ECON.A.
User Manual - Draft
ECON.A User Manual Ten Briele 3, 8200 Brugge, Belgium Controls Tel: +32 50 402450 [emailprotected] Doc P/N: draft
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28/12/07 Page: 1 of 124
CONTENTS CONTENTS.....................................................................................................................2 CHAPTER 1: ECON.A Transmission Control System Description............................7 1
Functional specification ............................................................................................... 8 1.1 General ....................................................................................................................................8 1.2 Applicable hardware platform ..................................................................................................8 1.3 Overview of the ECON.A main features ..................................................................................8 1.4 Operating Modes .....................................................................................................................9 1.4.1 Normal operation mode .......................................................................................................9 1.4.2 Transmission Shutdown mode ............................................................................................9 1.4.3 Transmission Limphome mode ...........................................................................................9 1.4.4 Calibration mode .................................................................................................................9 1.4.5 ECON.A Shutdown mode..................................................................................................10 1.4.6 Bootloader Mode (programming mode) ............................................................................10 1.5 Input Functions ......................................................................................................................11 1.5.1 Shift lever...........................................................................................................................11 1.5.2 Seat Orientation switch......................................................................................................11 1.5.3 Redundant Neutral Request (safety) .................................................................................12 1.5.4 Declutch.............................................................................................................................12 1.5.5 Operator presence switch..................................................................................................13 1.5.6 Neutral lock reset switch....................................................................................................14 1.5.7 Auto/Manual gear shifting selection...................................................................................14 st nd 1.5.8 Start 1 /2 selection – STILL TO BE DOCUMENTED .....................................................15 1.5.9 Inhibit upshifting – STILL TO BE DOCUMENTED ............................................................15 1.5.10 Kickdown ...........................................................................................................................16 1.5.11 Lockup enable switch ........................................................................................................17 1.5.12 Throttle Pedal Idle Position................................................................................................17 1.5.13 Throttle Pedal Full Position................................................................................................18 1.5.14 Throttle pedal position .......................................................................................................18 1.5.15 Brake pedal position ..........................................................................................................19 1.5.16 Parking Brake State...........................................................................................................20 1.5.17 Turbine speed sensor........................................................................................................20 1.5.18 Engine Speed sensor ........................................................................................................20 1.5.19 Transmission Sump Temperature sensor .........................................................................21 1.5.20 Transmission Converter Out Temperature sensor............................................................21 1.6 Output Functions....................................................................................................................22 1.6.1 Transmission Control Valve...............................................................................................22 1.6.2 Lockup ...............................................................................................................................22 1.6.3 Neutral Engine start ...........................................................................................................22 1.6.4 Speedometer .....................................................................................................................23 1.6.5 Speed dependant output – STILL TO BE DOCUMENTED ...............................................23 1.6.6 Warning lamp output – STILL TO BE DOCUMENTED.....................................................23 1.7 Transmission Control Functions: Direction Engagement ......................................................24 1.7.1 Direction Change (Forward Reverse or visa versa) ......................................................24 1.7.2 Direction change from Neutral at standstill........................................................................26 1.7.3 Conditions for forcing Neutral ............................................................................................26 1.8 Transmission Control Functions: Gear Shifting .....................................................................27 1.8.1 Automatic gearshifting – speed sensed.............................................................................27 1.8.2 Automatic gearshifting – load sensed (LSAS) ...................................................................28
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1.8.3 Automatic kickdown – STILL TO BE DOCUMENTED ......................................................29 1.9 Transmission Control Functions: Forcing Neutral..................................................................30 1.9.1 Force Neutral @ powerup .................................................................................................30 1.10 Transmission Control Functions: Drivetrain Protection..........................................................30 1.10.1 Downshift overspeeding protection ...................................................................................30 1.10.2 Automatic gearshifting in neutral .......................................................................................30 1.11 Transmission Control Functions: Lockup ..............................................................................31 1.11.1 Manual or automatic lockup control...................................................................................31 1.11.2 Enabling and disabling automatic lockup ..........................................................................31 1.11.3 Automatic lockup function..................................................................................................31 1.12 RD.120 Display (optional) ......................................................................................................34 1.12.1 Display design ...................................................................................................................34 1.12.2 Normal Display Mode – STILL TO BE COMPLETED .......................................................34 1.12.3 Error display mode.............................................................................................................35 1.12.4 Diagnostics Mode ..............................................................................................................36 1.12.5 Bootloader Mode (programming mode) ............................................................................41
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Control system: Analog Input Signals Calibration ................................................... 43 2.1 2.2 2.3 2.4
Activating the calibration mode with RD.120 (optional) .........................................................43 Brake pedal sensor calibration with RD.120 (optional) ..........................................................43 Throttle pedal sensor calibration with RD.120 (optional) .......................................................44 Controlling Analog Input Signal Calibration using CAN .........................................................46
CHAPTER 2: ECON.A Configuration Sets Description ............................................48 3 4
Introduction................................................................................................................. 49 Using Configuration Sets ........................................................................................... 50 4.1 Basic concept.........................................................................................................................50 4.2 Configuration Set Parameters Description ............................................................................50 4.2.1 Configuration Set Name (GDE only) ................................................................................50 4.2.2 ShiftLever Type..................................................................................................................50 4.2.3 Digital input features ..........................................................................................................50 4.2.4 Digital output features........................................................................................................52 4.2.5 Analog input features.........................................................................................................52 4.2.6 Max Vehicle Speed............................................................................................................53 4.2.7 Max DirChg Vehicle Speed................................................................................................53 4.2.8 Max DirChg Engine Speed ................................................................................................53 4.2.9 Tyre Rolling Radius ...........................................................................................................54 4.2.10 Axle Reduction...................................................................................................................54 4.2.11 ConfigSet ID ......................................................................................................................54
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Configuration Set Management: GDE ....................................................................... 55 5.1 5.2 5.3 5.4
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Editing Configuration Sets with OEM Engineering GDE........................................................55 Suggestions for Managing Configuration Sets with GDE ......................................................56 Selecting Configuration Sets with OEM Production GDE ......................................................56 Uploading machine configuration with OEM Production GDE ...............................................57
Configuration Set Management: Dashboard............................................................. 58 Configuration Set Management: CAN ....................................................................... 59 7.1 Conditions for Reading and Setting Values on CAN..............................................................59 7.2 Selecting a Configuration Set: CVC_to_TC_4 .......................................................................60 7.2.1 CVC_to_TC_4 defined for Configuration Set Selection.....................................................60 7.2.2 CVC_to_TC_4.Byte 1 ........................................................................................................60 7.2.3 CVC_to_TC_4.Byte 2 ........................................................................................................60 7.3 ECON.A reply Configuration Set Selection: TC_to_CVC_4 ..................................................61 7.3.1 TC_to_CVC_4 defined for Configuration Set Selection.....................................................61 7.3.2 TC_to_CVC_4.Byte 1 ........................................................................................................61
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7.3.3 TC_to_CVC_4.Byte 2 ........................................................................................................61 7.3.4 TC_to_CVC_4.Byte 3 ........................................................................................................62 7.4 Communication Overview Selecting a Configuration Set ......................................................62 7.5 Reading and Writing Values: CVC_to_TC_4.........................................................................63 7.5.1 CVC_to_TC_4 defined for Configuration Set Parameter handling....................................63 7.5.2 CVC_to_TC_4.Byte 0 ........................................................................................................63 7.5.3 CVC_to_TC_4.Byte 1 ........................................................................................................63 7.5.4 CVC_to_TC_4.Byte 2-3 .....................................................................................................63 7.5.5 Configuration Set Parameter - Index and Format List.......................................................64 7.6.1 TC_to_CVC_4 defined for Configuration Set Parameter handling....................................66 7.6.2 TC_to_CVC_4.Byte 1 ........................................................................................................66 7.6.3 TC_to_CVC_4.Byte 2-3: Active Value ...............................................................................67 7.6.4 TC_to_CVC_4.Byte 4-5: Minimum Value ..........................................................................67 7.6.5 TC_to_CVC_4.Byte 6-7: Maximum Value .........................................................................67 7.7 Communication Overview Configuration Set Parameter Handling ........................................68 7.8 Suggestions for Managing Configuration Sets with CAN.......................................................69 7.8.1 Selecting a configuration set .............................................................................................69 7.8.2 Editing configuration set parameters .................................................................................69
CHAPTER 3: ECON.A 1
General ........................................................................................................................ 72 1.1 1.2 1.3
2
CVC_to_TC_1: Standard Remote Transmission Control .....................................................73 CVC_to_TC_2: Optional Remote Transmission Control 1 ...................................................76 CVC_to_TC_3: Optional Remote Transmission Control 2 ...................................................77
Proprietary Messages from Transmission Controller (TC) to Central Vehicle Controller (CVC) ...................................................................................................... 78 3.1 3.2 3.3
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Proprietary messages vs Standard messages ......................................................................72 Proprietary messages PGN ...................................................................................................72 Repetition rate........................................................................................................................72
Proprietary Messages from Central Vehicle Controller (CVC) to Transmission Controller (TC)......................................................................................................... 73 2.1 2.2 2.3
3
CAN EDI Protocol Description ..........................................71
TC_to_CVC_1: Standard Transmission info.........................................................................78 TC_to_CVC_2: Optional Transmission info 1.......................................................................81 TC_to_CVC_3: Optional Transmission info 2.......................................................................84
Proprietary Messages between Central Vehicle Controller (CVC) and Transmission Controller (TC): Send - Receive ............................................................................ 85 4.1 CVC_to_TC_4: Context Specific Data - Send .......................................................................85 4.1.1 CVC_to_TC_4 ⇔ TC_to_CVC_4 Principle .......................................................................85 4.1.2 CVC_to_TC_4 Message Specification ..............................................................................86 4.1.3 CVC_to_TC_4: Identification Data (read-only) ..................................................................86 4.1.4 CVC_to_TC_4: Identification Data (writable).....................................................................87 4.1.5 CVC_to_TC_4: Resetable/Total Distance Counter ...........................................................88 4.1.6 CVC_to_TC_4: Error Info ..................................................................................................89 4.1.7 CVC_to_TC_4: Display/Operating mode selection ...........................................................90 4.1.8 CVC_to_TC_4: Calibration Control ...................................................................................91 4.1.9 CVC_to_TC_4: Configuration Set Selection......................................................................92 4.1.10 CVC_to_TC_4: Configuration Set Parameter Handling ....................................................93 4.1.11 CVC_to_TC_4: DANA reserved codes.............................................................................94 4.2 TC_to_CVC_4: Context Specific Data - Receive..................................................................95 4.2.1 TC_to_CVC_4 Message Specification ..............................................................................95 4.2.2 TC_to_CVC_4: Identification Data ....................................................................................96 4.2.3 TC_to_CVC_4: Resetable/Total Distance Counter ...........................................................97 4.2.4 TC_to_CVC_4: Error Info ..................................................................................................98 4.2.5 TC_to_CVC_4: Display/Operating mode selection ...........................................................99
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4.2.6 4.2.7 4.2.8 4.2.9
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TC_to_CVC_4: Calibration Control: Analog Input Signals...............................................100 TC_to_CVC_4: Calibration Control: Abort Command .....................................................101 TC_to_CVC_4: Configuration Set Selection....................................................................102 TC_to_CVC_4: Configuration Set Parameter Handling ..................................................103
SAE J1939 Standard Messages Implemented ........................................................ 104 5.1 5.2 5.3
Diagnostic Messages DM1, DM2 and DM3 .........................................................................104 EEC1: Electronic engine controller # 1 ...............................................................................105 EEC2: Electronic engine controller # 2 ...............................................................................106
CHAPTER 4: ECON.A DIAGNOSTICS: ERROR HANDLING & REPORTING.........107 1
Diagnostics in ECON.A............................................................................................. 108 1.1 Purpose................................................................................................................................108 1.2 Different Diagnotic areas .....................................................................................................108 1.2.1 Self Diagnostics ...............................................................................................................108 1.2.2 Setup & Configuration Diagnostics ..................................................................................109 1.2.3 Signal Diagnostics (in- & outputs) ...................................................................................109 1.2.4 Operational Logic Diagnostics .........................................................................................109
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Error handling principle ........................................................................................... 109 2.1 Error structure ......................................................................................................................109 2.2 Error ranges .........................................................................................................................110 2.3 Debouncing..........................................................................................................................110 2.3.1 Purpose ...........................................................................................................................110 2.3.2 Usage ..............................................................................................................................110
3
Error codes format.................................................................................................... 111 3.1 Format..................................................................................................................................111 3.1.1 DANA error group (SAE J1939: SPN: Suspect Parameter Number) ..............................111 3.1.2 DANA error cause (SAE J1939 FMI: Failure Mode Identifier) .........................................111 3.2 Example ...............................................................................................................................112
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Permanent Error Logging......................................................................................... 112 Error reporting .......................................................................................................... 113 5.1 ECON.A display ...................................................................................................................113 5.2 CAN .....................................................................................................................................113 5.2.1 DANA proprietary messages ...........................................................................................113 5.2.2 SAE J1939 messages (recommended)...........................................................................114 5.2.3 CAN based PC tool: Dashboard......................................................................................115
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Error Dictionary......................................................................................................... 116 6.1 6.2
Error Groups (SAE J1939 SPNs) ........................................................................................116 Error Causes (SAE J1939 FMIs) .........................................................................................118
APPENDICES .............................................................................................................119 1
Appendix: hydraulic diagram example.................................................................... 120
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Appendix: APC122 connections .............................................................................. 121
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Appendix: ECON.A Error codes & Description list................................................. 123
ECON.A User Manual Ten Briele 3, 8200 Brugge, Belgium Controls Tel: +32 50 402450 [emailprotected] Doc P/N: draft
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Revision record .........................................................................................................124 Disclaimer ..................................................................................................................124
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Chapter 1: ECON.A Transmission Control System Description
CHAPTER 1: ECON.A Transmission Control System Description
ECON.A User Manual Ten Briele 3, 8200 Brugge, Belgium Controls Tel: +32 50 402450 [emailprotected] Doc P/N: draft
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Chapter 1: ECON.A Transmission Control System Description
1
Functional specification
1.1 General The ECON.A advanced programmable control system brings a new level of technology to serve powershift transmission families with electrically actuated valves, but without electronic controlled modulation. In addition, the ECON.A supports SAE J1939 compliant CAN 2.0B protocols facilitating vehicle networking. Integration with other compatible on-board systems keeps the total system cost low through elimination of redundancy and by reducing the amount of copper required to implement the system. CAN-bus implementations allow seamless integration with any configurable central vehicle display providing a common user interface to all vehicle functions including the transmission controller. Some specific configuration controller parameters can be optimised by the customer by means of a user-friendly, PC-based, parameter and configuration editor. Thanks to the CAN 2.0B, the ECON.A can even be used in applications requiring integrated use of transmission and engine for vehicle control under the most demanding conditions. Furthermore, advanced tools for system optimisation and troubleshooting as well as tools to support end-of-line programming are available.
1.2 Applicable hardware platform The controller hardware which is applicable for ECON.A is the APC122. Therefore the full product name is ECON.A 122, where “ECON.A” identifies the firmware for powershift transmission families with full electronic modulation and “122” identifies the APC122 hardware.
1.3 Overview of the ECON.A main features • • • • • • • • • • • •
full electrical control of selection of the gears automatic gear shifting logics turbine speed monitoring transmission control related features like lockup, declutch, 2WD/4WD, … throttle- and brake pedal calibration (if connected to the ECON.A) fast system diagnosis and trouble shooting by means of display advanced system diagnosis and trouble shooting by means of SAE J1939 compliant CAN messages takes care of all transmission related functions in order to achieve optimal shifting performance and reliability safety features pc-user tool configuration set management to allow OEM customer to configure different vehicle setups re-programmable / upgradable by use of appropriate PC based tools (no need for switching components)
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Chapter 1: ECON.A Transmission Control System Description
1.4 Operating Modes The ECON.A has a number of different operating modes. Some of these modes can be activated upon request, others are activated automatically if appropriate.
1.4.1
Normal operation mode In most cases the ECON.A will be in normal operation mode. This is the mode where all transmission control and feature logics are active, as required for normal operation of the vehicle. 3 main display modes are possible in normal operation mode: − Normal display mode: shows typical information useful during normal operation like selected gear and vehicle speed − Error display mode: can be activated to check the different active and/or inactive errors that might be present − Diagnostic display mode: can be activated to provide a number of diagnostic screens that allow the user to test and verify all in- and output signals of the ECON.A. For a detailed description of these display modes, please refer to paragraph 1.12. Remark: with any of these 3 display modes active during normal operation of the ECON.A, all normal transmission control and feature logics are active, so normal operation of the vehicle is available.
1.4.2
Transmission Shutdown mode When the ECON.A detects a problem related to the transmission control, it will revert to the transmission shutdown mode. In this mode the ECON.A will set the outputs to ensure a safe state of the transmission and vehicle. Depending on the transmission type and the type of problem that is detected, the outputs can be set differently: a safe state does not necessarily mean turning off the power of all the outputs. As a consequence all normal operation of the transmission is disabled in this mode. Depending on the severity and the type of problem, the transmission shutdown mode will either stay active until the problem is solved or it could switch to transmission limphome mode once specific transition conditions are fulfilled. Typical transition conditions will be to put the shiftlever in neutral and bring the vehicle to standstill.
1.4.3
Transmission Limphome mode This mode can only be activated after transmission shutdown mode was active first and transition conditions to switch to limphome mode are fulfilled. In this limphome mode the vehicle will have reduced functionality, depending on the problem present. As the name of this mode suggest, it is intended to allow the driver to bring the vehicle to a safe state and if possible, drive it to a service area.
1.4.4
Calibration mode This mode needs to be activated by the display or by CAN bus to be able to perform the necessary calibrations of any possible connected analog signals that need calibration. During this mode, all logics of the normal operation are inactive, so the vehicle can not be operated normally.
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Chapter 1: ECON.A Transmission Control System Description
1.4.5
ECON.A Shutdown mode If the ECON.A has detected an internal problem, it will automatically switch to this shutdown mode. Typically this can occur at power-up of the ECON.A, if for instance the necessary data flash can not be read or is corrupt, if a conflicting configuration was programmed (error in data file or configuration set),… As a result all power to the outputs of the ECON.A will be turned off, as if the ECON.A would be powered down. Remark: please notice the difference with transmission shutdown mode: there the outputs will be set to an appropriate value in accordance with the detected problem, while in the ECON.A shutdown mode all outputs are turned of because a correct output control can not be guaranteed. To exit this mode, the cause of the problem will need to be fixed first. Re-programming the ECON.A with a correct data file can do the trick, but if it is actually an internal defect of the ECON.A, replacing the ECON.A will be needed. The reported error codes will help to determine the necessary action(s) needed to solve the problem.
1.4.6
Bootloader Mode (programming mode) This special mode needs to be activated if the ECON.A should be reprogrammed. It will be activated by the DANA Firmware Flash PC tool when an upgrade procedure is perfomed or it can be activated automatically at power up if no valid application firmware is present in the ECON.A. With this mode activated, the normal firmware containing all logics of the normal operation is not activated, so the vehicle can not be operated normally.
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Chapter 1: ECON.A Transmission Control System Description
1.5 Input Functions Following paragraphs describe functions related to ECON.A inputs. Some of these inputs will be essential to have the stated ECON.A functionalities operational, while others are optional features.
1.5.1
Shift lever The main interface with the driver is the shift lever. The shift lever output signals serve as inputs for the ECON.A.
1.5.1.1 Signal type The ECON.A can be programmed to interact with a large number of shift levers, but these can be grouped into 3 main models. Models supported: • •
•
Bump type shift lever: this type of shift lever generates pulse signals for up-and downshifting, while providing fixed signals for the direction (forward and reverse). Standard type shift lever: this type of shift lever generates a distinct pattern in each position. The ECON.A can be programmed to accommodate any such shift lever, provided it does not use more than 6 wires to determine its position. Remote control through CAN: in this case the shiftlever is sent on the CAN bus. Please refer to chapter 3 paragraph 2.1 for details of this signal.
Check the application specific wiring diagram to see how the shift lever needs to be connected to the ECON.A.
1.5.1.2 Function In the ECON.A the shiftlever is essentially used to specify the desired direction and gear. Depending on the selected setup and options, different logics will be apllied by the ECON.A to control the selected direction and gear. Please refer to paragraphs 1.7 and 1.8 for a description of the different possibilities.
1.5.2
Seat Orientation switch The seat orientation can be used on vehicles where the operator seat, including the shiftlever, can be turned around 180 degrees. In this case the direction signals of the shiftlever will be inverted, so selecting a direction will still correspond with the driving direction as experienced by the driver.
1.5.2.1 Signal type The switch will be a position detection switch installed on the seat rotation system. The seat orientation signal can be connected to the ECON.A by: • •
Use of a digital input, of which the logic can be inverted if requested Use of a CAN message – the ECON.A allows to receive the seat orientation switch via the CVC_to_TC_1 message. Please refer to chapter 3 paragraph 2.1 and 2.2 for details of this signal.
Check the application specific wiring diagram to see how the seat orientation switch needs to be connected to the ECON.A.
1.5.2.2 Function The direction selection of the shiftlever signal will be inverted or not, according to the detected position of the seat. There are 2 options to set up the ECON.A to accept a change in seat orientation:
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Chapter 1: ECON.A Transmission Control System Description
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Conditional: before the ECON.A will accept a seat orientation change and invert the direction shiftlever signals, the following conditions need to be fulfilled: o Vehicle must be at standstill o Transmission must be in neutral o Optional: parking brake needs to be applied (if signal is available to the ECON.A)
•
Unconditional: as soon as the seat orientation signal changes, the ECON.A will accept it and direction shiftlever signals will be inverted. This means that if there is no danger for damaging the transmission, the ECON.A will immediately select the new corresponding direction. It is clear that with this option, the vehicle control device will need to ensure safety conditions for changing the seat orientation if necessary.
The desired behaviour needs to chosen by the customer and activated on the ECON.A by DANA.
1.5.3
Redundant Neutral Request (safety) Requesting neutral can be considered to be critical for safety. If the vehicle control architecture requires a redundancy for requesting neutral, this optional digital input feature is can be used to have a neutral request signal completely independent of the shiftlever.
1.5.3.1 Signal type Due to the safety nature of this feature, this will not likely be a driver operated input but rather an input that will be set by a relative intelligent device external to the ECON.A. The redundant neutral request signal can be connected to the ECON.A by: • •
Use of a digital input, of which the logic can be inverted if requested Use of a CAN message – the ECON.A allows to receive the redundant neutral request via the CVC_to_TC_3 message. Please refer to chapter 3 paragraph 2.3 for details of this signal.
Check the application specific wiring diagram to see how the redundant neutral request needs to be connected to the ECON.A.
1.5.3.2 Function If this input is activated, the ECON.A will handle this as a neutral request, regardless of the shiftlever position. Typically this input will not be activated in normal conditions, but will only be activated when a device external to the ECON.A that is monitoring the vehicle state, decides that a neutral request is absolutely needed to ensure vehicle safety. As long as this input is not activated, the shiftlever interpretation is handled normally. REMARK: this redundancy feature is mostly used with a CAN-bus based vehicle control architecture. Because the control of this feature is contained by a different CAN message than the one containing the shiftlever, it ensures a high redundancy for requesting neutral to the ECON.A.
1.5.4
Declutch The declutch function provides an alternative way to force neutral on the transmission, independent of the shiftlever porsition.
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Chapter 1: ECON.A Transmission Control System Description
1.5.4.1 Signal type The switch will typically be a pressure switch in the brake line or a mechanically operated monostable switch engaged by pressing the brake pedal (brake-operated engagement of neutral). Alternatively a manually controlled switch on the vehicle’s dashboard or operating lever is also possible. The declutch signal can be connected to the ECON.A by: • •
Use of a digital input, of which the logic can be inverted if requested Use of a CAN message – the ECON.A allows to receive the declutch switch via the CVC_to_TC_1 message. Please refer to chapter 3 paragraph 2.1 and 2.2 for details of this signal. At the same time the declutch can be provided to the ECON.A indirectly. Then it is not reported as a digital signal, but can be reported by sending a brake pedal percentage to the ECON.A. By setting the ECON.A up to assume the declutch signal active above a certain percentage and then reporting a percentage higher than this, the declutch feature can be activated. REMARK: reporting the digital declutch signal and reporting a brake percentage higher than the declucth level can both activate declutch independantly! As soon as one of the 2 signals requests declutch, it will be handled by the ECON.A!
Check the application specific wiring diagram to see how the declutch switch needs to be connected to the ECON.A.
1.5.4.2 Function When the declutch is active, neutral is forced and when it is released, the direction selected on the direction shiftlever will be engaged. An optional vehicle speed limit can be set in the ECON.A. The vehicle speed then needs to be lower than this limit to activate declutch. If the vehicle speed exceeds this limit, requesting declutch will not force neutral untill the speed has dropped below this value. Once declutch is activated, it will remain engaged until the switch is released, regardless of vehicle speed. REMARK: this digital declutch is completely independent of any declutch induced by the analog brake pedal signal, so both options can be activated at the same time.
1.5.5
Operator presence switch To prevent the transmission being engaged when there is no operator present in driver’s seat, the ECON.A can use an operator presence switch to force neutral.
1.5.5.1 Signal type Typically the operator presence signal will be a switch installed under the driver’s seat. The operator presence signal can be connected to the ECON.A by: • •
Use of a digital input, of which the logic can be inverted if requested Use of a CAN message – the ECON.A allows to receive the operator presence switch via the CVC_to_TC_1 message. Please refer to chapter 3 paragraph 2.1 and 2.2 for details of this signal.
Check the application specific wiring diagram to see how the operator presence switch needs to be connected to the ECON.A.
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Chapter 1: ECON.A Transmission Control System Description
1.5.5.2 Function When the operator presence switch indicates there is no operator in the driver’s seat, the ECON.A will force neutral after a delay (typically 2 seconds – can be configured by DANA in the ECON.A). To be able to select a direction after neutral was forced because of the this feature, the operator presence switch must indicate the driver is in the seat and neutral must be selected with the shiftllever.
1.5.6
Neutral lock reset switch As a feature, the ECON.A can lock the transmission in neutral. To be able select a direction again, this neutral lock reset switch is needed.
1.5.6.1 Signal type This will be a monostable switch installed on the shiftlever or somewhere on the vehicle’s dashboard. The neutral lock reset signal can be connected to the ECON.A by: • •
Use of a digital input, of which the logic can be inverted if requested Use of a CAN message – the ECON.A allows to receive the neutral lock reset switch via the CVC_to_TC_1 message. Please refer to chapter 3 paragraph 2.1 and 2.2 for details of this signal.
Check the application specific wiring diagram to see how the neutral lock reset switch needs to be connected to the ECON.A.
1.5.6.2 Function When the following conditions arfe fulfilled for a minimum time (typically 2 seconds – can be configured by DANA in the ECON.A), the ECON.A will force neutral: • neutral is selected on the shiftlever • the transmission is in neutral • the vehicle is at standstill To be able to select a direction after neutral was forced because of the this feature, the neutral lock reset switch needs to be activated. REMARK: alternatively, when the vehicle is equipped with a bump type shiftlever, the neutral lock reset signal can be replaced by a specific operating sequence on the shiftlever. With this option, the neutral lock can be reset by selecting a direction, followed by requesting an upshift. Performing this will reset the neutral lock feature, but it will not perform the direction engagement yet! Therefore the shiftlever needs to be set to neutral again and a new direction selection must be made within the delay of the neutral lock feature.
1.5.7
Auto/Manual gear shifting selection With this signal the choice between the automatic gear shifting or manual gear selection is selected on the ECON.A.
1.5.7.1 Signal type This can be a bistable on/off switch installed in the vehicle’s dashboard, but frequently this switch is integrated in the shiftlever, linked to a selected position. The auto/manual shifting signal can be connected to the ECON.A by: •
Use of a digital input, of which the logic can be inverted if requested
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•
Use of a CAN message – the ECON.A allows to receive the auto/manual shifting signal via the CVC_to_TC_1 message . Please refer to chapter 3 paragraph 2.1 for details of this signal.
Check the application specific wiring diagram to see how the auto/manual shifting signal needs to be connected to the ECON.A.
1.5.7.2 Function The ECON.A can be set up in different ways to allow switching from automatic to manual shifting and vice versa: • No conditions (ECON.A default setting) Switching from automatic to manual shifting and vice versa will be granted immediately without any restriction. However, depending on the vehicle condition, it could be that the requested gear when switching to manual gear shifting is not granted immediately. The ECON.A will monitor the vehicle conditions and perform the requested shift as soon as it is allowed (see paragraph 1.10). • Vehicle can be driving with transmission engaged, but requested gear in new mode must be the same or higher than the currently active gear • Vehicle must be at standstill. It must not necessarily be in neutral, but again requested gear in new mode must be the same or higher than the currently active gear The desired behaviour needs to be chosen by the customer and activated on the ECON.A by DANA.
1.5.8
Start 1st/2nd selection – STILL TO BE DOCUMENTED ….
1.5.8.1 Signal type …. st
nd
The start 1 /2 selection signal can be connected to the ECON.A by: • •
Use of a digital input, of which the logic can be inverted if requested st nd Use of a CAN message – the ECON.A allows to receive the start 1 /2 selection switch via the CVC_to_TC_1 message. Please refer to chapter 3 paragraph 2.1 and 2.2 for details of this signal. st
nd
Check the application specific wiring diagram to see how the start 1 /2 selection switch needs to be connected to the ECON.A.
1.5.8.2 Function ….
1.5.9
Inhibit upshifting – STILL TO BE DOCUMENTED ….
1.5.9.1 Signal type …. The inhibit upshifting signal can be connected to the ECON.A by: • •
Use of a digital input, of which the logic can be inverted if requested Use of a CAN message – the ECON.A allows to receive the inhibit upshifting switch via the CVC_to_TC_1 message.
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Please refer to chapter 3 paragraph 2.1 and 2.2 for details of this signal. Check the application specific wiring diagram to see how the inhibit upshifting switch needs to be connected to the ECON.A.
1.5.9.2 Function ….
1.5.10 Kickdown 1.5.10.1 Signal type Typically this will be a push button installed either on the shiftlever or on one of the hydraulic operating levers. The kickdown signal can be connected to the ECON.A by: • •
Use of a digital input, of which the logic can be inverted if requested Use of a CAN message – the ECON.A allows to receive the kickdown signal via the CVC_to_TC_1 message . Please refer to chapter 3 paragraph 2.1 for details of this signal.
Check the application specific wiring diagram to see how the kickdown signal needs to be connected to the ECON.A.
1.5.10.2 Function nd
Kickdown is a useful feature on vehicles that are set up to have 2 gear as the normal starting gear in automatic shifting mode. nd st This function allows a fast downshift from 2 to 1 gear in order to increase tractive effort, for example to have extra digging force. It also eliminates the requirement to manually make an upshift when for example retracting from the pile. A typical gear selection sequence using kickdown to illlustrate this: F2 ⇒ kickdown ⇒ F1 ⇒ reverse ⇒ R2 To exit the kickdown state there are 2 possibilities: • changing direction: as the typical gear selection example shows, performing a direction nd change will activate 2 gear (normal starting gear) in the newly selected direction. • pressing the kickdown button: while keeping the same direction selected and pressing nd the button again, the ECON.A will exit the kickdown state and upshift to 2 gear. REMARK: Kickdown request is activated by the ECON.A upon receiving a rising edge on the st kickdown request signal. Before actually granting the kickdown request and selecting 1 gear, the ECON.A monitors the vehicle speed for possible transmission overspeeding. If the vehicle speed is too high when the driver requests the kickdown, the ECON.A memorises the request typically for about 5 seconds. As soon as the vehicle speed is sufficiently low within this st request period, 1 gear will be selected. If however the vehicle has not sufficiently slowed down within this period, the request is dropped and kickdown will not be executed. A new kickdown request will need to be triggered again if desired. st
st
REMARK: An alternative to make a downshift to 1 gear is selecting 1 gear manually with the shift lever. However – apart from being less convenient then operating a button directly to request kickdown – the shifting behaviour will be different: with this action a direction change st nd will result in the engagement of the new direction remaining in 1 gear, instead selecting 2 st gear when 1 gear was selected by kickdown.
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1.5.11 Lockup enable switch The lockup enable switch is needed when it is desired to enable or disable the automatic lockup logics in the ECON.A, or to control the lockup manually.
1.5.11.1 Signal type The lockup enable switch can be connected to the ECON.A by: • •
Use of a digital input, of which the logic can be inverted if requested Use of a CAN message – the ECON.A allows to receive the lockup enable selection via the CVC_to_TC_1 message . Please refer to chapter 3 paragraph 2.1 for details of this signal.
Check the application specific wiring diagram to see how the lockup enable switch needs to be connected to the ECON.A.
1.5.11.2 Function The function of lockup enable switch depends on the customer’s choice to have manual lockup or automatic lockup. The desired behaviour needs to be chosen by the customer and activated on the ECON.A by DANA. Manual lockup
•
With manual lockup, the function op the lockup enable switch is very straight forward. In this case there is a direct link between the lockup enable switch and the lockup output function, where the lockup output state just follows the lockup enable switch state (inversion of logics is possible). Automatic lockup
•
If the lockup enable switch is used, activating the switch will activate the lockup logics as handled by the ECON.A. Different than with manual lockup, this does not mean that lockup will be engaged upon setting this lockup enable switch. The switch just sets the permission for the ECON.A to use lockup or not. The actual (dis)engagement of the lockup will be handled by the ECON.A once permission is granted by this lockup enable switch (see paragraph 1.11 for lockup description). If the lockup enable switch is not used, the ECON.A can be set up to always have permission to use automatic lockup as configured in the ECON.A, or to completely disable lockup and never use it.
1.5.12 Throttle Pedal Idle Position This switch informs the ECON.A if the throttle pedal is released (idle) or not.
1.5.12.1 Signal type Typically this will be mechanically operated monostable switch installed on the throttle pedal to detect the idle position. The throttle pedal idle signal can be connected to the ECON.A by: • •
Use of a digital input, of which the logic can be inverted if requested Use of a CAN message – the ECON.A allows to receive throttle pedal idle switch via the CVC_to_TC_1 message . Please refer to chapter 3 paragraph 2.1 for details of this signal.
Check the application specific wiring diagram to see how the throttle pedal idle switch needs to be connected to the ECON.A.
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1.5.12.2 Function This throttle pedal idle signal provides essential about the driver intention, needed by the ECON.A automatic shifting logics for selection of the correct gear (see paragraph 1.8). Therefore, if automatic gear shifting is needed, this signal is essential for the ECON.A to guarantee correct operation (see paragraph 1.8). REMARK: Alternatively the throttle pedal postion can be provided as an analog signal (see paragraph 1.5.14). In that case this digital throttle pedal idle signal is not needed.
1.5.13 Throttle Pedal Full Position This switch informs the ECON.A if the throttle pedal is at full throttle position or not.
1.5.13.1 Signal type Typically this will be mechanically operated monostable switch installed on the throttle pedal to detect the full throttle position. The throttle pedal full throttle signal can be connected to the ECON.A by: • •
Use of a digital input, of which the logic can be inverted if requested Use of a CAN message – the ECON.A allows to receive throttle pedal full throttle signal via the CVC_to_TC_1 message . Please refer to chapter 3 paragraph 2.1 for details of this signal.
Check the application specific wiring diagram to see how the throttle pedal full throttle signal needs to be connected to the ECON.A.
1.5.13.2 Function Unlike the throttle pedal idle signal, this throttle pedal full throttle signal is not really essential for automatic gear shifting. However, it does provide better information about the driver intention, allowing better operation of automatic shifting by even better selection of the correct gear (see paragraph 1.8). REMARK: Alternatively the throttle pedal postion can be provided as an analog signal (see paragraph 1.5.14). In that case this digital throttle pedal full throttle signal is not needed.
1.5.14 Throttle pedal position 1.5.14.1 Signal type The throttle pedal position can be connected to the ECON.A by several possibilities: •
•
Use of digital input(s): A reflection of the throttle pedal position by digital input(s) can only be done if the ECON.A has NO engine control. It is not recommended to use this if driver intention is linked to different shiftcharacteristics. o Idle/not Idle switch (minimum needed): This switch reports if the pedal is pressed or not. o Full/not Full throttle switch (optional): If the pedal is pressed, this switch will report whether the pedal is pressed fully or not. The combination of these 2 switches provide a primitive indication of 3 zones for the throttle pedal: low, medium, high. Use of an analog input, the throttle pedal should be equipped with an analog position pickup sensor, which translates the position of the throttle pedal into a variable voltage (or resistance) that can be measured by the ECON.A and translated into a throttle percentage, reading from 0% to 100%.
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•
To allow the ECON.A to detect abnormal signals, be sure to keep the normal signal of the sensor within 250 mV (ohm) and 4750 mV (ohm). The voltage (or resistance) of the sensor should vary proportional to the pedal position. Use of a CAN message – the ECON.A allows to receive the throttle pedal sensor via the EEC2 or the CVC_to_TC_2 message. Please refer to chapter 3 paragraphs 2.2 and 5.3 for details of this signal.
Check the application specific wiring diagram to see how the throttle pedal signal needs to be connected to the ECON.A.
1.5.14.2 Function The throttle pedal is primarily used by the ECON.A to determine the driver’s intention and to select the appropriate shift characteristics. If the option engine control is requested, it will also determine the target engine speed. REMARK: if no throttle pedal position sensor is connected, the ECON.A will assume that the throttle pedal is always at full throttle, to maintain basic automatic shifting functionality.
1.5.15 Brake pedal position The brake pedal position signal is essential for the ECON.A to have inching functionality.
1.5.15.1 Signal type The brake pedal position can be connected to the ECON.A by several possibilities: •
•
Use of an analog input, the brake pedal should be equipped with an analog position pickup sensor, which translates the position of the brake pedal into a variable voltage (or resistance) that can be measured by the ECON.A and translated into a brake percentage, reading from 0% to 100%. To allow the ECON.A to detect abnormal signals, be sure to keep the normal signal of the sensor between 250 mV (ohm) and 4750 mV (ohm). The voltage (or resistance) of the sensor should vary proportionally to the pedal position. Use of a CAN message – the ECON.A allows to receive the brake pedal sensor via the CVC_to_TC_2 message. Please refer to chapter 3 paragraph 2.2 for details of this signal.
Check the application specific wiring diagram to see how the brake pedal signal needs to be connected to the ECON.A.
1.5.15.2 Function Primarily this brake pedal position signal is needed for the electronic controlled inching function (see further). If inching is not used, the brake pedal signal can still be used to have standard declutch when the brake pedal is pressed to a certain minimum percentage (ECON.A parameter). In that case the transmission can be forced to neutral. This feature is optional and is only used when inching is not activated. If inching is activated, pressing the pedal into the declutch zone will NOT force neutral but result in an inching declutch state: very low pressure in the direction clutch, in order that the clutch can not transfer torque. This is done to ensure smooth transition from declutch to inching.
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1.5.16 Parking Brake State 1.5.16.1 Signal type The parking brake state signal can be connected to the ECON.A by: • •
Use of a digital input, of which the logic can be inverted if requested Use of a CAN message – the ECON.A allows to receive the parking brake state signal via the CVC_to_TC_1 message . Please refer to chapter 3 paragraph 2.1 for details of this signal.
Check the application specific wiring diagram to see how the the parking brake state signal needs to be connected to the ECON.A.
1.5.16.2 Function When the parking brake state signal is active, an input to the controller will force neutral on the transmission. Once neutral is forced by this parking brake input, there are 2 options to return to normal shiftlever interpretation if the parking brake is turned off again: • Unconditional: as soon as parking brake is turned off, the shiftlever will determine the selected direction of the transmission immediately. • Reset by neutral: if the parking brake is turned of, the shiftlever needs to be cycled through neutral before the ECON.A will interpret the shiftlever direction again. The desired behaviour needs to be chosen by the customer and activated on the ECON.A by DANA.
1.5.17 Turbine speed sensor The turbine speed sensor is installed on the transmission and is essential for the ECON.A application.
1.5.17.1 Signal type This inductive or magneto-resistive type of speed sensor has to be connected to one of the 2 available ECON.A speed inputs. Appendix 2 shows an overview of the available APC122 hardware connections. Check the application specific wiring diagram to see how the speed sensor needs to be connected to the ECON.A.
1.5.17.2 Function The speed sensor provides essential information about the transmission and vehicle condition to the ECON.A. It is one of the most valuable sources of information and is used for a wide variety of ECON.A functionalities, from automatic shifting to drivetrain protection.
1.5.18 Engine Speed sensor The engine speed signal is essential for the ECON.A in case the load sensed automatic shifting funtionality is desired.
1.5.18.1 Signal type The engine speed signal can be provided to the ECON.A by: •
Use of a speed sensor directly connected to the ECON.A This inductive or magneto-resistive type of speed sensor has to be connected to one of the 2 available ECON.A speed inputs. Appendix paragraph 2 shows an overview of the available APC122 hardware connections.
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•
Use of a CAN message – the ECON.A allows to receive the engine speed signal via the EEC1 message . Please refer to chapter 3 paragraph 5.2 for details of this signal.
Check the application specific wiring diagram to see how the speed sensor needs to be connected to the ECON.A.
1.5.18.2 Function Unlike the turbine speed sensor, the engine speed sensor does not provide an essential signal to the ECON.A. However it is needed if certain features of the ECON.A are desired. The most important features that need this sensor are the load sensed automatic shifting (see paragraph 1.8) and the automatic lockup (see paragraph 1.11).
1.5.19 Transmission Sump Temperature sensor The transmission sump temperature sensor can be installed in the transmission as an option.
1.5.19.1 Signal type This resistive type of temperature sensor has to be connected to one of the ECON.A analog inputs. Appendix 2 shows an overview of the available APC122 hardware connections. Check the application specific wiring diagram to see how the temperature sensor needs to be connected to the ECON.A.
1.5.19.2 Function The transmission sump temperature sensor measures the average transmission oil temperature. The ECON.A will report the appropriate warning and alarm when the normal operational limits are exceeded.
1.5.20 Transmission Converter Out Temperature sensor The transmission converter out temperature sensor can be installed in the transmission or in the hydraulic line to the cooler as an option.
1.5.20.1 Signal type This resistive type of temperature sensor has to be connected to one of the ECON.A analog inputs. Appendix 2 shows an overview of the available APC122 hardware connections. Check the application specific wiring diagram to see how the temperature sensor needs to be connected to the ECON.A.
1.5.20.2 Function The transmsission converter out temperature sensor measures the oil temperature at the output of the torque converter. This temperature is considered as the highest temperature of the transmission oil and is therefore monitored for warning and alarm limits. If the alarm limit is exceeded, the ECON.A can be set up to force the transmission to neutral until the transmission temperature has dropped to an acceptable level, or it can just report an alarm.
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1.6 Output Functions Following paragraphs describe functions related to ECON.A outputs. Some of these inputs will be essential to have the stated ECON.A functionalities operational, while others are optional features.
1.6.1
Transmission Control Valve The transmission control valve is the main interface between the ECON.A and the transmission. As the transmission control valve is a part of the transmission, it is clear that it is essential for the ECON.A application.
1.6.1.1 Signal type Each of the solenoids has to be connected to one of the ECON.A power outputs. Appendix paragraph 2 shows an overview of the available APC122 hardware connections and a typical assignment of the transmission control valve solenoids. Check the application specific wiring diagram to see how the different solenoids need to be connected to the ECON.A.
1.6.1.2 Function Using a combination of several on/off solenoids, the transmission control valve translates the electrical signals controlled by the ECON.A into the appropriate hydraulic signals to activate the desired gears of the transmission. Depending on the transmission model, some clutches can have hydraulic modulation. Please refer to the appendix paragraph 1 for a hydraulic diagram example to illustrate this.
1.6.2
Lockup The lockup selector is an optional on/off valve that has to be controlled by the ECON.A.
1.6.2.1 Signal type If used, this on/off solenoid has to be connected to one of the ECON.A power outputs. Appendix 2 shows an overview of the available APC122 hardware connections. Check the application specific wiring diagram to see how the selector solenoid needs to be connected to the ECON.A.
1.6.2.2 Function The lockup feature is considered as a part of the transmission control logics and therefore it needs to be controlled by the ECON.A. For all details about the lockup control logics of the ECON.A, please refer to paragraph 1.11.
1.6.3
Neutral Engine start
1.6.3.1 Signal type This on/off solenoid has to be connected to one of the ECON.A power outputs without current feedback. Appendix paragraph 2 shows an overview of the available APC122 hardware connections. Check the application specific wiring diagram to see how the selector solenoid needs to be connected to the ECON.A.
1.6.3.2 Function This output is connected to a relay that can enable or disable the starter of the engine. When the shiftlever is not in neutral, the engine starter will be disabled.
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1.6.4
Speedometer
1.6.4.1 Signal type This frequency generating output nees to be connected to the dedicated ECON.A pins provided. Refer to appendix paragraph 2 for the ECON.A connections overview and the application specific wiring diagram to see how the speedometer output needs to be connected.
1.6.4.2 Function This output will generate a variable frequency based on the measured vehicle speed. Depending on the type of speedometer connected, the relation between frequency and measured vehicle speed (kph) has to be set up in the ECON.A.
1.6.5
Speed dependant output – STILL TO BE DOCUMENTED
1.6.5.1 Signal type …. Check the application specific wiring diagram to see how the selector solenoid needs to be connected to the ECON.A.
1.6.5.2 Function ….
1.6.6
Warning lamp output – STILL TO BE DOCUMENTED
1.6.6.1 Signal type …. Check the application specific wiring diagram to see how the warning lamp needs to be connected to the ECON.A.
1.6.6.2 Function ….
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1.7 Transmission Control Functions: Direction Engagement Please note that all limit values mentioned in this document are values for reference only, which will be changed depending on and while fine-tuning the application. They serve to indicate the typical order of magnitude these limits usually have, allowing to understand their intended function.
1.7.1
Direction Change (Forward Reverse or visa versa) Depending on the application, 2 limits maybe imposed that prevent a direction change to be made: • Maximum vehicle speed limit: design limit • Maximum engine speed limit: optional limit (standard: disabled) If one or both of these limits are set and exceeded, the direction change will not be performed immediately. If desired, an appropriate exceed type error code will be set. The action taken will be dependant on the selected options: • Force neutral and wait until the conditions are fullfilled: this is typically choosen for application where it is up to the driver to slow down the vehicle and engine speed appropriately (forklift). • Keep active direction engaged and wait until the conditions are fullfilled: similar behaviour to the option above, but without forcing neutral. • Keep active direction engaged and start downshifting the gears untill the vehicle speed is low enough (loader). One of these options must be selected by the OEM customer and will be configured in the ECON.A by DANA. REMARK: driving in a certain direction and selecting neutral with the machine still moving in the same direction, is still considered to be driving in that same direction. So although neutral is already selected, if the direction opposite to that driving direction is selected, it will still be considered as a direction change!
1.7.1.1 Direction change – via shift to neutral For some applications, eg. Forktlifts, it is important that the there is no risk of damaging the load when a direction shift is performed. When the direction change is requested and it is not allowed (vehicle speed to high), the transmission will be forced to neutral. It will stay in neutral until both the vehicle speed and the engine speed are below their limits and then perform the direction change. While the vehicle is forced to neutral, it will perform the normal downshifts in neutral purely based on the vehicle speed. In automatic shifting, the forward/reverse gear is limited to a maximum gear, eg 2nd. If the current gear is higher than this forward/reverse gear, the gear will always change to that forward/reverse gear when a direction change is perfomed. If the current gear is lower, when performing a direction change, the gear is not changed. After a direction change was made in the forward/reverse gear, when in manual mode, the gear shifting will be according to the shiftlever position and associated time delays. After a direction change was made in the forward/reverse gear, when in automatic mode, the gear shifting will be according to the automatic shift curves.
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Example: F/R max gear = 1 F3 -> F2 -> R2 if the F/R speed conditions are OK while in F2 F3 -> R2 if the F/R speed conditions are OK while in F3 F3 -> F2 -> F1 -> R2 if the FR speed conditions are OK while in F1 : high speed F3 N3 a neutralshift is made to slow down
N2
R1 if vehicle speed has dropped below limit while in N2
N1
R1
When vehicle speed has not dropped down while in N2 Figure 1 : Direction change with max F/R gear 1st
1.7.1.2 Direction change – via gear downshift For some applications, eg. loaders, it is important that the direction shift is quick as possible.
performed as
When the direction change is requested and it is not allowed (vehicle speed to high), the transmission will not be forced to neutral. Instead it will start to perform downshifts to help slow down the vehicle as quickly as possible. Once both the vehicle speed and the engine speed are below their limits, the direction change will be performed. There are 2 principles to perform these downshifts for a direction change: •
Safe Downshifting
With this algorithm, the downshifts are performed taking into account the normal delays between 2 downshifts and most importantly, taking into account the limits for risk of overspeeding the transmission. Therefor a downshift will not occur if the current vehicle would cause transmission overspeeding in a lower gear. Only when it’s safe to do so, the downshift will be performed. •
Unconditional Downshifting
For some customers it is desired to ignore all transmission protections and force a downshift anyway, even it would mean a risk for the transmission. In that case the algorithm ignores all safety limits and just performs the downshifts with a fixed delay between each downshift. In automatic shifting, the forward/reverse gear is limited to a maximum gear, eg 2nd. If the current gear is higher than this forward/reverse gear, the gear will always change to that forward/reverse gear when a direction change is perfomed. If the current gear is lower, when performing a direction change, the gear is not changed. After a direction change was made in the forward/reverse gear, when in manual mode, the gear shifting will be according to the shiftlever position and associated time delays. After a direction change was made in the forward/reverse gear, when in automatic mode, the gear shifting will be according to the automatic shift curves. Example : F/R max gear = 2
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F3 -> F2 -> R2 if the F/R speed conditions are OK while in F2 F3 -> R2 if the F/R speed conditions are OK while in F3 F3 -> F2 -> F1 -> R2 if the FR speed conditions are OK while in F1 :
high speed
F3
F2
a downshift is made to slow down
R2 if vehicle speed has dropped below limit.
F1
R2
if vehicle has not slowed when standstill is detected or down sufficiently after certain time. timeout has elapsed. Figure 2 : Direction change with max F/R gear 2nd
1.7.2
Direction change from Neutral at standstill This can be considered to be a special case of a direction change, namely from standstill to any direction. As the vehicle is already at standstill, a maximum vehicle speed limit is of no relevance. However there is an optional maximum engine speed limit available (on top of the direction change maximum engine speed limit as described above) to prevent selecting a direction when the transmission is in neutral and the vehicle is at standstill. REMARK1: when driving in a certain direction and when putting the shiftlever in neutral and back in the same direction, the same maximum engine speed limit will be used to check if engagement is allowed. REMARK2: if neutral is selected, but the vehicle is not at standstill, and a direction is requested opposite to the direction that the vehicle is moving in, the direction change limits (if active) will be applied (see paragraph 1.7.1).
1.7.3
Conditions for forcing Neutral There are a number of conditions where the ECON.A will force neutral, even though neutral was not requested by the shiftlever: • Transmission shutdown (see paragraph 1.4.2) If the ECON.A detects a severe problem that makes safe transmission control impossible, the so called shutdown mode is activated. Shutdown mode disables all shift functionality and ensures a safe transmission condition (always neutral). • ECON.A shutdown (see paragraph 1.4.5) If the ECON.A has detected an internal problem, it will automatically switch to this shutdown mode. As a result all power to the outputs of the ECON.A will be turned off, so this mode disables all shift functionality and also ensures a safe transmission condition (all outputs off = always neutral due to design). • Direction engagement limits: see paragraphs 1.7.1 & 1.7.2. • Invalid Shiftlever Request If an invalid shiftlever pattern is detected by the ECON.A, neutral will be forced to ensure a safe transmission condition. • Optional feature: Declutch Input: see paragraph 1.5.3 • Optional feature: Redundant Safety Neutral Request: see paragraph 1.5.3. • Optional feature: Brake pedal based declutch: see paragraph 1.5.15 • Optional feature: Parking Brake State: see paragraph 1.5.15
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1.8 Transmission Control Functions: Gear Shifting 1.8.1
Automatic gearshifting – speed sensed
1.8.1.1 Principle With speed sensed shifting, the turbine speed is used to determine the up- and downshift points (the engine speed signal is not needed). For correct selection of the gears, the ECON.A also takes the driver intention into account by monitoring the throttle pedal signal, provided by one or more digital inputs or by an analog pedal sensor. For the automatic shifting logics, the ECON.A divides the throttle pedal position in 3 zones : LT (low throttle), HT (half throttle) or FT (full throttle). Together with the turbinespeed, LT, HT and FT are used to determine the up- and downshift points:
half throttle downshift point
upshift point
rpm downshift point
upshift point
full throttle Figure 3 : Automatic gearshifting - speed sensed
REMARK: As described above, having information about the throttle pedal allows better selection of the correct gear. If this throttle pedal information is not available, full throttle will always be assumed. However, to ensure correct operation of automatic shifting, it is strongly recommended to at least provide information about the throttle pedal being at idle (LT) or not.
1.8.1.2 Upshifting For speed sensed automatic shifting, 2 speed limits are used for upshifts: one is used when the throttle pedal is at half throttle (HT) and one when the throttle pedal is at full throttle (FT). The ECON.A will monitor the turbine speed and depending on the measured throttle pedal position, decide if an upshift to a higher gear is needed. Between 2 shifts, a minimum delay is applied (typically 2 seconds). This delay is needed to allow the shift to complete and show its effect on the vehicle. After this mimimum delay, the monitoring of the turbine speed will determine when a new upshift or a downshift is needed. With automatic shifting, the shiftlever has a maximum gear limiting function. This means that the ECON.A will provide automatic gearshifting using all the gears between the starting gear and the gear selected on the shiftlever. So if for instance there are 4 gears available, but the rd rd shiftlever is requesting 3 gear, automatic shifting will stop at 3 gear. REMARK: If the throttle pedal is at low throttle (LT) no upshifts will be made, as in this case the ECON.A assumes the driver does not want to accellerate. This is particulary handy when driving downhill and the driver wants to keep the vehicle speed low.
1.8.1.3 Downshifting Similar to upshifts, downshifts also have 2 speed limits. Again the throttle pedal state will be used to decide which of the 2 turbine speeds is valid to perform a downshift or not.
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Different than for upshifting, downshifts can of course occur when the throttle pedal is not applied (LT). In fact, at low throttle the ECON.A uses a separate turbine speed limit (not shown in the diagram above) to determine if a downshift is needed or not. With these separate limits, the ECON.A can provide downshifting to a lower gear as soon as this allowed (avoiding transmission overspeeding). This way, when the operator releases the throttle pedal, the ECON.A will start downshifting as soon as possible, providing maximum decellaration of the vehicle. Of course these limits can also be set to provide downshifting to lower gears at much lower speeds if this suits the application better.
1.8.2
Automatic gearshifting – load sensed (LSAS)
1.8.2.1 Principle Load sensed automatic shifting takes speed sensed shifting one step further by adding monitoring of the torque converter load. To be able to determine the load of the torque converter, the engine speed signal is needed in addition to the turbine speed. These 2 speed signals provide the torque converter speed ratio (SR)1 to the ECON.A, a measure for the load on the torquer converter and thus the transmission. By monitoring this load, the ECON.A can determine at what point the vehicle’s tractive effort is better in a higher or lower gear than the currently active gear, depending on the load. Of courcse, identical as with speed sensed shifting, the ECON.A also takes the driver intention into account by monitoring the throttle pedal signal.
1.8.2.2 Upshifting Basically load sensed upshifting logics are identical to speed sensed upshifting logics, but an extra condition is added: a minimum required SR. For each possible upshift, a table defines the minimum SR needed to perform the upshift. This SR limit is a function of the turbine speed, so the optimal shifting point is detected, regardless of the torque converter’s point of operation. The diagram below illustrates such a table – also nd rd referred to as shiftcurve – for upshifting from 2 to 3 gear. Shift 2-3 0.86 0.85 0.84 0.83 0.82
SR
0.81 0.8 0.79 0.78 0.77 0.76 0.75 1000
1200
1400
1600
1800
2000
2200
Turbine RPM
1 Torque converter speed ratio= SR = turbine speed , where SR1 “braking mode” engine speed
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REMARK: Similar to speed sensed shifting, if the throttle pedal is at low throttle (LT) no upshifts will be made. But because with load sensed shifting the SR is also available, upshifts will also be prevented when the torque converter is in braking mode (SR>1). REMARK: As described, load sensed shifting logics add the extra condion of the minimum required SR, but the throttle pedal dependant minimum turbine speed is also still checked. These speed limits provide extra control over the shifting behaviour to prevent that upshifts would occur too soon if only decided on load.
1.8.2.3 Downshifting Load sensed downshifting logics are fundamentally different from speed sensed downshifting logics because the turbine speed limits are not used anymore (where for upshifting they still are). Downshifting will occur purely based on the load of the torque converter. Similar to upshifting, each possible downshift has a table that defines the minimum SR needed before performing a downshift. Again this SR limit is a function of the turbine speed, so the optimal shifting point is detected, regardless of the torque converter’s point of operation. The rd nd diagram below illustrates such a shiftcurve for downshifting from 3 to 2 gear. Shift 3-2 0.42
0.4
SR
0.38
0.36
0.34
0.32
0.3 400
500
600
700
800
900
1000
Turbine RPM
REMARK: this load sensed downshifting is only active when the throttle pedal is not at low throttle! At low throttle, the downshifting is identical to the speed sensed downshifting and the ECON.A uses the same separate turbine speed limit as with speed sensed shifting to determine if a downshift is needed or not.
REMARK: As all these parameters control the behaviour of the shifting logics, it is of the utmost importance that the DANA approval data is correct and in line with the application. This approval is the main data source for calculating the automatic shifting parameters.
1.8.3
Automatic kickdown – STILL TO BE DOCUMENTED
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1.9 Transmission Control Functions: Forcing Neutral 1.9.1
Force Neutral @ powerup This feature simply keeps the transmission in neutral when the APC122 is powered up, regardless of the shiftlever position. The shiftlever will have to be cycled through neutral before a direction selection is possible.
1.10 Transmission Control Functions: Drivetrain Protection 1.10.1 Downshift overspeeding protection To prevent damage to the transmission caused by internal overspeeding, the maximum allowed speed limits are continuously monitored for each gear. So if a downshift is requested but the vehicle speed is too high, the downshift will be postponed. As soon as the speed has dropped below the safety speed limit, the downshift will be allowed. REMARK: This protection is purely a downshift protection, so it will only prevent performing requested downshifts when the vehicle speed is too high. This protection will not perform upshifts if the overspeeding limit is reached for example while driving in a certain gear in manual shifting mode.
1.10.2 Automatic gearshifting in neutral Even when the transmission is in neutral, the maximum allowed speed limits are still continuously monitored for each gear. Different to the downshift protection when driving in forward or reverse, in neutral the automatic gearschifting will perform up- and downshifts depending on the vehicle speed. So if the vehicle is for example put in neutral while driving downhill, an upshift to a higher gear in neutral will be made when the overspeeding limit is exceeded. When the vehicle speed drops below the limit, a downshiftwill be performed. This automatic shifting in neutral will shift through all available gears in neutral when needed, regardless of the shiftlever gear position. So in neutral, even when the shiftlever is requesting nd rd 2 gear, the ECON.A will still make an upshift to 3 gear if there is danger of overspeeding.
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1.11 Transmission Control Functions: Lockup Please note that the values mentioned in this paragraph are for reference only! They serve to indicate the typical order of magnitude these limits usually have, to allow understanding their intended function. The correct values will be application specifc and set by DANA, after defining and fine tuning the values with the OEM.
1.11.1 Manual or automatic lockup control The ECON.A can be set up to use lockup in 2 different ways:
1.11.1.1 Manual lockup With this option, the ECON.A will just activate lockup based on the state of the related input function (see paragraph 1.5.11) The only logics that the ECON.A adds to the lockup control is checking whether lockup is desired in the currently active gear or not. The desired gears to have lockup available need to be chosen by the customer and activated in the ECON.A by DANA.
1.11.1.2 Automatic lockup When using automatic lockup, the ECON.A will take care of all logics to activate lockup. A number of limits are available in the ECON.A to control the behaviour of the automatic lockup. The following paragraphs describe the behaviour of the automatic lockup logics in the ECON.A.
1.11.2 Enabling and disabling automatic lockup The ECON.A can be set up to always have permission to use the lockup logics. However, if it is desired to be able to enable and disable the lockup usage during normal operation, an input signal is needed. Please refer to paragraph 1.5.11 for details.
1.11.3 Automatic lockup function To improve the efficiency of the transmission torque converter at low load and thus at high speed ratio2, the torque converter lockup function can be used. When engaged, lockup connects the turbine of the converter directly to the engine (direct engine drive). Typically this is used at steady high travel speeds, minimizing the losses of the converter and therefore improving the transmission performance at high speed. To ensure a higher efficiency by engaging lockup, a diagram in the ECON.A determines at what torque converter speed ratio the lockup should be engaged, dependent on the turbine speed. REMARK: when the engine speed signal is not available, the converter speed ratio is not available. However, automatic lockup is still available and will not take into account the torque converter speed ratio to engage lockup. Instead the logics will only take the speed limits into account. This still provides automatic lockup, but slightly less optimized for maximum efficiency.
2 Torque converter speed ratio= SR = turbine speed , where SR1 “braking mode”. engine speed
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Lockup engagement limit 0.86 0.85 0.84 0.83
SR
0.82 0.81 0.8 0.79 0.78 0.77 0.76 0.75 1000
1200
1400
1600
1800
2000
2200
Turbine RPM
To control the behaviour of (dis)engagement of lockup to fit a specific application, a number of limits can be configured by DANA in the ECON.A. The diagram below shows an overview of these adjustable limits. Disengage Lockup at low throttle
Disengage Lockup for Converter Drive (increased load)
Engage Lockup
Disengage Lockup for Upshift
LT *
HT *
FT
HT *
FT
HT *
FT
1000
1300
1400
1600
1700
1900
2000 Turbine RPM
Legend:
* LT HT FT
= optional = low throttle = half throttle = full throttle
1) Some of the limits described in the following paragraphs provide an extra condition to engage lockup.These limits are intended to have extra control of the lockup behaviour, but in all cases lockup enagement can only occur when the torque converter speed ratio condition is fulfilled. 2) All limits described in the following paragraphs are configurable for each individual transmission gear. This allows control over which gears should use lockup and what the behaviour should be.
1.11.3.1 Standard lockup The basic 4 limits listed below are always needed by the ECON.A to control the lockup, even without taking the throttle pedal into account: • Allow Engaging Lockup – FT: determines if it is allowed to use lockup at full throttle or not. • Engage Lockup - Minimum Turbine Rpm + Delay - FT mimimum turbine speed to reach before engaging the lockup. • DisEngage Lockup For Upshift - Minimum Turbine Rpm + Delay - FT
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mimimum turbine speed to reach before disengaging the lockup to perform an upshift. DisEngage Lockup For Converter Drive - Minimum Turbine Rpm + Delay - FT minimum turbine speed needed to keep lockup engaged, before disengaging the lockup to switch back to converter drive. If the turbine speed drop below this value, the transmission load has increased to a point where the engine speed (and thus the turbine speed) has dropped too low. At this point it is needed to switch back to normal converter drive to improve the tractive effort. REMARK: Each speed limit has it’s own delay: this is the time the speed limit condition needs to be fulfilled before it is confirmed. This principle is used for all lockup related (dis)engage limits, also those described in the optional lockup functionality paragraphs below. REMARK: when the throttle pedal signal is not available, the throttle pedal signal is always assumed to be at full throttle for controlling the lockup. Therefore the set of limits listed above will also be used in that case and are thus the minimum required to have lockup functionality.
1.11.3.2 Optional: Standard lockup with throttle pedal based distinction If the throttle pedal signal is available in the ECON.A, an extra set of the same basic limits can be set to make a distinction between half throttle or full throttle, having a different behaviour of the lockup depending on the throttle pedal signal: • Allow Engaging Lockup - HT • Engage Lockup - Minimum Turbine Rpm + Delay - HT • DisEngage Lockup For Upshift - Minimum Turbine Rpm + Delay - HT • DisEngage Lockup For Converter Drive - Minimum Turbine Rpm + Delay - HT These limits have exactly the same functionality as their counterparts for full throttle, but will be used when the throttle pedal is at half throttle. REMARK: even with the throttle pedal available, this distinction in lockup behaviour between half and full throttle is optional. If this is not desired for the application, it does not have to be used. So if these limits for HT are set identical to the set for FT, the behaviour will be exactly the same in both cases. REMARK: because lockup is typically used at high speeds, it can be desired to avoid lockup engagement all together when the throttle pedal is not at full throttle. In that case the lockup can be disabled in half throttle. This will also result in lockup being disengaged as soon as the throttle pedal signal is no longer at full throttle.
1.11.3.3 Optional: extended lockup - throttle pedal based With the throttle pedal signal available in the ECON.A, a final option is to keep lockup engaged when the throttle pedal changes to low throttle and the lockup was already engaged. Keeping lockup engaged will result in better engine braking performance in the selected gear. Prolonging lockup engagement in this condition is refered to as “extended lockup”. To control this extended lockup, 2 extra limits are used: • Allow Engage Lockup – LT determines if it is allowed to use extended lockup at low throttle or not. • DisEngage Extended Lockup - Minimum Turbine Rpm + Delay minimum turbine speed needed before disengaging the lockup to switch back to converter drive in extended lockup. If the turbine speed dropS below this value, it is needed to switch back to normal converter drive to prevent stalling the engine and to allow downshifting to a lower gear. REMARK: By keeping lockup engaged until a relatively low turbine speed is reached, generally this will cause the active gear to be engaged longer than without extended lockup. This means that downshifting to a lower gear will be delayed and occur at a lower vehicle speed than without extended lockup.
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1.12 RD.120 Display (optional) The ECON.A can be extended with an optional remote display RD.120 that can be mounted in the vehicle dashboard.
1.12.1 Display design The RD.120 display unit front panel consists of: 2 red 7-segment LED digits 2 status LED lamps a push button labelled 'M' for display mode selection. The DIAGNOSTIC LED lamp labelled 'D' is yellow and is used to indicate diagnostic modes The FAULT LED lamp labelled 'F' is red and is used to flagged faults and errors are present in the buffer
M D
F
RD.120 Display Panel Different display modes can be activated: − Normal display mode: this display mode is the mode that is activated during normal operation. It is used to display standard information about the transmission and vehicle state. − Error display mode: this mode can be activated to check the different active and/or inactive errors that might be present − Diagnostics display mode: this special mode provides a number of diagnostic screens that allow the user to test and verify all in- and output signals of the ECON.A.
1.12.2 Normal Display Mode – STILL TO BE COMPLETED This display mode is activated by default when powering up the ECON.A. The LED ‘D’ is off by default.
1.12.2.1 Displayed info – STILL TO BE COMPLETED The table below shows some typical different displays available in the normal display mode. Display label (shown while ‘M’ pressed)
Info shown
Comment
This display shows actually engaged direction and gear. If the direction or gear differs from the shift lever, the corresponding dot blinks. This display is the first that will be shown when normal display mode is active. This display shows vehicle speed in km/h. For speeds below 10km/h, speed is shown with 0.1km/h resolution. The example shows 4.2km/h
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This display shows vehicle speed in miles/h. For speeds below 10 mph, speed is shown with 0.1mph resolution. The example shows 4.2 miles per hour. Conversion factor used between km/h and mph: 1.6.
This display shows the current shift lever position. Only positions actually available on the transmission are shown. If it is different from the engaged direction or gear , the corresponding dot blinks.
Remark: if one or more displays listed above are not desired, they can be disabled by DANA upon customer request. As a general rule the RD.120 will display two dashes (as illustrated below) to indicate a value is not available. Typically this will be the case if the signals related to the information that needs to be displayed is not connected or has an electrical problem.
Remark: If certain intial conditions required to correctly display a menu item are not fulfilled, the menuitem will be skipped all together.
1.12.2.2 Operating the display To browse through the different displays, press the ‘M’-button. Each time the ‘M-button is pressed, the next display will be selected and the display label as listed in the table will be shown as long as the ‘M’-button is pressed. When the button is released, the info of the corresponding display is shown. When the last display is reached, pressing the button will activate the first display again. The ‘F’-LED will start flashing as soon as there is one or more faults present. Selecting the error display will then show the corresponding fault code (see below).
1.12.2.3 Transmission Shutdown or Limphome Operating Mode In case the ECON.A has activated the transmission shutdown mode, the normal display mode is kept active (unless other display mode is selected), but this transmission shutdown operating mode will be reflected in the gearposition display:
In a similar way, the transmission limphome mode will be indicated in the gearposition display:
1.12.3 Error display mode A special display mode that can be called from the normal display mode is the error display mode.
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To activate the fault display mode, simply press the ‘M’-button longer than 3 seconds. This can be done from any of the displays in the normal display mode. There are two distinct display phases. The first labeled AF represents the Active Faults, the second one labeled IF represents inactive fault codes. One can cycle through the error codes by pressing the button. When pressing the button again after the ECON.A has presented the last available error code, two dashes are displayed. To leave the fault display mode, simply press the ‘M’-button longer than 3 seconds again. This reactivates the menu-item of the normal display mode you were in when you switched into the fault display mode. Display label (shown while ‘M’ pressed)
Info shown
Comment
This mode shows the current active fault codes. For a full description of the fault codes, see chapter 4.
This mode shows the current inactive fault codes. For a full description of the fault codes, see chapter 4. Please note that inactive faults are removed from volatile memory after showing them on the display.
The ‘F’-LED will light up continuously when the fault display mode is active. Remark: The error display mode only applies to the the volatile error memory! To access the permanent error logging information, either use a DANA PC tool or use the CAN messages for interpretation.
1.12.4 Diagnostics Mode This display mode is activated when powering up the ECON.A with the M-button of the RD.120 held down. The ‘D’-LED will light up continuously when the diagnostics mode is active.
1.12.4.1 Speed Monitor When selecting one of the three available displays for speed monitoring, it shows:
Engine speed
Turbine speed
Output speed
Depending on the available speed signals in the application, the corresponding displays will be available or not. After selecting the desired speed display and releasing the mode switch, the display will show respectively engine, turbine or output speed in RPM (rotations per minute). From 0 - 999 rpm the display displays 10's - i.e. below display corresponds with 630 RPM.
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From 1000 RPM on, the display shows thousands. The example indicates 1400 RPM
1.12.4.2 Speed ratio Monitor When selecting this mode the display shows:
speed ratio =
turbine speed < 1 (in normal mode) engine speed
After releasing the mode switch the display shows the decimal fraction of the speed ratio in the converter.
The above display represent a speed ratio of 0.63 (or 63%)
This display represents a speed ratio of 1.4 If the value on the display blinks it is negative!
1.12.4.3 Input Test When selecting this mode the display shows:
This test is used to verify operation of the shift lever and other inputs. The display shows which inputs are active. The driver (or technician) can follow the sequence of inputs and thus verify the wiring of the vehicle. Each segment of the display indicates a specific input. Different segments can be switched on simultaneously if different inputs are activated simultaneously.
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This segment is switched on if input pin 59 is activated.
This segment is switched on if input pin 58 is activated.
This segment is switched on if input pin 57 is activated.
This segment is switched on if input pin 56 is activated.
This segment is switched on if input pin 55 is activated.
This segment is switched on if input pin 55 is activated.
This segment is switched on if input pin 54 is activated.
This segment is switched on if input pin 53 is activated.
Input pin 53 and pin 54 are both activated.
1.12.4.4 Output test When selecting this mode the display shows:
This mode can only be selected at standstill. When pressing the mode switch while driving or if a speed sensor fault is flagged, this mode is skipped. After operating in this test mode, the transmission is blocked in neutral until the shift lever is cycled through its neutral position. The ECON.A gives information about the status of the outputs. The possible states are G (good), S (short-circuit with ground) and O (open load: output is not connected or has a short circuit to the battery plus). The ECON.A tests each output sequentially, the left side of the display gives information about which output is tested, the right side gives the status of the output.
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OUTPUT 1 is good.
OUTPUT 1 has a short circuit to ground.
OUTPUT 1 is not connected (open load)
OUTPUT 1 is disabled
OUTPUT 1 has a short circuit to battery +
1.12.4.5 Sump temperature monitor (in °C) When selecting this mode the display shows:
The displayed value after the mode switch is released is the sump temperature in °C. The position of the dot reflects important information! If the right dot is on, one must add 100°C to the number shown. If the left dot is on, one must add 200°C to the number shown. Negative values are indicated by blinking numbers. 83 °C
Temperature of 183°C
1.12.4.6 Sump temperature monitor (in °F) When selecting this mode the display shows:
The displayed value after the mode switch is released is the sump temperature in °F. The position of the dot reflects important information! If the right dot is on, one must add 100°F to the number shown. If the left dot is on, one must add 200°F to the number shown. Negative values are indicated by blinking numbers.
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83 °F (28°C)
183 °F (84°C)
283 °F (140°C)
Temperature of 399°F
1.12.4.7 Convertor out temperature monitor (in °C) When selecting this mode the display shows:
The displayed value after the mode switch is released is the convertor out temperature in °C. The position of the dot reflects important information! If the right dot is on, one must add 100°C to the number shown. If the left dot is on, one must add 200°C to the number shown. Negative values are indicated by blinking numbers. 83 °C
Temperature of 183°C
1.12.4.8 Convertor out temperature monitor (in °F) When selecting this mode the display shows:
The displayed value after the mode switch is released is the convertor out in °F. The position of the dot reflects important information! If the right dot is on, one must add 100°F to the number shown. If the left dot is on, one must add 200°F to the number shown. Negative values are indicated by blinking numbers.
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83 °F (28°C)
183 °F (84°C)
283 °F (140°C)
Temperature of 399°F
1.12.4.9 Battery Voltage Monitor When selecting this mode the display shows:
The voltage displayed is measured on the switched powersupply The displayed value after the mode switch is released is the battery voltage in Volts. Values with a fractional part of 0.5V or higher have the right dot on Voltage range : 13.0 V - 13.4 V Voltage range : 13.5 V - 13.9 V
1.12.5 Bootloader Mode (programming mode) This special mode will be activated if the ECON.A is being reprogrammed using the DANA Firmware Flashtool.
1.12.5.1 Bootloader mode active Initialy the yellow “D”-LED and the red “F”-LED will blink alternately to indicate this mode. The display shows:
The programming process consists of 3 main steps:
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1.12.5.2 Step 1: Erasing The first step is erasing the existing contents of the internal program flash:
“E” stands for “erasing”, the number on the right indicates the number of the sector currently being erased. The red “F”-LED lights up continuously to indicate this step.
1.12.5.3 Step 2: Programming & verification After that the actual programming starts:
“P” stands for “programming”, the number on the right indicates the number of the sector currently being programmed. The yellow “D”-LED lights up continuously to indicate this step. At the end of programming a sector, a verification is performed:
Both the yellow “D”-LED and the red “F”-LED light up continuously to indicate this step. This process of programming and verification is repeated a number of times until all the necessary sectors are programmed.
1.12.5.4 Step 3: Verification Finally a verification of the complete programmed firmware is performed:
Both the yellow “D”-LED and the red “F”-LED light up continuously to indicate this step.
When completing the programming of the ECON.A successfully, it will automatically restart and try to activate the new application firmware. If this succeeds, the ECON.A will no longer be in bootloader mode. However, if the ECON.A can not successfully activate the application firmware, bootloader mode will automatically be activated again.
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2 Control system: Analog Input Signals Calibration The ECON.A firmware contains several calibration procedures for all supported analog input signals. These are needed so that the ECON.A reads the correct values from these signals. These analog input signal calibrations have to be done: • • • •
when the vehicle is built at the OEM. when the sensor of an analogue input signals is replaced when the ECON.A is replaced or an upgrade is performed. When an error code indicates the calibration is invalid
2.1 Activating the calibration mode with RD.120 (optional) To enter the ECON.A Calibration mode, you should push the “M”-button on the display for 10 seconds when starting up the ECON.A. After 10 seconds, the following message appears on the display:
This indicates that you have entered the calibration mode. Pressing the “M”-button once again selects the first calibration option. Pressing it shortly each time will select the next available calibration option. For selecting a calibration option, hold the “M”-button down for 2 minimum seconds.
2.2 Brake pedal sensor calibration with RD.120 (optional) For the brake pedal, up to 3 points can be calibrated: • • •
Voltage when brake pedal is released (“0%” level) Voltage when brake pedal is pressed to the level where declutch zone should start (“high” level) Voltage when brake pedal is fully pressed (100%) rd
Two calibration points are always needed: the “0%” and the “100%” level. The 3 intermediate point is optional and decision for calibration need will depend on the application. This needs to be defined by OEM and is then fixed by DANA. To select the brake pedal calibration option, simply press the “M”-button until the RD.120 shows:
After activating the brake pedal calibration option, the different calibration points will be requested in order of increasing level. The display will automatically show:
…
…
For each requested calibration point, simply apply the pedal to its corresponding position and confirm it by pressing the “M”-button.
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When the calibration has completed succesfully, the RD.120 will show:
In case the calibration encountered a problem, the RD.120 will show:
In that case the values of the failed calibration are ignored and the default values will be used.
REMARK: to have the new calibration values activated, a controlled power down of the ECON.A is needed, so the values can be saved to the controller’s permanent flash memory. Only at the next power up these new values will be used.
2.3 Throttle pedal sensor calibration with RD.120 (optional) For the throttle pedal, up to 4 points can be calibrated: • • • •
Voltage when throttle pedal is released (“0%” level) Voltage of the start of the ‘throttle pedal medium zone’ (“mid” level) Voltage of the start of the ‘throttle pedal high zone’ (“high” level) Voltage when throttle pedal fully pressed (“100%” level)
Like with the brake pedal, two calibration points are always needed: the “0%” and the “100%” level. The other 2 intermediate points are optional and decision for calibration need will depend on the application. This needs to be defined by OEM and is then fixed by DANA. To select the throttle pedal calibration option, simply press the “M”-button until the RD.120 shows:
After activating the throttle pedal calibration option, the different calibration points will be requested in order of increasing level. The display will automatically show:
…
…
…
For each requested calibration point, simply apply the pedal to its corresponding position and confirm it by pressing the “M”-button. When the calibration has completed succesfully, the RD.120 will show:
In case the calibration encountered a problem, the RD.120 will show:
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In that case the values of the failed calibration are ignored and the default values will be used.
REMARK: to have the new calibration values activated, a controlled power down of the ECON.A is needed, so the values can be saved to the controller’s permanent flash memory. Only at the next power up these new values will be used.
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2.4 Controlling Analog Input Signal Calibration using CAN Apart from performing the analog signal calibrations using the stand-alone calibration mode of the ECON.A as described above, it is also possible to activate and control these calibrations using CAN communication. This is very useful on machines where there is no RD.120 present and the operator has an interface with a central vehicle controller (e.g. dashboard display) that is connected to the same CAN bus network as the ECON.A, or alternatively to control the transmission calibration using an off-board diagnostic tool like DANA’s “Dashboard”. The details of all used CAN messages are fully described in chapter 3, but the chart on the following page gives a better insight of how different messages are linked together. The chart uses the codes for calibration of the brake pedal signal, but the principal is identical for the throttle pedal calibration or any other similar analog input signals.
Before a calibration can be started using CAN, the calibration mode has to activated in the ECON.A first. Without this calibration mode activated, any attempt to start a specific calibration will be ignored by the ECON.A. After completing all the required calibrations, the ECON.A can be set back to normal operating mode. This is optional, because restarting the ECON.A will be needed anyway to activate the new calibration results, and restarting the ECON.A automatically deactivates the calibration mode.
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3 Introduction The configuration sets are created to provide OEM Engineering a windowed view on all relevant parameters to allow option selection and machine functionality definition in the ECON.A. This chapter describes the structure and the contents of the configuration sets. It also contains the information needed for practical use of these configuration sets, both for setting the contents of a set as for selecting a predefined configuration set. This can be handled both using the GDE tool and using CAN communication. For a better understanding, the diagram below shows the situation of the configuration sets within the total amount of available parameters.
An essentail part of each ECON.A is the so called APT file. This is a complete data file delivered by DANA containing all parameters needed to get a fully operational ECON.A. Together with the ECON.A firmware, it defines a complete application. As a rule these APT files are read-only to the OEM user. As the diagram shows, the configuration sets are a part of that complete APT file, so they are an essential part of the parameters. The so called OEM GDE Data file is basically a reduced version of the full APT file, where only the configuration sets are accessable for editing. This way the OEM user can overwrite the standard settings as they are provided in the APT file supplied by DANA. This allows management of configuration sets completely under the responsibility of the OEM user, without needing a large quantity of different APT files from DANA. Remark: in highly exceptional cases, such an OEM GDE data file could contain some parameters that are not a part of the configuration sets but nevertheless need to be customized by the OEM user. This will investigated case by case and is to be defined togteher with DANA. Before choosing to define such extra parameters that need to be customized by the OEM user, some careful consideration is needed. As is explained in the next paragraphs, configuration sets can be managed in different ways: on the one hand PC tools like OEM Engineering GDE and Dashboard, CAN messages on the other hand. Be aware that extra parameters that are not a part of these configuration sets can only be managed by using the OEM Engineering GDE.
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4 Using Configuration Sets 4.1 Basic concept Each column in the “ConfSets” header (see further) represents a machine configuration. For all the available options (rows) a suitable value can be selected. These values are boundary checked to prevent the user entering unsafe data. Once the different configuration sets are created, one of these sets is selected by simply picking its index from the list of available sets and activating it by downloading it to the controller. This can either be done using the GDE and APT tool or using a CAN message (see ECON.A CAN EDI description).
4.2 Configuration Set Parameters Description The following paragraphs decribes the different configuration set parameters available in the ECON.A. This means that any combination of the following parameters can be combined to different configuration sets. The maximum number of configurtion sets that can be defined is 20.
4.2.1
Configuration Set Name (GDE only) This is a text parameter that allows the user to specify any name for the configuration set up to 8 characters long. This name is also used as the column title of each configuration set and more importantly for the list of selectable configuration sets (see paragraph 5.3). When you specify a new name, it will not immediately be reflected there! This will only be updated after downloading your changes into an ECON.A, closing the GDE, restarting it and then performing an upload again. Alternatively leaving the GDE open and performing an ‘Upload Groups’ will also refresh the parameters label info and reflect your changes after the next upload. Because the name of the configuration is very important for reference to a set, it is recommend to make sure that the correct names are reflected in the list of selectable configuration sets (see paragraph 5.3) before saving your changes and distributing this file in your production environment (see also tips in paragraph 5.2). REMARK: When using CAN messages to reference a configuration set, this name is not relevant. Instead an index value needs to be used to address the correct configuration set (see paragraph 7 and chapter 3).
4.2.2
ShiftLever Type Specify the type of shiftlever on the machine (Standard / BumpType / CAN Type) For the selection of a standard or a bumptype shiftlever, a fixed wiring of the shiftlever outputs to the ECON.A is expected. Check the application specific wiring diagram to see how the shift lever needs to be connected to the ECON.A in those cases.
4.2.3
Digital input features
4.2.3.1 Available digital input features Named as they are presented in the GDE tool, the available digital input features are: • DI Declutch • DI Auto/Manual Shifting • DI Kickdown Request • DI Neutral Lock Reset
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• • • • • • • • •
DI Throttle Pedal Idle DI Throttle Pedal Full DI Parking Brake State DI Start in 1st/2nd DI Redundant Neutral DI Operator Present DI Seat Orientation DI Inhibit Upshift DI Lockup Enable
4.2.3.2 Digital input feature activation For each available digital input feature, enabling the feature is possible by selecting an available signal source. For digital input features, these are the options to choose from:
If the signal is wired, choose one of the available digital input wires from the drop down list presented. If the function is active and it is sent over the CAN bus, following the protocol as described in the ECON.A CAN EDI description, select the option “CAN EDI” If the function is not to be used, select “Not Used”. REMARK: if a signal source option is not availble for a certain feature, the option will not be available in the list.
4.2.3.3 Digital input feature logics inversion If a digital input feature is activated on a wire, there is a possibility to invert the logics of the input:
If “No” is selected, the digital input will need to be high to have the feature active. If “Yes” is selected, the logics is inverted. REMARK 1: with a ECON.A that has so called “switch to ground” digital inputs, the logics is already inverted by default: connection to ground turns the digital input feature off. REMARK 2: if the signal source is set to “CAN EDI”, this inversion has NO impact!
4.2.3.4 Digital input feature inactive default value In case a digital input feature is not activated (“Not Used”), the default value detemines whether the feature is always active or not:
For some feature this will not be useful at all. For others, like “DI Auto/Manual Shifting” this can be used to make a selection to have a feature always active for a specific configuration set.
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4.2.4
Digital output features
4.2.4.1 Available digital output features Named as they are presented in the GDE tool, the available digital output features are: • DO Neutral Engine Start • DO Vehicle Speed based • DO Warning Lamp • DO Lockup
4.2.4.2 Digital input feature activation As with the digital input features, for each available digital output feature, enabling the feature is possible by selecting an available output. For digital output features, these are the options to choose from:
4.2.4.3 Digital input feature logics inversion Identical to the digital input features, there is a possibility to invert the logics of the output:
4.2.4.4 Digital input feature inactive default value Identical to the digital input features, in case a digital output feature is not activated (“Not Used”), the default value detemines whether the feature is always active or not:
4.2.5
Analog input features
4.2.5.1 Available analog input features Named as they are presented in the GDE tool, the available analog input features are: • AI Throttle Pedal • AI Brake Pedal
4.2.5.2 Analog input feature activation For each available analog input feature, enabling the feature is possible by selecting an available signal source. For analog input features, these are the options to choose from:
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If the signal is wired, choose one of the available analog input wires from the drop down list presented. If the function is active and it is sent over the CAN bus, following the protocol as described in the ECON.A CAN EDI description, select the option “CAN EDI” If the function is not to be used, select “Not Used”. REMARK: if a signal source option is not availble for a certain feature, the option will not be available in the list.
4.2.6
Max Vehicle Speed This sets the absolute maximum vehicle speed that is allowed for a specific vehicle configuration. This limit will be used by the vehicle speed limitation feature if available (see paragraph 1.11) Standard value: Adjustable range:
80 kph (maximum possible: no speed limitation) 5 kph – 80 kph
REMARK: the minimum value is limited to 5 kph because below this speed the feature does not function optimal anymore.
4.2.7
Max DirChg Vehicle Speed This sets the maximum vehicle speed to allow a direction change to be performed. If a direction change is requested when the vehicle speed is higher than this value, the shift will be postponed until the actual speed has dropped below this limit. If it does and the request for a direction change is still detected on the shiftlever, the shift will be performed. Standard value: Adjustable range:
design limit (maximum allowed) 0 kph – design limit, depending on the application approval
The maximum allowed direction change vehicle speed is determined to prevent damage to the transmission clutches (overheating and friction plate damage caused by dissipation of too much power in the direction clutches). It can therefore not be exceeded at all! Using a lower limit might be desirable in some cases to prevent direction changes on the machine at speeds that might represent a dangerous situation on the machine or the direct environment. Note: how the ECON.A will react exactly if the shift needs to be postponed because the vehicle speed limit is exceeded, will depend on the selections made as described in paragraph 1.7.
4.2.8
Max DirChg Engine Speed Similar to the F-R vehicle speed limit, this value limits the engine speed to perform a direction change. Standard value: Adjustable range:
3000 rpm 500 rpm – 3000 rpm
Unlike the maximum vehicle speed limit, this maximum engine speed usually has not been set for transmission protection. The maximum vehicle speed limit is usually calculated to be
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acceptabel at any speed of the engine’s range. Therefore this limit is an optional limit that, for the same reason as mentioned above, might be desirable to use a lower engine speed limit. REMARK: If a value lower than the actual engine idle speed is specified, this will result in no direction changes being performed at all !!!
4.2.9
Tyre Rolling Radius Specifies the rolling radius of the machine tyres. A range of different values to cover different tyre options can be specified here. However, the range of allowed values is limited. The limits on this value depend on the application approval and are fixed by DANA for each application.
4.2.10 Axle Reduction Specifies the axle reduction factor the vehicle’s axle. A range of different values to cover possible different axle options can be specified here. However, the range of allowed values is limited. The limits on this value depend on the application approval and are fixed by DANA for each application.
4.2.11 ConfigSet ID
The final relevant parameter to the configuration sets is this ConfigSet ID. It is located in the header ‘GDE Info’ and it selects the configuration set that will be activated each power up. If you click this parameter value, a list automatically presents the available configuration sets as named by the parameter ‘Config Name’ described in paragraph 0. Selecting one will make it active after performing a download to the controller and automatically resetting the controller. REMARK: When using CAN messages to reference a configuration set, this ConfigSet ID is represented by a corresponding index value to address the correct configuration set (see paragraph 7 and chapter 3).
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5 Configuration Set Management: GDE One of the ways to manage the configuration sets is by using the GDE tool. To have all the necessary access rights to change the relevant parameters, a GDE tool with OEM Engineering license is required. This OEM Engineering level GDE tool allows the user to access and change the parameters described above. An OEM engineer can prepare the different configuration sets in accordance to the different machines that are being produced. Once this is performed (for a certain type of drive train, being engine and transmission), this information is saved to a specific file that will be programmed into the ECON.A controllers for machines with that drive train. All information for the different configuration sets as defined by OEM engineering are downloaded into the flash memory of the ECON.A controller. That way a desired machine configuration can easily be selected in the production line or at an OEM service centre without having to configure a long list of parameters. This will be possible by using a GDE with a different access level, being OEM Production.
5.1 Editing Configuration Sets with OEM Engineering GDE When connected to an ECON.A, using the GDE tool you can access the existing configuration settings in that controller by performing an upload.
Normally these configuration sets would be prepared in an office environment where there is not always a setup with a connected ECON.A available. In that case you just open an existing file that has been saved by you earlier or that you have received from DANA.
Selecting the Header ‘ConfSets’ presents the table where all configurations are available for editing. You can now edit all the required parameters to create your desired machine configurations and provide an appropriate name. These changes can be saved to a file with a name of your choice. That file will then be used in the production line to customize each machine to the correct configuration.
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REMARK: after performing an upload from an ECON.A, the GDE tool will always be in safe edit mode. This is to prevent accidental changing of parameters. If you want to change to normal editing mode to change the configuration set parameters, simply click the key icon in the taskbar or use the Edit/ Save Mode to disable this safe edit mode.
5.2 Suggestions for Managing Configuration Sets with GDE To help avoid problems in your production line, here are some suggestions: - For each drive train you will need 1 file where you can define different machine configurations. It is necessary to keep at least 1 file per drive train because of some specific settings and limits that are related to the approval of each drive train! Therefore it is not recommended to create machine configurations for machines with a different drive train in the same file! -
The first time you will create such a file for a drive train with a number of different configurations defined, you would best start form a file received from DANA. Alternatively you can also start from an upload on an ECON.A with correct settings.
-
Be absolutely sure to use the GDE tool with OEM Engineering Level license!
-
You will save your settings to a file with a name that is clear and non-confusing for you and your organization.
-
Make sure that the names that you have specified for each configuration are reflected in the relevant fields (see remark in paragraph 0). Reminder: after changing the names, download your changes into an ECON.A, restart your GDE tool and perform an upload from that controller again. The changed names will now be reflected in all relevant fields, so you can save this to your file that you will use.
-
When changes are made to the contents of the configuration sets within the file of one drive train, it is recommended to always save this to the same filename (if this is possible). This way a high number of lots of similar GDE files can be avoided, which was one of the main intentions of using configuration sets in the first place!
5.3 Selecting Configuration Sets with OEM Production GDE At production level (and service centres if desired by OEM), the user will have an OEM Production level GDE tool. This version of the GDE tool offers a very limited view of the parameters that easily allows selecting a file and downloading it to the ECON.A controller. The only parameter of the configuration sets that this production level will be able to access is the ConfigSet ID. This way it is possible to select the correct machine configuration set at the end of the production line and download it into the ECON.A.
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Apart from selecting the Configuration ID, there are 2 more parameters that can be set with this OEM Production level GDE: - Transm S/N: here the serial number of the transmission built into the machine being programmed can be entered. It is recommended to do this because this is valuable information for service purposes. -
Vehicle ID: this is a text parameter where any text up to 7 characters can be entered. This can be a vehicle type name, a vehicle production serial number, etc…
REMARK: All ECON.A’s are programmed with a data file when they are delivered to the customer. By default the first configuration set (index = 0) will be activated!
5.4 Uploading machine configuration with OEM Production GDE If the OEM user wants to keep track of the settings on all of the machines by logging the downloaded settings, the OEM Production level GDE tool allows to upload the data from an ECON.A controller and save it to a file. It is recommended to perform this upload of the settings after the full calibration has been performed (throttle pedal, brake pedal, transmission automatic tuning,). That way all the settings specific for that machine are incorporated in that file. REMARK: After an upload has been performed using the OEM Production level GDE tool, the download option will automatically be disabled! This is done deliberately to avoid accidental downloading of machine specific calibrated data into another machine. To enable this download option again, simply open a saved file. This way downloading becomes a conscious choice of selecting a specific desired file to download.
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6 Configuration Set Management: Dashboard DANA provides a PC tool called “Dashboard”, which also contains the configuration set management functionality. On top of that, “Dashboard” is a multi-functional tool which also provides a lot of other features: - signal monitoring - data logging - error logging - calibration interface - integrated specific PC tools like APT & GDE, Firmware Flashtool,… - 2 user levels with differentated options available (customer definable) -…
For further details, please refer to the description of the “Dashboard” PC tool.
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7 Configuration Set Management: CAN As an alternative (or as a supplement) to using the DANA PC tools to manage the configuration sets, there is the possibility to use CAN communication if this is available. By sending a specific command in a CAN message to the ECON.A controller, an existing configuration set can be selected on the machine. The central vehicle controller could be configured to automatically request the correct configuration set for that machine. After a set has been selected using CAN, a normal power down (key switch) of the machine will be necessary to make it active. It is not allowed to switch between different configuration sets while the machine is running! If a configuration set has been selected and activated, all parameters available in that configurations set can also be adapted using a specific CAN message, which provides full control of the values of each parameter in the active selected configuration set.
7.1 Conditions for Reading and Setting Values on CAN To be able to use the functionality of the parameters available in the configuration sets, there are some conditions. Absolutely essential is that a valid configuration set must be selected and activated before it is possible to even just read the actual values of these parameters. If there is a configuration set active, reading the actual values and the corresponding minimum and maximum values is possible at all times. To write a new value to any of these parameters however, some extra conditions are to be fulfilled: - The machine needs to be at standstill -
The shift lever needs to be in the ‘Neutral’ position
-
If there is a parking brake signal available to the ECON.A, the parking brake must be engaged
If one of these conditions is not fulfilled, this will be reported by a specific code in the acknowledgement message (see further). If these conditions are OK, the value of any of the available parameters can be changed by sending the correct codes in a CAN message (see further). However, there are some extra restrictions on accepting the new value: - the index needs to address an existing parameter in the configuration -
the new value must be within the allowed minimum to maximum range of that parameter
Again, if one of these conditions is not fulfilled, the appropriate code will be returned in the acknowledgement message.
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7.2 Selecting a Configuration Set: CVC_to_TC_4 To select a configuration set in the ECON.A, a CAN message is provided that is also used for reading and writing other values in the ECON.A (see also chapter 3, paragraph 4.1.9). Below this message is explained when used to select a configuration set in the ECON.A.
7.2.1
CVC_to_TC_4 defined for Configuration Set Selection
Message Name
CVC_to_TC_4
Message ID
CFF23XXH (XX is the Central Vehicle Controller’s address)
Originator
Central Vehicle Controller, Service monitor
Repetition rate
as required
DLC
8
Byte 0
80h = Request code for configuration set selection
Byte 1
00h = read request: just read the currently active configuration set 01h = write request to select a specified configuration set
Byte 2
Index to requested configuration set, if a write request is sent
Byte 3
FFh = reserved
Byte 4
FFh = reserved
Byte 5
FFh = reserved
Byte 6
FFh = reserved
Byte 7
FFh = reserved
7.2.2
CVC_to_TC_4.Byte 1
-
00h = read request: just read the currently active configuration set
-
01h = write request: select a newly specified configuration set
7.2.3
CVC_to_TC_4.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 – 19 (20 configuration sets available in total) REMARK: To avoid confusion and remain consequent, it is recommended to set this byte to the value FFh if there is no write request, although it has no influence at all.
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7.3 ECON.A reply Configuration Set Selection: TC_to_CVC_4 Each time a configuration set read or write request is sent by using the CVC_to_TC_4 message as described above, a reply message will be sent by the ECON.A. This is the standard reply message that is linked to the CVC_to_TC_4 message (see also chapter 3, paragraph 4.2.7). Below this reply message is explained when used to read or write a configuration set index.
7.3.1
TC_to_CVC_4 defined for Configuration Set Selection
Message Name
TC_to_CVC_4
Message ID
CFF3303H (03 is the Transmission Controller’s address)
Originator
Central Vehicle Controller, Service monitor
Repetition rate
On request
DLC
8
Byte 0
Echo of CVC_to_TC_4.Byte 0
Byte 1
Reply code to operation code of CVC_to_TC_4.Byte 1
Byte 2
Index of Newly Requested Configuration Set
Byte 3
Index of Currently Active Configuration Set
Byte 4
FFh = reserved
Byte 5
FFh = reserved
Byte 6
FFh = reserved
Byte 7
FFh = reserved
7.3.2
TC_to_CVC_4.Byte 1 Depending on what has been requested in CVC_to_TC_4.Byte 1 and the result of the consequent action, this reply code can have several values: echo of CVC_to_TC_4.byte1 (value 00h or 01h) in normal situations Normal situations are: - The request was simply to read the actual value of the currently active configuration set -
The request was to select a new configuration set and this new index was accepted
FF(hex) = the index of the requested configuration set (CVC_to_TC_4.byte2) is invalid.
To retry the write operation of the configuration set index, make sure that a valid index is specified.
7.3.3
TC_to_CVC_4.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_4.byte2 (=requested index): -
The request to select a new configuration set was accepted FF(hex) = there is no valid configuration set currently active
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Same value as CVC_to_TC_4.byte3 (=currently active index) The request to select a new configuration was not accepted or there was no request to write a new index. In these cases the index of the currently active configuration set is shown.
7.3.4
TC_to_CVC_4.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_CVC4.byte2 and TC_to_CVC4.byte3 will show the same value. When a new configuration set has been selected successfully however, TC_to_CVC4.byte2 and TC_to_CVC4.byte3 will show a different index value. Only after a normal power down of the ECON.A (key contact) and a restart, the new configuration set will be activated! This can be checked by reading the active configuration set index after power up and verifying that it corresponds to the selected one.
7.4 Communication Overview Selecting a Configuration Set
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7.5 Reading and Writing Values: CVC_to_TC_4 To read and write values in the parameters of the configuration sets, a CAN message is provided that is also used for reading and writing other values in the ECON.A (see also chapter 3, paragraph 4.1.10). This message is explained here when used to read and write values in the configuration set parameters.
7.5.1
CVC_to_TC_4 defined for Configuration Set Parameter handling
Message Name
CVC_to_TC_4
Message ID
CFF23XXH (XX is the Central Vehicle Controller’s address)
Originator
Central Vehicle Controller, Service monitor
Repetition rate
as required
DLC
8
Byte 0
81h = Request code for reading configuration set parameter value 86h = Request code for writing configuration set parameter value
Byte 1
Index to configuration set parameter
Byte 2
New value, in case the write request is active
Byte 3 Byte 4
FFh = reserved
Byte 5
FFh = reserved
Byte 6
FFh = reserved
Byte 7
FFh = reserved
7.5.2
7.5.3
CVC_to_TC_4.Byte 0 -
81h = Just read the parameter value referred to by the index in byte 1. This is possible at all times, provided there is a valid configuration active.
-
86h = Write the new desired value (as specified byte2-3) to the parameter referred to by the index in byte 1.
CVC_to_TC_4.Byte 1 This byte is used to set an index to the configuration set parameter that needs to be read or written. For a detailed list of all supported index values, see paragraph 7.5.5.
7.5.4
CVC_to_TC_4.Byte 2-3 When there is a write request to set a configuration set parameter to a desired value, this is where the new value is needs to be specified. For a read request, this is not relevant. Data format: New value = byte2 + byte3 x 256 For specific scaling factors of certain parameter values, please refer to the table in paragraph 7.5.5.
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7.5.5
Configuration Set Parameter - Index and Format List Configuration Set Parameter
Value in byte2-3
Data format Unit of byte 2-3
00 01 02 03 04 05 09 0A 0D 10 11 12 13
DI Declutch DI Auto/Manual Shifting DI Kickdown Request DI Neutral Lock Reset DI Throttle Pedal Idle DI Throttle Pedal Full DI Parking Brake State DI Start in 1st/2nd DI Redundant Neutral DI Operator Present DI Seat Orientation DI Inhibit Upshift DI Lockup Enable
0=Di0 W59 1=Di1 W58 2=Di2 W57 3=Di3 W56 4=Di4 W55 5=Di5 W54 6=Di6 W53 7=Di7 W52 8=Custom 9=CAN EDI 10=Not Used
none
36
DO Neutral Engine Start
Signal Source
37
DO Vehicle Speed based
Signal Source
38
DO Warning Lamp
Signal Source
39
DO Lockup
Signal Source
40 41 42 43 44 45 49 4A 4D 50 51 52 53 76 77 78 79 80 81 82 83
DI Declutch DI Auto/Manual Shifting DI Kickdown Request DI Neutral Lock Reset DI Throttle Pedal Idle DI Throttle Pedal Full DI Parking Brake State DI Start in 1st/2nd DI Redundant Neutral DI Operator Present DI Seat Orientation DI Inhibit Upshift DI Lockup Enable DO Neutral Engine Start DO Vehicle Speed based DO Warning Lamp DO Lockup DI Declutch DI Auto/Manual Shifting DI Kickdown Request DI Neutral Lock Reset
Invert Logic? Invert Logic? Invert Logic? Invert Logic? Invert Logic? Invert Logic? Invert Logic? Invert Logic? Invert Logic? Invert Logic? Invert Logic? Invert Logic? Invert Logic? Invert Logic? Invert Logic? Invert Logic? Invert Logic? Default State Default State Default State Default State
Index (hex)
0=Do0 W33 1=Do1 W31 2=Do2 W48 3=Do3 W18 4=Do4 W46 5=Do5 W17 6=Do6 W35 7=Do7 W01 8=Do8 W03 9=CAN EDI 10=Not Used
0 = No 1 = Yes
none
0 = OFF 1 = ON
none
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Index (hex)
Configuration Set Parameter
84 85 89 8A 8D 90 91 92 93 B6 B7 B8 B9 C0 C1 C2 E0 E1
DI Throttle Pedal Idle DI Throttle Pedal Full DI Parking Brake State DI Start in 1st/2nd DI Redundant Neutral DI Operator Present DI Seat Orientation DI Inhibit Upshift DI Lockup Enable DO Neutral Engine Start DO Vehicle Speed based DO Warning Lamp DO Lockup Max Dir Chg Engine Speed Max Dir Chg Vehicle Speed Max Vehicle Speed Tyre Rolling Radius Axle Reduction
Default State Default State Default State Default State Default State Default State Default State Default State Default State Default State Default State Default State Default State Value Value Value Value Value
E2
Shiftlever
Type
F0
AI Throttle Pedal
Signal Source
F1
AI Brake Pedal
Signal Source
Value in byte2-3
Data format Unit of byte 2-3
limited value limited value limited value limited value limited value
rpm kph x 256 kph x 256 m x 1024 ratio x 100
0 = Standard 1 = Bump type 2 = CAN type
none
0 = Ai0 W25 1 = Ai1 W27 2 = Ai2 W29 3 = Ai3 W14 4 = CAN EDI 5 = Not Used
none
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Chapter 2: ECON.A Configuration Sets Description
7.6 ECON.A reply Parameter Read/Write Request: TC_to_CVC_4 Each time a parameter read or write request is sent by using the CVC_to_TC_4 message as described above, a reply message will be sent by the ECON.A. This is the standard reply message that is linked to the CVC_to_TC_4 message (see also chapter 3, paragraph 4.2.9). This reply message is explained here when used to read and write values in the configuration set parameters.
7.6.1
TC_to_CVC_4 defined for Configuration Set Parameter handling
Message Name
TC_to_CVC_4
Message ID
CFF3303H (03 is the Transmission Controller’s address)
Originator
Central Vehicle Controller, Service monitor
Repetition rate
On request
DLC
8
Byte 0
Echo of CVC_to_TC_4.Byte 0
Byte 1
Reply code to operation code of CVC_to_TC_4.Byte 1
Byte 2
Active Configuration Set Parameter Value
Byte 3 Byte 4
Minimum Allowed Configuration Set Parameter Value
Byte 5 Byte 6
Maximum Allowed Configuration Set Parameter Value
Byte 7
7.6.2
TC_to_CVC_4.Byte 1 Depending on what has been requested in CVC_to_TC_4.Byte 1 and the result of the consequent action, this reply code can have several values: -
echo of CVC_to_TC_4.byte1 in normal situations ( 0 to FA(hex) )
Normal situations are: - The request was simply to read the actual value of a valid configuration set parameter -
-
The request was to write a new value to a configuration set parameter and this new value was accepted and the operation completed successfully.
FB(hex) = a request to write a new value to a configuration set parameter was sent, but the machine conditions to allow this where not fulfilled! These machine conditions are the ones described in paragraph 7.1.
To retry the write operation of the configuration set parameter, make sure that these conditions are fulfilled first.
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FC(hex) = a request to write a new value to a configuration set parameter was sent and the value was accepted, but the writing to flash memory was not possible because another write operation to flash memory was still busy.
A possible cause is that 2 write operations were requested within a very short time. Please repeat the request again later. REMARK: Writing to flash memory can easily take a few hundred milliseconds. Respecting a time delay between to write requests of minimum 500 ms is recommended. -
FD(hex) = a request to write a new value to a configuration set parameter was sent BUT the value was not accepted because it is not within the allowed range!
Make sure to specify a value within the allowed range (see the minimum – maximum values further) -
FE(hex) = a request was made containing a non-existing index to a configuration set parameter. Make sure to use only supported index values (see list in paragraph 7.5.5).
-
FF(hex) = There is no valid configuration set selected at this moment, so no request on any configuration set parameter can be handled.
Make sure to select a valid configuration set first!
7.6.3
TC_to_CVC_4.Byte 2-3: Active Value Here the active value for the configuration set parameter is reported. The data format is identical to the format in CVC_to_TC_4.byte2-3. Data format: Active value = byte2 + byte3 x 256 When a write request was sent, the active value will be the new requested value in case the new value was accepted. Identical to requested values in CVC_to_TC_4.byte2-3, please refer to the table in paragraph 7.5.5 for specific scaling factors of certain parameter values. REMARK: When a problem results in having no value to return at all, TC_to_CVC_4.byte2-3 will contain FFFF (hex). This is the case with TC_to_CVC_4.byte1 being FB(hex), FE(hex) and FF(hex).
7.6.4
TC_to_CVC_4.Byte 4-5: Minimum Value In an identical format to TC_to_CVC_4.Byte 2-3, these bytes contain the minimum allowed value for the referred configuration set parameter. REMARK: When a problem results in having no value to return at all, TC_to_CVC_4.byte2-3 will contain FFFF (hex). This is the case with TC_to_CVC_4.byte1 being FB(hex), FE(hex) and FF(hex).
7.6.5
TC_to_CVC_4.Byte 6-7: Maximum Value In an identical format to TC_to_CVC_4.Byte 2-3, these bytes contain the minimum allowed value for the referred configuration set parameter. REMARK: When a problem results in having no value to return at all, TC_to_CVC_4.byte2-3 will contain FFFF (hex). This is the case with TC_to_CVC_4.byte1 being FB(hex), FE(hex) and FF(hex).
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Chapter 2: ECON.A Configuration Sets Description
7.7 Communication Overview Configuration Set Parameter Handling
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Chapter 2: ECON.A Configuration Sets Description
7.8 Suggestions for Managing Configuration Sets with CAN 7.8.1
Selecting a configuration set As mentioned in the description above, the first thing to do is select a valid configuration and activate it. Considering the CAN communication protocol to select a configuration set, the following sequence is an example of how this could be done. - Determine what configuration index is required. This can be an input from a user interface device or can be coded in the vehicle software. -
At power up of the machine, first read the currently active configuration set by sending CVC_to_TC_4 with byte0 = 80h and byte1 = 00h (see details above).
-
Check if the active configuration set index matches the required one. If it does, then there is nothing more to do.
-
If the active configuration set index does not match the required one, send a request to select the index that you need by sending CVC_to_TC_4 with byte0 = 80h, byte1 = 01h and byte2 containing the requested index (see details above). Remember to check the ECON.A reply (TC_to_CVC_4) to confirm that the new requested index has indeed been accepted!
-
Signal a request for a power down, if possible with some indication as to why the power down is needed (on a display, perhaps).
-
After rebooting the machine, the new selected configuration set index will be activated and the check at power up will see that the correct configuration has been activated, so no further action is necessary.
REMARK: All ECON.A’s are programmed with a data file when they are delivered to the customer. By default the first configuration set (index = 0) will be activated!
7.8.2
Editing configuration set parameters Once a configuration set is selected and activated, you might want to read and/or change the settings of certain parameters available in that configuration set. Below is a suggestion for when a user interface device like a menu driven display would be used to manage setting of parameters on a machine. Please use the representation in paragraph 7.7 for a schematic overview of the read and/or write operation of a configuration parameter. A general guideline to use the CAN communication to manage these settings is the following: - Determine which parameters of the available parameters in the configuration sets you want to set (this could be all available). -
For these parameters read the actual values, mainly to get the minimum and maximum allowed values for this parameter. This reading of the desired values can happen in a loop where the index is incremented at each new request. The rate at which the messages follow each other in sequence will be determined by the loop time to send the request and interpret the ECON.A reply. However, a minimum interval of 100 ms between 2 messages is recommended.
-
Once the desired parameter values have been read, the user could change any of these parameters within the allowed range for each of these parameters. Each time the user enters a new value, the corresponding write request CAN message can be sent to the ECON.A.
-
It is strongly recommended to check if the new selected value for the parameter has indeed been accepted by interpreting the ECON.A reply message. If this reply is not used as an acknowledgement for the write request, it could occur that a requested value is not accepted for some reason. This would result in a behavior on the machine not corresponding to what the user thought had been selected!
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For automatic setting of specific parameters at power up of the machine, an automatic loop could be programmed in the vehicle control software. This could check the actual value of some parameters, check it to a desired value and if these do not correspond, the desired value can be written. Again make sure to interpret the ECON.A reply message to see if the newly requested value was accepted.
-
If such a loop for writing different values would be used, it is possible that the writing to flash memory in the ECON.A is still busy for one parameter when a second write request is already coming in. Because of the relatively slow process of writing to flash memory, a minimum interval of 500 ms between 2 write operations is recommended. However, if this interval would not be respected, this cannot cause any damage. The ECON.A will simply deny the new value and report the corresponding code indicating writing to flash memory is not possible at that time. In that case just wait for a short period (e.g. 200 ms) and try again.
-
The specific codes in the ECON.A reply messages can be used to notify the user through a display if there would be a problem with accepting any desired value, so the appropriate action can be taken.
-
IMPORTANT: Remember that even after successfully writing new values to these parameters of the configuration, they will only be activated after a reboot of the ECON.A (a restart of the machine). Also note that the engine of the machine does not have to be running to set new values to these parameters, so just turning the key contact on is sufficient to manage the desired parameters.
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Chapter 3: ECON.A CAN EDI Protocol Description
CHAPTER 3: ECON.A CAN EDI Protocol Description
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Chapter 3: ECON.A CAN EDI Protocol Description
1 General 1.1 Proprietary messages vs Standard messages Where possible, the standard messages as provided by the SAE J1939 standard are used. However, a lot of transmission application specific information is not provided in any of the standard messages. As the J1939 standard leaves room for proprietary messages to implement exchange of data that is not provided in standard messages, a number of these proprietary messages have been implemented by DANA. Within these DANA proprietary messages, the normal rules of the J1939 regarding parameter ranges etc. are respected whenever possible. REMARK: to keep the bus load to a minimum, sometimes these proprietary messages can contain information that is also available in different standard messages. By grouping data that is not provided in standard messages together with data that is available in J1939 standard messages into these proprietary massages, the number of messages needed could be optimized to a minimum. Otherwise the necessary information would be scattered over a significantly higher amount of messages, increasing the complexity and load on the CAN bus.
1.2 Proprietary messages PGN The PGN’s used for the DANA proprietary messages listed below is the default PGN. However, as the SAE J1939 has no rules on how the PGN’s available for proprietary use should be used by different manufacturers, there is always the possibility of conflict when 2 or more different manufacturers have used the same PGN to implement a proprietary message. In that case DANA has the possibility to change the PGN of their proprietary messages in agreement with the other manufacturers involved.
1.3 Repetition rate For each message listed below, the priority part of the message identifier is set to the default recommended value. However, if a specific application would require to use a different priority for any of the supported messages – both proprietary and standard - this can be modified by DANA upon request.
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Chapter 3: ECON.A CAN EDI Protocol Description
2 Proprietary Messages from Central Vehicle Controller (CVC) to Transmission Controller (TC) 2.1 CVC_to_TC_1: Standard Remote Transmission Control Message identifier: CFF20xx (Hex) Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec)
(CAN 2.0 B ⇒ 29 bit identifier) Message ID FF20 (Hex) = 65312 (Dec)
Address sender Example : 27 (Hex) = 39 (Dec)
Originator : Central vehicle controller Repetition rate : 20 ms Timeout : 200 ms DLC : 8 Byte 0
Bit 0 Bit 1 Bit 2 Bit 3 Bit 4 Bit 5 Bit 6 Bit 7
Value Direction selection Range Selection
Fault state of shift lever
Byte 1
Bit 8 Bit 9
Detail
Shift lever position
(if not used : all bits should be 1)
Bit 1 Bit 0 0 0 0 1 1 0 1 1
: neutral : forward : reverse : reserved
Bit 7 Bit 6 0 0 0 1 1 0 1 1
: no fault detected on shift lever : fault detected on shift lever (neutral will be forced) : reserved (neutral will be forced) : function not supported over CAN
Bit 5 Bit 4 Bit 3 Bit 2 st 0 0 0 1 :1 nd 0 0 1 0 :2 rd 0 0 1 1 :3 th 0 1 0 0 :4 0 1 0 1 : 5th 0 1 1 0 : 6th 0 1 1 1 : 7th 1 0 0 0 : 8th All other bitpatterns are reserved
Declutch enable/disable Declutch enable/disable Request
Bit 10 Bit 11
Bit 9 Bit 8 0 0 0 1 1 0 1 1
(if not used : all bits should be 1)
: declutch disable request : declutch enable request : reserved : function not supported over CAN
Parking brake Parking Brake State
Bit 12 Bit 13
Bit 11 Bit 10 0 0 0 1 1 0 1 1
(if not used : all bits should be 1)
: parking brake off : parking brake on : reserved : function not supported over CAN
Neutral lock reset Neutral lock
Bit 13 Bit 12 0 0 0 1 1 0 1 1
(if not used : all bits should be 1)
: no neutral lock reset request : request neutral lock reset : reserved : function not supported over CAN
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Chapter 3: ECON.A CAN EDI Protocol Description
Bit 14 Bit 15
Operator Present Operator Seated state
Byte 2
Bit 16 … Bit 19 Bit 20 Bit 21
Not used
Auto/manual shift selection
Bit 22 Bit 23 st
nd
Bit 24 Bit 25
Not used
Bit 30 Bit 31
Bit 32 Bit 33
Auto/Manual shift selection
(if not used : all bits should be 1)
Bit 21 Bit 20 0 0 : manual mode selection 0 1 : automatic mode selection 1 0 : reserved 1 1 : function not supported over CAN st nd Bit 23 Bit 22 0 0 0 1 1 0 1 1
Bit 25 Bit 24 0 0 0 1 1 0 1 1
(if not used : all bits should be 1)
st
: 1 gear starting request nd : 2 gear starting request : reserved : function not supported over CAN (if not used : all bits should be 1)
: no kickdown request : kickdown enable request : reserved : function not supported over CAN
Reserved
(all bits should be 1)
Bit 31 Bit 30 0 0 0 1 1 0 1 1
: upshift inhibit disable request : upshift inhibit enable request : reserved : function not supported over CAN
Seat orientation Seat Orientation state
Bit 34 Bit 35 Bit 36 Bit 37
(all bits should be 1)
Upshift Inhibit enable/disable (if not used : all bits should be 1) Upshift Inhibit enable/disable request
Byte 4
Reserved
Kickdown enable/disable Kickdown enable/disable request
Bit 26 … Bit 29
: operator is NOT present : operator is present : reserved : function not supported over CAN
Start in 1 / 2 selection
Start in 1 /2 selection
Byte 3
Bit 15 Bit 14 0 0 0 1 1 0 1 1
(if not used : all bits should be 1)
Not used
Throttle Pedal Idle state
Bit 33 Bit 32 0 0 0 1 1 0 1 1
(if not used : all bits should be 1)
: seat orientated normally : seat reverse orientated : reserved : function not supported over CAN
Reserved
(all bits should be 1)
Throttle Pedal Idle
(if not used : all bits should be 1)
Bit 37 Bit 36 0 0 0 1 1 0 1 1
: throttle pedal not idle : throttle pedal idle : reserved : function not supported over CAN
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Chapter 3: ECON.A CAN EDI Protocol Description
Bit 38 Bit 39
Throttle Pedal Full Throttle Pedal Full state
Byte 5
Bit 40 Bit 41
Bit 42 … Byte 6 Byte 7
Bit 47 Bit 48 … Bit 63
Bit 39 Bit 38 0 0 0 1 1 0 1 1
(if not used : all bits should be 1)
: throttle pedal not full : throttle pedal full : reserved : function not supported over CAN
Lockup enable/disable Lockup enable/disable request
Not Used FF(Hex)
Bit 41 Bit 40 0 0 0 1 1 0 1 1
(if not used : all bits should be 1)
: lockup disable request : lockup enable request : reserved : function not supported over CAN
Reserved
(all bits should be 1)
Reserved
(all bits should be 1)
FF(Hex)
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Chapter 3: ECON.A CAN EDI Protocol Description
2.2 CVC_to_TC_2: Optional Remote Transmission Control 1 Message identifier : CFF21xx(Hex) Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec)
(CAN 2.0 B ⇒ 29 bit identifier) Message ID FF21 (Hex) = 65313 (Dec)
Address sender Example : 27 (Hex) = 39 (Dec)
Originator : Central vehicle controller Repetition rate : 20 ms Timeout : 200 ms DLC : 8 Value Byte 0
Bit 0
Detail
Throttle pedal position
(if not used : all bits should be 1)
Conversion : throttle pedal position = byte 0 x 0.4 …
Throttle Pedal Position
0= 0% 250 = 100 % 254 = fault related to throttle pedal position sensing 255 = measurement not supported
Bit 7 Byte 1
[%]
Bit 8
Brake pedal position
(if not used : all bits should be 1)
Conversion : brake pedal position = byte 1 x 0.4 …
Brake Pedal Position
0= 0% 250 = 100 % 254 = fault related to brake pedal position sensing 255 = measurement not supported
Bit 15 Byte 2
FF(Hex)
Byte 3
FF(Hex)
Byte 4
FF(Hex)
Byte 5
FF(Hex)
Byte 6
FF(Hex) FF(Hex)
Byte 7
[%]
Reserved
(all bits should be 1)
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Chapter 3: ECON.A CAN EDI Protocol Description
2.3 CVC_to_TC_3: Optional Remote Transmission Control 2 Message identifier : CFF22xx(Hex)
(CAN 2.0 B ⇒ 29 bit identifier)
Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec)
Message ID FF22 (Hex) = 65314 (Dec)
Address sender Example : 27 (Hex) = 39 (Dec)
Originator : Central vehicle controller Repetition rate : 20 ms Timeout : 200 ms DLC : 8 Value Byte 0
Bit 0 Bit 1
Detail
Redundant Safety Neutral Request (if not used : all bits should be 1) Redundant Safety Neutral
Bit 1 Bit 0 0 0 0 1 1 0 1
1
: no redundant safety neutral requested : redundant safety neutral requested : error (value not expected: will also result in a safety neutral request!) : function not supported over CAN
REMARK: this is a redundant signal to request neutral seperately from the normal shiftlever signal (safety reasons). Bit 2 … Byte 1 Byte 2 Byte 3 Byte 4 Byte 5 Byte 6 Byte 7
Bit 7 Bit 8 …
Bit 63
Not used
FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex)
Reserved
(all bits should be 1)
Reserved
(all bits should be 1)
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Chapter 3: ECON.A CAN EDI Protocol Description
3 Proprietary Messages from Transmission Controller (TC) to Central Vehicle Controller (CVC) 3.1 TC_to_CVC_1: Standard Transmission info Message identifier : CFF3003(Hex) Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec)
(CAN 2.0 B ⇒ 29 bit identifier) Message ID FF30 (Hex) = 65328 (Dec)
Address sender 03 (Hex) = 3 (Dec)
Originator : Spicer ECON.A Transmission controller Repetition rate : 20 ms DLC : 8 Byte 0
Bit 0 Bit 1 Bit 2 Bit 3 Bit 4 Bit 5 Bit 6 Bit 7
Value Direction selection Range Selection
Fault state of shift lever
Byte 1
Bit 8 Bit 9 Bit 10 Bit 11 Bit 12 Bit 13 Bit 14 Bit 15
Shift lever position Bit 1 Bit 0 0 0 0 1 1 0 1 1
: neutral : forward : reverse : reserved
Bit 7 Bit 6 0 0 0 1 1 0 1 1
: no fault detected on shift lever : fault detected on shift lever (neutral is forced) : reserved : function not supported over CAN
Selected Direction
Gear position
Selected Range
Bit 9 Bit 8 0 0 0 1 1 0 1 1
Fault state of Transmission Control Outputs
Byte 2
Detail
Bit 16 Bit 17
: neutral : forward : reverse : reserved
Bit 5 Bit 4 Bit 3 Bit 2 st 0 0 0 1 :1 nd 0 0 1 0 :2 rd 0 0 1 1 :3 th 0 1 0 0 :4 0 1 0 1 : 5th 0 1 1 0 : 6th 0 1 1 1 : 7th th 1 0 0 0 :8 All other bitpatterns are invalid
Bit 13 Bit 12 Bit 11 Bit 10 st 0 0 0 1 :1 nd 0 0 1 0 :2 rd 0 0 1 1 :3 th 0 1 0 0 :4 0 1 0 1 : 5th 0 1 1 0 : 6th 0 1 1 1 : 7th th 1 0 0 0 :8 All other bitpatterns are invalid
Bit 15 Bit 14 0 0 : no fault detected on transmission control outputs 0 1 : fault detected on transmission control outputs 1 0 : reserved 1 1 : function not supported over CAN
Active Errors Active errors
Bit 17 Bit 16 0 0 0 1 1 0 1 1
: there are no active errors : there is one or more active errors present : reserved : function not supported over CAN
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Chapter 3: ECON.A CAN EDI Protocol Description
Bit 18 Bit 19
Inactive Errors * Inactive errors
Bit 19 Bit 18 0 0 0 1 1 0 1 1
: there are no inactive errors : there is one or more inactive errors present : reserved : function not supported over CAN
* REMARK: Only valid for inactive errors in the volatile error memory. Bit 20 Bit 21
Warning Indication * Warning lamp state
Bit 21 Bit 20 0 0 : the warning indication is OFF 0 1 : the warning indication is ON 1 0 : reserved 1 1 : function not supported over CAN * REMARK: The exact trigger(s) for this warning indication are application specific and need to be configured for each application.
Bit 22 Bit 23
Shift In Progress Shift in progress
Byte 3
Bit 24
Bit 23 Bit 22 0 0 0 1 1 0 1 1
: no shift is in progress : shift is in progress : reserved : function not supported over CAN
Transmission Sump Temperature Conversion : Temperature = (byte 3) – 50
…
Transmission Sump Temperature
[°C]
0 = -50 °C 250 = 200 °C 254 = fault related to temperature sensor 255 = measurement not supported
Byte 4
Bit 31 Bit 32
Transmission Cooler In Temperature Conversion : Temperature = (byte 4) – 50
…
Byte 5
Transmission Converter Out Temperature
[°C]
0 = -50 °C 250 = 200 °C 254 = fault related to temperature sensor 255 = measurement not supported REMARK: in case a switch is used instead of a sensor, the following values will be reported: Switch open = temperature is OK = 100 = 50 °C - Switch closed = temperature too high = 200 = 150 °C
Bit 39 Bit 40
Vehicle speed Conversion : vehicle speed = byte 5 * (resolution factor)
…
Vehicle Speed
where: resolution factor = 0.1 for resolution factor = 0.2 for resolution factor = 1 for
[kph]
0 < byte 5 < 100 ( 0 .. 10 kph) 100 < byte 5 < 200 (10 .. 30 kph) 200 < byte 5 < 250 (30 .. 80 kph)
REMARK: use the correct resolution factor for each portion of byte 5 Example: byte 5 = 210: speed = (100 * 0.1) + 100 * 0.2 + 10 * 1 = 40 kph Bit 47
254 = fault related to the speed sensor for vehicle speed calculation 255 = measurement not supported
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Byte 6
Bit 48
FF(Hex)
Transmission System Pressure Conversion : System pressure = byte 6 * (resolution factor) [bar] where: resolution factor = 0.1 for resolution factor = 0.2 for resolution factor = 1 for
0 < byte 6 < 100 ( 0 .. 10 bar) 100 < byte 6 < 200 (10 .. 30 bar) 200 < byte 6 < 250 (30 .. 80 bar)
REMARK: use the correct resolution factor for each portion of byte 6 Example: byte 6 = 210: pressure = (100 * 0.1) + 100 * 0.2 + 10 * 1 = 40 bar
…
254 = fault related to pressure sensor 255 = measurement not supported REMARK: in case a switch is used instead of a sensor, the following values will be reported: Switch open = no pressure detected = 0 = 0 bar Switch closed = pressure detected = 150 = 20 bar
Bit 55 Byte 7
Bit 56 …
FF(Hex)
Reserved
Bit 63
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3.2 TC_to_CVC_2: Optional Transmission info 1 Message identifier : CFF3103(Hex) Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec)
(CAN 2.0 B ⇒ 29 bit identifier) Message ID FF31 (Hex) = 65329 (Dec)
Address sender 03 (Hex) = 3 (Dec)
Originator : Spicer ECON.A Transmission controller Repetition rate : 100 ms DLC : 8 Value Byte 0
Bit 0
Detail
Gear Position Code 00(Hex) = normal operation (no overruling) 05(Hex) = shiftdelay active
…
Gear Position Code
10(Hex) = declutch active 11(Hex) = parking brake on 12(Hex) = neutral lock active 13(Hex) = operator not seated 14(Hex) = redundant safety neutral active 20(Hex) = kickdown active 30(Hex) = direction engagement vehicle speed limit exceeded 31(Hex) = direction engagement engine speed limit exceeded 32(Hex) = range downshift overspeeding limit exceeded 40(Hex) = calibration mode active 80(Hex) = initialization mode active 7F(Hex) = transmission limphome mode active FF(Hex) = transmission shutdown mode active
Bit 7 Byte 1
Bit 8 Bit 9
Declutch enabled/disabled Declutch enabled/ disabled
Bit 10 Bit 11
Bit 9 Bit 8 0 0 0 1 1 0 1 1
(if not used : all bits will be 1)
: declutch disabled : declutch enabled : reserved : function not supported over CAN
Parking brake Parking Brake State
Bit 12 Bit 13
Bit 11 Bit 10 0 0 0 1 1 0 1 1
(if not used : all bits will be 1)
: parking brake off : parking brake on : reserved : function not supported over CAN
Neutral lock Neutral lock
Bit 13 Bit 12 0 0 0 1 1 0 1 1
(if not used : all bits will be 1)
: not locked : locked in neutral : reserved : function not supported over CAN
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Bit 14 Bit 15
Operator present Operator Seated state
Byte 2
Bit 16 … Bit 19 Bit 20 Bit 21
Not used
Auto/manual shift mode
Bit 22 Bit 23 st
nd
Bit 24 Bit 25
Not used
Bit 29 Bit 30 Bit 31
Bit 32 Bit 33
Auto/Manual shift
(if not used : all bits will be 1)
Bit 21 Bit 20 0 0 : manual mode active 0 1 : automatic mode active 1 0 : reserved 1 1 : function not supported over CAN st nd Bit 23 Bit 22 0 0 0 1 1 0 1 1
Bit 25 Bit 24 0 0 0 1 1 0 1 1
(if not used : all bits will be 1)
st
: 1 gear starting mode active nd : 2 gear starting mode active : reserved : function not supported over CAN (if not used : all bits will be 1)
: kickdown disabled : kickdown enabled : reserved : function not supported over CAN
Reserved
(all bits will be 1)
Bit 31 Bit 30 0 0 0 1 1 0 1 1
: upshift inhibit disabled : upshift inhibit enabled : reserved : function not supported over CAN
Seat orientation Seat Orientation state
Bit 34 Bit 35 Bit 36 Bit 37
(all bits will be 1)
Upshift Inhibit enabled/disabled (if not used : all bits will be 1) Upshift Inhibit enabled/ disabled
Byte 4
Reserved
Kickdown enabled/disabled Kickdown enabled/ disabled
Bit 26 …
: operator is NOT present : operator is present : reserved : function not supported over CAN
Start in 1 / 2 mode
Start in 1 /2 mode
Byte 3
Bit 15 Bit 14 0 0 0 1 1 0 1 1
(if not used : all bits will be 1)
Not used
Throttle Pedal Idle state
Bit 33 Bit 32 0 0 0 1 1 0 1 1
(if not used : all bits will be 1)
: seat orientated normally : seat reverse orientated : reserved : function not supported over CAN
Reserved
(all bits will be 1)
Throttle Pedal Idle
(if not used : all bits will be 1)
Bit 37 Bit 36 0 0 0 1 1 0 1 1
: throttle pedal not idle : throttle pedal idle : reserved : function not supported over CAN
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Bit 38 Bit 39
Throttle Pedal Full Throttle Pedal Full state
Byte 5
Bit 40
Bit 39 Bit 38 0 0 0 1 1 0 1 1
(if not used : all bits will be 1)
: throttle pedal not full : throttle pedal full : reserved : function not supported over CAN
Lockup active/inactive Lockup enable/disable request
Bit 41 Bit 40 0 0 0 1 1 0 1 1
(if not used : all bits will be 1)
: lockup disable request : lockup enable request : reserved : function not supported over CAN *
* REMARK: when lockup is available as a feature but it is not enabled, lockup active/inactive will also report value 11 – function not supported over CAN. As soon as it is enabled it will report the corresponding active mode.
Byte 6 Byte 7
Bit 42 …
Not Used
Bit 47 Bit 48 …
FF(Hex)
Bit 63
FF(Hex)
Reserved
(all bits will be 1)
Reserved
(all bits will be 1)
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3.3 TC_to_CVC_3: Optional Transmission info 2 Message identifier : CFF3203(Hex) Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec)
(CAN 2.0 B ⇒ 29 bit identifier) Message ID FF32 (Hex) = 65330 (Dec)
Address sender 03 (Hex) = 3 (Dec)
Originator : Spicer ECON.A Transmission controller Repetition rate : 100 ms DLC : 8 Value Byte 0
Bit 0
Detail
Throttle pedal position Conversion : throttle pedal position = byte 0 x 0.4
…
Throttle Pedal Position
0= 0% 250 = 100 % 254 = fault related to throttle pedal position sensing 255 = measurement not supported
Bit 7 Byte 1
Bit 8
Brake pedal position Conversion : brake pedal position = byte 1 x 0.4
…
Brake Pedal Position
Bit 16
Byte 3 Byte 4
…
Byte 5 Byte 6 Byte 7
Bit 63
[%]
0= 0% 250 = 100 % 254 = fault related to brake pedal position sensing 255 = measurement not supported
Bit 15 Byte 2
[%]
FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex)
Reserved = FF(Hex) Reserved = FF(Hex) Reserved = FF(Hex) Reserved = FF(Hex) Reserved = FF(Hex) Reserved = FF(Hex)
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4 Proprietary Messages between Central Vehicle Controller (CVC) and Transmission Controller (TC): Send - Receive 4.1 CVC_to_TC_4: Context Specific Data - Send 4.1.1
CVC_to_TC_4 ⇔ TC_to_CVC_4 Principle Unlike all other messages supported by the ECON.A and described in this manual, the CVC_to_TC_4 and the TC_to_CVC_4 are linked together. They form a “send-receive” system, where CVC_to_TC_4 is used to send a request to the ECON.A, which in return will send the TC_to_CVC_4 as reply. As a consequence of this send-receive system, usage of these messages by more than 1 device on the CAN bus is not recommended because of interference. The CVC_to_TC_4 message is a request message that is used for reading and writing a wide range of data in a non-cyclic way. Most data that can be accessed through this message can be labelled as so called ‘setup’ information that is not actually needed to operate the machine, but determines the way the machine will function. The flexibility of this message is in the fact that byte 0 determines the action request of the message. Byte 0, the request code, is in fact a code to determine what the action of the ECON.A controller will be. Depending on the request code, bytes 1 to 7 will have a different meaning. For some request codes bytes 1 to 7 will be irrelevant, for other some or all of these bytes will contain extra detailed information necessary for the request. With most request codes, sending this message to the ECON.A will result in a reply message, always being the message TC_to_CVC_4. The contents of this message will also be dependant on the request code that was sent in the CVC_to_TC_4 message (see description further). Following paragraphs will list all possible request codes for this CVC_to_TC_4 message, divided into several parts: − request codes that are purely data request where only a code in byte 0 is needed and bytes 1 to 7 will be irrelevant − request codes where extra information needs to be specified to the ECON.A, so some or all of bytes 1 to 7 will contain that extra information. These request codes are described separately in more detail to explain the specific meaning of the bytes other than byte 0.
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4.1.2
CVC_to_TC_4 Message Specification
Message identifier : CFF23xx(Hex) Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec)
(CAN 2.0 B ⇒ 29 bit identifier) Message ID FF23 (Hex) = 65315 (Dec)
Address sender Example : 27 (Hex) = 39 (Dec)
Originator : Central vehicle controller Repetition rate : as required Timeout : no timeout DLC : 8 This message specification is valid for CVC_to_TC_4 regardless of the used request type (byte 0).
4.1.3
CVC_to_TC_4: Identification Data (read-only) Value
Byte 0
Bit 0
Detail
Request code
(if do nothing : all bits should be 1)
The following codes can only be used for requesting identification data. For the description of the reply format, see paragraph 4.2.2.
…
Request code
Supported values :
(FF(Hex) = do nothing)
Bit 7 Byte 1 Byte 2 Byte 3 Byte 4 Byte 5 Byte 6 Byte 7
Bit 8 …
Bit 63
00(Hex) = HW serial number 01(Hex) = HW partnumber 02(Hex) = HW version 03(Hex) = SW partnumber 04(Hex) = SW version 05(Hex) = APT datafile partnumber 06(Hex) = APT datafile version 07(Hex) = OEM GDE datafile partnumber 08(Hex) = OEM GDE datafile version
FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex)
(all bits should be 1) These bytes have no relevance with the request types described above 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) ).
The request codes for reading the identification data are - apart from request code 71(hex) - the only supported request codes when the ECON.A is in the bootloader operating mode.This allows identification of the ECON.A even in this special programming mode. If there is no valid data present to identify the ECON.A (e.g. when there is no valid application or ECON.A data flash is completely corrupted), this will be reflected in the replied values (see paragraph 4.2.2).
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4.1.4
CVC_to_TC_4: Identification Data (writable) Value
Byte 0
Bit 0
Request code The following codes can request the active value, but can also set a specified new value of some identification parameters. For the description of the reply format, see paragraph 4.2.2.
Byte 1
Bit 8
Request code
...
Bit 7
Detail
Supported values :
0A(Hex) = DANA Transmission serial number 0B(Hex) = OEM Vehicle ID * 0C(Hex) = OEM Reference 1 * 0D(Hex) = OEM Reference 2 * 0E(Hex) = OEM Reference 3 * 0F(Hex) = OEM Reference 4 *
Read Request:
For sending a request for the current value only, set all bits to 1 (= all bytes to FF(Hex) ) (see also previous paragraph)
Byte 2
Write Request: Set value: Byte 3
0A(Hex) = DANA Transmission serial number Byte 4
Byte 1 – 4 : ASCII serial number prefix …
(example : CBEA) Each byte represents the ASCII code value of 1 character of the prefix
Byte 5 – 7 : serial number
Byte 5
Serial number = byte 7 * 2
(example : 123456) 16
8
+ byte 6 * 2 + byte 5
Byte 6
Byte 7 Bit 63
0B(Hex) = Vehicle ID * 0C(Hex) = OEM Reference 1 * 0D(Hex) = OEM Reference 2 * 0E(Hex) = OEM Reference 3 * 0F(Hex) = OEM Reference 4 * Byte 1 – 7 : ASCII vehicle ID string
* Request codes 0A(Hex) to 0F(Hex) allow access to data fields that can be given any meaning as required by the OEM customer. Typically this can be used to store OEM partnumbers and/or versions in the ECON.A. The only restriction is that the data can only contain maximum 7 ASCII character values per field.
The request codes for reading the identification data are - apart from request code 71(hex) - the only supported request codes when the ECON.A is in the bootloader operating mode.This allows identification of the ECON.A even in this special programming mode. If there is no valid data present to identify the ECON.A (e.g. when there is no valid application or ECON.A data flash is completely corrupted), this will be reflected in the replied values (see paragraph 4.2.2).
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4.1.5
CVC_to_TC_4: Resetable/Total Distance Counter Value Bit 0
…
Bit 7
Byte 1
Detail
Request code Request code
Byte 0
Bit 8
The following code can be used to read and/or reset the distance day counter. For the description of the reply format, see paragraph 4.2.3. Supported values :
40(Hex) = read/reset resetable distance day counter 41(Hex) = total travelled distance
Command code
…
Command code
40(Hex) = read/reset resetable distance day counter 01(Hex) = reset the value of the distance day counter FF(Hex) = just read the current value of the distance day counter
41(Hex) = total travelled distance As the total travelled distance counter can not be reset, always set this byte to FF(Hex) just to read the current value.
Bit 15 Byte 2
Bit 16
Byte 3 …
Byte 6 Byte 7
(all bits should be 1)
FF(Hex)
Byte 4 Byte 5
FF(Hex) FF(Hex) FF(Hex)
These bytes have no relevance with the request type described above To avoid any confusion and following the principle of the SAE J1939 standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
FF(Hex) Bit 63
FF(Hex)
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4.1.6
CVC_to_TC_4: Error Info Value Bit 0
…
Bit 7 Byte 1
Bit 8
Byte 2 Byte 3 Byte 4
…
Byte 5 Byte 6 Byte 7
Bit 63
Detail
Request code Request code
Byte 0
FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex)
The following codes can be used to read the error info from the ECON.A and clear the error buffer of inactive errors. For the description of the reply format, see paragraph 4.2.4. Supported values :
10(Hex) = 1st active error info 11(Hex) = next active error info 12(Hex) = 1st inactive error info 13(Hex) = next inactive error info 14(Hex) = clear inactive errors buffer (all bits should be 1) These bytes have no relevance with the request types described above 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) ).
Usage of CVC_to_TC_4 to read ECON.A error info (volatile) In the ECON.A, several errors can be active at the same time. These active errors can be read from a buffer where the errors are presented in order of priority. To read the error with the highest priority, simply send the request code 10(Hex) in CVC_to_TC_4. For reading the rest of the active errors, repeat sending the request code 11(Hex) in CVC_to_TC_4. As long as there are active errors present, the ECON.A will reply the error info. When there are no more errors present, the ECON.A will reply a code indicating this (see paragraph 4.2.4) To repeat reading all the active errors, simply send the request code 10(Hex) in CVC_to_TC_4 again, followed by repeating request code 11(Hex) in CVC_to_TC_4 until no more error info is present. The same principle is used for keeping track of inactive errors. These are errors that have been active before, but are no longer present. Similar to reading the active errors, send the request code 12(Hex) in CVC_to_TC_4 to read the inactive error with the highest priority, followed by request code 13(Hex) in CVC_to_TC_4 until no more error info is present to read the other inactive errors. One more extra request type, 14(Hex) , is provided to clear all error info from the inactive error buffer. So once this error info has been read and/or processed, it can be cleared. REMARK: when repeating the request codes for reading the error info from the ECON.A, a rate of 100 ms or more is recommended, to avoid unnecessary high load on the CAN-bus and the ECON.A. REMARK: this DANA proprietary protocol to read error info only applies to the volatile error info, which is cleared after each new power up. The ECON.A also provides permanent error info logging. To consult this error info, the SAE-J1939 diagnostic messages DM1, DM2 and DM3 are supported by the ECON.A Alternatively this permanent error info can also be consulted using the OEM Engineering GDE PC tool.
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4.1.7
CVC_to_TC_4: Display/Operating mode selection Value Bit 0
…
Byte 1
Detail
Request code Request code
Byte 0
The following code can be used to select a specific display/operating mode in the ECON.A, overriding the standard user display. For the description of the reply format, see paragraph 4.2.5. Supported values :
Bit 7
71(Hex) = select display/operating mode
Bit 8
Display/Operating type
…
Display type
This byte specifies the requested display/operating mode. Supported values : 00(Hex) = normal display mode 01(Hex) = diagnostic display mode 09(Hex) = calibration display/operating mode 0A(Hex) = error display mode Note : Bit 15 Byte 2 Byte 3 Byte 4 Byte 5
Bit 16 …
Byte 6 Byte 7
Bit 63
FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex)
upon reception of the new mode, the ECON.A immediately changes its display/operating mode to reflect this. The request is dropped if either the controller is powered down or a new mode is selected.
(all bits should be 1) These bytes have no relevance with the request types described above 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) ).
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4.1.8
CVC_to_TC_4: Calibration Control Value Bit 0
…
Detail
Request code
Request code
Byte 0
The following codes can be used to control the different calibration procedures. For the description of the reply format, see paragraphs 4.2.6 to 4.2.7. For a detailed description of correct usage and context of these codes, refer to the Calibration Control System description. Supported values : 20(Hex) = throttle pedal calibration 21(Hex) = brake pedal calibration 23(Hex) = abort calibration in process
REMARK: before these request codes can be accepted, the display/operating mode of the ECON.A has to be set to ‘calibration mode’ (see paragraph 4.1.7)
Byte 1
Bit 7 Bit 8
Command code Calibration types handling
…
Command code
For the request codes 20(Hex), 21(Hex), 22(Hex), 24(Hex) and 25(Hex) the command code can be the following: 01(Hex) = start the calibration 02(Hex) = jump to the next calibration phase
Abort Calibration or Activating Heating Mode For the request codes 23(Hex) and 26(Hex) this command code has no meaning. Just sending the request code in byte 0 is enough. Therefore all bits should be set to 1: FF(Hex) = no relevance (standard: set all bits to 1) Note : after starting the calibration, calibration progress messages are sent every 100 ms during the entire calibration progress (TC_to_CVC4 message), so no polling is needed to request the calibration feedback.
Bit 15 Byte 2
Bit 16
Byte 3 Byte 4
…
Byte 5 Byte 6 Byte 7
Bit 63
FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex)
(all bits should be 1) These bytes have no relevance with the request types described above 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) ).
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4.1.9
CVC_to_TC_4: Configuration Set Selection Value Bit 0
…
Detail
Request code Request code
Byte 0
The following code can be used to manage the different configuration sets. For the description of the reply format, see paragraph 4.2.8. For a detailed description of correct usage and context of these codes, refer to the Configuration Sets Description. Supported values :
Bit 7
80(Hex) = configuration set selection Bit 8
Byte 2
Bit 15 Bit 16
…
Byte 3
Bit 23 Bit 24
Byte 4 Byte 5
…
Byte 6 Byte 7
Command code
…
Command code
Bit 63
Configuration Set Index
Byte 1
FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex)
Supported values :
00(Hex) = read request: just read the currently active configuration set 01(Hex) = write request to select a specified configuration set
Configuration set index (if read request, all bits should be 1) 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).
(all bits should be 1) These bytes have no relevance with the request types described above 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) ).
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4.1.10 CVC_to_TC_4: Configuration Set Parameter Handling Value Bit 0
Detail
Request code Request code
Byte 0
…
The following code can be used to manage the values of the parameters in the different configuration sets. For the description of the reply format, see paragraph 4.2.9. For a detailed description of correct usage and context of these codes, refer to the Configuration Sets Description. Supported values : 81(Hex) = reading the value of the addressed configuration set parameter 86(Hex) = writing a new value to the addressed configuration set parameter
Byte 1
Bit 7 Bit 8
…
Parameter Index Parameter Index
For a detailed description of this index value, refer to the table in the Configuration Sets Description.
Bit 15 Byte 2
Here the index value is be specified to the parameter that needs to be addressed. Valid range = 00(Hex) - FA(Hex)
Bit 16
New Parameter Value (if read request, all bits should be 1)
…
New Parameter Value
Byte 3
If the command code 86(Hex) requests for a new value to be written to the addressed parameter, the new value is specified here as follows:
New Parameter Value = byte2 + byte3 x 256 The exact meaning of this value depends on the parameter being addressed and is listed in the table in the Configuration Sets Description For just reading the current value of the addressed parameter, set this byte to
FF(Hex). Byte 4 Byte 5
Bit 31 Bit 32 …
Byte 6 Byte 7
Bit 63
FF(Hex) FF(Hex) FF(Hex) FF(Hex)
(all bits should be 1) These bytes have no relevance with the request types described above 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) ).
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4.1.11 CVC_to_TC_4: DANA reserved codes Some of the request codes in the available range of byte0 in CVC_to_TC_4 are exclusively reserved for use by DANA applications! These codes are not to be used by any device for other purposes, so be sure not to use these codes when integrating the ECON.A in a CAN bus network!
Value Byte 0
Bit 0
Detail
DANA Reserved Request code The following codes are exclusively reserved for DANA applications and are not to be used by any other device!
…
Bit 7 Bit 8
Byte 2 Byte 3 Byte 4
…
Byte 5 Byte 6 Byte 7
DANA Reserved
Byte 1
DANA Reserved Request code
1A (Hex) 1B (Hex) 1C (Hex) 1D (Hex)
50 (Hex) 7F (Hex) 82 (Hex) 83 (Hex) 84 (Hex) 85 (Hex)
22 (Hex) 24 (Hex) 25 (Hex) 26 (Hex)
90 (Hex) A0 (Hex) AA (Hex) AB (Hex) AC (Hex) AD (Hex) AE (Hex) AF (Hex)
30 (Hex) 31 (Hex) 32 (Hex) 33 (Hex) 34 (Hex) 35 (Hex) 36 (Hex) 3A (Hex) 3B (Hex) 3C (Hex) 3D (Hex)
DANA Reserved
Bit 63
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Chapter 3: ECON.A CAN EDI Protocol Description
4.2 TC_to_CVC_4: Context Specific Data - Receive 4.2.1
TC_to_CVC_4 Message Specification
Message identifier : CFF3303(Hex) Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec)
(CAN 2.0 B ⇒ 29 bit identifier) Message ID FF33 (Hex) = 65331 (Dec)
Address sender 03 (Hex) = 3 (Dec)
Originator : Central vehicle controller Repetition rate : as required Timeout : no timeout DLC : 8 This message specification is valid for TC_to_CVC_4, regardless of the reply type (byte 0), which is always an echo of the request code from the corresponding CVC_to_TC_4. Unlike all other messages supported by the ECON.A and described in this manual, the CVC_to_TC_4 and the TC_to_CVC_4 are linked together. They form a “send-receive” system, where CVC_to_TC_4 is used to send a request to the ECON.A, which in return will send the TC_to_CVC_4 as reply. Please also refer to paragraph 4.1.1 for further details.
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4.2.2
TC_to_CVC_4: Identification Data Value
Byte 0
Bit 0
Detail
Reply code
…
Byte 1
Bit 7 Bit 8
Reply code
Echo of the request code in byte 0 of the CVC_to_TC_4 to which this TC_to_CVC_4 is the reply. Use this code as an identification to check if it is the answer to the request that was sent.
00(Hex) = HW serial number 01(Hex) = HW partnumber 02(Hex) = HW version 03(Hex) = SW partnumber 04(Hex) = SW version 05(Hex) = APT datafile partnumber 06(Hex) = APT datafile version 07(Hex) = OEM GDE datafile partnumber 08(Hex) = OEM GDE datafile version 0A(Hex) = DANA Transmission serial number 0B(Hex) = OEM Vehicle ID 0C(Hex) = OEM Reference 1 0D(Hex) = OEM Reference 2 0E(Hex) = OEM Reference 3 0F(Hex) = OEM Reference 4
Requested data The format of the requested data in the reply is dependant on the reply code: 00(Hex) = HW serial number 0A(Hex) = DANA Transmission serial number Byte 1 – 4 : ASCII serial number prefix (example : ABEA) Each byte represents the ASCII code value of 1 character of the prefix Byte 5 – 7 : serial number Serial number = byte 7 * 2
…
…
(example : 123456) 16
8
+ byte 6 * 2 + byte 5
01(Hex) = HW partnumber 02(Hex) = HW version 03(Hex) = SW partnumber 04(Hex) = SW version 05(Hex) = APT datafile partnumber 06(Hex) = APT datafile version 07(Hex) = OEM GDE datafile partnumber 08(Hex) = OEM GDE datafile version 0B(Hex) = OEM Vehicle ID 0C(Hex) = OEM Reference 1 0D(Hex) = OEM Reference 2 0E(Hex) = OEM Reference 3 0F(Hex) = OEM Reference 4 Byte 1 – 7 : ASCII character code Each byte represents the ASCII code value of 1 character of the requested data
Byte 7
Bit 63
In case any of these identification parameters is not available (e.g. when there is no valid application present with ECON.A in bootloader mode) all bytes will be FF(Hex) !
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4.2.3
TC_to_CVC_4: Resetable/Total Distance Counter Value Bit 0
Byte 1
Bit 7 Bit 8
…
…
Byte 4
Bit 63
Byte 5 Byte 6 Byte 7
Bit 40 … Bit 63
Reply code
…
Detail
Reply code Echo of the request code in byte 0 of the CVC_to_TC_4 to which this TC_to_CVC_4 is the reply. Use this code as an identification to check if it is the answer to the request that was sent.
40(Hex) = resetable distance (daycounter) 41(Hex) = total travelled distance
Travelled Distance Distance
Byte 0
FF(Hex) FF(Hex) FF(Hex)
Conversion : distance = ( byte 4 * 2
24
+ byte 3 * 2
16
8
+ byte 2 * 2 + byte 1 ) / 10 [km] or [miles]
Reserved
(all bits will be 1)
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4.2.4
TC_to_CVC_4: Error Info Value Bit 0
…
Bit 7
… Bit 15 Bit 16
Byte 3
Bit 23 Bit 24 …
Byte 4 Bit 39 Byte 5 Byte 6 Byte 7
Fault Type
…
Bit 40 … Bit 55 Bit 56
…
Bit 63
Echo of the request code in byte 0 of the CVC_to_TC_4 to which this TC_to_CVC_4 is the reply. Use this code as an identification to check if it is the answer to the request that was sent. Supported values :
10(Hex) = 1st active error info 11(Hex) = next active error info 12(Hex) = 1st inactive error info 13(Hex) = next inactive error info 14(Hex) = clear inactive errors buffer
Fault Area
(example: error = 10.03 => fault area =10)
The fault area is the first part of the full error code defining a fault.
Fault Type
Number of occurances
Byte 2
Fault Area
Bit 8
(example: error = 10.03 => fault type =03)
The fault type is the second part of the full error code defining a fault.
Number of Occurances This is an indication of the number of times this error has become active since most recent power up (volatile info) Conversion: number of occurrences = byte 4 * 256 + byte 3
FF(Hex)
Reserved = FF(Hex)
FF(Hex)
Reserved = FF(Hex)
Fault Severity Fault Severity
Byte 1
Detail
Reply code
Reply code
Byte 0
Byte 7 : fault severity 01(Hex) = severe warning - need to stop immediately 02(Hex) = warning – service urgently 03(Hex) = info – report and service 04(Hex) = exceed parameter code - info 09(Hex) = Dana info FF(Hex) = fault group not supported
REMARK: To have the same representation of the DANA error codes as on the ECON.A display, the fault area and fault type should be represented in the hexadecimal format!
If no more active or inactive errors are present, the fault area and fault type will be FF(Hex) (see also description paragraph 4.1.5). For a more detailed description about the error info, please refer to the error list.
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4.2.5
TC_to_CVC_4: Display/Operating mode selection Value Bit 0
…
Byte 1
Detail
Reply code Reply code
Byte 0
Echo of the request code in byte 0 of the CVC_to_TC_4 to which this TC_to_CVC_4 is the reply. Use this code as an identification to check if it is the answer to the request that was sent. Supported values:
Bit 7
71(Hex) = select display/operating mode
Bit 8
Display/Operation type
…
Display/Operation type
Echo of code of the requested display/operating mode . Use this code as an identification to check if the requested display/operating mode was accepted.
Bit 16
Byte 3 Byte 4
…
Byte 5 Byte 6 Byte 7
Bit 63
00(Hex) = normal display mode 01(Hex) = diagnostic display mode 09(Hex) = calibration display/operating mode 0A(Hex) = error display mode 10(Hex) = bootloader display/operating mode * * This code will only be replied to indicate that the ECON.A is in the special bootloader mode (programming mode). It can not be activated or deactivated upon request using request code 71(Hex). This special mode can only be activated by the DANA Firmware Download PC tool or it is activated automatically when there is no valid application present.
Bit 15 Byte 2
Supported values :
FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex)
Reserved = all bytes are FF(Hex)
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4.2.6
TC_to_CVC_4: Calibration Control: Analog Input Signals Value Bit 0
…
Bit 8
Byte 3
Bit 16 … Bit 23 Bit 24 …
Byte 4
Bit 39 Bit 40
Supported values :
00(Hex) : Calibration of the analog input minimum value (0%) 01(Hex) : Calibration of the analog input low value 02(Hex) : Calibration of the analog input middle value 03(Hex) : Calibration of the analog input high value 04(Hex) : Calibration of the analog input maximum value (100%) 05(Hex) : Calibration failed 06(Hex) : Calibration on hold 09(Hex) : Calibration successfully completed
Reserved = 00(Hex)
Calibration ASCII Code
Bit 31 Bit 32 …
Byte 5
00(Hex)
Status
Byte 2
Phase Number
Bit 15
For a detailed description of correct usage and context of these codes, refer to the Calibration Control System description.
Calibration Phase Number
ASCII Code
…
When a calibration request has been accepted, TC_to_CVC_4 will be sent each 100 ms as long as the calibration mode is active.
20(Hex) = throttle pedal calibration 21(Hex) = brake pedal calibration
Bit 7 Byte 1
Detail
Reply Code Reply code
Byte 0
ASCII code value of a character representing the active calibration option: 54(Hex) = ‘T’ = throttle pedal calibration 42(Hex) = ‘B’ = brake pedal calibration
Calibration Status 00(Hex) : Calibration not active 03(Hex) : Calibration active
User Intervention
…
User intervention
This code specifies the action required by the user during the running calibration:
Bit 47 Byte 6 Byte 7
Bit 48 … Bit 63
Analog Input value
00(Hex) : no action required – do nothing 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
Analog Input Value The measured value of the analog input signal being calibrated: 8
Conversion:Analog input value = (byte6 + byte 7 * 2 )
[mV or Ohm]
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4.2.7
TC_to_CVC_4: Calibration Control: Abort Command Value Bit 0
…
Detail
Reply Code Reply code
Byte 0
When it is necessary to abort any running calibration, the request code 23(Hex) will be sent to the ECON.A. In return this reply will be sent (single reply) For a detailed description of correct usage and context of these codes, refer to the Calibration Control System description. Supported values :
Bit 7
Byte 3
…
Byte 4
Not relevant = XX(Hex) = value can be anything, depending on calibration mode
XX(Hex)
Not relevant = XX(Hex) = value can be anything, depending on calibration mode
Bit 31 Bit 32 … Bit 39
Byte 5
XX(Hex)
ASCII Code
Byte 2
Bit 8 … Bit 23 Bit 24
Byte 6
Bit 40 …
Byte 7
Bit 63
Calibration ASCII Code ASCII code value of a character indicating that calibration is aborted: 41(Hex) = ‘A’ = aborted calibration
Calibration Status Status
Byte 1
23(Hex) = aborted calibration
FF(Hex) FF(Hex) FF(Hex)
Value indicating that calibration is aborted: 00(Hex) : Calibration not active
Reserved = FF(Hex) Reserved = FF(Hex) Reserved = FF(Hex)
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4.2.8
TC_to_CVC_4: Configuration Set Selection Value Bit 0
…
Detail
Reply code
Reply code
Byte 0
Echo of the request code in byte 0 of the CVC_to_TC_4 to which this TC_to_CVC_4 is the reply. Use this code as an identification to check if it is the answer to the request that was sent. For a detailed description of correct usage and context of these codes, refer to the Configuration Sets Description. Supported values: 80(Hex) = configuration set selection
Bit 7 Bit 8
Bit 15 Bit 16
…
Bit 23 Byte 3
Bit 24
…
Byte 4 Byte 5
Bit 31 Bit 32 …
Byte 6 Byte 7
Bit 63
New Configuration Set Index
Byte 2
Command acceptance code
…
Command Acceptance code
Active Configuration Set Index
Byte 1
FF(Hex) FF(Hex) FF(Hex) FF(Hex)
Code to indicate if the requested commande code of CVC_to_TC_4 (byte1) was accpeted or not:
00(Hex) = read request of currently active configuration set accepted 01(Hex) = write request to select a specified configuration set accepeted FF(Hex) = write request to select a specified configuration set NOT accepeted
New selected configuration set index Index of the new selected configuration set:
00(Hex) - 14(Hex) = index to a valid configuration set (20 sets available) FF(Hex) = no valid configuration set selected Note: If there is no new configuration set selected that still needs to be activated by restarting the ECON.A, this index shows the same value as the currently active configuration set (see byte3).
Active configuration set index Index of the new selected configuration set:
00(Hex) - 14(Hex) = index to a valid configuration set (20 sets available) FF(Hex) = currently no valid configuration set selected Note: The index value FF(Hex) should never be returned during normal operation of the ECON.A firmware, because this means that there is no configuration set activated, which is not a normal operation condition.
Reserved = FF(Hex) Reserved = FF(Hex) Reserved = FF(Hex) Reserved = FF(Hex)
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4.2.9
TC_to_CVC_4: Configuration Set Parameter Handling Value Bit 0
…
Detail
Reply code
Reply code
Byte 0
Echo of the request code in byte 0 of the CVC_to_TC_4 to which this TC_to_CVC_4 is the reply. Use this code as an identification to check if it is the answer to the request that was sent. For a detailed description of correct usage and context of these codes, refer to the Configuration Sets Description. Supported values:
Byte 1
Bit 7
81(Hex) = reading the value of the addressed configuration set parameter 86(Hex) = writing a new value to the addressed configuration set parameter
Bit 8
Parameter Index Acceptance
…
Parameter Index Acceptance
Normally this is an echo of the addressed parameter index of CVC_to_TC_4 (byte1), but a special code can be replied if there was a problem with the request:
00(Hex) - FA(Hex) = index to a valid configuration set parameter (see list in the Configuration Sets description)
FB(Hex) = writing a new value not accepted because machine conditions not fullfilled
FC(Hex) = writing a new value not accepted because previous write operation not completed yet
FD(Hex) = writing a new value not accepted because specified value is not within the allowed range
FE(Hex) = read/wrtite request not accepted because a non-existing configuration set parameter was addressed
FF(Hex) = read/wrtite request not accepted because there is no valid
Bit 15
Bit 31 Byte 4 Byte 5
Bit 32 … Bit 47
Byte 6
Active Parameter Value
…
Minimum Parameter Value
Byte 3
Bit 16
Bit 48 …
Byte 7 Bit 63
Maximum Parameter Value
Byte 2
configuration set currently activated
Active Parameter Value Active value of the addressed parameter: Conversion: Parameter Value = byte2 + byte3 x 256
Minimum Parameter Value Minimum allowed value of the addressed parameter: Conversion: Minimum Value = byte4 + byte5 x 256
Maximum Parameter Value Maximum allowed value of the addressed parameter: Conversion: Maximum Value = byte6 + byte7 x 256
1) The exact meaning of the replied active, minimum and maximum value depends on the parameter being addressed and is listed in the table in the Configuration Sets description. 2) The replied active, minimum and maximum value will be FFFF(Hex) in case there is a problem with the addressing of the confguration set parameter (see parameter index acceptance codes in byte 1)
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5
SAE J1939 Standard Messages Implemented
5.1 Diagnostic Messages DM1, DM2 and DM3 Different to the proprietary system using the CVC_to_TC_4 and the TC_to_CVC_4 to handle the available error information, the ECON.A supports the SAE J1939 standard Diagnostic Messages provided to share error information: • • •
DM1 reports all errors currently active DM2 reports all errors that were previously active but are not active at this point DM3 commands the ECON.A to clear all the previously active errors from it’s memory.
Moreover the DM2 and DM3 messages are linked to a permanent cyclic error buffer of up to 50 logged errors, unlike the proprietary CVC_to_TC_4 and TC_to_CVC_4 messages (volatile error info). This means that error information about previously active errors is still available even after the ECON.A has been powered down several times after the error was active. This allows more advanced diagnostics when a vehicle needs investigation when brought in for servicing, because a history of problems can be reported by the ECON.A. The Diagnostic Messages DM1, DM2 and DM3 are therfore highly recommended for getting error information rather than using the limited proprietary CVC_to_TC_4 and TC_to_CVC_4 message system.
As these Diagnostic Messages are fully compliant to the standard, for a complete description of contents, dynamics and usage of DM1, DM2 and DM3, please refer to the SAE 1939 standard reference SAE J1939-73, revised 2004-03.
REMARK: for a description of the error codes that will be reported in these Diagnostic Messages, please refer to chapter 4.
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5.2 EEC1: Electronic engine controller # 1 Message identifier : CF00400(Hex) Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec)
(CAN 2.0 B ⇒ 29 bit identifier) Message ID F004 (Hex) = 61444 (Dec)
Address sender 00 (Hex) = 0 (Dec)
Originator : engine controller Repetition rate : engine speed dependent DLC : 8 Value Byte 0
Byte 1
Bit 0 Bit 1 Bit 2 Bit 3 Bit 4 … Bit 7 Bit 8 …
Byte 2
Bit 15 Bit 16 …
Byte 3
Bit 23 Bit 24
Byte 4
…
Byte 5
Bit 40
Detail
Engine Torque mode
Not interpreted by ECON.A: value is irrelevant Not used
Driver’s demand engine – percent torque
Not interpreted by ECON.A: value is irrelevant
Actual engine – percent torque
Not interpreted by ECON.A: value is irrelevant
Engine speed Engine speed
Conversion : engine speed = ( byte 4 * 256 + byte 3 ) * 0.125 [RPM]
Source Address of Controlling Device for Engine Control
Not interpreted by ECON.A: value is irrelevant
Bit 39
…
Byte 6
Byte 7
Bit 47 Bit 48 Bit 49 Bit 50 Bit 51 Bit 52 …
Engine starter mode
Not interpreted by ECON.A: value is irrelevant Not used
Bit 55 Bit 56 …
Engine Demand – Not interpreted by ECON.A: value is irrelevant percent torque
Bit 63
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5.3 EEC2: Electronic engine controller # 2 Message identifier : CF00300(Hex) Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec)
(CAN 2.0 B ⇒ 29 bit identifier) Message ID F003 (Hex) = 61443 (Dec)
Address sender 00 (Hex) = 0 (Dec)
Originator : engine controller Repetition rate : 50 ms DLC : 8
Bit 2 Bit 3
Byte 1
Byte 2
Byte 3
Bit 4 Bit 5 Bit 6 Bit 7 Bit 8 Bit 9 Bit 10 Bit 11 Bit 12 Bit 13 Bit 14 Bit 15 Bit 16 Bit 17 Bit 18 Bit 19 Bit 20 Bit 21 Bit 22 Bit 23 Bit 32
Byte 4 Byte 5
…
Byte 6 Byte 7
Bit 63
Value Accelerator pedal low idle switch Accelerator pedal kickdown switch 0 0 0 0 Accelerator pedal position
Bit 0 Bit 1
Load at current speed
Byte 0
FF(Hex) FF(Hex) FF(Hex) FF(Hex) FF(Hex)
Detail
Not interpreted by ECON.A: value is irrelevant
Accelerator pedal position Conversion : pedal position = byte 1 * 0.4
[%]
Not interpreted by ECON.A: value is irrelevant
(all bits should be 1) These bytes are not defined. 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) ).
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Chapter 4: ECON.A Diagnosctics: Error Handling& Reporting
CHAPTER 4: ECON.A DIAGNOSTICS: ERROR HANDLING & REPORTING
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Chapter 4: ECON.A Diagnosctics: Error Handling& Reporting
1 Diagnostics in ECON.A 1.1 Purpose The ECON.A is capable of detecting and handling faults to provide driver safety and diagnostic information. To ensure this, the ECON.A primarily considers single faults and acts appropriately based on the interpretation of the fault: • If a fault is considered safety critical, the ECON.A will act to ensure a fail-safe state. • Other faults will not be safety critical and will only be reported as diagnostic information and possibly result in a reduced operation of a non-critical vehicle function.
1.2 Different Diagnotic areas The ability of the ECON.A to detect and handle errors, also simply called Diagnostics, can be divided into different categories:
1.2.1
Self Diagnostics To ensure system integrity, the ECON.A has built-in advanced self diagnostic functionality.
1.2.1.1 Powering up Every time the ECON.A is powered up, intensive checking occurs to detect possible defects of it’s own components that prevent safe operation of the ECON.A. If such a defect is detected, the ECON.A will activate the ECON.A shutdown mode or even shut itself down if needed. To ensure that no undesired actions are taken on the loads that are controlled by the ECON.A, the internal safety relay stays off during this power up diagnostics phase (see also hardware documentation).
1.2.1.2 During operation The ECON.A has a redundant hardware watchdog system: • a watchdog internally in the microcontroller • a redundant external watchdog, independent of the microcontroller. Both watchdogs need to be triggered regularly by the software. If this is not done in time, the microcontroller is reset. During operation the ECON.A makes use of this redundant watchdog to monitor the integrity of the running application: • software triggered watchdog reset: The ECON.A firmware contains an integrated task that monitors the integrity of all running application tasks. This is also referred to as the software watchdog monitor, where each task has it’s own software watchdog that needs to be triggered on time. If a specific task goes out of control, this software watchdog will detect this and reset the microcontroller by triggering a hardware watchdog reset. • hardware triggered watchdog reset: If the complete software would go out of control - thus including the software watchdog the hardware watchdog will be triggered automatically, resetting the microcontroller to prevent uncontrolled (unsafe) operation.
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1.2.2
Setup & Configuration Diagnostics With the internal safety relay still off, after establishing that the ECON.A can safely start the application (see self diagnostics above), an intensive initialization procedure is executed to check all relevant parameters that define the application for the firmware. Basically it will check if all individual parameter values are valid, but also check if there are no impossible combinations by interpreting relations between different parameters. If any problem in the setup is detected that causes to ECON.A not to guarantee a safe application behaviour, the ECON.A will switch itself to shutdown mode before even attempting to run any application logics on the system. Only after this diagnostic phase has completed succesfully, the safety relay will be switched on so that power can be set on the outputs controlled by the ECON.A.
1.2.3
Signal Diagnostics (in- & outputs) Once the ECON.A is operational, the most common defects are likely to be caused by electric problems related to the ECON.A’s in- and output signals. Therefore, once the normal application logic is active, all in- and output signals are monitored continuously to check the validity of their values. To prevent the ECON.A being to sensitive for small and temporary electrical glitches or peaks, a debouncing system is used. The tolerance of this debouncing can be finetuned for each specific signal, so the appropriate reactivity is ensured for each signal type. Depending on the type of fault detected and what function is assigned to the signal, the ECON.A will take the appropriate action to ensure a safe state. • If a fault is considered safety critical, the ECON.A will act to ensure a fail-safe state, if needed by forcing transmission shutdown mode. • Other faults will not be safety critical and will only be reported as diagnostic information and possibly result in a reduced operation of a non-critical vehicle function.
1.2.4
Operational Logic Diagnostics On top of checking the signals for electrical defects, interpretation of the function values deducted from those signals is done. Allthough a signal could be perfectly acceptable electrically, it can still result in an impossible value for application interpretation. This is not only the case for single signal values, but especially for signals that are derived from a combination of diffferent electrical signals.
2 Error handling principle 2.1 Error structure The error handling principle is based on the assumption that each error complies to the following structure: • Error group or area: The identification of an individual signal, device, function or logical part that can be checked for one or more possible problems. • Error cause: The identification of the type of problem that can be detected for the referenced error group. Each group can have one or more possible problems, but only 1 at a time can be active. Independent of the diagnostic area (see paragraph 1.2 above), each error group gets a register assigned to it in the ECON.A. During power up and operation, the ECON.A will check all possible problems for each of these error groups and use these registers to handle all error information.
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Chapter 4: ECON.A Diagnosctics: Error Handling& Reporting
Taking the the error structure as described above into account, it is obvious that for each error group that is checked, there can only be 1 problem active at a time. This is clearly illustrated if you take the example of an ECON.A power output (see also example error code in paragraph 3.2): this output can be shorted to ground, it can be shorted to battery plus or it can be an open circuit, but it can not have 2 or more of these problems at the same time.
2.2 Error ranges In the ECON.A there is a total of maximum 256 different error groups available. • Groups 0 - 239 are defined to handle all signal and logic diagnostics but also the selftest and setup & configuration diagnostics. This means that all reporting of errors as a result of the different diagnostic areas will be handled in this range. • Groups 240 to 255 are reserved for handling errors related to setup problems that are the responsibility of DANA only. Additional to groups 0 to 239, this range only covers problems related to the setup the ECON.A for a specific application and can only be solved by DANA. These errors are needed for DANA interpretation during prototype phase only. They are not expected to occur in a normal ECON.A application released for production. Nevertheless these errors are a part of the ECON.A error range and it is therefor recommended that they are monitored and reported to DANA in the exceptional case that such an error would occur.
2.3 Debouncing 2.3.1
Purpose In the realistic environment of a vehicle, electrical signals connected to the ECON.A are not always perfect. Although correct wiring should ensure good signal stability (see also hardware documentation and wiring diagram), there can always be noise, glitches and peaks on an electrical signal. To avoid that the ECON.A is extremely sensitive to the slightest electrical disturbance of a signal, error debouncing is used (on top of any signal filtering that might already be done in the hard- and software). The behaviour of the debouncing in the ECON.A can be configured for each error group individually, so appropriate sensitivity can be selected depending on the diagnostic contents.
2.3.2
Usage In principle the ECON.A will perform all error checking on the source signal signal, including a certain level of possible noise, glitches or peaks. If the check detects a problem on a signal, it does not necessarily set the corresponding error immediately. Instead the detected problem is registered as pending, but not confirmed yet. Only if the problem is confirmed over a ceratin period of time, the error will be confirmed and the appropriate action will be taken. Depending on the diagnostic area and the function, different debouncing behaviour will be used: • Self diagnostics and setup & configuration diagnostics uses no debouncing. Due to the nature of the problems, debouncing makes no sense: the problem is present or not, so immediate action is needed upon detection. • Signal diagnostics and operational logic diagnostics will use debouncing. Further distinction will be made based on the contents of each error group: o Safety critical errors will have more sensitive debouncing settings, to ensure good reactivity to prevent unsafe system behaviour. o Errors that are not safety critical can have less sensitive debouncing settings, making the ECON.A more tolerant but less reactive to errors.
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3 Error codes format 3.1 Format In accordance with the SAE J1939 standard, the ECON.A identification of error codes is composed of 2 independent fields:
3.1.1
DANA error group (SAE J1939: SPN: Suspect Parameter Number) This part of the error code identifies the individual signal, device, function or logical part where a problem is detected. In the example below this error group code identifies the ECON.A power output 0. As in the ECON.A there is a total of 256 error groups available, the DANA group numbering ranges from 0 to 255. For CAN reporting (see further), a direct link between the DANA error group code and the SAE J1939 SPN code is made in the ECON.A. Because the error groups that are needed by the ECON.A application are not provided in the predefined SPNs of the SAE J1939 standard, the ECON.A uses the SPN number range that is avalaible for proprietary diagnostic codes, being 7F000h (520192) to 7FFFFh (524287). As a default the ECON.A uses the first available code 7F000h to indicate the DANA error group code 0. Consequently the following 255 SPN numbers will be used to indicate the other DANA error group codes. Upon request, DANA can change the SPN code offset to any value between 7F000h and 7FF00h if the default setting would cause a conflict with other devices using the same SPN codes. In all cases a block of 256 consecutive SPN codes in this propretary range is needed by the ECON.A.
3.1.2
DANA error cause (SAE J1939 FMI: Failure Mode Identifier) The second part of the error code indicates the type of problem that is detected for the referenced error group. The SAE J1939 standard provides 32 possible values to indicate the FMI. The meaning of each of these 32 FMI codes is fixed and predefined by the standard. The ECON.A is fully compliant to the SAE J1939 standard and therefore uses exactly the same codes to indicate the error cause. So the values of the DANA error cause and the SAE J1939 FMI will be identical to indicate a specific type of problem. This means the same values are used for internal representation of the error cause and for CAN reporting by SAE J1939 FMI coding, so no conversion is needed. In the example below this error cause code identifies the problem to be an open circuit. The error cause code to indicate this type of problem will always have the same value, regardless of the error group it refers to. Exception: The error cause codes used in combination with the DANA error groups F0 to FF are NOT compliant to the SAE J1939 standard FMI codes! These error groups are intended for DANA use only and therefore the causes are not to be interpreted in the standard way (as indicated by the description of these error groups). However, this special range of error codes is not expected to be activated in an ECON.A application released for production.
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3.2 Example The following example illustrates how the error code will report an open circuit detected on the ECON.A power output 0. In the error code representation, the 2 fields that form an error code are separated by a dot. This representation is commonly used in all documentation regarding the ECON.A error codes. Representation
Error code
Description
DANA error “group.cause”
20.05
SAE J1939 “SPN.FMI”
7F020.05
Open circuit detected on ECON.A power output 0
4 Permanent Error Logging In addition to the volatile error info, the ECON.A provides permanent error logging info. This permanent error logging contains a cyclic error buffer of up to maximum 50 logged errors. This means that error information about previously active errors is still available even after the ECON.A has been powered down several times after the error was active. This allows more advanced diagnostics when a vehicle needs investigation when brought in for servicing, because a history of problems can be reported by the ECON.A. As mentioned, the permanent error logging contains a cyclic error buffer of up to maximum 50 logged errors. Cyclic means that if the buffer is full and a new error needs to be logged, the oldest logged error will be overwritten. So basically the buffer can contain the 50 most recent different errors. All logged errors that have become inactive can be cleared from the buffer upon request (see paragraph 5). REMARK: If the same error becomes active and inactive several times, this does not mean that a new entry is made in the buffer each time. Instead each error has a counter to keep track of the number of times the error was activated. REMARK: It is clear that the same error group can be present several times in this buffer, each time with a different failure cause. For example both error 20.04 and 20.05 can be in the buffer in case the ECON.A power output 0 has both been shorted to ground and in open circuit.
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Chapter 4: ECON.A Diagnosctics: Error Handling& Reporting
5 Error reporting 5.1 ECON.A display As described in chapter 1 paragraph 1.12, the error display mode is a specific display mode that can be called on the integrated display. To activate this error display mode, simply use the ‘M’-button until you reach the error display mode. Automatically the first error present will be shown. To view next error code, just press the ‘S’ button. If an error code is blinking, this indicates that the error was previously active but is not active anymore. When pressing the button again after the ECON.A has presented the last available error code, two dashes are displayed. Remark: The error display mode only applies to the the volatile error memory! To access the permanent error logging information, either use a DANA PC tool or use the CAN messages for interpretation.
5.2 CAN 5.2.1
DANA proprietary messages To access the volatile error memory only, a set of DANA proprietary CAN messages are provided in the ECON.A. Basically these messages provide access to the volatile error memory in a very similar procedure as when using the display, but using the CAN bus. Pro: • It provides a simple set of single CAN frame messages to have easy access, without the need of using the SAE J1939 proscribed transport protocol to interpret data in multipacket CAN messages. Con: • These DANA proprietary messages only access the volatile error memory; it can not be used to read the permanent error logging info. • A logical sequence of these messages must be used to read out all present error info, as the diagram below illustrates. This means these messages need some management overhead if all the error info needs to be collected and presented. The diagram below illustrates the usage of the DANA proprietary messages to read the volatile active error info. A similar diagram can be used for reading active and inactive error info. For details on the data contents of these messages, please refer to chapter 3 paragraphs 4.1.6 and 4.2.4.
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5.2.2
SAE J1939 messages (recommended) Instead of using the limited proprietary DNA protocol, the ECON.A supports some of the SAE J1939 proscribed Diagnostic Messages:
5.2.2.1 DM1: Active Diagnostic Trouble Codes 5.2.2.2 DM2: Previously Active Diagnostic Trouble Codes 5.2.2.3 DM3: Reset of Previously Active Diagnostic Trouble Codes Pro: • Standardized SAE J1939 diagnostic messages provide access to all error information (including error logging) • Active error info is not only available upon request, but is also broadcasted for interpretation by networked devices other than a special diagnostic tool. • Multipacket CAN messages: all diagnostic error info is transmitted in a multipacket CAN message following the SAE J1939 standardized transport protocol (1 multipacket message for active and 1 for inactive errors). This means no polling mechanism is needed to read each error one by one, as with the DANA proprietary protcol. • Any SAE J1939 compliant device can read the ECON.A diagnostic info. Con: • Support of SAE J1939 DM messages and especially transport protocol for multipacket CAN message interpretation is needed in the device that needs to read the ECON.A diagnostic information. For details on implemenation of DM1, DM2 and DM3 messages and the multipackte message transport protocol, please refer to the SEA J1939 standard.
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5.2.3
CAN based PC tool: Dashboard DANA provides a PC tool called “Dashboard”, which also contains the functionality to handle both the volatile and the permanent error logging. On top of that, “Dashboard” is a multifunctional tool which also provides a lot of other features: - signal monitoring - data logging - configuration management - calibration interface - integrated specific PC tools like APT & GDE, Firmware Flashtool,… - 2 user levels with differentated options available (customer definable) -…
For further details, please refer to the description of the “Dashboard” PC tool.
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Chapter 4: ECON.A Diagnosctics: Error Handling& Reporting
6 Error Dictionary To implement the error handling as described in the previous paragraphs of this chapter, the ECON.A uses a dictionary to identify all available error codes.
6.1 Error Groups (SAE J1939 SPNs) The following table lists all the error groups available in the ECON.A. It shows both the DANA error group value as the corresponding SAE J1939 SPN value that is used to identify each error group. REMARK: the table lists all error groups that are available in the ECON.A. Depending on the specific application, only the relevant error groups will be checked. DANA ERROR GROUPS & SAE J1939 SPN's
SAE J1939 Proprietary SPN start address Dec Hex 520192
DANA Group Dec Hex
7F000
J1939 SPN Dec Hex
Description
520192
7F000
Digital Input 0 - pin 59
1
1
520193
7F001
Digital Input 1 - pin 58
2
2
520194
7F002
Digital Input 2 - pin 57
3
3
520195
7F003
Digital Input 3 - pin 56
4
4
520196
7F004
Digital Input 4 - pin 55
5
5
520197
7F005
Digital Input 5 - pin 54
6
6
520198
7F006
Digital Input 6 - pin 53
7
7
520199
7F007
Digital Input 7 - pin 52
16
10
520208
7F010
Analogue Input 0 - pin 25-24
17
11
520209
7F011
Analogue Input 1 - pin 27-26
18
12
520210
7F012
Analogue Input 2 - pin 29-28
19
13
520211
7F013
Analogue Input 3 - pin 14-13
26
1A
520218
7F01A
Speed Input 0 - pin 10-09
27
1B
520219
7F01B
Speed Input 1 - pin 12-11
32
20
520224
7F020
Power Output 0 - pin 33-34
33
21
520225
7F021
Power Output 1 - pin 31-32
34
22
520226
7F022
Power Output 2 - pin 48-49
35
23
520227
7F023
Power Output 3 - pin 18-19
36
24
520228
7F024
Power Output 4 - pin 46-47
37
25
520229
7F025
Power Output 5 - pin 17-16
38
26
520230
7F026
Power Output 6 - pin 35-50
39
27
520231
7F027
Power Output 7 - pin 01-02
40
28
520232
7F028
Power Output 8 - pin 03-04
48
30
520240
7F030
Digital Input Function: Declutch
49
31
520241
7F031
Digital Input Function: Automatic/Manual Shift
50
32
520242
7F032
Digital Input Function: Kickdown
51
33
520243
7F033
Digital Input Function: Neutral Lock
52
34
520244
7F034
Digital Input Function: Throttle Idle
53
35
520245
7F035
Digital Input Function: Throttle Full
57
39
520249
7F039
Digital Input Function: Parking Brake
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Chapter 4: ECON.A Diagnosctics: Error Handling& Reporting 58
3A
520250
7F03A
Digital Input Function: Start in 1st/2nd
61
3D
520253
7F03D
Digital Input Function: Redundant Neutral
64
40
520256
7F040
Digital Input Function: Operator Present
65
41
520257
7F041
Digital Input Function: Seat Orientation
66
42
520258
7F042
Digital Input Function: Inhibit Upshift
95
5F
520287
7F05F
Shiftlever
96
60
520288
7F060
Analogue Input Function: Throttle Pedal
97
61
520289
7F061
Analogue Input Function: Brake Pedal
98
62
520290
7F062
Analogue Input Function: Transmission Sump Temperature
99
63
520291
7F063
Analogue Input Function: Transmission Cooler In Temperature
122
7A
520314
7F07A
Speed Sensor Input Function: Engine speed
124
7C
520316
7F07C
Speed Sensor Input Function: Drum speed
125
7D
520317
7F07D
Speed Sensor Input Function: Output speed
144
90
520336
7F090
APC Permanent Power Supply Line - pin 45
145
91
520337
7F091
APC Switched Power Supply Line - pin 20-60
146
92
520338
7F092
APC External Sensor Reference Power Supply 5V Line - pin 15
147
93
520339
7F093
APC Internal Sensor Reference
148
94
520340
7F094
APC Board Temperature
154
9A
520346
7F09A
APC Critical Data Flash corrupt
155
9B
520347
7F09B
APC Application Data Flash corrupt
156
9C
520348
7F09C
APC Logging Data Flash corrupt
160
A0
520352
7F0A0
Configuration Error: Incompatible Firmware
161
A1
520353
7F0A1
Configuration Error: Incompatible Data File
162
A2
520354
7F0A2
Configuration Error: I/O Double Function Assignment
163
A3
520355
7F0A3
Configuration Error: Unavailable I/O Function Assignment
164
A4
520356
7F0A4
Configuration Error: Impossible Function Combination Assignment
193
C1
520385
7F0C1
Can Message CVC_to_TC_1
194
C2
520386
7F0C2
Can Message CVC_to_TC_2
195
C3
520387
7F0C3
Can Message CVC_to_TC_3
197
C5
520389
7F0C5
Can Message EEC1
198
C6
520390
7F0C6
Can Message EEC2
240
F0
520432
7F0F0
DANA Configuration error - non-standard failure mode indicator
241
F1
520433
7F0F1
DANA Configuration error - non-standard failure mode indicator
242
F2
520434
7F0F2
DANA Configuration error - non-standard failure mode indicator
243
F3
520435
7F0F3
DANA Configuration error - non-standard failure mode indicator
244
F4
520436
7F0F4
DANA Configuration error - non-standard failure mode indicator
245
F5
520437
7F0F5
DANA Configuration error - non-standard failure mode indicator
246
F6
520438
7F0F6
DANA Configuration error - non-standard failure mode indicator
247
F7
520439
7F0F7
DANA Configuration error - non-standard failure mode indicator
248
F8
520440
7F0F8
DANA Configuration error - non-standard failure mode indicator
249
F9
520441
7F0F9
DANA Configuration error - non-standard failure mode indicator
250
FA
520442
7F0FA
DANA Configuration error - non-standard failure mode indicator
251
FB
520443
7F0FB
DANA Configuration error - non-standard failure mode indicator
252
FC
520444
7F0FC
DANA Configuration error - non-standard failure mode indicator
253
FD
520445
7F0FD
DANA Configuration error - non-standard failure mode indicator
254
FE
520446
7F0FE
DANA Configuration error - non-standard failure mode indicator
255
FF
520447
7F0FF
DANA Configuration error - non-standard failure mode indicator
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Chapter 4: ECON.A Diagnosctics: Error Handling& Reporting
6.2 Error Causes (SAE J1939 FMIs) This tabel shows all the possible error causes. Because the ECON.A is compliant to the SAE J1939 standard, the DANA error cause codes are identical to the SAE J1939 FMI codes. REMARK: The error cause codes used in combination with the DANA error groups F0 to FF are NOT compliant to this table! These error groups are intended for DANA use only and therefor the causes are not to be interpreted in the standard way (as indicated by the description of these error groups). However, this special range of error codes is not expected to be activated in an ECON.A application released for production.
DANA ERROR CAUSES & J1939 FMI's
DANA Cause = J1939 FMI Dec 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31
Hex 0 1 2 3 4 5 6 7 8 9 A B C D E F 10 11 12 13 14 15 16 17 18 19 1A 1B 1C 1D 1E 1F
Description Data Valid but Above Normal Operational Range - Most Severe Data Valid but Below Normal Operational Range - Most Severe Data Erratic, Intermittent, or Incorrect Voltage Above Normal, or Shorted To High Source Voltage Below Normal, or Shorted To Low Source Current Below Normal, or Open Circuit Current Above Normal or Grounded Circuit Mechanical System Not Responding or Out of Adjustment Abnormal Frequency or Pulse Width or Period Abnormal Update Rate Abnormal Rate of Change Root Cause Not Known Bad Intelligent Device or Component Out of Calibration Special Instruction (consult documentation) Data Valid but Above Normal Operational Range - Least Severe Data Valid but Above Normal Operational Range - Moderately Severe Data Valid but Below Normal Operational Range - Least Severe Data Valid but Below Normal Operational Range - Moderately Severe Received Network Data in Error SAE Reserved SAE Reserved SAE Reserved SAE Reserved SAE Reserved SAE Reserved SAE Reserved SAE Reserved SAE Reserved SAE Reserved SAE Reserved Failure Condition Exists
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Chapter 5: Appendices
APPENDICES
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Chapter 5: Appendices
1 Appendix: hydraulic diagram example Below a hydraulic scheme for a T40000 transmission type to illustrate the described transmission control outputs is shown. For the exact description of the operation of your specific transmission, please refer to the service manual.
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Chapter 5: Appendices
2 Appendix: APC122 connections This table lists the available APC122 connection pins and the function assignment overview for a ECON.A application. It is just a general example of how the functions are typically assigned to an APC122 pin. Please check the application specific wiring diagram to see how the relevant signals for your specific application are connected. For a full description of the APC122 hardware and connections, please refer to the APC122 hardware technical leaflet. Check the application specific wiring diagram to see how the relevant signals for your specific application are connected. Pin Name
Pin Function
01 AO7 (1)
Pin Name
Pin Function
Power output 7 with current feedback
31 AO1 (1)
Power ouput 1 without current feedback Reverse Selector
02 GND_AO7
GND for AO7
32 GND_AO1
Power output 1 ground
03 AO8 (1)
Power output 8 with current feedback
33 AO0 (1)
Power output 0 without current feedback Forward Selector
04 GND_AO8
GND for A08
34 GND_AO0
Power output 0 ground
05 GND
Battery ground
Application Function
Battery -
35
AO6 (1)
Application Function
Power output 6 without current feedback
06 RS232_RX0 RS232 RX channel 0
36 GND_BUS
LIN/RS232/CAN bus ground
RD.120 (optional)
07 RS232_RX1 RS232 RX channel 1
37 RESET_
Reset request pin
DANA reserved
REQUEST
08 LIN_BUS
LIN BUS
09 GND_SPIN0 Speed sensor 0 ground 10 SPIN0
38 RS232_TX1
RS232 TX channel 1
39 RS232_TX0
RS232 TX channel 0
40 GND
Digital ground
41 BSL_
Boot load strobe pin
Engine speed
Speed sensor 0 input
11 GND_SPIN1 Speed sensor 1 ground 12 SPIN1
RD.120 (optional)
DANA reserved
REQUEST
Turbine Speed 42 SPEEDO_
Speed sensor 1 input
Speed output signal
OUT
13 GND_ANI3
Analogue input 3 ground
43 GND_
Signal GND
SPEEDO
Throttle Pedal Position
14 ANI3
Analogue input 3
44 GND
Battery ground
Battery -
15 VREF_5V
Reference voltage 5V Sensor supply
45 VP_PWR
Permanent power supply
Battery+
16 GND_AO5
Power output 5 ground
46 AO4 (1)
Power output 4 without current feedback
17 AO5 (1)
Power output 5 without current feedback
47 GND_AO4
Power output 4 ground
18 AO3 (1)
Power output 3 without current feedback Range selector 2
48 AO2 (1)
Power output 2 without current feedback Range selector 1
19 GND_AO3
power output 3 ground
49 GND_AO2
Power output 2 ground
50
GND_AO6
Power output 6 ground
LIN_BUS_ PWR
LIN bus power supply RD.120 (optional)
Disconnect (optional)
20 VS_PWR
Switched power supply Battery+
21 ON_LOADS
On/off loads
Key Contact
51
22 CAN LO
CAN V2.0B BUS
J1939 CAN network
52 DI7 (2)
Range selector 3
Digital input 7
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Chapter 5: Appendices Pin Name 23 CAN HI 24 GND_ANI0 25 ANI0 26 GND_ANI1 27 ANI1
Pin Function CAN V2.0B BUS ANI0 ground Analogue input 0 ANI1 ground
Application Function J1939 CAN network Transmission Sump Temperature Cooler In Temperature
Analogue input 1
Pin Name
Pin Function
53
DI6 (2)
Digital input 6
54
DI5 (2)
Digital input 5
55
DI4 (2)
Digital input 4
56
DI3 (2)
Digital input 3
57
DI2 (2)
Digital input 2
58
DI1 (2)
Digital input 1
Application Function
28 GND_ANI2
ANI2 ground
29 ANI2
Analogue input 2
59 DI0 (2)
Digital input 0
30 GND_VREF
Vref ground
60 VS_PWR
Switched power supply Battery+
Brake Pedal Position
Table 1 : Example APC122 terminal function definition
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Chapter 5: Appendices
3 Appendix: ECON.A Error codes & Description list The following list shows all the possible error codes, their description and what the impact is for the ECON.A and for the driver. Moreover it gives an insight to what causes the problem and how to solve it.
Due to it’s specific format, the refered list is not included directly in this user manual and is presented in a separate document. Please refer to the document named “ECON.A Error Codes v0.2”.
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Chapter 5: Appendices
Revision record Revision
Date
Made by
0.0
28/12/2007
KVS
Comments Preliminary draft created for ECON.A prototype release
Disclaimer APPLICATION POLICY Capability ratings, features and specifications vary depending upon the model type of service. Application approvals must be obtained from Spicer Off-Highway Systems. We reserve the right to change or modify our product specifications, configurations, or dimensions at any time without notice.
SPICER OFF-HIGHWAY SYSTEMS Ten Briele 3 B-8200 Brugge, Belgium Tel: +32 (0) 50 402 211
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