APC 200 5_4207049 - rev1.1

APC200 ECM/ECI Transmission Control System Description

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Ten Briele 3, 8200 Brugge, Belgium Tel: +32/50/402459 [email protected]

APC200 Control System Description for ECM / ECI Controls Doc P/N : 4207049

08 march 2002 Rev 1.1 1/65

Contents 1.

Functional specification ___________________________________________________ 5 1.1 General ________________________________________________________________________ 5 1.2 External interfaces ______________________________________________________________ 6 1.3 Man Machine interface___________________________________________________________ 9 1.3.1 1.3.2 1.3.3

Shift lever _________________________________________________________________________ 9 Display ___________________________________________________________________________ 9 Other ____________________________________________________________________________ 10

1.4 Operating modes _______________________________________________________________ 11 1.4.1 1.4.2 1.4.3 1.4.4 1.4.5

Normal driving ____________________________________________________________________ Self test mode _____________________________________________________________________ Limp Home mode __________________________________________________________________ Shutdown mode____________________________________________________________________ Mode identification_________________________________________________________________

11 11 11 11 12

1.5 Operating Characteristics _______________________________________________________ 12 1.5.1 1.5.2 1.5.3 1.5.4 1.5.5 1.5.6 1.5.7 1.5.8

System___________________________________________________________________________ On/Off inputs _____________________________________________________________________ Analogue inputs ___________________________________________________________________ Speed sensor inputs_________________________________________________________________ On/Off outputs ____________________________________________________________________ Analogue outputs __________________________________________________________________ Speedometer output (combined with RS232 transmit) ______________________________________ Communication interfaces____________________________________________________________

12 13 13 13 14 14 14 14

1.6 Functional description of an automatic control on a forklift ___________________________ 15 1.6.1 1.6.2 1.6.3 1.6.4 1.6.5 1.6.6

External inputs ____________________________________________________________________ General __________________________________________________________________________ Transmission gear changing.__________________________________________________________ Direction reversal protections _________________________________________________________ Behaviour in neutral ________________________________________________________________ Output functions.___________________________________________________________________

15 17 17 19 20 20

1.7 The APC200 Inching System _____________________________________________________ 21 1.7.1 1.7.2 1.7.3 1.7.4 1.7.5 1.7.6 1.7.7

Operation ________________________________________________________________________ Activation of the inching system_______________________________________________________ Leaving Inching mode_______________________________________________________________ Protections preventing Inching mode ___________________________________________________ Function of the brake pedal in relation with inching________________________________________ Function of the brake pedal without inching ______________________________________________ Tips for effectively using the inching system _____________________________________________

21 21 22 22 22 23 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 2.2.2

General __________________________________________________________________________ 25 ECM/APC200 implementation ________________________________________________________ 26

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2.3 Considered faults_______________________________________________________________ 26 2.4 Behaviour in case of faults _______________________________________________________ 27 2.4.1 2.4.2 2.4.3 2.4.4 2.4.5 2.4.6 2.4.7 2.4.8 2.4.9 2.4.10 2.4.11 2.4.12 2.4.13 2.4.14 2.4.15 2.4.16 2.4.17 2.4.18

General __________________________________________________________________________ Reset Condition____________________________________________________________________ Over voltage ______________________________________________________________________ Under voltage _____________________________________________________________________ Internal faults _____________________________________________________________________ Redundant Shutdown Path Error_______________________________________________________ Program out of control ______________________________________________________________ Intermittent power loss ______________________________________________________________ Single faults on analogue outputs ______________________________________________________ Single faults on on/off outputs ________________________________________________________ Incorrect input patterns ______________________________________________________________ Speed sensor faults _________________________________________________________________ Analogue sensor failure______________________________________________________________ Transmission ratio faults _____________________________________________________________ Converter Temperature problem_______________________________________________________ Service requests ___________________________________________________________________ Indication of faults _________________________________________________________________ Indication of faults that have previously occurred _________________________________________

27 27 27 27 27 28 29 29 29 31 32 32 33 34 34 35 35 38

2.5 Behaviour when faults are removed _______________________________________________ 38 2.5.1 2.5.2 2.5.3 2.5.4 2.5.5 2.5.6 2.5.7 2.5.8 2.5.9 2.5.10 2.5.11

Over voltage ______________________________________________________________________ Under voltage _____________________________________________________________________ Internal faults _____________________________________________________________________ Redundant Shutdown Path Error_______________________________________________________ Program out of control ______________________________________________________________ Intermittent power loss ______________________________________________________________ Single faults on outputs______________________________________________________________ Multiple faults on outputs ____________________________________________________________ Incorrect input patterns ______________________________________________________________ Speed sensor failure ________________________________________________________________ Analogue sensor failure______________________________________________________________

38 38 38 39 39 39 39 39 39 39 39

2.6 Specific measures to guarantee Fault tolerance ______________________________________ 39 2.7 Organisational measures to protect from external factors _____________________________ 40 2.7.1 2.7.2 2.7.3 2.7.4

3.

Identification______________________________________________________________________ Traceability and configuration control __________________________________________________ Sourcing _________________________________________________________________________ Software _________________________________________________________________________

40 40 41 41

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 5.1.2

General __________________________________________________________________________ 44 Self test Functions__________________________________________________________________ 44

5.2 Technical guidelines for installation _______________________________________________ 52 5.2.1 5.2.2 5.2.3 5.2.4

Power supply______________________________________________________________________ Input signals ______________________________________________________________________ Output signals _____________________________________________________________________ Communication interfaces____________________________________________________________

53 54 55 56

5.3 Control system calibration _______________________________________________________ 57 5.3.1 5.3.2 5.3.3 5.3.4 5.3.5

Calibration of the accelerator pedal sensor _______________________________________________ Calibration of the brake pedal sensor ___________________________________________________ Calibration of the hydro lever sensor ___________________________________________________ Calibration of the servo motor sensor ___________________________________________________ Calibration of clutch control parameters_________________________________________________

58 59 60 61 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 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.

+ Transmission

POWER

Control

Shift Lever

Throttle Pedal

Valve

APC200

Brake Pedal

Engine Speed Turbine Speed Drum Speed Output Speed Temperature

Mode Selection

Engine Throttle Servo

CAN

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GND

Control


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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/V

I-

STAT

Red.ShutDown

FB M S

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)

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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 to activate. Alternately senses resistance 0 - 5 kOhm

Ptp

pull to plus

input internally pulled low, must be connected to Plus to activate

Stg

switch to ground

Output switches internally to Ground. Other side of Load must be connected with Plus

Stp

switch to plus

Output switches internally to Battery plus. Other side of Load must be connected with Ground

Pwr

power

supply line connected to battery

Gnd

ground

ground reference line or supply line

Sns

sense

sensor input for frequency, voltage or current

Pwm

pulse width modulated

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

Comm

communication

control line used for communicating information with other controllers and / or PC’s

Hbrg

bi-directional motor control

Output can control the speed of a DC motor in both directions

In below table all references to terminals have prefix TC meaning they refer to the APC200 connector pins WIRE A01 A02 A03 A04 A05 A06 A07 A08 A09 A10 A11 A12 A13 A14 A15 A16 A17 A18

01 02 03 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18

PIN A1 B1 C1 D1 E1 F1 G1 H1 J1 K1 A2 B2 C2 D2 E2 F2 G2 H2

FUNC PPWR VFS0+ VFS0VFS1+ VFS1VFS2+ VFS2VFS3+ VFS3DO0 ANI0 DIGIN0 DIGIN1 DIGIN2 DO1 DO2 DIGIN3 DIGIN4

TYPE Pwr Pwm Sns Pwm Sns Pwm Sns Pwm Sns Stp Ptg Ptp Ptp Ptp Stp Stp Ptp Ptp

DESCRIPTION 4/3 SPEED Permanent Battery Plus Fwd VFS Hi Side Out Fwd VFS Lo Side In Rev/Hi VFS Hi Side Out Rev/Hi VFS Lo Side In 2nd VFS Hi Side Out 2nd VFS Lo Side In 1th/3th VFS Hi Side Out 1th/3th VFS Lo Side In RSP Drive Solenoid + Pressure feedback Shiftlever 1-2 Shiftlever 2-3 Free Shiftlever input Alarm output (option) 1/3 VFS selector Shiftlever NEU Shiftlever FWD

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DESCRIPTION 3/3 & 4/4 SPEED Permanent Battery Plus Fwd VFS Hi Side Out Fwd VFS Lo Side In th 2nd/4 VFS Hi Side Out th 2nd/4 VFS Lo Side In Rev VFS Hi Side Out Rev VFS Lo Side In 1th/3th VFS Hi Side Out 1th/3th VFS Lo Side In RSP Drive Solenoid + Pressure feedback Shiftlever 1-2 Shiftlever 2-3 Shiftlever 3-4 2/4 VFS selector 1/3 VFS selector Shiftlever NEU Shiftlever FWD


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WIRE A19 A20 A21 A22 A23 A24 A25 A26 A27 A28 A29 A30

19 20 21 22 23 24 25 26 27 28 29 30

PIN J2 K2 A3 B3 C3 D3 E3 F3 G3 H3 J3 K3

FUNC DIGIN5 DO3 GND SS0 SS0 SS1 SS1 SS2 SS2 ANI1 ANI2 SGND

TYPE Ptp Stg Gnd Sns Gnd Sns Gnd Sns Gnd Ptg Ptg Gnd

DESCRIPTION 4/3 SPEED Shiftlever REV RSP Drive Solenoid Supply Ground Drum speed sensor+ Drum speed sensor Output speed sensor+ Output speed sensor Engine speed sensor+ Engine speed sensor TransmTemperature Cooler input temperature Signal Ground

DESCRIPTION 3/3 & 4/4 SPEED Shiftlever REV RSP Drive Solenoid Supply Ground Drum speed sensor+ Drum speed sensor Output speed sensor+ Output speed sensor Engine speed sensor+ Engine speed sensor TransmTemperature Cooler input temperature Signal Ground

DESCRIPTION 4/3 SPEED Engine control motor A 5V Reference voltage out Engine servol motor B Engine servo pos. input 0-5V Ana.brake valve Accelerator pedal analog input 05V CAN Lo CAN Hi RS232 RXD RS232 TXD / SPEEDO OUT Turbine speed sensor+ Switched Battery Plus Inching Enable switch manual / automatic selection Parking Brake OFF/ON

DESCRIPTION 3/3 & 4/4 SPEED Engine control motor A 5V Reference voltage out Engine servo motor B Engine servo pos. input 0-5V Analog brake valve Accelerator pedal analog input 0-5V

WIRE B01 B02 B03 B04 B05 B06

31 32 33 34 35 36

PIN L1 M1 N1 P1 R1 S1

FUNC VFS4+ ANI4 VFS5+ ANI5 VFS6+ ANI6

TYPE HbrgA Sns HbrgB Sns Pwm Sns

B07 B08 B09 B10 B11 B12 B13 B14 B15 B16 B17 B18

37 38 39 40 41 42 43 44 45 46 47 48

L2 M2 N2 P2 R2 S2 L3 M3 N3 P3 R3 S3

CANL CANH RXD TXD SS3 SPWR DIGIN6 DIGIN7 DIGIN8 DIGIN9 ANI3 GND

Comm Comm Comm Comm Sns Pwr Ptp Ptp Ptp Ptp Ptg Brake pedal analog input 0-5V Gnd VFS Ground

CAN Lo CAN Hi RS232 RXD RS232 TXD / SPEEDO OUT Turbine speed sensor+ Switched Battery Plus Inching Enable switch manual / automatic selection Parking Brake OFF/ON Brake pedal analog input 0-5V VFS Ground

Note that different configurations are supported. The Input / Output mix can be varied through the use of parameter sets which determine the exact I/O allocation. Further, most non-transmission related functions can be routed through the CAN bus instead. 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 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

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The display is located on the APC200 front panel and consists of:

D E F

APC200 ·

4 red 7-segment LED digits

·

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

·

2 push buttons 'M' and 'S' for display mode selection.

M S 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.

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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.

VSPD

Shows vehicle speed in km/h or MPH (parameter setting). Speeds are shown with a 0.1km/h or 0.1 MPH resolution.

DIST

Shows the distance travelled in km or in miles (parameter setting). Distance is shown 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 this display 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

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

CTMP

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 1.6.1 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.

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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 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.

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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.

Mode identification Above modes are identified as follows:

Mode

D-led

E-led

Display

Normal driving

Off

as per error

Self test

On

Off

Limp home

Off

Blinking

Shut Down

Off

Blinking

described in 5.1 Diagnostics and maintenance

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

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Over voltage conditions

5 min @ 48V 500ms @ 220V 2 ms

Maximum continuous total load current @ 24V

@ 300V

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 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

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1.5.5 On/Off outputs Maximum continuous load current

1.5 Amperes


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


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 (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

Protocol

8 bit 1 stop bit no parity

Handshake

Xon/xoff SOH protocol

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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.

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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 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 ðAutomatic Switching from manual to automatic is possible in all circumstances. 1.6.1.4.2 Automatic ðManual 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 / 2nd gear switch st

nd

This on/off switch will inform the controller to start in 1 or in 2 gear. nd

st

If start in 2 gear is selected, 1 gear will be reached via an automatic downshift, when the machine st experiences high load and needs a high tractive effort to accelerate (Automatic kickdown). Once 1 nd gear is reached, a direction change will result in starting in 2 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 engine speed. 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 the engine speed. This can result in lowering the engine throttle, even if a high engine speed would be desired, 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 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

speed ratio =

turbine speed <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 F1-F2 F2-F3

ACCELERATOR > 20% 1400 1450

ACCELERATOR > 80% 1650 1700

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

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Shift 2-3 0.86 0.85 0.84 0.83 0.82

SR

0.81 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

SR

0.38

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.

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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 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 à 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 à 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 à Neutral à 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).

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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.

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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

Inch speed (kph)

10 8

8

Speed control

6

Low Speed against brake

4

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).

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§

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

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§

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 ‘inchingenable’ 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 declutch 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.

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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 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.

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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.

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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

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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 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)

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·

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 00.51 00.52 00.53

·

There is a problem related to the Internal RAM (in CPU)

·

There is a problem related to the System RAM (in CPU)

·

There is a problem related to the external RAM

·

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 (Analog Input 0) must indicate low pressure. Then after activating the solenoid, the pressure must rise within a given timeout. After power-up, the pressure feedback signal is ignored if the engine speed is lower than 500 RPM. When the engine speed exceeds this limit, this signal is still ignored for an additional 2 seconds to allow the system to build up the pressure. If any of this fails or occurs too late, permanently flagged faults are generated, and the APC200 is not allowed to operate. This RSP is required for ensuring system safety and is permanently monitored electrically and system wide by using pressure feedback. Any fault related to it causes the APC200 to enter Shut Down mode.

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Meaning of indication of FAULT TYPE on the display

20.60 20.61 20.62 20.63 20.64 20.65

·

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

·

The Pressure feed back line is Stuck at 1 – i.e. shorted to Vbat or not connected

·

There a fault related to the Pressure Feedback (Fault code 50.XX)

·

There is a problem with Digital output DIG0. The RSP cannot function properly. The system will be in Shutdown Mode

·

There is a problem with Digital output DIG3. The RSP cannot function properly. The system will be in Shutdown Mode

·

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.

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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 used in the application, but no further action is taken. Meaning of indication of FAULT TYPE on the display

71.00 71.01 71.02 71.03

· · ·

The output wires are shorted to each other The Sense line is shorted to Vbat The Plus line is shorted to Ground

·

The output is not connected or its Plus line is shorted to Vbat

·

The output current exceeds 1400 mA (not quite a short yet)

·

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 71 72 73 74 75 76

Analog output 0 related fault Analog output 1 related fault Analog output 2 related fault Analog output 3 related fault Analog output 4 related fault Analog output 5 related fault Analog output 6 related fault

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A02, A03 A04, A05 A06, A07 A08, A09 B01 B03 B05


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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 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. Meaning of indication of FAULT TYPE on the display

81.00 81.01

·

The output is shorted to Ground

·

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 81 82 83

Discrete output 0 related fault Discrete output 1 related fault Discrete output 2 related fault Discrete output 3 related fault

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A10 A15 A16 A20


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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 remains selected. Meaning of indication of FAULT TYPE on the display

40.06 41.06

·

Invalid shift lever direction detected

·

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. Meaning of indication of FAULT TYPE on the display

60.00 60.01

·

The sensor is shorted to Ground

·

The sensor is not connected

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Note that the first two digits identify the speed sensor exhibiting the fault :

60 61 62 63

Speed channel 0 fault Speed channel 1 fault Speed channel 2 fault Speed channel 3 fault

A22 A24 A26 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 it’s critical role in ensuring the safety integrity of the drivetrain, any fault related to this input 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 -50°C, a short to ground condition is assumed. If the temperature sensor indicates a transmission temperature beyond +150°C, an open circuit condition is assumed. Either condition is indicated on the display to warn the driver of the problem. While the fault is present, the temperature value is limited at the lowest or highest (whatever is applicable) value used for temperature compensation. This results in poor compensation if this function is enabled. Cooler Input Temperature ( 52 ) On transmissions with analog cooler input temperature sensor, open and short circuit conditions are detected and signalled. In case an ON/OFF temperature switch is used, no faults will be flagged. Any such fault results in a ‘Value Out Of Range’ fault on the Converter Temperature reading showing up as fault ‘42’ described below. Check with the specific application’s 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 assumed to be at 0%. à 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 be at 0%. à Inching and declutch are disabled. A fault is indicated on the display.

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Meaning of indication of FAULT TYPE on the display

51.00 51.01

·

The sensor is shorted to Ground

·

The sensor is not connected

Note that the first two digits identify the analogue input exhibiting the fault :

50 51 52 53 54 55 56

Analog input 0 out of range Analog input 1 out of range Analog input 2 out of range Analog input 3 out of range Analog input 4 out of range Analog input 5 out of range Analog input 6 out of range

A11 A28 A29 B17 B02 B04 B06

2.4.14 Transmission ratio faults Each selected transmission gear has an expected transmission ratio. The actual ratio is measured continuously. If one of the direction clutches is supposed to be engaged and the transmission output speed is above a minimum value for checking, the actual ratio is compared to the expected value. Measured transmission ratios are accepted within 5% deviation on the expected ratio. If the deviation on the ratio exceeds these limits, the appropriate fault is flagged. Meaning of indication of FAULT TYPE on the display

42.04 42.05

·

The actual transmission ratio is too low

·

The actual transmission ratio is too high

2.4.15 Converter Temperature problem Fault code ‘43’ covers over–temperature conditions of the transmission. If the related sensor exhibits a fault (open or shorted) code 03 is shown indicating and out of range condition. If the oil temperature exceeds 100°C, a warning is given (code 07)

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If the temperature exceeds the critical level of 125°C the code 08 is flagged and the transmission is forced in neutral and if the engine is electronically controlled the engine throttle is limited to 50% . Meaning of indication of FAULT TYPE on the display

43.03 43.07 43.08

·

The temperature sensor is out of range

·

Temperature > 100°C

·

Temperature > 125°C – Transmission forced to neutral, Engine limited to 50%

2.4.16 Service requests In 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 9099. In case such a fault occurs, please contact the European Spicer Off Highway service department located 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 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.

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Fault

Priority

Fault area

Fault Types

Service Request Contact SOHPD service Dept.

9999

90-99

ANY

Battery Voltage

5000

30

04,05

Redundant shutdown path

3300

Power On Self Test

3100

Analogue output supply

2900

Digital output 0

2700

Digital output 3

2600

Analogue Output 0 Fwd VFS

2500

Analogue output 1 nd Rev/Hi or 2 /4th VFS

2400

Analogue output 2 nd

2

or Rev VFS

2300

Analogue output 3 st rd 1 /3 VFS

2200

Digital output 1

2100

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20 00 84 80 83 70 71 72 73 81

60,61 62,63 64,65 50,51 52,53 04,05 00,01 00,01 00,01 02,03 00,01 02,03 00,01 02,03 00,01 02,03 00,01


08 march 2002 Rev 1.1 36/65

Fault

Priority

Digital output 2

2000

Transmission pressure feedback

1900

Sensor Supply voltage

1700

Transmission ratio

1650

Sensor 0 (A22 – A23)

1600


1500


1400

Sensor 3 (B11 – B18)

1300

Shift lever direction

1200

Shift lever position

1100

Converter temperature

1000

Analogue input 2

900

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Fault area

82 50 31 42 60 61 62 63 40 41 43 52

Fault Types

00,01 00,01 00,01 04,05 00,01 00,01 00,01 00,01 06 06 03 07,08 00,01


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Fault

Priority

Analogue input 3

800

Analogue output 4

600

Analogue output 5

500

Analogue output 6

400

Transmission Temperature Sensor

300

Fault area

53 54 55 56 51

Fault Types

00,01 00,01 00,01 00,01 00,01

2.4.18 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 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.

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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 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 Normal operation is resumed.

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 Normal operation is resumed.

2.5.10 Speed sensor failure Normal operation is resumed.

2.5.11 Analogue sensor failure Normal operation is resumed.

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:

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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 @ 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

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·

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.

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3.3 Environmental standards and limits Subject Temperature cycling

Standard IEC68-2-14N

Parameters

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

Mechanical Shock

IEC68-68-2-29

5g pk 10-150Hz 1 Oct /min 2.5Hrs 3 directions 25g ½ sine 6ms @ 1 Hz

Sealing

IEC529

IP67

-40°C/80°C @ max. voltage

3.4 Interference immunity standards and limits Subject Steady state voltage

Standard SAEJ1455

18V - 32V , -40°C/80°C

Parameters 24V

Jump start requirements

SAEJ1455

5 min @ 48V, 25°C

Reverse polarity

SAEJ1455

5 min @ -26V, 25°C

Negative inductive transients Positive inductive transients Commutation noise

ISO7637-2/1

Vs = -100V tr=1µs td=2ms Ri=10 W 5000 pulses Class IV

ISO7637-2/2

Vs = +100V td=50µs tr=1µs Ri=10W 5000 pulses Class IV

ISO7637-2/3

Voltage drop Load Dump

ISO7637-2/4 ISO7637-2/5

Vs = +100V/-150V td=100ns tr=5ns Ri=50W 5000 pulses pos and neg Class IV N/A

Electrostatic discharge

IEC1000-4-2

Radiated interference

ISO/ CD13766

Vs =+200V td=350ms tr=5ms Ri=5W Class IV air discharge 8 kV Class III contact discharge 4kV Class III 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.

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The Hardware / Software combination is tested using Kontron in circuit emulators and PLS Fastview66 debuggers.

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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.

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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.

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5.1.2.2 Overview of test modes

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M

M

DISp

Power up + S

8.8.8.8 S

Ver i.02b

S

dinp

M

spd

I II

0. I.2. I

2.0.0. i

S

S

S

0.i2 hi

0. i i 0853

S

S

2.i4 lo

S

2.26 C.846 S

3.47 I 020

...

i.24 i . i33 S

2.29 2720

S

S Wire number

S

M

vol t

26.3

S

vs 25.8

S

S

vp

S

0.02 0833 S

i.04 0010

vsen 8.2

S

2.06 0501

S

S

3.4 i i I.54

S

... S

I2.29 lo

9.i6 lo

S

S

i3.47 lo

POSSIBLE RESULTS:

out p

II

S

I.28 i0ib

S

M

0.22 c 2.24

S

i.i3 hi Logic I/O number

M

ainp

lo hi

i0.20 LO

1234 (Ohm) open

1234 (Hz) open shr t

1234 (mA) lo hi open shr t

24.3 (V)

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:

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S

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 When selecting this group the display shows:

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.

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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. When selecting this group the display shows:

Releasing the switch brings an overview of the 4 analogue inputs on the display. The values, displayed in kW, are separated by a dot.

Above display corresponds with a first input of 1 kW, a second of 2 kW and the last two of 0 kW. Values that are more accurate can be found while running through the input specific displays (Sswitch). 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 W. 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)

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·

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 When selecting this mode the display shows:

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).

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5.1.2.8 Voltage test When selecting this mode the display shows:

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 CV01 CV02 CV03 CV04 CV05

Pin V U T S R

Function 3/3 Common Ground Not used Not used Not used Not used

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Function 4/4 Common Ground Not used Not used Not used Not used

APC 200 connection B00


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CV06 CV07 CV08 CV09 CV10 CV11 CV12 CV13 CV14 CV15 CV16 CV17 CV18 CV19

P N M L K J H G F E D C B A

1st / 3rd VFS Selector Not used Pressure switch Ground Pressure switch High Drive solenoid + (RSP) Drive solenoid - (RSP) VFS 2nd + VFS 2nd VFS 3rd / 1st + VFS 3rd / 1st VFS fwd + VFS fwd VFS Rev + VFS Rev -

1st / 3rd VFS Selector 2nd / 4rd VFS Selector Pressure switch Ground Pressure switch High Drive solenoid + (RSP) Drive solenoid - (RSP) VFS rev + VFS rev VFS 3rd / 1st + VFS 3rd / 1st VFS fwd + VFS fwd VFS 2nd / 4th + VFS 2nd / 4rd -

A16 A15 A21 A11 A10 A20 A06 A07 A08 A09 A02 A03 A04 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

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·

A28, A29 (Temperature sensor)

·

B11 (Speed sensor 3)

·

B06, B17 (Accelerator and Brake pedal sensors)

·

B04 (servo motor feedback signal)

·

Communication link ground (CAN and RS232)

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 B11) These signals are intended to measure the turning speed of various shafts. What type of sensor should be connected and how the signal generated by it is interpreted depends on the parameter settings of the APC200. Standard inductive speed sensors have no polarity and have internal impedance of about 1060 or 390 Ohms (depending on the model). Magneto Resistive sensors however are active electronic elements for which a polarity must be observed. Check the proper wiring diagram for the correct connections. Transmission temperature input (A28) This signal is intended to measure transmission oil temperature. Typically, the temperature sensor is combined with one of the speed sensors. In this case, the ground terminal of the speed sensor serves as ground terminal of the temperature sensor as well and only one pin extra has to be connected to complete the circuit. If a separate sensor is used, it is important to note that the APC200 expects a PTC sensor with a resistance in the range from 0 – 5 kOhms. The proper conversion table can be specified in the FLASH parameter set along with open load and short circuit reference resistance values. The measurement system is single ended. Any fault potential on the ground line causes measurement errors. For this reason, it is important to use the designated ground wire B18 for this purpose. ‘Cooler In’ temperature input (A29) This signal is intended to measure transmission oil temperature where it enters the cooler. Typically this is a temperature switch – however analog sensors are supported and will be used in certain applications. The measurement system is single ended. Any fault potential on the ground line causes measurement errors. For this reason, it is important to use the designated ground wire B18 for this purpose.

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Thottle pedal input (B06) This analogue input expects a voltage in the range of 0V – 5V representing the accelerator pedal position. A suitable 5V reference voltage for powering a 1kOhm potentiometer is available on pin B02. The proper conversion table can be specified in the FLASH parameter set along with open load and short circuit reference voltage values. Brake pedal input (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 F1 F2 F3 F4 N1 N2 N3 N4 R1 R2 R3 R4

A02/03

l l l l

A04/05

A06/07

l

l

l

l l

l l

l

l

A08/09

l l l l l

l l

A15

l

l

l

A16

l

l

l

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 for transmission control on a 4 /4 transmission. On 3 speed transmissions it can be used to signal faults on the dashboard in case there’s no central display. On 24V installations, depending on the type of transmission, the outputs A16 and / or A15 may carry a 100Hz PWM signal. This is required to prevent damage to the 12V solenoids used to control the VFS selectors.

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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.

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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:

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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.

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5.3.2 Calibration of the brake pedal sensor Enter stand-alone calibration mode and push the ‘M’-switch until the display shows:

Press the ‘S’-switch to start the brake pedal sensor calibration. The display shows:

The driver should release the brake pedal completely and then press the ‘S’-switch. Now, the display looks as follows:

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

The driver should apply full brake and press the ‘S’-switch. As long as one of the led display segments is blinking, the brake pedal is not pushed hard enough and pressing the ‘S’-switch will not continue the calibration process. When the calibration process proceeds and no errors were encountered during the process, the calibration results are memorised in Flash memory and will become active at the next power-up of the controller. The display looks as follows:


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5.3.3 Calibration of the hydro lever sensor Enter stand-alone calibration mode and push the ‘M’-switch until the display shows:

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. Now, the display looks as follows:

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. 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:



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5.3.4 Calibration of the servo motor sensor Enter stand-alone calibration mode and push the ‘M’-switch until the display shows:

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:

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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:

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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:

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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.

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7. Revision record Revision Rev 1.0

Date 10/10/01

Made by KVS

Comments Based on document 4205971 rev 2.12 New revision numbering because of partnumber change to 4207049 Added faultcodes 42.XX for transmission ratio

Rev 1.1

08/03/02

DT

Add new display mode “DIST” – travelled distance (1.3.2) Update fault code (2.4) st

nd

Add function to start in 1 / 2 gear via an input (1.6.1.6) Add function to limit vehicle speed via an input (1.6.1.7) Changed parking brake function. If the parking brake is release, the corresponding direction will be selected.

8. Configuration Record This Control System Description is intended to be used in conjunction with 4207051 and 4207088, 4207939, 4207942 - V1.4C software and APC201 hardware for non-servomotor applications. APC202 hardware for servomotor control applications.

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APC 200 5_4207049 - rev1.1

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