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SPICER OFF-HIGHWAY APC200 Control System

Description for ECM / ECI

Ten Briele 3, 8200 Brugge, Belgium Controls 08 march 2002

Tel: +32/50/402459 [email protected] Doc P/N : 4207049 Rev 1.1 1/65

APC200 ECM/ECI

TransmissionControl System

Description

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Contents

1. Functional specification___________________________________________________ 5

1.1 General ________________________________________________________________________ 5

1.2 External interfaces ______________________________________________________________ 6

1.3 Man Machine interface___________________________________________________________ 91.3.1 Shift lever _________________________________________________________________________ 9

1.3.2 Display ___________________________________________________________________________ 9

1.3.3 Other____________________________________________________________________________ 10

1.4 Operating modes _______________________________________________________________ 111.4.1 Normal driving ____________________________________________________________________ 11

1.4.2 Self test mode _____________________________________________________________________ 11

1.4.3 Limp Home mode __________________________________________________________________ 11

1.4.4 Shutdown mode____________________________________________________________________ 11

1.4.5 Mode identification_________________________________________________________________ 12

1.5 Operating Characteristics _______________________________________________________ 121.5.1 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 ____________________________________________________________________ 14

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 ___________________________ 151.6.1 External inputs ____________________________________________________________________ 15

1.6.2 General __________________________________________________________________________ 17

1.6.3 Transmission gear changing.__________________________________________________________ 171.6.4 Direction reversal protections_________________________________________________________ 19

1.6.5 Behaviour in neutral ________________________________________________________________ 20

1.6.6 Output functions.___________________________________________________________________ 20

1.7 The APC200 Inching System _____________________________________________________ 211.7.1 Operation ________________________________________________________________________ 21

1.7.2 Activation of the inching system_______________________________________________________ 21

1.7.3 Leaving Inching mode_______________________________________________________________ 22

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______________________________________________ 23

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 _________________________________________________________________ 252.2.1 General __________________________________________________________________________ 25

2.2.2 ECM/APC200 implementation________________________________________________________ 26

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2.3 Considered faults_______________________________________________________________ 26

2.4 Behaviour in case of faults _______________________________________________________ 272.4.1 General __________________________________________________________________________ 27

2.4.2 Reset Condition____________________________________________________________________ 27

2.4.3 Over voltage ______________________________________________________________________ 27

2.4.4 Under voltage _____________________________________________________________________ 272.4.5 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 Transmission ratio faults_____________________________________________________________ 34

2.4.15 Converter Temperature problem_______________________________________________________ 34

2.4.16 Service requests ___________________________________________________________________ 35

2.4.17 Indication of faults _________________________________________________________________ 352.4.18 Indication of faults that have previously occurred _________________________________________ 38

2.5 Behaviour when faults are removed _______________________________________________ 382.5.1 Over voltage ______________________________________________________________________ 38

2.5.2 Under voltage _____________________________________________________________________ 38

2.5.3 Internal faults _____________________________________________________________________ 38

2.5.4 Redundant Shutdown Path Error_______________________________________________________ 39

2.5.5 Program out of control ______________________________________________________________ 39

2.5.6 Intermittent power loss ______________________________________________________________ 39

2.5.7 Single faults on outputs______________________________________________________________ 39

2.5.8 Multiple faults on outputs ____________________________________________________________ 39

2.5.9 Incorrect input patterns ______________________________________________________________ 39

2.5.10 Speed sensor failure ________________________________________________________________ 392.5.11 Analogue sensor failure______________________________________________________________ 39

2.6 Specific measures to guarantee Fault tolerance______________________________________ 39

2.7 Organisational measures to protect from external factors _____________________________ 402.7.1 Identification______________________________________________________________________ 40

2.7.2 Traceability and configuration control __________________________________________________ 40

2.7.3 Sourcing _________________________________________________________________________ 41

2.7.4 Software _________________________________________________________________________ 41

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 _______________________________________________ 42

3.4 Interference immunity standards and limits ________________________________________ 42

4. Design and development tools ________________________________________________ 42

5. Diagnostics and Guidelines __________________________________________________ 44

5.1 Diagnostics and maintenance_____________________________________________________ 44

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5.1.1 General __________________________________________________________________________ 44

5.1.2 Self test Functions__________________________________________________________________ 44

5.2 Technical guidelines for installation _______________________________________________ 525.2.1 Power supply______________________________________________________________________ 53

5.2.2 Input signals ______________________________________________________________________ 54

5.2.3 Output signals _____________________________________________________________________ 55

5.2.4 Communication interfaces____________________________________________________________ 56

5.3 Control system calibration _______________________________________________________ 575.3.1 Calibration of the accelerator pedal sensor _______________________________________________ 58

5.3.2 Calibration of the brake pedal sensor ___________________________________________________ 59

5.3.3 Calibration of the hydro lever sensor ___________________________________________________ 60

5.3.4 Calibration of the servo motor sensor ___________________________________________________ 61

5.3.5 Calibration of clutch control parameters_________________________________________________ 62

6. Statistics__________________________________________________________________ 64

7. Revision record ____________________________________________________________ 65

8. Configuration Record _______________________________________________________ 65

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APC200 for ECM / ECI

1. Functional specification

1.1 General

The APC200 (Transmission Controller for ECM) is a device used to control the shifting of the SpicerOff Highway Products ECM powershift transmissions.

ECM means Electronic Controlled Modulation and refers to a transmission control technology that isavailable on a range of transmission models.

ECI means Electronic Controlled Inching. This refers to the capability of ECM transmissions withAPC200 to run at very low controlled speed at virtually any engine speed. This function is desirablein a/o. forklift truck applications.

To date, within these models, three transmission types are supported: TE13, TE17 and TE32transmissions with 4/4, 4/3 and 3/3 gear sets.

Control

Valve

Transmission

APC200

Shi t Lever

Throttle Pedal

Brake Pedal

Mode Selection

CAN GND

POWER

+

Engine Speed

Turbine Speed

Drum Speed

Output Speed

Temperature

Throttle

Servo

Control

Engine

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The APC200 takes care of all transmission related functions in order to achieve superior shiftquality and high reliability. Additionally it can control the engine speed either through use of asuitable 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.

FB

DIG OUT

DIG INP

SPEED INP

I/V

STAT

ANA INP ANA I/O

M

S

FB

Red.ShutDown

FB

PWMI+

I-

Additionally the APC200 requires some connections for supplying power and for selection ofdifferent 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 MetripackConnector.

The two mating connectors (18 pole and 30 pole) have following components and Packard partnumbers.

Part Packard Part number

Receptacle 30 pin 1203 4398

Receptacle 18 pin 1204 0921

Contact 12089290 (0.35-0.5 mm)

12103881 (0.8 - 1.0 mm)

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The different connector pin functions for the APC200 are listed below.

Following type designations are considered:

Ptg pull to ground Input internally pulled high, must be connected to Ground toactivate. Alternately senses resistance 0 - 5 kOhm

Ptp pull to plus input internally pulled low, must be connected to Plus toactivate

Stg switch to ground Output switches internally to Ground. Other side of Loadmust be connected with Plus

Stp switch to plus Output switches internally to Battery plus. Other side ofLoad 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 widthmodulated

Output uses PWM to control the output current. Whencombined with the proper sns input, closed loop currentcontrol is possible.

Comm communication control line used for communicating information with othercontrollers and / or PCs

Hbrg bi-directional motorcontrol

Output can control the speed of a DC motor in bothdirections

In below table all references to terminals have prefix TC meaning they refer to the APC200

connector pins

WIRE PIN FUNC TYPE DESCRIPTION 4/3 SPEED DESCRIPTION 3/3 & 4/4 SPEED

A01 01 A1 PPWR Pwr Permanent Battery Plus Permanent Battery Plus

A02 02 B1 VFS0+ Pwm Fwd VFS Hi Side Out Fwd VFS Hi Side Out

A03 03 C1 VFS0- Sns Fwd VFS Lo Side In Fwd VFS Lo Side In

A04 04 D1 VFS1+ Pwm Rev/Hi VFS Hi Side Out 2nd/4thVFS Hi Side Out

A05 05 E1 VFS1- Sns Rev/Hi VFS Lo Side In 2nd/4thVFS Lo Side In

A06 06 F1 VFS2+ Pwm 2nd VFS Hi Side Out Rev VFS Hi Side Out

A07 07 G1 VFS2- Sns 2nd VFS Lo Side In Rev VFS Lo Side In

A08 08 H1 VFS3+ Pwm 1th/3th VFS Hi Side Out 1th/3th VFS Hi Side Out

A09 09 J1 VFS3- Sns 1th/3th VFS Lo Side In 1th/3th VFS Lo Side In

A10 10 K1 DO0 Stp RSP Drive Solenoid + RSP Drive Solenoid +

A11 11 A2 ANI0 Ptg Pressure feedback Pressure feedback

A12 12 B2 DIGIN0 Ptp Shiftlever 1-2 Shiftlever 1-2

A13 13 C2 DIGIN1 Ptp Shiftlever 2-3 Shiftlever 2-3

A14 14 D2 DIGIN2 Ptp Free Shiftlever input Shiftlever 3-4

A15 15 E2 DO1 Stp Alarm output (option) 2/4 VFS selector

A16 16 F2 DO2 Stp 1/3 VFS selector 1/3 VFS selector

A17 17 G2 DIGIN3 Ptp Shiftlever NEU Shiftlever NEU

A18 18 H2 DIGIN4 Ptp Shiftlever FWD Shiftlever FWD

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A19 19 J2 DIGIN5 Ptp Shiftlever REV Shiftlever REV

A20 20 K2 DO3 Stg RSP Drive Solenoid - RSP Drive Solenoid -

A21 21 A3 GND Gnd Supply Ground Supply Ground

A22 22 B3 SS0 Sns Drum speed sensor+ Drum speed sensor+

A23 23 C3 SS0 Gnd Drum speed sensor - Drum speed sensor -

A24 24 D3 SS1 Sns Output speed sensor+ Output speed sensor+A25 25 E3 SS1 Gnd Output speed sensor - Output speed sensor -

A26 26 F3 SS2 Sns Engine speed sensor+ Engine speed sensor+

A27 27 G3 SS2 Gnd Engine speed sensor - Engine speed sensor -

A28 28 H3 ANI1 Ptg TransmTemperature TransmTemperature

A29 29 J3 ANI2 Ptg Cooler input temperature Cooler input temperature

A30 30 K3 SGND Gnd Signal Ground Signal Ground


B01 31 L1 VFS4+ HbrgA Engine control motor A Engine control motor A

B02 32 M1 ANI4 Sns 5V Reference voltage out 5V Reference voltage out

B03 33 N1 VFS5+ HbrgB Engine servol motor B Engine servo motor B

B04 34 P1 ANI5 Sns Engine servo pos. input 0-5V Engine servo pos. input 0-5V

B05 35 R1 VFS6+ Pwm Ana.brake valve Analog brake valve

B06 36 S1 ANI6 Sns Accelerator pedal analog input 0-5V

Accelerator pedal analog input 0-5V

B07 37 L2 CANL Comm CAN Lo CAN Lo

B08 38 M2 CANH Comm CAN Hi CAN Hi

B09 39 N2 RXD Comm RS232 RXD RS232 RXD

B10 40 P2 TXD Comm RS232 TXD / SPEEDO OUT RS232 TXD / SPEEDO OUT

B11 41 R2 SS3 Sns Turbine speed sensor+ Turbine speed sensor+

B12 42 S2 SPWR Pwr Switched Battery Plus Switched Battery Plus

B13 43 L3 DIGIN6 Ptp Inching Enable switch Inching Enable switch

B14 44 M3 DIGIN7 Ptp manual / automatic selection manual / automatic selection

B15 45 N3 DIGIN8 Ptp Parking Brake OFF/ON Parking Brake OFF/ON

B16 46 P3 DIGIN9 Ptp

B17 47 R3 ANI3 Ptg Brake pedal analog input 0-5V Brake pedal analog input 0-5V

B18 48 S3 GND Gnd VFS Ground VFS Ground

Note that different configurations are supported. The Input / Output mix can be varied through the

use of parameter sets which determine the exact I/O allocation. Further, most non-transmissionrelated functions can be routed through the CAN bus instead.

Connector layout :

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1.3 Man Machine interface

1.3.1 Shift lever

The main interface with the driver is the shift lever. It allows selecting the driving direction and thedifferent ranges. The shift lever output signals serve as inputs for theAPC200.

TheAPC200is designed to interface with a variety of shift levers. Refer to the application specificwiring 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

3 status LED lamps("D","E","F")

2 push buttons 'M' and 'S' fordisplay mode selection.

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 lastpowered down.

Typically, this will be the gear position mode.In this mode, the centre left digit shows the actuallyengaged 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 whichinformation 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.

APC200

SPICER OFF-HIGHWAY

E

D

F

M

S

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The second group shows the shift lever position and some other less used but nevertheless quiterelevant values (see list below).

The third display accessed with the M-button isnt actually a group of screens but is used to informyou about any current or previously active faults. The display normally shows to indicatethere are no faults, but if one or more faults are (or have been) detected, themost severe one isshown 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.

VSPDShows vehicle speed in km/h or MPH (parameter setting). Speeds are shownwith a 0.1km/h or 0.1 MPH resolution.

DISTShows the distance travelled in km or in miles (parameter setting). Distance isshown with a 0.1 km or 0.1 mile resolution. To reset this display, the S

button has to be pressed and keep it pressed during 3 seconds, when thisdisplay is selected.

CPOS Reflects the current shift lever direction and position.

TSPD Shows measured turbine speed (RPM)

ESPD Shows measured engine speed (RPM)

OSPD Shows measured output speed (RPM)

SRAT

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

engine speed]) and is an important factor in automatic shifting.

TQ I Measured torque at transmission input side (Nm)

TTMP

CTMP

Shows transmission temperature in C or F (parameter setting)

Shows cooler input temperature in C or F (parameter setting)

ERR The fault display

When the controller detects an error, the 'E' led blinks slowly to indicate this. You can always select

the fault display mode (ERR) to view the nature of the problem. Error codes are described in

section 2.4 Behaviour in case of faults.

1.3.3 Other

Additionally several on/off switches and position sensors with function described in section 1.6.1can be used to control the different operating functions. The control system can receive stateinformation of these inputs either directly through its own inputs or via the CAN-bus usingstandardised messages.

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1.4 Operating modes

1.4.1 Normal driving

See 1.6 for detailed description.

1.4.2 Self test mode

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

1.4.3 Limp Home mode

Defaulted to if either of following conditions occurs:

a single fault on a transmission control output is detected

a fault related to the engine speed sensor is detected

two out of three vehicle speed sensors are in fault

If one of the above conditions is present, the transmission is put in neutral. In order to continuedriving, 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 eitherdirection in 1st and 2nd only. If the fault occurs at a higher gear position, the user is allowed to shiftdown 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 pressureswitch 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 (againredundant 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 thehydraulic power to the clutches.

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This mode is selected only if an intolerable combination of faults exists. In case of an intermittingproblem, 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 shutdownmode

The GPOS / CPOS display indicates the letters Sd left of the

direction/position indication.

Mode identification

Above modes are identified as follows:

Mode D-led E-led Display

Normal driving Off as per error

Self test On Off described in 5.1 Diagnosticsand 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 insection 3.3.

Below sections detail some specific system limits and specification data relevant for interfacing withthe APC200-24.

1.5.1 System

Operating temperature range -40C to +80C

Sealing IP67

Supply Voltage nominal

min - max.

24V

18V 30Vdc

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Over voltage conditions 5 min @ 48V

500ms @ 220V

2 ms @ 300V

Maximum continuous total

load current @ 24V

12 Amperes

1.5.2 On/Off inputs

Low input level < 0.8 V

High input level > 2.3V

Minimum DC voltage level - 60V

Maximum DC voltage level +60V

1.5.3 Analogue inputs

Internal pull up resistor (8V) 3 kOhm

Input voltage range 0 to 5 V

Resolution 10 bit

Minimum DC voltage level - 60V

Maximum DC voltage level +60V

1.5.4 Speed sensor inputsIn order to accurately control ECM, the APC200 has 4 speed sensor input circuits. All sensor

circuits can be programmed to act as a MRScircuit (this is a current loop circuit compatible with the

SOH Magneto Resistive Sensor) or as an inductivecircuit.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 shortcircuit

Fully protected yes yes

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1.5.5 On/Off outputs

Maximum continuous loadcurrent

1.5 Amperes

Short circuit detect yes

Open circuit detect yes

Redundant shutdown path

common for 3 outputs

yes

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

common for 4 and 3 outputs

yes

Fully protected yes

1.5.7 Speedometer output (combined with RS232 transmit)

Signal amplitude -8V / +8V

External load > 1kOhm

Conversion factor(programmable)

3.0 to 200 Hz/kph

Output frequency range 0 - 20000 Hz

Short Circuit protected Yes

1.5.8 Communication interfaces

RS232

Bitrate 38400 BPS

Protocol8 bit 1 stop bitno parity

Handshake Xon/xoffSOH protocol

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CAN

Bitrate Programmable up to1MBPS

physical layer ISO 11898CAN 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 thedifferent 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 notuse 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 onone of its analogue inputs.

The APC200 uses this information to determine the drivers intentions and to derive which shiftcharacteristics to use.

Optionally the APC200 uses it to control the engine accelerator using a suitable servo

motor.

The accelerator pedal position is converted into a reading from 0% to 100%.

Some configurations transmit the accelerator pedal position via CAN.

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1.6.1.3 Brake pedal position sensor

The brake pedal should be equipped with an analogue position pickup that translates the position of

the brake pedal into a variable voltage that can be measured by the APC200 on one of itsanalogue inputs.

The brake pedal position is used only while operating in inching mode. It is not used in the

hydrostatic drive simulation mode.

1.6.1.4 Manual / automatic switch

1.6.1.4.1 Manual Automatic

Switching from manual to automatic is possible in all circumstances.

1.6.1.4.2 Automatic Manual

Switching from automatic to manual is deferred until following conditions are fulfilled :

Vehicle speed is sufficiently low Shift lever position equals or exceeds the transmission gear position.

1.6.1.5 Inching enable switch

This on/off switch should be mounted on the left brake pedal in such way that the driver can easily

use the brakes with or without depressing it.

If the switch is activated while braking, the inching function gets activated.

It is not used in the hydrostatic drive simulation mode.

1.6.1.6 Start in 1st/ 2ndgear switch

This on/off switch will inform the controller to start in 1stor in 2ndgear.

If start in 2nd

gear is selected, 1stgear will be reached via an automatic downshift, when the machine

experiences high load and needs a high tractive effort to accelerate (Automatic kickdown). Once 1st

gear is reached, a direction change will result in starting in 2nd

gear.

1.6.1.7 Reduce vehicle speed switch

This on/off switch will inform the controller to reduce the vehicle speed by controlling the enginespeed. The reduced speed is either specified in the GDE parameter or using the CAN EDI protocol(see APC200 CAN EDI Description).

When the switch is released the vehicle speed will come to the original speed setting.

REMARK: When this reduced vehicle speed limit is activated, it overrules any other setting of theengine speed. This can result in lowering the engine throttle, even if a high engine speed would bedesired, for instance when using the inching function.

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1.6.2 General

The APC200 takes care of the following functions

direction change protection

overspeeding control

automatic shifting

inching

declutch

engine control (certain configurations)

service brakes (certain configurations)

1.6.3 Transmission gear changing.

Please note that all limit values mentioned in this document are values for reference only, which can bechanged while fine-tuning the application. They serve to indicate the typical order of magnitude theselimits 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

1 20% ACCELERATOR > 80%

F1-F2 1400 1650

F2-F3 1450 1700

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

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Shift 2-3

0.75

0.76

0.77

0.78

0.79

0.8

0.81

0.82

0.83

0.84

0.85

0.86

1000 1200 1400 1600 1800 2000 2200

Turbine RPM

SR

Automatic downshifting

An automatic shift to a lower gear is made when the tractive effort in the lower gear exceeds thetractive 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

0.3

0.32

0.34

0.36

0.38

0.4

0.42

400 500 600 700 800 900 1000

Turbine RPM

SR

1.6.3.2 Braking mode

Used when the accelerator < 20% and when the speed ratio >= 1. On the vehicle, it means that thedriver has released the accelerator pedal.

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speed ratio =turbine speed

engine speed> 1

Automatic upshift

In principle no automatic up-shifts occur in braking mode. The only exception is when thetransmission overspeeding limit (depends on transmission model) is reached and the shift leverindicates 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 changeis made.

If the vehicle speed is too high (3 km/h typically), the direction change will be postponed and neutralis 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, andthe 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 automaticallydecelerate 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 enginespeed 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 thesame direction, the direction will re-engage provided the engine speed has dropped below the limitfor direction changes (if used).

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1.6.5 Behaviour in neutral

Coasting in neutral on a downhill could cause overspeeding of internal transmission components. Inorder to protect against this, if the transmission is in neutral, the control unit shifts to the next highergear when the vehicle speed exceeds 5 kph (1

stgear), 10 kph (2

ndgear).

A downshift will be made at following typical vehicle speeds: 3kph (2nd

gear), 8kph (3rd

gear), 14kph

(4thgear).

The shift lever position limits the highest position that will be selected e.g. if placed in 2nd, thecontroller 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 (activebraking) when neutral is selected. When standing still, the brakes are applied to hold the vehicleeven 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. Thesignals 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 isswitched 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 vehiclespeed has dropped sufficiently, the request is handled and the warning lamp is switchedoff.

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 CAN2.0B, the APC200 is able to control the engine to further enhance shift quality. In case of automaticshifting, the APC200 may reduce the engine torque to the transmission. Once the shift is over, theengine torque is gradually increased to its normal level.

The APC200 uses the SAE J1939 TSC1 message to control the speed (not the torque) of theengine. The source address is 03 by default and the destination address is 00. The message has apriority 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 servomotors with position feedback.

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This provision can optionally be used to provide throttle by wire. Several engine control modes areavailable.

Alternatively, the APC200 can be programmed to send TSC1 messages on the CAN bus to controla SAE J1939 compatible engine.

1.7 The APC200 Inching SystemThe term inching refers to the process of driving a vehicle at low speed while the engine runs at ahigh speed, independent from the vehicle speed. The target of inching is to temporarily reserve theengine 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 thatcan be absorbed from the engine.

The inching system can be operated both in forward and in reverse and in any range. It will be mosteffective however in 1st range.

Automatic shift is typically disabled while inching.

1.7.1 OperationThe inching system is controlled with the left brake pedal. The obtained effect depends on howdeep you press the brake pedal.

Inch speed as function of brake pedal

position

0.3

8

00

2

4

6

8

10

0 25 50 75 100

Brake position (%)

Inchs

peed(

kph)

The 35% point in above graph is called the MID point and should correspond to the point wherethe brakes actually start braking.

1.7.2 Activation of the inching system

Below conditions must be met simultaneouslyto 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).

No Inching

Low Speed

against brake

Speed

control

De-clutch

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A certain minimum engine speed is required to provide the required torque, but apart from that,it doesnt influence the vehicle speed so the engine can be at full throttle to speed up thehydraulics 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 dependson the current brake pedal position.

While inching, its not required to keep the inching enable switch pressed.

1.7.3 Leaving Inching mode

If either of below conditions is met, the inching function will be switched off and normal converteroperation 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 switchis 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 toinch against the parking brake), it shuts off and the clutch is smoothly pressurized resulting inconverter drive. This can result in unwanted acceleration. This protection remains active untilthe 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 inchingmode you have to select neutral. After that, inching wont be activated.

1.7.5 Function of the brake pedal in relation with inching

Brake pedal position effect

0% 4 % Inching is disabled

5% 34% Continuous inching speed control no vehicle braking

35% 69% Fixed inching speed gradually increasing brake force

70% - 100% Transmission is disconnected further increasing braking force

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In the 5% - 35% brake pedal range, the service brakes dont actually apply braking force. Thisrange is used to control the vehicle speed throughout the entire 1

stgear speed range. Generally

the higher inching speeds are used to smoothly transition from low speed inching into converterdrive. Indeed, suddenly releasing the brake pedal causes a noticeable shift back intoconverter drive comparable to a Neutral Gear shift whereas a gradual release allows amore continuous engagement.

Note that in this range, if the speed is too high, the APC200 as it doesnt control the vehicle brakes can onlytake 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 isuseful for slowly approaching your target, inching uphill or downhill without excess speedvariations. The braking force in this range is sufficient to control the vehicle speed in mostconditions.

The 70% - 100% range is used to really make the vehicle decelerate or hold it in standstillcondition. In this range, the target speed is 0 km/h i.e. the transmission is disconnected fromthe 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, theinching 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 the70% - 100% range, the transmission is placed in neutral. This standard de-clutch functionimproves 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 theinching-enable switch) to reduce speed. Brake, as firm as needed - dont worry about the inching

speed. As you get closer to the desired speed gradually release the brake pedal to help theinching system kick in smoothly. This way you prevent that the vehicle comes to a complete stopand 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 quitenatural.

As soon as you the inching system is enabled, the engine is disconnected and it can accelerate tospeed up the hydraulics.

If required while decelerating, the APC200 automatically shifts down sequentially to 1st(note that

while inching these shifts can cause a slight shudder).Its possible to change direction while inching at full throttle. In other words, if youre too close to an

obstacle, its okay to just reverse the direction with the foot on the brake (and on the inching-

enable switch) and the engine at full throttle. Make sure to cycle the shift lever quickly to the otherdirection as otherwise the inching system gets disabled.

When standing still and you want to start while inching, youd typically press the brake into the de-clutch range (with the inching-enable switch pressed !) and slowly release it, holding it halfwayuntil the vehicle starts rolling. Once its rolling, further release the brake pedal in order to pick upmore speed.

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1.7.7.2 Uphill inching

Driving uphill generally takes a lot of power, quite often more than the inching system is allowed toprovide.

Nevertheless, there are conditions where inching can be used quite successfully on a slope - forinstance 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 ofcoming to a stop and eventually start rolling backwards. Once you roll backwards the inchingsystem gets confused and wont help you slow down again.

Note that on most transmissions the APC200 is not capable to sense the actual driving direction, causing it to mistakethe 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 pedaluntil 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 inchingsystem 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 theengine speed to control the vehicle speed. This behavior is what youd want anyway, because theinching system would not be able to provide the power required to get you moving in this condition.

1.7.7.3 Downhill inching

While driving downhill the APC200 has no means to control the vehicle speed. This means youre

on your own as far as inching is concerned. Following remarks may help you make the best of ithowever.

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 faras the inching system is concerned.

If you brake to slow down below this speed, youll find, the APC200 fights you (it tries to achieve 0,3km/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 forceyou 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 ahydrostatic 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 incase of emergency.

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The APC200 optimizes the use of engine and brakes to get you the speed you want. Indeed, theaccelerator pedal is used no longer to control the engine but serves to tell how fast you want todrive. If youre going uphill, the engine will rev-up automatically; if you go down hill, the brakes willautomatically kick in to hold the speed.

1.8.1.2 Normal drivingTo drive the vehicle, you just press the accelerator pedal and the control system does the rest. Youwill notice changes in engine speed as they are required to satisfy your needs. Special care is takento preserve the advantages of converter drive : if you release the accelerator pedal partially, you willnotice that the vehicle coasts as in normal converter drive mode. Its only if you release theaccelerator pedal significantly that active braking causes significant braking.

To guarantee precise manoeuvrability under the most demanding circumstances, a special creepmode was designed offering millimeter precise control using a single pedal (even on a 20% slopewith a significant load). Theres no longer the need to use the brakes together with the throttle pedal

the APC200 takes care of this for you.

1.8.1.3 Direction reversalsWhen 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. Whenthe 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 orthrough the CAN bus) and uses it to decide whether or not to engage the inching mode. So, simplylifting the forks automatically engages the inching system. Furthermore, the engine speed is raisedproportionally to the lever movement, giving more precise control over the lifting action.

The switch from engine drive to inching drive is so smooth that you generally dont feel the

transition. Additionally, the inching system now operates in any gear position up to a speed of 10kph (parameter).

When the fork lever is released, the controller switches back to hydrostatic drive mode as smoothas 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 safetyclassificationaccording to ISO 1508

and on the definition of the Fail Safe State for a powershift transmission used in earthmovingequipment.

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The applicable safety class requires considering single faults affecting driver safety and aredundant 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 aredundant normal open Drive solenoid. A pressure switch that measures the system pressure afterthe 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 carefullymonitored, 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 relationsbetween and changes in various speed signals.

All faults described below refer to electrical connections. The APC200 is in no way capable ofdetecting mechanical problems on its input and output devices except indirectly by analysing thespeed 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 andtheir 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 usingone of two available redundant shutdown methods. Depending on the severity, this reaction can bepermanent (until power is switched off) or last until the fault is removed.

Some faults are tolerated but the performance of the system is crippled when the fault persists.

2.3 Considered faults

Over voltage

Under voltage Internal faults

Program out of control

Single faults on outputs

Incorrect input patterns

Intermittent power loss

Speed sensor faults

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Analogue sensor failure

Redundant Shutdown Path fault

2.4 Behaviour in case of faults

2.4.1 General

It is considered critical to be able to select Neutral in all circumstances.

Selection of Neutral also is considered the safe state in case of many faults.

The APC200 has been designed to guarantee automatic selection of Neutral in some conditions.This is accomplished through use of two separate watchdog timers and a redundant shutdown pathfor 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 thetransmission 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 thespeed 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 consideredas a problem.

2.4.5 Internal faults

At power up a series of integrity checks is done.

These tests consist of the following:

CPU integrity check (ALU, registers, operators)

Internal RAM test (Modified MarchC test)

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Program Flash memory integrity check (Modified 16 bit checksum)

External RAM test (Modified MarchC test)

Parameter Flash memory integrity check (Modified 16 bit checksum per parameter)

Redundant Shutdown Path integrity check

If these tests prevent operation as a transmission controller, then the APC200 locks itself in a resetstate, 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 valveas described in 1.4.4 Shutdown mode.

At power up, before the solenoid is activated, the pressure feedback (Analog Input 0) must indicatelow pressure. Then after activating the solenoid, the pressure must rise within a given timeout. Afterpower-up, the pressure feedback signal is ignored if the engine speed is lower than 500 RPM. Whenthe engine speed exceeds this limit, this signal is still ignored for an additional 2 seconds to allow thesystem 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 andsystem wide by using pressure feedback. Any fault related to it causes the APC200 to enter ShutDown mode.

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20.60 The Pressure feed back line is Stuck at 0 i.e. shorted toground

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 code50.XX)

20.63 There is a problem with Digital output DIG0. The RSP cannotfunction properly. The system will be in Shutdown Mode

20.64

There is a problem with Digital output DIG3. The RSP cannotfunction 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 isnot timely reset (150 ms).

Additionally, during program execution, critical variables are continuously checked for contentintegrity. 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 selectionof neutral no clutch engaged.

It stays there until the shift lever is placed in Neutral and the vehicle speed drops to a safe level atwhich moment normal operation starts (selection of 1st or 2nd depending on applicationpreferences).

In absence of power, the transmission defaults to Neutral (provided the redundant Drive solenoidoperates as expected).

2.4.9 Single faults on analogue outputs

General

Faults related to analogue outputs are detected by various principles. Besides being monitored justlike ON/OFF outputs the current through their sense line is compared to the target current.Significant deviations from the target current are treated as faults too.

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Faults related to outputs A02, A04, A06, and A08

These outputs control pressure modulators and have the capability to lock conflicting clutches.

Faults on them are considered critical. Any single fault on them results in the selection of Limp

Home mode.

Faults related to outputs B01, B03, and B05

These outputs are not involved in transmission control. Faults on them are flagged if they are usedin the application, but no further action is taken.


71.00 The output wires are shorted to each other

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 toVbat

71.02 The output current exceeds 1400 mA (not quite a shortyet)

71.03 The output current is Out Of Range. Typically, thisoccurs 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



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2.4.10 Single faults on on/off outputs

General

Faults related to ON/OFF outputs are detected by comparing the desired Output State with theactual Output State (using dedicated feedback lines). This implies that if an output is intended to beOFF 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 inorder 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 circuitcondition 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 thissolenoid 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




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2.4.11 Incorrect input patterns

The shift lever pattern presented to the APC200 is continuously check for plausibility.

Direction selection related inputs: 40.06

A three input direction selection mechanism (using redundancy) is used to allow detecting any

fault related to the direction inputs.A fault on the direction inputs immediately results in the selection of Neutral.

Range selection related inputs: 41.06

Two inputs are used to encode 3 ranges, allowing to do some fault checking.

An incorrect pattern is flagged as a fault. During its presence, the last correct position remainsselected.


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 opencircuit 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 relatedsensors 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 theerror but will calculate the value based on the remaining sensors. This will allow the driver tocontinue 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

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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

Note : The mapping of faultcodes to functions described below is typical but actually depends on parameter file settings.Please verify using the appropriate wiring diagram

Pressure Feedback Sensor Failure ( 50 )

If the valve-resident pressure switch is shorted or has an open connection, this fault is shown.Considering its critical role in ensuring the safety integrity of the drivetrain, any fault related to thisinput is reflected in the Redundant Shutdown Path Error fault and results in system shutdown.

Transmission Temperature Sensor Failure ( 51 )

If the temperature sensor indicates a transmission temperature below -50C, a short to groundcondition is assumed.

If the temperature sensor indicates a transmission temperature beyond +150C, an open circuitcondition 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 isapplicable) value used for temperature compensation. This results in poor compensation if thisfunction is enabled.

Cooler Input Temperature ( 52 )

On transmissions with analog cooler input temperature sensor, open and short circuit conditions aredetected and signalled. In case an ON/OFF temperature switch is used, no faults will be flagged.

Any such fault results in a Value Out Of Range fault on the Converter Temperature readingshowing up as fault 42 described below.

Check with the specific applications wiring diagram for references to the applied sensor type.

Accelerator Position Sensor Failure ( 56 )

If the accelerator pedal sensor produces an out of range value, the accelerator position is assumedto be at 0%.

This results in Low Accelerator shift point selection.

A fault is indicated on the display.

Brake Pedal Position Sensor Failure ( 53 )

If the brake pedal sensor produces an out of range value, the brake pedal position is assumed to beat 0%.

Inching and declutch are disabled.

A fault is indicated on the display.

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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 Transmission ratio faults

Each selected transmission gear has an expected transmission ratio. The actual ratio is measuredcontinuously.

If one of the direction clutches is supposed to be engaged and the transmission output speed isabove a minimum value for checking, the actual ratio is compared to the expected value.

Measured transmission ratios are accepted within 5% deviation on the expected ratio. If thedeviation on the ratio exceeds these limits, the appropriate fault is flagged.


42.04 The actual transmission ratio is too low

42.05 The actual transmission ratio is too high

2.4.15 Converter Temperature problem

Fault code 43 covers overtemperature conditions of the transmission.

If the related sensor exhibits a fault (open or shorted) code 03 is shown indicating and out of rangecondition.

If the oil temperature exceeds 100C, a warning is given (code 07)

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If the temperature exceeds the critical level of 125C the code 08 is flagged and the transmission isforced in neutral and if the engine is electronically controlled the engine throttle is limited to 50% .


43.03 The temperature sensor is out of range

43.07 Temperature > 100C

43.08 Temperature > 125C Transmission forced toneutral, Engine limited to 50%

2.4.16 Service requestsIn case there is a condition that requires direct intervention from a Specialised service engineer, a

fault in the range of 90.00 99.99 is generated. If such a fault occurs, the error display

intermittently shows this code and the word Code. When the fault is read though the CAN-bus,no special indication is provided other than the fact that these fault codes have numbers from 90-99.

In case such a fault occurs, please contact the European Spicer Off Highway service departmentlocated in Brugge Belgium for assistance.

2.4.17 Indication of faults

When a fault is detected, the E -led starts flashing.

In order to find out which fault was last detected hold the 'S'switch for about a second. The display

will then show the fault area.

When holding the button another second or so, the display shows the number of times the fault hasever occurred (since the last time the fault counters were cleared).

When the S switch is released, the fault type is shown.

A flashing display indicates a faults thats no longer present.

If several faults coexist, pressing the S switch before the normal display is resumedselects thenext fault for display.

Faults are shown in order of severity.

After the last fault has been displayed, the display shows ' -- ' meaning no more errors are detected.

Below table lists faults in order of severity (severest fault on top) along with displayed codes.

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Fault Priority Fault area Fault Types

Service Request

Contact SOHPD service Dept.9999 90-99 ANY

Battery Voltage 5000

30 04,05Redundant shutdown path 3300 20

60,6162,6364,65

Power On Self Test 3100 00 50,5152,53Analogue output supply 2900 84 04,05Digital output 0 2700 80 00,01Digital output 3 2600 83 00,01Analogue Output 0

Fwd VFS2500

70 00,0102,03Analogue output 1

Rev/Hi or 2nd/4th VFS

2400 71 00,0102,03Analogue output 2

2nd

or Rev VFS2300 72 00,0102,03

Analogue output 31st/3

rdVFS 2200 73 00,0102,03

Digital output 1 2100 81 00,01

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Digital output 2 2000 82 00,01Transmission pressurefeedback

1900 50 00,01Sensor Supply voltage 1700 31 00,01Transmission ratio 1650 42 04,05

Sensor 0 (A22 A23) 1600

60 00,01Sensor 1 (A24 A25) 1500 61 00,01Sensor 2 (A26 A27) 1400 62 00,01

Sensor 3 (B11 B18) 1300

63 00,01Shift lever direction 1200 40 06Shift lever position 1100 41 06Converter temperature 1000

4303

07,08

Analogue input 2 900 52 00,01

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Analogue input 3 800 53 00,01Analogue output 4 600 54 00,01Analogue output 5 500 55 00,01Analogue output 6 400 56 00,01

Transmission TemperatureSensor 300 51 00,012.4.18 Indication of faults that have previously occurred

If no faults are detected, the E-led will stop flashing.

As indicated above, faults that have been previously detected since power-up or since the lasttime 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 occursagain.

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 voltageNot applicable, because this fault results in APC200 reset

2.5.3 Internal faults

Not applicable, because internal faults are only checked at power up.

An exception to this is a fault in the program code checksum.

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If this fault occurs, the AP200 enters a wait loop allowing the production test system to program thecorrect 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

Not applicable, because this fault results in APC200 reset

2.5.6 Intermittent power loss

Not applicable, because this fault results in APC200 reset

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 theproblem.

Production Test

During the production cycle, all units receive following tests:

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Visual inspection of Printed Circuit Boards and finished product

Analog inputs and outputs are calibrated

Functional test at nominal load and nominal power supply

Minimum operating voltage @ 20C is verified

Speed sensor input function over complete operating voltage range

Communication link tests and checks of programmed FLASH parameters

A desciption of the assembled hardware and all test results are programmed in FLASHmemory

Refer to the APC200 production test procedure' for details about the process.

2.7 Organisational measures to protect from external factors

2.7.1 IdentificationEach 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 andservice is kept in the SOHP Bruges production mainframe.

Design and implementation details of each hardware revision is available in a structured formatshowing following information:

Reason for change

Revision date and release date

Impact study of change

Reference to the revision it is based on

Circuit Diagram with changes marked

Layout plot

List of changes with references to the relevant drawings

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Related correspondence with manufacturer

Design and implementation details of each released software version is available in a structuredformat 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 thisdocument.

All shipped units are produced, tested, and inspected by the Controls group of the SOHP plantlocated in Brugge (Belgium Europe). This guarantees strict conformance to above statedidentification 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 handlingmachineryand 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 ce

apc 200 5_4207049 - rev1.1

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