APC200

APC200 ECM/ECI
Transmission
Control System
Description
SPICER OFF-HIGHWAY APC200 Control System

Description for ECM / ECI
Ten Briele 3, 8200 Brugge, Belgium Controls 20/01/00

Tel: +32/50/402459 CONTROLS@DANA.COM Doc P/N : 4205971 Rev 2.10 1/62
Contents
1. Functional specification __________________________________________________ 5
1.1 General _____________________________________________________________________ 5
1.2 External interfaces ___________________________________________________________ 6
1.3 Man Machine interface ________________________________________________________ 8
1.3.1 Shift lever_________________________________________________________________________ 9
1.3.2 Display ___________________________________________________________________________ 9
1.3.3 Other ___________________________________________________________________________ 10
1.4 Operating modes ____________________________________________________________ 10
1.4.1 Normal driving____________________________________________________________________ 10
1.4.2 Self test mode_____________________________________________________________________ 10
1.4.3 Limp Home mode _________________________________________________________________ 11
1.4.4 Shutdown mode ___________________________________________________________________ 11
1.4.5 Mode identification ________________________________________________________________ 12
1.5 Operating Characteristics ____________________________________________________ 12
1.5.1 System __________________________________________________________________________ 12
1.5.2 On/Off inputs _____________________________________________________________________ 13
1.5.3 Analogue inputs ___________________________________________________________________ 13
1.5.4 Speed sensor inputs ________________________________________________________________ 13
1.5.5 On/Off outputs ____________________________________________________________________ 13
1.5.6 Analogue outputs __________________________________________________________________ 14
1.5.7 Speedometer output (combined with RS232 transmit)______________________________________ 14
1.5.8 Communication interfaces ___________________________________________________________ 14
1.6 Functional description of an automatic control on a forklift ________________________ 15
1.6.1 External inputs ____________________________________________________________________ 15
1.6.2 General__________________________________________________________________________ 16
1.6.3 Transmission gear changing. _________________________________________________________ 16
1.6.4 Direction reversal protections ________________________________________________________ 18
1.6.5 Behaviour in neutral________________________________________________________________ 19
1.6.6 Output functions. __________________________________________________________________ 19
1.7 The APC200 Inching System __________________________________________________ 20
1.7.1 Operation ________________________________________________________________________ 20
1.7.2 Activation of the inching system ______________________________________________________ 21
1.7.3 Leaving Inching mode ______________________________________________________________ 21
1.7.4 Protections preventing Inching mode___________________________________________________ 22
1.7.5 Function of the brake pedal in relation with inching _______________________________________ 22
1.7.6 Function of the brake pedal without inching _____________________________________________ 22
1.7.7 Tips for effectively using the inching system_____________________________________________ 23
1.8 The APC200 Hydrostatic simulation system _____________________________________ 24
2. Safety related requirements _________________________________________________ 25
2.1 Applicable safety guidelines ___________________________________________________ 25
2.2 Safety concept ______________________________________________________________ 25
2.2.1 General__________________________________________________________________________ 25
2.2.2 ECM/APC200 implementation _______________________________________________________ 25


2.3 Considered faults____________________________________________________________ 26
2.4 Behaviour in case of faults ____________________________________________________ 26
2.4.1 General__________________________________________________________________________ 26
2.4.2 Reset Condition ___________________________________________________________________ 26
2.4.3 Over voltage______________________________________________________________________ 27
2.4.4 Under voltage_____________________________________________________________________ 27
2.4.5 Internal faults _____________________________________________________________________ 27
2.4.6 Redundant Shutdown Path Error ______________________________________________________ 28
2.4.7 Program out of control ______________________________________________________________ 29
2.4.8 Intermittent power loss______________________________________________________________ 29
2.4.9 Single faults on analogue outputs______________________________________________________ 29
2.4.10 Single faults on on/off outputs______________________________________________________ 31
2.4.11 Incorrect input patterns ___________________________________________________________ 32
2.4.12 Speed sensor faults ______________________________________________________________ 32
2.4.13 Analogue sensor failure___________________________________________________________ 33
2.4.14 Indication of faults_______________________________________________________________ 34
2.4.15 Indication of faults that have previously occurred_______________________________________ 37
2.5 Behaviour when faults are removed ____________________________________________ 37
2.5.1 Over voltage______________________________________________________________________ 38
2.5.2 Under voltage_____________________________________________________________________ 38
2.5.3 Internal faults _____________________________________________________________________ 38
2.5.4 Redundant Shutdown Path Error ______________________________________________________ 38
2.5.5 Program out of control ______________________________________________________________ 38
2.5.6 Intermittent power loss______________________________________________________________ 38
2.5.7 Single faults on outputs _____________________________________________________________ 38
2.5.8 Multiple faults on outputs ___________________________________________________________ 38
2.5.9 Incorrect input patterns _____________________________________________________________ 38
2.5.10 Speed sensor failure _____________________________________________________________ 38
2.5.11 Analogue sensor failure___________________________________________________________ 38
2.6 Specific measures to guarantee Fault tolerance ___________________________________ 39
2.7 Organisational measures to protect from external factors __________________________ 39
2.7.1 Identification _____________________________________________________________________ 39
2.7.2 Traceability and configuration control __________________________________________________ 40
2.7.3 Sourcing _________________________________________________________________________ 40
2.7.4 Software _________________________________________________________________________ 40
3. Environmental conditions __________________________________________________ 41
3.1 Nature of environmental conditions ____________________________________________ 41
3.2 Behaviour of the system under certain conditions _________________________________ 41
3.3 Environmental standards and limits ____________________________________________ 41
3.4 Interference immunity standards and limits _____________________________________ 41
4. Design and development tools _______________________________________________ 42
5. Diagnostics and Guidelines _________________________________________________ 43
5.1 Diagnostics and maintenance __________________________________________________ 43
5.1.1 General__________________________________________________________________________ 43
5.1.2 Self test Functions _________________________________________________________________ 43


5.2 Technical guidelines for installation ____________________________________________ 49
5.2.1 Power supply _____________________________________________________________________ 50
5.2.2 Input signals ______________________________________________________________________ 51
5.2.3 Output signals ____________________________________________________________________ 52
5.2.4 Communication interfaces ___________________________________________________________ 53
5.3 Control system calibration ____________________________________________________ 54
5.3.1 Calibration of the accelerator pedal sensor ______________________________________________ 55
5.3.2 Calibration of the brake pedal sensor___________________________________________________ 56
5.3.3 Calibration of the hydro lever sensor ___________________________________________________ 57
5.3.4 Calibration of the servo motor sensor __________________________________________________ 58
5.3.5 Calibration of clutch control parameters ________________________________________________ 59
6. Statistics_________________________________________________________________ 61
7. Revision record ___________________________________________________________ 62
8. Configuration Record ______________________________________________________ 62


APC200 for ECM / ECI
1. Functional specification
1.1 General
The APC200 (Transmission Controller for ECM) is a device used to control the shifting of the Spicer
Off Highway Products ECM powershift transmissions.
ECM means Electronic Controlled Modulation and refers to a transmission control technology that is
available on a range of transmission models.
ECI means Electronic Controlled Inching. This refers to the capability of ECM transmissions with
APC200 to run at very low controlled speed at virtually any engine speed. This function is desirable
in a/o. forklift truck applications.
To date, within these models, three transmission types are supported: TE13, TE17 and TE32
transmissions with 4/4, 4/3 and 3/3 gear sets.
POWER Transmission
Shift Lever Control

Valve
Throttle Pedal
APC200
Engine Speed
Turbine Speed
Drum Speed
Output Speed
Brake Pedal
Temperature
Mode Selection
Engine
Throttle
Servo
Control
CAN GND


The APC200 takes care of all transmission related functions in order to achieve superior shift
quality and high reliability. Additionally it can control the engine speed either through use of a
suitable servo motor on the injection pump or via the standardized SAE J1939 CAN protocol..
The built in self-test and trouble shooting features allow fast problem resolution.
The integration in the vehicle wiring system is straightforward and mainly involves connections
between the APC200, the shift selector, the speed sensors, and the transmission control valve.
DIG OUT
DIG INP
FB
ANA INP ANA I/O

FB
PWM
SPEED INP I+
I-
I/V
STAT
Red.ShutDown
FB
Additionally the APC200 requires some connections for supplying power and for selection of
different operating modes. For more detail, check the application specific wiring diagrams.
Refer to section 5.2 for details about the installation.
1.2 External interfaces

The APC200 is connected to the vehicle wiring system using a 48 pole Packard Metripack
Connector.
The two mating connectors (18 pole and 30 pole) have following components and Packard part
numbers.
Part Packard Part number

Receptacle 30 pin 1203 4398
Receptacle 18 pin 1204 0921
Contact 12089290 (0.35-0.5 mm²)
12103881 (0.8 - 1.0 mm²)
The different connector pin functions for the APC200 are listed below.


Following type designations are considered:
Ptg pull to ground Input internally pulled high, must be connected to Ground to
activate. Alternately senses resistance 0 - 5 kOhm
Ptp pull to plus input internally pulled low, must be connected to Plus to
activate
Stg switch to ground Output switches internally to Ground. Other side of Load
must be connected with Plus
Stp switch to plus Output switches internally to Battery plus. Other side of
Load must be connected with Ground
Pwr power supply line connected to battery
Gnd ground ground reference line or supply line
Sns sense sensor input for frequency, voltage or current
Pwm pulse width Output uses PWM to control the output current. When
modulated combined with the proper sns input, closed loop current
control is possible.
Comm communication control line used for communicating information with other
controllers and / or PC’s
Hbrg bi-directional motor Output can control the speed of a DC motor in both
control directions
In below table all references to terminals have prefix TC meaning they refer to the APC200
connector pins
WIRE PIN FUNC TYPE DESCRIPTION 3SPEED DESCRIPTION 4 SPEED

A01 A1 A1 PPWR Pwr Permanent Battery Plus Permanent Battery Plus
A02 A2 B1 VFS0+ Pwm Fwd VFS Hi Side Out Fwd VFS Hi Side Out
A03 A3 C1 VFS0- Sns Fwd VFS Lo Side In Fwd VFS Lo Side In
th
A04 A4 D1 VFS1+ Pwm Rev/Hi VFS Hi Side Out 2nd/4 VFS Hi Side Out
th
A05 A5 E1 VFS1- Sns Rev/Hi VFS Lo Side In 2nd/4 VFS Lo Side In
A06 A6 F1 VFS2+ Pwm 2nd VFS Hi Side Out Rev VFS Hi Side Out
A07 A7 G1 VFS2- Sns 2nd VFS Lo Side In Rev VFS Lo Side In
A08 A8 H1 VFS3+ Pwm 1th/3th VFS Hi Side Out 1th/3th VFS Hi Side Out
A09 A9 J1 VFS3- Sns 1th/3th VFS Lo Side In 1th/3th VFS Lo Side In
A10 A10 K1 DO0 Stp RSP Drive Solenoid + RSP Drive Solenoid +
A11 A11 A2 ANI0 Ptg Pressure feedback Pressure feedback
A12 A12 B2 DIGIN0 Ptp Shiftlever 1-2 Shiftlever 1-2
A13 A13 C2 DIGIN1 Ptp Shiftlever 2-3 Shiftlever 2-3
A14 A14 D2 DIGIN2 Ptp Free Shiftlever input Shiftlever 3-4
A15 A15 E2 DO1 Stp Alarm output (option) 2/4 VFS selector
A16 A16 F2 DO2 Stp 1/3 VFS selector 1/3 VFS selector
A17 A17 G2 DIGIN3 Ptp Shiftlever NEU Shiftlever NEU
A18 A18 H2 DIGIN4 Ptp Shiftlever FWD Shiftlever FWD
A19 A19 J2 DIGIN5 Ptp Shiftlever REV Shiftlever REV


WIRE PIN FUNC TYPE DESCRIPTION 3SPEED DESCRIPTION 4 SPEED
A20 A20 K2 DO3 Stg RSP Drive Solenoid - RSP Drive Solenoid -
A21 A21 A3 GND Gnd Ground Ground
A22 A22 B3 SS0 Sns Drum speed sensor+ Drum speed sensor+
A23 A23 C3 SS0 Gnd Drum speed sensor - Drum speed sensor -
A24 A24 D3 SS1 Sns Output speed sensor+ Output speed sensor+
A25 A25 E3 SS1 Gnd Output speed sensor - Output speed sensor -
A26 A26 F3 SS2 Sns Engine speed sensor+ Engine speed sensor+
A27 A27 G3 SS2 Gnd Engine speed sensor - Engine speed sensor -
A28 A28 H3 ANI1 Ptg TransmTemperature TransmTemperature
A29 A29 J3 ANI2 Ptg Cooler input temperature Cooler input temperature
B00 A30 K3 GND Gnd Ground Ground
WIRE PIN FUNC TYPE DESCRIPTION 3SPEED DESCRIPTION 4SPEED

B01 B1 L1 VFS4+ HbrgA Engine control motor A Engine control motor A
B02 B2 M1 ANI4 Sns 5V Reference voltage out 5V Reference voltage out
B03 B3 N1 VFS5+ HbrgB Engine servol motor B Engine servo motor B
B04 B4 P1 ANI5 Sns Engine servo pos. input 0-5V Engine servo pos. input 0-5V
B05 B5 R1 VFS6+ Pwm Ana.brake valve Analog brake valve
B06 B6 S1 ANI6 Sns Accelerator pedal analog input 0- Accelerator pedal analog input 0-5V
5V
B07 B7 L2 CANL Comm CAN Lo CAN Lo
B08 B8 M2 CANH Comm CAN Hi CAN Hi
B09 B9 N2 RXD Comm RS232 RXD RS232 RXD
B10 B10 P2 TXD Comm RS232 TXD / SPEEDO OUT RS232 TXD / SPEEDO OUT
B11 B11 R2 SS3 Sns Turbine speed sensor+ Turbine speed sensor+
B12 B12 S2 SPWR Pwr Switched Battery Plus Switched Battery Plus
B13 B13 L3 DIGIN6 Ptp Inching Enable switch Inching Enable switch
B14 B14 M3 DIGIN7 Ptp manual / automatic selection manual / automatic selection
B15 B15 N3 DIGIN8 Ptp Parking Brake OFF/ON Parking Brake OFF/ON
B16 B16 P3 DIGIN9 Ptp
B17 B17 R3 ANI3 Ptg Brake pedal analog input 0-5V Brake pedal analog input 0-5V
B18 B18 S3 SGND Gnd Signal Ground Signal Ground
Note that different configurations are supported. The Input / Output mix can be varied through the
use of parameter sets which determine the exact I/O allocation. Further, most non-transmission
related functions can be routed through the CAN bus instead.
Connector layout :
1.3 Man Machine interface


1.3.1 Shift lever
The main interface with the driver is the shift lever. It allows selecting the driving direction and the
different ranges. The shift lever output signals serve as inputs for the APC200.
The APC200 is designed to interface with a variety of shift levers. Refer to the application specific
wiring diagram for detailed information about shift patterns.
Note that the APC200 supports remote control via the CAN bus as documented in the CAN EDI.
1.3.2 Display
The display is located on the APC200 front panel and consists of:
?? 4 red 7-segment LED digits SPICER OFF-HIGHWAY

D
?? 3 status LED lamps M
("D","E","F") E
?? 2 push buttons 'M' and 'S' for
F
S
display mode selection. APC200
APC200 front panel display
The LED lamp labelled 'D' is yellow and is used to indicate test modes.
The LED lamp labelled 'E' is yellow and is used to indicate faults.
The LED lamp labelled 'F' is red and is switched on when the APC200 is in the reset condition.
Refer to SOHPD drawing IAPC200A for installation dimensions.
After power up, the display defaults to the last display mode selected when the controller was last
powered down.
Typically, this will be the gear position mode. In this mode, the centre left digit shows the actually
engaged direction and the centre right digit shows the currently engaged range (gear).
Pressing the 'M' switch changes the displayed information group, while pressing the 'S' button
selects the item within the group.
While pushing the switch (and about 0.5 seconds after it is released) the display shows which
information is about to be displayed.
There are 3 display groups : the most commonly used one allows to switch between gear
display and vehicle speed display.
The second group shows the shift lever position and some other less used but nevertheless quite
relevant values (see list below).
The third display accessed with the M-button isn’t actually a group of screens but is used to inform
you about any current or previously active faults. The display normally shows ‘ — — ‘ to indicate
there are no faults, but if one or more faults are (or have been) detected, themost severe one is


shown until you press the ‘S’ - button. Doing so reveils the next fault until no more faults are
present, at which time again the ‘ — — ‘ sign is shown.
Display mode Comment
GPOS Reflects the actually engaged transmission direction and range.
Shows vehicle speed in km/h. Speeds are shown with a 0.1km/h or 0.1 MPH
VSPD resolution (parameter setting).
CPOS Reflects the current shift lever direction and position.
TSPD Shows measured turbine speed (RPM)
ESPD Shows measured engine speed (RPM)
OSPD Shows measured output speed (RPM)
Reflects the current speed ratio (calculated as TSPD/ESPD [turbine speed /

SRAT engine speed]) and is an important factor in automatic shifting.
TQ I Measured torque at transmission input side (Nm)
TEMP Shows transmission temperature in °C or °F (parameter setting)
ERR The fault display
When the controller detects an error, the 'E' led blinks slowly to indicate this. You can always select
the fault display mode (ERR) to view the nature of the problem. Error codes are described in
section 2.4.14 Indication of faults.
1.3.3 Other
Additionally several on/off switches and position sensors with function described in section 1.6.1
can be used to control the different operating functions. The control system can receive state
information of these inputs either directly through its own inputs or via the CAN-bus using
standardised messages.
1.4 Operating modes
1.4.1 Normal driving

See 1.6 for detailed description.
1.4.2 Self test mode

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


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

The ECM transmission control valve has a built-in redundant shutdown solenoid and a pressure
switch that monitors the pressure controlled by that solenoid.
This solenoid is controlled by the APC200 using both a high side and a low side switch (again
redundant logic).
When the APC200 enters shut down mode, all four pressure modulators are put at zero
pressure AND both controlling outputs of the redundant shutdown solenoid are switched off.
This mode is activated when a severe internal or external problem is detected.
In this mode, the transmission is forced in Neutral because the redundant shutdown path cuts off the
hydraulic power to the clutches.
This mode is selected only if an intolerable combination of faults exists. In case of an intermitting
problem, SHUTDOWN mode is exited and the controller enters the LIMP HOME mode.
However, in case the error is related to the pressure feedback signal, SHUTDOWN mode
remains selected until the controller is switched off.
Also when a fault related to the parameter settings located n FLASH memory s detected, the
controller reverts to shutdown mode
The GPOS / CPOS display indicates the letters ‘Sd’ left of the direction/position indication.


1.4.5 Mode identification
Above modes are identified as follows:
Mode D-led E-led Display

Normal driving Off as per error
Self test On Off described in 5.1 Diagnostics

and maintenance
Limp home Off Blinking
Shut Down Off Blinking
1.5 Operating Characteristics

The APC200 is designed to operate continuously under the environmental conditions described in
section 3.3.
Below sections detail some specific system limits and specification data relevant for interfacing with
the APC200-24.
1.5.1 System
Operating temperature range -40°C to +80°C

Sealing IP67
Supply Voltage nominal 24V
min - max. 18V – 30Vdc
Over voltage conditions 5 min @ 48V
500ms @ 220V
2 ms @ 300V
Maximum continuous total 12 Amperes
load current @ 24V


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

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

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

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

Maximum continuous load 1.5 Amperes
current
Short circuit detect yes


Open circuit detect yes
Redundant shutdown path yes
common for 3 outputs
Fully protected yes
1.5.6 Analogue outputs

Output current 0mA - 1200mA
Resolution 10 bit
Short circuit detect yes
Open circuit detect yes
Redundant shutdown paths yes
common for 4 and 3 outputs
Fully protected yes
1.5.7 Speedometer output (combined with RS232 transmit)

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

RS232
Bitrate 38400 BPS

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


physical layer ISO 11898
CAN compatibility REV2.0B
SAE/J1939 yes ( @ 250 kbps)
Termination external 120 Ohm
1.6 Functional description of an automatic control on a forklift
1.6.1 External inputs

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

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

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

The brake pedal should be equipped with an analogue position pickup that translates the position of
the brake pedal into a variable voltage that can be measured by the APC200 on one of its
analogue inputs.


The brake pedal position is used only while operating in inching mode. It is not used in the
hydrostatic drive simulation mode.
1.6.1.4 Manual / automatic switch

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

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

This on/off switch should be mounted on the left brake pedal in such way that the driver can easily
use the brakes with or without depressing it.
If the switch is activated while braking, the inching function gets activated.
It is not used in the hydrostatic drive simulation mode.
1.6.2 General
The APC200 takes care of the following functions
?? direction change protection

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

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


1.6.3.1 Standard drive
Used when the accelerator pedal > 20% and when the speed ratio < 1.0
turbine speed
speed ratio = <1
engine speed
Automatic upshifting
An automatic shift to a higher gear is made when the accelerator pedal is pressed, the turbine
speed exceeds a minimum speed, and the slip in the converter (speed ratio) has reached a certain
value. This occurs when the tractive effort in the higher gear is higher than the tractive effort in the
lower gear. The below table indicates for each gear the different limits.
Minimum turbine speed for automatic upshifting :
Shift ACCELERATOR > 20% ACCELERATOR > 80%

F1-F2 1400 1650
F2-F3 1450 1700
A typical upshiftcurve (speed ratio as function of turbine speed) :
Shift 2-3
0.86
0.85
0.84
0.83
0.82
0.81
SR
0.8
0.79
0.78
0.77
0.76
0.75
1000 1200 1400 1600 1800 2000 2200
Turbine RPM
Automatic downshifting
An automatic shift to a lower gear is made when the tractive effort in the lower gear exceeds the
tractive effort in the higher gear (i.e. when the speedratio drops below a ceratin limit)
Below, a typical downshift curve is shown (speed ratio as function of turbine speed).


Shift 3-2
0.42
0.4
0.38
SR
0.36
0.34
0.32
0.3
400 500 600 700 800 900 1000
Turbine RPM
1.6.3.2 Braking mode
Used when the accelerator < 20% and when the speed ratio >= 1. On the vehicle, it means that the
driver has released the accelerator pedal.
turbine speed
speed ratio = > 1
engine speed
Automatic upshift
In principle no automatic up-shifts occur in braking mode. The only exception is when the
transmission overspeeding limit (depends on transmission model) is reached and the shift lever
indicates a higher range than the one selected on the transmission.
Automatic downshift
Downshifts occur based on vehicle speed.
1.6.4 Direction reversal protections
1.6.4.1 Forward ? Reverse or visa versa

The behaviour of the transmission largely depends on the vehicle speed when the direction change
is made.


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

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

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

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

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

When a direction change or a downshift is made at too high vehicle speed, the warning lamp is
switched on and the request is not executed -


?? In case of an inhibited direction change, the transmission is put in neutral.
?? In case of an inhibited downshift, the current gear remains engaged. When the vehicle
speed has dropped sufficiently, the request is handled and the warning lamp is switched
off.
In some configurations, the warning lamp also conveys information about current faults: if a
fault is active (i.e. present), the warning lamp is blinking. The driver knows the difference
between faults and protections through the fact that the lamp is either blinking or on
continuously.
1.6.6.3 Engine control via CAN

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

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

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


Inch speed as function of brake pedal
position
No Inching
10
8
Inch speed (kph)
8 Speed
control
6 No
4 Low Speed
against brake De-clutch
2
0 0.3 0
0 25 50 75 100
Brake position (%)
The 35% point in above graph is called the MID point and should correspond to the point where
the brakes actually start braking.
1.7.2 Activation of the inching system

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

If either of below conditions is met, the inching function will be switched off and normal converter
operation will be resumed.
?? Release the brake pedal below 5% ( i.e. release it completely for all practical purposes)
Note that releasing the ‘inching enable’ switch will not stop the inching function.
?? Select Neutral or the other direction.
Note that when changing direction, if the changeover is made while the ‘inching enable’ switch
is still pressed, the inching mode will re-activate in the opposite direction.
?? When the inching torque reaches the allowed maximum for longer than 1 second (parameter)
When inching is stopped because of the 1second protection, the direction clutch gradually closes
completely and inching is disabled until the brake pedal is completely released (below 5%).

1.7.4 Protections preventing Inching mode
?? As described above, when you force the inching system to its limits (for instance when trying to
inch against the parking brake), it shuts off and the clutch is smoothly pressurized resulting in
converter drive. This can result in unwanted acceleration. This protection remains active until
the brake pedal is completely released – regardless of whether you change direction
?? Several system conditions can cause the inching system to become disabled :
1. Speed sensor problem.
2. Brake pedal sensor problem. If the sensor fails while inching, in order to leave inching
mode you have to select neutral. After that, inching won’t be activated.
1.7.5 Function of the brake pedal in relation with inching
Brake pedal position effect
0% – 4 % Inching is disabled
5% – 34% Continuous inching speed control – no vehicle braking
35% – 69% Fixed inching speed – gradually increasing brake force
70% - 100% Transmission is disconnected – further increasing braking force
?? In the 5% - 35% brake pedal range, the service brakes don’t actually apply braking force. This
st
range is used to control the vehicle speed throughout the entire 1 gear speed range. Generally
the higher inching speeds are used to smoothly transition from low speed inching into converter
drive. Indeed, suddenly releasing the brake pedal causes a noticeable ‘shift’ back into
converter drive – comparable to a ‘Neutral – Gear’ shift whereas a gradual release allows a
more continuous engagement.
Note that in this range, if the speed is too high, the APC200 – as it doesn’t control the vehicle brakes – can only
take away traction. If this is the case, you have to press the brakes more firmly to help the speed reduce.
?? In the 35% - 70% brake pedal range, the target inching speed is fixed at 0,3 km/h. This range is
useful for slowly approaching your target, inching uphill or downhill without excess speed
variations. The braking force in this range is sufficient to control the vehicle speed in most
conditions.
?? The 70% - 100% range is used to really make the vehicle decelerate or hold it in standstill
condition. In this range, the target speed is 0 km/h – i.e. the transmission is disconnected from
the wheels.
1.7.6 Function of the brake pedal without inching

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


Releasing the brake pedal below 70% causes the transmission to re-engage smoothly.
1.7.7 Tips for effectively using the inching system
1.7.7.1 Inching in general

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

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


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

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

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

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


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

The control system was designed and developed in close adherence to ISO1508.
2.2 Safety concept
2.2.1 General
The safety concept is based on the control system's safety classification according to ISO 1508
and on the definition of the Fail Safe State for a powershift transmission used in earthmoving
equipment.
The applicable safety class requires considering single faults affecting driver safety and a
redundant method to achieve the fail-safe state in case of a single safety critical fault.
For earthmoving equipment, acceptable fault conditions are considered to be:
- Fail to higher range
- Fail to next lower range
The fail-safe state (to be attained when all else fails) is:
- Fail to Neutral
2.2.2 ECM/APC200 implementation

The control valve concept guarantees fail to Neutral in case of loss of power through use of a
redundant normal open Drive solenoid. A pressure switch that measures the system pressure after
the Drive solenoid can monitor its function.
These properties are used in the APC200 to implement the safety concept.
ECM requires that 2 clutches can be pressurised simultaneously. Normally the pressure in 1 clutch
is increasing while the pressure in the other clutch is decreasing. If the overlap is not carefully
monitored, one can achieve a situation in which clutch 1 is closed while clutch 2 is not opened yet.
This situation is called "locking clutches." The result is that the transmission stops instantly. The
APC200 software deals with potential problems related to this by continuously monitoring relations
between and changes in various speed signals.


All faults described below refer to electrical connections. The APC200 is in no way capable of
detecting mechanical problems on its input and output devices except indirectly by analysing the
speed signals.
The APC200 monitors its inputs and outputs in order to detect internal and external faults.
Due to hardware limitations, fault monitoring is not always possible. The detection principles and
their limitations are described wherever applicable.
All detected faults are reported within 0.3 seconds, but only safety critical faults are acted upon.
Faults resulting in loss of drive are tolerated.
Faults resulting in unwanted clutch engagement result in immediate selection of Neutral using
one of two available redundant shutdown methods. Depending on the severity, this reaction can be
permanent (until power is switched off) or last until the fault is removed.
Some faults are tolerated but the performance of the system is crippled when the fault persists.
2.3 Considered faults

? Over voltage
? Under voltage
? Internal faults
? Program out of control
? Single faults on outputs
? Incorrect input patterns
? Intermittent power loss
? Speed sensor faults
? Analogue sensor failure
? Redundant Shutdown Path fault
2.4 Behaviour in case of faults
2.4.1 General
It is considered critical to be able to select Neutral in all circumstances.
Selection of Neutral also is considered the safe state in case of many faults.
The APC200 has been designed to guarantee automatic selection of Neutral in some conditions.
This is accomplished through use of two separate watchdog timers and a redundant shutdown path
for outputs.
2.4.2 Reset Condition

When power is applied, the APC200 first selects Neutral without range clutch engaged and starts
initialising itself. This includes a series of self-tests to assure system integrity.
This position is believed to be the safest possible condition in case of an intermittent power failure.


The initialisation phase takes about 1 second. It includes Power On Self Test and integrity
testing of the redundant shutdown path.
After power up, the APC200 is in the so-called Neutral Lock State. This means that the
transmission remains in Neutral until the shift lever is cycled physically through Neutral.
2.4.3 Over voltage

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

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

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


00.51 ?? There is a problem related to the System RAM (in CPU)
00.52 ?? There is a problem related to the external RAM
00.53 ?? There is a problem related to the FLASH program memory
2.4.6 Redundant Shutdown Path Error

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


20.60 ?? The Pressure feed back line is Stuck at 0 – i.e. shorted to

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

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

50.XX)
20.63 ?? There is a problem with Digital output DIG0. The RSP cannot
function properly. The system will be in Shutdown Mode
20.64 ?? There is a problem with Digital output DIG3. The RSP cannot
function properly. The system will be in Shutdown Mode
20.65 ?? The responsiveness of the RSP at power-up was to slow
2.4.7 Program out of control

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

After power is restored, the APC200 enters the reset condition, resulting in the immediate selection
of neutral – no clutch engaged.
It stays there until the shift lever is placed in Neutral and the vehicle speed drops to a safe level at
which moment normal operation starts (selection of 1st or 2nd depending on application
preferences).
In absence of power, the transmission defaults to Neutral (provided the redundant Drive solenoid
operates as expected).
2.4.9 Single faults on analogue outputs
General
Faults related to analogue outputs are detected by various principles. Besides being monitored just
like ON/OFF outputs the current through their sense line is compared to the target current.
Significant deviations from the target current are treated as faults too.


Faults related to outputs A02, A04, A06, and A08
These outputs control pressure modulators and have the capability to lock conflicting clutches.
Faults on them are considered critical. Any single fault on them results in the selection of Limp
Home mode.
Faults related to outputs B01, B03, and B05

These outputs are not involved in transmission control. Faults on them are flagged if they are used
in the application, but no further action is taken.
?? The output wires are shorted to each other
71.00 ?? The Sense line is shorted to Vbat

?? The Plus line is shorted to Ground
71.01 ?? The output is not connected or its Plus line is shorted to

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

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

occurs when the load has the incorrect impedance.
Note that the first two digits identify the output exhibiting the fault :
70 Analog output 0 related fault A02, A03

74 Analog output 4 related fault B01


2.4.10 Single faults on on/off outputs
General
Faults related to ON/OFF outputs are detected by comparing the desired Output State with the
actual Output State (using dedicated feedback lines). This implies that if an output is intended to be
OFF it is not possible to detect shorts to ground. If on the other hand, the output is intended to be
ON, open circuit faults or shorts to battery plus cannot be detected.
In order to circumvent this problem, each critical on/off output is toggled for 1ms every 220 ms in
order to capture all faults.
Any fault relating to an output used by the application is flagged.
The APC200 cannot distinguish between open load or forced to plus conditions. An open circuit
condition on these outputs is therefor interpreted as a 'forced to plus' condition.
Faults related to A15, A16 (VFS selectors)

Faults related to A15, A16 result in selection of Limp Home mode
Faults related to A10 or A20 (Redundant ShutDown path solenoid control)

Any fault related to A10 or A20 immediately results in Shut Down mode.
These outputs control the redundant transmission shutdown solenoid. A fault related to this
solenoid implies that the APC200 cannot select neutral in case of a severe fault on a critical output.
81.00 ?? The output is shorted to Ground
81.01 ?? The output is not connected or its Plus line is shorted

to Vbat
Note that the first two digits identify the output exhibiting the fault :
80 Discrete output 0 related fault A10
84 Redundant shutdown path switch Combined Fault
related fault


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

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


Note that the first two digits identify the speed sensor exhibiting the fault :
60 Speed channel 0 fault A22

63 Speed channel 3 fault B11
2.4.13 Analogue sensor failure

Temperature Sensor Failure
If the temperature sensor indicates a transmission temperature below -50°C, a short to ground
condition is assumed.
If the temperature sensor indicates a transmission temperature beyond +150°C, an open circuit
condition is assumed.
Either condition is indicated on the display to warn the driver of the problem.
While the fault is present, the temperature value is limited at the lowest or highest (whatever is
applicable) value used for temperature compensation. This results in poor compensation if this
function is enabled.
Accelerator Position Sensor Failure

If the accelerator pedal sensor produces an out of range value, the accelerator position is assumed
to be at 0%.
? This results in Low Accelerator shift point selection.
A fault is indicated on the display.
Brake Pedal Position Sensor Failure

If the brake pedal sensor produces an out of range value, the brake pedal position is assumed to be
at 0%.
? Inching and declutch are disabled.
A fault is indicated on the display.
51.00 ?? The sensor is shorted to Ground
51.01 ?? The sensor is not connected
Note that the first two digits identify the analogue input exhibiting the fault :


50 Analog input 0 out of range A11
53 Analog input 3 out of range B17
2.4.14 Indication of faults

When a fault is detected, the E -led starts flashing.
In order to find out which fault was last detected hold the 'S' switch for about a second. The display
will then show the fault area.
When holding the button another second or so, the display shows the number of times the fault has
ever occurred (since the last time the fault counters were cleared).
When the ‘S’ switch is released, the fault type is shown.
A flashing display indicates a faults that’s no longer present.
If several faults coexist, pressing the ‘S’ switch before the normal display is resumed selects the
next fault for display.
Faults are shown in order of severity.
After the last fault has been displayed, the display shows ' -- ' meaning no more errors are detected.
Below table lists faults in order of severity (severest fault on top) along with displayed codes.
Fault Priority Fault area Fault Types

System condition
Contact SOH service Dept.
9999
99 99
04
Battery Voltage 5000
30 05


60
61
62
Redundant shutdown path 3300
20 63
64
65
50
51
Power On Self Test 3100
00 52
53
Over Current 3000
21 03
04
Analogue output supply 2900
84 05
00
Digital output 0 2700
80 01
00
83 01
00
Analogue Output 0
Fwd VFS
2500
70 01
00
01
Analogue output 1
nd
Rev/Hi or 2 /4th VFS
2400
71 02
03


00
01
72
Analogue output 2
nd
2300
2 or Rev VFS
02
03
00
01
Analogue output 3
st rd
1 /3 VFS
2200
73 02
03
00
81 01
00
82 01
00
Transmission pressure feedback 1900
50 01
04
Sensor Supply voltage 1700
31 05
00
Sensor 0 (A22 – A23) 1600
60 01
00
Sensor 1 (A24 – A25) 1500
61 01
00
Sensor 2 (A26 – A27) 1400
62 01
00
Sensor 3 (B11 – B18) 1300
63 01


Shift lever direction 1200

40 06
Shift lever position 1100

41 06
00
Analogue input 2 900
52 01
00
Analogue input 3 800
53 01
00
Analogue output 4 600
54 01
00
55 01
00
56 01
00
Transmission Temperature
Sensor
300
51 01
2.4.15 Indication of faults that have previously occurred
If no faults are detected, the E-led will stop flashing.
As indicated above, faults that have been previously detected since power-up or since the last
time they were shown are shown as flashing text to allow to differentiate them from active faults.
This is an excellent way to detect intermittent faults.
Please not that active faults are shown with higher priority than intermittent faults.
Also note that once an intermittent fault was shown, it will not be shown again until it actually occurs
again.
Full access to fault information is provided through the CAN interface.
2.5 Behaviour when faults are removed


2.5.1 Over voltage
Normal operation is resumed.
2.5.2 Under voltage

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

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

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

2.5.6 Intermittent power loss

2.5.7 Single faults on outputs

2.5.8 Multiple faults on outputs

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

2.5.10 Speed sensor failure

2.5.11 Analogue sensor failure



2.6 Specific measures to guarantee Fault tolerance
Operational
The control system must be installed according to the requirements and instructions stated on the
appropriate customer specific wiring diagram.
It shall not be operated outside the environmental conditions defined in 3.3 and 3.4.
In case a fault is signalled, the vehicle must be serviced in order to find and correct the cause of the
problem.
Production Test
During the production cycle, all units receive following tests:
? Visual inspection of Printed Circuit Boards and finished product
?? Analog inputs and outputs are calibrated
? Functional test at nominal load and nominal power supply
? Minimum operating voltage @ 20°C is verified
? Speed sensor input function over complete operating voltage range
? Communication link tests and checks of programmed FLASH parameters
?? A desciption of the assembled hardware and all test results are programmed in FLASH
memory
Refer to the ‘APC200 production test procedure' for details about the process.
2.7 Organisational measures to protect from external factors
2.7.1 Identification
Each APC200 unit is marked with a label showing following items:
? Spicer Off Highway Products Logo
? Serial Number
? Spicer Part Number
? Program version reference
Each Printed Circuit Board shows following items:

? Spicer part number of the assembled board,
? Board Revision Number
? Board issue date


2.7.2 Traceability and configuration control
A permanent record of above information along with other information relevant for production and
service is kept in the SOHP Bruges production mainframe.
Design and implementation details of each hardware revision is available in a structured format
showing following information:
? Reason for change
? Revision date and release date
? Impact study of change
? Reference to the revision it is based on
? Circuit Diagram with changes marked
? Layout plot
? List of changes with references to the relevant drawings
? Related correspondence with manufacturer
Design and implementation details of each released software version is available in a structured
format showing following information:
? Original problem analysis (or reference to it)
? Reason for change
? Revision date and release date
? Impact study of change
? Reference to the revision it is based on
? Program source code or references to untouched modules
? List of changes with reference to reason for change
? Test report of the new release
? Related correspondence with customer
2.7.3 Sourcing
Spicer Off Highway Products Europe is the only supplier for the APC200 described in this
document.
All shipped units are produced, tested, and inspected by the Controls group of the SOHP plant
located in Brugge (Belgium Europe). This guarantees strict conformance to above stated
identification and traceability requirements.
2.7.4 Software
Parameter programming communication services can be disabled during normal operation. In that
case, modifications to APC200 parameters are only possible with the shift lever in Neutral.
The APC200 contains tables of boundaries limiting the range of modification of FLASH parameters;
in order to assure safe values for limits at all times.


3. Environmental conditions
3.1 Nature of environmental conditions

The APC200 is intended to be used on mobile earth moving and material handling machinery
and as such is exposed to the severe environmental conditions these machines operate in.
The APC200 should be installed inside the driver's cabin protected from direct exposure to rain,
dust, and direct steam cleaning.
3.2 Behaviour of the system under certain conditions

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

Temperature cycling IEC68-2-14N -40°C/80°C @ max. voltage
Power up at min. Temp. SAEJ1455 -40°C @ min. voltage
Power up at max. Temp. SAEJ1455 +80°C @ min. Voltage
Humidity IEC68-2-38
Vibration IEC68-68-2-34Fd 5g pk 10-150Hz 1 Oct /min
2.5Hrs 3 directions
Mechanical Shock IEC68-68-2-29 25g ½ sine 6ms @ 1 Hz
Sealing IEC529 IP67
3.4 Interference immunity standards and limits
Subject Standard Parameters 24V

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

? 5000 pulses Class IV
sients
Positive inductive tran- ISO7637-2/2 Vs = +100V td=50µs tr=1µs
Ri=10? 5000 pulses Class IV
sients

Commutation noise ISO7637-2/3 Vs = +100V/-150V td=100ns
tr=5ns Ri=50? 5000 pulses pos
and neg Class IV
Voltage drop ISO7637-2/4 N/A
Load Dump ISO7637-2/5 Vs =+200V td=350ms tr=5ms
Ri=5? Class IV
Electrostatic discharge IEC1000-4-2 air discharge 8 kV Class III
contact discharge 4kV Class III
Radiated interference ISO/ CD13766 Parameters as per standard
4. Design and development tools

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


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

The APC200 has special circuitry to help verifying its operation.
Six self-test groups are built into the APC200 control programs:
? Display test and Version

? Digital input test
? Analogue input test
? Speed sensor test
? Output test
? Voltage test
The 'D' led is on while operating the APC200 in diagnostic mode.
Note:
?? If during operation in a self-test mode a fault is detected, the E-led flashes to indicate the
presence of the fault. Pressing S-button for a while however in this case will not reveal
the reveals the fault code.


5.1.2.1 Self test Operation
Self-test mode is activated by pressing the ‘S’-switch on the APC200 front panel while powering up
the APC200.
Switching off the power of the APC200 is the only way to leave the self-test mode.
The available information is organised as groups of related displays.

Generally, each mode’s start display provides an overview of the status of all members of the
group.
For instance, the start display of the input test mode cryptically shows the level of each input and
the speed sensor test mode shows the frequency of each sensor channel in kHz.
Pushing the ‘M’-switch selects the next group in the order listed.
By pushing the ‘S’-switch a list of modes with more detailed information about the selected group
can be looked through.
When a new group is selected with the ‘M’-switch, the display always reverts to the overview
display (i.e. the beginning of the mode-list).
Pressing a switch (M or S) shortly reselects the current group or mode. This feature is applicable in
all diagnostic-groups.
After powering up, the display test is activated.


5.1.2.2 Overview of test modes
M M M M M
DISp dinp ainp spd out p vol t
Power vp
8.8.8.8 I II 0. I.2. I 2.0.0. i II 26.3
up + S
S S S S S S
S
Ver 0.i2 0. i i 0.22 0.02 vs
i.02b hi 0853 c 2.24 0833 25.8
S
S S S S S
i.i3 I.28 i.24 i.04 vsen
hi i0ib S i . i33
S
0010 8.2
Logic I/O S S S S
number 2.i4 S 2.29 2.26 2.06 S
lo 2720 C.846 0501
S S S S
Wire number 3.47 3.4 i
... I 020 i I.54
...
S S
I2.29 9.i6
lo lo
S S
i3.47 i0.20
lo LO
POSSIBLE RESULTS: lo 1234 (Ohm) 1234 (Hz) 1234 (mA) 24.3 (V)
hi open open lo
shr t hi
open
shr t
5.1.2.3 Display test and Version

When selecting this group the display shows:
When pressing the S-switch, the display changes in
Releasing the switch engages a scrolling text display showing the part number and the version.


When pushing the S-switch, the display switches back to the display test mode, showing:
Followed by the program identication string: ECM 4501675 V1.10A

After releasing the S-button, the display again lightens up all segments.
5.1.2.4 Digital input test

The display shows which inputs are active. Each segment of the display indicates a specific logical
input. Different segments can be switched on simultaneously if different inputs are activated
simultaneously. In total there are fourteen inputs: ten digital and four analogue inputs (in this group
treated as if they were digital pull to ground inputs).
Digital inputs numbered 0 – 9 are shown on the segments as shown below.

Analogue inputs 0 –3 are shown on segments numbered 10 – 13 below.
0 2 4 6 8 10 12
1 3 5 7 9 11 13
Below example indicates that input 1, 4 and 5 are on. All others are off.
By pressing the ‘S’- switch repeatedly, each individual input is shown in more detail.
While pressing the ‘S’- switch, the display shows the logic-input number with the matching harness
wire. – I.e. below display corresponds with input one connected to wire A12.
Releasing the switch displays the input’s state (hi or lo).
Note: the analogue inputs return ‘high’ when pulled to ground.
Pressing the S-switch at the last analogue input brings back the overview on the display.


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

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

The four values, displayed in thousands of Hertz, are separated by a dot. Speeds below 1000 Hz
are shown as 0.
Using the ‘S’-switch more detailed information concerning the speeds is available.
While pressing the ‘S’-switch, the display shows the speed channel number on the left side of the
display while the matching wire is shown right.


Once released, the left digit indicates what type of speed sensor should be connected to this
channel:
?? c for a current sensor (Magneto Resistive Sensor)
?? i for an inductive speed sensor.
The three other digits and the dot represent the matching speed in kHz
For instance, in below examples the left display indicates a current speed sensor and a frequency
of 933 Hz. The right one indicates an inductive sensor generating about 1330 Hz.
After the last channel is shown, another press on the ‘S’ switch re-selects the speed sensor
overview.
5.1.2.7 Output test

The display shows which outputs are active. Similar to the digital input test overview screen, each
segment of the display indicates a specific input.
Different segments can be switched on simultaneously if different outputs are activated
simultaneously.
0 2 4 6 8 10 12
1 3 5 7 9 11 13
A blinking segment indicates a fault at a certain output.

In total, there are 11 outputs:
?? Outputs 0 – 6 are analogue
?? Outputs 7 – 9 are STP digital outputs
?? Output 10 is a STG digital output
Information that is more specific can be found while running through the different modes (S-switch).
While pressing the switch, the left side of the display gives information about which output channel
is tested; the right side gives the matching wire number.
When releasing the switch the display shows either the actual current in mA, or the logic state of the
output (either ‘hi’ or 'lo').


If an output is currently in fault, its respective segment in the overview screen blinks slowly. On the
output specific screen, the display alternates between the actual state (current value or logic state)
and the fault type (open / short / curr / oor).
5.1.2.8 Voltage test
The displayed value after the M-switch is released is the PERMANENT VOLTAGE Vp in Volts as
measured on wire A01.
The two other modes of this group are switched voltage (Vs) and sensor voltage (Vsen), also
expressed in Volts.
Vs is measured on wire B12. This power supply input is used to allow the APC200 to control the
power down process – allowing it to save statistical information in FLASH before actually shutting
down.
Vsen is measured off an internally generated voltage regulator and should be near 8.0V.
It can be measured on any unloaded analogue input channel (e.g. ANI0 on A11). The Vsen voltage
is used as a reference for the analogue inputs.
5.2 Technical guidelines for installation

The information contained in this section is provided to ease the installation of the APC200 on the
vehicle.
The main part of the installation concerns connecting APC200 wiring harness with the
Transmission's control valve harness. Below table shows the pin functions for the control valve
harness and which connections are required between control valve and APC200.
Further subsection detail on the connection of power supply and specific inputs and outputs.
In below description all references to terminals have prefix A or B if they refer to the APC200 wires
and CV if they refer to the control valve wires.
Transmission Control Valve connections for 3/3 and 4/4 transmission
Wire Pin Function 3/3 Function 4/4 APC 200 connection

CV01 V Common Ground Common Ground B00


CV02 U Not used Not used
CV03 T Not used Not used
CV04 S Not used Not used
CV05 R Not used Not used
CV06 P 1st / 3rd VFS Selector 1st / 3rd VFS Selector A16
CV07 N Not used 2nd / 4rd VFS Selector A15
CV08 M Pressure switch Ground Pressure switch Ground A21
CV09 L Pressure switch High Pressure switch High A11
CV10 K Drive solenoid + (RSP) Drive solenoid + (RSP) A10
CV11 J Drive solenoid - (RSP) Drive solenoid - (RSP) A20
CV12 H VFS 2nd + VFS rev + A06
CV13 G VFS 2nd - VFS rev - A07
CV14 F VFS 3rd / 1st + VFS 3rd / 1st + A08
CV15 E VFS 3rd / 1st - VFS 3rd / 1st - A09
CV16 D VFS fwd + VFS fwd + A02
CV17 C VFS fwd - VFS fwd - A03
CV18 B VFS Rev + VFS 2nd / 4th + A04
CV19 A VFS Rev - VFS 2nd / 4rd - A05
5.2.1 Power supply

Positive terminals
Wires A01 and B12 must be connected to the 24V battery EACH through a fast 6 Amp fuse. They
provide power for the shift logic and for the outputs which control the transmission solenoids.
Where A01 (permanent supply terminal) must always be connected to plus, B12 must be
connected via the ignition switch.
Only this way, the APC200 can save valuable information during power down periods.
Because terminal B12 also provides power to outputs, it is recommended to use a relay to apply
power to it. The relay contact in turn should be commanded by the ignition key.
Ground terminals A21 and B00
These pins are the APC200's ground terminals and must be connected to a well-defined ground
potential. This can be the vehicle's chassis but preferably, each is connected with a 1.5mm² wire
straight to the battery minus.
For the APC200 control to work properly, a T-split of the ground wire (close to the connector) must
be made to form a suitable ground reference for the Control Valve Common Ground CV01 and
CV08.
The Control Valve Common Ground is providing a suitable current return path for the VFS selector
Solenoids (A15 and A16).
Improper grounding may degrade the control system’s operation. The fact that most outputs
conduct pulsed signals tends to generate switching noise on the ground lines. If the ground
lines have insufficient quality or are shared with other loads, serious degradation of the
analogue input signal quality may result.


Ground terminal B18
Pin B18 is the signal ground terminal and is intended for following signals
? A28 (Temperature sensor)

? B11 (Speed sensor 3)
? A29, B17 (Accelerator and Brake pedal sensors)
? Communication link ground (CAN and RS232)
5.2.2 Input signals

Shift lever inputs (A12, A19, A14, and A15)
The common terminal of the shift lever is to be connected to the plus (B12).
The expected pattern on these inputs is shown on the proper wiring diagram
Speed sensor inputs (A22, A24, A26 and TC 41)

These signals are intended to measure the turning speed of various shafts.
What type of sensor should be connected and how the signal generated by it is interpreted depends
on the parameter settings of the APC200.
Standard inductive speed sensors have no polarity and have internal impedance of about 1060 or
390 Ohms (depending on the model).
Magneto Resistive sensors however are active electronic elements for which a polarity must be
observed.
Check the proper wiring diagram for the correct connections.
Transmission temperature input (A28)

This signal is intended to measure transmission oil temperature. Typically, the temperature sensor
is combined with one of the speed sensors.
In this case, the ground terminal of the speed sensor serves as ground terminal of the temperature
sensor as well and only one pin extra has to be connected to complete the circuit.
If a separate sensor is used, it is important to note that the APC200 expects a PTC sensor with a
resistance in the range from 0 – 5 kOhms. The proper conversion table can be specified in the
FLASH parameter set along with open load and short circuit reference resistance values.
The measurement system is single ended. Any fault potential on the ground line causes
measurement errors. For this reason, it is important to use the designated ground wire B18 for this
purpose.
Thottle pedal input (A29)
This analogue input expects a voltage in the range of 0V – 5V representing the accelerator pedal
position.
A suitable 5V reference voltage for powering a 1kOhm potentiometer is available on pin B02.

The proper conversion table can be specified in the FLASH parameter set along with open load and
short circuit reference voltage values.
Brake pedal input (B17)

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

Wires A02/A03, A04/A05, A06/A07, A08/A09, A15, and A16 are used to control the transmission.
The table below reflects the gear pattern generated in each of the transmission ranges.
Each wire pair mentioned above is in fact an analogue output that is connected to both sides of a
VFS (variable force solenoid). The current programmed through the solenoid is a measure for the
pressure applied to the connected clutch.
Transmission gear A02/03 A04/05 A06/07 A08/09 A15 A16

F1 ? ? ?
F2 ? ? ?
F3 ? ?
F4 ? ?
N1 ? ?
N2 ? ?
N3 ?
N4 ?
R1 ? ? ?
R2 ? ? ?
R3 ? ?
R4 ? ?
Note that during a transition from one gear to the next, these wires carry current simultaneously.
Example: when shifting from F1 to F2, wire A16 will be active during the transition and is switched
nd
off when 2 gear is engaged.
Wire A15 is only used on a 4 /4 transmission.
Forward VFS (A02 / A03)

This solenoid controls the pressure in the forward clutch
While Inactive, Forward is selected. When about 1000mA current flows, the forward clutch is open.
When both forward and Reverse clutches are commanded closed electrically, the clutches will
actually lock, possibly causing the transmission to lock-up.


Reverse VFS (A06 / A07 - A04/A05)
This solenoid controls the pressure in the reverse clutch
While Inactive, reverse is selected. When about 1000mA current flows, the reverse clutch is open.
When both forward and Reverse clutches are commanded closed electrically, the clutches will
actually lock, possibly causing the transmission to lock-up.
1st / 3rd VFS (A08 / A09)

This solenoid controls the pressure of either the 1st or the 3rd clutch.
Which clutch is selected depends on the state of the 1/3 VFS selector. When the selector is on
(24V on A16), 1st clutch is selected. Otherwise, 3rd clutch is selected
While Inactive, the clutch is closed. When about 1000mA current flows, the clutch is open.
2nd / 4th VFS (A04 / A05 - A06/A07)

This solenoid controls the pressure of either the 2nd or the 4th clutch.
Which clutch is selected depends on the state of the 2/4 VFS selector. When the selector is on
(24V on A15), 2nd clutch is selected. Otherwise, 4th clutch is selected
While Inactive, the clutch is closed. When about 1000mA current flows, the clutch is open.
5.2.4 Communication interfaces

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


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


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

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


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

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


5.3.3 Calibration of the hydro lever sensor

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

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


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


5.3.5 Calibration of clutch control parameters

Stop the vehicle, apply the parking-brake and enter the stand-alone calibration mode, the display
shows:
Press the ‘S’-switch to start the servo sensor calibration. If vehicle is not standing still, the display
shows:
If the position of the shift lever is not neutral, the calibration process does not start and the following
displays is shown:
Now, the driver should select the forward shift lever position, as requested by the following display:
Note : The transmission calibration process can be interrupted at all times by moving the shift lever
into the reverse position. In that case, the transmission controller will reset and ignore the
calibration results obtained so far.
Now, the transmission’s temperature is checked against the minimum required temperature to
calibrate. If the actual temperature is too low, the driver should stall or drive the vehicle. If the
transmission temperature reaches the desired value, calibration proceeds automatically. Meantime
the display shows the actual temperature:


If all conditions to start calibration are met, the calibration process starts. The following display is
shown:
The first two digits show the currently calibrated clutch. The third digit shows the actual calibration
mode and the last digit shows the calibration algorithm’s current step. During the calibration
process, this information is continuously updated.
Depending on the actual calibration mode, a different engine speed may be required. Whenever
the actual engine speed is too low following display is shown:
Whenever the actual engine speed is too high, the display looks as follows:
If the vehicle is equipped with throttle-by-wire, the engine speed will be automatically adapted. In
the other case the driver has to change the throttle pedal position until the display looks as follows:
After the engine speed has been within limits for about three seconds, the calibration process
proceeds.
After successful completion of the calibration process, the calibration results are memorised in
Flash memory and will become active at the next power-up of the controller. The following display
is showed:


When one or more errors were encountered during calibration the display shows vertical lines to
indicate the calibration result of each clutch (the first line corresponds to clutch1, the second line to
clutch2,…). A blinking line indicates the calibration of the corresponding clutch was not successful.
6. Statistics
The APC200 automatically and permanently keeps track of certain operating conditions.
Controller Lifetime Time that the APC200 has been powered (ever)
Powerup-count Number of times the controller was powered
Fault Count Number of times a specific fault has occurred
FaultTime Time a specific fault has been detected
Fault Timestamp Last moment of occurrence of a specific fault relative to the
Controller Lifetime
POST results information about how many times the Power Up Self Tests
have detected problems
Production Test results information about results of production testing
Display mode Last selected display mode and set of sub groups
Time in each gear Time that the transmission has operated in each gear position
Shifts to each gear Number of shifts to each gear position that ever occurred
Maximum speed Value and ‘time over limit’ for speed in each gear
Maximum temperature Value and ‘time over limit’ of transmission temperature
This information can be used to get an idea about the way the vehicle has been used in the field in
case of a field problem.
Based on application requirements this list can be extended.
The information can be accessed with specialised tools that download and interpret the statistical
data from the APC200 upon request.
The memory limitation for this kind of storage is 4kBytes.


7. Revision record
Revision Date Made by Comments
Rev 0 11/03/99 J.Wallaert Original unfinished draft
Rev 1 07/07/99 C.Naert First polished draft more or less
I. Danneels accurately describing all system
J.Wallaert functions
05/08/99 J.Wallaert added system block diagram

updated statistics info
17/09/99 J.Wallaert updated wiring allocation pg 8
Rev 2 20/01/00 J.Wallaert global revision and adaptation to support
4 speed transmissions
Rev 2.10 27/02/01 J.Wallaert Revised completely to comply with new
21/03/01 E.Bossier fault code reporting system –
documented diverse calibration modes
8. Configuration Record
This Control System Description is intended to be used in conjunction with
4207051 and 4207088, 4501675 - V1.20B software and
APC200 hardware asof REV 2 for non-servomotor applications.
APC200 hardware asof REV 3 for servomotor control applications.



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APC200 ECM/ECI

SPICER OFF-HIGHWAY APC200 Control System

Ten Briele 3, 8200 Brugge, Belgium Controls 20/01/00

SPICER OFF-HIGHWAY APC200 Control System

Ten Briele 3, 8200 Brugge, Belgium Controls 20/01/00

SPICER OFF-HIGHWAY APC200 Control System

Ten Briele 3, 8200 Brugge, Belgium Controls 20/01/00

SPICER OFF-HIGHWAY APC200 Control System

Ten Briele 3, 8200 Brugge, Belgium Controls 20/01/00

Shift Lever Control

SPICER OFF-HIGHWAY APC200 Control System

Ten Briele 3, 8200 Brugge, Belgium Controls 20/01/00

ANA INP ANA I/O

1.2 External interfaces

Part Packard Part number

SPICER OFF-HIGHWAY APC200 Control System

Ten Briele 3, 8200 Brugge, Belgium Controls 20/01/00

WIRE PIN FUNC TYPE DESCRIPTION 3SPEED DESCRIPTION 4 SPEED

SPICER OFF-HIGHWAY APC200 Control System

Ten Briele 3, 8200 Brugge, Belgium Controls 20/01/00

WIRE PIN FUNC TYPE DESCRIPTION 3SPEED DESCRIPTION 4SPEED

1.3 Man Machine interface

Ten Briele 3, 8200 Brugge, Belgium Controls 20/01/00

?? 4 red 7-segment LED digits SPICER OFF-HIGHWAY

APC200 front panel display

SPICER OFF-HIGHWAY APC200 Control System

Ten Briele 3, 8200 Brugge, Belgium Controls 20/01/00

Display mode Comment

GPOS Reflects the actually engaged transmission direction and range.

CPOS Reflects the current shift lever direction and position.

TSPD Shows measured turbine speed (RPM)

ESPD Shows measured engine speed (RPM)

OSPD Shows measured output speed (RPM)

Reflects the current speed ratio (calculated as TSPD/ESPD [turbine speed /

TQ I Measured torque at transmission input side (Nm)

TEMP Shows transmission temperature in °C or °F (parameter setting)

ERR The fault display

1.4 Operating modes

1.4.1 Normal driving

1.4.2 Self test mode

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Ten Briele 3, 8200 Brugge, Belgium Controls 20/01/00

1.4.4 Shutdown mode

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Ten Briele 3, 8200 Brugge, Belgium Controls 20/01/00

Mode D-led E-led Display

Self test On Off described in 5.1 Diagnostics

Shut Down Off Blinking

1.5 Operating Characteristics

Operating temperature range -40°C to +80°C

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Ten Briele 3, 8200 Brugge, Belgium Controls 20/01/00

1.5.3 Analogue inputs

1.5.4 Speed sensor inputs

1.5.4.1 Sensor circuit characteristics

Sensor type Inductive Magneto resistive

1.5.5 On/Off outputs

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Ten Briele 3, 8200 Brugge, Belgium Controls 20/01/00

1.5.6 Analogue outputs

1.5.7 Speedometer output (combined with RS232 transmit)

1.5.8 Communication interfaces

Bitrate 38400 BPS