem.
1.4.6 Bootloader Mode (programming mode)

This special mode needs to be activated if the ECON.A should be reprogrammed. It will be
activated by the DANA Firmware Flash PC tool when an upgrade procedure is perfomed or it can
be activated automatically at power up if no valid application firmware is present in the ECON.A.
With this mode activated, the normal firmware containing all logics of the normal operation is not
activated, so the vehicle can not be operated normally.
ECON.A User Manual

1.5 Input Functions

Following paragraphs describe functions related to ECON.A inputs. Some of these inputs will be
essential to have the stated ECON.A functionalities operational, while others are optional features.
1.5.1 Shift lever

The main interface with the driver is the shift lever. The shift lever output signals serve as
inputs for the ECON.A.
1.5.1.1 Signal type

The ECON.A can be programmed to interact with a large number of shift levers, but these can
be grouped into 3 main models. 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 ECON.A 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: in this case the shiftlever is sent on the CAN bus. Please
refer to chapter 3 paragraph 2.1 for details of this signal.
Check the application specific wiring diagram to see how the shift lever needs to be connected
to the ECON.A.
1.5.1.2 Function
In the ECON.A the shiftlever is essentially used to specify the desired direction and gear.
Depending on the selected setup and options, different logics will be apllied by the ECON.A to
control the selected direction and gear. Please refer to paragraphs 1.7 and 1.8 for a description
of the different possibilities.
1.5.2 Seat Orientation switch

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 signals of the shiftlever will be
inverted, so selecting a direction will still correspond with the driving direction as experienced
by the driver.
1.5.2.1 Signal type

The switch will be a position detection switch installed on the seat rotation system.
The seat orientation signal can be connected to the ECON.A by:
• Use of a digital input, of which the logic can be inverted if requested

• Use of a CAN message – the ECON.A allows to receive the seat orientation switch via
the CVC_to_TC_1 message.
Please refer to chapter 3 paragraph 2.1 and 2.2 for details of this signal.
Check the application specific wiring diagram to see how the seat orientation switch needs to
be connected to the ECON.A.
1.5.2.2 Function
The direction selection of the shiftlever signal will be inverted or not, according to the detected
position of the seat.
There are 2 options to set up the ECON.A to accept a change in seat orientation:
ECON.A User Manual

• Conditional: before the ECON.A 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 Optional: parking brake needs to be applied (if signal is available to the
ECON.A)
• Unconditional: as soon as the seat orientation signal changes, the ECON.A will accept it
and direction shiftlever signals will be inverted. This means that if there is no danger for
damaging the transmission, the ECON.A 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 ECON.A by
DANA.
1.5.3 Redundant Neutral Request (safety)

Requesting neutral can be considered to be critical for safety. If the vehicle control architecture
requires a redundancy for requesting neutral, this optional digital input feature is can be used
to have a neutral request signal completely independent of the shiftlever.
1.5.3.1 Signal type

Due to the safety nature of this feature, this will not likely be a driver operated input but rather
an input that will be set by a relative intelligent device external to the ECON.A.
The redundant neutral request signal can be connected to the ECON.A by:

• Use of a CAN message – the ECON.A allows to receive the redundant neutral request
via the CVC_to_TC_3 message. Please refer to chapter 3 paragraph 2.3 for details of
this signal.
Check the application specific wiring diagram to see how the redundant neutral request needs
to be connected to the ECON.A.
1.5.3.2 Function
If this input is activated, the ECON.A will handle this as a neutral request, regardless of the
shiftlever position.
Typically this input will not be activated in normal conditions, but will only be activated when a
device external to the ECON.A that is monitoring the vehicle state, decides that a neutral
request is absolutely needed to ensure vehicle safety.
As long as this input is not activated, the shiftlever interpretation is handled normally.
REMARK: this redundancy feature is mostly used with a CAN-bus based vehicle control
architecture. Because the control of this feature is contained by a different CAN message than
the one containing the shiftlever, it ensures a high redundancy for requesting neutral to the
ECON.A.
1.5.4 Declutch
The declutch function provides an alternative way to force neutral on the transmission,
independent of the shiftlever porsition.
ECON.A User Manual

1.5.4.1 Signal type

The switch will typically be a pressure switch in the brake line or a mechanically operated
monostable switch engaged by pressing the brake pedal (brake-operated engagement of
neutral).
Alternatively a manually controlled switch on the vehicle’s dashboard or operating lever is also
possible.
The declutch signal can be connected to the ECON.A by:

• Use of a CAN message – the ECON.A allows to receive the declutch switch via the
CVC_to_TC_1 message. Please refer to chapter 3 paragraph 2.1 and 2.2 for details of
this signal.
At the same time the declutch can be provided to the ECON.A indirectly. Then it is not
reported as a digital signal, but can be reported by sending a brake pedal percentage to
the ECON.A. By setting the ECON.A up to assume the declutch signal active above a
certain percentage and then reporting a percentage higher than this, the declutch
feature can be activated.
REMARK: reporting the digital declutch signal and reporting a brake percentage higher
than the declucth level can both activate declutch independantly! As soon as one of the
2 signals requests declutch, it will be handled by the ECON.A!
Check the application specific wiring diagram to see how the declutch switch needs to be
connected to the ECON.A.
1.5.4.2 Function
When the declutch is active, neutral is forced and when it is released, the direction selected on
the direction shiftlever will be engaged.
An optional vehicle speed limit can be set in the ECON.A. The vehicle speed then needs to be
lower than this limit to activate declutch. If the vehicle speed exceeds this limit, requesting
declutch will not force neutral untill the speed has dropped below this value.
Once declutch is activated, it will remain engaged until the switch is released, regardless of
vehicle speed.
REMARK: this digital declutch is completely independent of any declutch induced by the
analog brake pedal signal, so both options can be activated at the same time.
1.5.5 Operator presence switch

To prevent the transmission being engaged when there is no operator present in driver’s seat,
the ECON.A can use an operator presence switch to force neutral.
1.5.5.1 Signal type

Typically the operator presence signal will be a switch installed under the driver’s seat.
The operator presence signal can be connected to the ECON.A by:

• Use of a CAN message – the ECON.A allows to receive the operator presence switch
via the CVC_to_TC_1 message.
Check the application specific wiring diagram to see how the operator presence switch needs
ECON.A User Manual

1.5.5.2 Function
When the operator presence switch indicates there is no operator in the driver’s seat, the
ECON.A will force neutral after a delay (typically 2 seconds – can be configured by DANA in
the ECON.A).
To be able to select a direction after neutral was forced because of the this feature, the
operator presence switch must indicate the driver is in the seat and neutral must be selected
with the shiftllever.
1.5.6 Neutral lock reset switch

As a feature, the ECON.A can lock the transmission in neutral. To be able select a direction
again, this neutral lock reset switch is needed.
1.5.6.1 Signal type

This will be a monostable switch installed on the shiftlever or somewhere on the vehicle’s
dashboard.
The neutral lock reset signal can be connected to the ECON.A by:

• Use of a CAN message – the ECON.A allows to receive the neutral lock reset switch via
Check the application specific wiring diagram to see how the neutral lock reset switch needs to
1.5.6.2 Function
When the following conditions arfe fulfilled for a minimum time (typically 2 seconds – can be
configured by DANA in the ECON.A), the ECON.A will force neutral:
• neutral is selected on the shiftlever
• the transmission is in neutral
• the vehicle is at standstill
To be able to select a direction after neutral was forced because of the this feature, the neutral
lock reset switch needs to be activated.
REMARK: alternatively, when the vehicle is equipped with a bump type shiftlever, the neutral
lock reset signal can be replaced by a specific operating sequence on the shiftlever. With this
option, the neutral lock can be reset by selecting a direction, followed by requesting an upshift.
Performing this will reset the neutral lock feature, but it will not perform the direction
engagement yet! Therefore the shiftlever needs to be set to neutral again and a new direction
selection must be made within the delay of the neutral lock feature.
1.5.7 Auto/Manual gear shifting selection

With this signal the choice between the automatic gear shifting or manual gear selection is
selected on the ECON.A.
1.5.7.1 Signal type

This can be a bistable on/off switch installed in the vehicle’s dashboard, but frequently this
switch is integrated in the shiftlever, linked to a selected position.
The auto/manual shifting signal can be connected to the ECON.A by:
ECON.A User Manual

• Use of a CAN message – the ECON.A allows to receive the auto/manual shifting signal
via the CVC_to_TC_1 message . Please refer to chapter 3 paragraph 2.1 for details of
this signal.
Check the application specific wiring diagram to see how the auto/manual shifting signal needs
1.5.7.2 Function
The ECON.A can be set up in different ways to allow switching from automatic to manual
shifting and vice versa:
• No conditions (ECON.A default setting)
Switching from automatic to manual shifting and vice versa will be granted immediately
without any restriction. However, depending on the vehicle condition, it could be that the
requested gear when switching to manual gear shifting is not granted immediately. The
ECON.A will monitor the vehicle conditions and perform the requested shift as soon as it is
allowed (see paragraph 1.10).
• Vehicle can be driving with transmission engaged, but requested gear in new mode must
be the same or higher than the currently active gear
• Vehicle must be at standstill. It must not necessarily be in neutral, but again requested
gear in new mode must be the same or higher than the currently active gear
The desired behaviour needs to be chosen by the customer and activated on the ECON.A by
DANA.
1.5.8 Start 1st/2nd selection – STILL TO BE DOCUMENTED

….
1.5.8.1 Signal type

….
st nd
The start 1 /2 selection signal can be connected to the ECON.A by:

st nd
• Use of a CAN message – the ECON.A allows to receive the start 1 /2 selection switch
via the CVC_to_TC_1 message.
st nd
Check the application specific wiring diagram to see how the start 1 /2 selection switch
needs to be connected to the ECON.A.
1.5.8.2 Function
….
1.5.9 Inhibit upshifting – STILL TO BE DOCUMENTED

….
1.5.9.1 Signal type

….
The inhibit upshifting signal can be connected to the ECON.A by:

• Use of a CAN message – the ECON.A allows to receive the inhibit upshifting switch via
ECON.A User Manual

Check the application specific wiring diagram to see how the inhibit upshifting switch needs to
1.5.9.2 Function
….
1.5.10 Kickdown
1.5.10.1 Signal type

Typically this will be a push button installed either on the shiftlever or on one of the hydraulic
operating levers.
The kickdown signal can be connected to the ECON.A by:

• Use of a CAN message – the ECON.A allows to receive the kickdown signal via the
CVC_to_TC_1 message . Please refer to chapter 3 paragraph 2.1 for details of this
signal.
Check the application specific wiring diagram to see how the kickdown signal needs to be
1.5.10.2 Function
nd
Kickdown is a useful feature on vehicles that are set up to have 2 gear as the normal starting
gear in automatic shifting mode.
nd st
This function allows a fast downshift from 2 to 1 gear in order to increase tractive effort, for
example to have extra digging force. It also eliminates the requirement to manually make an
upshift when for example retracting from the pile.
A typical gear selection sequence using kickdown to illlustrate this:
F2 ⇒ kickdown ⇒ F1 ⇒ reverse ⇒ R2
To exit the kickdown state there are 2 possibilities:

• changing direction: as the typical gear selection example shows, performing a direction
nd
change will activate 2 gear (normal starting gear) in the newly selected direction.
• pressing the kickdown button: while keeping the same direction selected and pressing
nd
the button again, the ECON.A will exit the kickdown state and upshift to 2 gear.
REMARK: Kickdown request is activated by the ECON.A upon receiving a rising edge on the
st
kickdown request signal. Before actually granting the kickdown request and selecting 1 gear,
the ECON.A monitors the vehicle speed for possible transmission overspeeding. If the vehicle
speed is too high when the driver requests the kickdown, the ECON.A memorises the request
typically for about 5 seconds. As soon as the vehicle speed is sufficiently low within this
st
request period, 1 gear will be selected. If however the vehicle has not sufficiently slowed
down within this period, the request is dropped and kickdown will not be executed. A new
kickdown request will need to be triggered again if desired.
st st
REMARK: An alternative to make a downshift to 1 gear is selecting 1 gear manually with the
shift lever. However – apart from being less convenient then operating a button directly to
request kickdown – the shifting behaviour will be different: with this action a direction change
st nd
will result in the engagement of the new direction remaining in 1 gear, instead selecting 2
st
gear when 1 gear was selected by kickdown.
ECON.A User Manual

1.5.11 Lockup enable switch

The lockup enable switch is needed when it is desired to enable or disable the automatic
lockup logics in the ECON.A, or to control the lockup manually.

The lockup enable switch can be connected to the ECON.A by:

• Use of a CAN message – the ECON.A allows to receive the lockup enable selection via
the CVC_to_TC_1 message . Please refer to chapter 3 paragraph 2.1 for details of this
signal.
Check the application specific wiring diagram to see how the lockup enable switch needs to be
1.5.11.2 Function
The function of lockup enable switch depends on the customer’s choice to have manual lockup
or automatic lockup. The desired behaviour needs to be chosen by the customer and activated
on the ECON.A by DANA.
• Manual lockup
With manual lockup, the function op the lockup enable switch is very straight forward. In this
case there is a direct link between the lockup enable switch and the lockup output function,
where the lockup output state just follows the lockup enable switch state (inversion of logics is
possible).
• Automatic lockup
If the lockup enable switch is used, activating the switch will activate the lockup logics as
handled by the ECON.A. Different than with manual lockup, this does not mean that lockup will
be engaged upon setting this lockup enable switch. The switch just sets the permission for the
ECON.A to use lockup or not. The actual (dis)engagement of the lockup will be handled by the
ECON.A once permission is granted by this lockup enable switch (see paragraph 1.11 for
lockup description).
If the lockup enable switch is not used, the ECON.A can be set up to always have permission
to use automatic lockup as configured in the ECON.A, or to completely disable lockup and
never use it.
1.5.12 Throttle Pedal Idle Position

This switch informs the ECON.A if the throttle pedal is released (idle) or not.

Typically this will be mechanically operated monostable switch installed on the throttle pedal to
detect the idle position.
The throttle pedal idle signal can be connected to the ECON.A by:

• Use of a CAN message – the ECON.A allows to receive throttle pedal idle switch via the
CVC_to_TC_1 message . Please refer to chapter 3 paragraph 2.1 for details of this
signal.
Check the application specific wiring diagram to see how the throttle pedal idle switch needs to
ECON.A User Manual

1.5.12.2 Function
This throttle pedal idle signal provides essential about the driver intention, needed by the
ECON.A automatic shifting logics for selection of the correct gear (see paragraph 1.8).
Therefore, if automatic gear shifting is needed, this signal is essential for the ECON.A to
guarantee correct operation (see paragraph 1.8).
REMARK: Alternatively the throttle pedal postion can be provided as an analog signal (see
paragraph 1.5.14). In that case this digital throttle pedal idle signal is not needed.
1.5.13 Throttle Pedal Full Position

This switch informs the ECON.A if the throttle pedal is at full throttle position or not.

Typically this will be mechanically operated monostable switch installed on the throttle pedal to
detect the full throttle position.
The throttle pedal full throttle signal can be connected to the ECON.A by:

• Use of a CAN message – the ECON.A allows to receive throttle pedal full throttle signal
this signal.
Check the application specific wiring diagram to see how the throttle pedal full throttle signal
1.5.13.2 Function
Unlike the throttle pedal idle signal, this throttle pedal full throttle signal is not really essential
for automatic gear shifting. However, it does provide better information about the driver
intention, allowing better operation of automatic shifting by even better selection of the correct
gear (see paragraph 1.8).
REMARK: Alternatively the throttle pedal postion can be provided as an analog signal (see
paragraph 1.5.14). In that case this digital throttle pedal full throttle signal is not needed.
1.5.14 Throttle pedal position

The throttle pedal position can be connected to the ECON.A by several possibilities:
• Use of digital input(s):

A reflection of the throttle pedal position by digital input(s) can only be done if the
ECON.A has NO engine control. It is not recommended to use this if driver intention is
linked to different shiftcharacteristics.
o Idle/not Idle switch (minimum needed):
This switch reports if the pedal is pressed or not.
o Full/not Full throttle switch (optional):
If the pedal is pressed, this switch will report whether the pedal is pressed fully
or not.
The combination of these 2 switches provide a primitive indication of 3 zones for the
throttle pedal: low, medium, high.
• 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
(or resistance) that can be measured by the ECON.A and translated into a throttle
percentage, reading from 0% to 100%.
ECON.A User Manual

To allow the ECON.A to detect abnormal signals, be sure to keep the normal signal of
the sensor within 250 mV (ohm) and 4750 mV (ohm). The voltage (or resistance) of the
sensor should vary proportional to the pedal position.
• Use of a CAN message – the ECON.A allows to receive the throttle pedal sensor via the
EEC2 or the CVC_to_TC_2 message. Please refer to chapter 3 paragraphs 2.2 and 5.3
for details of this signal.
Check the application specific wiring diagram to see how the throttle pedal signal needs to be
1.5.14.2 Function
The throttle pedal is primarily used by the ECON.A to determine the driver’s intention and to
select the appropriate shift characteristics.
If the option engine control is requested, it will also determine the target engine speed.
REMARK: if no throttle pedal position sensor is connected, the ECON.A will assume that the
throttle pedal is always at full throttle, to maintain basic automatic shifting functionality.
1.5.15 Brake pedal position

The brake pedal position signal is essential for the ECON.A to have inching functionality.

The brake pedal position can be connected to the ECON.A 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
(or resistance) that can be measured by the ECON.A and translated into a brake
percentage, reading from 0% to 100%.
To allow the ECON.A to detect abnormal signals, be sure to keep the normal signal of
the sensor between 250 mV (ohm) and 4750 mV (ohm). The voltage (or resistance) of
the sensor should vary proportionally to the pedal position.
• Use of a CAN message – the ECON.A allows to receive the brake pedal sensor via the
CVC_to_TC_2 message. Please refer to chapter 3 paragraph 2.2 for details of this
signal.
Check the application specific wiring diagram to see how the brake pedal signal needs to be
1.5.15.2 Function
Primarily this brake pedal position signal is needed for the electronic controlled inching function
(see further).
If inching is not used, the brake pedal signal can still be used to have standard declutch when
the brake pedal is pressed to a certain minimum percentage (ECON.A parameter). In that case
the transmission can be forced to neutral.
This feature is optional and is only used when inching is not activated.
If inching is activated, pressing the pedal into the declutch zone will NOT force neutral but
result in an inching declutch state: very low pressure in the direction clutch, in order that the
clutch can not transfer torque. This is done to ensure smooth transition from declutch to
inching.
ECON.A User Manual

1.5.16 Parking Brake State

The parking brake state signal can be connected to the ECON.A by:

• Use of a CAN message – the ECON.A allows to receive the parking brake state signal
this signal.
Check the application specific wiring diagram to see how the the parking brake state signal
1.5.16.2 Function
When the parking brake state signal 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 ECON.A will interpret the shiftlever direction again.
The desired behaviour needs to be chosen by the customer and activated on the ECON.A by
DANA.
1.5.17 Turbine speed sensor

The turbine speed sensor is installed on the transmission and is essential for the ECON.A
application.

This inductive or magneto-resistive type of speed sensor has to be connected to one of the 2
available ECON.A speed inputs. Appendix 2 shows an overview of the available APC122
hardware connections.
Check the application specific wiring diagram to see how the speed sensor needs to be
1.5.17.2 Function
The speed sensor provides essential information about the transmission and vehicle condition
to the ECON.A. It is one of the most valuable sources of information and is used for a wide
variety of ECON.A functionalities, from automatic shifting to drivetrain protection.
1.5.18 Engine Speed sensor

The engine speed signal is essential for the ECON.A in case the load sensed automatic
shifting funtionality is desired.

The engine speed signal can be provided to the ECON.A by:
• Use of a speed sensor directly connected to the ECON.A

This inductive or magneto-resistive type of speed sensor has to be connected to one of
the 2 available ECON.A speed inputs. Appendix paragraph 2 shows an overview of the
available APC122 hardware connections.
ECON.A User Manual

• Use of a CAN message – the ECON.A allows to receive the engine speed signal via the
EEC1 message . Please refer to chapter 3 paragraph 5.2 for details of this signal.
Check the application specific wiring diagram to see how the speed sensor needs to be
1.5.18.2 Function
Unlike the turbine speed sensor, the engine speed sensor does not provide an essential signal
to the ECON.A. However it is needed if certain features of the ECON.A are desired. The most
important features that need this sensor are the load sensed automatic shifting (see paragraph
1.8) and the automatic lockup (see paragraph 1.11).
1.5.19 Transmission Sump Temperature sensor

The transmission sump temperature sensor can be installed in the transmission as an option.

This resistive type of temperature sensor has to be connected to one of the ECON.A analog
inputs. Appendix 2 shows an overview of the available APC122 hardware connections.
Check the application specific wiring diagram to see how the temperature sensor needs to be
1.5.19.2 Function
The transmission sump temperature sensor measures the average transmission oil
temperature. The ECON.A will report the appropriate warning and alarm when the normal
operational limits are exceeded.
1.5.20 Transmission Converter Out Temperature sensor

The transmission converter out temperature sensor can be installed in the transmission or in
the hydraulic line to the cooler as an option.

This resistive type of temperature sensor has to be connected to one of the ECON.A analog
inputs. Appendix 2 shows an overview of the available APC122 hardware connections.
Check the application specific wiring diagram to see how the temperature sensor needs to be
1.5.20.2 Function
The transmsission converter out temperature sensor measures the oil temperature at the
output of the torque converter. This temperature is considered as the highest temperature of
the transmission oil and is therefore monitored for warning and alarm limits. If the alarm limit is
exceeded, the ECON.A can be set up to force the transmission to neutral until the transmission
temperature has dropped to an acceptable level, or it can just report an alarm.
ECON.A User Manual

1.6 Output Functions

Following paragraphs describe functions related to ECON.A outputs. Some of these inputs will be
essential to have the stated ECON.A functionalities operational, while others are optional features.
1.6.1 Transmission Control Valve

The transmission control valve is the main interface between the ECON.A and the
transmission.
As the transmission control valve is a part of the transmission, it is clear that it is essential for
the ECON.A application.
1.6.1.1 Signal type

Each of the solenoids has to be connected to one of the ECON.A power outputs. Appendix
paragraph 2 shows an overview of the available APC122 hardware connections and a typical
assignment of the transmission control valve solenoids.
Check the application specific wiring diagram to see how the different solenoids need to be
1.6.1.2 Function
Using a combination of several on/off solenoids, the transmission control valve translates the
electrical signals controlled by the ECON.A into the appropriate hydraulic signals to activate the
desired gears of the transmission.
Depending on the transmission model, some clutches can have hydraulic modulation.
Please refer to the appendix paragraph 1 for a hydraulic diagram example to illustrate this.
1.6.2 Lockup
The lockup selector is an optional on/off valve that has to be controlled by the ECON.A.
1.6.2.1 Signal type

If used, this on/off solenoid has to be connected to one of the ECON.A power outputs.
Appendix 2 shows an overview of the available APC122 hardware connections.
Check the application specific wiring diagram to see how the selector solenoid needs to be
1.6.2.2 Function
The lockup feature is considered as a part of the transmission control logics and therefore it
needs to be controlled by the ECON.A.
For all details about the lockup control logics of the ECON.A, please refer to paragraph 1.11.
1.6.3 Neutral Engine start
1.6.3.1 Signal type

This on/off solenoid has to be connected to one of the ECON.A power outputs without current
feedback. Appendix paragraph 2 shows an overview of the available APC122 hardware
connections.
1.6.3.2 Function
This output is connected to a relay that can enable or disable the starter of the engine. When
the shiftlever is not in neutral, the engine starter will be disabled.
ECON.A User Manual

1.6.4 Speedometer
1.6.4.1 Signal type

This frequency generating output nees to be connected to the dedicated ECON.A pins
provided. Refer to appendix paragraph 2 for the ECON.A connections overview and the
application specific wiring diagram to see how the speedometer output needs to be connected.
1.6.4.2 Function
This output will generate a variable frequency based on the measured vehicle speed.
Depending on the type of speedometer connected, the relation between frequency and
measured vehicle speed (kph) has to be set up in the ECON.A.
1.6.5 Speed dependant output – STILL TO BE DOCUMENTED
1.6.5.1 Signal type

….
1.6.5.2 Function
….
1.6.6 Warning lamp output – STILL TO BE DOCUMENTED
1.6.6.1 Signal type

….
Check the application specific wiring diagram to see how the warning lamp needs to be
1.6.6.2 Function
….
ECON.A User Manual

1.7 Transmission Control Functions: Direction Engagement
Please note that all limit values mentioned in this document are values for reference only, which will be
changed depending on and while fine-tuning the application. They serve to indicate the typical order of
magnitude these limits usually have, allowing to understand their intended function.
1.7.1 Direction Change (Forward Reverse or visa versa)

Depending on the application, 2 limits maybe imposed that prevent a direction change to be
made:
• Maximum vehicle speed limit: design limit
• Maximum engine speed limit: optional limit (standard: disabled)
If one or both of these limits are set and exceeded, the direction change will not be performed
immediately. If desired, an appropriate exceed type error code will be set.
The action taken will be dependant on the selected options:

• Force neutral and wait until the conditions are fullfilled: this is typically choosen for
application where it is up to the driver to slow down the vehicle and engine speed
appropriately (forklift).
• Keep active direction engaged and wait until the conditions are fullfilled: similar
behaviour to the option above, but without forcing neutral.
• Keep active direction engaged and start downshifting the gears untill the vehicle speed
is low enough (loader).
One of these options must be selected by the OEM customer and will be configured in the
ECON.A by DANA.
REMARK: driving in a certain direction and selecting neutral with the machine still moving in
the same direction, is still considered to be driving in that same direction. So although neutral
is already selected, if the direction opposite to that driving direction is selected, it will still be
considered as a direction change!
1.7.1.1 Direction change – via shift to neutral

For some applications, eg. Forktlifts, it is important that the there is no risk of damaging the
load when a direction shift is performed.
When the direction change is requested and it is not allowed (vehicle speed to high), the
transmission will be forced to neutral. It will stay in neutral until both the vehicle speed and the
engine speed are below their limits and then perform the direction change.
While the vehicle is forced to neutral, it will perform the normal downshifts in neutral purely
based on the vehicle speed.
In automatic shifting, the forward/reverse gear is limited to a maximum gear, eg 2nd. If the
current gear is higher than this forward/reverse gear, the gear will always change to that
forward/reverse gear when a direction change is perfomed. If the current gear is lower, when
performing a direction change, the gear is not changed.
After a direction change was made in the forward/reverse gear, when in manual mode, the
gear shifting will be according to the shiftlever position and associated time delays.
After a direction change was made in the forward/reverse gear, when in automatic mode, the
gear shifting will be according to the automatic shift curves.
ECON.A User Manual

Example: F/R max gear = 1
F3 -> F2 -> R2 if the F/R speed conditions are OK while in F2

F3 -> R2 if the F/R speed conditions are OK while in F3
F3 -> F2 -> F1 -> R2 if the FR speed conditions are OK while in F1 :
high speed
F3 N3 N2 R1
a neutralshift is if vehicle speed has dropped
made to slow down below limit while in N2
N1 R1
When vehicle speed has not dropped down while in N2
Figure 1 : Direction change with max F/R gear 1st
1.7.1.2 Direction change – via gear downshift

For some applications, eg. loaders, it is important that the direction shift is performed as
quick as possible.
When the direction change is requested and it is not allowed (vehicle speed to high), the
transmission will not be forced to neutral. Instead it will start to perform downshifts to help slow
down the vehicle as quickly as possible. Once both the vehicle speed and the engine speed
are below their limits, the direction change will be performed.
There are 2 principles to perform these downshifts for a direction change:
• Safe Downshifting
With this algorithm, the downshifts are performed taking into account the normal delays
between 2 downshifts and most importantly, taking into account the limits for risk of
overspeeding the transmission. Therefor a downshift will not occur if the current vehicle would
cause transmission overspeeding in a lower gear. Only when it’s safe to do so, the downshift
will be performed.
• Unconditional Downshifting
For some customers it is desired to ignore all transmission protections and force a downshift
anyway, even it would mean a risk for the transmission. In that case the algorithm ignores all
safety limits and just performs the downshifts with a fixed delay between each downshift.
In automatic shifting, the forward/reverse gear is limited to a maximum gear, eg 2nd. If the
current gear is higher than this forward/reverse gear, the gear will always change to that
forward/reverse gear when a direction change is perfomed. If the current gear is lower, when
performing a direction change, the gear is not changed.
After a direction change was made in the forward/reverse gear, when in manual mode, the
gear shifting will be according to the shiftlever position and associated time delays.
After a direction change was made in the forward/reverse gear, when in automatic mode, the
gear shifting will be according to the automatic shift curves.
Example : F/R max gear = 2
ECON.A User Manual

F3 -> F2 -> R2 if the F/R speed conditions are OK while in F2

F3 -> R2 if the F/R speed conditions are OK while in F3
F3 -> F2 -> F1 -> R2 if the FR speed conditions are OK while in F1 :
high speed
F3 F2 R2
a downshift is if vehicle speed has dropped
made to slow down below limit.
F1 R2
if vehicle has not slowed when standstill is detected or
down sufficiently after certain time. timeout has elapsed.
Figure 2 : Direction change with max F/R gear 2nd
1.7.2 Direction change from Neutral at standstill

This can be considered to be a special case of a direction change, namely from standstill to
any direction.
As the vehicle is already at standstill, a maximum vehicle speed limit is of no relevance.

However there is an optional maximum engine speed limit available (on top of the direction
change maximum engine speed limit as described above) to prevent selecting a direction
when the transmission is in neutral and the vehicle is at standstill.
REMARK1: when driving in a certain direction and when putting the shiftlever in neutral and
back in the same direction, the same maximum engine speed limit will be used to check if
engagement is allowed.
REMARK2: if neutral is selected, but the vehicle is not at standstill, and a direction is requested
opposite to the direction that the vehicle is moving in, the direction change limits (if active) will
be applied (see paragraph 1.7.1).
1.7.3 Conditions for forcing Neutral

There are a number of conditions where the ECON.A will force neutral, even though neutral
was not requested by the shiftlever:
• Transmission shutdown (see paragraph 1.4.2)
If the ECON.A detects a severe problem that makes safe transmission control impossible,
the so called shutdown mode is activated. Shutdown mode disables all shift functionality
and ensures a safe transmission condition (always neutral).
• ECON.A shutdown (see paragraph 1.4.5)
If the ECON.A has detected an internal problem, it will automatically switch to this
shutdown mode. As a result all power to the outputs of the ECON.A will be turned off, so
this mode disables all shift functionality and also ensures a safe transmission condition
(all outputs off = always neutral due to design).
• Direction engagement limits: see paragraphs 1.7.1 & 1.7.2.
• Invalid Shiftlever Request
If an invalid shiftlever pattern is detected by the ECON.A, neutral will be forced to ensure
a safe transmission condition.
• Optional feature: Declutch Input: see paragraph 1.5.3
• Optional feature: Redundant Safety Neutral Request: see paragraph 1.5.3.
• Optional feature: Brake pedal based declutch: see paragraph 1.5.15
• Optional feature: Parking Brake State: see paragraph 1.5.15
ECON.A User Manual

1.8 Transmission Control Functions: Gear Shifting

1.8.1 Automatic gearshifting – speed sensed
1.8.1.1 Principle
With speed sensed shifting, the turbine speed is used to determine the up- and downshift
points (the engine speed signal is not needed).
For correct selection of the gears, the ECON.A also takes the driver intention into account by
monitoring the throttle pedal signal, provided by one or more digital inputs or by an analog
pedal sensor.
For the automatic shifting logics, the ECON.A divides the throttle pedal position in 3 zones : LT
(low throttle), HT (half throttle) or FT (full throttle).
Together with the turbinespeed, LT, HT and FT are used to determine the up- and downshift
points:
half throttle
downshift point upshift point
rpm
downshift point upshift point
full throttle
Figure 3 : Automatic gearshifting - speed sensed
REMARK: As described above, having information about the throttle pedal allows better
selection of the correct gear. If this throttle pedal information is not available, full throttle will
always be assumed. However, to ensure correct operation of automatic shifting, it is strongly
recommended to at least provide information about the throttle pedal being at idle (LT) or not.
1.8.1.2 Upshifting
For speed sensed automatic shifting, 2 speed limits are used for upshifts: one is used when
the throttle pedal is at half throttle (HT) and one when the throttle pedal is at full throttle (FT).
The ECON.A will monitor the turbine speed and depending on the measured throttle pedal
position, decide if an upshift to a higher gear is needed.
Between 2 shifts, a minimum delay is applied (typically 2 seconds). This delay is needed to
allow the shift to complete and show its effect on the vehicle.
After this mimimum delay, the monitoring of the turbine speed will determine when a new
upshift or a downshift is needed.
With automatic shifting, the shiftlever has a maximum gear limiting function. This means that
the ECON.A will provide automatic gearshifting using all the gears between the starting gear
and the gear selected on the shiftlever. So if for instance there are 4 gears available, but the
rd rd
shiftlever is requesting 3 gear, automatic shifting will stop at 3 gear.
REMARK: If the throttle pedal is at low throttle (LT) no upshifts will be made, as in this case the
ECON.A assumes the driver does not want to accellerate. This is particulary handy when
driving downhill and the driver wants to keep the vehicle speed low.
1.8.1.3 Downshifting
Similar to upshifts, downshifts also have 2 speed limits. Again the throttle pedal state will be
used to decide which of the 2 turbine speeds is valid to perform a downshift or not.
ECON.A User Manual

Different than for upshifting, downshifts can of course occur when the throttle pedal is not
applied (LT). In fact, at low throttle the ECON.A uses a separate turbine speed limit (not shown
in the diagram above) to determine if a downshift is needed or not.
With these separate limits, the ECON.A can provide downshifting to a lower gear as soon as
this allowed (avoiding transmission overspeeding). This way, when the operator releases the
throttle pedal, the ECON.A will start downshifting as soon as possible, providing maximum
decellaration of the vehicle.
Of course these limits can also be set to provide downshifting to lower gears at much lower
speeds if this suits the application better.
1.8.2 Automatic gearshifting – load sensed (LSAS)
1.8.2.1 Principle
Load sensed automatic shifting takes speed sensed shifting one step further by adding
monitoring of the torque converter load.
To be able to determine the load of the torque converter, the engine speed signal is needed in
addition to the turbine speed. These 2 speed signals provide the torque converter speed ratio
(SR)1 to the ECON.A, a measure for the load on the torquer converter and thus the
transmission.
By monitoring this load, the ECON.A can determine at what point the vehicle’s tractive effort is
better in a higher or lower gear than the currently active gear, depending on the load.
Of courcse, identical as with speed sensed shifting, the ECON.A also takes the driver intention
into account by monitoring the throttle pedal signal.
1.8.2.2 Upshifting
Basically load sensed upshifting logics are identical to speed sensed upshifting logics, but an
extra condition is added: a minimum required SR.
For each possible upshift, a table defines the minimum SR needed to perform the upshift. This
SR limit is a function of the turbine speed, so the optimal shifting point is detected, regardless
of the torque converter’s point of operation. The diagram below illustrates such a table – also
nd rd
referred to as shiftcurve – for upshifting from 2 to 3 gear.
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
1 Torque converter speed ratio= SR = turbine speed , where SR<=1 is called “standard drive mode” and SR>1 “braking mode”
engine speed
ECON.A User Manual

REMARK: Similar to speed sensed shifting, if the throttle pedal is at low throttle (LT) no
upshifts will be made. But because with load sensed shifting the SR is also available, upshifts
will also be prevented when the torque converter is in braking mode (SR>1).
REMARK: As described, load sensed shifting logics add the extra condion of the minimum
required SR, but the throttle pedal dependant minimum turbine speed is also still checked.
These speed limits provide extra control over the shifting behaviour to prevent that upshifts
would occur too soon if only decided on load.
1.8.2.3 Downshifting
Load sensed downshifting logics are fundamentally different from speed sensed downshifting
logics because the turbine speed limits are not used anymore (where for upshifting they still
are).
Downshifting will occur purely based on the load of the torque converter.
Similar to upshifting, each possible downshift has a table that defines the minimum SR needed
before performing a downshift. Again this SR limit is a function of the turbine speed, so the
optimal shifting point is detected, regardless of the torque converter’s point of operation. The
rd nd
diagram below illustrates such a shiftcurve for downshifting from 3 to 2 gear.
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
REMARK: this load sensed downshifting is only active when the throttle pedal is not at low
throttle! At low throttle, the downshifting is identical to the speed sensed downshifting and the
ECON.A uses the same separate turbine speed limit as with speed sensed shifting to
determine if a downshift is needed or not.
REMARK:
As all these parameters control the behaviour of the shifting logics, it is of the utmost
importance that the DANA approval data is correct and in line with the application. This
approval is the main data source for calculating the automatic shifting parameters.
1.8.3 Automatic kickdown – STILL TO BE DOCUMENTED
ECON.A User Manual

1.9 Transmission Control Functions: Forcing Neutral

1.9.1 Force Neutral @ powerup
This feature simply keeps the transmission in neutral when the APC122 is powered up,
regardless of the shiftlever position. The shiftlever will have to be cycled through neutral before
a direction selection is possible.
1.10 Transmission Control Functions: Drivetrain Protection

1.10.1 Downshift overspeeding protection
To prevent damage to the transmission caused by internal overspeeding, the maximum
allowed speed limits are continuously monitored for each gear.
So if a downshift is requested but the vehicle speed is too high, the downshift will be
postponed. As soon as the speed has dropped below the safety speed limit, the downshift will
be allowed.
REMARK: This protection is purely a downshift protection, so it will only prevent performing
requested downshifts when the vehicle speed is too high. This protection will not perform
upshifts if the overspeeding limit is reached for example while driving in a certain gear in
manual shifting mode.
1.10.2 Automatic gearshifting in neutral

Even when the transmission is in neutral, the maximum allowed speed limits are still
continuously monitored for each gear.
Different to the downshift protection when driving in forward or reverse, in neutral the automatic
gearschifting will perform up- and downshifts depending on the vehicle speed. So if the vehicle
is for example put in neutral while driving downhill, an upshift to a higher gear in neutral will be
made when the overspeeding limit is exceeded. When the vehicle speed drops below the limit,
a downshiftwill be performed.
This automatic shifting in neutral will shift through all available gears in neutral when needed,
regardless of the shiftlever gear position. So in neutral, even when the shiftlever is requesting
nd rd
2 gear, the ECON.A will still make an upshift to 3 gear if there is danger of overspeeding.
ECON.A User Manual

1.11 Transmission Control Functions: Lockup

Please note that the values mentioned in this paragraph are for reference only!
They serve to indicate the typical order of magnitude these limits usually have, to allow
understanding their intended function.
The correct values will be application specifc and set by DANA, after defining and fine tuning
the values with the OEM.
1.11.1 Manual or automatic lockup control

The ECON.A can be set up to use lockup in 2 different ways:
1.11.1.1 Manual lockup

With this option, the ECON.A will just activate lockup based on the state of the related input
function (see paragraph 1.5.11)
The only logics that the ECON.A adds to the lockup control is checking whether lockup is
desired in the currently active gear or not.
The desired gears to have lockup available need to be chosen by the customer and activated
in the ECON.A by DANA.
1.11.1.2 Automatic lockup

When using automatic lockup, the ECON.A will take care of all logics to activate lockup. A
number of limits are available in the ECON.A to control the behaviour of the automatic lockup.
The following paragraphs describe the behaviour of the automatic lockup logics in the
ECON.A.
1.11.2 Enabling and disabling automatic lockup

The ECON.A can be set up to always have permission to use the lockup logics.
However, if it is desired to be able to enable and disable the lockup usage during normal
operation, an input signal is needed. Please refer to paragraph 1.5.11 for details.
1.11.3 Automatic lockup function

To improve the efficiency of the transmission torque converter at low load and thus at high
speed ratio2, the torque converter lockup function can be used.
When engaged, lockup connects the turbine of the converter directly to the engine (direct
engine drive).
Typically this is used at steady high travel speeds, minimizing the losses of the converter and
therefore improving the transmission performance at high speed.
To ensure a higher efficiency by engaging lockup, a diagram in the ECON.A determines at

what torque converter speed ratio the lockup should be engaged, dependent on the turbine
speed.
REMARK: when the engine speed signal is not available, the converter speed ratio is not
available. However, automatic lockup is still available and will not take into account the torque
converter speed ratio to engage lockup. Instead the logics will only take the speed limits into
account. This still provides automatic lockup, but slightly less optimized for maximum
efficiency.
2 Torque converter speed ratio= SR = turbine speed , where SR<=1 is called “standard drive mode” and SR>1 “braking mode”.
engine speed
ECON.A User Manual

Lockup engagement limit
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
To control the behaviour of (dis)engagement of lockup to fit a specific application, a number of

limits can be configured by DANA in the ECON.A. The diagram below shows an overview of
these adjustable limits.
Disengage Lockup Disengage Lockup Engage Lockup Disengage Lockup

at low throttle for Converter Drive for Upshift
(increased load)
LT * HT * FT HT * FT HT * FT
1000 1300 1400 1600 1700 1900 2000

Turbine RPM
Legend: * = optional
LT = low throttle
HT = half throttle
FT = full throttle
1) Some of the limits described in the following paragraphs provide an extra condition to
engage lockup.These limits are intended to have extra control of the lockup behaviour, but in
all cases lockup enagement can only occur when the torque converter speed ratio condition is
fulfilled.
2) All limits described in the following paragraphs are configurable for each individual
transmission gear. This allows control over which gears should use lockup and what the
behaviour should be.
1.11.3.1 Standard lockup

The basic 4 limits listed below are always needed by the ECON.A to control the lockup, even
without taking the throttle pedal into account:
• Allow Engaging Lockup – FT:
determines if it is allowed to use lockup at full throttle or not.
• Engage Lockup - Minimum Turbine Rpm + Delay - FT
mimimum turbine speed to reach before engaging the lockup.
• DisEngage Lockup For Upshift - Minimum Turbine Rpm + Delay - FT
ECON.A User Manual

mimimum turbine speed to reach before disengaging the lockup to perform an upshift.
DisEngage Lockup For Converter Drive - Minimum Turbine Rpm + Delay - FT
minimum turbine speed needed to keep lockup engaged, before disengaging the lockup
to switch back to converter drive. If the turbine speed drop below this value, the
transmission load has increased to a point where the engine speed (and thus the turbine
speed) has dropped too low. At this point it is needed to switch back to normal converter
drive to improve the tractive effort.
REMARK: Each speed limit has it’s own delay: this is the time the speed limit condition needs
to be fulfilled before it is confirmed. This principle is used for all lockup related (dis)engage
limits, also those described in the optional lockup functionality paragraphs below.
REMARK: when the throttle pedal signal is not available, the throttle pedal signal is always
assumed to be at full throttle for controlling the lockup. Therefore the set of limits listed above
will also be used in that case and are thus the minimum required to have lockup functionality.
1.11.3.2 Optional: Standard lockup with throttle pedal based distinction

If the throttle pedal signal is available in the ECON.A, an extra set of the same basic limits can
be set to make a distinction between half throttle or full throttle, having a different
behaviour of the lockup depending on the throttle pedal signal:
• Allow Engaging Lockup - HT
• Engage Lockup - Minimum Turbine Rpm + Delay - HT
• DisEngage Lockup For Upshift - Minimum Turbine Rpm + Delay - HT
• DisEngage Lockup For Converter Drive - Minimum Turbine Rpm + Delay - HT
These limits have exactly the same functionality as their counterparts for full throttle, but will be
used when the throttle pedal is at half throttle.
REMARK: even with the throttle pedal available, this distinction in lockup behaviour between
half and full throttle is optional. If this is not desired for the application, it does not have to be
used. So if these limits for HT are set identical to the set for FT, the behaviour will be exactly
the same in both cases.
REMARK: because lockup is typically used at high speeds, it can be desired to avoid lockup
engagement all together when the throttle pedal is not at full throttle. In that case the lockup
can be disabled in half throttle. This will also result in lockup being disengaged as soon as
the throttle pedal signal is no longer at full throttle.
1.11.3.3 Optional: extended lockup - throttle pedal based

With the throttle pedal signal available in the ECON.A, a final option is to keep lockup engaged
when the throttle pedal changes to low throttle and the lockup was already engaged. Keeping
lockup engaged will result in better engine braking performance in the selected gear.
Prolonging lockup engagement in this condition is refered to as “extended lockup”.
To control this extended lockup, 2 extra limits are used:
• Allow Engage Lockup – LT
determines if it is allowed to use extended lockup at low throttle or not.
• DisEngage Extended Lockup - Minimum Turbine Rpm + Delay
minimum turbine speed needed before disengaging the lockup to switch back to
converter drive in extended lockup. If the turbine speed dropS below this value, it is
needed to switch back to normal converter drive to prevent stalling the engine and to
allow downshifting to a lower gear.
REMARK: By keeping lockup engaged until a relatively low turbine speed is reached, generally
this will cause the active gear to be engaged longer than without extended lockup. This means
that downshifting to a lower gear will be delayed and occur at a lower vehicle speed than
without extended lockup.
ECON.A User Manual

1.12 RD.120 Display (optional)

The ECON.A can be extended with an optional remote display RD.120 that can be mounted in the
vehicle dashboard.
1.12.1 Display design

The RD.120 display unit front panel consists of:
2 red 7-segment LED digits

2 status LED lamps
a push button labelled 'M' for display mode selection.
The DIAGNOSTIC LED lamp labelled 'D' is yellow and is used to indicate diagnostic modes
The FAULT LED lamp labelled 'F' is red and is used to flagged faults and errors are present in the
buffer
M
D F
RD.120 Display Panel
Different display modes can be activated:

− Normal display mode: this display mode is the mode that is activated during normal operation.
It is used to display standard information about the transmission and vehicle state.
− Error display mode: this mode can be activated to check the different active and/or inactive
errors that might be present
− Diagnostics display mode: this special mode provides a number of diagnostic screens that
allow the user to test and verify all in- and output signals of the ECON.A.
1.12.2 Normal Display Mode – STILL TO BE COMPLETED

This display mode is activated by default when powering up the ECON.A.
The LED ‘D’ is off by default.
1.12.2.1 Displayed info – STILL TO BE COMPLETED

The table below shows some typical different displays available in the normal display mode.
Display label Info shown Comment

(shown while
‘M’ pressed)
This display shows actually engaged direction and gear.

If the direction or gear differs from the shift lever, the
corresponding dot blinks.
This display is the first that will be shown when normal display
mode is active.
This display shows vehicle speed in km/h. For speeds below

10km/h, speed is shown with 0.1km/h resolution. The example
shows 4.2km/h
ECON.A User Manual

This display shows vehicle speed in miles/h. For speeds below

10 mph, speed is shown with 0.1mph resolution. The example
shows 4.2 miles per hour. Conversion factor used between
km/h and mph: 1.6.
This display shows the current shift lever position. Only

positions actually available on the transmission are shown. If it
is different from the engaged direction or gear , the
corresponding dot blinks.
Remark: if one or more displays listed above are not desired, they can be disabled by DANA upon
customer request.
As a general rule the RD.120 will display two dashes (as illustrated below) to indicate a value is
not available.
Typically this will be the case if the signals related to the information that needs to be displayed is
not connected or has an electrical problem.
Remark: If certain intial conditions required to correctly display a menu item are not fulfilled, the
menuitem will be skipped all together.
1.12.2.2 Operating the display

To browse through the different displays, press the ‘M’-button.
Each time the ‘M-button is pressed, the next display will be selected and the display label as listed
in the table will be shown as long as the ‘M’-button is pressed.
When the button is released, the info of the corresponding display is shown.
When the last display is reached, pressing the button will activate the first display again.
The ‘F’-LED will start flashing as soon as there is one or more faults present. Selecting the error
display will then show the corresponding fault code (see below).
1.12.2.3 Transmission Shutdown or Limphome Operating Mode

In case the ECON.A has activated the transmission shutdown mode, the normal display mode is
kept active (unless other display mode is selected), but this transmission shutdown operating
mode will be reflected in the gearposition display:
In a similar way, the transmission limphome mode will be indicated in the gearposition display:
1.12.3 Error display mode

A special display mode that can be called from the normal display mode is the error display mode.
ECON.A User Manual

To activate the fault display mode, simply press the ‘M’-button longer than 3 seconds. This can be
done from any of the displays in the normal display mode.
There are two distinct display phases. The first labeled AF represents the Active Faults, the
second one labeled IF represents inactive fault codes. One can cycle through the error codes by
pressing the button. When pressing the button again after the ECON.A has presented the last
available error code, two dashes are displayed.
To leave the fault display mode, simply press the ‘M’-button longer than 3 seconds again. This
reactivates the menu-item of the normal display mode you were in when you switched into the
fault display mode.
Display label Info shown Comment

(shown while
‘M’ pressed)
This mode shows the current active fault codes. For a full
description of the fault codes, see chapter 4.
This mode shows the current inactive fault codes. For a full
description of the fault codes, see chapter 4.
Please note that inactive faults are removed from volatile
memory after showing them on the display.
The ‘F’-LED will light up continuously when the fault display mode is active.
Remark:
The error display mode only applies to the the volatile error memory!
To access the permanent error logging information, either use a DANA PC tool or use the CAN
messages for interpretation.
1.12.4 Diagnostics Mode

This display mode is activated when powering up the ECON.A with the M-button of the RD.120
held down.
The ‘D’-LED will light up continuously when the diagnostics mode is active.
1.12.4.1 Speed Monitor

When selecting one of the three available displays for speed monitoring, it shows:
Engine speed Turbine speed Output speed
Depending on the available speed signals in the application, the corresponding displays will be
available or not.
After selecting the desired speed display and releasing the mode switch, the display will show
respectively engine, turbine or output speed in RPM (rotations per minute).
From 0 - 999 rpm the display displays 10's - i.e. below display corresponds with 630 RPM.
ECON.A User Manual

From 1000 RPM on, the display shows thousands. The example indicates 1400 RPM
1.12.4.2 Speed ratio Monitor

When selecting this mode the display shows:
turbine speed
speed ratio = < 1 (in normal mode)
engine speed
After releasing the mode switch the display shows the decimal fraction of the speed ratio in the
converter.
The above display represent a speed ratio of 0.63 (or 63%)
This display represents a speed ratio of 1.4
If the value on the display blinks it is negative!
1.12.4.3 Input Test
This test is used to verify operation of the shift lever and other inputs.
The display shows which inputs are active. The driver (or technician) can follow the sequence of
inputs and thus verify the wiring of the vehicle. Each segment of the display indicates a specific
input. Different segments can be switched on simultaneously if different inputs are activated
simultaneously.
ECON.A User Manual

This segment is switched on if input pin 59 is activated.
Input pin 53 and pin 54 are both activated.
1.12.4.4 Output test
This mode can only be selected at standstill. When pressing the mode switch while driving or if a
speed sensor fault is flagged, this mode is skipped.
After operating in this test mode, the transmission is blocked in neutral until the shift lever is
cycled through its neutral position.
The ECON.A gives information about the status of the outputs. The possible states are G (good),
S (short-circuit with ground) and O (open load: output is not connected or has a short circuit to the
battery plus).
The ECON.A tests each output sequentially, the left side of the display gives information about
which output is tested, the right side gives the status of the output.
ECON.A User Manual

OUTPUT 1 is good.
OUTPUT 1 has a short circuit to ground.
OUTPUT 1 is not connected (open load)
OUTPUT 1 is disabled
OUTPUT 1 has a short circuit to battery +
1.12.4.5 Sump temperature monitor (in °C)
The displayed value after the mode switch is released is the sump temperature in °C. The
position of the dot reflects important information! If the right dot is on, one must add 100°C to the
number shown. If the left dot is on, one must add 200°C to the number shown.
Negative values are indicated by blinking numbers.
83 °C
Temperature of 183°C
1.12.4.6 Sump temperature monitor (in °F)
The displayed value after the mode switch is released is the sump temperature in °F. The
position of the dot reflects important information! If the right dot is on, one must add 100°F to the
number shown. If the left dot is on, one must add 200°F to the number shown.
ECON.A User Manual

83 °F (28°C)
183 °F (84°C)
283 °F (140°C)
Temperature of 399°F
1.12.4.7 Convertor out temperature monitor (in °C)
The displayed value after the mode switch is released is the convertor out temperature in °C. The
position of the dot reflects important information! If the right dot is on, one must add 100°C to the
number shown. If the left dot is on, one must add 200°C to the number shown.
83 °C
Temperature of 183°C
1.12.4.8 Convertor out temperature monitor (in °F)
The displayed value after the mode switch is released is the convertor out in °F. The position of
the dot reflects important information! If the right dot is on, one must add 100°F to the number
shown. If the left dot is on, one must add 200°F to the number shown.
ECON.A User Manual

83 °F (28°C)
183 °F (84°C)
283 °F (140°C)
Temperature of 399°F
1.12.4.9 Battery Voltage Monitor

The voltage displayed is measured on the switched powersupply
The displayed value after the mode switch is released is the battery voltage in Volts.
Values with a fractional part of 0.5V or higher have the right dot on
Voltage range :
13.0 V - 13.4 V
Voltage range :
13.5 V - 13.9 V
1.12.5 Bootloader Mode (programming mode)

This special mode will be activated if the ECON.A is being reprogrammed using the DANA
Firmware Flashtool.
1.12.5.1 Bootloader mode active

Initialy the yellow “D”-LED and the red “F”-LED will blink alternately to indicate this mode.
The display shows:
The programming process consists of 3 main steps:
ECON.A User Manual

1.12.5.2 Step 1: Erasing

The first step is erasing the existing contents of the internal program flash:
“E” stands for “erasing”, the number on the right indicates the number of the sector currently being
erased.
The red “F”-LED lights up continuously to indicate this step.
1.12.5.3 Step 2: Programming & verification

After that the actual programming starts:
“P” stands for “programming”, the number on the right indicates the number of the sector currently
being programmed.
The yellow “D”-LED lights up continuously to indicate this step.
At the end of programming a sector, a verification is performed:
Both the yellow “D”-LED and the red “F”-LED light up continuously to indicate this step.
This process of programming and verification is repeated a number of times until all the necessary
sectors are programmed.
1.12.5.4 Step 3: Verification

Finally a verification of the complete programmed firmware is performed:
Both the yellow “D”-LED and the red “F”-LED light up continuously to indicate this step.
When completing the programming of the ECON.A successfully, it will automatically restart
and try to activate the new application firmware. If this succeeds, the ECON.A will no longer be
in bootloader mode.
However, if the ECON.A can not successfully activate the application firmware, bootloader
mode will automatically be activated again.
ECON.A User Manual

2 Control system: Analog Input Signals Calibration

The ECON.A firmware contains several calibration procedures for all supported analog input signals.
These are needed so that the ECON.A reads the correct values from these signals.
These analog input signal calibrations have to be done:
• when the vehicle is built at the OEM.

• when the sensor of an analogue input signals is replaced
• when the ECON.A is replaced or an upgrade is performed.
• When an error code indicates the calibration is invalid
2.1 Activating the calibration mode with RD.120 (optional)

To enter the ECON.A Calibration mode, you should push the “M”-button on the display for 10
seconds when starting up the ECON.A.
After 10 seconds, the following message appears on the display:
This indicates that you have entered the calibration mode.

Pressing the “M”-button once again selects the first calibration option. Pressing it shortly each
time will select the next available calibration option. For selecting a calibration option, hold
the “M”-button down for 2 minimum seconds.
2.2 Brake pedal sensor calibration with RD.120 (optional)

For the brake pedal, up to 3 points can be calibrated:
• Voltage when brake pedal is released (“0%” level)
• Voltage when brake pedal is pressed to the level where declutch zone should start
(“high” level)
• Voltage when brake pedal is fully pressed (100%)
rd
Two calibration points are always needed: the “0%” and the “100%” level. The 3
intermediate point is optional and decision for calibration need will depend on the application.
This needs to be defined by OEM and is then fixed by DANA.
To select the brake pedal calibration option, simply press the “M”-button until the RD.120
shows:
After activating the brake pedal calibration option, the different calibration points will be
requested in order of increasing level. The display will automatically show:
… …
For each requested calibration point, simply apply the pedal to its corresponding position and
confirm it by pressing the “M”-button.
ECON.A User Manual

When the calibration has completed succesfully, the RD.120 will show:
In case the calibration encountered a problem, the RD.120 will show:
In that case the values of the failed calibration are ignored and the default values will be
used.
REMARK: to have the new calibration values activated, a controlled power down of the
ECON.A is needed, so the values can be saved to the controller’s permanent flash
memory.
Only at the next power up these new values will be used.
2.3 Throttle pedal sensor calibration with RD.120 (optional)

For the throttle pedal, up to 4 points can be calibrated:
• Voltage when throttle pedal is released (“0%” level)
• Voltage of the start of the ‘throttle pedal medium zone’ (“mid” level)
• Voltage of the start of the ‘throttle pedal high zone’ (“high” level)
• Voltage when throttle pedal fully pressed (“100%” level)
Like with the brake pedal, two calibration points are always needed: the “0%” and the “100%”
level. The other 2 intermediate points are optional and decision for calibration need will
depend on the application. This needs to be defined by OEM and is then fixed by DANA.
To select the throttle pedal calibration option, simply press the “M”-button until the RD.120
shows:
After activating the throttle pedal calibration option, the different calibration points will be
requested in order of increasing level. The display will automatically show:
… … …
For each requested calibration point, simply apply the pedal to its corresponding position and
confirm it by pressing the “M”-button.
When the calibration has completed succesfully, the RD.120 will show:
In case the calibration encountered a problem, the RD.120 will show:
ECON.A User Manual

In that case the values of the failed calibration are ignored and the default values will be
used.
REMARK: to have the new calibration values activated, a controlled power down of the
ECON.A is needed, so the values can be saved to the controller’s permanent flash
memory.
Only at the next power up these new values will be used.
ECON.A User Manual

2.4 Controlling Analog Input Signal Calibration using CAN

Apart from performing the analog signal calibrations using the stand-alone calibration mode of the
ECON.A as described above, it is also possible to activate and control these calibrations using
CAN communication.
This is very useful on machines where there is no RD.120 present 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 ECON.A, or alternatively to control the transmission calibration using an
off-board diagnostic tool like DANA’s “Dashboard”.
The details of all used CAN messages are fully described in chapter 3, but the chart on the
following page 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 throttle
pedal calibration or any other similar analog input signals.
Before a calibration can be started using CAN, the calibration mode has to activated in the
ECON.A first. Without this calibration mode activated, any attempt to start a specific calibration will
be ignored by the ECON.A.
After completing all the required calibrations, the ECON.A can be set back to normal operating
mode. This is optional, because restarting the ECON.A will be needed anyway to activate the new
calibration results, and restarting the ECON.A automatically deactivates the calibration mode.
ECON.A User Manual

ECON.A User Manual

Chapter 2: ECON.A Configuration Sets Description
CHAPTER 2:
ECON.A
Configuration Sets
Description
ECON.A User Manual

3 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 ECON.A.
This chapter 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.
For a better understanding, the diagram below shows the situation of the configuration sets within the
total amount of available parameters.
An essentail part of each ECON.A is the so called APT file. This is a complete data file delivered by
DANA containing all parameters needed to get a fully operational ECON.A. Together with the
ECON.A firmware, it defines a complete application. As a rule these APT files are read-only to the
OEM user.
As the diagram shows, the configuration sets are a part of that complete APT file, so they are an
essential part of the parameters.
The so called OEM GDE Data file is basically a reduced version of the full APT file, where only the
configuration sets are accessable for editing. This way the OEM user can overwrite the standard
settings as they are provided in the APT file supplied by DANA.
This allows management of configuration sets completely under the responsibility of the OEM user,
without needing a large quantity of different APT files from DANA.
Remark: in highly exceptional cases, such an OEM GDE data file could contain some parameters
that are not a part of the configuration sets but nevertheless need to be customized by the OEM user.
This will investigated case by case and is to be defined togteher with DANA.
Before choosing to define such extra parameters that need to be customized by the OEM user, some
careful consideration is needed. As is explained in the next paragraphs, configuration sets can be
managed in different ways: on the one hand PC tools like OEM Engineering GDE and Dashboard,
CAN messages on the other hand.
Be aware that extra parameters that are not a part of these configuration sets can only be managed
by using the OEM Engineering GDE.
ECON.A User Manual

4 Using Configuration Sets
4.1 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
its index from the list of available sets and activating it by downloading it to the controller. This can
either be done using the GDE and APT tool or using a CAN message (see ECON.A CAN EDI
description).
4.2 Configuration Set Parameters Description

The following paragraphs decribes the different configuration set parameters available in the
ECON.A. This means that any combination of the following parameters can be combined to
different configuration sets.
The maximum number of configurtion sets that can be defined is 20.
4.2.1 Configuration Set Name (GDE only)

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 5.3).
When you specify a new name, it will not immediately be reflected there! This will only be
updated after downloading your changes into an ECON.A, 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 5.3) before saving your changes and distributing this file in your production
environment (see also tips in paragraph 5.2).
REMARK: When using CAN messages to reference a configuration set, this name is not
relevant. Instead an index value needs to be used to address the correct configuration set (see
paragraph 7 and chapter 3).
4.2.2 ShiftLever Type

Specify the type of shiftlever on the machine (Standard / BumpType / CAN Type)
For the selection of a standard or a bumptype shiftlever, a fixed wiring of the shiftlever outputs
to the ECON.A is expected. Check the application specific wiring diagram to see how the shift
lever needs to be connected to the ECON.A in those cases.
4.2.3 Digital input features
4.2.3.1 Available digital input features

Named as they are presented in the GDE tool, the available digital input features are:
• DI Declutch
• DI Auto/Manual Shifting
• DI Kickdown Request
• DI Neutral Lock Reset
ECON.A User Manual

• DI Throttle Pedal Idle

• DI Throttle Pedal Full
• DI Parking Brake State
• DI Start in 1st/2nd
• DI Redundant Neutral
• DI Operator Present
• DI Seat Orientation
• DI Inhibit Upshift
• DI Lockup Enable
4.2.3.2 Digital input feature activation

For each available digital input feature, enabling the feature is possible by selecting an
available signal source. For digital input features, these are the options to choose from:
If the signal is wired, choose one of the available digital input wires from the drop down list
presented.
If the function is active and it is sent over the CAN bus, following the protocol as described in
the ECON.A CAN EDI description, select the option “CAN EDI”
If the function is not to be used, select “Not Used”.
REMARK: if a signal source option is not availble for a certain feature, the option will not be
available in the list.
4.2.3.3 Digital input feature logics inversion

If a digital input feature is activated on a wire, there is a possibility to invert the logics of the
input:
If “No” is selected, the digital input will need to be high to have the feature active. If “Yes” is
selected, the logics is inverted.
REMARK 1: with a ECON.A that has so called “switch to ground” digital inputs, the logics is
already inverted by default: connection to ground turns the digital input feature off.
REMARK 2: if the signal source is set to “CAN EDI”, this inversion has NO impact!
4.2.3.4 Digital input feature inactive default value

In case a digital input feature is not activated (“Not Used”), the default value detemines
whether the feature is always active or not:
For some feature this will not be useful at all. For others, like “DI Auto/Manual Shifting” this can
be used to make a selection to have a feature always active for a specific configuration set.
ECON.A User Manual

4.2.4 Digital output features
4.2.4.1 Available digital output features

Named as they are presented in the GDE tool, the available digital output features are:
• DO Neutral Engine Start
• DO Vehicle Speed based
• DO Warning Lamp
• DO Lockup
4.2.4.2 Digital input feature activation

As with the digital input features, for each available digital output feature, enabling the feature
is possible by selecting an available output. For digital output features, these are the options to
choose from:
4.2.4.3 Digital input feature logics inversion

Identical to the digital input features, there is a possibility to invert the logics of the output:
4.2.4.4 Digital input feature inactive default value

Identical to the digital input features, in case a digital output feature is not activated (“Not
Used”), the default value detemines whether the feature is always active or not:
4.2.5 Analog input features
4.2.5.1 Available analog input features

Named as they are presented in the GDE tool, the available analog input features are:
• AI Throttle Pedal
• AI Brake Pedal
4.2.5.2 Analog input feature activation

For each available analog input feature, enabling the feature is possible by selecting an
available signal source. For analog input features, these are the options to choose from:
ECON.A User Manual

If the signal is wired, choose one of the available analog input wires from the drop down list
presented.
If the function is active and it is sent over the CAN bus, following the protocol as described in
the ECON.A CAN EDI description, select the option “CAN EDI”
If the function is not to be used, select “Not Used”.
REMARK: if a signal source option is not availble for a certain feature, the option will not be
available in the list.
4.2.6 Max Vehicle Speed

This sets the absolute maximum vehicle speed that is allowed for a specific vehicle
configuration. This limit will be used by the vehicle speed limitation feature if available (see
paragraph 1.11)
Standard value: 80 kph (maximum possible: no speed limitation)

Adjustable range: 5 kph – 80 kph
REMARK: the minimum value is limited to 5 kph because below this speed the feature does
not function optimal anymore.
4.2.7 Max DirChg Vehicle Speed

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: design limit (maximum allowed)

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.
Note: how the ECON.A will react exactly if the shift needs to be postponed because the vehicle
speed limit is exceeded, will depend on the selections made as described in paragraph 1.7.
4.2.8 Max DirChg Engine Speed

Similar to the F-R vehicle speed limit, this value limits the engine speed to perform a direction
change.
Standard value: 3000 rpm

Adjustable range: 500 rpm – 3000 rpm
Unlike the maximum vehicle speed limit, this maximum engine speed usually has not been set
for transmission protection. The maximum vehicle speed limit is usually calculated to be
ECON.A User Manual

acceptabel at any speed of the engine’s range.

Therefore this limit is an optional limit that, for the same reason as mentioned above, 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 !!!
4.2.9 Tyre Rolling Radius

Specifies the rolling radius of the machine tyres.
A range of different values to cover different tyre options can be specified here. However, the
range of allowed values is limited. The limits on this value depend on the application approval
and are fixed by DANA for each application.
4.2.10 Axle Reduction

Specifies the axle reduction factor the vehicle’s axle.
A range of different values to cover possible different axle options can be specified here.
However, the range of allowed values is limited. The limits on this value depend on the
application approval and are fixed by DANA for each application.
4.2.11 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 0. Selecting one will make it
active after performing a download to the controller and automatically resetting the controller.
REMARK: When using CAN messages to reference a configuration set, this ConfigSet ID is
represented by a corresponding index value to address the correct configuration set (see
paragraph 7 and chapter 3).
ECON.A User Manual

5 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 ECON.A 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 ECON.A 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.
5.1 Editing Configuration Sets with OEM Engineering GDE

When connected to an ECON.A, 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 ECON.A 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.
ECON.A User Manual

REMARK: after performing an upload from an ECON.A, 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.
5.2 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 ECON.A 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 0). Reminder: after changing the names, download
your changes into an ECON.A, 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!
5.3 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 ECON.A 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 ECON.A.
ECON.A User Manual

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 ECON.A’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!
5.4 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
ECON.A 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.
ECON.A User Manual

6 Configuration Set Management: Dashboard

DANA provides a PC tool called “Dashboard”, which also contains the configuration set management
functionality. On top of that, “Dashboard” is a multi-functional tool which also provides a lot of other
features:
- signal monitoring
- data logging
- error logging
- calibration interface
- integrated specific PC tools like APT & GDE, Firmware Flashtool,…
- 2 user levels with differentated options available (customer definable)
-…
For further details, please refer to the description of the “Dashboard” PC tool.
ECON.A User Manual

7 Configuration Set Management: CAN

As an alternative (or as a supplement) to using the DANA PC tools 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 ECON.A 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.
7.1 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 ECON.A, 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.
ECON.A User Manual

7.2 Selecting a Configuration Set: CVC_to_TC_4

To select a configuration set in the ECON.A, a CAN message is provided that is also used for
reading and writing other values in the ECON.A (see also chapter 3, paragraph 4.1.9).
Below this message is explained when used to select a configuration set in the ECON.A.
7.2.1 CVC_to_TC_4 defined for Configuration Set Selection
Message Name CVC_to_TC_4
Message ID CFF23XXH
(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
7.2.2 CVC_to_TC_4.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 – 19 (20 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.
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7.3 ECON.A reply Configuration Set Selection:

TC_to_CVC_4
Each time a configuration set read or write request is sent by using the CVC_to_TC_4 message
as described above, a reply message will be sent by the ECON.A. This is the standard reply
message that is linked to the CVC_to_TC_4 message (see also chapter 3, paragraph 4.2.7).
Below this reply message is explained when used to read or write a configuration set index.
7.3.1 TC_to_CVC_4 defined for Configuration Set Selection
Message Name TC_to_CVC_4
Message ID CFF3303H
(03 is the Transmission Controller’s address)
Repetition rate On request
DLC 8
Byte 0 Echo of CVC_to_TC_4.Byte 0
Byte 1 Reply code to operation code of CVC_to_TC_4.Byte 1
Byte 2 Index of Newly Requested Configuration Set
Byte 3 Index of Currently Active Configuration Set
7.3.2 TC_to_CVC_4.Byte 1
Depending on what has been requested in CVC_to_TC_4.Byte 1 and the result of the
consequent action, this reply code can have several values:
- echo of CVC_to_TC_4.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_4.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_4.byte2 (=requested index):
The request to select a new configuration set was accepted
- FF(hex) = there is no valid configuration set currently active
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- Same value as CVC_to_TC_4.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_CVC4.byte2 and TC_to_CVC4.byte3 will show the same value.
When a new configuration set has been selected successfully however, TC_to_CVC4.byte2 and
TC_to_CVC4.byte3 will show a different index value. Only after a normal power down of the
ECON.A (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.
7.4 Communication Overview Selecting a Configuration Set
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7.5 Reading and Writing Values: CVC_to_TC_4

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 ECON.A (see also chapter 3,
paragraph 4.1.10).
This message is explained here when used to read and write values in the configuration set
parameters.
7.5.1 CVC_to_TC_4 defined for Configuration Set Parameter

handling
Message Name CVC_to_TC_4
Message ID CFF23XXH
(XX is the Central Vehicle Controller’s address)
Repetition rate as required
DLC 8
Byte 0 81h = Request code for reading configuration set parameter value
86h = Request code for writing configuration set parameter value
Byte 1 Index to configuration set parameter
Byte 2
New value, in case the write request is active
Byte 3
- 81h = Just read the parameter value referred to by the index in byte 1. This is possible at all
times, provided there is a valid configuration active.
- 86h = Write the new desired value (as specified byte2-3) to the parameter referred to by the
index in byte 1.
This byte is 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 7.5.5.
7.5.4 CVC_to_TC_4.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. For a read request, this is not relevant.
Data format:
New value = byte2 + byte3 x 256
For specific scaling factors of certain parameter values, please refer to the table in paragraph
7.5.5.
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7.5.5 Configuration Set Parameter - Index and Format List

Index Data format
Configuration Set Parameter Value in byte2-3 Unit of byte 2-3
(hex)
00 DI Declutch
01 DI Auto/Manual Shifting
02 DI Kickdown Request 0=Di0 W59
1=Di1 W58
03 DI Neutral Lock Reset
2=Di2 W57
04 DI Throttle Pedal Idle 3=Di3 W56
05 DI Throttle Pedal Full 4=Di4 W55
09 DI Parking Brake State 5=Di5 W54 none
0A DI Start in 1st/2nd 6=Di6 W53
0D DI Redundant Neutral 7=Di7 W52
8=Custom
10 DI Operator Present
9=CAN EDI
11 DI Seat Orientation 10=Not Used
12 DI Inhibit Upshift
13 DI Lockup Enable
36 DO Neutral Engine Start Signal Source 0=Do0 W33

1=Do1 W31
2=Do2 W48
37 DO Vehicle Speed based Signal Source 3=Do3 W18
4=Do4 W46
5=Do5 W17
6=Do6 W35
38 DO Warning Lamp Signal Source 7=Do7 W01
8=Do8 W03
9=CAN EDI
39 DO Lockup Signal Source 10=Not Used
40 DI Declutch Invert Logic?

41 DI Auto/Manual Shifting Invert Logic?
42 DI Kickdown Request Invert Logic?
43 DI Neutral Lock Reset Invert Logic?
44 DI Throttle Pedal Idle Invert Logic?
45 DI Throttle Pedal Full Invert Logic?
49 DI Parking Brake State Invert Logic?
4A DI Start in 1st/2nd Invert Logic?
0 = No
4D DI Redundant Neutral Invert Logic? none
1 = Yes
50 DI Operator Present Invert Logic?
51 DI Seat Orientation Invert Logic?
52 DI Inhibit Upshift Invert Logic?
53 DI Lockup Enable Invert Logic?
76 DO Neutral Engine Start Invert Logic?
77 DO Vehicle Speed based Invert Logic?
78 DO Warning Lamp Invert Logic?
79 DO Lockup Invert Logic?
80 DI Declutch Default State 0 = OFF none
81 DI Auto/Manual Shifting Default State 1 = ON
82 DI Kickdown Request Default State
83 DI Neutral Lock Reset Default State
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Index Data format

Configuration Set Parameter Value in byte2-3 Unit of byte 2-3
(hex)
84 DI Throttle Pedal Idle Default State
85 DI Throttle Pedal Full Default State
89 DI Parking Brake State Default State
8A DI Start in 1st/2nd Default State
8D DI Redundant Neutral Default State
90 DI Operator Present Default State
91 DI Seat Orientation Default State
92 DI Inhibit Upshift Default State
93 DI Lockup Enable Default State
B6 DO Neutral Engine Start Default State
B7 DO Vehicle Speed based Default State
B8 DO Warning Lamp Default State
B9 DO Lockup Default State
C0 Max Dir Chg Engine Speed Value limited value rpm
C1 Max Dir Chg Vehicle Speed Value limited value kph x 256
C2 Max Vehicle Speed Value limited value kph x 256
E0 Tyre Rolling Radius Value limited value m x 1024
E1 Axle Reduction Value limited value ratio x 100
0 = Standard
E2 Shiftlever Type 1 = Bump type none
2 = CAN type
0 = Ai0 W25
F0 AI Throttle Pedal Signal Source
1 = Ai1 W27
2 = Ai2 W29
none
3 = Ai3 W14
4 = CAN EDI
F1 AI Brake Pedal Signal Source
5 = Not Used
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7.6 ECON.A reply Parameter Read/Write Request:

TC_to_CVC_4
Each time a parameter read or write request is sent by using the CVC_to_TC_4 message as
described above, a reply message will be sent by the ECON.A. This is the standard reply
message that is linked to the CVC_to_TC_4 message (see also chapter 3, paragraph 4.2.9).
This reply message is explained here when used to read and write values in the configuration set
parameters.
7.6.1 TC_to_CVC_4 defined for Configuration Set Parameter

handling
Message Name TC_to_CVC_4
Message ID CFF3303H
(03 is the Transmission Controller’s address)
Repetition rate On request
DLC 8
Byte 0 Echo of CVC_to_TC_4.Byte 0
Byte 1 Reply code to operation code of CVC_to_TC_4.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_4.Byte 1 and the result of the
consequent action, this reply code can have several values:
- echo of CVC_to_TC_4.byte1 in normal situations ( 0 to FA(hex) )

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.
- FB(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 7.1.
To retry the write operation of the configuration set parameter, make sure that
these conditions are fulfilled first.
ECON.A User Manual

- FC(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.
- FD(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)
- FE(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
7.5.5).
- FF(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!
7.6.3 TC_to_CVC_4.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_4.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_4.byte2-3, please refer to the table in paragraph
7.5.5 for specific scaling factors of certain parameter values.
REMARK: When a problem results in having no value to return at all, TC_to_CVC_4.byte2-3 will
contain FFFF (hex). This is the case with TC_to_CVC_4.byte1 being FB(hex), FE(hex) and
FF(hex).
7.6.4 TC_to_CVC_4.Byte 4-5: Minimum Value

In an identical format to TC_to_CVC_4.Byte 2-3, these bytes contain the minimum allowed value
for the referred configuration set parameter.
FF(hex).
7.6.5 TC_to_CVC_4.Byte 6-7: Maximum Value

In an identical format to TC_to_CVC_4.Byte 2-3, these bytes contain the minimum allowed value
for the referred configuration set parameter.
FF(hex).
ECON.A User Manual

7.7 Communication Overview Configuration Set Parameter

Handling
ECON.A User Manual

7.8 Suggestions for Managing Configuration Sets with CAN

7.8.1 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_4 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_4 with byte0 = 80h, byte1 = 01h and
byte2 containing the requested index (see details above). Remember to check the ECON.A
reply (TC_to_CVC_4) 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 ECON.A’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!
7.8.2 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 7.7
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 ECON.A reply. However, a minimum interval of 100 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
ECON.A.
- It is strongly recommended to check if the new selected value for the parameter has indeed
been accepted by interpreting the ECON.A 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!
ECON.A User Manual

- 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 ECON.A 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 ECON.A 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 ECON.A 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 ECON.A 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 ECON.A (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.
ECON.A User Manual

Chapter 3: ECON.A CAN EDI Protocol Description
CHAPTER 3:
ECON.A
CAN EDI
Protocol
Description
ECON.A User Manual

1 General
1.1 Proprietary messages vs Standard messages

Where possible, the standard messages as provided by the SAE J1939 standard are used.
However, a lot of transmission application specific information is not provided in any of the
standard messages.
As the J1939 standard leaves room for proprietary messages to implement exchange of data that
is not provided in standard messages, a number of these proprietary messages have been
implemented by DANA.
Within these DANA proprietary messages, the normal rules of the J1939 regarding parameter
ranges etc. are respected whenever possible.
REMARK: to keep the bus load to a minimum, sometimes these proprietary messages can
contain information that is also available in different standard messages. By grouping data that
is not provided in standard messages together with data that is available in J1939 standard
messages into these proprietary massages, the number of messages needed could be
optimized to a minimum. Otherwise the necessary information would be scattered over a
significantly higher amount of messages, increasing the complexity and load on the CAN bus.
1.2 Proprietary messages PGN

The PGN’s used for the DANA proprietary messages listed below is the default PGN.
However, as the SAE J1939 has no rules on how the PGN’s available for proprietary use should
be used by different manufacturers, there is always the possibility of conflict when 2 or more
different manufacturers have used the same PGN to implement a proprietary message.
In that case DANA has the possibility to change the PGN of their proprietary messages in
agreement with the other manufacturers involved.
1.3 Repetition rate

For each message listed below, the priority part of the message identifier is set to the default
recommended value.
However, if a specific application would require to use a different priority for any of the supported
messages – both proprietary and standard - this can be modified by DANA upon request.
ECON.A User Manual

2 Proprietary Messages from Central Vehicle Controller

(CVC) to Transmission Controller (TC)
2.1 CVC_to_TC_1: Standard Remote Transmission Control

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 Bit 1 Bit 0 Bit 5 Bit 4 Bit 3 Bit 2
Bit 3 Range 0 0 : neutral 0 0 0 1 :1
st
Bit 4 Selection 0 1 : forward 0 0 1 0 :2
nd
Bit 5 1 0 : reverse 0 0 1 1 :3
rd
Bit 6 1 1 : reserved 0 1 0 0 :4
th
Bit 7 0 1 0 1 : 5th
0 1 1 0 : 6th
0 1 1 1 : 7th
Fault state of 1 0 0 0 : 8th
shift lever All other bitpatterns are reserved
Bit 7 Bit 6
0 0 : no fault detected on shift lever
0 1 : fault detected on shift lever (neutral will be forced)
1 0 : reserved (neutral will be forced)
1 1 : function not supported over CAN
Byte 1 Bit 8
Bit 9
Declutch enable/disable (if not used : all bits should be 1)
Declutch Bit 9 Bit 8
enable/disable 0 0 : declutch disable request
Request 0 1 : declutch enable request
1 0 : reserved
Bit 10
Bit 11
Parking brake (if not used : all bits should be 1)
Parking Brake Bit 11 Bit 10

State 0 0 : parking brake off
0 1 : parking brake on
1 0 : reserved
Bit 12
Bit 13
Neutral lock reset (if not used : all bits should be 1)
Bit 13 Bit 12
Neutral lock 0 0 : no neutral lock reset request
0 1 : request neutral lock reset
1 0 : reserved
ECON.A User Manual

Bit 14
Bit 15
Operator Present (if not used : all bits should be 1)
Operator Seated Bit 15 Bit 14
state 0 0 : operator is NOT present
0 1 : operator is present
1 0 : reserved
Byte 2 Bit 16
… Not used
Reserved (all bits should be 1)
Bit 19
Bit 20
Bit 21
Auto/Manual shift selection (if not used : all bits should be 1)
Auto/manual Bit 21 Bit 20

shift selection 0 0 : manual mode selection
0 1 : automatic mode selection
1 0 : reserved
Bit 22 st nd
Bit 23
Start in 1 / 2 selection (if not used : all bits should be 1)
st
Start in 1 /2
nd Bit 23 Bit 22
st
selection 0 0 : 1 gear starting request
nd
0 1 : 2 gear starting request
1 0 : reserved
Byte 3 Bit 24
Bit 25
Kickdown enable/disable (if not used : all bits should be 1)
Kickdown Bit 25 Bit 24
enable/disable 0 0 : no kickdown request
request 0 1 : kickdown enable request
1 0 : reserved
Bit 26
…
Not used
Bit 29
Bit 30
Bit 31
Upshift Inhibit enable/disable (if not used : all bits should be 1)
Upshift Inhibit Bit 31 Bit 30
enable/disable 0 0 : upshift inhibit disable request
request 0 1 : upshift inhibit enable request
1 0 : reserved
Byte 4 Bit 32
Bit 33
Seat orientation (if not used : all bits should be 1)
Seat Orientation Bit 33 Bit 32

state 0 0 : seat orientated normally
0 1 : seat reverse orientated
1 0 : reserved
Bit 34
Bit 35
Not used Reserved (all bits should be 1)
Bit 36
Bit 37
Throttle Pedal Idle (if not used : all bits should be 1)
Bit 37 Bit 36
Throttle Pedal 0 0 : throttle pedal not idle
Idle state 0 1 : throttle pedal idle
1 0 : reserved
ECON.A User Manual

Bit 38
Bit 39
Throttle Pedal Full (if not used : all bits should be 1)
Bit 39 Bit 38
Throttle Pedal 0 0 : throttle pedal not full
Full state 0 1 : throttle pedal full
1 0 : reserved
Byte 5 Bit 40
Bit 41
Lockup enable/disable (if not used : all bits should be 1)
Lockup Bit 41 Bit 40
enable/disable 0 0 : lockup disable request
request 0 1 : lockup enable request
1 0 : reserved
Bit 42
…
Not Used
Bit 47
Byte 6 Bit 48
…
FF(Hex) Reserved (all bits should be 1)
Byte 7
Bit 63 FF(Hex)
ECON.A User Manual

2.2 CVC_to_TC_2: Optional Remote Transmission Control 1

Message identifier : CFF21xx(Hex) (CAN 2.0 B ⇒ 29 bit identifier)

Timeout : 200 ms
DLC : 8
Value Detail
Byte 0 Bit 0
Throttle pedal position (if not used : all bits should be 1)
Conversion : throttle pedal position = byte 0 x 0.4 [%]
… Throttle Pedal 0= 0%
Position 250 = 100 %
254 = fault related to throttle pedal position sensing
Bit 7 255 = measurement not supported
Byte 1 Bit 8
Brake pedal position (if not used : all bits should be 1)
Conversion : brake pedal position = byte 1 x 0.4 [%]
… Brake Pedal 0= 0%
254 = fault related to brake pedal position sensing
Byte 2 FF(Hex) Reserved (all bits should be 1)
Byte 3 FF(Hex)
Byte 4 FF(Hex)
Byte 5 FF(Hex)
Byte 6 FF(Hex)
Byte 7 FF(Hex)
ECON.A User Manual

2.3 CVC_to_TC_3: Optional Remote Transmission Control 2


Timeout : 200 ms
DLC : 8
Value Detail
Byte 0 Bit 0
Bit 1
Redundant Safety Neutral Request
(if not used : all bits should be 1)
Bit 1 Bit 0
0 0 : no redundant safety neutral requested
Redundant
0 1 : redundant safety neutral requested
Safety
1 0 : error
Neutral
(value not expected: will also result in a safety neutral request!)
REMARK: this is a redundant signal to request neutral seperately from the
normal shiftlever signal (safety reasons).
Bit 2
…
Not used
Bit 7
Byte 1 Bit 8 FF(Hex) Reserved (all bits should be 1)
Byte 2 FF(Hex)
Byte 3 FF(Hex)
…
Byte 4 FF(Hex)
Byte 5 FF(Hex)
Byte 6 FF(Hex)
Byte 7 Bit 63 FF(Hex)
ECON.A User Manual

3 Proprietary Messages from Transmission Controller (TC)

to Central Vehicle Controller (CVC)
3.1 TC_to_CVC_1: Standard Transmission info

Message identifier : CFF3003(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) FF30 (Hex) = 65328 (Dec) 03 (Hex) = 3 (Dec)
Originator : Spicer ECON.A Transmission controller

DLC : 8
Value Detail
Byte 0 Bit 0 Direction
Bit 1 selection
Shift lever position
st
Bit 3 Range 0 0 : neutral 0 0 0 1 :1
nd
Bit 4 Selection 0 1 : forward 0 0 1 0 :2
rd
Bit 5 1 0 : reverse 0 0 1 1 :3
th
1 1 : reserved 0 1 0 0 :4
Bit 6
0 1 0 1 : 5th
Bit 7 0 1 1 0 : 6th
0 1 1 1 : 7th
th
1 0 0 0 :8
Fault state of All other bitpatterns are invalid
shift lever Bit 7 Bit 6
0 0 : no fault detected on shift lever
0 1 : fault detected on shift lever (neutral is forced)
1 0 : reserved
Byte 1 Bit 8 Selected
Bit 9 Direction
Gear position
st
Bit 11 Selected 0 0 : neutral 0 0 0 1 :1
nd
Bit 12 Range 0 1 : forward 0 0 1 0 :2
rd
Bit 13 1 0 : reverse 0 0 1 1 :3
th
1 1 : reserved 0 1 0 0 :4
Bit 14
0 1 0 1 : 5th
Bit 15 0 1 1 0 : 6th
0 1 1 1 : 7th
th
Fault state of 1 0 0 0 :8
Transmission All other bitpatterns are invalid
Control Outputs Bit 15 Bit 14
0 0 : no fault detected on transmission control outputs
0 1 : fault detected on transmission control outputs
1 0 : reserved
Byte 2 Bit 16
Active Errors
Bit 17
Bit 17 Bit 16
Active errors 0 0 : there are no active errors
0 1 : there is one or more active errors present
1 0 : reserved
ECON.A User Manual

Bit 18
Bit 19
Inactive Errors *
Bit 19 Bit 18
Inactive 0 0 : there are no inactive errors
errors 0 1 : there is one or more inactive errors present
1 0 : reserved
* REMARK: Only valid for inactive errors in the volatile error memory.
Bit 20
Bit 21
Warning Indication *
Bit 21 Bit 20
0 0 : the warning indication is OFF
Warning lamp 0 1 : the warning indication is ON
state 1 0 : reserved
* REMARK: The exact trigger(s) for this warning indication are application
specific and need to be configured for each application.
Bit 22
Bit 23
Shift In Progress
Bit 23 Bit 22
Shift in 0 0 : no shift is in progress
progress 0 1 : shift is in progress
1 0 : reserved
Byte 3 Bit 24
Transmission Sump Temperature
Conversion : Temperature = (byte 3) – 50 [°C]
Transmission
0 = -50 °C
… Sump
250 = 200 °C
Temperature
254 = fault related to temperature sensor
255 = measurement not supported
Bit 31
Byte 4 Bit 32
Transmission Cooler In Temperature
Conversion : Temperature = (byte 4) – 50 [°C]
0 = -50 °C
250 = 200 °C
Transmission
… Converter Out 254 = fault related to temperature sensor
Temperature 255 = measurement not supported
REMARK: in case a switch is used instead of a sensor, the following values
will be reported:
- Switch open = temperature is OK = 100 = 50 °C
Bit 39
- Switch closed = temperature too high = 200 = 150 °C
Byte 5 Bit 40
Vehicle speed
Conversion : vehicle speed = byte 5 * (resolution factor) [kph]
where:
resolution factor = 0.1 for 0 < byte 5 < 100 ( 0 .. 10 kph)
Vehicle resolution factor = 0.2 for 100 < byte 5 < 200 (10 .. 30 kph)
… Speed resolution factor = 1 for 200 < byte 5 < 250 (30 .. 80 kph)
REMARK: use the correct resolution factor for each portion of byte 5
Example:
byte 5 = 210: speed = (100 * 0.1) + 100 * 0.2 + 10 * 1 = 40 kph
254 = fault related to the speed sensor for vehicle speed calculation
Bit 47
ECON.A User Manual

Byte 6 Bit 48 FF(Hex) Transmission System Pressure

Conversion : System pressure = byte 6 * (resolution factor) [bar]
where:
resolution factor = 0.1 for 0 < byte 6 < 100 ( 0 .. 10 bar)
resolution factor = 0.2 for 100 < byte 6 < 200 (10 .. 30 bar)
resolution factor = 1 for 200 < byte 6 < 250 (30 .. 80 bar)
REMARK: use the correct resolution factor for each portion of byte 6
… Example:
byte 6 = 210: pressure = (100 * 0.1) + 100 * 0.2 + 10 * 1 = 40 bar
254 = fault related to pressure sensor
REMARK: in case a switch is used instead of a sensor, the following values
will be reported:
- Switch open = no pressure detected = 0 = 0 bar
Bit 55 - Switch closed = pressure detected = 150 = 20 bar

…
Reserved
Bit 63
ECON.A User Manual

3.2 TC_to_CVC_2: Optional Transmission info 1


DLC : 8
Value Detail
Byte 0 Bit 0
Gear Position Code
00(Hex) = normal operation (no overruling)
05(Hex) = shiftdelay active
10(Hex) = declutch active
11(Hex) = parking brake on
12(Hex) = neutral lock active
13(Hex) = operator not seated
Gear Position
14(Hex) = redundant safety neutral active
… Code 20(Hex) = kickdown active
30(Hex) = direction engagement vehicle speed limit exceeded
31(Hex) = direction engagement engine speed limit exceeded
32(Hex) = range downshift overspeeding limit exceeded
40(Hex) = calibration mode active
80(Hex) = initialization mode active
7F(Hex) = transmission limphome mode active
Bit 7 FF(Hex) = transmission shutdown mode active
Byte 1 Bit 8
Declutch enabled/disabled (if not used : all bits will be 1)
Bit 9 Declutch
enabled/ Bit 9 Bit 8
disabled 0 0 : declutch disabled
0 1 : declutch enabled
1 0 : reserved
Bit 10
Bit 11
Parking brake (if not used : all bits will be 1)
Parking Brake Bit 11 Bit 10

State 0 0 : parking brake off
0 1 : parking brake on
1 0 : reserved
Bit 12
Bit 13
Neutral lock (if not used : all bits will be 1)
Bit 13 Bit 12
Neutral lock 0 0 : not locked
0 1 : locked in neutral
1 0 : reserved
ECON.A User Manual

Bit 14
Bit 15
Operator present (if not used : all bits will be 1)
Operator Seated Bit 15 Bit 14
state 0 0 : operator is NOT present
0 1 : operator is present
1 0 : reserved
Byte 2 Bit 16
… Not used
Reserved (all bits will be 1)
Bit 19
Bit 20
Bit 21
Auto/Manual shift (if not used : all bits will be 1)
Auto/manual Bit 21 Bit 20

shift mode 0 0 : manual mode active
0 1 : automatic mode active
1 0 : reserved
Bit 22 st nd
Bit 23
Start in 1 / 2 mode (if not used : all bits will be 1)
st nd Bit 23 Bit 22
Start in 1 /2 st
mode 0 0 : 1 gear starting mode active
nd
0 1 : 2 gear starting mode active
1 0 : reserved
Byte 3 Bit 24
Bit 25
Kickdown enabled/disabled (if not used : all bits will be 1)
Kickdown Bit 25 Bit 24
enabled/ 0 0 : kickdown disabled
disabled 0 1 : kickdown enabled
1 0 : reserved
Bit 26
…
Not used
Bit 29
Bit 30
Bit 31
Upshift Inhibit enabled/disabled (if not used : all bits will be 1)
Upshift Inhibit Bit 31 Bit 30
enabled/ 0 0 : upshift inhibit disabled
disabled 0 1 : upshift inhibit enabled
1 0 : reserved
Byte 4 Bit 32
Bit 33
Seat orientation (if not used : all bits will be 1)
Seat Orientation Bit 33 Bit 32

state 0 0 : seat orientated normally
0 1 : seat reverse orientated
1 0 : reserved
Bit 34
Bit 35
Not used Reserved (all bits will be 1)
Bit 36
Bit 37
Throttle Pedal Idle (if not used : all bits will be 1)
Throttle Pedal Bit 37 Bit 36

Idle state 0 0 : throttle pedal not idle
0 1 : throttle pedal idle
1 0 : reserved
ECON.A User Manual

Bit 38
Bit 39
Throttle Pedal Full (if not used : all bits will be 1)
Throttle Pedal Bit 39 Bit 38

Full state 0 0 : throttle pedal not full
0 1 : throttle pedal full
1 0 : reserved
Byte 5 Bit 40
Lockup active/inactive (if not used : all bits will be 1)
Bit 41 Bit 40
0 0 : lockup disable request
Lockup 0 1 : lockup enable request
enable/disable 1 0 : reserved
request 1 1 : function not supported over CAN *
* REMARK: when lockup is available as a feature but it is not enabled, lockup
active/inactive will also report value 11 – function not supported over CAN.
As soon as it is enabled it will report the corresponding active mode.
Bit 42
…
Not Used
Bit 47
Byte 6 Bit 48
…
FF(Hex) Reserved (all bits will be 1)
Byte 7 FF(Hex)
Bit 63
ECON.A User Manual

3.3 TC_to_CVC_3: Optional Transmission info 2


DLC : 8
Value Detail
Byte 0 Bit 0
Throttle pedal position
Conversion : throttle pedal position = byte 0 x 0.4 [%]
… Throttle Pedal 0= 0%
254 = fault related to throttle pedal position sensing
Byte 1 Bit 8
Brake pedal position
Conversion : brake pedal position = byte 1 x 0.4 [%]
… Brake Pedal 0= 0%
254 = fault related to brake pedal position sensing
Byte 2 Bit 16 FF(Hex) Reserved = FF(Hex)
Byte 3 FF(Hex) Reserved = FF(Hex)
Byte 4 … FF(Hex) Reserved = FF(Hex)
ECON.A User Manual

4 Proprietary Messages between Central Vehicle Controller

(CVC) and Transmission Controller (TC): Send - Receive
4.1 CVC_to_TC_4: Context Specific Data - Send
4.1.1 CVC_to_TC_4 ⇔ TC_to_CVC_4 Principle
Unlike all other messages supported by the ECON.A and described in this
manual, the CVC_to_TC_4 and the TC_to_CVC_4 are linked together. They
form a “send-receive” system, where CVC_to_TC_4 is used to send a request
to the ECON.A, which in return will send the TC_to_CVC_4 as reply.
As a consequence of this send-receive system, usage of these messages by
more than 1 device on the CAN bus is not recommended because of
interference.
The CVC_to_TC_4 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 ECON.A
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 ECON.A will result in a reply message,
always being the message TC_to_CVC_4. The contents of this message will also be dependant
on the request code that was sent in the CVC_to_TC_4 message (see description further).
Following paragraphs will list all possible request codes for this CVC_to_TC_4 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 ECON.A, 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.
ECON.A User Manual

4.1.2 CVC_to_TC_4 Message Specification


Repetition rate : as required
Timeout : no timeout
DLC : 8
This message specification is valid for CVC_to_TC_4 regardless of the used request type
(byte 0).
4.1.3 CVC_to_TC_4: Identification Data (read-only)

Value Detail
Byte 0 Bit 0
Request code (if do nothing : all bits should be 1)
The following codes can only be used for requesting identification
data.
For the description of the reply format, see paragraph 4.2.2.
Supported values :
00(Hex) = HW serial number
Request code
01(Hex) = HW partnumber
… 02(Hex) = HW version
03(Hex) = SW partnumber
04(Hex) = SW version
05(Hex) = APT datafile partnumber
06(Hex) = APT datafile version
07(Hex) = OEM GDE datafile partnumber
08(Hex) = OEM GDE datafile version
Bit 7 (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)
The request codes for reading the identification data are - apart from request
code 71(hex) - the only supported request codes when the ECON.A is in the
bootloader operating mode.This allows identification of the ECON.A even in this
special programming mode.
If there is no valid data present to identify the ECON.A (e.g. when there is no
valid application or ECON.A data flash is completely corrupted), this will be
reflected in the replied values (see paragraph 4.2.2).
ECON.A User Manual

4.1.4 CVC_to_TC_4: Identification Data (writable)

Value Detail
Byte 0 Bit 0
Request code
The following codes can request the active value, but can also set
a specified new value of some identification parameters.
...
Request code
Supported values :
0A(Hex) = DANA Transmission serial number
Bit 7 0B(Hex) = OEM Vehicle ID *
0C(Hex) = OEM Reference 1 *
0D(Hex) = OEM Reference 2 *
0E(Hex) = OEM Reference 3 *
0F(Hex) = OEM Reference 4 *
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) ) (see also previous paragraph)
Write Request: 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 Byte 5 – 7 : serial number (example : 123456)
16 8
Serial number = byte 7 * 2 + byte 6 * 2 + byte 5
Byte 6
0B(Hex) = Vehicle ID *
Byte 7
0C(Hex) = OEM Reference 1 *
0D(Hex) = OEM Reference 2 *
Bit 63 0E(Hex) = OEM Reference 3 *
0F(Hex) = OEM Reference 4 *
Byte 1 – 7 : ASCII vehicle ID string
* Request codes 0A(Hex) to 0F(Hex) allow access to data fields that can be given any meaning as
required by the OEM customer. Typically this can be used to store OEM partnumbers and/or
versions in the ECON.A. The only restriction is that the data can only contain maximum 7 ASCII
character values per field.
The request codes for reading the identification data are - apart from request
code 71(hex) - the only supported request codes when the ECON.A is in the
bootloader operating mode.This allows identification of the ECON.A even in this
special programming mode.
If there is no valid data present to identify the ECON.A (e.g. when there is no
valid application or ECON.A data flash is completely corrupted), this will be
reflected in the replied values (see paragraph 4.2.2).
ECON.A User Manual

4.1.5 CVC_to_TC_4: Resetable/Total 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.
…
Supported values :
40(Hex) = read/reset resetable distance day counter
Bit 7 41(Hex) = total travelled distance
Byte 1 Bit 8
Command code
40(Hex) = read/reset resetable distance day counter
Command code
01(Hex) = reset the value of the distance day counter

… FF(Hex) = just read the current value of the distance day counter
41(Hex) = total travelled distance
As the total travelled distance counter can not be reset, always set this
byte to FF(Hex) just to read the current value.
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)
ECON.A User Manual

4.1.6 CVC_to_TC_4: Error Info

Value Detail
Byte 0 Bit 0
Request code
The following codes can be used to read the error info from the
ECON.A 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
14(Hex) = clear inactive errors buffer
Bit 7

Byte 2 FF(Hex)
Byte 3 FF(Hex)
Byte 4 … These bytes have no relevance with the request types described above
FF(Hex)
To avoid any confusion and following the principle of the SAE J1939
Byte 6 FF(Hex)
Usage of CVC_to_TC_4 to read ECON.A error info (volatile)

In the ECON.A, 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_4.
For reading the rest of the active errors, repeat sending the request code 11(Hex) in CVC_to_TC_4.
As long as there are active errors present, the ECON.A will reply the error info. When there are no
more errors present, the ECON.A will reply a code indicating this (see paragraph 4.2.4)
To repeat reading all the active errors, simply send the request code 10(Hex) in CVC_to_TC_4
again, followed by repeating request code 11(Hex) in CVC_to_TC_4 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_4 to read the
inactive error with the highest priority, followed by request code 13(Hex) in CVC_to_TC_4 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 ECON.A, a rate of
100 ms or more is recommended, to avoid unnecessary high load on the CAN-bus and the
ECON.A.
REMARK: this DANA proprietary protocol to read error info only applies to the volatile error info,
which is cleared after each new power up.
The ECON.A also provides permanent error info logging. To consult this error info, the SAE-J1939
diagnostic messages DM1, DM2 and DM3 are supported by the ECON.A
Alternatively this permanent error info can also be consulted using the OEM Engineering GDE PC
tool.
ECON.A User Manual

4.1.7 CVC_to_TC_4: Display/Operating mode selection

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to select a specific
Request code
display/operating mode in the ECON.A, overriding the standard
…
user display.
Supported values :
Bit 7 71(Hex) = select display/operating mode
Byte 1 Bit 8
Display/Operating type
This byte specifies the requested display/operating mode.
Supported values :
Display type
00(Hex) = normal display mode

…
01(Hex) = diagnostic display mode
09(Hex) = calibration display/operating mode
0A(Hex) = error display mode
Note : upon reception of the new mode, the ECON.A immediately changes
its display/operating mode to reflect this. The request is dropped if
Bit 15 either the controller is powered down or a new mode is selected.
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 5 FF(Hex) To avoid any confusion and following the principle of the SAE J1939
ECON.A User Manual

4.1.8 CVC_to_TC_4: 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 4.2.6 to
4.2.7.
For a detailed description of correct usage and context of these
codes, refer to the Calibration Control System description.
Request code
…
Supported values :
20(Hex) = throttle pedal calibration
21(Hex) = brake pedal calibration
23(Hex) = abort calibration in process
REMARK: before these request codes can be accepted, the
display/operating mode of the ECON.A has to be set to ‘calibration
mode’ (see paragraph 4.1.7)
Bit 7
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_CVC4 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 5 To avoid any confusion and following the principle of the SAE J1939
FF(Hex)
standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 6 FF(Hex)
ECON.A User Manual

4.1.9 CVC_to_TC_4: Configuration Set Selection

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to manage the different
configuration sets.
Request code
…
codes, refer to the Configuration Sets Description.
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)
Byte 5
These bytes have no relevance with the request types described above
… FF(Hex)
To avoid any confusion and following the principle of the SAE J1939
ECON.A User Manual

4.1.10 CVC_to_TC_4: 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
of the reply format, see paragraph 4.2.9.
Request code
… For a detailed description of correct usage and context of these
Supported values :
81(Hex) = reading the value of the addressed configuration set parameter
86(Hex) = writing a new value to the addressed configuration set parameter
Bit 7
Byte 1 Bit 8
Parameter Index
Here the index value is be specified to the parameter that needs to be
Parameter
addressed.
… Index
Valid range = 00(Hex) - FA(Hex)
For a detailed description of this index value, refer to the table in

Bit 15
the Configuration Sets Description.
Byte 2 Bit 16
New Parameter Value
Byte 3 (if read request, all bits should be 1)
New Parameter Value
If the command code 86(Hex) requests for a new value to be written to the
addressed parameter, the new value is specified here as follows:
… 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 the Configuration Sets Description
For just reading the current value of the addressed parameter, set this byte to
FF(Hex).
Bit 31
… To avoid any confusion and following the principle of the SAE J1939
Byte 7 FF(Hex)
Bit 63
ECON.A User Manual

4.1.11 CVC_to_TC_4: DANA reserved codes
Some of the request codes in the available range of byte0 in CVC_to_TC_4 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 ECON.A 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) 50 (Hex)
1B (Hex) 7F (Hex)
1C (Hex)
1D (Hex) 82 (Hex)
83 (Hex)
84 (Hex)
22 (Hex) 85 (Hex)
DANA Reserved Request code
24 (Hex)
25 (Hex) 90 (Hex)
26 (Hex) A0 (Hex)
… AA (Hex)
30 (Hex) AB (Hex)
31 (Hex) AC (Hex)
32 (Hex) AD (Hex)
33 (Hex) AE (Hex)
34 (Hex) AF (Hex)
35 (Hex)
36 (Hex)
3A (Hex)
3B (Hex)
3C (Hex)
3D (Hex)
Bit 7
Byte 1 Bit 8
Byte 2
DANA Reserved
DANA Reserved
Byte 3
Byte 4 …
Byte 5
Byte 6
Byte 7 Bit 63
ECON.A User Manual

4.2 TC_to_CVC_4: Context Specific Data - Receive

4.2.1 TC_to_CVC_4 Message Specification

Repetition rate : as required
Timeout : no timeout
DLC : 8
This message specification is valid for TC_to_CVC_4, regardless of the reply type (byte
0), which is always an echo of the request code from the corresponding CVC_to_TC_4.
Unlike all other messages supported by the ECON.A and described in this
manual, the CVC_to_TC_4 and the TC_to_CVC_4 are linked together. They
form a “send-receive” system, where CVC_to_TC_4 is used to send a request to
the ECON.A, which in return will send the TC_to_CVC_4 as reply.
Please also refer to paragraph 4.1.1 for further details.
ECON.A User Manual

4.2.2 TC_to_CVC_4: Identification Data

Value Detail
Byte 0 Bit 0
Reply code
Echo of the request code in byte 0 of the CVC_to_TC_4 to which
this TC_to_CVC_4 is the reply.
Use this code as an identification to check if it is the answer to the
request that was sent.
02(Hex) = HW version
Reply code
03(Hex) = SW partnumber
… 04(Hex) = SW version
0B(Hex) = OEM Vehicle ID
0C(Hex) = OEM Reference 1
0D(Hex) = OEM Reference 2
0E(Hex) = OEM Reference 3
0F(Hex) = OEM Reference 4
Bit 7
Byte 1 Bit 8
Requested data
The format of the requested data in the reply is dependant on the
reply code:
Byte 1 – 4 : ASCII serial number prefix (example : ABEA)
Each byte represents the ASCII code value of 1 character of the prefix
Byte 5 – 7 : serial number (example : 123456)
16 8
Serial number = byte 7 * 2 + byte 6 * 2 + byte 5
02(Hex) = HW version
… … 03(Hex) = SW partnumber
04(Hex) = SW version
0B(Hex) = OEM Vehicle ID
0C(Hex) = OEM Reference 1
0D(Hex) = OEM Reference 2
0E(Hex) = OEM Reference 3
0F(Hex) = OEM Reference 4
Byte 1 – 7 : ASCII character code
Each byte represents the ASCII code value of 1 character of the
requested data
Byte 7 Bit 63 In case any of these identification parameters is not available (e.g.
when there is no valid application present with ECON.A in
bootloader mode) all bytes will be FF(Hex) !
ECON.A User Manual

4.2.3 TC_to_CVC_4: Resetable/Total Distance Counter

Value Detail
Byte 0 Bit 0
Reply code
Reply code
…
40(Hex) = resetable distance (daycounter)
41(Hex) = total travelled distance
Bit 7
Byte 1 Bit 8
Travelled Distance
Distance
… …
Conversion :
24 16 8
distance = ( byte 4 * 2 + byte 3 * 2 + byte 2 * 2 + byte 1 ) / 10
Byte 4 Bit 63 [km] or [miles]

…
Byte 6 FF(Hex)
ECON.A User Manual

4.2.4 TC_to_CVC_4: 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 = 10.03 => fault area =10)
Fault
Area
…
The fault area is the first part of the full error code defining a fault.
Bit 15
Byte 2 Bit 16
Fault Type (example: error = 10.03 => fault type =03)
Fault
Type
… 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
… This is an indication of the number of times this error has become active since
Byte 4 most recent power up (volatile info)
Bit 39 Conversion: number of occurrences = byte 4 * 256 + byte 3

…
Bit 55
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
REMARK: To have the same representation of the DANA error codes as on the ECON.A display,
the fault area and fault type should be represented in the hexadecimal format!
If no more active or inactive errors are present, the fault area and fault type will
be FF(Hex) (see also description paragraph 4.1.5).
For a more detailed description about the error info, please refer to the error list.
ECON.A User Manual

4.2.5 TC_to_CVC_4: Display/Operating mode selection

Value Detail
Byte 0 Bit 0
Reply code
Reply code
…
Supported values:
Bit 7 71(Hex) = select display/operating mode
Byte 1 Bit 8
Display/Operation type
Echo of code of the requested display/operating mode .
Use this code as an identification to check if the requested
display/operating mode was accepted.
Display/Operation type
Supported values :
00(Hex) = normal display mode
01(Hex) = diagnostic display mode
… 09(Hex) = calibration display/operating mode
0A(Hex) = error display mode
10(Hex) = bootloader display/operating mode *
* This code will only be replied to indicate that the ECON.A is in the
special bootloader mode (programming mode). It can not be activated or
deactivated upon request using request code 71(Hex). This special mode
can only be activated by the DANA Firmware Download PC tool or it is
Bit 15 activated automatically when there is no valid application present.
Byte 2 FF(Hex)
Bit 16
Byte 3 FF(Hex)
Byte 4 FF(Hex) Reserved = all bytes are FF(Hex)
…
Byte 5 FF(Hex)
Byte 6 FF(Hex)
ECON.A User Manual

4.2.6 TC_to_CVC_4: Calibration Control: Analog Input Signals

Value Detail
Byte 0 Bit 0
Reply Code
When a calibration request has been accepted, TC_to_CVC_4 will
be sent each 100 ms as long as the calibration mode is active.
Reply code
… For a detailed description of correct usage and context of these
Supported values :
20(Hex) = throttle pedal calibration
21(Hex) = brake pedal calibration
Bit 7
Byte 1 Bit 8
Calibration Phase Number
00(Hex) : Calibration of the analog input minimum value (0%)
Phase Number
01(Hex) : Calibration of the analog input low value

… 02(Hex) : Calibration of the analog input middle value
03(Hex) : Calibration of the analog input high value
04(Hex) : Calibration of the analog input maximum value (100%)
05(Hex) : Calibration failed
Bit 15 06(Hex) : Calibration on hold
09(Hex) : Calibration successfully completed
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
Bit 31
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
Bit 47 0A(Hex) : apply parking brake
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]
ECON.A User Manual

4.2.7 TC_to_CVC_4: 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 ECON.A. In return this reply will be
Reply code
…
sent (single reply)
Supported values :
Bit 7
23(Hex) = aborted calibration
Byte 1 Bit 8 XX(Hex) Not relevant = XX(Hex) = value can be anything, depending on calibration mode
…
Byte 2 XX(Hex) Not relevant = XX(Hex) = value can be anything, depending on calibration mode
Bit 23
Byte 3 Bit 24
Calibration ASCII Code
ASCII
Code
… ASCII code value of a character indicating that calibration is aborted:

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

Bit 39 00(Hex) : Calibration not active

Byte 6 …
FF(Hex) Reserved = FF(Hex)
ECON.A User Manual

4.2.8 TC_to_CVC_4: 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_4 (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) - 14(Hex) = index to a valid configuration set (20 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 the ECON.A, this index shows the same value as the currently
Bit 23 active configuration set (see byte3).
Byte 3 Bit 24
Active configuration set index
Active Configuration Set Index
Index of the new selected configuration set:
00(Hex) - 14(Hex) = index to a valid configuration set (20 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 ECON.A firmware, because this means that there is no configuration set
activated, which is not a normal operation condition.
Bit 31
…
Bit 63
ECON.A User Manual

4.2.9 TC_to_CVC_4: Configuration Set Parameter Handling

Value Detail
Byte 0 Bit 0
Reply code
Reply code
… request that was sent.
Supported values:
Bit 7 81(Hex) = reading the value of the addressed configuration set parameter
86(Hex) = writing a new value to the addressed configuration set parameter
Byte 1 Bit 8
Parameter Index Acceptance
Normally this is an echo of the addressed parameter index of CVC_to_TC_4
(byte1), but a special code can be replied if there was a problem with the
request:
00(Hex) - FA(Hex) = index to a valid configuration set parameter (see list in the
Index Acceptance
Configuration Sets description)

Parameter
FB(Hex) = writing a new value not accepted because machine conditions not
… fullfilled
FC(Hex) = writing a new value not accepted because previous write operation
not completed yet
FD(Hex) = writing a new value not accepted because specified value is not
within the allowed range
FE(Hex) = read/wrtite request not accepted because a non-existing
configuration set parameter was addressed
FF(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 the Configuration Sets description.
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)
ECON.A User Manual

5 SAE J1939 Standard Messages Implemented
5.1 Diagnostic Messages DM1, DM2 and DM3

Different to the proprietary system using the CVC_to_TC_4 and the
TC_to_CVC_4 to handle the available error information, the ECON.A supports
the SAE J1939 standard Diagnostic Messages provided to share error
information:
• DM1 reports all errors currently active

• DM2 reports all errors that were previously active but are not active at this
point
• DM3 commands the ECON.A to clear all the previously active errors from it’s
memory.
Moreover the DM2 and DM3 messages are linked to a permanent cyclic error
buffer of up to 50 logged errors, unlike the proprietary CVC_to_TC_4 and
TC_to_CVC_4 messages (volatile error info). This means that error information
about previously active errors is still available even after the ECON.A has been
powered down several times after the error was active.
This allows more advanced diagnostics when a vehicle needs investigation when
brought in for servicing, because a history of problems can be reported by the
ECON.A.
The Diagnostic Messages DM1, DM2 and DM3 are therfore highly recommended
for getting error information rather than using the limited proprietary
CVC_to_TC_4 and TC_to_CVC_4 message system.
As these Diagnostic Messages are fully compliant to the standard, for a

complete description of contents, dynamics and usage of DM1, DM2 and
DM3, please refer to the SAE 1939 standard reference SAE J1939-73,
revised 2004-03.
REMARK: for a description of the error codes that will be reported in these
Diagnostic Messages, please refer to chapter 4.
ECON.A User Manual

5.2 EEC1: Electronic engine controller # 1

Message identifier : CF00400(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) F004 (Hex) = 61444 (Dec) 00 (Hex) = 0 (Dec)
Originator : engine controller

Repetition rate : engine speed dependent
DLC : 8
Value Detail
Byte 0 Bit 0
Bit 1 Engine Torque
Bit 2 mode
Bit 3 Not interpreted by ECON.A: value is irrelevant
Bit 4
… Not used
Bit 7
Byte 1 Bit 8
Driver’s demand
… engine – Not interpreted by ECON.A: value is irrelevant
percent torque
Bit 15
Byte 2 Bit 16
… Actual engine –
percent torque
Not interpreted by ECON.A: value is irrelevant
Bit 23
Byte 3 Bit 24
Engine speed
Byte 4 … Conversion : engine speed = ( byte 4 * 256 + byte 3 ) * 0.125 [RPM]
Engine speed
Bit 39
Byte 5 Bit 40 Source
Address of
… Controlling Not interpreted by ECON.A: value is irrelevant
Device for
Bit 47 Engine Control
Byte 6 Bit 48
Bit 49 Engine starter
Bit 50 mode
Bit 51 Not interpreted by ECON.A: value is irrelevant
Bit 52
… Not used
Bit 55
Byte 7 Bit 56
… Engine Demand –
percent torque
Bit 63
ECON.A User Manual

5.3 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
switch
Bit 2 Accelerator
Bit 3 pedal kickdown
switch
Bit 4 0
Bit 5 0
Bit 6 0
Bit 7 0
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
Load at current
Bit 17
Bit 18
speed
Bit 19
Bit 20
Bit 21
Bit 22
Bit 23
Byte 4 FF(Hex)
These bytes are not defined.
Byte 5 … FF(Hex) To avoid any confusion and following the principle of the SAE J1939
ECON.A User Manual

Chapter 4: ECON.A Diagnosctics: Error Handling& Reporting
CHAPTER 4:
ECON.A
DIAGNOSTICS:
ERROR
HANDLING &
REPORTING
ECON.A User Manual

1 Diagnostics in ECON.A
1.1 Purpose
The ECON.A is capable of detecting and handling faults to provide driver safety and diagnostic
information.
To ensure this, the ECON.A primarily considers single faults and acts appropriately based on the
interpretation of the fault:
• If a fault is considered safety critical, the ECON.A will act to ensure a fail-safe state.
• Other faults will not be safety critical and will only be reported as diagnostic information and
possibly result in a reduced operation of a non-critical vehicle function.
1.2 Different Diagnotic areas

The ability of the ECON.A to detect and handle errors, also simply called Diagnostics, can be
divided into different categories:
1.2.1 Self Diagnostics

To ensure system integrity, the ECON.A has built-in advanced self diagnostic functionality.
1.2.1.1 Powering up
Every time the ECON.A is powered up, intensive checking occurs to detect possible defects of
it’s own components that prevent safe operation of the ECON.A.
If such a defect is detected, the ECON.A will activate the ECON.A shutdown mode or even
shut itself down if needed.
To ensure that no undesired actions are taken on the loads that are controlled by the ECON.A,
the internal safety relay stays off during this power up diagnostics phase (see also hardware
documentation).
1.2.1.2 During operation

The ECON.A has a redundant hardware watchdog system:
• a watchdog internally in the microcontroller
• a redundant external watchdog, independent of the microcontroller.
Both watchdogs need to be triggered regularly by the software. If this is not done in time, the
microcontroller is reset.
During operation the ECON.A makes use of this redundant watchdog to monitor the integrity of
the running application:
• software triggered watchdog reset:
The ECON.A firmware contains an integrated task that monitors the integrity of all running
application tasks. This is also referred to as the software watchdog monitor, where each
task has it’s own software watchdog that needs to be triggered on time.
If a specific task goes out of control, this software watchdog will detect this and reset the
microcontroller by triggering a hardware watchdog reset.
• hardware triggered watchdog reset:
If the complete software would go out of control - thus including the software watchdog -
the hardware watchdog will be triggered automatically, resetting the microcontroller to
prevent uncontrolled (unsafe) operation.
ECON.A User Manual

1.2.2 Setup & Configuration Diagnostics

With the internal safety relay still off, after establishing that the ECON.A can safely start the
application (see self diagnostics above), an intensive initialization procedure is executed to
check all relevant parameters that define the application for the firmware. Basically it will check
if all individual parameter values are valid, but also check if there are no impossible
combinations by interpreting relations between different parameters.
If any problem in the setup is detected that causes to ECON.A not to guarantee a safe
application behaviour, the ECON.A will switch itself to shutdown mode before even attempting
to run any application logics on the system.
Only after this diagnostic phase has completed succesfully, the safety relay will be switched on
so that power can be set on the outputs controlled by the ECON.A.
1.2.3 Signal Diagnostics (in- & outputs)

Once the ECON.A is operational, the most common defects are likely to be caused by electric
problems related to the ECON.A’s in- and output signals.
Therefore, once the normal application logic is active, all in- and output signals are monitored
continuously to check the validity of their values.
To prevent the ECON.A being to sensitive for small and temporary electrical glitches or peaks,
a debouncing system is used. The tolerance of this debouncing can be finetuned for each
specific signal, so the appropriate reactivity is ensured for each signal type.
Depending on the type of fault detected and what function is assigned to the signal, the
ECON.A will take the appropriate action to ensure a safe state.
• If a fault is considered safety critical, the ECON.A will act to ensure a fail-safe state, if
needed by forcing transmission shutdown mode.
• Other faults will not be safety critical and will only be reported as diagnostic information
and possibly result in a reduced operation of a non-critical vehicle function.
1.2.4 Operational Logic Diagnostics

On top of checking the signals for electrical defects, interpretation of the function values
deducted from those signals is done. Allthough a signal could be perfectly acceptable
electrically, it can still result in an impossible value for application interpretation.
This is not only the case for single signal values, but especially for signals that are derived
from a combination of diffferent electrical signals.
2 Error handling principle
2.1 Error structure

The error handling principle is based on the assumption that each error complies to the following
structure:
• Error group or area:
The identification of an individual signal, device, function or logical part that can be checked
for one or more possible problems.
• Error cause:
The identification of the type of problem that can be detected for the referenced error group.
Each group can have one or more possible problems, but only 1 at a time can be active.
Independent of the diagnostic area (see paragraph 1.2 above), each error group gets a register
assigned to it in the ECON.A. During power up and operation, the ECON.A will check all possible
problems for each of these error groups and use these registers to handle all error information.
ECON.A User Manual

Taking the the error structure as described above into account, it is obvious that for each error
group that is checked, there can only be 1 problem active at a time.
This is clearly illustrated if you take the example of an ECON.A power output (see also example
error code in paragraph 3.2): this output can be shorted to ground, it can be shorted to battery
plus or it can be an open circuit, but it can not have 2 or more of these problems at the same time.
2.2 Error ranges

In the ECON.A there is a total of maximum 256 different error groups available.
• Groups 0 - 239 are defined to handle all signal and logic diagnostics but also the selftest and
setup & configuration diagnostics. This means that all reporting of errors as a result of the
different diagnostic areas will be handled in this range.
• Groups 240 to 255 are reserved for handling errors related to setup problems that are the
responsibility of DANA only. Additional to groups 0 to 239, this range only covers problems
related to the setup the ECON.A for a specific application and can only be solved by DANA.
These errors are needed for DANA interpretation during prototype phase only. They are not
expected to occur in a normal ECON.A application released for production. Nevertheless
these errors are a part of the ECON.A error range and it is therefor recommended that they
are monitored and reported to DANA in the exceptional case that such an error would occur.
2.3 Debouncing
2.3.1 Purpose
In the realistic environment of a vehicle, electrical signals connected to the ECON.A are not
always perfect.
Although correct wiring should ensure good signal stability (see also hardware documentation
and wiring diagram), there can always be noise, glitches and peaks on an electrical signal.
To avoid that the ECON.A is extremely sensitive to the slightest electrical disturbance of a
signal, error debouncing is used (on top of any signal filtering that might already be done in the
hard- and software).
The behaviour of the debouncing in the ECON.A can be configured for each error group
individually, so appropriate sensitivity can be selected depending on the diagnostic contents.
2.3.2 Usage
In principle the ECON.A will perform all error checking on the source signal signal, including a
certain level of possible noise, glitches or peaks.
If the check detects a problem on a signal, it does not necessarily set the corresponding error
immediately. Instead the detected problem is registered as pending, but not confirmed yet.
Only if the problem is confirmed over a ceratin period of time, the error will be confirmed and
the appropriate action will be taken.
Depending on the diagnostic area and the function, different debouncing behaviour will be
used:
• Self diagnostics and setup & configuration diagnostics uses no debouncing. Due to the
nature of the problems, debouncing makes no sense: the problem is present or not, so
immediate action is needed upon detection.
• Signal diagnostics and operational logic diagnostics will use debouncing. Further
distinction will be made based on the contents of each error group:
o Safety critical errors will have more sensitive debouncing settings, to ensure good
reactivity to prevent unsafe system behaviour.
o Errors that are not safety critical can have less sensitive debouncing settings, making
the ECON.A more tolerant but less reactive to errors.
ECON.A User Manual

3 Error codes format
3.1 Format
In accordance with the SAE J1939 standard, the ECON.A identification of error codes is
composed of 2 independent fields:
3.1.1 DANA error group (SAE J1939: SPN: Suspect Parameter Number)
This part of the error code identifies the individual signal, device, function or logical part where
a problem is detected. In the example below this error group code identifies the ECON.A
power output 0.
As in the ECON.A there is a total of 256 error groups available, the DANA group numbering
ranges from 0 to 255.
For CAN reporting (see further), a direct link between the DANA error group code and the SAE
J1939 SPN code is made in the ECON.A.
Because the error groups that are needed by the ECON.A application are not provided in the
predefined SPNs of the SAE J1939 standard, the ECON.A uses the SPN number range that is
avalaible for proprietary diagnostic codes, being 7F000h (520192) to 7FFFFh (524287).
As a default the ECON.A uses the first available code 7F000h to indicate the DANA error
group code 0. Consequently the following 255 SPN numbers will be used to indicate the other
DANA error group codes.
Upon request, DANA can change the SPN code offset to any value between 7F000h and
7FF00h if the default setting would cause a conflict with other devices using the same SPN
codes. In all cases a block of 256 consecutive SPN codes in this propretary range is needed
by the ECON.A.
3.1.2 DANA error cause (SAE J1939 FMI: Failure Mode Identifier)
The second part of the error code indicates the type of problem that is detected for the
referenced error group.
The SAE J1939 standard provides 32 possible values to indicate the FMI. The meaning of
each of these 32 FMI codes is fixed and predefined by the standard.
The ECON.A is fully compliant to the SAE J1939 standard and therefore uses exactly the
same codes to indicate the error cause. So the values of the DANA error cause and the SAE
J1939 FMI will be identical to indicate a specific type of problem.
This means the same values are used for internal representation of the error cause and for
CAN reporting by SAE J1939 FMI coding, so no conversion is needed.
In the example below this error cause code identifies the problem to be an open circuit. The
error cause code to indicate this type of problem will always have the same value, regardless
of the error group it refers to.
Exception: The error cause codes used in combination with the DANA error groups F0 to FF
are NOT compliant to the SAE J1939 standard FMI codes! These error groups are intended for
DANA use only and therefore the causes are not to be interpreted in the standard way (as
indicated by the description of these error groups).
However, this special range of error codes is not expected to be activated in an ECON.A
application released for production.
ECON.A User Manual

3.2 Example
The following example illustrates how the error code will report an open circuit detected on the
ECON.A power output 0.
In the error code representation, the 2 fields that form an error code are separated by a dot. This
representation is commonly used in all documentation regarding the ECON.A error codes.
Representation Error code Description
DANA error “group.cause” 20.05 Open circuit detected on ECON.A

power output 0
SAE J1939 “SPN.FMI” 7F020.05
4 Permanent Error Logging

In addition to the volatile error info, the ECON.A provides permanent error logging info. This
permanent error logging contains a cyclic error buffer of up to maximum 50 logged errors.
This means that error information about previously active errors is still available even after the
ECON.A has been powered down several times after the error was active.
This allows more advanced diagnostics when a vehicle needs investigation when brought in for
servicing, because a history of problems can be reported by the ECON.A.
As mentioned, the permanent error logging contains a cyclic error buffer of up to maximum 50 logged
errors.
Cyclic means that if the buffer is full and a new error needs to be logged, the oldest logged error will
be overwritten. So basically the buffer can contain the 50 most recent different errors.
All logged errors that have become inactive can be cleared from the buffer upon request (see
paragraph 5).
REMARK: If the same error becomes active and inactive several times, this does not mean that a
new entry is made in the buffer each time. Instead each error has a counter to keep track of the
number of times the error was activated.
REMARK: It is clear that the same error group can be present several times in this buffer, each time
with a different failure cause. For example both error 20.04 and 20.05 can be in the buffer in case the
ECON.A power output 0 has both been shorted to ground and in open circuit.
ECON.A User Manual

5 Error reporting
5.1 ECON.A display

As described in chapter 1 paragraph 1.12, the error display mode is a specific display mode that
can be called on the integrated display.
To activate this error display mode, simply use the ‘M’-button until you reach the error display
mode.
Automatically the first error present will be shown.

To view next error code, just press the ‘S’ button.
If an error code is blinking, this indicates that the error was previously active but is not active
anymore.
When pressing the button again after the ECON.A has presented the last available error code,
two dashes are displayed.
Remark:
The error display mode only applies to the the volatile error memory!
To access the permanent error logging information, either use a DANA PC tool or use the CAN
messages for interpretation.
5.2 CAN
5.2.1 DANA proprietary messages
To access the volatile error memory only, a set of DANA proprietary CAN messages are
provided in the ECON.A. Basically these messages provide access to the volatile error
memory in a very similar procedure as when using the display, but using the CAN bus.
Pro:
• It provides a simple set of single CAN frame messages to have easy access, without the
need of using the SAE J1939 proscribed transport protocol to interpret data in multipacket
CAN messages.
Con:
• These DANA proprietary messages only access the volatile error memory; it can not be
used to read the permanent error logging info.
• A logical sequence of these messages must be used to read out all present error info, as
the diagram below illustrates. This means these messages need some management
overhead if all the error info needs to be collected and presented.
The diagram below illustrates the usage of the DANA proprietary messages to read the volatile
active error info.
A similar diagram can be used for reading active and inactive error info.
For details on the data contents of these messages, please refer to chapter 3 paragraphs 4.1.6
and 4.2.4.
ECON.A User Manual

5.2.2 SAE J1939 messages (recommended)

Instead of using the limited proprietary DNA protocol, the ECON.A supports some of the SAE
J1939 proscribed Diagnostic Messages:
5.2.2.1 DM1: Active Diagnostic Trouble Codes
5.2.2.2 DM2: Previously Active Diagnostic Trouble Codes
5.2.2.3 DM3: Reset of Previously Active Diagnostic Trouble Codes
Pro:
• Standardized SAE J1939 diagnostic messages provide access to all error information
(including error logging)
• Active error info is not only available upon request, but is also broadcasted for
interpretation by networked devices other than a special diagnostic tool.
• Multipacket CAN messages: all diagnostic error info is transmitted in a multipacket CAN
message following the SAE J1939 standardized transport protocol (1 multipacket message
for active and 1 for inactive errors). This means no polling mechanism is needed to read
each error one by one, as with the DANA proprietary protcol.
• Any SAE J1939 compliant device can read the ECON.A diagnostic info.
Con:
• Support of SAE J1939 DM messages and especially transport protocol for multipacket
CAN message interpretation is needed in the device that needs to read the ECON.A
diagnostic information.
For details on implemenation of DM1, DM2 and DM3 messages and the multipackte message
transport protocol, please refer to the SEA J1939 standard.
ECON.A User Manual

5.2.3 CAN based PC tool: Dashboard

DANA provides a PC tool called “Dashboard”, which also contains the functionality to handle
both the volatile and the permanent error logging. On top of that, “Dashboard” is a multi-
functional tool which also provides a lot of other features:
- signal monitoring
- data logging
- configuration management
- calibration interface
- integrated specific PC tools like APT & GDE, Firmware Flashtool,…
- 2 user levels with differentated options available (customer definable)
-…
For further details, please refer to the description of the “Dashboard” PC tool.
ECON.A User Manual

6 Error Dictionary
To implement the error handling as described in the previous paragraphs of this chapter, the ECON.A
uses a dictionary to identify all available error codes.
6.1 Error Groups (SAE J1939 SPNs)

The following table lists all the error groups available in the ECON.A. It shows both the DANA error group
value as the corresponding SAE J1939 SPN value that is used to identify each error group.
REMARK: the table lists all error groups that are available in the ECON.A. Depending on the specific
application, only the relevant error groups will be checked.
DANA ERROR GROUPS & SAE J1939 SPN's
SAE J1939 Proprietary SPN start address

Dec Hex
520192 7F000
DANA
Group J1939 SPN Description
Dec Hex Dec Hex
0 0 520192 7F000 Digital Input 0 - pin 59
16 10 520208 7F010 Analogue Input 0 - pin 25-24
26 1A 520218 7F01A Speed Input 0 - pin 10-09
27 1B 520219 7F01B Speed Input 1 - pin 12-11
32 20 520224 7F020 Power Output 0 - pin 33-34
48 30 520240 7F030 Digital Input Function: Declutch
49 31 520241 7F031 Digital Input Function: Automatic/Manual Shift
50 32 520242 7F032 Digital Input Function: Kickdown
51 33 520243 7F033 Digital Input Function: Neutral Lock
52 34 520244 7F034 Digital Input Function: Throttle Idle
53 35 520245 7F035 Digital Input Function: Throttle Full
57 39 520249 7F039 Digital Input Function: Parking Brake
ECON.A User Manual

58 3A 520250 7F03A Digital Input Function: Start in 1st/2nd

61 3D 520253 7F03D Digital Input Function: Redundant Neutral
64 40 520256 7F040 Digital Input Function: Operator Present
65 41 520257 7F041 Digital Input Function: Seat Orientation
66 42 520258 7F042 Digital Input Function: Inhibit Upshift
95 5F 520287 7F05F Shiftlever
96 60 520288 7F060 Analogue Input Function: Throttle Pedal
97 61 520289 7F061 Analogue Input Function: Brake Pedal
98 62 520290 7F062 Analogue Input Function: Transmission Sump Temperature
99 63 520291 7F063 Analogue Input Function: Transmission Cooler In Temperature
122 7A 520314 7F07A Speed Sensor Input Function: Engine speed
124 7C 520316 7F07C Speed Sensor Input Function: Drum speed
125 7D 520317 7F07D Speed Sensor Input Function: Output speed
144 90 520336 7F090 APC Permanent Power Supply Line - pin 45
145 91 520337 7F091 APC Switched Power Supply Line - pin 20-60
146 92 520338 7F092 APC External Sensor Reference Power Supply 5V Line - pin 15
147 93 520339 7F093 APC Internal Sensor Reference
148 94 520340 7F094 APC Board Temperature
154 9A 520346 7F09A APC Critical Data Flash corrupt
155 9B 520347 7F09B APC Application Data Flash corrupt
156 9C 520348 7F09C APC Logging Data Flash corrupt
160 A0 520352 7F0A0 Configuration Error: Incompatible Firmware
161 A1 520353 7F0A1 Configuration Error: Incompatible Data File
162 A2 520354 7F0A2 Configuration Error: I/O Double Function Assignment
163 A3 520355 7F0A3 Configuration Error: Unavailable I/O Function Assignment
164 A4 520356 7F0A4 Configuration Error: Impossible Function Combination Assignment
193 C1 520385 7F0C1 Can Message CVC_to_TC_1
197 C5 520389 7F0C5 Can Message EEC1
198 C6 520390 7F0C6 Can Message EEC2
240 F0 520432 7F0F0 DANA Configuration error - non-standard failure mode indicator
250 FA 520442 7F0FA DANA Configuration error - non-standard failure mode indicator
251 FB 520443 7F0FB DANA Configuration error - non-standard failure mode indicator
252 FC 520444 7F0FC DANA Configuration error - non-standard failure mode indicator
253 FD 520445 7F0FD DANA Configuration error - non-standard failure mode indicator
254 FE 520446 7F0FE DANA Configuration error - non-standard failure mode indicator
255 FF 520447 7F0FF DANA Configuration error - non-standard failure mode indicator
ECON.A User Manual

6.2 Error Causes (SAE J1939 FMIs)

This tabel shows all the possible error causes. Because the ECON.A is compliant to the SAE J1939
standard, the DANA error cause codes are identical to the SAE J1939 FMI codes.
REMARK: The error cause codes used in combination with the DANA error groups F0 to FF
are NOT compliant to this table! These error groups are intended for DANA use only and
therefor the causes are not to be interpreted in the standard way (as indicated by the
description of these error groups).
However, this special range of error codes is not expected to be activated in an ECON.A
application released for production.
DANA ERROR CAUSES & J1939 FMI's
DANA Cause = J1939 FMI Description

Dec Hex
0 0 Data Valid but Above Normal Operational Range - Most Severe
1 1 Data Valid but Below Normal Operational Range - Most Severe
2 2 Data Erratic, Intermittent, or Incorrect
3 3 Voltage Above Normal, or Shorted To High Source
4 4 Voltage Below Normal, or Shorted To Low Source
5 5 Current Below Normal, or Open Circuit
6 6 Current Above Normal or Grounded Circuit
7 7 Mechanical System Not Responding or Out of Adjustment
8 8 Abnormal Frequency or Pulse Width or Period
9 9 Abnormal Update Rate
10 A Abnormal Rate of Change
11 B Root Cause Not Known
12 C Bad Intelligent Device or Component
13 D Out of Calibration
14 E Special Instruction (consult documentation)
15 F Data Valid but Above Normal Operational Range - Least Severe
16 10 Data Valid but Above Normal Operational Range - Moderately Severe
17 11 Data Valid but Below Normal Operational Range - Least Severe
18 12 Data Valid but Below Normal Operational Range - Moderately Severe
19 13 Received Network Data in Error
20 14 SAE Reserved
21 15 SAE Reserved
22 16 SAE Reserved
23 17 SAE Reserved
24 18 SAE Reserved
25 19 SAE Reserved
26 1A SAE Reserved
27 1B SAE Reserved
28 1C SAE Reserved
29 1D SAE Reserved
30 1E SAE Reserved
31 1F Failure Condition Exists
ECON.A User Manual

Chapter 5: Appendices
APPENDICES
ECON.A User Manual

1 Appendix: hydraulic diagram example

Below a hydraulic scheme for a T40000 transmission type to illustrate the described transmission control
outputs is shown.
For the exact description of the operation of your specific transmission, please refer to the service manual.
ECON.A User Manual

2 Appendix: APC122 connections

This table lists the available APC122 connection pins and the function assignment overview for a ECON.A
application.
It is just a general example of how the functions are typically assigned to an APC122 pin.
Please check the application specific wiring diagram to see how the relevant signals for your specific
application are connected.
For a full description of the APC122 hardware and connections, please refer to the APC122 hardware
technical leaflet.
Check the application specific wiring diagram to see how the relevant signals for your specific application
are connected.
Pin Name Pin Function Application Function Pin Name Pin Function Application Function
01 AO7 (1) Power output 7 with 31 AO1 (1) Power ouput 1 without
current feedback current feedback Reverse Selector
02 GND_AO7 GND for AO7 32 GND_AO1 Power output 1 ground
03 AO8 (1) Power output 8 with 33 AO0 (1) Power output 0 without
current feedback current feedback Forward Selector
04 GND_AO8 GND for A08 34 GND_AO0 Power output 0 ground
05 GND Battery ground Battery - 35 AO6 (1) Power output 6 without
current feedback
06 RS232_RX0 RS232 RX channel 0 36 GND_BUS LIN/RS232/CAN bus RD.120 (optional)
ground
07 RS232_RX1 RS232 RX channel 1 37 RESET_ Reset request pin DANA reserved
REQUEST
08 LIN_BUS LIN BUS RD.120 (optional) 38 RS232_TX1 RS232 TX channel 1

09 GND_SPIN0 Speed sensor 0 39 RS232_TX0 RS232 TX channel 0
ground Engine speed
10 SPIN0 Speed sensor 0 input 40 GND Digital ground
11 GND_SPIN1 Speed sensor 1 41 BSL_ Boot load strobe pin DANA reserved
ground REQUEST
Turbine Speed
12 SPIN1 Speed sensor 1 input 42 SPEEDO_ Speed output signal
OUT
13 GND_ANI3 Analogue input 3 43 GND_ Signal GND

ground SPEEDO
Throttle Pedal Position
14 ANI3 Analogue input 3 44 GND Battery ground Battery -
15 VREF_5V Reference voltage 5V Sensor supply 45 VP_PWR Permanent power Battery+
supply
16 GND_AO5 Power output 5 ground 46 AO4 (1) Power output 4 without
current feedback
Disconnect (optional) Range selector 3
17 AO5 (1) Power output 5 without 47 GND_AO4 Power output 4 ground
current feedback
18 AO3 (1) Power output 3 without 48 AO2 (1) Power output 2 without
current feedback Range selector 2 current feedback Range selector 1
19 GND_AO3 power output 3 ground 49 GND_AO2 Power output 2 ground
20 VS_PWR Switched power supply Battery+ 50 GND_AO6 Power output 6 ground
21 ON_LOADS On/off loads Key Contact 51 LIN_BUS_ LIN bus power supply RD.120 (optional)
PWR
22 CAN LO CAN V2.0B BUS J1939 CAN network 52 DI7 (2) Digital input 7
ECON.A User Manual

Pin Name Pin Function Application Function Pin Name Pin Function Application Function
23 CAN HI CAN V2.0B BUS J1939 CAN network 53 DI6 (2) Digital input 6
24 GND_ANI0 ANI0 ground Transmission Sump 54 DI5 (2) Digital input 5
25 ANI0 Analogue input 0 Temperature 55 DI4 (2) Digital input 4
26 GND_ANI1 ANI1 ground 56 DI3 (2) Digital input 3
Cooler In Temperature
27 ANI1 Analogue input 1 57 DI2 (2) Digital input 2
28 GND_ANI2 ANI2 ground 58 DI1 (2) Digital input 1
Brake Pedal Position
29 ANI2 Analogue input 2 59 DI0 (2) Digital input 0
30 GND_VREF Vref ground 60 VS_PWR Switched power supply Battery+
Table 1 : Example APC122 terminal <-> function definition
ECON.A User Manual

3 Appendix: ECON.A Error codes & Description list

The following list shows all the possible error codes, their description and what the impact is for
the ECON.A and for the driver. Moreover it gives an insight to what causes the problem and
how to solve it.
Due to it’s specific format, the refered list is not included directly in this
user manual and is presented in a separate document.
Please refer to the document named “ECON.A Error Codes v0.2”.
ECON.A User Manual

Revision record
Revision Date Made by Comments
0.0 28/12/2007 KVS Preliminary draft created for ECON.A prototype release
Disclaimer
APPLICATION POLICY
Capability ratings, features and specifications vary depending upon the model
type of service. Application approvals must be obtained from Spicer Off-Highway
Systems. We reserve the right to change or modify our product specifications,
configurations, or dimensions at any time without notice.
SPICER OFF-HIGHWAY SYSTEMS
Ten Briele 3
B-8200 Brugge, Belgium
Tel: +32 (0) 50 402 211
ECON.A User Manual


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CHAPTER 1: ECON.A Transmission Control System Description............................7

1 Functional specification ............................................................................................... 8

ECON.A User Manual

CHAPTER 2: ECON.A Configuration Sets Description ............................................48

ECON.A User Manual

CHAPTER 3: ECON.A CAN EDI Protocol Description ..........................................71

ECON.A User Manual

CHAPTER 4: ECON.A DIAGNOSTICS: ERROR HANDLING & REPORTING.........107

1 Diagnostics in ECON.A............................................................................................. 108

1 Appendix: hydraulic diagram example.................................................................... 120

ECON.A User Manual

ECON.A User Manual

ECON.A User Manual

1.2 Applicable hardware platform

The controller hardware which is applicable for ECON.A is the APC122.

1.3 Overview of the ECON.A main features

ECON.A User Manual

1.4 Operating Modes

1.4.1 Normal operation mode

3 main display modes are possible in normal operation mode:

1.4.2 Transmission Shutdown mode

As a consequence all normal operation of the transmission is disabled in this mode.

1.4.3 Transmission Limphome mode

1.4.4 Calibration mode

ECON.A User Manual

1.4.5 ECON.A Shutdown mode

1.4.6 Bootloader Mode (programming mode)

ECON.A User Manual

1.5 Input Functions

1.5.1 Shift lever

1.5.1.1 Signal type

1.5.2 Seat Orientation switch

1.5.2.1 Signal type

The seat orientation signal can be connected to the ECON.A by:

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

ECON.A User Manual

1.5.3 Redundant Neutral Request (safety)

1.5.3.1 Signal type

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

ECON.A User Manual

1.5.4.1 Signal type

The declutch signal can be connected to the ECON.A by:

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

1.5.5 Operator presence switch

1.5.5.1 Signal type

The operator presence signal can be connected to the ECON.A by:

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

ECON.A User Manual

1.5.6 Neutral lock reset switch

1.5.6.1 Signal type

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

1.5.7 Auto/Manual gear shifting selection

1.5.7.1 Signal type

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

ECON.A User Manual

1.5.8 Start 1st/2nd selection – STILL TO BE DOCUMENTED

1.5.8.1 Signal type

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

1.5.9 Inhibit upshifting – STILL TO BE DOCUMENTED

1.5.9.1 Signal type