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APC200 ECM-ECI Full Flow User Manual v1.7
APC200 ECM-ECI Full Flow User Manual v1.7
TCON.H.
User Manual
Firmware version 6.1
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CONTENTS
CONTENTS.....................................................................................................................2
Legal information...........................................................................................................9
1 Functional specification................................................................................................. 11
1.1 General ..................................................................................................................................11
1.2 Overview of the TCON.H main features ................................................................................14
1.3 Applicable hardware platform ................................................................................................14
1.4 Man Machine interface...........................................................................................................15
1.4.1 Shift lever...........................................................................................................................15
1.4.2 Display ...............................................................................................................................15
1.4.3 Other..................................................................................................................................17
1.5 Operating modes ...................................................................................................................18
1.5.1 Normal driving ...................................................................................................................18
1.5.2 Calibration mode ...............................................................................................................18
1.5.3 Diagnostic mode................................................................................................................18
1.5.4 Limp Home mode ..............................................................................................................18
1.5.5 Shutdown mode.................................................................................................................18
1.5.6 Bootloader Mode ...............................................................................................................19
1.5.7 Mode identification.............................................................................................................19
1.6 Operating Characteristics ......................................................................................................20
1.7 General functionality ..............................................................................................................21
1.8 Input functions........................................................................................................................21
1.8.1 Shift lever...........................................................................................................................21
1.8.2 Throttle pedal position .......................................................................................................21
1.8.3 Brake pedal position ..........................................................................................................22
1.8.4 Hydraulic lever position......................................................................................................22
1.8.5 Manual / automatic selection .............................................................................................23
1.8.6 Inching enable switch ........................................................................................................23
1.8.7 Parking brake ....................................................................................................................24
1.8.8 Declutch digital input..........................................................................................................24
1.8.9 Starting in 1st/2nd gear ........................................................................................................25
1.8.10 Reduced Vehicle Speed ....................................................................................................25
1.8.11 Seat orientation..................................................................................................................25
1.8.12 Inhibit Upshift .....................................................................................................................26
1.8.13 Neutral lock reset switch....................................................................................................26
1.8.14 Kickdown ...........................................................................................................................27
1.8.15 Transmission sump temperature sensor...........................................................................28
1.8.16 Transmission convertor out temperature sensor...............................................................28
1.8.17 Disconnect & feedback......................................................................................................28
1.8.18 Low/high range selection & feedback ................................................................................29
1.8.19 Engine speed sensor .........................................................................................................29
1.8.20 Turbine, output and intermediate speed sensor ................................................................29
1.8.21 Pressure Sensor................................................................................................................29
1.8.22 Operator seated detection .................................................................................................29
1.9 Output functions.....................................................................................................................30
1.9.1 Transmission control outputs ............................................................................................30
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1 Introduction ................................................................................................................... 72
2 Using Configuration Sets .............................................................................................. 72
2.1 Basic concept.........................................................................................................................72
2.2 Configuration Set Parameters Description ............................................................................73
2.2.1 Config Name......................................................................................................................73
2.2.2 Engine ctrl..........................................................................................................................73
2.2.3 TSC1 rate ..........................................................................................................................74
2.2.4 AutoShiftMod .....................................................................................................................74
2.2.5 CAN EDI Enbl ....................................................................................................................74
2.2.6 DI Declutch ........................................................................................................................74
2.2.7 DI AutoShift........................................................................................................................74
2.2.8 DI Inching...........................................................................................................................75
2.2.9 DI ParkBrake .....................................................................................................................75
2.2.10 DI Start 1/2.........................................................................................................................75
2.2.11 DI VehSpdRed...................................................................................................................75
2.2.12 DI VehSpdRed2.................................................................................................................75
2.2.13 DI SeatOrien......................................................................................................................75
2.2.14 AI Throttle ..........................................................................................................................75
2.2.15 AI BrakePedl......................................................................................................................75
2.2.16 AI HydroPwr.......................................................................................................................76
2.2.17 SpeedDisplay.....................................................................................................................76
2.2.18 ShiftLvrType.......................................................................................................................76
2.2.19 Roll Radius ........................................................................................................................76
2.2.20 Axle Ratio ..........................................................................................................................76
2.2.21 Engpeed Max.....................................................................................................................76
2.2.22 VehSpeed Max ..................................................................................................................76
2.2.23 VehSpeed Red ..................................................................................................................76
2.2.24 VehSpeed F-R ...................................................................................................................77
2.2.25 EngSpeed F-R ...................................................................................................................77
2.2.26 EngSpd N-Dir.....................................................................................................................77
2.2.27 EngSpd KD1st ...................................................................................................................78
2.2.28 Dclt VehSpd.......................................................................................................................78
2.2.29 Dclt MinBrk% .....................................................................................................................78
2.2.30 Dclt EngSpd.......................................................................................................................78
2.2.31 HydrPowr Min% .................................................................................................................79
2.2.32 HydrPowr Min Espd ...........................................................................................................79
2.2.33 HydrPowr Max Espd ..........................................................................................................79
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Revision record..........................................................................................................173
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Legal information
This manual contains notices you have to observe in order to ensure your personal safety, the safety of
persons working in the environment of the machinery, as well as to prevent damage to property.
The programmable electronic device part of the control system in relation with the system may only be set
up and used in conjunction with this documentation.
Commissioning, operation, service or maintenance of the programmable electronic device part of the
control system in relation with the system, may only be performed by competent and qualified personnel.
Within the context of the applicable safety guidelines in this documentation the competent and qualified
persons are defined as persons who are authorized to commission, operate, service or maintain the
programmable electronic device, control system, systems and circuits in accordance with established
safety practices and standards.
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CHAPTER 1:
TCON.H
Transmission
Control System
Description
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1 Functional specification
1.1 General
The TCON.H (Transmission Controller for ECM) is a programmable electronic device part of a
control system used to shift the Spicer Off Highway Products ECM power shift transmissions.
ECM means Electronic Controlled Modulation and refers to a transmission control technology that
is available on a range of transmission models.
ECI means Electronic Controlled Inching. This refers to the capability of ECM transmissions with
TCON.H to run at very low controlled speed at virtually any engine speed. This function is
desirable in as for instance in forklift truck applications.
To date, within these models, six transmission types are supported: TE10, TE13, TE15, TE17,
TE27 and TE32 transmissions with 3/3 or 4/4 gear sets.
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POWER Transmission
Mode Selection
Engine
Throttle
Servo
Control
CAN GND
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The TCON.H takes care of all transmission related functions in order to achieve superior shift
quality and high reliability.
Additionally it can control the engine speed either through use of a suitable servomotor on the
injection pump or via the standardized SAE J1939 – TSC1 CAN protocol.
The TCON.H supports SAE J1939 compliant CAN 2.0B protocols facilitating vehicle networking.
Integration with other compatible on-board systems keeps the total system cost low through
elimination of redundancy and by reducing the amount of copper required to implement the
system. CAN-bus implementations allow seamless integration with any configurable central
vehicle display providing a common user interface to all vehicle functions including the
transmission controller.
Some specific configuration controller parameters can be optimised by the customer by means of
a user-friendly, PC-based, parameter and configuration editor.
Furthermore, advanced tools for system optimisation and troubleshooting as well as tools to
support end-of-line programming are available.
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 electrical
connections between the TCON.H, the shift selector, the speed sensors, and the transmission
control valve.
Additionally the TCON.H requires some electrical connections for supplying power and for
selection of different operating modes.
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Refer to the hardware technical leaflet and wiring diagram for details about the installation.
Remark: the pin layout of the connector depends on the APC hardware. For more detailed
information, please refer to the hardware technical leaflet and the application specific wiring
diagram.
* 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.
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Refer to the application specific wiring diagram for detailed information about shift patterns,
also paragraph 1.8.1.
1.4.2 Display
The display is located on the TCON.H front panel and consists of:
SPICER OFF-HIGHWAY
D M
E
S
F
TCON.H
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There are 3 display groups: the most commonly used one allows switching between gear
display, vehicle speed and travelled distance display.
The second group shows the shift lever position and some other less used but nevertheless quite
relevant values (see below).
The third display accessed with the M-button isn’t actually a group of screens but is used to inform
you about any current or previously active errors. The display normally shows ‘ — — ‘ to indicate
there are no faults, but if one or more faults are (or have been) detected, the most severe one is
shown until you press the ‘S’ - button. Doing so reveals the next error until no more errors are
present, at which time again the ‘ — — ‘ sign is shown.
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ERR The error display. By pressing the “S” button you can scroll through the errors
codes. If an error code is blinking, this indicates that the error was active in
the past but not active anymore.
When the controller detects an error, the 'E' led blinks slowly to indicate this. You can always
select the error display mode (ERR) to view the nature of the problem. An overview of the error
codes is documented in a separate document see chapter 4 paragraph 10.
1.4.3 Other
Additionally several on/off switches and position sensors with function described in section 1.7
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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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 and the vehicle must come to a full
stop. Once the shift lever has been put in neutral and the vehicle is standing still, the driver can
re-engage a direction. In this mode, the user can operate the transmission in one or both
directions in 1st and/or 2nd only. If the fault occurs at a higher gear position, the user is
allowed to shift down manually.
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.
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When the TCON.H enters shut down mode, all four pressure modulators are put at zero
pressure
With this mode activated, the normal firmware containing all logics of the normal operation is
not activated, so the vehicle can not be operated normally.
Please ensure correct firmware and parameter file is loaded for your application and
hardware taking into account the application specific wiring diagram.
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
• Use of an analogue input, the throttle pedal should be equipped with an analogue
position pickup sensor, which translates the position of the throttle pedal into a variable
voltage that can be measured by the TCON.H and translated into a throttle percentage,
reading from 0% to 100%.
To allow the TCON.H to detect abnormal signals, be sure to keep the normal signal of
the sensor within 250mV (Ohm) and 4750mV (Ohm). The voltage (or resistance) of the
sensor should vary proportional to the pedal position.
• Use of a CAN message – the TCON.H allows to receive the throttle pedal sensor via the
EEC2 or the CVC_to_TC_1 message – see chapter 3 paragraph 5.1.
The selection of how the throttle pedal position is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined throttle pedal position signal
source is used - see configuration management in chapter 2.
If no engine control is requested, and the TCON.H has no throttle pedal position sensor
connected, the TCON.H will assume that the throttle pedal is always at full throttle.
The selection of how the brake pedal position is connected, is defined in the configuration sets.
By selecting the corresponding configuration, the defined brake pedal position signal source is
used - see configuration management in chapter 2.
Note that the function to go into declutch is different if the electronic inching option is used or
not. If inching is not used, declutch will result by going into neutral. While inching is used,
declutch will result by going into an inching declutch state (very low pressure in the direction
clutch, in order that the clutch can not transfer torque, this in order to go back smoothly in
inching).
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
as a function of the hydraulic lever position will have to be chosen carefully to prevent unsafe
behaviour of the vehicle!
The hydraulic lever position can be connected to the TCON.H by several possibilities:
• Use of an analog input, the hydraulic lever should be equipped with an analogue
position pickup sensor, which translates the position of the hydraulic lever into a
variable voltage that can be measured by the TCON.H and translated into a hydraulic
lever percentage, reading from 0% to 100%.
To allow the TCON.H to detect abnormal signals, be sure to keep the normal signal of
the sensor within 250mV (Ohm) and 4750mV (Ohm). The voltage (or resistance) of the
sensor should vary proportional to the pedal position.
• Use of a CAN message – the TCON.H allows to receive the hydraulic lever sensor
position via the CVC_to_TC_1 message – see chapter 3 paragraph 5.1.
The selection of how the hydraulic lever position is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined hydraulic lever position signal
source is used - see configuration management in chapter 2.
Also in the configuration sets the target engine speed as a function of the hydraulic lever
position needs to be specified.
The selection of how the manual /automatic selection is connected, is defined in the
configuration sets. By selecting the corresponding configuration, the defined manual /
automatic selection is used - see configuration management in chapter 2.
If the manual / automatic selection is not used, automatic selection can be defined to be
always active.
Switching from automatic to manual is deferred until following conditions are fulfilled:
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If the switch is activated while braking, the inching function gets activated.
If the inching enable selection is not used, the inching enable can be defined to be always
active.
The desired behaviour needs to chosen by the customer and activated on the TCON.H by
DANA.
The selection of how the parking brake is connected, is defined in the configuration sets. By
selecting the corresponding configuration, the defined parking brake selection is used - see
configuration management in chapter 2.
The declutch digital input can only be connected to the TCON.H by use of a digital input, of
which the logic can be inverted if requested.
Remark: Requesting declutch by CAN message can be done by forcing the brake pedal signal
in the CAN message to 100% (if the brake pedal signal source is set to CAN).
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The selection of how the declutch input is connected, is defined in the configuration sets. By
selecting the corresponding configuration, the defined declutch input selection is used - see
configuration management in chapter 2.
The selection of how the starting gear selection is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined starting gear selection is used -
see configuration management in chapter 2.
The reduced vehicle speed selection can be connected to the TCON.H by:
REMARK: Although this input can be activated by a CAN message, in practice this is not really
used. A simpler way to have reduced vehicle speed with a CAN message is to set the desired
maximum vehicle speed directly in the corresponding message (chapter 3 paragraph 5.1),
which will have the same result.
The selection of how the reduced vehicle speed signal is connected, is defined in the
configuration sets. By selecting the corresponding configuration, the defined reduced vehicle
speed selection is used - see configuration management in chapter 2.
To allow the TCON.H to accept a change in seat orientation, there are 2 options:
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• Conditional: before the TCON.H will accept a seat orientation change and invert the
direction shift lever signals, the following conditions need to be fulfilled:
o Vehicle must be at standstill
o Transmission must be in neutral
o Parking brake needs to be applied (if signal is available to the TCON.H)
• Unconditional: as soon as the seat orientation signal changes, the TCON.H will accept it
and direction shift lever signals will be inverted. This means that if there is no danger for
the transmission, the TCON.H will immediately select the new corresponding direction. It
is clear that with this option, the vehicle control device will need to ensure safety
conditions for changing the seat orientation if necessary.
The desired behaviour needs to chosen by the customer and activated on the TCON.H by
DANA.
The selection of how the seat orientation signal is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined seat orientation selection is
used - see configuration management in chapter 2.
REMARK: Different to most other described input signals, the selection of how this inhibit
upshift signal is connected, can not be defined in the configuration sets! It needs to be defined
by DANA, which means the selection is fixed for a chosen application and can not be modified
by the customer.
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Check the application specific wiring diagram to see how the neutral lock reset switch needs to
be connected to the TCON.H.
When the following conditions are fulfilled for a minimum time (typically 2 seconds – can be
configured by DANA in the TCON.H), the TCON.H will force neutral:
• neutral is selected on the shift lever
• the transmission is in neutral
• the vehicle is at standstill
To be able to select a direction after neutral was forced because of the this feature, the neutral
lock reset switch needs to be activated.
REMARK: alternatively, when the vehicle is equipped with a bump type shift lever, the neutral
lock reset signal can be replaced by a specific operating sequence on the shift lever. With this
option, the neutral lock can be reset by selecting a direction, followed by requesting an upshift.
Performing this will reset the neutral lock feature, but it will not perform the direction
engagement yet! Therefore the shift lever needs to be set to neutral again and a new direction
selection must be made within the delay of the neutral lock feature.
1.8.14 Kickdown
Typically this will be a push button installed either on the shift lever or on one of the hydraulic
operating levers.
The kickdown signal can be connected to the TCON.H by:
Check the application specific wiring diagram to see how the kickdown signal needs to be
connected to the TCON.H.
nd
Kickdown is a useful feature on vehicles that are set up to have 2 gear as the normal starting
gear in automatic shifting mode.
This function allows a fast downshift from 2nd to 1st gear in order to increase tractive effort, for
example to have extra digging force. It also eliminates the requirement to manually make an
upshift when for example retracting from the pile.
A typical gear selection sequence using kickdown to illustrate this:
F2 ⇒ kickdown ⇒ F1 ⇒ reverse ⇒ R2
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• pressing the kickdown button: while keeping the same direction selected and pressing
nd
the button again, the TCON.H will exit the kickdown state and upshift to 2 gear.
REMARK: Kickdown request is activated by the TCON.H upon receiving a rising edge on the
st
kickdown request signal. Before actually granting the kickdown request and selecting 1 gear,
the TCON.H monitors the vehicle speed for possible transmission overspeeding. If the vehicle
speed is too high when the driver requests the kickdown, the TCON.H memorises the request
typically for about 5 seconds. As soon as the vehicle speed is sufficiently low within this
request period, 1st gear will be selected. If however the vehicle has not sufficiently slowed
down within this period, the request is dropped and kickdown will not be executed. A new
kickdown request will need to be triggered again if desired.
REMARK: An alternative to make a downshift to 1st gear is selecting 1st gear manually with the
shift lever. However – apart from being less convenient then operating a button directly to
request kickdown – the shifting behaviour will be different: with this action a direction change
will result in the engagement of the new direction remaining in 1st gear, instead selecting 2nd
gear when 1st gear was selected by kickdown.
Check the application specific wiring diagram to see how the temperature sensor needs to be
connected to the TCON.H.
The transmission sump temperature sensor measures the average transmission oil
temperature. The TCON.H will report the appropriate warning and alarm when the normal
operational limits are exceeded.
The transmission converter out temperature sensor measures the oil temperature at the output
of the torque converter. This temperature is considered as the highest temperature of the
transmission oil and is therefore monitored for warning and alarm limits.
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Check the application specific wiring diagram to see how the speed sensor needs to be
connected to the TCON.H.
Check the application specific wiring diagram to see how the speed sensors need to be
connected to the TCON.H.
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• Unconditional: as soon as the operator returns to the seat, the selected shift lever
direction will be interpreted.
• Cycle through neutral required: when the operator returns to the seat, the selected shift
lever direction will only be interpreted when the shift lever has been cycled through
neutral.
REMARK: if the parking brake input is activated (see above), turning the parking brake
on and off is equivalent to cycling the shift lever through neutral.
• Declutch required: when the operator returns to the seat, the selected shift lever
direction will only be interpreted when declutch has been activated and released.
Depending on the vehicle configuration, declutch can be activated by applying the
brake pedal into the declutch range or by applying a specific declutch button.
• A combination of the 2 conditions: it is possible to combine both the cycling through
neutral and the declutch condition, with the choice of needing either conditions or one
of the two conditions being sufficient.
REMARK: Different to most other described input signals, the selection of how this operator
seated detection signal is connected, can not be defined in the configuration sets! It needs to
be defined by DANA, which means the selection is fixed for a chosen application and can not
be modified by the customer.
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 proportional valve. The current programmed through the proportional valve is a measure for
the pressure applied to the connected clutch.
Transmission Prop F/R Prop 1st/3rd Prop Selector Selector Selector Selector
ND TH
gear 2 /4 Forward Reverse 1/3 2/4
F1
F2
F3
F4
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N1
N2
N3
N4
R1
R2
R3
R4
Note that during a transition from one gear to the next, these wires carry current
simultaneously. Example: when shifting from F1 to F2, “sel1/3” will be active during the
nd
transition and is switched off when 2 gear is engaged.
Selector 2/4 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 selector outputs may carry a
100Hz PWM signal. This is required to prevent damage to the 12V selector valves.
Forward proportional valve – valve selector fwd
These valves control the pressure in the forward clutch.
While Inactive, Forward is disengaged. When about 900mA current flows through the
proportional valve and the valve selector is engaged, the forward clutch is closed.
Reverse proportional valve – valve selector rev
These valves control the pressure in the reverse clutch.
While inactive, reverse is disengaged. When about 900mA current flows through the
proportional valve and the valve selector is engaged,, the reverse clutch is closed.
When both forward and reverse clutches are commanded closed electrically, the first clutch
that was engaged, will remain engaged, preventing the other clutch from closing.
In the exceptional case that both clutches are commanded at the same time, no clutch can be
engaged.
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was standing still for a certain time (typically 0.5 sec). After a switch from a low to a high range
gear the machine has to stay in Neutral for a certain time (typically 1 sec). When the machine
is not put in Neutral by the driver, this Neutral state can be forced by the APC. A feedback
switch can be used to monitor if the request was executed.
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turbine speed
speed ratio = <1
engine speed
Automatic upshifting
An automatic shift to a higher gear is made when the accelerator pedal is pressed, the turbine
speed exceeds a minimum speed, and the slip in the converter (speed ratio) has reached a
certain value. This occurs when the tractive effort in the higher gear is higher than the tractive
effort in the lower gear. The below table indicates for each gear the different limits.
Minimum turbine speed for automatic upshifting:
0.86
0.85
0.84
0.83
0.82
0.81
SR
0.8
0.79
0.78
0.77
0.76
0.75
1000 1200 1400 1600 1800 2000 2200
Turbine RPM
Automatic downshifting
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An automatic shift to a lower gear is made when the tractive effort in the lower gear exceeds
the tractive effort in the higher gear (i.e. when the speedratio drops below a certain limit)
Below, a typical downshift curve is shown (speed ratio as function of turbine speed).
Shift 3-2
0,42
0,4
0,38
SR
0,36
0,34
0,32
0,3
400 500 600 700 800 900 1000
Turbine RPM
turbine speed
speed ratio = > 1
engine speed
Automatic upshift
In principle no automatic up-shifts occur in braking mode. The only exception is when the
transmission overspeeding limit (depends on transmission model) is reached and the shift
lever indicates a higher range than the one selected on the transmission.
Automatic downshift
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If the engine speed is below the limit for direction changes, and the vehicle speed is sufficiently
low, the direction change is made immediately.
If the engine speed however exceeds the engine limit, the transmission will remain in neutral,
and the warning lamp will be switched on until the limit is satisfied.
The engine speed limit is typically disabled but can be activated on request.
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1.13.1 Operation
The inching system is controlled with the left brake pedal. The obtained effect depends on the
implemented inching control type: speed controlled or pressure controlled
2
Inch pressure (bar)
1,5
1
0,5
0
-0,5
0 25 50 75 100
Brake position (%)
The 35% point in above graph is called the Overlap point. This point is configurable through a
parameter to have less or more overlap between transmission inching torque and brake
torque.
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7
6 control
5 No
4 Low Speed
against brake De-clutch
3
2
1 1.04
0
0
0 25 50 75 100
Brake position (%)
The 35% point in above graph is called the MID point and should correspond to the point
where the brakes actually start braking.
Note that in this range, if the speed is too high, the TCON.H – 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.
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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.
0% – 4 % Inching is disabled
• In the 5% - 35% brake pedal range, the service brakes don’t actually apply braking force.
This range is used to control the vehicle speed throughout the entire 1st gear speed range.
Generally the higher inching speeds are used to smoothly transition from low speed
inching into converter drive. Indeed, suddenly releasing the brake pedal causes a
noticeable ‘shift’ back into converter drive – comparable to a ‘Neutral – Gear’ shift
whereas a gradual release allows a more continuous engagement.
Note that in this range, if the speed is too high, the TCON.H – 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.
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0% – 4 % Inching is disabled
• For the 5% - 70% range there is a direct relation between the inching pedal and the
pressure on the slipping direction clutch, in this way the torque transferred through the
transmission varies continuously with the inching pedal position.
• For the 35% Overlap point, the intention is always to have a certain amount of overlap
from the brakes vs the inch pressure. It is possible to shift the inch pressure curve from
left to right based on a setting. This results in more or less overlap and enables the
operator to work more or less against the brakes. Working more against the brakes
enables more accurate positioning control. Working less against the brakes is less
accurate but also less demanding on the operator that has to push the brakes
• The 70% - 100% range is used to really make the vehicle decelerate or hold it in standstill
condition. In this range the transmission is disconnected from the wheels by putting the
clutch pressure slightly below the kisspoint pressure of the clutch.
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It’s possible to change direction while inching at full throttle. In other words, if you’re too close
to an obstacle, it’s okay to just reverse the direction with the foot on the brake (and on the
‘inching-enable’ switch) and the engine at full throttle. Make sure to cycle the shift lever
quickly to the other direction as otherwise the inching system gets disabled.
When standing still and you want to start while inching, you’d typically press the brake into the
de-clutch range (with the ‘inching-enable’ switch pressed!) and slowly release it, holding it
halfway until the vehicle starts rolling. Once it’s rolling, further release the brake pedal in order
to pick up more speed.
Note that on most transmissions with speed controlled inching, the APC 200 is not capable to
sense the actual driving direction, causing it to mistake the rolling backwards for the 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 TCON.H has a built-in feature that protects the inching clutches. If you use the inching
system in a condition where the required inching torque exceeds a pre-programmed limit, the
inching system is disabled. The customer can choose the option to engage into converter
drive.
When this happens (and it will on certain slopes and with certain loads), you will have to
reduce the engine speed to control the vehicle speed. This behavior is what you’d want
anyway, because the inching system would not be able to provide the power required to get
you moving in this condition.
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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 TCON.H 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 making sure you keep rolling or if you want to stop, go to de-clutch.
On steeper slopes consider going down in converter drive with the engine at idle.
IMPORTANT:
Before the inching system can work properly, it is very important that the necessary
calibrations have been successfully completed:
- Automatic transmission calibration (see paragraph 5)
- Brake pedal calibration (if analog signal; see paragraph 4)
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2 Environmental conditions
The TCON.H is intended to be used in off-highway vehicles and as such is exposed to the severe
environmental conditions these vehicles operate in.
For more information on maximum ratings, operating limits, , environmental conditions as well as
electromagnetic compatibility (EMC) standards and limits, please refer to the hardware technical
leaflet of your hardware platform.
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 fault code.
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Self-test mode is activated by pressing the ‘S’-switch on the TCON.H front panel while
powering up the TCON.H.
Switching off the power of the TCON.H is the only way to leave the self-test mode.
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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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:
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.
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Pressing the S-switch at the last analogue input brings back the overview on the display.
Releasing the switch brings an overview of the 4 analogue inputs on the display. The values,
displayed in kΩ, are separated by a dot.
Above display corresponds with a first input of 1 kΩ, a second of 2 kΩ and the last two of 0 kΩ.
Values that are more accurate can be found while running through the input specific displays
(S-switch).
While pressing the switch, similar to the display of digital inputs, the left side of the display
gives information about which input is tested; the right side gives the matching wire.
The displayed value when the S-switch is released is the resistance in Ω.
Note: Although the TCON.H 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
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The four values, displayed in thousands of Hertz, are separated by a dot. Speeds below 1000
Hz are shown as 0.
Using the ‘S’-switch more detailed information concerning the speeds is available.
While pressing the ‘S’-switch, the display shows the speed channel number on the left side of
the display while the matching wire is shown right.
Once released, the left digit indicates what type of speed sensor should be connected to this
channel:
• c for a current sensor (Magneto Resistive Sensor)
• i for an inductive speed sensor.
The three other digits and the dot represent the matching speed in kHz
For instance, in below examples the left display indicates a current speed sensor and a
frequency of 933 Hz. The right one indicates an inductive sensor generating about 1330 Hz.
After the last channel is shown, another press on the ‘S’ switch re-selects the speed sensor
overview.
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
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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).
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.
The switched power supply input is used to allow the TCON.H 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.
The number on the right indicates the number of the sector currently being erased.
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the number on the right indicates the number of the sector currently being programmed.
The yellow “D”-LED lights up continuously to indicate this step.
This process of programming and verification is repeated a number of times until all the necessary
sectors are programmed.
Both the yellow “D”-LED and the red “F”-LED light up continuously to indicate this step.
When completing the programming of the TCON.H successfully, it will automatically restart
and try to activate the new application firmware. If this succeeds, the TCON.H will no longer be
in bootloader mode.
However, if the TCON.H can not successfully activate the application firmware, bootloader
mode will automatically be activated again.
Reprogramming of the TCON.H should only be done by competent and qualified personnel.
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Please ensure that the correct firmware and parameter file is loaded for your application and
hardware platform taking into account the application specific wiring diagram..
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
The optional DANA tool “Dashboard” includes a user friendly interface to perform the calibration of
analog input signals using a PC. For more detailed information, please refer to the “Dashboard”
help or contact a DANA sales representative.
Calibration should only be performed by competent and qualified personnel. Incorrect calibration
can lead to restricted or uncomfortable machine behaviour.
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
Stand-alone calibration mode is activated by pressing the ‘S’-switch for at least 15 seconds on the
TCON.H front panel while powering up the TCON.H. When stand-alone calibration mode is
entered the display shows (see also overview above):
Switching off the power of the TCON.H is the only way to leave the calibration display mode.
By pressing the ‘M’-switch, the existing calibration modes are displayed (see overview above),
pushing the ‘S’-switch starts the calibration of the currently displayed mode.
Some calibration modes may be disabled by the controller software when these do not have to be
performed. In that case, when pressing the ‘S’-switch to start calibration the display shows:
The Stall mode should only be used by qualified personnel. Be sure to apply the
service brakes and perform this test in the highest gear possible.
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
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.
The driver should release the brake pedal completely and then press the ‘S’-switch.
Now, the display looks as follows:
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The driver should drive the vehicle slowly and push the brake pedal up to the point the vehicle
starts braking. Another possibility is to push the brake pedal very carefully until the braking lights
are turned on (usually very low brake pressure).
Then the driver should press the ‘S’-switch. As long as one of the led display segments is blinking,
the brake pedal is not pushed hard enough and pressing the ‘S’-switch will not continue the
calibration process.
When the calibration process proceeds the display looks as follows:
The driver should apply full brake and press the ‘S’-switch. As long as one of the led display
segments is blinking, the brake pedal is not pushed hard enough and pressing the ‘S’-switch will
not continue the calibration process.
When the calibration process proceeds and no errors were encountered during the process, the
calibration results are memorised in Flash memory and will become active at the next power-up of
the controller. The display looks as follows:
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.
The brake pedal calibration, especially the middle calibration point, is extremely
important if the inching function is used. If this calibration is not performed
correctly, this could cause bad functioning of the inching function!
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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 display is shown:
If the vehicle is not standing still, the calibration process does not start and the following display is
shown:
If the shift lever is in neutral and the vehicle stands still, servo motor calibration starts. The
servomotor applies idle throttle and the following display appears for about three seconds (no
driver actions are demanded).
The servomotor automatically applies full throttle (no driver actions are necessary) and the
following display appears for about three seconds:
Then, if no errors were encountered during the process, the calibration results are memorised in
Flash memory and will become active at the next power-up of the controller. The display looks as
follows:
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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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
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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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
The optional DANA tool “Dashboard” includes a user friendly interface to perform the automatic
transmission calibration using a PC. For more detailed information, please refer to the
“Dashboard” help or contact a DANA sales representative.
Calibration should only be performed by competent and qualified personnel. Incorrect calibration
can lead to restricted or uncomfortable machine behaviour.
Before the automatic calibration can be started, a number of conditions need to be fulfilled:
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If one of the conditions is not fulfilled, the corresponding display will be shown. Please see
paragraph 5.3.1 for a listing of those displays.
The automatic transmission calibration procedure starts. This is indicated on the TCON.H-display:
; ; ; etc.
‘c1’ stands for ‘clutch 1’ being forward, while ‘M1’ stands for ‘mode 1’ of the calibration.
When all clutches have been calibrated, the TCON.H displays:
At this point, the automatic calibration has completed successfully. A complete automatic
transmission calibration can take 10 to 15 minutes.
To exit the automatic calibration mode, you need to switch off the ignition key the vehicle. Make
sure that the TCON.H has powered down – wait for 2 seconds. Now restart the vehicle and the
new tuning results will be activated automatically.
This power down is very important because at this point the results obtained in the calibration
are saved to the permanent memory of the TCON.H.
REMARK 1:
If you get any different information on the TCON.H display as described above, there can be
two possible reasons:
• the calibration conditions are not fulfilled (temperature is too low, parking brake switched
off, the vehicle is moving, engine rpm is too high or too low)
• a calibration error has occurred during the calibration (message starting with an 'E'). See
paragraph 5.3 for further details.
REMARK 2:
By selecting REVERSE on the shift lever, while the automatic calibration is performing, the
procedure will abort the automatic calibration immediately and restart the TCON.H. You can
use this as an emergency procedure when something goes wrong during the calibration
procedure.
Note: by aborting the automatic calibration, the calibration is not finalized and needs to be done
from the beginning.
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When this heating mode is activated, the following signals that are normally interpreted are now
ignored:
• Requested Gear (cabpos): no matter what gear is requested, the transmission will be put
in highest gear.
• Parking Brake input: the signal from the parking brake switch is completely ignored to
allow engaging forward or reverse with the parking brake activated.
• Brake pedal position: this signal is ignored to avoid declutch if the brakes are fully applied.
This results in a reduced functional mode on the transmission, always put in highest gear and only
reacting to direction selections. The requested direction will be engaged regardless of the parking
brake state or the brake pedal signal.
When this mode is activated, it allows easy heating of the transmission. Simply apply the parking
brake and select a direction. The transmission will stall against the brakes, but this does not
create a very high load on the machine because the highest gear is selected (lowest torque
transfer).
Paragraph 4.1, explaining how to enter the calibration mode, also displays how the ‘HEAT’-mode
can be activated. Once you see on the display “tran”, you can press the M-button once to go into
the “heat”-mode. The TCON.H will display:
To trigger the 'HEAT'-mode, push the S-button. The TCON.H will display the sump temperature:
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
The following figure shows a graphical representation of the transmission heating up cycle.
Engine speed
FULL
IDLE
Transmission gear
forward
neutral
15 sec. 15 sec.
REMARK:
During this warm up procedure, it is possible that the converter out temperature of the
transmission exceeds the maximum limit. This is a consequence of heating up the transmission
using this quick procedure.
When this occurs, the engine speed will be limiting to half throttle when the TCON.H has engine
control or forcing neutral when the TCON.H has no engine control. To solve this, simply leave the
transmission in neutral for a minute and throttle the engine to around 1300 rpm. This will allow the
heat in the converter to be evacuated.
After one or two minutes, you can resume the heating up procedure if the transmission
temperature has not reached 60 °C yet.
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
The TCON.H expects the Put the shift lever back to neutral.
shift lever to be in neutral, but
finds it in another position
(forward or reverse).
The TCON.H expects the Put the parking brake to on.
parking brake to be on while
it is off.
The TCON.H has detected Verify if the parking brake is on and working
output speed. properly. If this is already the case, you will
be obliged to keep to machine at standstill by
using the footbrake.
Once the machine has been stopped, the
TCON.H will ask the driver to shift to forward
before continuing the calibration.
Engine rpm is too low If the vehicle is equipped with throttle-by-wire,
according to the limit that is the engine rpm will be automatically adapted.
necessary for calibration. In the other case, the driver has to change the
throttle pedal position until the display looks
Engine rpm is too high as follows:
according to the limit that is
allowed for calibration.
After being too low or too
high, the engine rpm is
coming back into the correct
boundaries for calibration.
When during the automatic Use the M-button on the TCON.H to go back
transmission calibration the to the 'HEAT'-mode and the S-button to
temperature becomes too trigger this mode. Now, you have to warm up
low, the TCON.H display the transmission again until the temperature
indicates the actual is above 60° C. Then go back to the
transmission temperature. automatic tuning mode by the M-button and
trigger this one again to continue the
calibration.
Calibration errors have the form ‘E1.xx’ or ‘E2.xx’ (example: E1.25). Please note the error code and
contact a DANA service representative if an error of this form appears on the display.
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• After an error has occurred (TC_to_CVC_2.byte5 = 09h, see above), a specific message is
needed to make it resume again with the next part of the automatic procedure
(CVC_to_TC_3 with byte 1 = 02, see chart below).
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6 Statistics
The TCON.H automatically and permanently keeps track of certain operating conditions.
Controller Lifetime Time that the TCON.H has been powered (ever)
Power up-count Number of times the controller was powered
Fault Count Number of times a specific fault has occurred
Fault Time Time a specific fault has been detected
Fault Timestamp Last moment of occurrence of a specific fault relative to the
Controller Lifetime
POST results Information about how many times the Power Up Self Tests
have detected problems
Production Test results Information about results of production testing
Display mode Last selected display mode and set of sub groups
Time in each gear Time that the transmission has operated in each gear position
Shifts to each gear Number of shifts to each gear position that ever occurred
Maximum speed Value and ‘time over limit’ for speed in each gear
Maximum temperature Value and ‘time over limit’ of transmission temperature
This information can be used to get an idea about the way the vehicle has been used in the field in
case of a field problem.
Based on application requirements this list can be extended.
The information can be accessed with specialised tools that download and interpret the statistical
data from the TCON.H upon request.
The memory limitation for this kind of storage is 4kBytes.
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CHAPTER 2:
TCON.H
Configuration Sets
Description
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1 Introduction
The configuration sets are created to provide OEM Engineering a windowed view on all relevant
parameters to allow option selection and machine functionality definition in the TCON.H.
This manual describes the structure and the contents of the configuration sets. It also contains the
information needed for practical use of these configuration sets, both for setting the contents of a set
as for selecting a predefined configuration set. This can be handled both using the GDE tool and
using CAN communication.
The optional DANA tool “Dashboard” also includes a user friendly interface to handle the
configuration sets using a PC. For more detailed information, please refer to the “Dashboard” help
or contact a DANA sales representative.
Once the different configuration sets are created, one of these sets is selected by simply picking it
from the list of available sets and downloading it to the controller. This can either be done using
the GDE and APT tool or using a CAN message (see TCON.H CAN EDI description).
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
- CAN: the TCON.H controls the engine on the CAN bus following the SAE J1939
standard
2.2.4 AutoShiftMod
Select the automatic shift mode:
- 1st NoKD: the machine will start in 1st gear and shift through all gears.
- 2ndKD1st: the machine will always start in 2nd and only shift down to 1st gear when ‘Auto
Kickdown’ conditions are fulfilled (low speed & high transmission load)
REMARK: If the input function ‘DI Start 1/2’ (see further) is enabled (Wired or CAN EDI), this
automatic shift mode is overruled and the state of the ‘DI Start 1/2’ input function will determine
how the transmission shifts!
REMARK: if the DANA PC tool “Dashboard” is to be used, never disable CAN EDI in a used
configuration set! “Dashboard” is a CAN communication based tool and therefore will not
function when CAN EDI is disabled!
2.2.6 DI Declutch
Enable or disable the digital input signal for the declutch function. This signal can only be wired to
the TCON.H and is not available on the CAN bus (OFF / ON).
REMARK: If it is used in combination with an analog (or CAN) signal for the brake pedal position
detection, this digital input function has an ‘or’ relation to the declutch requested by the pedal
position. This means that if the digital input requests declutch, it will be activated although the
brake pedal position is not requesting declutch! This is also true the other way round.
2.2.7 DI AutoShift
Enable or disable the switching between automatic shifting and manual shifting. There are 3
options:
- OFF: do not use this function.
- Wired: the function is active and it is wired to the TCON.H (see wiring diagram)
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
- CAN EDI: the function is active and it is sent over the CAN bus, following the protocol as
described in the TCON.H CAN EDI description
2.2.8 DI Inching
Enable or disable the inching enable (pedal) switch (OFF / Wired / CAN EDI).
(Note: Wired or CAN EDI is needed to allow Inching to work, unless DANA provides that this
function is always activated!)
2.2.9 DI ParkBrake
Enable or disable the parking brake signal (OFF / Wired / CAN EDI).
2.2.11 DI VehSpdRed
Enable or disable the reduced vehicle speed switch (OFF / Wired / CAN EDI).
For this function to work, some sort of engine control is clearly needed (see paragraph 2.2.2).
The actual reduced vehicle speed is specified in ‘VehSpeedMax’ (see below).
REMARK: When this reduced vehicle speed limit is activated, it overrules any other setting of the
engine speed when reaching this vehicle speed limit. This can result in lowering the engine
throttle, even if a high engine speed would be desired.
2.2.12 DI VehSpdRed2
Enable or disable the digital input signal for the redundant reduced vehicle speed input function.
This signal can only be wired to the TCON.H and is not available on the CAN bus (OFF / ON).
REMARK: Enabling this redundant input is only significant if the ‘normal’ reduced vehicle speed
function is also enabled (see paragraph 2.2.11). This redundant function is intended to increase
the safety of selecting the reduced vehicle speed by interpreting the state of 2 inputs for activating
the same function. Therefore activating only this redundant input will not have any effect.
2.2.13 DI SeatOrien
Enable or disable the digital input signal for the seat orientation function that inverts the logics of
the direction selection when it is activated. This signal can only be wired to the TCON.H and is not
available on the CAN bus (OFF / ON).
2.2.14 AI Throttle
Enable or disable the throttle pedal input (OFF / Wired / CAN EDI).
2.2.15 AI BrakePedl
Enable or disable the brake pedal input (OFF / Wired / CAN EDI).
Be reminded that enabling the brake pedal signal (Wired or CAN EDI) makes the declutch
function automatically work according to the brake pedal position.
Concerning the functioning combined with the declutch digital input function; please refer to the
remark in paragraph 2.2.6.
(Note: Wired or CAN EDI is needed to allow Inching to work!)
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2.2.16 AI HydroPwr
Enable or disable the hydraulic power lever input (OFF / Wired / CAN EDI).
Remark: As a standard, this functionality is only active when the transmission is in neutral, to
prevent the vehicle to accelerate if the hydraulic lever is operated while the transmission is in
gear.
However, if explicitely desired, the TCON.H can be configured to always interpret the position of
this hydraulic lever, even when the transmission is in gear. In that case the target engine speed as
a function of the hydraulic lever position will have to be chosen carefully to prevent unsafe
behaviour of the vehicle! (see paragraphs 2.2.32 & 2.2.33).
2.2.17 SpeedDisplay
Selects the unit used to display speed and distance related values, both on the display and on the
CAN bus. It allows switching between kilometres (KPH) or miles (MPH). This will be applied on
speed and distance displaying on the TCON.H display, and on the broadcasting of these values
on the CAN bus (see TCON.H CAN EDI description).
Remark: This is purely a displaying factor, so it does not influence specifying limits like the
maximum vehicle speed limit.
2.2.18 ShiftLvrType
Specify the type of shift lever on the machine (Standard / BumpType / CAN Type)
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Be careful setting this engine speed limit too low, because that would result in having no direction
selected at all after having activated declutch and leaving it!
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
IMPORTANT REMARK
Setting this engine speed limit higher than the limit ‘EngSpd N-Dir’ will result in using this lower
‘EngSpd N-Dir’ for limiting the ‘exit declutch’ engine speed. Basically ‘EngSpd N-Dir’ overrules
‘Dclt EngSpd’ when its value is lower.
This is necessary to avoid conflict of the 2 similar protections, resulting in unexpected behaviour
on the machine.
1750
1500
1250
1000
20 40 60 80 100
HydrPowr Min Espd
Hydraulic lever position (%)
HydrPowr Min%
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2.2.36 Act.Gear>Cab
This setting specifies how the TCON.H will react when the shift lever requests a gear that is lower
than the gear that is currently engaged, and it is not allowed to perform the downshift at that time
for transmission protection (overspeeding):
- No: the transmission just stays in the current gear and refuses to perform the downshift, as
long as the vehicle speed is too high; once the vehicle speed is low enough, it will perform
the downshift.
- Neutral: the transmission shifts to neutral; when the vehicle speed is low enough to perform
the originally requested downshift, it will downshift and re-engage the selected direction (only
if shift lever is still selecting the direction of course)
- Idle: When the TCON.H is able to control the engine, the setpoint for the engine rpm is set
to idle. When the vehicle speed is low enough to perform the originally requested downshift,
it will downshift and re-engage the selected direction (only if shift lever is still selecting the
direction of course).
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2.2.38 ConfigSet ID
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The final relevant parameter to the configuration sets is this ConfigSet ID. It is located in the
header ‘GDE Info’ and it selects the configuration set that will be activated each power up.
If you click this parameter value, a list automatically presents the available configuration sets
as named by the parameter ‘Config Name’ described in paragraph 2.2.1. Selecting one will
make it active after performing a download to the controller and automatically resetting the
controller.
REMARK: If the value ‘Not Used’ is selected, no configuration set is used and the standard
GDE values are activated. This is intended for exceptional cases (mainly for DANA use) and is
NOT recommended!
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Normally these configuration sets would be prepared in an office environment where there is not
always a setup with a connected TCON.H available. In that case you just open an existing file that
has been saved by you earlier or that you have received from DANA.
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Selecting the Header ‘ConfSets’ presents the table where all configurations are available for
editing.
You can now edit all the required parameters to create your desired machine configurations and
provide an appropriate name.
These changes can be saved to a file with a name of your choice. That file will then be used in the
production line to customize each machine to the correct configuration.
REMARK: after performing an upload from an TCON.H, the GDE tool will always be in safe edit
mode. This is to prevent accidental changing of parameters. If you want to change to normal
editing mode to change the configuration set parameters, simply click the key icon in the taskbar
or use the Edit/ Save Mode to disable this safe edit mode.
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
Apart from selecting the Configuration ID, there are 2 more parameters that can be set with this
OEM Production level GDE:
- Transm S/N: here the serial number of the transmission built into the machine being
programmed can be entered. It is recommended to do this because this is valuable
information for service purposes.
- Vehicle ID: this is a text parameter where any text up to 7 characters can be entered. This
can be a vehicle type name, a vehicle production serial number, etc…
REMARK: All TCON.H’s are programmed with a data file when they are delivered to the
customer. By default the first configuration set (index = 0) will be activated!
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
It is recommended to perform this upload of the settings after the full calibration has been
performed (throttle pedal, brake pedal, transmission automatic tuning,). That way all the settings
specific for that machine are incorporated in that file.
REMARK: After an upload has been performed using the OEM Production level GDE tool, the
download option will automatically be disabled! This is done deliberately to avoid accidental
downloading of machine specific calibrated data into another machine.
To enable this download option again, simply open a saved file. This way downloading becomes a
conscious choice of selecting a specific desired file to download.
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
For further details, please refer to the description of the “Dashboard” PC tool.
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
If these conditions are OK, the value of any of the available parameters can be changed by
sending the correct codes in a CAN message (see further).
However, there are some extra restrictions on accepting the new value:
- the index needs to address an existing parameter in the configuration
- the new value must be within the allowed minimum to maximum range of that parameter
Again, if one of these conditions is not fulfilled, the appropriate code will be returned in the
acknowledgement message.
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
Message ID CFF22XXH
(XX is the Central Vehicle Controller’s address)
Originator Central Vehicle Controller, Service monitor
Repetition rate as required
DLC 8
Byte 0 80h = Request code for configuration set selection
Byte 1 00h = read request: just read the currently active configuration set
01h = write request to select a specified configuration set
Byte 2 Index to requested configuration set, if a write request is sent
Byte 3 FFh = reserved
Byte 4 FFh = reserved
Byte 5 FFh = reserved
Byte 6 FFh = reserved
Byte 7 FFh = reserved
5.2.2 CVC_to_TC_3.Byte 1
- 00h = read request: just read the currently active configuration set
- 01h = write request: select a newly specified configuration set
5.2.3 CVC_to_TC_3.Byte 2
When there is a write request to select a configuration set, this is where the index to the desired
configuration set is specified.
Range = 0 – 39 (40 configuration sets available in total)
REMARK: To avoid confusion and remain consequent, it is recommended to set this byte to the
value FFh if there is no write request, although it has no influence at all.
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Message ID CFF2403H
(03 is the Transmission Controller’s address)
Originator Central Vehicle Controller, Service monitor
Repetition rate On request
DLC 8
Byte 0 Echo of CVC_to_TC_3.Byte 0
Byte 1 Reply code to operation code of CVC_to_TC_3.Byte 1
Byte 2 Index of Newly Requested Configuration Set
Byte 3 Index of Currently Active Configuration Set
Byte 4 FFh = reserved
Byte 5 FFh = reserved
Byte 6 FFh = reserved
Byte 7 FFh = reserved
5.3.2 TC_to_CVC_2.Byte 1
Depending on what has been requested in CVC_to_TC_3.Byte 1 and the result of the
consequent action, this reply code can have several values:
- echo of CVC_to_TC_3.byte1 (value 00h or 01h) in normal situations
Normal situations are:
- The request was simply to read the actual value of the currently active configuration
set
- The request was to select a new configuration set and this new index was accepted
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5.3.3 TC_to_CVC_2.Byte 2
Here the index value of the new requested configuration set index is shown. There are different
values possible:
- echo of CVC_to_TC_3.byte2 (=requested index):
The request to select a new configuration set was accepted
- FF(hex) = there is no valid configuration set currently active
- Same value as CVC_to_TC_3.byte3 (=currently active index)
The request to select a new configuration was not accepted or there was no request to
write a new index. In these cases the index of the currently active configuration set is
shown.
5.3.4 TC_to_CVC_2.Byte 3
This byte simply shows the index of the configuration set that is currently active.
If this shows FF(hex) this means that there is no valid configuration set active.
IMPORTANT REMARK: When there is no write request to select a new configuration request,
TC_to_CVC.byte2 and TC_to_CVC.byte3 will show the same value.
When a new configuration set has been selected successfully however, TC_to_CVC.byte2 and
TC_to_CVC.byte3 will show a different index value. Only after a normal power down of the
TCON.H (key contact) and a restart, the new configuration set will be activated!
This can be checked by reading the active configuration set index after power up and verifying
that it corresponds to the selected one.
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
NO Write Request?
CVC_to_TC_3.byte1
YES
TC_to_CVC_2.byte
NO
New requested index valid? 0 1 2 3 4–7
CVC_to_TC_3.byte2 80h FFh Active Index Active Index FFh
Where Active Index = FFh if no valid configuration set is active
YES
TC_to_CVC_2.byte
0 1 2 3 4–7
80h 00h Active Index Active Index FFh
Where Active Index = FFh if no valid configuration set is active
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
Message ID CFF22XXH
(XX is the Central Vehicle Controller’s address)
Originator Central Vehicle Controller, Service monitor
Repetition rate as required
DLC 8
Byte 0 81h = Request code for configuration set parameter handling
Byte 1 Bit 0-6 = Index to configuration set parameter
Bit 7 = read/write request
Byte 2 New value, in case the write request is active
Byte 3
Byte 4 FFh = reserved
Byte 5 FFh = reserved
Byte 6 FFh = reserved
Byte 7 FFh = reserved
5.5.2 CVC_to_TC_3.Byte 1
The first 7 bits of this byte are used to set an index to the configuration set parameter that needs
to be read or written.
For a detailed list of all supported index values, see paragraph 5.5.4.
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
Message ID CFF2403H
(03 is the Transmission Controller’s address)
Originator Central Vehicle Controller, Service monitor
Repetition rate On request
DLC 8
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
5.6.2 TC_to_CVC_2.Byte 1
Depending on what has been requested in CVC_to_TC_3.Byte 1 and the result of the
consequent action, this reply code can have several values:
- echo of CVC_to_TC_3.byte1 in normal situations
- 7B(hex) = a request to write a new value to a configuration set parameter was sent, but the
machine conditions to allow this where not fulfilled! These machine conditions
are the ones described in paragraph 5.1.
To retry the write operation of the configuration set parameter, make sure that
these conditions are fulfilled first.
- 7C(hex) = a request to write a new value to a configuration set parameter was sent and the
value was accepted, but the writing to flash memory was not possible because
another write operation to flash memory was still busy.
A possible cause is that 2 write operations were requested within a very short
time. Please repeat the request again later.
REMARK: Writing to flash memory can easily take a few hundred milliseconds.
Respecting a time delay between to write requests of minimum 500 ms is
recommended.
- 7D(hex) = a request to write a new value to a configuration set parameter was sent BUT
the value was not accepted because it is not within the allowed range!
Make sure to specify a value within the allowed range (see the minimum –
maximum values further)
- 7E(hex) = a request was made containing a non-existing index to a configuration set
parameter. Make sure to use only supported index values (see list in paragraph
5.5.4).
- 7F(hex) = There is no valid configuration set selected at this moment, so no request on any
configuration set parameter can be handled.
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
When a write request was sent, the active value will be the new requested value in case the new
value was accepted.
Identical to requested values in CVC_to_TC_3.byte2-3, please refer to the table in paragraph
5.5.4 for specific scaling factors of certain parameter values.
REMARK: When a problem results in having no value to return at all, TC_to_CVC_3.byte2-3 will
contain FFFF (hex). This is the case with TC_to_CVC_2.byte1 being 7B(hex), 7E(hex) and
7F(hex).
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TC_to_CVC_2.byte
NO
Valid configuration set 0 1 2 3 4 5 6 7
active ? 81h 7Fh FFh FFh FFh FFh FFh FFh
YES
TC_to_CVC_2.byte
Valid parameter index? NO
0 1 2 3 4 5 6 7
CVC_to_TC_3.byte1.bit0-6
81h 7Eh FFh FFh FFh FFh FFh FFh
YES
NO Write Request?
CVC_to_TC_3.byte1.bit7
YES
TC_to_CVC_2.byte
NO
Machine conditions OK? 0 1 2 3 4 5 6 7
81h 7Bh FFh FFh FFh FFh FFh FFh
YES
TC_to_CVC_2.byte
NO
New value in allowed range? 0 1 2 3 4 5 6 7
CVC_to_TC_3.byte2-3 81h 7Dh Act value Min value Max value
YES
Set active value to new value
TC_to_CVC_2.byte
NO
Writing to flash memory allowed? 0 1 2 3 4 5 6 7
81h 7Ch Act value Min value Max value
YES
TC_to_CVC_2.byte
0 1 2 3 4 5 6 7
81hTHISXXh
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INFORMATION, EITHERMin value MaxORvalue
ELECTRONICALLY
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Where XXh = echoTO of
REVIEW / RESPOND AS REQUESTED.
CVC_to_TC_3.byte1
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
REMARK: All TCON.H’s are programmed with a data file when they are delivered to the
customer. By default the first configuration set (index = 0) will be activated!
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
- It is strongly recommended to check if the new selected value for the parameter has indeed
been accepted by interpreting the TCON.H reply message. If this reply is not used as an
acknowledgement for the write request, it could occur that a requested value is not accepted
for some reason. This would result in a behavior on the machine not corresponding to what
the user thought had been selected!
- For automatic setting of specific parameters at power up of the machine, an automatic loop
could be programmed in the vehicle control software. This could check the actual value of
some parameters, check it to a desired value and if these do not correspond, the desired
value can be written. Again make sure to interpret the TCON.H reply message to see if the
newly requested value was accepted.
- If such a loop for writing different values would be used, it is possible that the writing to flash
memory in the TCON.H is still busy for one parameter when a second write request is
already coming in. Because of the relatively slow process of writing to flash memory, a
minimum interval of 500 ms between 2 write operations is recommended. However, if this
interval would not be respected, this cannot cause any damage. The TCON.H will simply
deny the new value and report the corresponding code indicating writing to flash memory is
not possible at that time. In that case just wait for a short period (e.g. 200 ms) and try again.
- The specific codes in the TCON.H reply messages can be used to notify the user through a
display if there would be a problem with accepting any desired value, so the appropriate
action can be taken.
- IMPORTANT: Remember that even after successfully writing new values to these
parameters of the configuration, they will only be activated after a reboot of the TCON.H (a
restart of the machine). Also note that the engine of the machine does not have to be
running to set new values to these parameters, so just turning the key contact on is
sufficient to manage the desired parameters.
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
CHAPTER 3:
TCON.H CAN EDI
Protocol
Description
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USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
1 General
2 Proprietary messages vs Standard messages
Where possible, the standard messages as provided by the SAE J1939 standard are used.
However, a lot of transmission application specific information is not provided in any of the
standard messages.
As the J1939 standard leaves room for proprietary messages to implement exchange of data that
is not provided in standard messages, a number of these proprietary messages have been
implemented by DANA.
Within these DANA proprietary messages, the normal rules of the J1939 regarding parameter
ranges etc. are respected whenever possible.
REMARK: to keep the bus load to a minimum, sometimes these proprietary messages can
contain information that is also available in different standard messages.
3 Interface
This interface complies electrically with ISO11898.
The application software supports sending and receiving messages according to the SAE/J 1939
format. The bit rate typically is 250.000 bits per second.
Additionally the TCON.H supports data acquisition and parameter editing using the CAN
communication interface.
4 Repetition rate
For each message listed below, the priority part of the message identifier is set to the default
recommended value.
However, if a specific application would require using a different priority for any of the supported
messages - both proprietary and standard - this can be modified by DANA upon request.
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Value Detail
Byte 0 Bit 0 Direction
Bit 1 selection
Shift lever position (if not used : all bits should be 1)
Bit 2 0 Bit 1 Bit 0 Bit 6 Bit 5 Bit 4
Bit 3 0 0 0 : neutral 0 0 1 : 1st
Bit 4 0 1 : forward 0 1 0 : 2nd
Range
Bit 5
selection 1 0 : reverse 0 1 1 : 3rd
th
Bit 6 1 0 0 :4
Bit 7 Fault state of Bit 7
shift lever 0 : no fault detected on shift lever
1 : fault detected on shift lever (neutral will be forced)
Byte 1 Bit 8 Selection :
automatic/manual
Auto/manual shift (if not used : all bits should be 1)
0 : manual shift mode – 1 : automatic shift mode
Bit 9
Inching enable/disable (if not used : all bits should be 1)
Inching enable
Bit 10
Bit 10 Bit 9
0 0 : inching disabled
0 1 : inching enabled
1 0 : reserved
1 1 : function not supported over CAN
Bit 11
Bit 12
Neutral lock (if not used : all bits should be 1)
Neutral lock
Bit 12 Bit 11
0 0 : not locked
0 1 : locked in neutral
1 0 : reserved
1 1 : function not supported over CAN
Bit 13
Parking brake (if not used : all bits should be 1)
Parking brake
Bit 14
Bit 14 Bit 13
0 0 : parking brake off
0 1 : parking brake on
1 0 : reserved
1 1 : function not supported over CAN
Bit 15 1 Reserved
Byte 2 Bit 16
Throttle pedal position (if not used : all bits should be 1)
0= 0%
Throttle pedal
100 = 100 %
position
100 = 100 %
position
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Value Detail
Bit 33
Bit 33 Bit 32
0 0 : 2 Wheel Drive
0 1 : 4 Wheel Drive
1 0 : reserved
1 1 : function not supported over CAN
Bit 34
Low/High Range (if not used : all bits should be 1)
Low/High Range
Bit 35
Bit 33 Bit 32
0 0 : High Range
0 1 : Low Range
1 0 : reserved
1 1 : function not supported over CAN
Bit 36
Operator seated detection (if not used : all bits should be 1)
Bit 37
Operator Bit 37 Bit 36
seated 0 0 : operator is not seated
detection 0 1 : operator is seated
1 0 : reserved
1 1 : function not supported over CAN
Bit 38
Inhibit upshifting (if not used : all bits should be 1)
Bit 39
… 0 = 0 km/h
80 = 80 km/h
Bit 47 255 = measurement not supported
Byte 6 Bit 48
Start in 1st / start in 2nd (if not used : all bits should be 1)
Start 2nd / start
Bit 49
Bit 49 Bit 48
: 1st gear starting request
st
0 0
1
disable
Bit 51 Bit 50
0 0 : reduced vehicle speed limit disabled
0 1 : reduced vehicle speed limit requested
1 0 : reserved
1 1 : function not supported over CAN
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Bit 52
Vehicle speed enhanced resolution
Vehicle speed
Bit 53
(if not used : all bits should be 1)
enhanced
resolution
Bit 53 Bit 52
0 0 : vehicle speed enhanced resolution disabled (1kph/mph)
0 1 : vehicle speed enhanced resolution requested (0,2 kph/mph)
1 0 : reserved
1 1 : function not supported over CAN
Bit 54 1 Reserved
Bit 55 1 Reserved
Byte 7 Bit 56
Hydraulic lever position (if not used : all bits should be 1)
Hydraulic lever
… 0= 0%
position
100 = 100 %
254 = fault related to hydraulic lever position sensing
Bit 63
255 = measurement not supported
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…
Byte 1 Conversion : axle ratio = ( byte 2 * 256 + byte 1) / 1024
Bit 15
Byte 2 Bit 16
Tire size (if not used : all bits should be 1)
Tire size
…
Conversion : rolling radius = byte 3 * 4 [mm]
Bit 23
Byte 3 Bit 24
… FF(Hex)
Reserved (all bits should be 1)
Bit 31
Byte 4 Bit 32
Maximum engine speed (if not used : all bits should be 1)
Maximum engine
…
0 = 500 RPM
252 = 3020 RPM
253 = 0 RPM
254 = fault related to engine speed sensing
Bit 39 255 = reserved
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Byte 5 Bit 40
Reduced vehicle speed (if not used : all bits should be 1)
speed limit
Reduced
vehicle
…
0 = 0 km/h
80 = 80 km/h
Bit 47
255 = measurement not supported
Byte 6 Bit 48 FF(Hex)
…
Reserved (all bits should be 1)
Byte 7 Bit 63 FF(Hex)
Unlike all other messages supported by the TCON.H and described in this
manual, the CVC_to_TC_3 and the TC_to_CVC_2 are linked together. They
form a “send-receive” system, where CVC_to_TC_3 is used to send a request to
the TCON.H, which in return will send the TC_to_CVC_2 as reply.
The CVC_to_TC_3 message is a request message that is used for reading and writing a wide
range of data in a non-cyclic way.
Most data that can be accessed through this message can be labelled as so called ‘setup’
information that is not actually needed to operate the machine, but determines the way the
machine will function.
The flexibility of this message is in the fact that byte 0 determines the action request of the
message. Byte 0, the request code, is in fact a code to determine what the action of the
TCON.H controller will be. Depending on the request code, bytes 1 to 7 will have a different
meaning.
For some request codes bytes 1 to 7 will be irrelevant, for other some or all of these bytes will
contain extra detailed information necessary for the request.
With most request codes, sending this message to the TCON.H will result in a reply message,
always being the message TC_to_CVC_2. The contents of this message will also be
dependant on the request code that was sent in the CVC_to_TC_3 message (see description
further).
Following paragraphs will list all possible request codes for this CVC_to_TC_3 message,
divided into several parts:
- request codes that are purely data request where only a code in byte 0 is needed and bytes 1
to 7 will be irrelevant
- request codes where extra information needs to be specified to the TCON.H, so some or all
of bytes 1 to 7 will contain that extra information. These request codes are described
separately in more detail to explain the specific meaning of the bytes other than byte 0.
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This message specification is valid for CVC_to_TC_3 regardless of the used request type
(byte 0).
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Request code
a specified new value of some vehicle info parameters.
... For the description of the reply format, see paragraph 6.2.2.
Supported values :
05(Hex) = Transmission serial number
Bit 7 06(Hex) = Vehicle ID
Byte 1 Bit 8
Read Request:
For sending a request for the current value only, set all bits to 1
Byte 2 (= all bytes to FF(Hex) )
Set value:
Byte 3
05(Hex) = Transmission serial number
Byte 1 – 4 : ASCII serial number prefix (example : CBEA)
Byte 4 Each byte represents the ASCII code value of 1 character of
…
the prefix
Byte 5 – 7 : serial number (example : 123456)
Byte 5
Serial number = byte 7 * 216 + byte 6 * 28 + byte 5
Note : the serial number can be anything but 255
Byte 6
06(Hex) = Vehicle ID
Byte 7 Byte 2 – 8 : ASCII vehicle ID string
Note : the vehicle ID can be anything but 255
Bit 63
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Request code
For the description of the reply format, see paragraph 6.2.3.
…
Supported values :
10(Hex) = 1st active error info
11(Hex) = next active error info
12(Hex) = 1st inactive error info
13(Hex) = next inactive error info
Bit 7 14(Hex) = clear inactive errors buffer
In the TCON.H, several errors can be active at the same time. These active errors can be read
from a buffer where the errors are presented in order of priority.
To read the error with the highest priority, simply send the request code 10(Hex) in CVC_to_TC_3.
For reading the rest of the active errors, repeat sending the request code 11(Hex) in CVC_to_TC_3.
As long as there are active errors present, the TCON.H will reply the error info. When there are no
more errors present, the TCON.H will reply a code indicating this (see paragraph 6.2.3)
To repeat reading all the active errors, simply send the request code 10(Hex) in CVC_to_TC_3
again, followed by repeating request code 11(Hex) in CVC_to_TC_3 until no more error info is
present.
The same principle is used for keeping track of inactive errors. These are errors that have been
active before, but are no longer present.
Similar to reading the active errors, send the request code 12(Hex) in CVC_to_TC_3 to read the
inactive error with the highest priority, followed by request code 13(Hex) in CVC_to_TC_3 until no
more error info is present to read the other inactive errors.
One more extra request type, 14(Hex) , is provided to clear all error info from the inactive error
buffer. So once this error info has been read and/or processed, it can be cleared.
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REMARK: when repeating the request codes for reading the error info from the TCON.H, a rate of
100 ms or more is recommended, to avoid unnecessary high load on the CAN-bus and the
TCON.H.
Byte 1 Bit 8
Command code
Command
…
code
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Request code
…
Supported values :
20(Hex) = throttle pedal calibration
21(Hex) = brake pedal calibration
22(Hex) = transmission calibration
23(Hex) = abort calibration in process
24(Hex) = servo feedback calibration
25(Hex) = hydraulic lever calibration
26(Hex) = transmission heating mode
REMARK: before these request codes can be accepted, the
display mode of the TCON.H has to be set to ‘calibration mode’
Bit 7 (see paragraph 5.3.10)
Byte 1 Bit 8
Command code
Calibration types handling
For the request codes 20(Hex), 21(Hex), 22(Hex), 24(Hex) and 25(Hex) the command
code can be the following:
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Request code
… 52(Hex) = statistic shifts to/in NEU 5B(Hex) = statistic overspeed in NEU
53(Hex) = statistic shifts to/in F1 5C(Hex) = statistic overspeed in F1
54(Hex) = statistic shifts to/in F2 5D(Hex) = statistic overspeed in F2
55(Hex) = statistic shifts to/in F3 5E(Hex) = statistic overspeed in F3
56(Hex) = statistic shifts to/in F4 5F(Hex) = statistic overspeed in F4
57(Hex) = statistic shifts to/in R1 60(Hex) = statistic overspeed in R1
58(Hex) = statistic shifts to/in R2 61(Hex) = statistic overspeed in R2
59(Hex) = statistic shifts to/in R3 62(Hex) = statistic overspeed in R3
5A(Hex) = statistic shifts to/in R4 63(Hex) = statistic overspeed in R4
Bit 7 64(Hex) = statistic temperature limit
Byte 1 Bit 8
Command code
Read Request: FF(Hex)
Command code
For reading the current statistics value, set all bits to 1 (= byte
to FF(Hex) )
… Reset value:
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Request code
For the description of the reply format, see paragraph 6.2.9.
…
Supported values :
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Request code
in the TCON.H, overriding the standard user display.
… For the description of the reply format, see paragraph 6.2.10.
Supported values :
Byte 1 Bit 8
Display type
This byte specifies the requested display mode.
Supported values :
00(Hex) = normal display mode
Display type
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Request code
configuration sets.
For the description of the reply format, see paragraph 6.2.11.
…
For a detailed description of correct usage of this code, refer to
chapter 2 paragraph 5.2.
Supported values :
Bit 7 80(Hex) = configuration set selection
Byte 1 Bit 8
Command code
Command
Supported values :
code
…
00(Hex) = read request: just read the currently active configuration set
01(Hex) = write request to select a specified configuration set
Bit 15
Byte 2 Bit 16
Configuration set index
Configuration Set
… If the command code is to select a configuration set, the index of the desired
configuration set is specified here, else this byte is not relevant and is set to
FF(Hex).
Bit 23
Byte 3 Bit 24 FF(Hex) (all bits should be 1)
Byte 4 FF(Hex)
These bytes have no relevance with the request types described above
Byte 5 … FF(Hex) To avoid any confusion and following the principle of the SAE J1939
Byte 6 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 7 Bit 63 FF(Hex)
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Request code
of the reply format, see paragraph 6.2.12.
… For a detailed description of correct usage of this code, refer to
chapter 2 paragraph 5.5.
Supported values :
81(Hex) = configuration set parameter handling
Bit 7
Byte 1 Bit 8
Bit 9
Parameter Index
Bit 10 Here the index value is be specified to the parameter that needs to be
Parameter
Bit 11 addressed.
Index
Bit 12
Bit 13 For a detailed description of this index value, refer to the table in
Bit 14 chapter 2 paragraph 5.5.4.
Bit 15
Read / Write Command Code
Request
This bit 15 determines wetter it is desired to just read the addressed parameter
value or set a new value:
0 : just read current value of the addressed parameter
1 : write new value to the addressed parameter
Byte 2 Bit 16
New Parameter Value
(if read request, all bits should be 1)
New Parameter Value
If the command code request for a new value to be written to the addressed
parameter, the new value is specified here as follows:
Byte 3
… New Parameter Value = byte2 + byte3 x 256
The exact meaning of this value depends on the parameter being addressed
and is listed in the table in chapter 2 paragraph 5.5.4.
For just reading the current value of the addressed parameter, set this byte to
FF(Hex).
Bit 31
Byte 4 Bit 32 FF(Hex) (all bits should be 1)
Byte 5 FF(Hex) These bytes have no relevance with the request types described above
… To avoid any confusion and following the principle of the SAE J1939
Byte 6 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 7 FF(Hex)
Bit 63
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Some of the request codes in the available range of byte0 in CVC_to_TC_3 are
exclusively reserved for use by DANA applications!
These codes are not to be used by any device for other purposes, so be sure not
to use these codes when integrating the TCON.H in a CAN bus network!
Value Detail
Byte 0 Bit 0
DANA Reserved Request code
The following codes are exclusively reserved for DANA
applications and are not to be used by any other device!
1A (Hex)
1B (Hex)
1C (Hex)
1D (Hex)
DANA Reserved Request code
3A (Hex)
… 3B (Hex)
3C (Hex)
3D (Hex)
50 (Hex)
7F (Hex)
82 (Hex)
83 (Hex)
90 (Hex)
A0 (Hex)
Bit 7 AA (Hex)
AB (Hex)
Byte 1 Bit 8
Byte 2
DANA Reserved
DANA Reserved
Byte 3
…
Byte 4
Byte 5
Byte 6
Byte 7 Bit 63
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Bit 4 0 1 : forward 0 1 0 :2
nd
Gear rd
Bit 5 1 0 : reverse 0 1 1 :3
Position th
Bit 6 1 0 0 :4
Bit 7 Fault State Bit 7
Transmission 0 : no fault detected on transmission control outputs
Control Outputs 1 : fault detected on transmission control outputs
Byte 1 Bit 8 Direction
Bit 9 selection
Coded shift lever position
Bit 10 0 Bit 9 Bit 8 Bit 14 Bit 13 Bit 12
Bit 11 0 0 0 : neutral 0 0 1 :1
st
Bit 12 0 1 : forward 0 1 0 :2
nd
Range rd
Bit 13 1 0 : reverse 0 1 1 :3
Selection th
Bit 14 1 0 0 :4
Bit 15 Fault state of
shift lever
Bit 15
0 : no fault detected on shift lever
1 : fault detected on shift lever (neutral will be forced)
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Value Detail
Byte 2 Bit 16
Vehicle speed
if no enhanced resolution (see CVC_to_TC_1 byte 7)
Conversion : vehicle speed = byte 2 [km/h] or [Mph]
if enhanced resolution (see CVC_to_TC_1 byte 7)
Vehicle speed
Conversion : vehicle speed = byte 2 * 0.2 [km/h] or [Mph]
… 0 = 0 km/h or Mph
250 = 250 or 50 km/h or Mph (see CVC_to_TC_1 byte 7)
254 = fault related to the vehicle speed sensing
255 = reserved
Note : the speed is expressed in km/h or Mph, which is determined by a
parameter setting in the GDE tool. Standard is km/h, but using the
Bit 23 configuration sets allows the speed displaying to be converted to Mph.
Byte 3 Bit 24
Engine speed
Conversion : engine speed = byte 3 * 10 + 500 [RPM]
Engine speed
0 = 500 RPM
…
252 = 3020 RPM
253 = 0 RPM
254 = fault related to the engine speed sensing
Bit 31 255 = reserved
Byte 4 Bit 32
Transmission temperature
Transmission
0 = - 50 ° C
…
253 = + 203 ° C
254 = fault related to the temperature sensing
255 = reserved
Bit 39
Byte 5 Bit 40
Throttle pedal position
Throttle pedal
0= 0%
… 100 = 100 %
254 = fault related to throttle pedal position sensing
255 = measurement not supported
Bit 47
Byte 6 Bit 48
Brake pedal position
Brake pedal
0= 0%
… 100 = 100 %
254 = fault related to brake pedal position sensing
255 = measurement not supported
Bit 55
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Value Detail
Byte 7 Bit 56
Automatic
Auto/manual mode
/ manual 0 : manual mode
1 : automatic mode
Bit 57
Warning light
Warning light state
state 0 : normal driving
1 : warning
Bit 58
Bit 59 Operating mode
Operating mode
Bit 60 Bit 60 Bit 59 Bit 58
0 0 0 : manual mode only
0 0 1 : automatic/manual mode
0 1 0 : automatic & standard inching mode
0 1 1 : reserved
1 0 0 : limphome mode
1 0 1 : transmission shutdown
1 1 0 : calibration mode
1 1 1 : reserved
Bit 61
Shift in progress
Shift in progress
0 : steady state
1 : a shift is currently in progress
Bit 62
Fault state
Fault state
0 : no fault is currently present
1 : there is a fault active
Bit 63
Old fault state
Old fault state
0 : no inactive fault is currently present
1 : there has been a fault, which was not shown before
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This message specification is valid for TC_to_CVC_2, regardless of the reply type (byte
0), which is always an echo of the request code from the corresponding CVC_to_TC_3.
Unlike all other messages supported by the TCON.H and described in this
manual, the CVC_to_TC_3 and the TC_to_CVC_2 are linked together. They form
a “send-receive” system, where CVC_to_TC_3 is used to send a request to the
TCON.H, which in return will send the TC_to_CVC_2 as reply.
Please also refer to paragraph 5.3.1 for further details.
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Byte 1 Bit 8
Requested data
… …
The format of the requested data in the reply is naturally
Byte 7 Bit 63 dependant on the reply code:
00(Hex) = controller serial number
05(Hex) = Transmission serial number
Byte 1 – 4 : ASCII serial number prefix (example : CBEA)
Each byte represents the ASCII code value of 1 character of the prefix
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The speed values are coded with 12 bit precision and 8 Hz resolution.
Conversion :
sensor 0 = ( byte 1 + (( byte 2 & 0F(hex) ) * 256 )) * 8 [Hz]
sensor 1 = ((( byte 2 & F0(hex) ) / 16 )) + ( byte 3 * 16 )) * 8 [Hz]
sensor 2 = ( byte 4 + (( byte 5 & 0F(hex) ) * 256 )) * 8 [Hz]
sensor 3 = ((( byte 5 & F0(hex) ) / 16 )) + ( byte 6 * 16 )) * 8 [Hz]
Note : the ‘&’ operator used above, is the bitwise AND operator (as
‘&’ in the C language).
0= 0 Hz
1021 = 8168 Hz
1022 = fault related to the speed sensing
1023 = measurement not supported
Byte 7 : reserved
REMARK:
Dependant on the hardware platform (see technical leaflet), there are some
resistive measurements, so conversion to voltage is only the first step to
know the correct resistive value.
After conversion to voltage as described above, an extra calculation is
needed on these inputs:
resistive value = (3000 * voltage value) / (8000 – voltage value) [Ohm]
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0 = 0 mA ( 0 %)
253 >= 1012 mA ( 99 %)
254 = fault related to the analogue output
255 = measurement not supported
Byte 2 = AnaOut 1 current
Conversion see above ( replace byte 1 by byte 2 )
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Reply code
request that was sent.
…
Supported values :
10(Hex) = 1st active error info
11(Hex) = next active error info
12(Hex) = 1st inactive error info
13(Hex) = next inactive error info
Bit 7 14(Hex) = clear inactive errors buffer
Byte 1 Bit 8
Fault Area (example: error = 60.01 => fault area =60)
The fault area is the first part of the full error code defining a fault.
Fault Area
…
Fault area representation is limited to 2 characters, so fault
area values higher than 100 have to be represented in their
hexadecimal format!
Example: exceed parameter code E1.01: fault area = 225 = E1(Hex) (show this).
Bit 15
Byte 2 Bit 16
…
Fault Type (example: error = 60.01 => fault type =01)
Type
Fault
The fault type is the second part of the full error code defining a fault.
Bit 23
Byte 3 Bit 24
Number of Occurrences
occurrences
Number of
… The fault area is the first part of the error code defining a fault, indicating the
Byte 4 area of the fault.
Byte 5 Bit 40
Time Ago
Time Ago
… Time ago indicates how long the fault has last been active. If the last
Byte 6 occurrence was more than 36 hours ago, 36 hours is reported.
Byte 7 Bit 56
Fault Severity
Byte 7 : fault severity
Fault Severity
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If no more active or inactive errors are present, the fault area and fault type will be
FF(Hex) (see also description paragraph 5.3.5).
For a more detailed description about the error info, please refer to chapter 4.
6.2.4 TC_to_CVC_2: Calibration Control: Analog Input Signals
Value Detail
Byte 0 Bit 0
Reply Code
When a calibration request has been accepted, TC_to_CVC_2 will
be sent each 100 ms as long as the calibration mode is active.
For a detailed description of correct usage of this codes, refer to
Reply code
Byte 2 Bit 16
… 00(Hex) Reserved = 00(Hex)
Bit 23
Byte 3 Bit 24
Calibration ASCII Code
ASCII Code
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Byte 5 Bit 40
User Intervention
This code specifies the action required by the user during the running
calibration:
00(Hex) : no action required – do nothing
User intervention
01(Hex) : push pedal, lever,… of anlog input signal
02(Hex) : release pedal, lever,… of anlog input signal
… 03(Hex) : select neutral
04(Hex) : select forward
05(Hex) : stop vehicle (vehicle movement detected)
06(Hex) : heat up transmission (temperature too low)
07(Hex) : engine speed control busy – do nothing
08(Hex) : hold pedal, lever,… of anlog input signal in current position
09(Hex) : check error code
0A(Hex) : apply parking brake
Bit 47
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Byte 6 Bit 48
Analog Input
Analog Input Value
…
Byte 7 value The measured value of the analog input signal being calibrated:
8
Bit 63 Conversion: Analog input value = (byte6 + byte 7 * 2 ) [mV or Ohm]
…
For a detailed description of correct usage of this code, refer to
the chapter 1 paragraph 5.4.1.
Supported values :
Bit 7 26(Hex) = transmission heating mode
Byte 1 Bit 8
… Heating mode
Heating Mode State
state 00(Hex) : minimum required transmission temperature not reached yet
Bit 15 01(Hex) : minimum required transmission temperature reached
Byte 2 Bit 16
… Measured
Measured Temperature
temperature Conversion: Temperature = byte6 - 50 [°C]
Bit 23
Byte 3 Bit 24
…
Minimum Minimum Required Temperature
required
temperature Conversion: Temperature = byte6 - 50 [°C]
Bit 31
Byte 4 Bit 32 FF(Hex) Reserved = FF(Hex)
Byte 5 FF(Hex) Reserved = FF(Hex)
…
Byte 6 FF(Hex) Reserved = FF(Hex)
Byte 7 Bit 63 FF(Hex) Reserved = FF(Hex)
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Reply code
mode is active.
…
For a detailed description of correct usage of this code, refer to
the chapter 1 paragraph 5.4.2.
Supported values :
Bit 7 22(Hex) = transmission calibration
Byte 1 Bit 8
Calibration Phase Number
Phase Number
Byte 2 Bit 16
Calibration Subphase Number
Subphase
This is just a counter indicating the progress of the iteration process of the
Number
Byte 3 Bit 24
Calibration ASCII Code
ASCII code value of a character representing the clutch being calibrated:
ASCII Code
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Byte 5 Bit 40
User Intervention
This code specifies the action required by the user during the running
calibration:
00(Hex) : no action required – do nothing
User intervention
01(Hex) : push the throttle pedal to increase the engine speed
02(Hex) : release the throttle pedal to decrease the engine speed
… 03(Hex) : select neutral
04(Hex) : select forward
05(Hex) : stop vehicle (vehicle movement detected)
06(Hex) : heat up transmission (temperature too low)
07(Hex) : engine speed control busy – do nothing
08(Hex) : keep the throttle pedal in its current position
09(Hex) : check error code (see bytes 6 – 7)
0A(Hex) : apply parking brake
Bit 47
Byte 6 Bit 48
Error code
Calibration Error Code
In case the calibration encountered an error, the corresponding code is shown
in these bytes. This information is only valid when byte5 = 09(Hex) !
…
Conversion: error code = byte6 + “.” + byte 7
Byte 7
When there are error codes to be checked during the automatic
transmission calibration, it is recommended to keep track of these
Bit 63
errorcodes and contact a DANA Service representative.
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Byte 4 Bit 32
Calibration Status
Status
… Value indicating that calibration is aborted:
Bit 39 00(Hex) : Calibration not active
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Reply code
… 52(Hex) = statistic shifts to/in NEU 5B(Hex) = statistic overspeed in NEU
53(Hex) = statistic shifts to/in F1 5C(Hex) = statistic overspeed in F1
54(Hex) = statistic shifts to/in F2 5D(Hex) = statistic overspeed in F2
55(Hex) = statistic shifts to/in F3 5E(Hex) = statistic overspeed in F3
56(Hex) = statistic shifts to/in F4 5F(Hex) = statistic overspeed in F4
57(Hex) = statistic shifts to/in R1 60(Hex) = statistic overspeed in R1
58(Hex) = statistic shifts to/in R2 61(Hex) = statistic overspeed in R2
59(Hex) = statistic shifts to/in R3 62(Hex) = statistic overspeed in R3
5A(Hex) = statistic shifts to/in R4 63(Hex) = statistic overspeed in R4
64(Hex) = statistic temperature limit
Bit 7
Byte 1 Bit 8
Statistics Counter
Counter value indicating the number of occurrences:
Statistics counter
Byte 3 Conversion:
Counter = ( byte 3 * 216 + byte 2 * 28 + byte 1 )
Bit 31 0 .. 4094 : valid counter value
4095 : statistics counter not available
Byte 4 Bit 32
Statistics Timer
Counter value indicating the number of occurrences:
Statistics timer
Byte 5
52(Hex) – 5A(Hex) = time spent in the addressed gear
… 5B(Hex) – 63(Hex) = time of overspeed state in the addressed gear
Byte 6 64(Hex) = time of overtemperature state
Conversion:
Byte 7 Timer = ( byte 7 * 224 + byte 6 * 216 + byte 5 * 28 + byte 4 ) / 10 [s]
Bit 63
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Reply code
… Use this code as an identification to check if it is the answer to the
request that was sent.
Supported values :
Bit 7
70(Hex) = TCON.H user interface
Byte 1 Bit 8
… FF(Hex) Reserved = FF(Hex)
Bit 15
Byte 2 Bit 16 7 segment LED digit 1 (= most left)
bit 16 = segment A : 0 = not lit / 1 = lit
7 segment LED
Byte 3 Bit 24 rd
7 segment LED digit 2 (= 3 of right)
bit 24 = segment A : 0 = not lit / 1 = lit
7 segment LED
A
bit 25 = segment B : 0 = not lit / 1 = lit
digit 2
Byte 4 Bit 32 nd
7 segment LED digit 3 (= 2 of right)
A bit 32 = segment A : 0 = not lit / 1 = lit
7 segment LED
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7 segment LED
A
bit 41 = segment B : 0 = not lit / 1 = lit
digit 4
… F B bit 42 = segment C : 0 = not lit / 1 = lit
G
bit 43 = segment D : 0 = not lit / 1 = lit
E C bit 44 = segment E : 0 = not lit / 1 = lit
D bit 45 = segment F : 0 = not lit / 1 = lit
D bit 46 = segment G : 0 = not lit / 1 = lit
Bit 47 bit 47 = segment DP : 0 = not lit / 1 = lit
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Reply code
Use this code as an identification to check if it is the answer to the
…
request that was sent.
Supported values:
Bit 7 71(Hex) = select display mode
Byte 1 Bit 8
Display type
Echo of code of the requested display mode .
Use this code as an identification to check if the requested display
mode was accepted.
Supported values :
Display type
…
00(Hex) = normal display mode
01(Hex) = display test mode
02(Hex) = on/off input test mode
03(Hex) = analogue input test mode
04(Hex) = speed sensor test mode
05(Hex) = output test mode
06(Hex) = voltage test mode
09(Hex) = calibration mode
Bit 15
Byte 2 FF(Hex)
Bit 16
Byte 3 FF(Hex)
Byte 4 … FF(Hex) Reserved = all bytes are FF(Hex)
Byte 5 FF(Hex)
Byte 6 FF(Hex)
Byte 7 Bit 63 FF(Hex)
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Reply code
request that was sent.
…
For a detailed description of correct usage of this code, refer to
chapter 2 paragraph 5.3.
Supported values:
80(Hex) = configuration set selection
Bit 7
Byte 1 Bit 8
Command Acceptance code
acceptance code
accepted or not:
…
00(Hex) = read request of currently active configuration set accepted
01(Hex) = write request to select a specified configuration set accepted
FF(Hex) = write request to select a specified configuration set NOT accepted
Bit 15
Byte 2 Bit 16
New selected configuration set index
New Configuration Set
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Reply code
…
request that was sent.
For a detailed description of correct usage of this code, refer to
chapter 2 paragraph 5.6.
Supported values:
Bit 7 81(Hex) = configuration set parameter handling
Byte 1 Bit 8
Parameter Index Acceptance
Normally this is an echo of the addressed parameter index of CVC_to_TC_3
(byte1), but a special code can be replied if there was a problem with the
request:
00(Hex) - 80(Hex) = index to a valid configuration set parameter (see list in
Index Acceptance
7B(Hex) = writing a new value not accepted because machine conditions not
… fulfilled
7C(Hex) = writing a new value not accepted because previous write operation
not completed yet
7D(Hex) = writing a new value not accepted because specified value is not
within the allowed range
7E(Hex) = read/write request not accepted because a non-existing configuration
set parameter was addressed
7F(Hex) = read/write request not accepted because there is no valid
Bit 15 configuration set currently activated
Byte 2 Bit 16
Active Parameter Value
Parameter
Active
Value
Value
Value
1) The exact meaning of the replied active, minimum and maximum value depends on the
parameter being addressed and is listed in the table in chapter 2 paragraph 5.5.4.
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2) The replied active, minimum and maximum value will be FFFF(Hex) in case there is a problem
with the addressing of the configuration set parameter (see parameter index acceptance codes
in byte 1)
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by APC *
Conversion: impeller torque = byte0 + (byte1 x 256) [Nm]
Byte 1 …
0 – 64255 (FAFF(hex)) = valid signal range
65279 (FEFF(hex)) = fault related to impeller torque calculation
65535 (FFFF(hex)) = measurement not supported
Bit 15
Byte 2 Bit 16
Turbine Torque
Actual turbine torque (torque produced by torque converter and transferred to
Turbine Torque
…
Byte 7 FF(Hex) Reserved = FF(Hex)
Bit 63
* Impeller and turbine torque are values that are calculated by the APC based on speed ratio measurement and the
theoretical torque converter characteristics. Therefore these values are approximate and should not be considered as
precise torque measurements.
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Bit 9
Bit 10 Conversion: pedal position = byte 1 * 0.4 [%]
position
Bit 11
Bit 12
Bit 13
Bit 14
Bit 15
Byte 2 Bit 16
Bit 17
Load at current speed (*)
Load at current
Bit 19
Bit 20
Bit 21
Bit 22
Bit 23
Byte 3 Bit 32 FF(Hex) (all bits should be 1)
Byte 4 FF(Hex)
These bytes are not defined.
Byte 5 … FF(Hex) To avoid any confusion and following the principle of the SAE J1939
Byte 6 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 7 Bit 63 FF(Hex)
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torque
Bit 15
Byte 2 Bit 16
Engi Actual engine
Bit 23
Byte 3 Bit 24
spee
Engine speed
ne
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Bit 39
Byte 5 Bit 40 FF(Hex) (all bits should be 1)
These bytes are not defined.
Byte 6 … FF(Hex) To avoid any confusion and following the principle of the SAE J1939
standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 7 FF(Hex)
Bit 63
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The programmable electronic device part of the control system was designed and developed in close
adherence to ISO 61508.
2 Safety concept
2.1 General
The OEM provides information about the safety requirements specification (including the different
safety functions with their required performance level, ..) coming out of the risk assessment done
for the application to be used on the off-highway vehicle.
The safety concept is based on the control system's safety classification according to ISO 61508
and on the definition of the Fail Safe State for a power shift transmission used in off-highway
vehicles .
Safety classes applicable to TCON.H require considering single faults affecting driver safety and a
redundant method to achieve the fail-safe state in case of a single safety critical fault.
The fail-safe state (to be attained when all else fails) is:
- Fail to Neutral
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 TCON.H 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. Details are mentioned on the
application specific wiring diagram.
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The TCON.H 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.
In the realistic environment of a vehicle, electrical signals connected to the TCON.H are not
always perfect.
Although correct wiring should ensure good signal stability (see also hardware documentation and
wiring diagram), there can always be noise, glitches and peaks on an electrical signal.
To avoid that the TCON.H is extremely sensitive to the slightest electrical disturbance of a signal,
error debouncing is used (on top of any signal filtering that might already be done in the hard- and
software).
Further distinction will be made based on the severity of the error:
o Safety critical errors will have more sensitive debouncing settings, to ensure good
reactivity to prevent unsafe system behaviour.
o Errors that are not safety critical can have less sensitive debouncing settings, making
the TCON.H more tolerant but less reactive to errors (generally 0.3 seconds)
Some faults are tolerated but the performance of the system is degraded (limphome mode) when
the fault persists.
3 Considered faults
- Excess voltage
- Low voltage
- Internal faults
- Program out of control
- Pressure feedback fault
- Single faults on outputs
- Incorrect input patterns
- Intermittent power loss
- Speed sensor faults
- Analogue sensor failure
- CAN communication errors
REMARK: A special case of error codes are the so called 'Exceed Parameter' codes. These are
not so much codes that report a problem, but rather indicate a certain machine operating state.
These codes give an indication of the machine operating state in regard to some programmed
limits that may be exceeded.
They are optional and need to be activated (as a package) by DANA agreed on with the OEM.
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This means that error information about previously active errors is still available even after the
TCON.H has been powered down several times after the error was active.
This allows more advanced diagnostics when a vehicle needs investigation when brought in for
servicing, because a history of problems can be reported by the TCON.H.
As mentioned, the permanent error logging contains a cyclic error buffer of up to maximum 50 logged
errors.
Cyclic means that if the buffer is full and a new error needs to be logged, the oldest logged error will
be overwritten. So basically the buffer can contain the 50 most recent different errors.
All logged errors that have become inactive can be cleared from the buffer upon request (see
paragraph 5).
REMARK: If the same error becomes active and inactive several times, this does not mean that a
new entry is made in the buffer each time. Instead each error has a counter to keep track of the
number of times the error was activated.
REMARK: It is clear that the same error group can be present several times in this buffer, each time
with a different failure cause. For example both error 20.04 and 20.05 can be in the buffer in case the
TCON.H power output 0 has both been shorted to ground and in open circuit.
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To activate this error display mode, simply use the ‘M’-button until you reach the error display
mode.
If an error code is blinking, this indicates that the error was previously active but is not active
anymore.
When pressing the button again after the TCON.H has presented the last available error code,
two dashes are displayed.
Remark:
The error display mode only applies to the volatile error memory!
To access the permanent error logging information, either use a DANA PC tool or use the CAN
messages for interpretation.
5.2 CAN
5.2.1 DANA proprietary messages
To access the volatile error memory only, a set of DANA proprietary CAN messages are
provided in the TCON.H. Basically these messages provide access to the volatile error
memory in a very similar procedure as when using the display, but using the CAN bus.
It provides a simple set of single CAN frame messages to have easy access, without the need
of using the SAE J1939 prescribed transport protocol to interpret data in multipacket CAN
messages.
However, keep in mind that these DANA proprietary messages only access the volatile error
memory; they can not be used to read the permanent error logging info.
A logical sequence of these messages must be used to read out all present error info, as the
diagram below illustrates. This means these messages need some management overhead if
all the error info needs to be collected and presented.
The diagram below illustrates the usage of the DANA proprietary messages to read the volatile
active error info.
A similar diagram can be used for reading active and inactive error info.
For details on the data contents of these messages, please refer to chapter 3.
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For further details, please refer to chapter 2 paragraph 4 and to the description of the
“Dashboard” PC tool.
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6.1 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 TCON.H has been designed to guarantee automatic selection of Neutral in some conditions.
This is accomplished through use of an external watchdog timer and a redundant shutdown path
for outputs.
For a complete overview of the corresponding error codes that are reported, the
explanation, the severity and the actions taken for each error code, please refer
to the list of error codes, as referenced in paragraph 10 of this chapter!
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For more details on the power pin connection, please refer to the hardware technical leaflet and
wiring diagram.
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If more than one sensor or the engine speed sensor fails, the controller is no longer considered
safe to operate. In this case, the controller will switch to LIMP HOME mode.
Remark: failure on output or turbine speed sensor will disable inching
A sensor specific fault indication is given to warn the driver of the problem.
Note: The mapping of fault codes to functions described below is typical but actually depends on
parameter file settings. Please verify using the appropriate wiring diagram
Check with the specific application’s wiring diagram for references to the applied sensor type.
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Measured transmission ratios are accepted within 5% deviation on the turbine speed or ±50 rpm
turbine speed, whichever results in the largest tolerance.
If the deviation on the ratio exceeds these limits, the appropriate fault is flagged and the TCON.H
enters Shut Down mode, leaving the transmission inoperable.
Restarting the TCON.H is necessary to eliminate the fault state.
This type of faults is generally not related to problems of an electrical or mechanical kind, but
rather reports problems with the TCON.H configuration.
In case such a problem can not guarantee correct operation anymore, the TCON.H will revert to
shutdown mode until the problem is solved.
Not all faults in the range of 90.00 – 99.99 are related to problems that need an intervention by a
specialised DANA service engineer. Some faults in this range can be caused by improper actions
or incorrect upgrading of the TCON.H.
Therefore, when an error code in the range of 90.00 – 99.99 occurs, please refer to the error code
list first to see if and how the problem can be solved (see paragraph 10). Only when this does not
solve the problem, take note of the exact fault that is indicated and contact a DANA service
representative.
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More advanced, the fault information can also be collected using the appropriate CAN
messages. For details on how to do this, refer to chapter 3 paragraph 5.3.5 and 6.2.3.
In order to find out which fault was last detected hold the 'S' switch for about a second. The
display will then show the fault area (4 character string).
When holding the button another second or so, the display shows the number of times the fault
has ever occurred (since the last time the fault counters were cleared).
When the ‘S’ switch is released, the full fault code is shown.
A flashing display indicates a fault 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.
As mentioned for the indication of faults that are currently active, the fault information can
be collected by using the error menu on the TCON.H display or by using the appropriate
CAN messages.
As indicated above, faults that were previously detected since power-up or since the last time
they were shown, are shown as flashing text allowing to differentiate them from active faults.
This is an excellent way to detect intermittent faults.
Please note 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.
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Production Test
During the production cycle, all units receive following tests:
• Visual inspection of Printed Circuit Boards and finished product
• Analog inputs and outputs are calibrated
• Functional tests at nominal load and nominal power supply
• Speed sensor input function over complete operating range
• Communication link tests and checks of programmed FLASH parameters
• All calibration results are programmed in FLASH memory
SPICER, DANA CONFIDENTIAL / PROPRIETARY INFORMATION. DO NOT COPY THIS INFORMATION, EITHER ELECTRONICALLY OR
HARDCOPY. RESTRICT CIRCULATION OF THIS DOCUMENT TO THOSE WITH RESPONSIBILITY TO REVIEW / RESPOND AS REQUESTED.
CONTACT C. DEBUYSER AT SPICER IF YOU HAVE ANY QUESTIONS. ANY ACCESS TO THIS DOCUMENT OUTSIDE THE PRIMARY
ELECTRONIC SOURCE IS UNCONTROLLED, UNLESS STAMPED, INITIALED AND DATED. THIS DOCUMENT CONTAINS CONFIDENTIAL
INFORMATION THAT IS PROPERTY OF SPICER, DANA. BY ACCEPTING THIS INFORMATION THE BORROWER AGREES THAT IT WILL NOT BE
USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
9.1 Identification
Each TCON.H unit is marked with a label showing following items:
• Spicer Off Highway Products Logo
• Spicer Serial Number
• Spicer Part Number
• EMS Serial Number
• EMS Part Number
• Hardware platform model and version
• Firmware part number and version reference as built.
• Parameter file part number and version reference as built.
Design and implementation details of each released software version is managed based on
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
• List of changes with reference to reason for change
• Report of the new release
• Related correspondence with customer
SPICER, DANA CONFIDENTIAL / PROPRIETARY INFORMATION. DO NOT COPY THIS INFORMATION, EITHER ELECTRONICALLY OR
HARDCOPY. RESTRICT CIRCULATION OF THIS DOCUMENT TO THOSE WITH RESPONSIBILITY TO REVIEW / RESPOND AS REQUESTED.
CONTACT C. DEBUYSER AT SPICER IF YOU HAVE ANY QUESTIONS. ANY ACCESS TO THIS DOCUMENT OUTSIDE THE PRIMARY
ELECTRONIC SOURCE IS UNCONTROLLED, UNLESS STAMPED, INITIALED AND DATED. THIS DOCUMENT CONTAINS CONFIDENTIAL
INFORMATION THAT IS PROPERTY OF SPICER, DANA. BY ACCEPTING THIS INFORMATION THE BORROWER AGREES THAT IT WILL NOT BE
USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
9.4 Software
The TCON.H contains tables of boundaries limiting the range of modification of FLASH
parameters; in order to assure safe values for limits at all times.
A full listing of these error codes, their explanation, severity, effect and possible
cause is provided in the document ‘TCON.H ECM-ECI Error Codes ver 2.6.xls’.
With this document placed in the same folder as the user manual, having opened
this user manual using Microsoft Word and with Microsoft Excel installed on your
computer, clicking the following link will open the list:
If this link is unusable, please consult the document ‘TCON.H ECM-ECI Error Codes ver2.6.xls’.
SPICER, DANA CONFIDENTIAL / PROPRIETARY INFORMATION. DO NOT COPY THIS INFORMATION, EITHER ELECTRONICALLY OR
HARDCOPY. RESTRICT CIRCULATION OF THIS DOCUMENT TO THOSE WITH RESPONSIBILITY TO REVIEW / RESPOND AS REQUESTED.
CONTACT C. DEBUYSER AT SPICER IF YOU HAVE ANY QUESTIONS. ANY ACCESS TO THIS DOCUMENT OUTSIDE THE PRIMARY
ELECTRONIC SOURCE IS UNCONTROLLED, UNLESS STAMPED, INITIALED AND DATED. THIS DOCUMENT CONTAINS CONFIDENTIAL
INFORMATION THAT IS PROPERTY OF SPICER, DANA. BY ACCEPTING THIS INFORMATION THE BORROWER AGREES THAT IT WILL NOT BE
USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
SPICER, DANA CONFIDENTIAL / PROPRIETARY INFORMATION. DO NOT COPY THIS INFORMATION, EITHER ELECTRONICALLY OR
HARDCOPY. RESTRICT CIRCULATION OF THIS DOCUMENT TO THOSE WITH RESPONSIBILITY TO REVIEW / RESPOND AS REQUESTED.
CONTACT C. DEBUYSER AT SPICER IF YOU HAVE ANY QUESTIONS. ANY ACCESS TO THIS DOCUMENT OUTSIDE THE PRIMARY
ELECTRONIC SOURCE IS UNCONTROLLED, UNLESS STAMPED, INITIALED AND DATED. THIS DOCUMENT CONTAINS CONFIDENTIAL
INFORMATION THAT IS PROPERTY OF SPICER, DANA. BY ACCEPTING THIS INFORMATION THE BORROWER AGREES THAT IT WILL NOT BE
USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
We have reviewed the contents of this publication to ensure consistency with the hardware and
software described. Since variance cannot be precluded entirely, we cannot guarantee full
consistency. However, the information in this publication is reviewed regularly and any necessary
corrections are included in subsequent editions.
APPLICATION POLICY
Capability ratings, features and specifications vary depending upon the model type of service.
Application approvals must be obtained from Spicer Off-Highway Systems. We reserve the right
to change or modify our product specifications, configurations, or dimensions at any time without
notice.
Ten Briele 3
B-8200 Brugge, Belgium
Tel: +32 (0) 50 40 22 11
SPICER, DANA CONFIDENTIAL / PROPRIETARY INFORMATION. DO NOT COPY THIS INFORMATION, EITHER ELECTRONICALLY OR
HARDCOPY. RESTRICT CIRCULATION OF THIS DOCUMENT TO THOSE WITH RESPONSIBILITY TO REVIEW / RESPOND AS REQUESTED.
CONTACT C. DEBUYSER AT SPICER IF YOU HAVE ANY QUESTIONS. ANY ACCESS TO THIS DOCUMENT OUTSIDE THE PRIMARY
ELECTRONIC SOURCE IS UNCONTROLLED, UNLESS STAMPED, INITIALED AND DATED. THIS DOCUMENT CONTAINS CONFIDENTIAL
INFORMATION THAT IS PROPERTY OF SPICER, DANA. BY ACCEPTING THIS INFORMATION THE BORROWER AGREES THAT IT WILL NOT BE
USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.
SPICER, DANA CONFIDENTIAL / PROPRIETARY INFORMATION. DO NOT COPY THIS INFORMATION, EITHER ELECTRONICALLY OR
HARDCOPY. RESTRICT CIRCULATION OF THIS DOCUMENT TO THOSE WITH RESPONSIBILITY TO REVIEW / RESPOND AS REQUESTED.
CONTACT C. DEBUYSER AT SPICER IF YOU HAVE ANY QUESTIONS. ANY ACCESS TO THIS DOCUMENT OUTSIDE THE PRIMARY
ELECTRONIC SOURCE IS UNCONTROLLED, UNLESS STAMPED, INITIALED AND DATED. THIS DOCUMENT CONTAINS CONFIDENTIAL
INFORMATION THAT IS PROPERTY OF SPICER, DANA. BY ACCEPTING THIS INFORMATION THE BORROWER AGREES THAT IT WILL NOT BE
USED FOR ANY PURPOSE OTHER THAN THAT FOR WHICH IT IS LOANED.