APC200 ECM-ECI Full Flow User Manual v1.9

Chapter 1: TCON.
H Transmission Control System Description
TCON.H.
User Manual
Firmware version 6.9
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TCON.H User Manual

Ten Briele 3, 8200 Brugge, Belgium Controls 12/08/2010
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Chapter 1: TCON.H Transmission Control System Description
CONTENTS
CONTENTS.....................................................................................................................2
Legal information ..........................................................................................................9
CHAPTER 1: TCON.H Transmission Control System Description ..........................10
1 Functional specification................................................................................................. 11
1.1 General ..................................................................................................................................11
1.2 Overview of the TCON.H main features ................................................................................14
1.3 Applicable hardware platform ................................................................................................14
1.4 Man Machine interface...........................................................................................................15
1.4.1 Shift lever...........................................................................................................................15
1.4.2 Display ...............................................................................................................................15
1.4.3 Other..................................................................................................................................17
1.5 Operating modes ...................................................................................................................18
1.5.1 Normal driving ...................................................................................................................18
1.5.2 Calibration mode ...............................................................................................................18
1.5.3 Diagnostic mode................................................................................................................18
1.5.4 Limp Home mode ..............................................................................................................18
1.5.5 Shutdown mode.................................................................................................................18
1.5.6 Bootloader Mode ...............................................................................................................19
1.5.7 Mode identification.............................................................................................................19
1.6 Operating Characteristics ......................................................................................................20
1.7 General functionality ..............................................................................................................21
1.8 Input functions........................................................................................................................21
1.8.1 Shift lever...........................................................................................................................21
1.8.2 Throttle pedal position .......................................................................................................21
1.8.3 Brake pedal position ..........................................................................................................22
1.8.4 Hydraulic lever position......................................................................................................22
1.8.5 Manual / automatic selection .............................................................................................23
1.8.6 Inching enable switch ........................................................................................................23
1.8.7 Parking brake ....................................................................................................................24
1.8.8 Declutch digital input..........................................................................................................25
1.8.9 Starting in 1st/2nd gear ........................................................................................................25
1.8.10 Reduced Vehicle Speed ....................................................................................................25
1.8.11 Seat orientation..................................................................................................................26
1.8.12 Inhibit Upshift .....................................................................................................................26
1.8.13 Neutral lock reset switch....................................................................................................27
1.8.14 Kickdown ...........................................................................................................................27
1.8.15 Transmission sump temperature sensor...........................................................................28
1.8.16 Transmission convertor out temperature sensor...............................................................29
1.8.17 Disconnect & feedback......................................................................................................29
1.8.18 Low/high range selection & feedback ................................................................................29
1.8.19 Engine speed sensor.........................................................................................................29
1.8.20 Turbine, output and intermediate speed sensor ................................................................29
1.8.21 Pressure Sensor................................................................................................................30
1.8.22 Operator seated detection .................................................................................................30
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1.9 Output functions.....................................................................................................................31

1.9.1 Transmission control outputs ............................................................................................31
1.9.2 Low/high range ..................................................................................................................32
1.9.3 2WD/4WD output ..............................................................................................................32
1.9.4 Warning lamp ....................................................................................................................32
1.9.5 Speed dependant output ...................................................................................................32
1.9.6 Parking brake ....................................................................................................................32
1.9.7 Parking brake light.............................................................................................................33
1.9.8 Engine control via CAN......................................................................................................33
1.9.9 Engine control by TCON.H ................................................................................................33
1.10 Transmission gear changing..................................................................................................34
1.10.1 Standard drive ...................................................................................................................34
1.10.2 Braking mode ....................................................................................................................35
1.11 Direction reversal protections ................................................................................................36
1.11.1 Forward Reverse or visa versa .....................................................................................36
1.11.2 Neutral Forward or Reverse (after standstill) ................................................................36
1.11.3 Forward Neutral Forward..........................................................................................36
1.12 Behaviour in neutral ...............................................................................................................36
1.13 The TCON.H Inching System ................................................................................................37
1.13.1 Operation...........................................................................................................................37
1.13.2 Pressure controlled............................................................................................................37
1.13.3 Speed controlled................................................................................................................38
1.13.4 Activation of the inching system ........................................................................................38
1.13.5 Leaving Inching mode .......................................................................................................39
1.13.6 Protections preventing Inching mode ................................................................................39
1.13.7 Brake pedal in relation with speed controlled inching........................................................40
1.13.8 Brake pedal in relation with pressure controlled inching ...................................................40
1.13.9 Function of the brake pedal without inching ......................................................................41
1.13.10 Tips for effectively using the inching system .....................................................................41
1.13.12 Uphill inching .....................................................................................................................42
1.13.13 Downhill inching.................................................................................................................42
2 Environmental conditions .............................................................................................. 44
3 Diagnostics and Guidelines........................................................................................... 44
3.1 Diagnostics and maintenance................................................................................................44
3.1.1 General..............................................................................................................................44
3.1.2 Self Diagnostic Functions ..................................................................................................44
3.1.3 Self test Operation.............................................................................................................45
3.1.4 Overview of test modes .....................................................................................................45
3.1.5 Display test and Version ....................................................................................................46
3.1.6 Digital input test .................................................................................................................46
3.1.7 Analogue input Test...........................................................................................................47
3.1.8 Speed sensor test..............................................................................................................47
3.1.9 Output test .........................................................................................................................48
3.1.10 Voltage test........................................................................................................................49
3.2 Bootloader Mode....................................................................................................................49
3.2.1 Bootloader mode active.....................................................................................................49
3.2.2 Step 1: Erasing ..................................................................................................................49
3.2.3 Step 2: Programming & verification ...................................................................................50
3.2.4 Step 3: Verification.............................................................................................................50
3.2.5 Application failure ..............................................................................................................50
4 Control system: Analog Input Signals Calibration.......................................................... 52
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4.1 Activating the calibration mode ..............................................................................................52

4.2 Stall mode ..............................................................................................................................54
4.3 Calibration of the accelerator pedal sensor ...........................................................................54
4.4 Calibration of the brake pedal sensor ....................................................................................55
4.5 Calibration of the servo motor sensor....................................................................................57
4.6 Controlling Analog Input Signal Calibration using CAN .........................................................59
5 Control system: Automatic Transmission Calibration .................................................... 61
5.1 Performing an automatic transmission calibration.................................................................61
5.2 Heating up the transmission by using the ‘HEAT’-mode .......................................................63
5.3 Calibration condition messages and calibration errors ..........................................................65
5.3.1 Calibration condition messages.........................................................................................65
5.3.2 Calibration errors ...............................................................................................................65
5.4 Transmission Calibration control using CAN .........................................................................67
5.4.1 Controlling Transmission Heating Mode using CAN .........................................................67
5.4.2 Controlling Automatic Transmission Calibration using CAN .............................................68
6 Statistics ....................................................................................................................... 71
CHAPTER 2: TCON.H Configuration Sets Description.............................................72
1 Introduction ................................................................................................................... 73
2 Using Configuration Sets .............................................................................................. 73
2.1 Basic concept.........................................................................................................................73
2.2 Configuration Set Parameters Description ............................................................................74
2.2.1 Config Name......................................................................................................................74
2.2.2 Engine ctrl..........................................................................................................................74
2.2.3 TSC1 rate ..........................................................................................................................75
2.2.4 AutoShiftMod .....................................................................................................................75
2.2.5 CAN EDI Enbl ....................................................................................................................75
2.2.6 DI Declutch ........................................................................................................................75
2.2.7 DI AutoShift........................................................................................................................75
2.2.8 DI Inching...........................................................................................................................76
2.2.9 DI ParkBrake .....................................................................................................................76
2.2.10 DI Start 1/2.........................................................................................................................76
2.2.11 DI VehSpdRed...................................................................................................................76
2.2.12 DI VehSpdRed2.................................................................................................................76
2.2.13 DI SeatOrien......................................................................................................................76
2.2.14 AI Throttle ..........................................................................................................................76
2.2.15 AI BrakePedl......................................................................................................................76
2.2.16 AI HydroPwr.......................................................................................................................77
2.2.17 SpeedDisplay.....................................................................................................................77
2.2.18 ShiftLvrType.......................................................................................................................77
2.2.19 Roll Radius ........................................................................................................................77
2.2.20 Axle Ratio ..........................................................................................................................77
2.2.21 Engpeed Max.....................................................................................................................77
2.2.22 VehSpeed Max ..................................................................................................................77
2.2.23 VehSpeed Red ..................................................................................................................77
2.2.24 VehSpeed F-R ...................................................................................................................78
2.2.25 EngSpeed F-R ...................................................................................................................78
2.2.26 EngSpd N-Dir.....................................................................................................................78
2.2.27 EngSpd KD1st ...................................................................................................................79
2.2.28 Dclt VehSpd.......................................................................................................................79
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2.2.29 Dclt MinBrk% .....................................................................................................................79

2.2.30 Dclt EngSpd.......................................................................................................................79
2.2.31 HydrPowr Min% .................................................................................................................80
2.2.32 HydrPowr Min Espd ...........................................................................................................80
2.2.33 HydrPowr Max Espd ..........................................................................................................80
2.2.34 Slip Acc Max (optional)*.....................................................................................................80
2.2.35 Slip Dec Max (optional)* ....................................................................................................81
2.2.36 Act.Gear>Cab....................................................................................................................81
2.2.37 Inch Overlap ......................................................................................................................81
2.2.38 ConfigSet ID ......................................................................................................................82
3 Configuration Set Management: GDE........................................................................... 84
3.1 Editing Configuration Sets with OEM Engineering GDE........................................................84
3.2 Suggestions for Managing Configuration Sets with GDE ......................................................85
3.3 Selecting Configuration Sets with OEM Production GDE ......................................................86
3.4 Uploading machine configuration with OEM Production GDE ...............................................86
4 Configuration Set Management: Dashboard ................................................................. 88
5 Configuration Set Management: CAN ........................................................................... 89
5.1 Conditions for Reading and Setting Values on CAN..............................................................89
5.2 Selecting a Configuration Set: CVC_to_TC_3 .......................................................................90
5.2.1 CVC_to_TC_3 defined for Configuration Set Selection.....................................................90
5.2.2 CVC_to_TC_3.Byte 1 ........................................................................................................90
5.2.3 CVC_to_TC_3.Byte 2 ........................................................................................................90
5.3 TCON.H reply Configuration Set Selection: TC_to_CVC_2 ..................................................91
5.3.1 TC_to_CVC_2 defined for Configuration Set Selection.....................................................91
5.3.2 TC_to_CVC_2.Byte 1 ........................................................................................................91
5.3.3 TC_to_CVC_2.Byte 2 ........................................................................................................92
5.3.4 TC_to_CVC_2.Byte 3 ........................................................................................................92
5.4 Communication Overview Selecting a Configuration Set ......................................................93
5.5 Reading and Writing Values: CVC_to_TC_3.........................................................................94
5.5.1 CVC_to_TC_3 defined for Configuration Set Parameter handling....................................94
5.5.2 CVC_to_TC_3.Byte 1 ........................................................................................................94
5.5.3 CVC_to_TC_3.Byte 2-3 .....................................................................................................95
5.5.4 Configuration Set Parameter - Index and Format List.......................................................95
5.6 TCON.H reply Parameter Read/Write Request: TC_to_CVC_2 ...........................................96
5.6.1 TC_to_CVC_2 defined for Configuration Set Parameter handling....................................96
5.6.2 TC_to_CVC_2.Byte 1 ........................................................................................................97
5.6.3 TC_to_CVC_2.Byte 2-3: Active Value ...............................................................................98
5.6.4 TC_to_CVC_2.Byte 4-5: Minimum Value ..........................................................................98
5.6.5 TC_to_CVC_2.Byte 6-7: Maximum Value .........................................................................98
5.7 Communication Overview Editing a Configuration Set Parameter ........................................99
5.8 Suggestions for Managing Configuration Sets with CAN.....................................................100
5.8.1 Selecting a configuration set ...........................................................................................100
5.8.2 Editing configuration set parameters ...............................................................................100
CHAPTER 3: TCON.H CAN EDI Protocol Description ...........................................102
1 General ....................................................................................................................... 103

2 Proprietary messages vs Standard messages ............................................................ 103
3 Interface...................................................................................................................... 103
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4 Repetition rate ............................................................................................................ 103

5 Proprietary Messages from Central Vehicle Controller (CVC) to Transmission Controller
(TC) ........................................................................................................................ 103
5.1 CVC_to_TC_1: Remote control message ..........................................................................103
5.2 CVC_to_TC_2: Setup conversions (OBSOLETE) ..............................................................107
5.3 CVC_to_TC_3: Context Specific Data Exchange................................................................108
5.3.1 CVC_to_TC_3 ⇔ TC_to_CVC_2 Principle .....................................................................108
5.3.2 CVC_to_TC_3 Message Specification ............................................................................109
5.3.3 CVC_to_TC_3: Data request...........................................................................................110
5.3.4 CVC_to_TC_3: Vehicle Info ............................................................................................111
5.3.5 CVC_to_TC_3: Error Info ................................................................................................112
5.3.6 CVC_to_TC_3: Resetable Distance Counter ..................................................................113
5.3.7 CVC_to_TC_3: Calibration Control .................................................................................114
5.3.8 CVC_to_TC_3: Statistics.................................................................................................116
5.3.9 CVC_to_TC_3: TCON.H user interface ..........................................................................117
5.3.10 CVC_to_TC_3: Display mode selection ..........................................................................119
5.3.11 CVC_to_TC_3: Configuration Set Selection....................................................................120
5.3.12 CVC_to_TC_3: Configuration Set Parameter Handling ..................................................121
5.3.13 CVC_to_TC_3: DANA reserved codes...........................................................................122
6 Proprietary Messages from Transmission Controller (TC) to Central Vehicle Controller
(CVC)...................................................................................................................... 123
6.1 TC_to_CVC_1: Broadcasted transmission info ..................................................................123
6.2 TC_to_CVC_2: Context Specific Data Exchange...............................................................125
6.2.1 TC_to_CVC_2 Message Specification ............................................................................125
6.2.2 TC_to_CVC_2: Data request...........................................................................................127
6.2.3 TC_to_CVC_2: Error Info ................................................................................................134
6.2.4 TC_to_CVC_2: Calibration Control: Analog Input Signals...............................................135
6.2.5 TC_to_CVC_2: Calibration Control: Heating mode .........................................................137
6.2.6 TC_to_CVC_2: Automatic Transmission Calibration Control..........................................138
6.2.7 TC_to_CVC_2: Calibration Control: Abort Command .....................................................139
6.2.8 TC_to_CVC_2: Statistics.................................................................................................141
6.2.9 TC_to_CVC_2: TCON.H user interface ..........................................................................142
6.2.10 TC_to_CVC_2: Display mode selection ..........................................................................145
6.2.11 TC_to_CVC_2: Configuration Set Selection....................................................................146
6.2.12 TC_to_CVC_2: Configuration Set Parameter Handling ..................................................148
6.3 TC_to_CVC_3: Broadcasted Torque Converter info ..........................................................150
7 SAE J1939 Standard Messages - Implemented.......................................................... 151
7.1 TSC1: Speed control # 1.....................................................................................................151
7.2 EEC2: Electronic engine controller # 2 ...............................................................................152
7.3 EEC1: Electronic engine controller # 1 ...............................................................................153
7.4 ETC2: Electronic Transmission controller # 2.....................................................................155
7.5 TRF1: Transmission Fluids # 1...........................................................................................157
7.6 CCVS: Cruise Control / Vehicle Speed...............................................................................159
7.7 AA1: Auxiliary Analog Information .......................................................................................160
CHAPTER 4: TCON.H Fault Detection & Handling..................................................161
1 Applicable safety guidelines........................................................................................ 162

2 Safety concept ............................................................................................................ 162
2.1 General ................................................................................................................................162
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2.2 ECM/TCON.H implementation.............................................................................................162

3 Considered faults ........................................................................................................ 163
4 Permanent Error Logging............................................................................................ 164
5 Error reporting............................................................................................................. 165
5.1 TCON.H display ...................................................................................................................165
5.2 CAN .....................................................................................................................................165
5.2.1 DANA proprietary messages ...........................................................................................165
5.2.2 CAN based PC tool: Dashboard......................................................................................167
6 Behaviour in case of faults .......................................................................................... 168
6.1 General ................................................................................................................................168
6.2 Reset Condition ...................................................................................................................168
6.3 Power supply faults ..............................................................................................................168
6.3.1 Excess supply voltage .....................................................................................................168
6.3.2 Low supply voltage ..........................................................................................................168
6.3.3 (Intermittent) power loss ..................................................................................................169
6.4 Internal faults .......................................................................................................................169
6.5 Program out of control .........................................................................................................169
6.6 Single faults on analogue outputs........................................................................................169
6.7 Single faults on on/off outputs..............................................................................................170
6.8 Incorrect input patterns ........................................................................................................170
6.9 Speed sensor faults .............................................................................................................170
6.10 Analogue sensor failure .......................................................................................................171
6.11 Pressure feedback fault .......................................................................................................172
6.12 Transmission ratio faults......................................................................................................172
6.13 Service requests ..................................................................................................................172
6.14 Indication of faults ................................................................................................................173
6.15 Indication of faults that have previously occurred ................................................................173
7 Behaviour when faults are removed ............................................................................ 174
7.1 Excess supply voltage .........................................................................................................174
7.2 Low supply voltage...............................................................................................................174
7.3 Internal faults .......................................................................................................................174
7.4 Program out of control .........................................................................................................174
7.5 Intermittent power loss.........................................................................................................174
7.6 Single faults on outputs........................................................................................................174
7.7 Multiple faults on outputs .....................................................................................................174
7.8 Incorrect input patterns ........................................................................................................174
7.9 Speed sensor failure ............................................................................................................174
7.10 Analogue sensor failure .......................................................................................................175
7.11 Pressure sensor failure........................................................................................................175
7.12 Transmission ratio failure.....................................................................................................175
7.13 Service request ....................................................................................................................175
8 Specific measures to guarantee Fault tolerance ......................................................... 175
9 Organisational measures to protect from external factors ........................................... 176
9.1 Identification.........................................................................................................................176
9.2 Traceability and configuration control ..................................................................................176
9.3 Sourcing...............................................................................................................................177
9.4 Software...............................................................................................................................177
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10 Listing of Fault Codes ................................................................................................. 177

11 Safety remarks............................................................................................................ 178
11.1 General instructions .............................................................................................................178
11.2 Conventional use .................................................................................................................178
12 Disclaimer ................................................................................................................... 179
Revision record .........................................................................................................180
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Legal information
Warning notice system
This manual contains notices you have to observe in order to ensure your personal safety, the safety of
persons working in the environment of the machinery, as well as to prevent damage to property.
Notices referring only to property damage have no safety alert symbol.
This manual contains notices you have to observe.
Competent and qualified personnel
The programmable electronic device part of the control system in relation with the system may only be set
up and used in conjunction with this documentation.
Commissioning, operation, service or maintenance of the programmable electronic device part of the
control system in relation with the system, may only be performed by competent and qualified personnel.
Within the context of the applicable safety guidelines in this documentation the competent and qualified
persons are defined as persons who are authorized to commission, operate, service or maintain the
programmable electronic device, control system, systems and circuits in accordance with established
safety practices and standards.
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CHAPTER 1:
TCON.H
Transmission
Control System
Description
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1 Functional specification
1.1 General
The TCON.H (Transmission Controller for ECM) is a programmable electronic device part of a
control system used to shift the Spicer Off Highway Products ECM power shift transmissions.
ECM means Electronic Controlled Modulation and refers to a transmission control technology that
is available on a range of transmission models.
ECI means Electronic Controlled Inching. This refers to the capability of ECM transmissions with
TCON.H to run at very low controlled speed at virtually any engine speed. This function is
desirable in as for instance in forklift truck applications.
To date, within these models, six transmission types are supported: TE10, TE13, TE15, TE17,
TE27 and TE32 transmissions with 3/3 or 4/4 gear sets.
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POWER Transmission
Shift Lever Control

Valve
Throttle Pedal Engine Speed

APC200 Turbine Speed
Drum Speed
Output Speed
Brake Pedal
Temperature
Mode Selection
Engine
Throttle
Servo
Control
CAN GND
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The TCON.H takes care of all transmission related functions in order to achieve superior shift
quality and high reliability.
Additionally it can control the engine speed either through use of a suitable servomotor on the
injection pump or via the standardized SAE J1939 – TSC1 CAN protocol.
The TCON.H supports SAE J1939 compliant CAN 2.0B protocols facilitating vehicle networking.
Integration with other compatible on-board systems keeps the total system cost low through
elimination of redundancy and by reducing the amount of copper required to implement the
system. CAN-bus implementations allow seamless integration with any configurable central
vehicle display providing a common user interface to all vehicle functions including the
transmission controller.
Some specific configuration controller parameters can be optimised by the customer by means of
a user-friendly, PC-based, parameter and configuration editor.
Furthermore, advanced tools for system optimisation and troubleshooting as well as tools to
support end-of-line programming are available.
The built in self-test and trouble shooting features allow fast problem resolution.
The integration in the vehicle wiring system is straightforward and mainly involves electrical
connections between the TCON.H, the shift selector, the speed sensors, and the transmission
control valve.
Additionally the TCON.H requires some electrical connections for supplying power and for
selection of different operating modes.
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For more detail, check the application specific wiring diagrams.
Refer to the hardware technical leaflet and wiring diagram for details about the installation.
1.2 Overview of the TCON.H main features

• Full electrical control of selection of the gears
• Automatic gear shifting logics
• 4 speed monitoring
• Transmission control related features like lockup, declutch, 2WD/4WD, …
• Analogue input calibration (e.g. throttle and brake pedal,…)
• 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 based user tool
• Configuration set management to allow OEM customer to configure different vehicle
setups
• Re-programmable / upgradeable by use of appropriate PC based user tools (no need for
switching components)
1.3 Applicable hardware platform

The controller hardware applicable for this manual is the APC216 Rev 8.
For the correct hardware platform descriptions, please refer to the hardware technical leaflet.
Remark: the pin layout of the connector depends on the APC hardware. For more detailed
information, please refer to the hardware technical leaflet and the application specific wiring
diagram.
* Note that different configurations are supported. The Input / Output mix can be varied
through the use of parameter sets which determine the exact I/O allocation. Further, most
non-transmission related functions can be routed through the CAN bus instead.
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1.4 Man Machine interface

1.4.1 Shift lever
The main interface with the driver is the shift lever. It allows selecting the driving direction and
the different ranges. The shift lever output signals serve as inputs for the TCON.H.
The TCON.H is designed to interface with a variety of shift levers.
Refer to the application specific wiring diagram for detailed information about shift patterns,
also paragraph 1.8.1.
1.4.2 Display
The display is located on the TCON.H front panel and consists of:
SPICER OFF-HIGHWAY
D M
E
S
F
TCON.H
TCON.H front panel display

• 4 red 7-segment LED digits
• 3 status LED lamps ("D","E","F")
2 push buttons 'M' and 'S' for display mode selection.
The LED lamp labelled 'D' is yellow and is used to indicate Diagnostic modes.
The LED lamp labelled 'E' is yellow and is used to indicate Errors.
The LED lamp labelled 'F' is red and is switched on when the TCON.H is in the reset condition
due to the bootstrap or Fault mode.
After power up, the display defaults to the last display mode (if the display mode was not the error
display) selected when the controller was last powered down.
Typically, this will be the gear position mode. In this mode, the centre left digit shows the actually
engaged direction and the centre right digit shows the currently engaged range (gear).
Pressing the 'M' switch changes the displayed information group, while pressing the 'S' button
selects the item within the group.
While pushing the switch (and about 0.5 seconds after it is released) the display shows which
information is about to be displayed.
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There are 3 display groups: the most commonly used one allows switching between gear
display, vehicle speed and travelled distance display.
The second group shows the shift lever position and some other less used but nevertheless quite
relevant values (see below).
The third display accessed with the M-button isn’t actually a group of screens but is used to inform
you about any current or previously active errors. The display normally shows ‘ — — ‘ to indicate
there are no faults, but if one or more faults are (or have been) detected, the most severe one is
shown until you press the ‘S’ - button. Doing so reveals the next error until no more errors are
present, at which time again the ‘ — — ‘ sign is shown.
Display mode Comment

GPOS Reflects the actually engaged transmission direction and range.
VSPD Shows vehicle speed in km/h or MPH (parameter setting). Speeds are shown
with a 0.1 km/h or 0.1 MPH resolution.
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DIST Shows the travelled distance in km or Miles (parameter setting). Distance is

shown with a 0.1 km or 0.1 Mile resolution. By pressing the “S” button during
3 seconds the distance trip counter is reset to 0.
OPER Shows the total operating time of the vehicle (engine running). Operating time
is shown with a 1 hour resolution and has a range of 0 to 49999 hours. The
number digits show the hours, the number of dots in between show the
number of times 10000 hours needs to be added to the number shown:
1 2 3 4 = 1234 hours
1 2.3.4. = 31234 hours
CPOS Reflects the current shift lever direction and position.

ESPD Shows measured engine speed (RPM)
TSPD Shows measured turbine speed (RPM)
OSPD Shows measured output speed (RPM)
SRAT Reflects the current speed ratio (calculated as TSPD/ESPD [turbine speed /
engine speed]) and is an important factor in automatic shifting.
TQ I Measured turbine torque at transmission input side (Nm)
TTMP Shows transmission temperature in °C
CTMP Shows cooler input temperature in °C
ERR The error display. By pressing the “S” button you can scroll through the errors
codes. If an error code is blinking, this indicates that the error was active in
the past but not active anymore.
When the controller detects an error, the 'E' led blinks slowly to indicate this. You can always
select the error display mode (ERR) to view the nature of the problem. An overview of the error
codes is documented in a separate document see chapter 4 paragraph 10.
1.4.3 Other
Additionally several on/off switches and position sensors with function described in section 1.7
can be used to control the different operating functions. The control system can receive state
information of these inputs either directly through its own inputs or via the CAN-bus using
standardised messages.
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1.5 Operating modes

1.5.1 Normal driving
In most cases the TCON.H 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, please refer to paragraph 1.4.2
for detailed information.
1.5.2 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 analogue signals that need calibration.
During this mode, all logics of the normal operation are inactive, so the vehicle can not be
operated normally.
1.5.3 Diagnostic mode

This mode is selected when the ‘S’ mode switch is pressed at power up.
See paragraph 3.1.3 for detailed description.
1.5.4 Limp Home mode

Defaulted to if either of following conditions occurs:
• a single fault on a transmission control output is detected
• a fault related to the engine speed sensor is detected
• two out of three vehicle speed sensors are in fault
If one of the above conditions is present, the transmission is put in neutral. In order to continue
driving, neutral must first be selected on the shift lever and the vehicle must come to a full
stop. Once the shift lever has been put in neutral and the vehicle is standing still, the driver can
re-engage a direction. In this mode, the user can operate the transmission in one or both
directions in 1st and/or 2nd only. If the fault occurs at a higher gear position, the user is
allowed to shift down manually.
The controller uses default limits; all shifts use a default modulation curve.
Inching is disabled.
The GPOS / CPOS display indicates the letters ‘LH’ left of the direction/position
indication.
1.5.5 Shutdown mode
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When the TCON.H enters shut down mode, all four pressure modulators are put at zero
pressure
This mode is activated when a severe internal or external problem is detected.

In this mode, the transmission is forced in Neutral because the pressure modulators are put at
zero pressure. This mode is selected only if an intolerable combination of faults exists.
Also when a fault related to the parameter settings located in

FLASH memory s detected, the controller reverts to shutdown
mode.
The GPOS / CPOS display indicates the letters ‘Sd’ left of the
direction/position indication.
1.5.6 Bootloader Mode

This special mode needs to be activated if the TCON.H should be reprogrammed. It will be
activated by the DANA Firmware Flash PC tool when an upgrade procedure is performed or it
can be activated automatically at power up if no valid application firmware is present in the
TCON.H.
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.
The reprogramming should only be performed by competent and qualified personnel.
Please ensure correct firmware and parameter file is loaded for your application and
hardware taking into account the application specific wiring diagram.
1.5.7 Mode identification

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

Normal driving Off as per error
Self test On Off described in 3.1 Diagnostics

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

The TCON.H is designed to operate continuously under absolute maximum rating, operating limits
and environmental conditions as described in the hardware technical leaflet for your hardware
version.
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1.7 General functionality

The TCON.H takes care of the following functions
• direction change protection

• downshift protection
• overspeeding control
• automatic shifting
• automatic shifting in neutral
• electronic inching
• declutch
• engine control (certain configurations)
• service brakes (certain configurations)
1.8 Input functions

The following paragraphs describe the most commonly used external inputs. For a full listing of
available input functions, refer to the configuration set description in chapter 2.
Please refer to the proper electrical wiring diagram for connections and logic of the inputs
discussed below.
1.8.1 Shift lever

The main interface with the driver is the shift lever. It allows selecting the driving direction and
the different ranges. The shift lever output signals serve as inputs for the TCON.H.
The TCON.H can be programmed to interact with a large number of shift levers. Models
supported:
• Bump type shift lever: this type of shift lever generates pulse signals for up-and
downshifting, while providing fixed signals for the direction (forward and reverse).
• Standard type shift lever: this type of shift lever generates a distinct pattern in each
position. The TCON.H 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, see document chapter 3 paragraph 5.1.
The selection, of which type of shift lever is use, is defined in the configuration sets. By
selecting the corresponding configuration, the defined shift lever is used - see chapter 2:
configuration set description.
For automatic mode the shift lever position will limit the gear in which the controller is allowed
to shift to.
Check the wiring diagram how the shift lever needs to be connected to the TCON.H.
1.8.2 Throttle pedal position

The throttle pedal is used by the TCON.H to determine which shift characteristics to use, and
to control the engine if the option engine control is requested.
The throttle pedal position can be connected to the TCON.H by several possibilities:
• Use of a digital input – idle/not idle switch. A reflection of the throttle pedal position by a
digital input can only be done if the TCON.H has NO engine control.
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• Use of an analogue input, the throttle pedal should be equipped with an analogue
position pickup sensor, which translates the position of the throttle pedal into a variable
voltage that can be measured by the TCON.H and translated into a throttle percentage,
reading from 0% to 100%.
To allow the TCON.H to detect abnormal signals, be sure to keep the normal signal of
the sensor within 250mV (Ohm) and 4750mV (Ohm). The voltage (or resistance) of the
sensor should vary proportional to the pedal position.
• Use of a CAN message – the TCON.H allows to receive the throttle pedal sensor via the
EEC2 or the CVC_to_TC_1 message – see chapter 3 paragraph 5.1.
The selection of how the throttle pedal position is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined throttle pedal position signal
source is used - see configuration management in chapter 2.
If no engine control is requested, and the TCON.H has no throttle pedal position sensor
connected, the TCON.H will assume that the throttle pedal is always at full throttle.
1.8.3 Brake pedal position

The brake pedal is used by the TCON.H to go into declutch (force neutral) as from a certain
brake pedal position, and to control the electronic inching if these options are requested.
The brake pedal position can be connected to the TCON.H by several possibilities:
• Use of an analogue input, the brake pedal should be equipped with an analogue position
pickup sensor, which translates the position of the brake pedal into a variable voltage
that can be measured by the TCON.H and translated into a brake percentage, reading
from 0% to 100%.
• Use of a CAN message – the TCON.H allows to receive the brake pedal sensor position
via the CVC_to_TC_1 message – see chapter 3 paragraph 5.1.
The selection of how the brake pedal position is connected, is defined in the configuration sets.
By selecting the corresponding configuration, the defined brake pedal position signal source is
used - see configuration management in chapter 2.
Note that the function to go into declutch is different if the electronic inching option is used or
not. If inching is not used, declutch will result by going into neutral. While inching is used,
declutch will result by going into an inching declutch state (very low pressure in the direction
clutch, in order that the clutch can not transfer torque, this in order to go back smoothly in
inching).
1.8.4 Hydraulic lever position

The hydraulic lever position signal is used by the TCON.H to control the engine speed
depending on the power requested by operating the hydraulic lever (e.g. for lifting the load on a
forklift truck). Of course this function is only relevant if the TCON.H has control of the engine
speed (see further).
As a standard, this functionality is only active when the transmission is in neutral, to prevent
the vehicle to accelerate if the hydraulic lever is operated while the transmission is in gear.
However, if explicitly desired, the TCON.H can be configured to always interpret the position of
this hydraulic lever, even when the transmission is in gear. In that case the target engine speed
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as a function of the hydraulic lever position will have to be chosen carefully to prevent unsafe
behaviour of the vehicle!
The hydraulic lever position can be connected to the TCON.H by several possibilities:
• Use of an analog input, the hydraulic lever should be equipped with an analogue
position pickup sensor, which translates the position of the hydraulic lever into a
variable voltage that can be measured by the TCON.H and translated into a hydraulic
lever percentage, reading from 0% to 100%.
• Use of a CAN message – the TCON.H allows to receive the hydraulic lever sensor
position via the CVC_to_TC_1 message – see chapter 3 paragraph 5.1.
The selection of how the hydraulic lever position is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined hydraulic lever position signal
source is used - see configuration management in chapter 2.
Also in the configuration sets the target engine speed as a function of the hydraulic lever
position needs to be specified.
1.8.5 Manual / automatic selection

The selection manual/automatic can be connected to the TCON.H by:
• Use of a digital input, of which the logic can be inverted if requested

• Use of a CAN message – the TCON.H allows to receive the manual / automatic
selection via the CVC_to_TC_1 message – see chapter 3 paragraph 5.1.
The selection of how the manual /automatic selection is connected, is defined in the
configuration sets. By selecting the corresponding configuration, the defined manual /
automatic selection is used - see configuration management in chapter 2.
If the manual / automatic selection is not used, automatic selection can be defined to be
always active.
1.8.5.1.1 Manual Automatic
Switching from manual to automatic is possible in all circumstances.
1.8.5.1.2 Automatic Manual
Switching from automatic to manual is deferred until following conditions are fulfilled:
• Vehicle speed is sufficiently low

• Shift lever position equals or exceeds the transmission gear position.
1.8.6 Inching enable switch

When the vehicle has only one brake pedal, the inching enable switch allows you the disable
the inching. In this condition the inching enable switch should be mounted on the left brake
pedal in such way that the driver can easily use the brakes with or without depressing it.
Alternatively the switch can be a selector installed in the vehicle’s dashboard.
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If the switch is activated while braking, the inching function gets activated.
The selection inching enable can be connected to the TCON.H by:

• Use of a CAN message – the TCON.H allows to receive the inching enable selection via
the CVC_to_TC_1 message – see chapter 3 paragraph 5.1.
The selection of how the inching enable selection is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined inching enable selection is
If the inching enable selection is not used, the inching enable can be defined to be always
active.
1.8.7 Parking brake

The parking brake can be controlled by the TCON.H or can report its state to the TCON.H.
If the parking brake only reports its state to the TCON.H, this can be done via a digital input, or
via Can. When the parking brake logics are performed by the TCON.H, there are some
configurations possible.
Automatic engage: depending on the throttle pedal and vehicle speed, the parking
brake can be engaged with an adjustable delay.
Manual engage: the parking brake is activated if the parking brake switch is activated
by the driver.
When the parking brake is active, the controller will force neutral on the transmission.
Once neutral is forced by this parking brake input, there are some options to return to normal
shift lever interpretation if the parking brake is turned off again:
Depending on shift lever
o Unconditional: as soon as parking brake is turned off, the shift lever will
determine the selected direction of the transmission immediately.
o Reset by neutral: if the parking brake is turned of, the shift lever needs to be
cycled through neutral before the TCON.H will interpret the shift lever direction
again.
o Reset by direction: if the parking brake is turned of, the shift lever needs to be
cycled through neutral and then again in a direction, before the TCON.H will
interpret the shift lever direction again (the difference with the previous option
is only useful for TCON.H controlled parking brake activation.
Depending on throttle pedal:
o Unconditional, throttle pedal has no influence.
o A certain throttle percentage needs to be reached before deactivation is
granted.
The desired behaviour needs to be chosen by the customer and activated on the TCON.H by
DANA.
The parking brake input can be connected to the TCON.H by:

• Use of a CAN message – the TCON.H allows to receive the parking brake on/off state
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The selection of how the parking brake is connected, is defined in the configuration sets. By
selecting the corresponding configuration, the defined parking brake selection is used - see
configuration management in chapter 2.
1.8.8 Declutch digital input

Next to having declutch activated by the brake pedal position signal, a digital input can also do
this (results in forcing neutral).
This declutch digital input is completely independent of the analogue brake pedal signal, so
both options can be activated at the same time.
The declutch digital input can only be connected to the TCON.H by use of a digital input, of
which the logic can be inverted if requested.
Remark: Requesting declutch by CAN message can be done by forcing the brake pedal signal
in the CAN message to 100% (if the brake pedal signal source is set to CAN).
The selection of how the declutch input is connected, is defined in the configuration sets. By
selecting the corresponding configuration, the defined declutch input selection is used - see
configuration management in chapter 2.
1.8.9 Starting in 1st/2nd gear

With this input signal the selection of the transmission starting gear can be obtained. This will
overrule the standard selected starting gear. This can be useful to have different transmission
operation depending on the drivers’ desires and operating conditions.
st nd
The starting in 1 /2 gear selection can be connected to the TCON.H by:

•
st nd
Use of a CAN message – the TCON.H allows to receive the starting in 1 /2 gear
The selection of how the starting gear selection is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined starting gear selection is used -
see configuration management in chapter 2.
1.8.10 Reduced Vehicle Speed

With this input signal the reduced vehicle speed is activated. This function is only relevant if the
TCON.H has control of the engine speed (see further).
The reduced vehicle speed selection can be connected to the TCON.H by:

• Use of a CAN message – the TCON.H allows to receive the reduced vehicle speed
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REMARK: Although this input can be activated by a CAN message, in practice this is not really
used. A simpler way to have reduced vehicle speed with a CAN message is to set the desired
maximum vehicle speed directly in the corresponding message (chapter 3 paragraph 5.1),
which will have the same result.
The selection of how the reduced vehicle speed signal is connected, is defined in the
configuration sets. By selecting the corresponding configuration, the defined reduced vehicle
speed selection is used - see configuration management in chapter 2.
1.8.11 Seat orientation

The seat orientation can be used on vehicles where the operator seat, including the shift lever,
can be turned around 180 degrees. In this case the direction shift lever signals will be inverted,
so selecting a direction will still correspond with the driving direction as experienced by the
driver.
This is particularly handy if the shift lever is wired to the TCON.H.
To allow the TCON.H to accept a change in seat orientation, there are 2 options:
• Conditional: before the TCON.H will accept a seat orientation change and invert the
direction shift lever signals, the following conditions need to be fulfilled:
o Vehicle must be at standstill
o Transmission must be in neutral
o Parking brake needs to be applied (if signal is available to the TCON.H)
• Unconditional: as soon as the seat orientation signal changes, the TCON.H will accept it
and direction shift lever signals will be inverted. This means that if there is no danger for
the transmission, the TCON.H will immediately select the new corresponding direction. It
is clear that with this option, the vehicle control device will need to ensure safety
conditions for changing the seat orientation if necessary.
The desired behaviour needs to chosen by the customer and activated on the TCON.H by
DANA.
The seat orientation selection can be connected to the TCON.H by:

• Use of a CAN message – the TCON.H allows to receive the seat orientation selection
The selection of how the seat orientation signal is connected, is defined in the configuration
sets. By selecting the corresponding configuration, the defined seat orientation selection is
1.8.12 Inhibit Upshift

This input is used to prevent any upshift of the transmission, regardless of the currently active
gear. Downshifts will still be handled in the normal way, but as long as the inhibit upshift input
is active all requests to perform a shift to a higher gear are ignored, both in manual and
automatic shifting mode. When the input is deactivated, normal shifting logics will be resumed.
The inhibit upshift selection can be connected to the TCON.H by:
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• Use of a CAN message – the TCON.H allows to receive the inhibit upshift selection via
the CVC_to_TC_1 message – see chapter 3 paragraph 5.1.
REMARK: Different to most other described input signals, the selection of how this inhibit
upshift signal is connected, can not be defined in the configuration sets! It needs to be defined
by DANA, which means the selection is fixed for a chosen application and can not be modified
by the customer.
1.8.13 Neutral lock reset switch

As a feature, the TCON.H can lock the transmission in neutral. To be able select a direction
again, this neutral lock reset switch is needed.
This will be a monostable switch installed on the shift lever or somewhere on the vehicle’s
dashboard.
The neutral lock reset signal can be connected to the TCON.H by:

• Use of a CAN message – the TCON.H allows to receive the neutral lock reset switch via
the CVC_to_TC_1 message.
Please refer to chapter 3 paragraph 5.1 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 TCON.H.
When the following conditions are fulfilled for a minimum time (typically 2 seconds – can be
configured by DANA in the TCON.H), the TCON.H will force neutral:
• neutral is selected on the shift lever
• the transmission is in neutral
• the vehicle is at standstill
To be able to select a direction after neutral was forced because of the this feature, the neutral
lock reset switch needs to be activated.
REMARK: alternatively, when the vehicle is equipped with a bump type shift lever, the neutral
lock reset signal can be replaced by a specific operating sequence on the shift lever. With this
option, the neutral lock can be reset by selecting a direction, followed by requesting an upshift.
Performing this will reset the neutral lock feature, but it will not perform the direction
engagement yet! Therefore the shift lever needs to be set to neutral again and a new direction
selection must be made within the delay of the neutral lock feature.
1.8.14 Kickdown
Typically this will be a push button installed either on the shift lever or on one of the hydraulic
operating levers.
The kickdown signal can be connected to the TCON.H by:
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• Use of a CAN message – the TCON.H allows to receive the kickdown signal via the
CVC_to_TC_1 message. Please refer to chapter 3 paragraph 5.1 for details of this
signal.
Check the application specific wiring diagram to see how the kickdown signal needs to be
connected to the TCON.H.
Kickdown is a useful feature on vehicles that are set up to have 2nd gear as the normal starting
gear in automatic shifting mode.
This function allows a fast downshift from 2nd to 1st gear in order to increase tractive effort, for
example to have extra digging force. It also eliminates the requirement to manually make an
upshift when for example retracting from the pile.
A typical gear selection sequence using kickdown to illustrate this:
F2 ⇒ kickdown ⇒ F1 ⇒ reverse ⇒ R2
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
the button again, the TCON.H will exit the kickdown state and upshift to 2nd gear.
REMARK: Kickdown request is activated by the TCON.H upon receiving a rising edge on the
kickdown request signal. Before actually granting the kickdown request and selecting 1st gear,
the TCON.H monitors the vehicle speed for possible transmission overspeeding. If the vehicle
speed is too high when the driver requests the kickdown, the TCON.H memorises the request
typically for about 5 seconds. As soon as the vehicle speed is sufficiently low within this
request period, 1st gear will be selected. If however the vehicle has not sufficiently slowed
down within this period, the request is dropped and kickdown will not be executed. A new
kickdown request will need to be triggered again if desired.
REMARK: An alternative to make a downshift to 1st gear is selecting 1st gear manually with the
shift lever. However – apart from being less convenient then operating a button directly to
request kickdown – the shifting behaviour will be different: with this action a direction change
will result in the engagement of the new direction remaining in 1st gear, instead selecting 2nd
st
gear when 1 gear was selected by kickdown.
1.8.15 Transmission sump temperature sensor

This resistive type of temperature sensor has to be connected to one of the TCON.H analog
inputs. The proper conversion table (Ω → °C) can be specified in the FLASH parameter set
along with open load and short circuit reference resistance values.
The measurement system is single ended. Any fault potential on the ground line causes
measurement errors. For this reason, it is important to use the designated ground wire B18 for
this purpose.
Check the application specific wiring diagram to see how the temperature sensor needs to be
The transmission sump temperature sensor measures the average transmission oil
temperature. The TCON.H will report the appropriate warning and alarm when the normal
operational limits are exceeded.
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1.8.16 Transmission convertor out temperature sensor

Typically this is a temperature switch – however analog sensors are supported and will be
used in certain applications. For a resistive type of temperature sensor, this has to be
connected to one of the TCON.H analog inputs. Check the application specific wiring diagram
to see how the temperature sensor needs to be connected to the TCON.H. The measurement
system is single ended. Any fault potential on the ground line causes measurement errors. For
this reason, it is important to use the designated ground wire for this purpose.
The transmission converter out temperature sensor measures the oil temperature at the output
of the torque converter. This temperature is considered as the highest temperature of the
transmission oil and is therefore monitored for warning and alarm limits.
1.8.17 Disconnect & feedback

Where available on transmission, the disconnect function handles safe switching from 4WD to
2WD and the other way round. The feedback line creates a sort of redundancy check on the
state of this function.
1.8.18 Low/high range selection & feedback

Where available on transmission, this input is used in the TCON.H to calculate the correct
vehicle speed, when this is not possible with the speed sensors only.
The feedback line creates a sort of redundancy check on the state of this function.
1.8.19 Engine speed sensor

The engine speed signal is essential for the TCON.H for the load sensed automatic shifting
functionality. The sensors supported are magneto-resistive and inductive types.
The engine speed signal can be provided to the TCON.H by:
• Use of a speed sensor directly connected to the TCON.H

This inductive or magneto-resistive type of speed sensor has to be connected to one of
the 4 available TCON.H speed inputs.
• Use of a CAN message – the TCON.H allows to receive the engine speed signal via the
EEC1 message. Please refer to chapter 3 paragraph 7.3 for details of this signal.
Check the application specific wiring diagram to see how the speed sensor needs to be
1.8.20 Turbine, output and intermediate speed sensor

These speed signals are needed for the TCON.H load sensed automatic shifting functionality.
However, if 1 sensor fails, it is calculated from the remaining sensors. Inching functionality
requires the turbine and output speed sensors. The sensor types supported are magneto-
resistive and inductive. Standard inductive speed sensors have no polarity whilst magneto
resistive sensors are active electronic elements for which a polarity must be observed.
The speed signals have to be connected to 3 of the 4 available TCON.H speed inputs.
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Check the application specific wiring diagram to see how the speed sensors need to be
1.8.21 Pressure Sensor

The pressure from the prop valves of the range clutches are continuously monitored. If this
pressure deviates from the expected pressure, the controller will respond by reverting to
shutdown mode see chapter 1 paragraph 1.5.5.
1.8.22 Operator seated detection

The operator seated detection is usually linked to the signal reporting if someone is in the
operator seat or not (seat switch). When there is no operator present for a number of seconds
(TCON.H parameter) and a direction is selected, neutral will be forced, to prevent the vehicle
driving off without an operator present.
Once this function is activated, there are different possibilities to return to normal shift lever
interpretation:
• Unconditional: as soon as the operator returns to the seat, the selected shift lever
direction will be interpreted.
• Cycle through neutral required: when the operator returns to the seat, the selected shift
lever direction will only be interpreted when the shift lever has been cycled through
neutral.
REMARK: if the parking brake input is activated (see above), turning the parking brake
on and off is equivalent to cycling the shift lever through neutral.
• Declutch required: when the operator returns to the seat, the selected shift lever
direction will only be interpreted when declutch has been activated and released.
Depending on the vehicle configuration, declutch can be activated by applying the
brake pedal into the declutch range or by applying a specific declutch button.
• A combination of the 2 conditions: it is possible to combine both the cycling through
neutral and the declutch condition, with the choice of needing either conditions or one
of the two conditions being sufficient.
The operator seated detection can be connected to the TCON.H by:

• Use of a CAN message – the TCON.H allows to receive the operator seated detection
REMARK: Different to most other described input signals, the selection of how this operator
seated detection signal is connected, can not be defined in the configuration sets! It needs to
be defined by DANA, which means the selection is fixed for a chosen application and can not
be modified by the customer.
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1.9 Output functions.

1.9.1 Transmission control outputs
The transmission is controlled through proportional valves and valve selectors. The signals on
these outputs are transmission specific and are optimised for each application.
The table below reflects the gear pattern generated in each of the transmission ranges.
Each wire pair mentioned above is in fact an analogue output that is connected to both sides of
a proportional valve. The current programmed through the proportional valve is a measure for
the pressure applied to the connected clutch.
st rd
Transmission Prop F/R Prop 1 /3 Prop Selector Selector Selector Selector
ND TH
gear 2 /4 Forward Reverse 1/3 2/4
F1
F2
F3
F4
N1
N2
N3
N4
R1
R2
R3
R4
Note that during a transition from one gear to the next, these wires carry current
simultaneously. Example: when shifting from F1 to F2, “sel1/3” will be active during the
transition and is switched off when 2nd gear is engaged.
Selector 2/4 is only used for transmission control on a 4 /4 transmission. On 3 speed
transmissions it can be used to signal faults on the dashboard in case there’s no central
display.
On 24V installations, depending on the type of transmission, the selector outputs may carry a
100Hz PWM signal. This is required to prevent damage to the 12V selector valves.
Forward proportional valve – valve selector fwd
These valves control the pressure in the forward clutch.
While Inactive, Forward is disengaged. When about 900mA current flows through the
proportional valve and the valve selector is engaged, the forward clutch is closed.
Reverse proportional valve – valve selector rev
These valves control the pressure in the reverse clutch.
While inactive, reverse is disengaged. When about 900mA current flows through the
proportional valve and the valve selector is engaged,, the reverse clutch is closed.
When both forward and reverse clutches are commanded closed electrically, the first clutch
that was engaged, will remain engaged, preventing the other clutch from closing.
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In the exceptional case that both clutches are commanded at the same time, no clutch can be
engaged.
1st / 3rd proportional valve – valve selector 1/3

These valves control the pressure of either the 1st or the 3rd clutch.
Which clutch is selected depends on the state of the 1/3 selector. When the selector is on, 1st
clutch is selected. Otherwise, 3rd clutch is selected
While inactive, the clutch is open. When about 900mA current flows, the clutch is closed.
2nd / 4th proportional valve – valve selector 2/4
These valves control the pressure of either the 2nd or the 4th clutch.
Which clutch is selected depends on the state of the 2/4 selector. When the selector is on, 2nd
clutch is selected. Otherwise, 4th clutch is selected
While inactive, the clutch is open. When about 900mA current flows, the clutch is closed.
1.9.2 Low/high range

To be able to change from a low to a high range gear there is an output provided. This output
is set by an operator demand and is only accepted when the machine was put in Neutral and
was standing still for a certain time (typically 0.5 sec). After a switch from a low to a high range
gear the machine has to stay in Neutral for a certain time (typically 1 sec). When the machine
is not put in Neutral by the driver, this Neutral state can be forced by the APC. A feedback
switch can be used to monitor if the request was executed.
1.9.3 2WD/4WD output

To be able to change from 4 wheel drive to 2 wheel drive there is an output provided. . This
output is set by an operator demand and is only accepted when the machine was put in Neutral
and was standing still for a certain time (typically 0.5 sec). After a switch from 4 wheel drive to
2 wheel drive the machine has to stay in Neutral for a certain time (typically 1 sec). When the
machine is not put in Neutral by the driver, this Neutral can be forced by the APC. A feedback
switch can be used to monitor if the request was executed
1.9.4 Warning lamp

• When a direction change or a downshift is made at too high vehicle speed, the warning
lamp blinks and the request is not executed.
• The warning lamp also conveys information about current faults: if a fault is active (i.e.
present), the warning lamp is blinking.
1.9.5 Speed dependant output

The TCON.H can be configured to switch an output at a predefined vehicle speed.
1.9.6 Parking brake

It is possible connect the parking brake to the APC, and let the APC handle the parking brake
engage/disengage logics. For more information, see chapter 1 paragraph 1.8.7
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1.9.7 Parking brake light

This lamp has 3 possible functions: on/off / flashing.
o The on/off corresponds with parking brake output active or not.
o The optional flashing state can be used to indicate that the output state of the parking
brake does not correspond with the input state. This is mainly used in combination
with the automatic parking brake feature.
• When the parking brake is on, the flash rate is normal
• When the parking brake is off, the flash rate is faster
1.9.8 Engine control via CAN

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

The APC212 and APC213 have a H-bridge output capable of controlling standard (BOSCH)
engine control servomotors with position feedback.
This provision can optionally be used to provide ‘throttle by wire’. Several engine control modes
are available.
Alternatively, the TCON.H can be programmed to send TSC1 messages on the CAN bus to
control a SAE J1939 compatible engine.
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1.10 Transmission gear changing.

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

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

F1-F2 1400 1650
F2-F3 1450 1700
A typical upshiftcurve (speed ratio as function of turbine speed):

Shift 2-3
0.86
0.85
0.84
0.83
0.82
0.81
SR
0.8
0.79
0.78
0.77
0.76
0.75
1000 1200 1400 1600 1800 2000 2200
Turbine RPM
Automatic downshifting
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An automatic shift to a lower gear is made when the tractive effort in the lower gear exceeds
the tractive effort in the higher gear (i.e. when the speedratio drops below a certain limit)
Below, a typical downshift curve is shown (speed ratio as function of turbine speed).
Shift 3-2
0,42
0,4
0,38
SR
0,36
0,34
0,32
0,3
400 500 600 700 800 900 1000
Turbine RPM
1.10.2 Braking mode

Used when the accelerator < 20% and when the speed ratio >= 1. On the vehicle, it means that
the driver has released the accelerator pedal.
turbine speed
speed ratio = > 1
engine speed
Automatic upshift
In principle no automatic up-shifts occur in braking mode. The only exception is when the
transmission overspeeding limit (depends on transmission model) is reached and the shift
lever indicates a higher range than the one selected on the transmission.
Automatic downshift
Downshifts occur based on the output speed.
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1.11 Direction reversal protections

1.11.1 Forward Reverse or visa versa
The behaviour of the transmission largely depends on the vehicle speed when the direction
change is made.
If the vehicle speed is too high (3 km/h typically), the direction change will be postponed and
neutral is selected. A warning lamp (if installed) is switched on.
If the engine speed is below the limit for direction changes, and the vehicle speed is sufficiently
low, the direction change is made immediately.
If the engine speed however exceeds the engine limit, the transmission will remain in neutral,
and the warning lamp will be switched on until the limit is satisfied.
The engine speed limit is typically disabled but can be activated on request.
1.11.2 Neutral Forward or Reverse (after standstill)

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

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

Coasting in neutral on a downhill could cause overspeeding of internal transmission
components. In order to protect against this, if the transmission is in neutral, the control unit
shifts to the next higher gear when the vehicle speed exceeds 5 kph (1st gear), 10 kph (2nd
gear).
nd rd
A downshift will be made at following typical vehicle speeds: 3kph (2 gear), 8kph (3 gear),
th
14kph (4 gear).
The shift lever position limits the highest position that will be selected – e.g. if placed in 2nd,
the controller is not allowed to protect the transmission by shifting to 3rd.
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1.13 The TCON.H Inching System

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

This type of inching control is an electronic replacement for the classic mechanical/hydraulical
inching system. With this inching control there is a direct relation between the inching pedal
(=brake pedal) and the pressure on the slipping direction clutch. The algorithm will just
interpret the pedal signal and control the pressure on the clutch accordingly. There is no speed
based control at all. If the load on the machine changes (slope, terrain condition,…), the driver
will have to adjust the pedal position to keep the same inching speed on the vehicle.
Inch pressure as function of brake

pedal position
2
Inch pressure (bar)
1,5
1
0,5
0
-0,5
0 25 50 75 100
Brake position (%)
The 35% point in above graph is called the Overlap point. This point is configurable through a
parameter to have less or more overlap between transmission inching torque and brake
torque.
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1.13.3 Speed controlled

For this type of inching control the TCON.H will try to match a desired inching speed as close
as possible. This speed depends on the current brake pedal position (see graph below).
Inch speed as function of brake pedal

position
No Inching
9
8
8
Speed
Inch speed (kph)
7
6 control
5 No
4 Low Speed
against brake De-clutch
3
2
1 1.04
0
0
0 25 50 75 100
Brake position (%)
The 35% point in above graph is called the MID point and should correspond to the point
where the brakes actually start braking.
Note that in this range, if the speed is too high, the TCON.H – as it doesn’t control the vehicle
brakes – can only take away traction. If this is the case, you have to press the brakes more
firmly to help the speed reduce.
1.13.4 Activation of the inching system

Below conditions must be met simultaneously to start the inching function
• In order to activate the inching system, you have to push the left brake pedal beyond a
minimum percentage, typically around 10% (application specific setting).
• You must depress the ‘inching-enable ’ switch.
• A certain minimum engine speed is required to provide the required torque, but apart from
that, it doesn’t influence the vehicle speed / vehicle output torque – so the engine can be
at full throttle to speed up the hydraulics or steering (typically no minimum engine speed
limit is implemented).
• Optional a certain minimum throttle pedal can be required to activate the inching system.
While inching, it’s not required to keep the ‘inching enable’ switch pressed.
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1.13.5 Leaving Inching mode

If either of below conditions is met, the inching function will be switched off and normal
converter operation will be resumed.
Leaving inching in normal conditions:
Release the brake pedal below 80% of the activating percentage, so typically around
8% (relative to application specific setting mentioned in previous paragraph). Better still;
release it completely for all practical purposes.
Note that releasing the ‘inching enable’ switch will not stop the inching function.
Select Neutral or the other direction.
Note that when changing direction, if the changeover is made while the ‘inching enable’
switch is still pressed, the inching mode will re-activate in the opposite direction.
Leaving inching for transmission protection:

Inching makes the direction clutch slip at high engine speeds. The amount of energy that can
be dissipated by the clutch in this slipping mode is limited.
To avoid clutch damage caused by dissipation of too much energy power, this is monitored by
the TCON.H. When the limit is exceeded for longer than 5 seconds (parameter), depending on
the application (customer choice) there are 2 possibilities:
• the direction clutch gradually closes completely and inching is disabled until the
brake pedal is completely released (below 5%).
• Neutral is forced and inching is disabled until the shift lever is cycled through
neutral.
Note that in this case it is not necessary to release the brake pedal to re-enable the
inching function.
Regardless of the selected method, an appropriate error code will be reported to inform the
driver that the protection has temporarily disabled inching (see error codes list as referred to in
chapter 4 paragraph 10). This error code remains active until the corresponding action as
described above is performed.
1.13.6 Protections preventing Inching mode

• As described above, when you force the inching system to its limits (for instance when
inching against the brakes on a relatively steep slope), it shuts off.
REMARK: normally the inching settings prevent that this protection needs to intervene but
it is necessary to avoid clutch damage.
Due the nature of the inching control system (continuous pressure control to obtain the
desired speed, taking the clutch limitations into account), this protection will rarely have to
intervene.
Typically this protection can be activated when the transmission is not at it’s normal
operating temperature yet, because the characteristics of the transmission oil at low
temperature are not ideal for inching.
• Several system conditions can cause the inching system to become disabled:
1. Speed sensor problem.
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2. Brake pedal sensor problem. If the sensor fails while inching, in order to leave
inching mode you have to select neutral. After that, inching won’t be activated.
1.13.7 Brake pedal in relation with speed controlled inching

REMARK: The following brake pedal percentages used to indicate the different inching
operation ranges are just a typical example and are not fixed values! They are application
specific and also linked to the results of the brake pedal signal calibration.
Brake pedal position Effect
0% – 4 % Inching is disabled
5% – 34% Continuous inching speed control – no vehicle braking
35% – 69% Fixed inching speed – gradually increasing brake force
70% - 100% Transmission is disconnected – further increasing braking force
• In the 5% - 35% brake pedal range, the service brakes don’t actually apply braking force.
st
This range is used to control the vehicle speed throughout the entire 1 gear speed range.
Generally the higher inching speeds are used to smoothly transition from low speed
inching into converter drive. Indeed, suddenly releasing the brake pedal causes a
noticeable ‘shift’ back into converter drive – comparable to a ‘Neutral – Gear’ shift
whereas a gradual release allows a more continuous engagement.
Note that in this range, if the speed is too high, the TCON.H – as it doesn’t control the vehicle
brakes – can only take away traction. If this is the case, you have to press the brakes more
firmly to help the speed reduce.
• In the 35% - 70% brake pedal range, the target inching speed is fixed at 0,3 km/h. This
range is useful for slowly approaching your target, inching uphill or downhill without
excess speed variations. The braking force in this range is sufficient to control the vehicle
speed in most conditions.
• The 70% - 100% range is used to really make the vehicle decelerate or hold it in standstill
condition. In this range, the target speed is 0 km/h – i.e. the transmission is disconnected
from the wheels.
1.13.8 Brake pedal in relation with pressure controlled inching

REMARK: The following brake pedal percentages used to indicate the different inching
operation ranges are just a typical example and are not fixed values! They are application
specific and also linked to the results of the brake pedal signal calibration.
Brake pedal position Effect
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0% – 4 % Inching is disabled
5% – 70% Continuous inching pressure control – gradually increasing brake force
70% - 100% Transmission is disconnected – further increasing braking force
35% Overlap point
• For the 5% - 70% range there is a direct relation between the inching pedal and the
pressure on the slipping direction clutch, in this way the torque transferred through the
transmission varies continuously with the inching pedal position.
• For the 35% Overlap point, the intention is always to have a certain amount of overlap
from the brakes vs the inch pressure. It is possible to shift the inch pressure curve from
left to right based on a setting. This results in more or less overlap and enables the
operator to work more or less against the brakes. Working more against the brakes
enables more accurate positioning control. Working less against the brakes is less
accurate but also less demanding on the operator that has to push the brakes
• The 70% - 100% range is used to really make the vehicle decelerate or hold it in standstill
condition. In this range the transmission is disconnected from the wheels by putting the
clutch pressure slightly below the kisspoint pressure of the clutch.
1.13.9 Function of the brake pedal without inching

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

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

Driving uphill generally takes a lot of power, quite often more than the inching system is
allowed to provide.
Nevertheless, there are conditions where inching can be used quite successfully on a slope -
for instance on slopes typically used to load trucks and trailers – provided the vehicle is not
heavily loaded.
If you have a good ‘run-in’ on the slope, you best start inching before the start of the slope.
If you start inching on the slope, depending how you treat the brake pedal, you run the risk of
coming to a stop and eventually start rolling backwards. Once you roll backwards the inching
system gets confused and won’t help you slow down again.
Note that on most transmissions with speed controlled inching, the APC 200 is not capable to
sense the actual driving direction, causing it to mistake the rolling backwards for the forward
movement.
The thing to do in that case is to stop on the hill (and de-clutch) and gently release the brake
pedal until you get forward movement again. Careful brake pedal usage usually gets you
where you want.
The TCON.H has a built-in feature that protects the inching clutches. If you use the inching
system in a condition where the required inching torque exceeds a pre-programmed limit, the
inching system is disabled. The customer can choose the option to engage into converter
drive.
When this happens (and it will on certain slopes and with certain loads), you will have to
reduce the engine speed to control the vehicle speed. This behavior is what you’d want
anyway, because the inching system would not be able to provide the power required to get
you moving in this condition.
1.13.13 Downhill inching

While driving downhill the TCON.H has no means to control the vehicle speed. This means
you’re on your own as far as speed controlled inching is concerned. Following remarks
may help you make the best of speed controlled inching.
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When inching downhill, the brake pedal will always be in the 35% - 100% range – that is if you
want to hold the vehicle at a controlled speed. This means that the target speed is always 0,3
km/h as far as the inching system is concerned.
If you brake to slow down below this speed, you’ll find, the TCON.H fights you (it tries to
achieve 0,3 km/h). Eventually if you hold the vehicle stopped without going to de-clutch (brake
range 35% - 70%) the inching torque eventually will make the vehicle move when it conquers
the braking force you apply. This feels awkward and should be prevented.
The best you can do is making sure you keep rolling or if you want to stop, go to de-clutch.
On steeper slopes consider going down in converter drive with the engine at idle.
IMPORTANT:
Before the inching system can work properly, it is very important that the necessary
calibrations have been successfully completed:
- Automatic transmission calibration (see paragraph 5)
- Brake pedal calibration (if analog signal; see paragraph 4)
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2 Environmental conditions
The TCON.H is intended to be used in off-highway vehicles and as such is exposed to the severe
environmental conditions these vehicles operate in.
For more information on maximum ratings, operating limits, , environmental conditions as well as
electromagnetic compatibility (EMC) standards and limits, please refer to the hardware technical
leaflet of your hardware platform.
3 Diagnostics and Guidelines
3.1 Diagnostics and maintenance

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

The TCON.H has special circuitry to help verifying its operation.
Six self-test groups are built into the TCON.H control programs:
• Display test and Version
• Digital input test
• Analogue input test
• Speed sensor test
• Output test
• Voltage test
The 'D' led is on while operating the TCON.H in diagnostic mode.
Note:
If during operation in a self-test mode a fault is detected, the E-led flashes to indicate the
presence of the fault. Pressing S-button for a while however in this case will not
reveal the fault code.
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3.1.3 Self test Operation
Self-test mode is activated by pressing the ‘S’-switch on the TCON.H front panel while
powering up the TCON.H.
Switching off the power of the TCON.H is the only way to leave the self-test mode.
The available information is organised as groups of related displays.

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

When selecting this group the display shows:
When pressing the S-switch, the display changes in
Releasing the switch engages a scrolling text display showing the part number and the version.
When pushing the S-switch, the display switches back to the display test mode, showing:
Followed by the program identification string, e.g. ECM 3.5 r6

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

The display shows which inputs are active. Each segment of the display indicates a specific
logical input. Different segments can be switched on simultaneously if different inputs are
activated simultaneously. In total there are fourteen inputs: ten digital and four analogue inputs
(in this group treated as if they were digital pull to ground inputs).
Digital inputs numbered 0 – 9 are shown on the segments as shown below.
Analogue inputs 0 –3 are shown on segments numbered 10 – 13 below.
0 2 4 6 8 10 12
1 3 5 7 9 11 13
Below example indicates that input 1, 4 and 5 are on. All others are off.
By pressing the ‘S’- switch repeatedly, each individual input is shown in more detail.
While pressing the ‘S’- switch, the display shows the logic-input number with the matching
harness wire. – I.e. below display corresponds with input one connected to wire A12.
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Releasing the switch displays the input’s state (hi or lo).
Note: the analogue inputs return ‘high’ when pulled to ground.
Pressing the S-switch at the last analogue input brings back the overview on the display.
3.1.7 Analogue input Test

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

When selecting this mode the display shows:
When releasing the ‘M’-switch, again an overview appears on the display.
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The four values, displayed in thousands of Hertz, are separated by a dot. Speeds below 1000
Hz are shown as 0.
Using the ‘S’-switch more detailed information concerning the speeds is available.
While pressing the ‘S’-switch, the display shows the speed channel number on the left side of
the display while the matching wire is shown right.
Once released, the left digit indicates what type of speed sensor should be connected to this
channel:
• c for a current sensor (Magneto Resistive Sensor)
• i for an inductive speed sensor.
The three other digits and the dot represent the matching speed in kHz
For instance, in below examples the left display indicates a current speed sensor and a
frequency of 933 Hz. The right one indicates an inductive sensor generating about 1330 Hz.
After the last channel is shown, another press on the ‘S’ switch re-selects the speed sensor
overview.
3.1.9 Output test

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

• Outputs 0 – 6 are analogue
• Outputs 7 – 9 are STP digital outputs
• Output 10 is a STG digital output
Information that is more specific can be found while running through the different modes (S-
switch).
While pressing the switch, the left side of the display gives information about which output
channel is tested; the right side gives the matching wire number.
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When releasing the switch the display shows either the actual current in mA, or the logic state
of the output (either ‘hi’ or 'lo').
If an output is currently in fault, its respective segment in the overview screen blinks slowly. On
the output specific screen, the display alternates between the actual state (current value or
logic state) and the fault type (open / short / curr / oor).
3.1.10 Voltage test

The displayed value after the M-switch is released is the PERMANENT VOLTAGE Vp in Volts
as measured on wire A01.
The two other modes of this group are switched voltage (Vs) and sensor voltage (Vsen),
also expressed in Volts.
The switched power supply input is used to allow the TCON.H to control the power down
process – allowing it to save statistical information in FLASH before actually shutting down.
Vsen is measured off an internally generated voltage regulator and should be near 8.0V.
It can be measured on any unloaded analogue input channel (e.g. ANI0 on A11). The Vsen
voltage is used as a reference for the analogue inputs.
3.2 Bootloader Mode

This special mode will be activated if the TCON.H is being reprogrammed using the DANA
Firmware Flashtool.
3.2.1 Bootloader mode active

The red “F”-LED will aluminate to indicate this mode.
The programming process consists of 3 main steps: Erasing, Programming & verification
3.2.2 Step 1: Erasing

The first step is erasing the existing contents of the internal program flash:
The number on the right indicates the number of the sector currently being erased.
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The red “F”-LED lights up continuously to indicate this step.
3.2.3 Step 2: Programming & verification

After that the actual programming starts:
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.
3.2.4 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.
3.2.5 Application failure

At startup, the Bootloader verifies if there is a valid application present in the controller. If not, the
controller will display the can bus state, and will than automatically restart.
The display shows either “boff” meaning that there is no can bus found, or “boot” meaning that a
working can bus was found.
When completing the programming of the TCON.H successfully, it will automatically restart
and try to activate the new application firmware. If this succeeds, the TCON.H will no longer be
in bootloader mode.
However, if the TCON.H can not successfully activate the application firmware, bootloader
mode will automatically be activated again.
Reprogramming of the TCON.H should only be done by competent and qualified personnel.
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Please ensure that the correct firmware and parameter file is loaded for your application and
hardware platform taking into account the application specific wiring diagram..
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4 Control system: Analog Input Signals Calibration

The TCON.H firmware contains several calibration procedures for all supported analog input signals.
These are needed so that the TCON.H reads the correct values from these signals.
These analog input signal calibrations have to be performed:
• when the vehicle is built at the OEM.
• when the sensor of an analogue input signals is replaced
• when the TCON.H is replaced.
The optional DANA tool “Dashboard” includes a user friendly interface to perform the calibration of
analog input signals using a PC. For more detailed information, please refer to the “Dashboard”
help or contact a DANA sales representative.
Calibration should only be performed by competent and qualified personnel. Incorrect calibration
can lead to restricted or uncomfortable machine behaviour.
4.1 Activating the calibration mode
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Overview display modes in calibration mode.
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Stand-alone calibration mode is activated by pressing the ‘S’-switch for at least 15 seconds on the
TCON.H front panel while powering up the TCON.H. When stand-alone calibration mode is
entered the display shows (see also overview above):
Switching off the power of the TCON.H is the only way to leave the calibration display mode.
By pressing the ‘M’-switch, the existing calibration modes are displayed (see overview above),
pushing the ‘S’-switch starts the calibration of the currently displayed mode.
Some calibration modes may be disabled by the controller software when these do not have to be
performed. In that case, when pressing the ‘S’-switch to start calibration the display shows:
4.2 Stall mode

This mode is used for troubleshooting. It allows the transmission to engage a direction clutch with
the service brakes fully applied. Normally, this situation would result in a declutch state of the
direction clutch. Meanwhile, the display shows the engine speed.
Gear selection is done via the S-button, direction selection is done via the shift lever.
Stall mode selection
The Stall mode should only be used by qualified personnel. Be sure to apply the
service brakes and perform this test in the highest gear possible.
4.3 Calibration of the accelerator pedal sensor

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

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

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

The display shows:
The driver should release the brake pedal completely and then press the ‘S’-switch.
Now, depending on the inching type configured in the controller, the display will look like one of the
following:
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or
For the case that the display looks as follows:
This means that the calibration requires the midpoint of the brake pedal. The driver should drive
the vehicle slowly and push the brake pedal up to the point the vehicle starts braking. Another
possibility is to push the brake pedal very carefully until the braking lights are turned on (usually
very low brake pressure).
Then the driver should press the ‘S’-switch. As long as one of the led display segments is blinking,
the brake pedal is not pushed hard enough and pressing the ‘S’-switch will not continue the
calibration process.
When the calibration process proceeds, or when the midpoint calibration is skipped, the display
looks as follows:
The driver should apply full brake and press the ‘S’-switch. As long as one of the led display
segments is blinking, the brake pedal is not pushed hard enough and pressing the ‘S’-switch will
not continue the calibration process.
When the calibration process proceeds and no errors were encountered during the process, the
calibration results are memorised in Flash memory and will become active at the next power-up of
the controller. The display looks as follows:
The brake pedal calibration, especially the middle calibration point (if configured),
is extremely important if the inching function is used. If this calibration is not
performed correctly, this could cause bad functioning of the inching function!
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4.5 Calibration of the servo motor sensor

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

Apart from performing the analog signal calibrations using the stand-alone calibration mode of the
TCON.H as described above, it is also possible to activate and control these calibrations using
CAN communication.
This can be useful on machines where the TCON.H is difficult to reach 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 TCON.H.
The details of all used CAN messages are fully described chapter 3, but the following chart 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 other calibrations.
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5 Control system: Automatic Transmission Calibration

Apart from calibrating the analog input signals, the TCON.H firmware also contains an automatic
transmission calibration procedure, which is able to optimise the shift quality of the transmission.
An automatic calibration has to be done:
• when the vehicle is built at the OEM.
• when an overhaul of the transmission is done.
• when the transmission is repaired.
• when the TCON.H is replaced.
• Recommended after each 2000 hours driving in gear (forward or reverse selected).
The optional DANA tool “Dashboard” includes a user friendly interface to perform the automatic
transmission calibration using a PC. For more detailed information, please refer to the
“Dashboard” help or contact a DANA sales representative.
Calibration should only be performed by competent and qualified personnel. Incorrect calibration
can lead to restricted or uncomfortable machine behaviour.
5.1 Performing an automatic transmission calibration

Activating the calibration mode to perform an automatic transmission calibration is the same as
described in paragraph 4.1.
When activating the calibration mode, the TCON.H display will automatically be set at the right
display mode for starting an automatic transmission calibration. If this calibration is started after
having already selected other calibration modes, make sure to push the ‘M’-switch until the
display shows:
Before the automatic calibration can be started, a number of conditions need to be fulfilled:
• The parking brake on the vehicle has to be activated.

• The transmission temperature needs to be above 60° C. See the next paragraph how to
use the ‘HEAT’-mode to do this in a time effective way.
• The engine speed has to be kept at around 800 rpm (± 200 rpm) during the complete
calibration. If the TCON.H has control over the engine, the engine speed will be adapted
automatically.
To trigger the automatic calibration procedure, push the S-button once. If all the conditions
mentioned above are met, the TCON.H display will show:
The TCON.H request the shift lever to be put in FORWARD.
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If one of the conditions is not fulfilled, the corresponding display will be shown. Please see
paragraph 5.3.1 for a listing of those displays.
The automatic transmission calibration procedure starts. This is indicated on the TCON.H-display:
; ; ; etc.
‘c1’ stands for ‘clutch 1’ being forward, while ‘M1’ stands for ‘mode 1’ of the calibration.
When all clutches have been calibrated, the TCON.H displays:
At this point, the automatic calibration has completed successfully. A complete automatic
transmission calibration can take 10 to 15 minutes.
To exit the automatic calibration mode, you need to switch off the ignition key the vehicle. Make
sure that the TCON.H has powered down – wait for 2 seconds. Now restart the vehicle and the
new tuning results will be activated automatically.
This power down is very important because at this point the results obtained in the calibration
are saved to the permanent memory of the TCON.H.
REMARK 1:
If you get any different information on the TCON.H display as described above, there can be
two possible reasons:
• the calibration conditions are not fulfilled (temperature is too low, parking brake switched
off, the vehicle is moving, engine rpm is too high or too low)
• a calibration error has occurred during the calibration (message starting with an 'E'). See
paragraph 5.3 for further details.
REMARK 2:
By selecting REVERSE on the shift lever, while the automatic calibration is performing, the
procedure will abort the automatic calibration immediately and restart the TCON.H. You can
use this as an emergency procedure when something goes wrong during the calibration
procedure.
Note: by aborting the automatic calibration, the calibration is not finalized and needs to be done
from the beginning.
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5.2 Heating up the transmission by using the ‘HEAT’-mode

The heating mode is especially provided to allow easy and quick heating of the transmission
before performing an automatic transmission calibration.
When this heating mode is activated, the following signals that are normally interpreted are now
ignored:
• Requested Gear (cabpos): no matter what gear is requested, the transmission will be put
in highest gear.
• Parking Brake input: the signal from the parking brake switch is completely ignored to
allow engaging forward or reverse with the parking brake activated.
• Brake pedal position: this signal is ignored to avoid declutch if the brakes are fully applied.
This results in a reduced functional mode on the transmission, always put in highest gear and only
reacting to direction selections. The requested direction will be engaged regardless of the parking
brake state or the brake pedal signal.
When this mode is activated, it allows easy heating of the transmission. Simply apply the parking
brake and select a direction. The transmission will stall against the brakes, but this does not
create a very high load on the machine because the highest gear is selected (lowest torque
transfer).
Paragraph 4.1, explaining how to enter the calibration mode, also displays how the ‘HEAT’-mode
can be activated. Once you see on the display “tran”, you can press the M-button once to go into
the “heat”-mode. The TCON.H will display:
To trigger the 'HEAT'-mode, push the S-button. The TCON.H will display the sump temperature:
This means the actual sump temperature of the transmission is 20°C.
Perform the following steps in order to heat up the transmission:
1. Make sure the parking brake is active and works properly.

2. Put the transmission in forward by selecting forward with the shift lever and then
accelerates the engine to full throttle.
3. Keep the engine at full throttle for about 15 seconds and then put the gearbox in neutral
by selecting neutral with the shift lever. Keep the engine at full throttle!
4. Keep the gearbox in neutral at full engine throttle for about 15 seconds again.
5. Release the throttle pedal and decelerate the engine to idle.
6. Go back to point 2 and repeat until the TCON.H display shows a temperature above
60°C. When the temperature is above 60° C, the tem perature indication on the display
starts blinking. Now you can switch to the automatic calibration, by pressing the M-button
for several times – until the TCON.H displays “tran”.
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The following figure shows a graphical representation of the transmission heating up cycle.
Engine speed
FULL
IDLE
Transmission gear
forward
neutral
15 sec. 15 sec.
REMARK:
During this warm up procedure, it is possible that the converter out temperature of the
transmission exceeds the maximum limit. This is a consequence of heating up the transmission
using this quick procedure.
When this occurs, the engine speed will be limiting to half throttle when the TCON.H has engine
control or forcing neutral when the TCON.H has no engine control. To solve this, simply leave the
transmission in neutral for a minute and throttle the engine to around 1300 rpm. This will allow the
heat in the converter to be evacuated.
After one or two minutes, you can resume the heating up procedure if the transmission
temperature has not reached 60 °C yet.
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5.3 Calibration condition messages and calibration errors

This chapter gives an overview of the different calibration condition messages. Normally, you will
be able to repair the cause of a calibration condition message yourself. However, when a real
calibration error appears, it is recommended to note the reported error code and contact a DANA
service representative (see paragraph 5.3.2 below)
5.3.1 Calibration condition messages
The TCON.H expects the Put the shift lever back to neutral.
shift lever to be in neutral, but
finds it in another position
(forward or reverse).
The TCON.H expects the Put the parking brake to on.
parking brake to be on while
it is off.
The TCON.H has detected Verify if the parking brake is on and working
output speed. properly. If this is already the case, you will
be obliged to keep to machine at standstill by
using the footbrake.
Once the machine has been stopped, the
TCON.H will ask the driver to shift to forward
before continuing the calibration.
Engine rpm is too low If the vehicle is equipped with throttle-by-wire,
according to the limit that is the engine rpm will be automatically adapted.
necessary for calibration. In the other case, the driver has to change the
throttle pedal position until the display looks
Engine rpm is too high as follows:
according to the limit that is
allowed for calibration.
After being too low or too
high, the engine rpm is
coming back into the correct
boundaries for calibration.
When during the automatic Use the M-button on the TCON.H to go back
transmission calibration the to the 'HEAT'-mode and the S-button to
temperature becomes too trigger this mode. Now, you have to warm up
low, the TCON.H display the transmission again until the temperature
indicates the actual is above 60° C. Then go back to the
transmission temperature. automatic tuning mode by the M-button and
trigger this one again to continue the
calibration.
5.3.2 Calibration errors
Calibration errors have the form ‘E1.xx’ or ‘E2.xx’ (example: E1.25). Please note the error code and
contact a DANA service representative if an error of this form appears on the display.
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5.4 Transmission Calibration control using CAN

Apart from performing the automatic transmission calibration using the stand-alone calibration
mode of the TCON.H as described above, it is also possible to activate and control this calibration
using CAN communication.
This can be useful on machines where the TCON.H is difficult to reach 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 TCON.H.
The details of all used CAN messages are fully described in chapter 3, but the following
paragraphs give a better insight of how different messages are linked together.
5.4.1 Controlling Transmission Heating Mode using CAN

As described above, a transmission-heating mode is available in the TCON.H to quickly and
easily heat up the transmission.
The following chart shows how this mode is controlled using CAN messages:
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5.4.2 Controlling Automatic Transmission Calibration using CAN

Similar as for the heating mode, the chart on the following page shows how the automatic
transmission calibration mode is controlled using CAN messages.
For a better understanding of the chart, some explanations with the following flowchart
overview:
• Once the automatic calibration has been started successfully, the TCON.H reply
messages TC_to_CVC_2 are repeated each 100ms to report the current state of the
running calibration. This temporary broadcasting of the TC_to_CVC_2 message is
performed as long as the calibration has been started and has not been aborted explicitly
(or until the TCON.His restarted of course).
• Once the automatic calibration has been started, the TCON.H reply messages
TC_to_CVC_2 will contain a value between 0 and 3 in byte1. This means that a certain
phase of the automatic transmission calibration is running.
• If this byte1 becomes 4, this means that the automatic tuning has completed successfully.
• If this byte1 becomes 5, this means that the automatic tuning has completed but there
where errors.
• When in some conditions something goes wrong, a driver intervention will be needed. In
that case this byte1 turns to value 6 and byte5 indicates the desired action.
It is absolutely necessary to react to these requests for driver interventions and therefore
these requests should be communicated to the driver in a clear way. Typical interventions
required from the driver will be:
• Apply the parking brake (TC_to_CVC_2.byte5 = 0Ah): when during the tuning the
parking brake would be turned off
• Stop the vehicle (TC_to_CVC_2.byte5 = 05h): when for some reason the brakes
would not work and the machine start to move due to a shift in the automatic
tuning process.
• Heat up the transmission (TC_to_CVC_2.byte5 = 06h): when the transmission has
dropped below a minimum value to continue with the tuning. In this case, the
transmission-heating mode needs to be called (see above).
• Go forward (TC_to_CVC_2.byte5 = 04h): a request to put the transmission in
forward again will be requested after any of the previously mentioned actions has
occurred. This is absolutely necessary to avoid the automatic tuning just continuing
automatically! This could be dangerous (imagine the brakes not working and the
machine being moved by the tuning process)
Therefore it is certainly not recommended to generate an automatic request to
forward from the vehicle software in such cases!
• Check error code (TC_to_CVC_2.byte5 = 09h): In this case a problem in the
automatic tuning process has occurred. This request means you should check the
errorcode that is set in TC_to_CVC_2.byte6.
• It is recommended to log this error and report it to the user.
NOTE: these request codes for driver intervention basically replace the calibration condition
messages of the stand-alone calibration mode, described in paragraph 5.3.1.
• To provide some feedback to the user while the automatic transmission calibration is
running, visualization of the clutch and the iteration loop that is being performed is optional.
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• After an error has occurred (TC_to_CVC_2.byte5 = 09h, see above), a specific message is
needed to make it resume again with the next part of the automatic procedure
(CVC_to_TC_3 with byte 1 = 02, see chart below).
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6 Statistics
The TCON.H automatically and permanently keeps track of certain operating conditions.
Controller Lifetime Time that the TCON.H has been powered (ever)
Power up-count Number of times the controller was powered
Fault Count Number of times a specific fault has occurred
Fault Time Time a specific fault has been detected
Fault Timestamp Last moment of occurrence of a specific fault relative to the
Controller Lifetime
POST results Information about how many times the Power Up Self Tests
have detected problems
Production Test results Information about results of production testing
Display mode Last selected display mode and set of sub groups
Time in each gear Time that the transmission has operated in each gear position
Shifts to each gear Number of shifts to each gear position that ever occurred
Maximum speed Value and ‘time over limit’ for speed in each gear
Maximum temperature Value and ‘time over limit’ of transmission temperature
This information can be used to get an idea about the way the vehicle has been used in the field in
case of a field problem.
Based on application requirements this list can be extended.
The information can be accessed with specialised tools that download and interpret the statistical
data from the TCON.H upon request.
The memory limitation for this kind of storage is 4kBytes.
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Chapter 2: TCON.H Configuration Sets Description
CHAPTER 2:
TCON.H
Configuration Sets
Description
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1 Introduction
The configuration sets are created to provide OEM Engineering a windowed view on all relevant
parameters to allow option selection and machine functionality definition in the TCON.H.
This manual describes the structure and the contents of the configuration sets. It also contains the
information needed for practical use of these configuration sets, both for setting the contents of a set
as for selecting a predefined configuration set. This can be handled both using the GDE tool and
using CAN communication.
The optional DANA tool “Dashboard” also includes a user friendly interface to handle the
configuration sets using a PC. For more detailed information, please refer to the “Dashboard” help
or contact a DANA sales representative.
Configuration management settings should only be changed by competent and qualified

personnel. Incorrect configuration can override safety critical functions.
2 Using Configuration Sets
2.1 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 it
from the list of available sets and downloading it to the controller. This can either be done using
the GDE and APT tool or using a CAN message (see TCON.H CAN EDI description).
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2.2 Configuration Set Parameters Description
2.2.1 Config Name

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 0).
When you specify a new name, it will not immediately be reflected there! This will only be
updated after downloading your changes into an TCON.H, 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 0) before saving your changes and distributing this file in your production
environment (see also tips in paragraph 3.2).
2.2.2 Engine ctrl.

Here the engine control option is specified: By clicking the cell you want to change, you get a list of
3 choices:
- Mechanic: use this when the TCON.H has no control over the engine at all.
- Servo: the TCON.H controls the engine using a bridge controlled servo motor
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- CAN: the TCON.H controls the engine on the CAN bus following the SAE J1939
standard
2.2.3 TSC1 rate

If the engine control option is set to CAN, this parameter sets the repetition rate of the CAN
message controlling the engine (message TSC1 following the SAE J1939 standard).
Possible selections are:
- 10 ms (standard following the SAE J1939 standard)
- 20 ms
- 50 ms
- 100 ms
2.2.4 AutoShiftMod
Select the automatic shift mode:
- 1st NoKD: the machine will start in 1st gear and shift through all gears.
- 2ndKD1st: the machine will always start in 2nd and only shift down to 1st gear when ‘Auto
Kickdown’ conditions are fulfilled (low speed & high transmission load)
REMARK: If the input function ‘DI Start 1/2’ (see further) is enabled (Wired or CAN EDI), this
automatic shift mode is overruled and the state of the ‘DI Start 1/2’ input function will determine
how the transmission shifts!
2.2.5 CAN EDI Enbl

Enable or disable the CAN bus communication following the standard as described in the
TCON.H CAN EDI description.
This has to be enabled when at least 1 function is assigned to ‘CAN EDI’, but it is also possible to
enable it without having any function assigned to it. This might be desired e.g. for just reading the
information that the TCON.H broadcasts on the CAN bus.
REMARK: if the DANA PC tool “Dashboard” is to be used, never disable CAN EDI in a used
configuration set! “Dashboard” is a CAN communication based tool and therefore will not
function when CAN EDI is disabled!
2.2.6 DI Declutch
Enable or disable the digital input signal for the declutch function. This signal can only be wired to
the TCON.H and is not available on the CAN bus (OFF / ON).
REMARK: If it is used in combination with an analog (or CAN) signal for the brake pedal position
detection, this digital input function has an ‘or’ relation to the declutch requested by the pedal
position. This means that if the digital input requests declutch, it will be activated although the
brake pedal position is not requesting declutch! This is also true the other way round.
2.2.7 DI AutoShift
Enable or disable the switching between automatic shifting and manual shifting. There are 3
options:
- OFF: do not use this function.
- Wired: the function is active and it is wired to the TCON.H (see wiring diagram)
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- CAN EDI: the function is active and it is sent over the CAN bus, following the protocol as
described in the TCON.H CAN EDI description
2.2.8 DI Inching
Enable or disable the inching enable (pedal) switch (OFF / Wired / CAN EDI).
(Note: Wired or CAN EDI is needed to allow Inching to work, unless DANA provides that this
function is always activated!)
2.2.9 DI ParkBrake
Enable or disable the parking brake signal (OFF / Wired / CAN EDI).
2.2.10 DI Start 1/2

Enable or disable the starting in 1st or 2nd gear selector switch (OFF / Wired / CAN EDI).
If this is enabled (Wired or CAN EDI), it overrules whatever is set in AutoShiftMod.
2.2.11 DI VehSpdRed
Enable or disable the reduced vehicle speed switch (OFF / Wired / CAN EDI).
For this function to work, some sort of engine control is clearly needed (see paragraph 2.2.2).
The actual reduced vehicle speed is specified in ‘VehSpeedMax’ (see below).
REMARK: When this reduced vehicle speed limit is activated, it overrules any other setting of the
engine speed when reaching this vehicle speed limit. This can result in lowering the engine
throttle, even if a high engine speed would be desired.
2.2.12 DI VehSpdRed2
Enable or disable the digital input signal for the redundant reduced vehicle speed input function.
This signal can only be wired to the TCON.H and is not available on the CAN bus (OFF / ON).
REMARK: Enabling this redundant input is only significant if the ‘normal’ reduced vehicle speed
function is also enabled (see paragraph 2.2.11). This redundant function is intended to increase
the safety of selecting the reduced vehicle speed by interpreting the state of 2 inputs for activating
the same function. Therefore activating only this redundant input will not have any effect.
2.2.13 DI SeatOrien
Enable or disable the digital input signal for the seat orientation function that inverts the logics of
the direction selection when it is activated. This signal can only be wired to the TCON.H and is not
available on the CAN bus (OFF / ON).
2.2.14 AI Throttle
Enable or disable the throttle pedal input (OFF / Wired / CAN EDI).
2.2.15 AI BrakePedl
Enable or disable the brake pedal input (OFF / Wired / CAN EDI).
Be reminded that enabling the brake pedal signal (Wired or CAN EDI) makes the declutch
function automatically work according to the brake pedal position.
Concerning the functioning combined with the declutch digital input function; please refer to the
remark in paragraph 2.2.6.
(Note: Wired or CAN EDI is needed to allow Inching to work!)
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2.2.16 AI HydroPwr
Enable or disable the hydraulic power lever input (OFF / Wired / CAN EDI).
Remark: As a standard, this functionality is only active when the transmission is in neutral, to
prevent the vehicle to accelerate if the hydraulic lever is operated while the transmission is in
gear.
However, if explicitely desired, the TCON.H can be configured to always interpret the position of
this hydraulic lever, even when the transmission is in gear. In that case the target engine speed as
a function of the hydraulic lever position will have to be chosen carefully to prevent unsafe
behaviour of the vehicle! (see paragraphs 2.2.32 & 2.2.33).
2.2.17 SpeedDisplay
Selects the unit used to display speed and distance related values, both on the display and on the
CAN bus. It allows switching between kilometres (KPH) or miles (MPH). This will be applied on
speed and distance displaying on the TCON.H display, and on the broadcasting of these values
on the CAN bus (see TCON.H CAN EDI description).
Remark: This is purely a displaying factor, so it does not influence specifying limits like the
maximum vehicle speed limit.
2.2.18 ShiftLvrType
Specify the type of shift lever on the machine (Standard / BumpType / CAN Type)
2.2.19 Roll Radius

Specify the rolling radius of the machine tires.
The limits on this value depend on the application approval.
2.2.20 Axle Ratio

Specify the axle ratio of the machine axle.
2.2.21 Engpeed Max

Specify the maximum engine speed limit (rpm).
The value is limited between 500 rpm and 3000 rpm (or a smaller range if required).
2.2.22 VehSpeed Max

Specify the maximum vehicle speed limit (kph).
The value is limited between 0 kph and 80 kph (or a smaller range if required).
2.2.23 VehSpeed Red

Specify the reduced vehicle speed limit (kph). This is only relevant if ‘DI VehSpdRed’ is set to
‘Wired’ or ‘CAN EDI’.
As for the maximum vehicle speed limit, this value is limited between 0 kph and 80 kph. But for
obvious reasons, there are 2 extra limitations:
- minimum = 5 kph: below this speed the vehicle speed limitation control will not work.
- Maximum = maximum vehicle speed limit: if a value higher than this maximum vehicle
speed limit is specified, it is automatically clipped to this value.
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2.2.24 VehSpeed F-R

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 shift lever, the shift will be performed.
Standard value: 3 kph
Adjustable range: 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.
2.2.25 EngSpeed F-R

Similar to the F-R vehicle speed limit, this value limits the engine speed to perform a direction
change.
Standard value: 1500 rpm
Adjustable range: 500rpm – design limit, depending on the application approval
The maximum has been set purely for transmission protection, just like the maximum vehicle
speed limit.
For the same reason as mentioned above, it 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!!!
2.2.26 EngSpd N-Dir

This is the engine speed limit for re-engaging a direction clutch from neutral. This means that
when the actual engine speed is above this value the transmission will not engage any direction
clutch. Only when the actual engine speed has dropped below this limit, the direction clutch will be
activated.
This limit is used for re-engaging a direction clutch after having cycled the shift lever to neutral and
back to gear (different limit for direction engagement when leaving declutch, see paragraph
2.2.30).
The limit is provided to add functionality to the machine, not to protect the transmission.
Standard value: max engine rpm
Adjustable range: idle engine speed – maximum engine rpm
Be careful setting this engine speed limit too low, because that would result in having no direction
selected at all!
IMPORTANT REMARK
Setting this engine speed limit lower than the limit ‘EngSpeed F-R’ will result in using the
‘EngSpeed N-Dir’ for limiting the forward reverse engine speed. Basically ‘EngSpd N-Dir’ overrules
‘EngSpeed F-R’ when its value is lower. This same overruling also goes for the ‘Dclt EngSpd’ limit
(see paragraph 2.2.30).
This is necessary to avoid conflict of the 2 similar protections, resulting in unexpected behaviour
on the machine.
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2.2.27 EngSpd KD1st

This is the minimum engine speed needed before the automatic kick down mode is checked. So
only when the engine speed is higher than this value, the TCON.H will monitor the load on the
transmission and decide wetter a kick down is desired or not.
Standard value: 1800 rpm
Adjustable range: 1000 rpm – 3000 rpm
Specifying a low value can cause a kick down to quickly, not giving the transmission time to
develop the required traction in the actual selected gear. Very high values might cause kick down
never to occur, especially if this limit is higher than the maximum engine speed.
REMARK: the trick not to have automatic kickdown is to set this limit to a value higher than the
maximum possible engine speed.
2.2.28 Dclt VehSpd

This is the vehicle speed limit to allow declutch to be activated. This means that when the actual
vehicle speed is above this value - although a brake pedal position higher than the declutch
activation percentage is detected - the transmission will not activate declutch. Only when the
actual speed has dropped below this limit, declutch can be activated.
This is intended to allow high braking power requests at relatively high vehicle speeds to slow
down the machine, without disengaging the direction clutch while doing so.
Standard value: 5 kph
Adjustable range: 0 kph – 80 kph
When this limit is set to 0 kph, declutch will never be activated.
2.2.29 Dclt MinBrk%

Using this parameter value, it is determined at what brake pedal position declutch is activated. So
if the detected brake pedal position is higher than this value, declutch is activated.
This is active with the brake pedal signal coming from an analog input or CAN EDI, regardless of
electronic inching being used or not.
Standard value: 80 %
Adjustable range: 50% - 101%
Setting this value low will cause the direction clutch to be disengaged even at low braking power,
making the machine stop quicker. Setting it to 101% will result in having no declutch activation at
all. Changing this setting might be desired for some specific applications on machines that do
have an analog or CAN EDI signal for the brake pedal position.
2.2.30 Dclt EngSpd

This is the engine speed limit for re-engaging a direction clutch when declutch is deactivated. This
means that when the actual engine speed is above this value the transmission will not engage any
direction clutch. Only when the actual engine speed has dropped below this limit, the direction
clutch will be activated.
Different to the limit ‘EngSpd N-Dir’ (see paragraph 2.2.26), this limit is only applied when re-
engaging a direction clutch is caused by releasing the declutch requested (only with pure declutch,
so no inching active).
The limit is provided to add functionality to the machine, not to protect the transmission.
Standard value: max engine rpm
Adjustable range: idle engine speed – maximum engine rpm
Be careful setting this engine speed limit too low, because that would result in having no direction
selected at all after having activated declutch and leaving it!
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IMPORTANT REMARK
Setting this engine speed limit higher than the limit ‘EngSpd N-Dir’ will result in using this lower
‘EngSpd N-Dir’ for limiting the ‘exit declutch’ engine speed. Basically ‘EngSpd N-Dir’ overrules
‘Dclt EngSpd’ when its value is lower.
This is necessary to avoid conflict of the 2 similar protections, resulting in unexpected behaviour
on the machine.
2.2.31 HydrPowr Min%

This parameter value sets the minimum hydro power percentage that needs to be detected on the
lever signal (analog or CAN EDI) before the engine speed is adjusted.
Detecting a higher hydro power lever percentage than this value will make the engine rev up when
the transmission is in neutral.
Standard value: 20 %
Adjustable range: 5% - 101%
Setting 5% will make this function react to even a slight movement on the lever, while 101%
disables this function.
It is obvious that the hydro power lever signal needs to be available (analog signal or CAN EDI)
and that engine control must be active (Servo or CAN controlled).
2.2.32 HydrPowr Min Espd

2.2.33 HydrPowr Max Espd
These 2 values determine how the engine speed will be controlled as a function of the hydraulic
lever position signal. Together with the parameter ‘HydrPowr Min%’ the engine speed control is
defined as shown in the graph below.
HydrPowr Max Espd
Engine speed as function of
hydraulic lever position
2000
2000
Engine speed (rpm)
1750
1500
1250
1000
20 40 60 80 100
HydrPowr Min Espd
Hydraulic lever position (%)
HydrPowr Min%
2.2.34 Slip Acc Max (optional)*

Specify the maximum allowed acceleration when the acceleration monitor option* is activated.
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2.2.35 Slip Dec Max (optional)*

Specify the maximum allowed deceleration when the acceleration monitor option* is activated.
* Optional feature; needs to be enabled by DANA
2.2.36 Act.Gear>Cab
This setting specifies how the TCON.H will react when the shift lever requests a gear that is lower
than the gear that is currently engaged, and it is not allowed to perform the downshift at that time
for transmission protection (overspeeding):
- No: the transmission just stays in the current gear and refuses to perform the downshift, as
long as the vehicle speed is too high; once the vehicle speed is low enough, it will perform
the downshift.
- Neutral: the transmission shifts to neutral; when the vehicle speed is low enough to perform
the originally requested downshift, it will downshift and re-engage the selected direction (only
if shift lever is still selecting the direction of course)
- Idle: When the TCON.H is able to control the engine, the setpoint for the engine rpm is set
to idle. When the vehicle speed is low enough to perform the originally requested downshift,
it will downshift and re-engage the selected direction (only if shift lever is still selecting the
direction of course).
2.2.37 Inch Overlap

This is the amount of transmission disengagement in relation to the amount of service brake
engagement. It is possible to shift the inch pressure curve from left to right based on a setting.
This results in more or less overlap and enables the operator to work more or less against the
brakes. For more information, see chapter 1 paragraph 1.13.11
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2.2.38 ConfigSet ID
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The final relevant parameter to the configuration sets is this ConfigSet ID. It is located in the
header ‘GDE Info’ and it selects the configuration set that will be activated each power up.
If you click this parameter value, a list automatically presents the available configuration sets
as named by the parameter ‘Config Name’ described in paragraph 2.2.1. Selecting one will
make it active after performing a download to the controller and automatically resetting the
controller.
REMARK: If the value ‘Not Used’ is selected, no configuration set is used and the standard
GDE values are activated. This is intended for exceptional cases (mainly for DANA use) and is
NOT recommended!
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3 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 TCON.H 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 TCON.H 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.
3.1 Editing Configuration Sets with OEM Engineering GDE

When connected to an TCON.H, 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 TCON.H available. In that case you just open an existing file that
has been saved by you earlier or that you have received from DANA.
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Selecting the Header ‘ConfSets’ presents the table where all configurations are available for
editing.
You can now edit all the required parameters to create your desired machine configurations and
provide an appropriate name.
These changes can be saved to a file with a name of your choice. That file will then be used in the
production line to customize each machine to the correct configuration.
REMARK: after performing an upload from an TCON.H, the GDE tool will always be in safe edit
mode. This is to prevent accidental changing of parameters. If you want to change to normal
editing mode to change the configuration set parameters, simply click the key icon in the taskbar
or use the Edit/ Save Mode to disable this safe edit mode.
3.2 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 TCON.H 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 2.2.1). Reminder: after changing the names,
download your changes into an TCON.H, 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!
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3.3 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 TCON.H 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 TCON.H.
Apart from selecting the Configuration ID, there are 2 more parameters that can be set with this
OEM Production level GDE:
- Transm S/N: here the serial number of the transmission built into the machine being
programmed can be entered. It is recommended to do this because this is valuable
information for service purposes.
- Vehicle ID: this is a text parameter where any text up to 7 characters can be entered. This
can be a vehicle type name, a vehicle production serial number, etc…
REMARK: All TCON.H’s are programmed with a data file when they are delivered to the
customer. By default the first configuration set (index = 0) will be activated!
3.4 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
TCON.H controller and save it to a file.
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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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4 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:
- Display “Real Time” transmission controller input/output signals
- Display active and non-active Error Codes
- Logging of selected “Real Time” function signals
- Allow you to run calibrations (transmission, pedals, levers, etc.)
- Create OEM specific configurations in the controller
- Allow configuration set changes and adjustment of limited set of parameters
- Controller upgrade wizard: guided downloading of firmware and/or master
parameter file (APT-file)
- user levels with differentiated options available (customer
definable)
For further details, please refer to the description of the “Dashboard” PC tool.
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5 Configuration Set Management: CAN

As an alternative (or as a supplement) to using the GDE tool 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 TCON.H 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.
5.1 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 TCON.H, 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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5.2 Selecting a Configuration Set: CVC_to_TC_3

To select a configuration set in the TCON.H, a CAN message is provided that is also used for
reading and writing other values in the TCON.H (see also chapter 3, paragraph 5.3.11).
Below this message is explained when used to select a configuration set in the TCON.H.
5.2.1 CVC_to_TC_3 defined for Configuration Set Selection
Message Name CVC_to_TC_3
Message ID CFF22XXH
(XX is the Central Vehicle Controller’s address)
Originator Central Vehicle Controller, Service monitor
Repetition rate as required
DLC 8
Byte 0 80h = Request code for configuration set selection
Byte 1 00h = read request: just read the currently active configuration set
01h = write request to select a specified configuration set
Byte 2 Index to requested configuration set, if a write request is sent
Byte 3 FFh = reserved
5.2.2 CVC_to_TC_3.Byte 1
- 00h = read request: just read the currently active configuration set
- 01h = write request: select a newly specified configuration set
When there is a write request to select a configuration set, this is where the index to the desired
configuration set is specified.
Range = 0 – 39 (40 configuration sets available in total)
REMARK: To avoid confusion and remain consequent, it is recommended to set this byte to the
value FFh if there is no write request, although it has no influence at all.
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5.3 TCON.H reply Configuration Set Selection:

TC_to_CVC_2
Each time a configuration set read or write request is sent by using the CVC_to_TC_3 message
as described above, a reply message will be sent by the TCON.H. This is the standard reply
message that is linked to the CVC_to_TC_3 message (see also chapter 3, paragraph 6.2.11).
Below this reply message is explained when used to read or write a configuration set index.
5.3.1 TC_to_CVC_2 defined for Configuration Set Selection
Message Name TC_to_CVC_2
Message ID CFF2403H
(03 is the Transmission Controller’s address)
Repetition rate On request
DLC 8
Byte 0 Echo of CVC_to_TC_3.Byte 0
Byte 1 Reply code to operation code of CVC_to_TC_3.Byte 1
Byte 2 Index of Newly Requested Configuration Set
Byte 3 Index of Currently Active Configuration Set
5.3.2 TC_to_CVC_2.Byte 1
Depending on what has been requested in CVC_to_TC_3.Byte 1 and the result of the
consequent action, this reply code can have several values:
- echo of CVC_to_TC_3.byte1 (value 00h or 01h) in normal situations
Normal situations are:
- The request was simply to read the actual value of the currently active configuration
set
- The request was to select a new configuration set and this new index was accepted
- FF(hex) = the index of the requested configuration set (CVC_to_TC_3.byte2) is invalid.

To retry the write operation of the configuration set index, make sure that a valid
index is specified.
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Here the index value of the new requested configuration set index is shown. There are different
values possible:
- echo of CVC_to_TC_3.byte2 (=requested index):
The request to select a new configuration set was accepted
- FF(hex) = there is no valid configuration set currently active
- Same value as CVC_to_TC_3.byte3 (=currently active index)
The request to select a new configuration was not accepted or there was no request to
write a new index. In these cases the index of the currently active configuration set is
shown.
This byte simply shows the index of the configuration set that is currently active.
If this shows FF(hex) this means that there is no valid configuration set active.
IMPORTANT REMARK: When there is no write request to select a new configuration request,
TC_to_CVC.byte2 and TC_to_CVC.byte3 will show the same value.
When a new configuration set has been selected successfully however, TC_to_CVC.byte2 and
TC_to_CVC.byte3 will show a different index value. Only after a normal power down of the
TCON.H (key contact) and a restart, the new configuration set will be activated!
This can be checked by reading the active configuration set index after power up and verifying
that it corresponds to the selected one.
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5.4 Communication Overview Selecting a Configuration Set
Request configuration set selection TCON.H Reply Message

CVC_to_TC_3.byte0 = 80h TC_to_CVC_2
NO Write Request?
CVC_to_TC_3.byte1
YES
TC_to_CVC_2.byte
NO
New requested index valid? 0 1 2 3 4–7
CVC_to_TC_3.byte2 80h FFh Active Index Active Index FFh
Where Active Index = FFh if no valid configuration set is active
YES
Accept new requested index

TC_to_CVC_2.byte *
0 1 2 3 4–7
80h 01h New Index Active Index FFh
* After APC reboot, the Active index will be the New index
TC_to_CVC_2.byte
0 1 2 3 4–7
80h 00h Active Index Active Index FFh
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5.5 Reading and Writing Values: CVC_to_TC_3

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 TCON.H (see also chapter 3,
paragraph 5.3.12).
This message is explained here when used to read and write values in the configuration set
parameters.
5.5.1 CVC_to_TC_3 defined for Configuration Set Parameter

handling
Message Name CVC_to_TC_3
Message ID CFF22XXH
(XX is the Central Vehicle Controller’s address)
Repetition rate as required
DLC 8
Byte 0 81h = Request code for configuration set parameter handling
Byte 1 Bit 0-6 = Index to configuration set parameter
Bit 7 = read/write request
Byte 2 New value, in case the write request is active
Byte 3
The first 7 bits of this byte are used to set an index to the configuration set parameter that needs
to be read or written.
For a detailed list of all supported index values, see paragraph 5.5.4.
Bit7 (Most Significant Bit) functions as a read/write request bit:

- Bit7 = 0: Just read the parameter value referred to by the index in bit 0-6. This is possible at
all times, provided there is a valid configuration active.
- Bit7 = 1: Write the new desired value (as specified byte2-3) to the parameter referred to by
the index in bit 0-6
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5.5.3 CVC_to_TC_3.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.
Data format:
New value = byte2 + byte3 x 256
For specific scaling factors of certain parameter values, please refer to the table in paragraph
5.5.4.
5.5.4 Configuration Set Parameter - Index and Format List
Index Configuration Set Data format Unit of

Value in byte2-3
Value Parameter byte 2-3
0 = Mechanic
1 Engine ctrl. 1 = Servo
2 = CAN
0 = 10 ms
1 = 20 ms
2 TSC1 rate
2 = 50 ms
3 = 100 ms
0 = 1st without Kick Down
3 AutoShiftMod nd st
1 = 2 with Kick Down to 1
0 = No (inactive)
4 CAN EDI Enbl
1 = Yes (active)
0 = OFF (inactive)
5 DI Declutch (wired)
1 = ON (active)
6 DI AutoShift
7 DI Inching
8 DI ParkBrake
9 DI Start 1 / 2
0 = OFF (inactive)
10 DI VehSpdRed 1 = Wired
11 AI Throttle 2 = CAN EDI
12 AI BrakePedl
13 AI HydroPwr
0 = KPH
14 SpeedDisplay
1 = MPH
0 = Standard
15 ShiftLvrType 1 = Bump Type
2 = CAN Type
16 Roll Radius Rolling Radius [m * 1024]
17 Axle Ratio Axle Ratio [ratio * 1024]
18 EngSpeed Max Engine max speed [rpm]
19 VehSpeed Max Vehicle max speed [kph * 256]
20 VehSpeed Red Vehicle reduced speed [kph * 256]
21 VehSpeed F-R Vehicle max speed F-R [kph * 256]
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22 Engspeed F-R Engine max speed F-R [rpm]

23 EngSpd N-Dir Engine max speed N-Direction [rpm]
24 EngSpd KD1st Engine min speed for Kickdown [rpm]
25 Dclt VehSpd Vehicle max speed for declutch [kph * 256]
26 Dclt MinBrk% Minimum Brake % for declutch [%]
Minimum Hydrolever % min for [%]
27 HydrPowr Min%
engine speed control
28 ‘ ‘ Min Espd Erpm at 0% liftleverpos [rpm]
29 ‘ ‘ Max Espd Erpm at 100% liftleverpos [rpm]
0 = OFF (inactive)
30 DI VehSpdRed2
1 = ON (active)
0 = OFF (inactive)
31 DI SeatOrient
1 = ON (active)
32 Dclt EngSpd Engine max speed to exit declutch [rpm]
33 Act. Gear>Cab None, neutral, idle
34 Inch Overlap Inching related %
Slip Acc Max [m/s²] * 1024
40 Maximum Acceleration
(optional)*
Slip Dec Max [m/s²] * 1024
41 Maximum Deceleration
(optional)*
* Optional feature; needs to be enabled by DANA
5.6 TCON.H reply Parameter Read/Write Request:

TC_to_CVC_2
Each time a parameter read or write request is sent by using the CVC_to_TC_3 message as
described above, a reply message will be sent by the TCON.H. This is the standard reply
message that is linked to the CVC_to_TC_3 message (see also chapter 3, paragraph 6.2.12).
This reply message is explained here when used to read and write values in the configuration set
parameters.
5.6.1 TC_to_CVC_2 defined for Configuration Set Parameter

handling
Message Name TC_to_CVC_2
Message ID CFF2403H
(03 is the Transmission Controller’s address)
Repetition rate On request
DLC 8
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Byte 0 Echo of CVC_to_TC_3.Byte 0

Byte 1 Reply code to operation code of CVC_to_TC_3.Byte 1
Byte 2 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
Depending on what has been requested in CVC_to_TC_3.Byte 1 and the result of the
consequent action, this reply code can have several values:
- echo of CVC_to_TC_3.byte1 in normal situations
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.
- 7B(hex) = a request to write a new value to a configuration set parameter was sent, but the
machine conditions to allow this where not fulfilled! These machine conditions
are the ones described in paragraph 5.1.
To retry the write operation of the configuration set parameter, make sure that
these conditions are fulfilled first.
- 7C(hex) = a request to write a new value to a configuration set parameter was sent and the
value was accepted, but the writing to flash memory was not possible because
another write operation to flash memory was still busy.
A possible cause is that 2 write operations were requested within a very short
time. Please repeat the request again later.
REMARK: Writing to flash memory can easily take a few hundred milliseconds.
Respecting a time delay between to write requests of minimum 500 ms is
recommended.
- 7D(hex) = a request to write a new value to a configuration set parameter was sent BUT
the value was not accepted because it is not within the allowed range!
Make sure to specify a value within the allowed range (see the minimum –
maximum values further)
- 7E(hex) = a request was made containing a non-existing index to a configuration set
parameter. Make sure to use only supported index values (see list in paragraph
5.5.4).
- 7F(hex) = There is no valid configuration set selected at this moment, so no request on any
configuration set parameter can be handled.
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Make sure to select a valid configuration set first!
5.6.3 TC_to_CVC_2.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_3.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_3.byte2-3, please refer to the table in paragraph
5.5.4 for specific scaling factors of certain parameter values.
REMARK: When a problem results in having no value to return at all, TC_to_CVC_3.byte2-3 will
contain FFFF (hex). This is the case with TC_to_CVC_2.byte1 being 7B(hex), 7E(hex) and
7F(hex).
5.6.4 TC_to_CVC_2.Byte 4-5: Minimum Value

In an identical format to TC_to_CVC_2.Byte 2-3, these bytes contain the minimum allowed value
for the referred configuration set parameter.
7F(hex).
5.6.5 TC_to_CVC_2.Byte 6-7: Maximum Value

In an identical format to TC_to_CVC_2.Byte 2-3, these bytes contain the minimum allowed value
for the referred configuration set parameter.
7F(hex).
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5.7 Communication Overview Editing a Configuration Set

Parameter
Request configuration set parameter handling TCON.H Reply Message
CVC_to_TC_3.byte0 = 81h TC_to_CVC_2
TC_to_CVC_2.byte
NO
Valid configuration set 0 1 2 3 4 5 6 7
active ? 81h 7Fh FFh FFh FFh FFh FFh FFh
YES
TC_to_CVC_2.byte
Valid parameter index? NO
0 1 2 3 4 5 6 7
CVC_to_TC_3.byte1.bit0-6 81h 7Eh FFh FFh FFh FFh FFh FFh
YES
NO Write Request?
CVC_to_TC_3.byte1.bit7
YES
TC_to_CVC_2.byte
NO
Machine conditions OK? 0 1 2 3 4 5 6 7
81h 7Bh FFh FFh FFh FFh FFh FFh
YES
TC_to_CVC_2.byte
NO
New value in allowed range? 0 1 2 3 4 5 6 7
CVC_to_TC_3.byte2-3 81h 7Dh Act value Min value Max value
YES
Set active value to new value
TC_to_CVC_2.byte
NO
Writing to flash memory allowed? 0 1 2 3 4 5 6 7
81h 7Ch Act value Min value Max value
YES
TC_to_CVC_2.byte
0 1 2 3 4 5 6 7
81hTHISXXh
SPICER, DANA CONFIDENTIAL / PROPRIETARY INFORMATION. DO NOT COPY Act value
INFORMATION, EITHERMin value MaxORvalue
ELECTRONICALLY
HARDCOPY. RESTRICT CIRCULATION OF THIS DOCUMENT TO THOSE WITH RESPONSIBILITY
Where XXh = echoTO of
REVIEW / RESPOND AS REQUESTED.
CVC_to_TC_3.byte1
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5.8 Suggestions for Managing Configuration Sets with CAN

5.8.1 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_3 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_3 with byte0 = 80h, byte1 = 01h and
byte2 containing the requested index (see details above). Remember to check the TCON.H
reply (TC_to_CVC_2) 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 TCON.H’s are programmed with a data file when they are delivered to the
customer. By default the first configuration set (index = 0) will be activated!
5.8.2 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 5.7
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 TCON.H reply. However, a minimum interval of 20 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
TCON.H.
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- It is strongly recommended to check if the new selected value for the parameter has indeed
been accepted by interpreting the TCON.H reply message. If this reply is not used as an
acknowledgement for the write request, it could occur that a requested value is not accepted
for some reason. This would result in a behavior on the machine not corresponding to what
the user thought had been selected!
- For automatic setting of specific parameters at power up of the machine, an automatic loop
could be programmed in the vehicle control software. This could check the actual value of
some parameters, check it to a desired value and if these do not correspond, the desired
value can be written. Again make sure to interpret the TCON.H reply message to see if the
newly requested value was accepted.
- If such a loop for writing different values would be used, it is possible that the writing to flash
memory in the TCON.H is still busy for one parameter when a second write request is
already coming in. Because of the relatively slow process of writing to flash memory, a
minimum interval of 500 ms between 2 write operations is recommended. However, if this
interval would not be respected, this cannot cause any damage. The TCON.H will simply
deny the new value and report the corresponding code indicating writing to flash memory is
not possible at that time. In that case just wait for a short period (e.g. 200 ms) and try again.
- The specific codes in the TCON.H reply messages can be used to notify the user through a
display if there would be a problem with accepting any desired value, so the appropriate
action can be taken.
- IMPORTANT: Remember that even after successfully writing new values to these
parameters of the configuration, they will only be activated after a reboot of the TCON.H (a
restart of the machine). Also note that the engine of the machine does not have to be
running to set new values to these parameters, so just turning the key contact on is
sufficient to manage the desired parameters.
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Chapter 3: TCON.H CAN EDI Protocol Description
CHAPTER 3:
TCON.H CAN EDI
Protocol
Description
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1 General
2 Proprietary messages vs Standard messages
Where possible, the standard messages as provided by the SAE J1939 standard are used.
However, a lot of transmission application specific information is not provided in any of the
standard messages.
As the J1939 standard leaves room for proprietary messages to implement exchange of data that
is not provided in standard messages, a number of these proprietary messages have been
implemented by DANA.
Within these DANA proprietary messages, the normal rules of the J1939 regarding parameter
ranges etc. are respected whenever possible.
REMARK: to keep the bus load to a minimum, sometimes these proprietary messages can
contain information that is also available in different standard messages.
3 Interface
This interface complies electrically with ISO11898.
The application software supports sending and receiving messages according to the SAE/J 1939
format. The bit rate typically is 250.000 bits per second.
Additionally the TCON.H supports data acquisition and parameter editing using the CAN
communication interface.
4 Repetition rate
For each message listed below, the priority part of the message identifier is set to the default
recommended value.
However, if a specific application would require using a different priority for any of the supported
messages - both proprietary and standard - this can be modified by DANA upon request.
5 Proprietary Messages from Central Vehicle Controller

(CVC) to Transmission Controller (TC)
5.1 CVC_to_TC_1: Remote control message

Message identifier: CFF20xx (Hex) (CAN 2.0 B ⇒ 29 bit identifier)
Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) Message ID Address sender
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) FF20 (Hex) = 65312 (Dec) Example : 27 (Hex) = 39 (Dec)
Originator : Central vehicle controller
Repetition rate : 20 ms
Timeout : 200 ms
DLC : 8
Value Detail
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Value Detail
Byte 0 Bit 0 Direction
Bit 1 selection
Shift lever position (if not used : all bits should be 1)
Bit 2 0 Bit 1 Bit 0 Bit 6 Bit 5 Bit 4
Bit 3 0 0 0 : neutral 0 0 1 :1
st
Bit 4 0 1 : forward 0 1 0 : 2nd
Range
Bit 5 1 0 : reverse 0 1 1 : 3rd
selection
Bit 6 1 0 0 : 4th
Bit 7 Fault state of Bit 7
shift lever 0 : no fault detected on shift lever
1 : fault detected on shift lever (neutral will be forced)
Byte 1 Bit 8 Selection :
automatic/manual
Auto/manual shift (if not used : all bits should be 1)
0 : manual shift mode – 1 : automatic shift mode
Bit 9
Inching enable/disable (if not used : all bits should be 1)
Inching enable
Bit 10
Bit 10 Bit 9
0 0 : inching disabled
0 1 : inching enabled
1 0 : reserved
1 1 : function not supported over CAN
Bit 11
Bit 12
Neutral lock (if not used : all bits should be 1)
Neutral lock
Bit 12 Bit 11
0 0 : not locked
0 1 : locked in neutral
1 0 : reserved
Bit 13
Parking brake (if not used : all bits should be 1)
Parking brake
Bit 14
Bit 14 Bit 13
0 0 : parking brake off
0 1 : parking brake on
1 0 : reserved
Bit 15 1 Reserved
Byte 2 Bit 16
Throttle pedal position (if not used : all bits should be 1)
0= 0%
Throttle pedal
100 = 100 %
position
… 254 = fault related to throttle pedal position sensing

255 = measurement not supported
Note : If the vehicle has no real analogue throttle pedal sensor, the discrete
Bit23 % values may be used to indicate idle (0%), half (50%) and full throttle
(100%) conditions.
Byte 3 Bit 24
Brake pedal position (if not used : all bits should be 1)
0= 0%
Brake pedal
100 = 100 %
position
… 254 = fault related to brake pedal position sensing

Bit 31 Note : If the vehicle has no real analogue brake pedal sensor, the discrete %
values may be used to request declutch (100%) or not (0%).
Byte 4 Bit 32
4/2 Wheel drive
2
(if not used : all bits should be 1)

/
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Value Detail
Bit 33
Bit 33 Bit 32
0 0 : 2 Wheel Drive
0 1 : 4 Wheel Drive
1 0 : reserved
Bit 34
Low/High Range (if not used : all bits should be 1)
Low/High Range
Bit 35
Bit 33 Bit 32
0 0 : High Range
0 1 : Low Range
1 0 : reserved
Bit 36
Bit 37
Operator seated detection (if not used : all bits should be 1)
Operator Bit 37 Bit 36

seated 0 0 : operator is not seated
detection 0 1 : operator is seated
1 0 : reserved
Bit 38
Inhibit upshifting (if not used : all bits should be 1)
Bit 39
Inhibit Bit 39 Bit 38

Upshifting 0 0 : inhibit upshifting disabled
0 1 : inhibit upshifting enabled
1 0 : reserved
Byte 5 Bit 40
Maximum speed (if not used : all bits should be 1)
Maximum
speed
… 0 = 0 km/h
80 = 80 km/h
Bit 47 255 = measurement not supported
Byte 6 Bit 48
Start in 1st / start in 2nd (if not used : all bits should be 1)
Start 2nd / start
Bit 49
Bit 49 Bit 48
: 1st gear starting request
st
0 0
1
0 1 : 2nd gear starting request

1 0 : reserved
Bit 50
Reduced vehicle speed
speed enable /

Bit 51
Reduced
disable
Bit 51 Bit 50
0 0 : reduced vehicle speed limit disabled
0 1 : reduced vehicle speed limit requested
1 0 : reserved
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Bit 52
Vehicle speed enhanced resolution
Vehicle speed
Bit 53
enhanced
resolution
Bit 53 Bit 52
0 0 : vehicle speed enhanced resolution disabled (1kph/mph)
0 1 : vehicle speed enhanced resolution requested (0,2 kph/mph)
1 0 : reserved
Bit 54 1 Reserved
Bit 55 1 Reserved
Byte 7 Bit 56
Hydraulic lever position (if not used : all bits should be 1)
Hydraulic lever
… 0= 0%
position
100 = 100 %
Bit 63 254 = fault related to hydraulic lever position sensing
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5.2 CVC_to_TC_2: Setup conversions (OBSOLETE)

All values in this CVC_to_TC_2 message are parameters that can also be set using the
configuration sets. Therefore it is NOT RECOMMENDED to use this message but use the
configuration sets instead (see chapter2).
CVC_to_TC_2 is only being supported to be back-compatible with older existing
applications!
If the use of this CVC_to_TC_2 is absolutely unavoidable, please take the following remark into account:
By default the values specified in the configuration set will be selected at power up of the TCON.H, but
once the CVC_to_TC_2 message has been successfully sent to the TCON.H, the values specified in that
message will overrule the configuration set values and will be used by the application instead.
Of course, this is only the case if the new specified values in the message are within the allowed range
(see limits in configuration set parameters).
Message identifier : CFF21xx(Hex) (CAN 2.0 B ⇒ 29 bit identifier)

Repetition rate : once after power up of TCON.H or any rate; rate of 1 s is recommended
Timeout : no timeout
DLC : 8
Value Detail
Byte 0 Bit 0
Axle ratio (if not used : all bits should be 1)
Axle ratio
…
Byte 1 Conversion : axle ratio = ( byte 2 * 256 + byte 1) / 1024
Bit 15
Byte 2 Bit 16
Tire size (if not used : all bits should be 1)
Tire size
…
Conversion : rolling radius = byte 3 * 4 [mm]
Bit 23
Byte 3 Bit 24
… FF(Hex)
Reserved (all bits should be 1)
Bit 31
Byte 4 Bit 32
Maximum engine speed (if not used : all bits should be 1)
Maximum engine
Conversion : engine speed = byte 5 * 10 + 500 [RPM]

speed
…
0 = 500 RPM
252 = 3020 RPM
253 = 0 RPM
Bit 39 254 = fault related to engine speed sensing
255 = reserved
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Byte 5 Bit 40
Reduced vehicle speed (if not used : all bits should be 1)
speed limit
Reduced
vehicle
…
0 = 0 km/h
Bit 47 80 = 80 km/h
Byte 6 Bit 48 FF(Hex)
…
Reserved (all bits should be 1)
5.3 CVC_to_TC_3: Context Specific Data Exchange
5.3.1 CVC_to_TC_3 ⇔ TC_to_CVC_2 Principle
Unlike all other messages supported by the TCON.H and described in this
manual, the CVC_to_TC_3 and the TC_to_CVC_2 are linked together. They
form a “send-receive” system, where CVC_to_TC_3 is used to send a request
to the TCON.H, which in return will send the TC_to_CVC_2 as reply.
The CVC_to_TC_3 message is a request message that is used for reading and writing a wide
range of data in a non-cyclic way.
Most data that can be accessed through this message can be labelled as so called ‘setup’
information that is not actually needed to operate the machine, but determines the way the
machine will function.
The flexibility of this message is in the fact that byte 0 determines the action request of the
message. Byte 0, the request code, is in fact a code to determine what the action of the
TCON.H controller will be. Depending on the request code, bytes 1 to 7 will have a different
meaning.
For some request codes bytes 1 to 7 will be irrelevant, for other some or all of these bytes will
contain extra detailed information necessary for the request.
With most request codes, sending this message to the TCON.H will result in a reply message,
always being the message TC_to_CVC_2. The contents of this message will also be
dependant on the request code that was sent in the CVC_to_TC_3 message (see description
further).
Following paragraphs will list all possible request codes for this CVC_to_TC_3 message,
divided into several parts:
- request codes that are purely data request where only a code in byte 0 is needed and bytes 1
to 7 will be irrelevant
- request codes where extra information needs to be specified to the TCON.H, so some or all
of bytes 1 to 7 will contain that extra information. These request codes are described
separately in more detail to explain the specific meaning of the bytes other than byte 0.
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5.3.2 CVC_to_TC_3 Message Specification

Message identifier : CFF22xx(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
Repetition rate : as required
Timeout : no timeout
DLC : 8
This message specification is valid for CVC_to_TC_3 regardless of the used request type
(byte 0).
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5.3.3 CVC_to_TC_3: Data request

Value Detail
Byte 0 Bit 0
Request code (if do nothing : all bits should be 1)
The following codes can only be used for data request
For the description of the reply format, see paragraph 6.2.2.
Supported values :
00(Hex) = controller serial number
03(Hex) = configuration state
04(Hex) = software version
Request code 07(Hex) = controller hardware version
… 08(Hex) = APT datafile partnumber
09(Hex) = APT datafile version
30(Hex) = input / output state
31(Hex) = speed sensor state
32(Hex) = analogue input state
33(Hex) = analogue output state
34(Hex) = speed sensor state rpm
35(Hex) = torque converter state
36(Hex) = service & operation time
41(Hex) = total travelled distance
Bit 7
70(Hex) = TCON.H user interface
(FF(Hex) = do nothing)
Byte 1 Bit 8 FF(Hex) (all bits should be 1)

Byte 2 FF(Hex)
Byte 3 FF(Hex)
… These bytes have no relevance with the request types described above
Byte 4 FF(Hex) To avoid any confusion and following the principle of the SAE J1939
Byte 5 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 6 FF(Hex)
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5.3.4 CVC_to_TC_3: Vehicle Info

Value Detail
Byte 0 Bit 0
Request code
The following codes can request the active value, but can also set
Request code
a specified new value of some vehicle info parameters.
...
Supported values :
05(Hex) = Transmission serial number
Bit 7 06(Hex) = Vehicle ID
Byte 1 Bit 8
Read Request:
For sending a request for the current value only, set all bits to 1
Byte 2 (= all bytes to FF(Hex) )
Set value:
Byte 3
Byte 1 – 4 : ASCII serial number prefix (example : CBEA)
Byte 4 … Each byte represents the ASCII code value of 1 character of
the prefix
Byte 5 – 7 : serial number (example : 123456)
Byte 5
16 8
Serial number = byte 7 * 2 + byte 6 * 2 + byte 5
Note : the serial number can be anything but 255
Byte 6
06(Hex) = Vehicle ID
Byte 7 Byte 2 – 8 : ASCII vehicle ID string
Bit 63 Note : the vehicle ID can be anything but 255
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5.3.5 CVC_to_TC_3: Error Info

Value Detail
Byte 0 Bit 0
Request code
The following codes can be used to read the error info from the
TCON.H and clear the error buffer of inactive errors.
Request code
…
Supported values :
10(Hex) = 1st active error info
11(Hex) = next active error info
12(Hex) = 1st inactive error info
13(Hex) = next inactive error info
Bit 7 14(Hex) = clear inactive errors buffer

Byte 2 FF(Hex)
Byte 3 FF(Hex)
… These bytes have no relevance with the request types described above
Byte 4 FF(Hex) To avoid any confusion and following the principle of the SAE J1939
Byte 6 FF(Hex)
Usage of CVC_to_TC_3 to read TCON.H error info
In the TCON.H, several errors can be active at the same time. These active errors can be read
from a buffer where the errors are presented in order of priority.
To read the error with the highest priority, simply send the request code 10(Hex) in CVC_to_TC_3.
For reading the rest of the active errors, repeat sending the request code 11(Hex) in CVC_to_TC_3.
As long as there are active errors present, the TCON.H will reply the error info. When there are no
more errors present, the TCON.H will reply a code indicating this (see paragraph 6.2.3)
To repeat reading all the active errors, simply send the request code 10(Hex) in CVC_to_TC_3
again, followed by repeating request code 11(Hex) in CVC_to_TC_3 until no more error info is
present.
The same principle is used for keeping track of inactive errors. These are errors that have been
active before, but are no longer present.
Similar to reading the active errors, send the request code 12(Hex) in CVC_to_TC_3 to read the
inactive error with the highest priority, followed by request code 13(Hex) in CVC_to_TC_3 until no
more error info is present to read the other inactive errors.
One more extra request type, 14(Hex) , is provided to clear all error info from the inactive error
buffer. So once this error info has been read and/or processed, it can be cleared.
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REMARK: when repeating the request codes for reading the error info from the TCON.H, a rate of
100 ms or more is recommended, to avoid unnecessary high load on the CAN-bus and the
TCON.H.
5.3.6 CVC_to_TC_3: Resetable Distance Counter

Value Detail
Byte 0 Bit 0
Request code
Request code The following code can be used to read and/or reset the distance
day counter.
…
Supported values :
Bit 7 40(Hex) = read/reset resetable distance day counter
Byte 1 Bit 8
Command code
Command
…
code
01(Hex) = reset the value of the distance day counter

FF(Hex) = just read the current value of the distance day counter
Bit 15
Byte 3 FF(Hex)
Byte 4 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
Byte 6 FF(Hex)
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5.3.7 CVC_to_TC_3: Calibration Control

Value Detail
Byte 0 Bit 0
Request code
The following codes can be used to control the different
calibration procedures.
For the description of the reply format, see paragraphs 6.2.4 to
6.2.7.
For a detailed description of correct usage of this codes, refer to
chapter 1 paragraphs 4.6 and 5.4.
Request code
…
Supported values :
20(Hex) = throttle pedal calibration
21(Hex) = brake pedal calibration
22(Hex) = transmission calibration
23(Hex) = abort calibration in process
24(Hex) = servo feedback calibration
25(Hex) = hydraulic lever calibration
26(Hex) = transmission heating mode
REMARK: before these request codes can be accepted, the
display mode of the TCON.H has to be set to ‘calibration mode’
Bit 7 (see paragraph 5.3.10)
Byte 1 Bit 8
Command code
Calibration types handling
For the request codes 20(Hex), 21(Hex), 22(Hex), 24(Hex) and 25(Hex) the command
code can be the following:
01(Hex) = start the calibration

02(Hex) = jump to the next calibration phase
Command code
… 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_CVC2 message), so no polling is needed to request the
calibration feedback.
Bit 15
Byte 2 FF(Hex)
Bit 16 (all bits should be 1)
Byte 3 FF(Hex)
Byte 4 FF(Hex) These bytes have no relevance with the request types described above
…
To avoid any confusion and following the principle of the SAE J1939
Byte 6 FF(Hex)
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5.3.8 CVC_to_TC_3: Statistics

Value Detail
Byte 0 Bit 0
Request code
The following codes can be used read and/or reset various
available statistic information.
Supported values :
Request code
… 52(Hex) = statistic shifts to/in NEU 5B(Hex) = statistic overspeed in NEU
53(Hex) = statistic shifts to/in F1 5C(Hex) = statistic overspeed in F1
54(Hex) = statistic shifts to/in F2 5D(Hex) = statistic overspeed in F2
55(Hex) = statistic shifts to/in F3 5E(Hex) = statistic overspeed in F3
56(Hex) = statistic shifts to/in F4 5F(Hex) = statistic overspeed in F4
57(Hex) = statistic shifts to/in R1 60(Hex) = statistic overspeed in R1
5A(Hex) = statistic shifts to/in R4 63(Hex) = statistic overspeed in R4
Bit 7 64(Hex) = statistic temperature limit
Byte 1 Bit 8
Command code
Read Request: FF(Hex)
Command code
For reading the current statistics value, set all bits to 1 (= byte
to FF(Hex) )
…
Reset value:
01(Hex) = reset the counter & send data
02(Hex) = reset the timer & send data
03(Hex) = reset both counter and timer & send data
Bit 15
Byte 2 FF(Hex)
Byte 3 FF(Hex)
…
Byte 6 FF(Hex)
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5.3.9 CVC_to_TC_3: TCON.H user interface

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to request the TCON.H display
digits state and if desired, remotely control the pushbuttons.
Request code
…
Supported values :

Bit 7
Byte 1 Bit 8 0 Reserved; must be 0 (by exception to the standard)

Bit 9 0 Reserved; must be 0 (by exception to the standard)
Bit 10 Button control
Button Control
If remote control of the pushbuttons on the TCON.H display is desired,
set this bit to 1
0 = no control of pushbuttons desired (just read display info)
1 = control of pushbuttons desired (requested state of buttons: see byte6)
Byte 3 FF(Hex) These bytes have no relevance with the request type described above
Byte 6 Bit 48 “M” button (top)
“M” button state
If the remote button control bit is used, specify the requested state for
the “M” button (top) here:
0 = button is released
1 = button is pushed)
Bit 49 “S” button
(bottom)
“S” button state
If the remote button control bit is used, specify the requested state for
the “M” button (top) here:
Bit 50 1 Reserved; must be 1
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Byte 7 Bit 56 FF(Hex) This byte has no relevance with the request type described above
Bit 63 standard, it is recommended to set all bits to 1 (= byte to FF(Hex) ).
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5.3.10 CVC_to_TC_3: Display mode selection

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to select a specific display mode
Request code
in the TCON.H, overriding the standard user display.
…
Supported values :
Bit 7 71(Hex) = select display mode
Byte 1 Bit 8
Display type
This byte specifies the requested display mode.
Supported values :
00(Hex) = normal display mode
Display type
01(Hex) = display test mode

02(Hex) = on/off input test mode
…
03(Hex) = analogue input test mode
04(Hex) = speed sensor test mode
05(Hex) = output test mode
06(Hex) = voltage test mode
09(Hex) = calibration mode
Note : upon reception of the new mode, the TCON.H immediately changes
its display to reflect this. The request is dropped if either the
Bit 15 controller is powered down or a new mode is selected.
Byte 2 FF(Hex)
Byte 3 FF(Hex)
…
Byte 6 FF(Hex)
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5.3.11 CVC_to_TC_3: Configuration Set Selection

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to manage the different
Request code
configuration sets.
…
For a detailed description of correct usage of this code, refer to
chapter 2 paragraph 5.2.
Supported values :
Bit 7 80(Hex) = configuration set selection
Byte 1 Bit 8
Command code
Command
Supported values :
code
…
00(Hex) = read request: just read the currently active configuration set
01(Hex) = write request to select a specified configuration set
Bit 15
Byte 2 Bit 16
Configuration set index
Configuration Set
(if read request, all bits should be 1)

Index
… If the command code is to select a configuration set, the index of the desired
configuration set is specified here, else this byte is not relevant and is set to
FF(Hex).
Bit 23
Byte 4 FF(Hex)
These bytes have no relevance with the request types described above
Byte 5 … FF(Hex) To avoid any confusion and following the principle of the SAE J1939
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5.3.12 CVC_to_TC_3: Configuration Set Parameter Handling

Value Detail
Byte 0 Bit 0
Request code
The following code can be used to manage the values of the
parameters in the different configuration sets. For the description
Request code
of the reply format, see paragraph 6.2.12.
… For a detailed description of correct usage of this code, refer to
Supported values :
81(Hex) = configuration set parameter handling
Bit 7
Byte 1 Bit 8
Bit 9
Parameter Index
Bit 10 Here the index value is be specified to the parameter that needs to be
Parameter
Bit 11 addressed.
Index
Bit 12
Bit 13 For a detailed description of this index value, refer to the table in
Bit 14 chapter 2 paragraph 5.5.4.
Bit 15
Read / Write Command Code
Request
This bit 15 determines wetter it is desired to just read the addressed
parameter value or set a new value:
0 : just read current value of the addressed parameter
1 : write new value to the addressed parameter
Byte 2 Bit 16
New Parameter Value
(if read request, all bits should be 1)
New Parameter Value
If the command code request for a new value to be written to the addressed
parameter, the new value is specified here as follows:
Byte 3
… New Parameter Value = byte2 + byte3 x 256
The exact meaning of this value depends on the parameter being addressed
and is listed in the table in chapter 2 paragraph 5.5.4.
For just reading the current value of the addressed parameter, set this byte to
FF(Hex).
Bit 31
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5.3.13 CVC_to_TC_3: DANA reserved codes
Some of the request codes in the available range of byte0 in CVC_to_TC_3 are
exclusively reserved for use by DANA applications!
These codes are not to be used by any device for other purposes, so be sure not
to use these codes when integrating the TCON.H in a CAN bus network!
Value Detail
Byte 0 Bit 0
DANA Reserved Request code
The following codes are exclusively reserved for DANA
applications and are not to be used by any other device!
1A (Hex)
1B (Hex)
1C (Hex)
1D (Hex)
DANA Reserved Request code
3A (Hex)
… 3B (Hex)
3C (Hex)
3D (Hex)
50 (Hex)
7F (Hex)
82 (Hex)
83 (Hex)
90 (Hex)
Bit 7
A0 (Hex)
AA (Hex)
AB (Hex)
Byte 1 Bit 8
Byte 2
DANA Reserved
DANA Reserved
Byte 3
…
Byte 4
Byte 5
Byte 6
Byte 7 Bit 63
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6 Proprietary Messages from Transmission Controller (TC)

to Central Vehicle Controller (CVC)
6.1 TC_to_CVC_1: Broadcasted transmission info

Message identifier : CFF2303(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) FF23 (Hex) = 65315 (Dec) 03 (Hex) = 3 (Dec)
Originator : Spicer TCON.H transmission controller
DLC : 8
Value Detail
Byte 0 Bit 0 Driving
Bit 1 Direction
Coded transmission position
Bit 3 0 0 0 : neutral 0 0 1 :1
st
Bit 4 0 1 : forward 0 1 0 :2
nd
Gear
Bit 5 1 0 : reverse 0 1 1 :3
rd
Position
Bit 6 1 0 0 :4
th
Bit 7 Fault State Bit 7

Transmission 0 : no fault detected on transmission control outputs
Control Outputs 1 : fault detected on transmission control outputs
Byte 1 Bit 8 Direction
Bit 9 selection
Coded shift lever position
Bit 11 0 0 0 : neutral 0 0 1 :1
st
Bit 12 0 1 : forward 0 1 0 :2
nd
Range
Bit 13 1 0 : reverse 0 1 1 :3
rd
Selection
Bit 14 1 0 0 :4
th
Bit 15 Fault state of

shift lever
Bit 15
0 : no fault detected on shift lever
1 : fault detected on shift lever (neutral will be forced)
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Value Detail
Byte 2 Bit 16
Vehicle speed
if no enhanced resolution (see CVC_to_TC_1 byte 7)
Conversion : vehicle speed = byte 2 [km/h] or [Mph]
if enhanced resolution (see CVC_to_TC_1 byte 7)
Vehicle speed
Conversion : vehicle speed = byte 2 * 0.2 [km/h] or [Mph]
… 0 = 0 km/h or Mph
250 = 250 or 50 km/h or Mph (see CVC_to_TC_1 byte 7)
254 = fault related to the vehicle speed sensing
255 = reserved
Note : the speed is expressed in km/h or Mph, which is determined by a
parameter setting in the GDE tool. Standard is km/h, but using the
Bit 23 configuration sets allows the speed displaying to be converted to Mph.
Byte 3 Bit 24
Engine speed
Conversion : engine speed = byte 3 * 10 + 500 [RPM]
Engine speed
0 = 500 RPM
…
252 = 3020 RPM
253 = 0 RPM
254 = fault related to the engine speed sensing
Bit 31
255 = reserved
Byte 4 Bit 32
Transmission temperature
Transmission
Conversion : transmission temperature = byte 4 -50 [° C]

temperature
0 = - 50 ° C
…
253 = + 203 ° C
254 = fault related to the temperature sensing
255 = reserved
Bit 39
Byte 5 Bit 40
Throttle pedal position
Throttle pedal
Conversion : throttle pedal position = byte 5 [%]

position
0= 0%
…
100 = 100 %
254 = fault related to throttle pedal position sensing
Bit 47
Byte 6 Bit 48
Brake pedal position
Brake pedal
Conversion : brake pedal position = byte 6 [%]

position
0= 0%
…
100 = 100 %
254 = fault related to brake pedal position sensing
Bit 55
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Value Detail
Byte 7 Bit 56
Automatic
Auto/manual mode
/ manual 0 : manual mode
1 : automatic mode
Bit 57
Warning light
Warning light state
state 0 : normal driving
1 : warning
Bit 58
Bit 59 Operating mode
Operating mode
Bit 60 Bit 60 Bit 59 Bit 58
0 0 0 : manual mode only
0 0 1 : automatic/manual mode
0 1 0 : automatic & standard inching mode
0 1 1 : reserved
1 0 0 : limphome mode
1 0 1 : transmission shutdown
1 1 0 : calibration mode
1 1 1 : reserved
Bit 61
Shift in progress
Shift in progress
0 : steady state
1 : a shift is currently in progress
Bit 62
Fault state
Fault state
0 : no fault is currently present
1 : there is a fault active
Bit 63
Old fault state
Old fault state
0 : no inactive fault is currently present
1 : there has been a fault, which was not shown before
6.2 TC_to_CVC_2: Context Specific Data Exchange

6.2.1 TC_to_CVC_2 Message Specification
Repetition rate : in reply to CVC_to_TC_3
DLC : 8
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This message specification is valid for TC_to_CVC_2, regardless of the reply type (byte
0), which is always an echo of the request code from the corresponding CVC_to_TC_3.
Unlike all other messages supported by the TCON.H and described in this
manual, the CVC_to_TC_3 and the TC_to_CVC_2 are linked together. They
form a “send-receive” system, where CVC_to_TC_3 is used to send a request to
the TCON.H, which in return will send the TC_to_CVC_2 as reply.
Please also refer to paragraph 5.3.1 for further details.
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6.2.2 TC_to_CVC_2: Data request

Value Detail
Byte 0 Bit 0
Reply code
Echo of the request code in byte 0 of the CVC_to_TC_2 to which
this TC_to_CVC_2 is the reply.
Use this code as an identification to check if it is the answer to the
request that was sent.

…
Reply code
07(Hex) = controller hardware version

08(Hex) = APT datafile partnumber
Bit 7
40(Hex) = resetable distance (daycounter)
41(Hex) = total traveled distance
(FF(Hex) = do nothing)
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Byte 1 Bit 8
Requested data
… …
The format of the requested data in the reply is naturally
Byte 7 Bit 63 dependant on the reply code:
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 (example : 123456)
16 8
Serial number = byte 7 * 2 + byte 6 * 2 + byte 5

Byte 1 : throttle & brake pedal configuration
Bit 9 Bit 8 throttle pedal configuration
0 0 : throttle pedal using analog sensor - local
0 1 : throttle pedal using switch - local
1 0 : throttle pedal over CAN
1 1 : reserved
Bit 11 Bit 10 throttle pedal calibration status
0 0 : throttle pedal calibration disabled
0 1 : throttle pedal calibration requested
1 0 : throttle pedal calibration failed
1 1 : throttle pedal calibration success
Bit 13 Bit 12 brake pedal configuration
0 0 : brake pedal using analog sensor - local
0 1 : brake pedal using switch - local
1 0 : brake pedal over CAN
1 1 : reserved
Bit 15 Bit 14 brake pedal calibration status
0 0 : brake pedal calibration disabled
0 1 : brake pedal calibration requested
1 0 : brake pedal calibration failed
1 1 : brake pedal calibration success
Byte 2 : transmission configuration 1
Bit 17 Bit 16 transmission type
0 0 : 4F / 3R
0 1 : 4F / 4R
1 0 : 3F / 3R
1 1 : 6F / 3R
Bit 19 Bit 18 transmission calibration status
0 0 : clutch F – calibration success
0 1 : clutch F – not calibrated
1 0 : clutch F – calibration failed
1 1 : clutch F – calibration not applicable
0 0 : clutch H – calibration success
0 1 : clutch H – not calibrated
1 0 : clutch H – calibration failed
1 1 : clutch H – calibration not applicable
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0 0 : clutch R – calibration success

0 1 : clutch R – not calibrated
1 0 : clutch R – calibration failed
1 1 : clutch R – calibration not applicable
Byte 3 : transmission configuration 2
0 0 : clutch 1 – calibration success
0 1 : clutch 1 – not calibrated
1 0 : clutch 1 – calibration failed
1 1 : clutch 1 – calibration not applicable
Byte 4 - 5 : axle ratio
Conversion : axle ratio = ( byte 5 * 256 + byte 4) / 1024
Byte 6 : tire size
Conversion : rolling radius = byte 6 * 4 [mm]
Byte 7 : not used = FF(Hex)
Continued on next page

08(Hex) = APT datafile partnumber
Byte 1 – 7 : ASCII character code
Each byte represents the ASCII code value of 1 character of the
requested data
07(Hex) = controller hardware version

Byte 1 : hardware version number (no conversion)
Byte 2 – 7: not used = all FF(Hex)

Byte 1 – 2 : input state
Bit 8 = input 0 : 0 = open input / 1 = input connected to Vbat
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Bit 18 – 23 = reserved
Byte 3 – 4 : output state
Bit 24 = VFS 0: 0 = switched off / 1 = modulating or connected to Vbat
Bit 28 = Aux 4: 0 = switched off / 1 = modulating or connected to Vbat
Bit 31 = DigOut 0: 0 = switched off / 1 = connected to Vbat
Bit 34 = DigOut 3: 0 = switched off / 1 = connected to Gnd
Bit 35 – 39 = reserved
Byte 5 : switched Vbat
Conversion : voltage = byte 5 / 5 [V]
0 = 0.0 V
253 = 50.6 V
254 = fault related to the voltage sensing
Byte 6 : permanent Vbat
0 = 0.0 V
253 = 50.6 V
Byte 7 : speed sensor voltage supply

0 = 0.0 V
253 = 50.6 V

Byte 1 – 6: speed frequencies
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The speed values are coded with 12 bit precision and 8 Hz

resolution.
Conversion :
sensor 0 = ( byte 1 + (( byte 2 & 0F(hex) ) * 256 )) * 8 [Hz]
sensor 1 = ((( byte 2 & F0(hex) ) / 16 )) + ( byte 3 * 16 )) * 8 [Hz]
sensor 2 = ( byte 4 + (( byte 5 & 0F(hex) ) * 256 )) * 8 [Hz]
sensor 3 = ((( byte 5 & F0(hex) ) / 16 )) + ( byte 6 * 16 )) * 8 [Hz]
Note : the ‘&’ operator used above, is the bitwise AND operator (as
‘&’ in the C language).
0= 0 Hz
1021 = 8168 Hz
1022 = fault related to the speed sensing
Byte 7 : reserved

Byte 1 = AnaIn 0 counts
Conversion : approx. analogue input counts = byte 1 * 4
0 = 0 counts
253 >= 1012 counts
254 = fault related to the analogue input
These counts relate to voltages on the input lines as follow :
Input voltage = byte 1 * 5000 / 256 [mV]
Conversion see above ( replace byte 1 by byte 2 )
REMARK:
Dependant on the hardware platform (see technical leaflet), there are
some resistive measurements, so conversion to voltage is only the first
step to know the correct resistive value.
After conversion to voltage as described above, an extra calculation is
needed on these inputs:
resistive value = (3000 * voltage value) / (8000 – voltage value) [Ohm]

Byte 1 = AnaOut 0 current
Conversion : analogue output current = byte 1 * 4 [mA]
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0 = 0 mA ( 0 %)
253 >= 1012 mA ( 99 %)
254 = fault related to the analogue output

Byte 5 = AnaOut 4 PWM duty cycle
Conversion : analogue output PWM duty cycle = byte 5 * 100 / 256
0 = 0%
253 >= 99 %
254 = fault related to the analogue output

Similar to the reply format of reply code 31(Hex), but this time the speeds
are already converted from Hz to rpm and ordered by fucntion instead of
electrical connection
Byte 1 – 6: speed values in rpm

The speed values are coded with 12 bit precision and 8 rpm
resolution.
Conversion :
Engine speed = ( byte 1 + (( byte 2 & 0F(hex) ) * 256 )) * 8 [rpm]
Turbine speed = ((( byte 2 & F0(hex) ) / 16 )) + ( byte 3 * 16 )) * 8[rpm]
Drum speed = ( byte 4 + (( byte 5 & 0F(hex) ) * 256 )) * 8 [rpm]
Output speed = ((( byte 5 & F0(hex) ) / 16 )) + ( byte 6 * 16 )) * 8 [rpm]
Note : the ‘&’ operator used above, is the bitwise AND operator (as
‘&’ in the C language).
0= 0 rpm
1021 = 8168 rpm
1022 = fault related to the speed sensing
Byte 7 : reserved
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Byte 1 - 2 : impeller torque
Conversion : impeller torque = ( byte 2 * 256 + byte 1) [Nm]
Byte 3 - 4 : turbine torque
Conversion : turbine torque = ( byte 4 * 256 + byte 3) [Nm]
Byte 5 - 6 : speed ratio
Conversion : speed ratio = ( byte 6 * 256 + byte 5) / 1024
Byte 7 : reserved (FF(Hex))

Byte 1 - 4 : total operation time (engine running)
Conversion :
total operation time = ( byte4 * 224 + byte3 * 216 + byte2 * 28 + byte1 ) [s]
Byte 5 - 7 : service time
This service time is a counter that counts down to zero to indicate
that the recommended operation time has expired and it is time for
servicing the transmission (mainly the automatic transmission
calibration)
Conversion :
8 16
service time = (byte5 + byte6 * 2 + byte 7 * 2 ) – 1.800.000 [s]
(there is an offset of 500 hours )
Negative times show the amount of time the
recommended service time is exceeded.
0 = -1.800.000 s = -500 h = recommended service time exceeded by

500 h or more
16.200.000 s = 4500 h = 4500 h or more to go before recommended
service time
40(Hex) = resetable distance (daycounter)

41(Hex) = total traveled distance
Byte 1 - 4 : total operation time (engine running)
Conversion :
distance = ( byte 4 * 224 + byte 3 * 216 + byte 2 * 28 + byte 1 ) / 10
[km] or [miles]
Note : the distance is expressed in km or miles (with a resolution of 0.1),

which is determined by a parameter setting in the GDE tool.
Standard is km, but using the configuration sets allows the speed
displaying to be converted to miles.
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6.2.3 TC_to_CVC_2: Error Info

Value Detail
Byte 0 Bit 0
Reply code
Reply code
…
Supported values :
10(Hex) = 1st active error info
11(Hex) = next active error info
12(Hex) = 1st inactive error info
13(Hex) = next inactive error info
Bit 7 14(Hex) = clear inactive errors buffer
Byte 1 Bit 8
Fault Area (example: error = 60.01 => fault area =60)
The fault area is the first part of the full error code defining a fault.
Fault Area
…
Fault area representation is limited to 2 characters, so fault
area values higher than 100 have to be represented in their
hexadecimal format!
Example: exceed parameter code E1.01: fault area = 225 = E1(Hex) (show this).
Bit 15
Byte 2 Bit 16
…
Fault Type (example: error = 60.01 => fault type =01)
Type
Fault
The fault type is the second part of the full error code defining a fault.
Bit 23
Byte 3 Bit 24
Number of Occurrences
occurrences
Number of
… The fault area is the first part of the error code defining a fault, indicating the
Byte 4 area of the fault.
Bit 39 Conversion: number of occurrences = byte 4 * 256 + byte 3
Byte 5 Bit 40
Time Ago
Time Ago
… Time ago indicates how long the fault has last been active. If the last
Byte 6 occurrence was more than 36 hours ago, 36 hours is reported.
Bit 55 Conversion: time ago = (byte 6 * 256 + byte 5) * 2 [sec.]
Byte 7 Bit 56
Fault Severity
Byte 7 : fault severity
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
Bit 63
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If no more active or inactive errors are present, the fault area and fault type will
be FF(Hex) (see also description paragraph 5.3.5).
For a more detailed description about the error info, please refer to chapter 4.
6.2.4 TC_to_CVC_2: Calibration Control: Analog Input Signals
Value Detail
Byte 0 Bit 0
Reply Code
When a calibration request has been accepted, TC_to_CVC_2 will
be sent each 100 ms as long as the calibration mode is active.
For a detailed description of correct usage of this codes, refer to
Reply code
the chapter 1 paragraph 4.6.

…
Supported values :
20(Hex) = throttle pedal calibration
21(Hex) = brake pedal calibration
24(Hex) = servo feedback calibration
Bit 7 25(Hex) = hydraulic lever calibration
Byte 1 Bit 8
Calibration Phase Number
Phase Number
00(Hex) : Calibration of the analog input low value

01(Hex) : Calibration of the analog input middle value
… 02(Hex) : Calibration of the analog input high value
03(Hex) : Saving calibration results
04(Hex) : Calibration successfully completed
05(Hex) : Calibration failed
Bit 15 06(Hex) : Calibration on hold
Byte 2 Bit 16
… 00(Hex) Reserved = 00(Hex)
Bit 23
Byte 3 Bit 24
Calibration ASCII Code
ASCII Code
ASCII code value of a character representing the active calibration option:

…
54(Hex) = ‘T’ = throttle pedal calibration
42(Hex) = ‘B’ = brake pedal calibration
53(Hex) = ‘S’ = servo feedback calibration
Bit 31
48(Hex) = ‘H’ = hydraulic lever calibration
Byte 4 Bit 32
Calibration Status
Status
… 00(Hex) : Calibration not active

Bit 39 03(Hex) : Calibration active
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Byte 5 Bit 40
User Intervention
This code specifies the action required by the user during the running
calibration:
00(Hex) : no action required – do nothing
User intervention
01(Hex) : push pedal, lever,… of anlog input signal
02(Hex) : release pedal, lever,… of anlog input signal
…
03(Hex) : select neutral
04(Hex) : select forward
05(Hex) : stop vehicle (vehicle movement detected)
06(Hex) : heat up transmission (temperature too low)
07(Hex) : engine speed control busy – do nothing
08(Hex) : hold pedal, lever,… of anlog input signal in current position
09(Hex) : check error code
Bit 47 0A(Hex) : apply parking brake
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Byte 6 Bit 48
Analog Input
Analog Input Value
…
Byte 7 value The measured value of the analog input signal being calibrated:
8
Bit 63 Conversion: Analog input value = (byte6 + byte 7 * 2 ) [mV or Ohm]
6.2.5 TC_to_CVC_2: Calibration Control: Heating mode

Value Detail
Byte 0 Bit 0
Reply Code
When the heating mode request has been accepted, TC_to_CVC_2
will be sent each 100 ms as long as this heating mode is active.
Reply code
…
the chapter 1 paragraph 5.4.1.
Supported values :
Bit 7 26(Hex) = transmission heating mode
Byte 1 Bit 8
… Heating mode
Heating Mode State
state 00(Hex) : minimum required transmission temperature not reached yet
Bit 15 01(Hex) : minimum required transmission temperature reached
Byte 2 Bit 16
… Measured
Measured Temperature
temperature Conversion: Temperature = byte6 - 50 [°C]
Bit 23
Byte 3 Bit 24
…
Minimum Minimum Required Temperature
required
temperature Conversion: Temperature = byte6 - 50 [°C]
Bit 31
Byte 4 Bit 32 FF(Hex) Reserved = FF(Hex)
Byte 5 … FF(Hex) Reserved = FF(Hex)
Byte 6 FF(Hex) Reserved = FF(Hex)
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6.2.6 TC_to_CVC_2: Automatic Transmission Calibration Control

Value Detail
Byte 0 Bit 0
Reply Code
When the transmission calibration request has been accepted,
TC_to_CVC_2 will be sent each 100 ms as long as the calibration
Reply code
…
mode is active.
the chapter 1 paragraph 5.4.2.
Supported values :
Bit 7
Byte 1 Bit 8
Calibration Phase Number
Phase Number
00(Hex) : automatic transmission clutch calibration pre-phase

01(Hex) : automatic transmission clutch calibration
… 02(Hex) : calibration Pressure To Torque: reserved for DANA
03(Hex) : calibration Pressure To Current: reserved for DANA
04(Hex) : calibration successfully completed
05(Hex) : calibration failed (with error info)
Bit 15 06(Hex) : calibration on hold
Byte 2 Bit 16
Calibration Subphase Number
Subphase
This is just a counter indicating the progress of the iteration process of the
Number
… automatic transmission calibration.

It can be used to provide some feedback to the user while the calibration
Bit 23 process is running.
Byte 3 Bit 24
ASCII code value of a character representing the clutch being calibrated:
ASCII Code
46(Hex) = ‘F’ = forward direction clutch

…
52(Hex) = ‘R’ = reverse direction clutch
st
31(Hex) = ‘1’ = 1 range clutch
nd
rd
Bit 31 th
Byte 4 Bit 32
Calibration Status
Status
… 00(Hex) : Calibration not active

Bit 39 03(Hex) : Calibration active
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Byte 5 Bit 40
User Intervention
This code specifies the action required by the user during the running
calibration:
00(Hex) : no action required – do nothing
User intervention
01(Hex) : push the throttle pedal to increase the engine speed
02(Hex) : release the throttle pedal to decrease the engine speed
…
03(Hex) : select neutral
04(Hex) : select forward
05(Hex) : stop vehicle (vehicle movement detected)
06(Hex) : heat up transmission (temperature too low)
07(Hex) : engine speed control busy – do nothing
08(Hex) : keep the throttle pedal in its current position
09(Hex) : check error code (see bytes 6 – 7)
Bit 47 0A(Hex) : apply parking brake
Byte 6 Bit 48
Error code
Calibration Error Code
In case the calibration encountered an error, the corresponding code is shown
in these bytes. This information is only valid when byte5 = 09(Hex) !
…
Conversion: error code = byte6 + “.” + byte 7
Byte 7
When there are error codes to be checked during the automatic
transmission calibration, it is recommended to keep track of these
Bit 63 errorcodes and contact a DANA Service representative.
6.2.7 TC_to_CVC_2: Calibration Control: Abort Command

Value Detail
Byte 0 Bit 0
Reply Code
When it is necessary to abort any running calibration, the request
code 23(Hex) will be sent to the TCON.H. In return this reply will be
Reply code
…
sent (single reply)
the chapter 1 paragraphs 4.6 and 5.4.
Supported values :
Bit 7
Byte 1 Bit 8 XX(Hex) Not relevant = XX(Hex) = value can be anything, depending on calibration mode
…
Byte 2 Bit 23 XX(Hex) Not relevant = XX(Hex) = value can be anything, depending on calibration mode
Byte 3 Bit 24
ASCII
Code
… ASCII code value of a character indicating that calibration is aborted:

41(Hex) = ‘A’ = forward direction clutch
Bit 31
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Byte 4 Bit 32
Calibration Status
Status
… Value indicating that calibration is aborted:
Bit 39 00(Hex) : Calibration not active

…
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6.2.8 TC_to_CVC_2: Statistics

Value Detail
Byte 0 Bit 0
Reply code
Supported values :
Reply code
… 52(Hex) = statistic shifts to/in NEU 5B(Hex) = statistic overspeed in NEU
53(Hex) = statistic shifts to/in F1 5C(Hex) = statistic overspeed in F1
54(Hex) = statistic shifts to/in F2 5D(Hex) = statistic overspeed in F2
55(Hex) = statistic shifts to/in F3 5E(Hex) = statistic overspeed in F3
56(Hex) = statistic shifts to/in F4 5F(Hex) = statistic overspeed in F4
5A(Hex) = statistic shifts to/in R4 63(Hex) = statistic overspeed in R4
64(Hex) = statistic temperature limit
Bit 7
Byte 1 Bit 8
Statistics Counter
Counter value indicating the number of occurrences:
Statistics counter
Byte 2 52(Hex) – 5A(Hex) = number of shifts to the addressed gear

5B(Hex) – 63(Hex) = number of overspeed occurrences in the addressed
…
gear
64(Hex) = number of overtemperature occurrences
Byte 3 Conversion:
16 8
Counter = ( byte 3 * 2 + byte 2 * 2 + byte 1 )
Bit 31 0 .. 4094 : valid counter value
4095 : statistics counter not available
Byte 4 Bit 32
Statistics Timer
Counter value indicating the number of occurrences:
Statistics timer
Byte 5
52(Hex) – 5A(Hex) = time spent in the addressed gear
… 5B(Hex) – 63(Hex) = time of overspeed state in the addressed gear
Byte 6 64(Hex) = time of overtemperature state
Conversion:
Byte 7 Timer = ( byte 7 * 2
24
+ byte 6 * 2
16 8
+ byte 5 * 2 + byte 4 ) / 10 [s]
Bit 63
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6.2.9 TC_to_CVC_2: TCON.H user interface

Value Detail
Byte 0 Bit 0
Reply code
Reply code
…
Supported values :
Bit 7
Byte 1 Bit 8
… FF(Hex) Reserved = FF(Hex)
Bit 15
Byte 2 Bit 16 7 segment LED digit 1 (= most left)
bit 16 = segment A : 0 = not lit / 1 = lit
7 segment LED
bit 17 = segment B : 0 = not lit / 1 = lit

bit 18 = segment C : 0 = not lit / 1 = lit
digit 1
… F B
G
bit 19 = segment D : 0 = not lit / 1 = lit
E C bit 20 = segment E : 0 = not lit / 1 = lit
D bit 21 = segment F : 0 = not lit / 1 = lit
D bit 22 = segment G : 0 = not lit / 1 = lit
Bit 23 bit 23 = segment DP : 0 = not lit / 1 = lit
Byte 3 Bit 24 rd
7 segment LED digit 2 (= 3 of right)
7 segment LED
A
digit 2
… F B
G
Byte 4 Bit 32 nd
7 segment LED digit 3 (= 2 of right)
A bit 32 = segment A : 0 = not lit / 1 = lit
7 segment LED

F B
digit 3
… G
D D bit 37 = segment F : 0 = not lit / 1 = lit
bit 38 = segment G : 0 = not lit / 1 = lit
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Byte 5 Bit 40 7 segment LED digit 4 (= most right)

7 segment LED
A
digit 4
… F B bit 42 = segment C : 0 = not lit / 1 = lit
G
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Byte 6 Bit 48 “M” button (top)

“M” button state
Bit 49 “S” button
(bottom)
“S” button state
Bit 50 1 Reserved = 1
Bit 52 “D” led
(top)
“D” LED state
0 = LED is off
1 = LED is on
Bit 53 “E” led
(bottom)
“E” LED state
0 = LED is off
1 = LED is on
Byte 7 Bit 56
… FF(Hex) Reserved = FF(Hex)
Bit 63
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6.2.10 TC_to_CVC_2: Display mode selection

Value Detail
Byte 0 Bit 0
Reply code
Reply code
…
Supported values:
Bit 7 71(Hex) = select display mode
Byte 1 Bit 8
Display type
Echo of code of the requested display mode .
Use this code as an identification to check if the requested display
mode was accepted.
Supported values :
Display type
…
00(Hex) = normal display mode
01(Hex) = display test mode
02(Hex) = on/off input test mode
03(Hex) = analogue input test mode
04(Hex) = speed sensor test mode
05(Hex) = output test mode
06(Hex) = voltage test mode
Bit 15 09(Hex) = calibration mode
Byte 2 FF(Hex)
Bit 16
Byte 3 FF(Hex)
Byte 4 … FF(Hex) Reserved = all bytes are FF(Hex)
Byte 5 FF(Hex)
Byte 6 FF(Hex)
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6.2.11 TC_to_CVC_2: Configuration Set Selection

Value Detail
Byte 0 Bit 0
Reply code
Reply code
…
Supported values:
Bit 7 80(Hex) = configuration set selection
Byte 1 Bit 8
Command Acceptance code
acceptance code
Code to indicate if the requested command code of CVC_to_TC_3 (byte1)

Command
was accepted or not:

…
00(Hex) = read request of currently active configuration set accepted
01(Hex) = write request to select a specified configuration set accepted
FF(Hex) = write request to select a specified configuration set NOT accepted
Bit 15
Byte 2 Bit 16
New selected configuration set index
New Configuration Set
Index of the new selected configuration set:
00(Hex) - 27(Hex) = index to a valid configuration set (40 sets available)

Index
… 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 TCON.H, this index shows the same value as the currently
Bit 23 active configuration set (see byte3).
Byte 3 Bit 24
Active configuration set index
Active Configuration Set Index
Index of the new selected configuration set:
00(Hex) - 27(Hex) = index to a valid configuration set (40 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 ECM firmware, because this means that there is no configuration set
activated. This is not recommended, because operating without a
configuration set activated is only intended for DANA problem solving
Bit 31 purposes!

…
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Bit 63
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6.2.12 TC_to_CVC_2: Configuration Set Parameter Handling

Value Detail
Byte 0 Bit 0
Reply code
Reply code
… request that was sent.
Supported values:
Bit 7 81(Hex) = configuration set parameter handling
Byte 1 Bit 8
Parameter Index Acceptance
Normally this is an echo of the addressed parameter index of CVC_to_TC_3
(byte1), but a special code can be replied if there was a problem with the
request:
00(Hex) - 80(Hex) = index to a valid configuration set parameter (see list in
Index Acceptance
chapter 2 paragraph 5.5.4)

Parameter
7B(Hex) = writing a new value not accepted because machine conditions not
… fulfilled
7C(Hex) = writing a new value not accepted because previous write operation
not completed yet
7D(Hex) = writing a new value not accepted because specified value is not
within the allowed range
7E(Hex) = read/write request not accepted because a non-existing
configuration set parameter was addressed
7F(Hex) = read/write request not accepted because there is no valid
Bit 15 configuration set currently activated
Byte 2 Bit 16
Active Parameter Value
Parameter
Active
Value
… Active value of the addressed parameter:

Byte 3
Conversion: Parameter Value = byte2 + byte3 x 256
Bit 31
Byte 4 Bit 32
Minimum Parameter Value
Parameter
Minimum
Value
… Minimum allowed value of the addressed parameter:

Byte 5
Conversion: Minimum Value = byte4 + byte5 x 256
Bit 47
Byte 6 Bit 48
Maximum Parameter Value
Parameter
Maximum
Value
… Maximum allowed value of the addressed parameter:

Byte 7
Conversion: Maximum Value = byte6 + byte7 x 256
Bit 63
1) The exact meaning of the replied active, minimum and maximum value depends on the
parameter being addressed and is listed in the table in chapter 2 paragraph 5.5.4.
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2) The replied active, minimum and maximum value will be FFFF(Hex) in case there is a problem
with the addressing of the configuration set parameter (see parameter index acceptance codes
in byte 1)
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6.3 TC_to_CVC_3: Broadcasted Torque Converter info

DLC : 8
Value Detail
Byte 0 Bit 0
Impeller Torque
Actual impeller torque (engine torque absorbed by torque converter)
Impeller Torque
calculated by APC *
Conversion: impeller torque = byte0 + (byte1 x 256) [Nm]
Byte 1 …
0 – 64255 (FAFF(hex)) = valid signal range
65279 (FEFF(hex)) = fault related to impeller torque calculation
65535 (FFFF(hex)) = measurement not supported
Bit 15
Byte 2 Bit 16
Turbine Torque
Actual turbine torque (torque produced by torque converter and transferred to
Turbine Torque
the transmission) calculated by APC *
Byte 3 Conversion: turbine torque = byte2 + (byte3 x 256) [Nm]

…
65279 (FEFF(hex)) = fault related to turbine torque calculation
Bit 31
Byte 4 Bit 32
Speed Ratio
Actual speed ratio (ratio of turbine to engine speed) measured by APC
Speed Ratio
Conversion: speed ratio = ( byte4 + (byte5 x 256) ) / 1024

…
Byte 5
65279 (FEFF(hex)) = fault related to speed ratio measurement
Bit 47
…
Bit 63
* Impeller and turbine torque are values that are calculated by the APC based on speed ratio measurement and the
theoretical torque converter characteristics. Therefore these values are approximate and should not be considered as
precise torque measurements.
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7 SAE J1939 Standard Messages - Implemented
7.1 TSC1: Speed control # 1

Message identifier : C000003(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) 0000 (Hex) = 0 (Dec) 03 (Hex) = 3 (Dec)
Originator: Spicer TCON.H transmission controller
Repetition rate: 10 ms or lower (depending on engine type)
DLC: 8
Value Detail
Byte 0 Bit 0 1
Bit 1 0
Control bits
Bit 2 0 Bit 0 – 1 : override control mode
Bit 3 1 01(Bin) : speed control
Bit 4 1
Bit 5 1 Bit 2 – 3 : requested speed control conditions
Bit 6 0 10(Bin) : stability optimized for driveline engaged and/or in lockup
Bit 7 0 condition 1
Bit 4 – 5 : override control mode priority
11(Bin) : low priority
Bit 6 – 7 : not defined
00(Bin)
Byte 1 Bit 8
Requested speed
Requested
speed
… Conversion : requested speed = ( byte 2 * 256 + byte 1 ) * 0.125 [RPM]

Byte 2
Bit 23
Byte 3 Bit 24 00(Hex) Requested torque

… For TCON.H application the torque may not be limited and thus should all bits
=0
Bit 31

Byte 5 FF(Hex) These bytes are not defined.
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7.2 EEC2: Electronic engine controller # 2

Message identifier : CF00300(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) F003 (Hex) = 61443 (Dec) 00 (Hex) = 0 (Dec)
Originator: engine controller
Repetition rate: 50 ms
DLC: 8
Value Detail
Byte 0 Bit 0 Accelerator
Bit 1 pedal low idle
Status bits (*)
switch Bit 0 – 1: accelerator pedal low idle switch
Bit 2 Accelerator
00(Bin) : accelerator pedal not in low idle condition
Bit 3 pedal kickdown
01(Bin) : accelerator pedal in low idle condition
switch
Bit 4 0 Bit 2 – 3 : accelerator pedal kickdown switch
Bit 5 0 00(Bin) : kickdown passive
Bit 6 0 01(Bin) : kickdown active
Bit 7 0
0000(Bin)
Byte 1 Bit 8
Accelerator pedal position
Accelerator pedal
Bit 9
Bit 10 Conversion: pedal position = byte 1 * 0.4 [%]
position
Bit 11
Bit 12
Bit 13
Bit 14
Bit 15
Byte 2 Bit 16
Load at current speed (*)
Load at current
Bit 17
Bit 18 Conversion : load = byte 2 - 125 [%]
speed
Bit 19
Bit 20
Bit 21
Bit 22
Bit 23
Byte 4 FF(Hex)
These bytes are not defined.
(*) APC does not interpret these signals.
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7.3 EEC1: Electronic engine controller # 1

Message identifier : CF00400(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
C (Hex) = 01100 (Bin) : Priority ⇒ 3 (Dec) F004 (Hex) = 61444 (Dec) 00 (Hex) = 0 (Dec)
Originator : engine controller
Repetition rate : engine speed dependant
DLC : 8
Value Detail
Byte 0 Bit 0
Bit 1 Engine /
Status bits (*)
Bit 2 retarder torque Bit 0 – 3 : engine / retarder torque mode
Bit 3 mode
0000(Bin) : low idle governor / no request (default mode)
Bit 4 0 0001(Bin) : accelerator pedal / operator selection
Bit 5 0 0010(Bin) : cruise control
Bit 6 0 0011(Bin) : PTO governor
Bit 7 0 0100(Bin) : road speed governor
0101(Bin) : ASR control
0110(Bin) : transmission control
0111(Bin) : ABS control
1000(Bin) : torque limiting
1001(Bin) : high speed governor
1010(Bin) : brake system
1011(Bin) : not defined
1110(Bin) : other
1111(Bin) : not available
0000(Bin)
Byte 1 Bit 8
Driver’s demand engine – torque (*)
demand
engine -
Driver’s
torque
… Conversion : engine torque = byte 1 - 125 [%]
Bit 15
Byte 2 Bit 16
Engi Actual engine
Actual engine – torque (*)

- torque
… Conversion : engine torque = byte 2 - 125 [%]
Bit 23
Byte 3 Bit 24
spee
Engine speed
ne
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Byte 4 … Conversion : engine speed = ( byte 4 * 256 + byte 3 ) * 0.125 [RPM]
Bit 39
These bytes are not defined.
standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 7 FF(Hex)
Bit 63
(*) APC does not interpret these bytes.
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7.4 ETC2: Electronic Transmission controller # 2

Message identifier : 18F00503(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
18 (Hex) = 11000 (Bin) : Priority ⇒ 6(Dec) F005 (Hex) = 61445 (Dec) 03 (Hex) = 3 (Dec)
Originator : transmission controller
Repetition rate : 100ms
DLC : 8
Value Detail
Byte 0
Bit0 Transmission
Transmission Selected Gear
selected Gear
… Resolution: 1 gear value/bit
Offset: -125
Bit 7 Range: -125 to 125
Remark: positive values are forward, negative is reverse.
Zero indicates neutral
251 (0xFB) indicates parking brake
Byte 1 Bit 8
Transmission Actual Gear Ratio
Transmission Actual Gear
…
Resolution: 0.001/bit
Bit 23 Offset:: 0
Ratio
Range: 0 to 64.255
Byte 2 Bit 16
Bit 23
Byte 3 Bit 24
Transmission Current Gear
Transmission Current
…
Resolution: 1 gear value/bit
Offset: -125
Gear
Bit 31
Range: -125 to 125
Remark: positive values are forward, negative is reverse.
Zero indicates neutral
251 (0xFB) indicates parking brake
Byte 4 Bit 32
Transmission Requested Range
Requested Range
Transmission
…
Resolution: ASCII
Bit 39 Offset: 0
Range: 0 to 255 per byte
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st
Byte 5 Bit 40 Example: 1 gear in forward is represented as “F1”
… Remark: Forward is indicated as “D”
Reverse is indicated as “R”
Bit 47 Parking brake is indicated as “P”
If only 1 character is needed, the first character will be a space
Byte 6 Bit 48
Transmission Current Range
Transmission Current Range

…
Bit 55 Resolution: ASCII

Byte 7 Bit 56 Offset: 0
… Range: 0 to 255 per byte
Bit 63 Example: 1st gear in forward is represented as “F1”

Remark: Forward is indicated as “D”
Reverse is indicated as “R”
Parking brake is indicated as “P”
If only 1 character is needed, the first character will be a space
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7.5 TRF1: Transmission Fluids # 1

Message identifier : 18FEF803(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
18 (Hex) = 11000 (Bin) : Priority ⇒ 6(Dec) FEF8 (Hex) = 65272 (Dec) 03 (Hex) = 3 (Dec)
DLC : 8
Value Detail
Byte 0
Bit0
Clutch Pressure
… Not supported
Bit 7 0xFF
Byte 1 Bit 8
Transmission Oil Level
… 0xFF Not supported
Bit 23
Byte 2 Bit 16
Transmission Filter Differential Pressure
… 0xFF
Not supported
Bit 23
Byte 3 Bit 24
Transmission Oil Pressure
… 0xFF
Not supported
Bit 31
Byte 4 Bit 32
Transmission Oil Temperature
…
Transmission Resolution: 0.03125 °C/bit
Bit 39 Oil Offset: -273°C
Temperature Range: -273 to 1735 °C
Byte 5 Bit 40
…
Bit 47
Byte 6 Bit 48
…
Transmission Oil Level High/Low
0xFF
Bit 55 Not supported
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Byte 7 Bit 56
…
Transmission Oil Level Countdown Timer
0xF
Bit 60
…
Transmission Oil Level Measurement Status
0xF
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7.6 CCVS: Cruise Control / Vehicle Speed

Message identifier : 18FEF103(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
18 (Hex) = 11000 (Bin) : Priority ⇒ 6(Dec) FEF1 (Hex) = 65265 (Dec) 03 (Hex) = 3 (Dec)

DLC : 8
Value Detail
Byte 0
Bit0 Not supported
… 0xFF
Bit 7
Byte 1 Bit 8
Wheel based vehicle speed
… Wheel Based
Vehicle Speed Resolution: 1/256km/h per bit
Byte 2 Bit 23 Offset: 0
Range: 0 to 250.996km/h
Byte 3 Bit 24
Bit 31
Byte 4 Bit 32
Bit 39
Byte 5 Bit 40
Bit 47
Byte 6 Bit 48
Bit 55
Byte 7 Bit 56
Bit 63
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7.7 AA1: Auxiliary Analog Information

Message identifier : 1CFE8C03(Hex) (CAN 2.0 B ⇒ 29 bit identifier)
1C (Hex) = 11100 (Bin) : Priority ⇒ 7(Dec) FE8C (Hex) = 65164 (Dec) 03 (Hex) = 3 (Dec)

Repetition rate : on request
DLC : 8
Value Detail
Byte 0 Bit0 Sump Temperature
… Resolution: 1 °C/bit,
Auxiliary
Bit 7 Offset: -40°C
Temperature 1
Data range: -40 to 210 °C
Byte 1 Bit 8
Bit 15
Byte 2 Bit 16
Bit 23
Byte 3 Bit 24
Bit 31
Byte 4 Bit 32
Bit 39
Byte 5 Bit 40
Bit 47
Byte 6 Bit 48
Bit 55
Byte 7 Bit 56
Bit 63
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CHAPTER 4:
TCON.H Fault
Detection &
Handling
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1 Applicable safety guidelines
The programmable electronic device part of the control system was designed and developed in close
adherence to ISO 61508.
2 Safety concept
2.1 General
The OEM provides information about the safety requirements specification (including the different
safety functions with their required performance level, ..) coming out of the risk assessment done
for the application to be used on the off-highway vehicle.
The safety concept is based on the control system's safety classification according to ISO 61508
and on the definition of the Fail Safe State for a power shift transmission used in off-highway
vehicles .
Safety classes applicable to TCON.H require considering single faults affecting driver safety and a
redundant method to achieve the fail-safe state in case of a single safety critical fault.
For off-highway vehicles, acceptable fault conditions are considered to be:

- Fail to higher range
- Fail to next lower range
The fail-safe state (to be attained when all else fails) is:
- Fail to Neutral
Safety remarks mentioned in the hardware technical leaflet have to be considered.
2.2 ECM/TCON.H implementation

The control valve concept guarantees fail to Neutral in case of loss of power because no current
means no clutch can be engaged. This concept is used in the TCON.H to implement the safety
concept.
ECM requires that 2 clutches can be pressurised simultaneously. Normally the pressure in 1
clutch is increasing while the pressure in the other clutch is decreasing. If the overlap is not
carefully monitored, one can achieve a situation in which clutch 1 is closed while clutch 2 is not
opened yet. This situation is called "locking clutches." The result is that the transmission stops
instantly.
The TCON.H software deals with potential problems related to this, by continuously monitoring
relations between, and changes in, various speed signals.
All faults described below refer to electrical connections. Details are mentioned on the
application specific wiring diagram.
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The TCON.H is in no way capable of detecting mechanical problems on its input and output
devices except indirectly by analysing a combination of signals.
The TCON.H monitors its inputs and outputs in order to detect internal and external faults.
Due to hardware limitations, fault monitoring is not always possible. The detection principles and
their limitations are described wherever applicable.
In the realistic environment of a vehicle, electrical signals connected to the TCON.H are not
always perfect.
Although correct wiring should ensure good signal stability (see also hardware documentation and
wiring diagram), there can always be noise, glitches and peaks on an electrical signal.
To avoid that the TCON.H is extremely sensitive to the slightest electrical disturbance of a signal,
error debouncing is used (on top of any signal filtering that might already be done in the hard- and
software).
Further distinction will be made based on the severity of the error:
o Safety critical errors will have more sensitive debouncing settings, to ensure good
reactivity to prevent unsafe system behaviour.
o Errors that are not safety critical can have less sensitive debouncing settings, making
the TCON.H more tolerant but less reactive to errors (generally 0.3 seconds)
Faults resulting in loss of drive are tolerated.
Faults resulting in unwanted clutch engagement result in immediate selection of Neutral.

Depending on the severity, this reaction can be permanent (until power is switched off) or last until
the fault is removed.
Some faults are tolerated but the performance of the system is degraded (limphome mode) when
the fault persists.
3 Considered faults
- Excess voltage
- Low voltage
- Internal faults
- Program out of control
- Pressure feedback fault
- Single faults on outputs
- Incorrect input patterns
- Intermittent power loss
- Speed sensor faults
- Analogue sensor failure
- CAN communication errors
REMARK: A special case of error codes are the so called 'Exceed Parameter' codes. These are
not so much codes that report a problem, but rather indicate a certain machine operating state.
These codes give an indication of the machine operating state in regard to some programmed
limits that may be exceeded.
They are optional and need to be activated (as a package) by DANA agreed on with the OEM.
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4 Permanent Error Logging
In addition to the volatile error info, the TCON.H 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
TCON.H has been powered down several times after the error was active.
This allows more advanced diagnostics when a vehicle needs investigation when brought in for
servicing, because a history of problems can be reported by the TCON.H.
As mentioned, the permanent error logging contains a cyclic error buffer of up to maximum 50 logged
errors.
Cyclic means that if the buffer is full and a new error needs to be logged, the oldest logged error will
be overwritten. So basically the buffer can contain the 50 most recent different errors.
All logged errors that have become inactive can be cleared from the buffer upon request (see
paragraph 5).
REMARK: If the same error becomes active and inactive several times, this does not mean that a
new entry is made in the buffer each time. Instead each error has a counter to keep track of the
number of times the error was activated.
REMARK: It is clear that the same error group can be present several times in this buffer, each time
with a different failure cause. For example both error 20.04 and 20.05 can be in the buffer in case the
TCON.H power output 0 has both been shorted to ground and in open circuit.
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5 Error reporting
5.1 TCON.H display

As described in chapter 1 paragraph 1.4.2, 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 the 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 TCON.H has presented the last available error code,
two dashes are displayed.
Remark:
The error display mode only applies to the volatile error memory!
To access the permanent error logging information, either use a DANA PC tool or use the CAN
messages for interpretation.
5.2 CAN
5.2.1 DANA proprietary messages
To access the volatile error memory only, a set of DANA proprietary CAN messages are
provided in the TCON.H. Basically these messages provide access to the volatile error
memory in a very similar procedure as when using the display, but using the CAN bus.
It provides a simple set of single CAN frame messages to have easy access, without the need
of using the SAE J1939 prescribed transport protocol to interpret data in multipacket CAN
messages.
However, keep in mind that these DANA proprietary messages only access the volatile error
memory; they can not be used to read the permanent error logging info.
A logical sequence of these messages must be used to read out all present error info, as the
diagram below illustrates. This means these messages need some management overhead if
all the error info needs to be collected and presented.
The diagram below illustrates the usage of the DANA proprietary messages to read the volatile
active error info.
A similar diagram can be used for reading active and inactive error info.
For details on the data contents of these messages, please refer to chapter 3.
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.
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5.2.2 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.
For further details, please refer to chapter 2 paragraph 4 and to the description of the
“Dashboard” PC tool.
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6 Behaviour in case of faults
6.1 General
It is considered critical to be able to select Neutral in all circumstances.
Selection of Neutral also is considered the safe state in case of many faults.
The TCON.H has been designed to guarantee automatic selection of Neutral in some conditions.
This is accomplished through use of an external watchdog timer and a redundant shutdown path
for outputs.
Following paragraphs describe the detection principles of the different

considered faults and the behavior of the control system in case of faults.
For a complete overview of the corresponding error codes that are reported, the
explanation, the severity and the actions taken for each error code, please refer
to the list of error codes, as referenced in paragraph 10 of this chapter!
6.2 Reset Condition

When power is applied, the TCON.H first selects Neutral without range clutch engaged and starts
initialising itself (about 1 second). This includes a series of self-tests to assure system integrity.
This position is believed to be the safest possible condition in case of an intermittent power failure.
After power up, the TCON.H is in the so-called Neutral Lock State. This means that the
transmission remains in Neutral until the shift lever is cycled physically through Neutral.
6.3 Power supply faults

6.3.1 Excess supply voltage
The TCON.H is very tolerant to large transients on its power lines. Please refer to operating limits
and environmental conditions as described in the hardware technical leaflet for your hardware
version.
When the supply voltage exceeds 40V, the controller shuts off its outputs to prevent damage.
A voltage out of the normal operating range will result in an error code. Please refer to paragraph
10 for location of error list & descriptions.
6.3.2 Low supply voltage

Please refer to operating limits and environmental conditions as described in the hardware
technical leaflet for your hardware version.
A voltage out of the normal operating range will result in an error code. Please refer to paragraph
10 for location of error list & descriptions.
Insufficient voltage supply may result in a power down and even power loss for the TCON.H.
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Because the TCON.H is not involved in functions essential to engine cranking this is not
considered as a problem.
6.3.3 (Intermittent) power loss

For a short power dip, due to which the TCON.H does not reset, the TCON.H will signal the error
code for low supply voltage.
In absence of power, the transmission defaults to Neutral.
After power is restored, the TCON.H enters the reset condition, resulting in the immediate
selection of neutral – no clutch engaged.
The TCON.H remains in this condition, until the shift lever is placed in Neutral and the vehicle
speed drops to a safe level at which moment normal operation starts (selection of 1st or 2nd
depending on application preferences).
For more details on the power pin connection, please refer to the hardware technical leaflet and
wiring diagram.
6.4 Internal faults

At power up a series of integrity checks is done.
These tests consist of the following:
• CPU integrity check (ALU, registers, operators)
• Internal RAM test (Modified March–C test)
• Program Flash memory integrity check (Modified 16 bit checksum)
• External RAM test (Modified March–C test)
• Parameter Flash memory integrity check (Modified 16 bit checksum per parameter)
If these tests prevent operation as a transmission controller, then the TCON.H locks itself in a
reset state, with all outputs off.
If internal faults are detected but basic functioning, as a transmission controller is still possible, the
TCON.H reverts to shutdown mode (SHDN) (described in 1.5.5) and the appropriate error code
is reported. In this mode, the transmission cannot be operated.
6.5 Program out of control

The watchdog timer of the external watchdog resets the TCON.H automatically if, due to a
program disturbance, it is not timely reset (typical 150 ms).
Additionally, during program execution, critical variables are continuously checked for content
integrity.
6.6 Single faults on analogue outputs

General
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Faults related to analogue outputs are detected by various principles. Besides being monitored
just like ON/OFF outputs the current through their sense line is compared to the target current.
Significant deviations from the target current are treated as faults too.
Faults related to analog outputs 0, 1, 2 & 3

These outputs control pressure modulators and have the capability to lock conflicting clutches.
Faults on them are considered critical. Any single fault on them results in the selection of Limp
Home mode or even Shutdown mode.
Faults related to analog outputs 4, 5 & 6

These outputs are not involved in transmission control. Faults on them are flagged if they are
used in the application, an appropriate action will be taken according to the function assigned.
6.7 Single faults on on/off outputs

General
Faults related to ON/OFF outputs are detected by comparing the desired Output State with the
actual Output State (using dedicated feedback lines). This implies that if an output is intended to
be OFF it is not possible to detect shorts to ground. If on the other hand, the output is intended to
be ON, open circuit faults or shorts to battery plus cannot be detected.
In order to circumvent this problem, each critical on/off output is cyclically toggled very shortly in
order to capture all faults.
Any fault relating to an output used by the application is flagged.
Faults related to sel1/3 and sel2/4

Faults related to selectors of the transmission control valve result in selection of Limp Home mode
6.8 Incorrect input patterns

The shift lever pattern presented to the TCON.H is continuously checked for plausibility.
Direction selection related inputs
A three input direction selection mechanism can be used to allow detecting any fault related to the
direction inputs.
A fault on the direction inputs immediately results in the selection of Neutral.
Range selection related inputs
Two inputs are used to encode 3 ranges, this approach allows some fault checking.
An incorrect pattern is flagged as a fault. During its presence, the last correct position remains
selected.
6.9 Speed sensor faults

The fault detection relies on a permanent monitoring of sensor current. If it gets too low, an open
circuit condition is assumed. Conversely, if it is too high, a short to ground is signalled.
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Faults related to incorrect sensor mounting or sensor malfunction for transmission speed related
sensors are detected by comparing actual transmission ratios with selected ratios.
Also, these speed signals are interpreted for realistic behaviour, due to which measurement
instabilities can be excluded.
If one vehicle speed sensor fails (turbine, output or drum sensor), the controller will signal the
error but will calculate the value based on the remaining sensors. This will allow the driver to
continue driving.
If more than one sensor or the engine speed sensor fails, the controller is no longer considered
safe to operate. In this case, the controller will switch to LIMP HOME mode.
Remark: failure on output or turbine speed sensor will disable inching
A sensor specific fault indication is given to warn the driver of the problem.
6.10 Analogue sensor failure
Note: The mapping of fault codes to functions described below is typical but actually depends on
parameter file settings. Please verify using the appropriate wiring diagram
Transmission Temperature Sensor Failure

If the temperature sensor indicates a transmission temperature below -50°C, a short to ground
condition is assumed.
If the temperature sensor indicates a transmission temperature beyond +150°C, an open circuit
condition is assumed.
Either condition is reported to warn the driver of the problem.
While the fault is present, the last correct temperature value is used for temperature
compensation (When measurement is below -50°C or ab ove +150°C, the value is limited at the
lowest or highest whatever is applicable). This results in poor temperature compensation for
clutch engagement and inching.
Cooler Input Temperature

On each transmission a temperature switch is installed. To make it possible to detect open and
short circuit conditions, the wiring of the switch is provided with resistors. Any such fault results in
a ‘Value Out Of Range’ fault on the Converter Temperature and an error code is shown.
If the temperature exceeds the critical level of 125°C the appropriate code is flagged and the
transmission is forced in neutral. If the TCON.H has control over the engine speed (CAN control
or servo) neutral is not forced, but throttle is limited to 50% to allow the transmission to cool down.
Check with the specific application’s wiring diagram for references to the applied sensor type.
Throttle Pedal Position Sensor Failure

If the throttle pedal sensor produces an out of range value (as desribed in chapter 1 paragraph
1.8.2), the throttle pedal position is assumed to be at 0%.
This results in low throttle shift point selection, also the kickdown function and inching
will be disabled. A fault is indicated to signal the problem.
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Brake Pedal Position Sensor Failure
If the brake pedal sensor produces an out of range value (as described in chapter 1 paragraph
1.8.3), the brake pedal position is assumed to be at 0%.
Inching and declutch are disabled, a fault is indicated to signal the problem.
6.11 Pressure feedback fault

This is also an analog sensor as in the previous paragraph, but the impact and severity towards
the application is higher.
The pressure from the range clutches is continuously monitored. When this pressure deviates
from the expected pressure (whether its too high or too low), the TCON.H reverts to shutdown
mode. This also means that if the pressure sensors have an electrical fault, the TCON.H will also
revert to shutdown mode.
6.12 Transmission ratio faults

Each selected transmission gear has an expected transmission ratio. When a transmission gear
(all except neutral) is fully engaged, the actual ratio is measured continuously and compared to
the expected value
Measured transmission ratios are accepted within 5% deviation on the turbine speed or ±50 rpm
turbine speed, whichever results in the largest tolerance.
If the deviation on the ratio exceeds these limits, the appropriate fault is flagged and the TCON.H
enters Shut Down mode, leaving the transmission inoperable.
Restarting the TCON.H is necessary to eliminate the fault state.
6.13 Service requests

Some faults can only be solved by a specialised DANA service engineer. Typically the error codes
related to this type of faults are in the range of 90.00 – 99.99.
This type of faults is generally not related to problems of an electrical or mechanical kind, but
rather reports problems with the TCON.H configuration.
In case such a problem can not guarantee correct operation anymore, the TCON.H will revert to
shutdown mode until the problem is solved.
Not all faults in the range of 90.00 – 99.99 are related to problems that need an intervention by a
specialised DANA service engineer. Some faults in this range can be caused by improper actions
or incorrect upgrading of the TCON.H.
Therefore, when an error code in the range of 90.00 – 99.99 occurs, please refer to the error code
list first to see if and how the problem can be solved (see paragraph 10). Only when this does not
solve the problem, take note of the exact fault that is indicated and contact a DANA service
representative.
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6.14 Indication of faults
When a fault is detected, the E -led starts flashing.
To consult the faults currently active, use the error menu on the TCON.H display, as
described in chapter 1 paragraph 1.4.2.
More advanced, the fault information can also be collected using the appropriate CAN
messages. For details on how to do this, refer to chapter 3 paragraph 5.3.5 and 6.2.3.
An alternative way using the TCON.H display is the following:
In order to find out which fault was last detected hold the 'S' switch for about a second. The
display will then show the fault area (4 character string).
When holding the button another second or so, the display shows the number of times the fault
has ever occurred (since the last time the fault counters were cleared).
When the ‘S’ switch is released, the full fault code is shown.
A flashing display indicates a fault that’s no longer present.
If several faults coexist, pressing the ‘S’ switch before the normal display is resumed selects
the next fault for display.
Faults are shown in order of severity.
After the last fault has been displayed, the display shows ' -- ' meaning no more
errors are detected.
6.15 Indication of faults that have previously occurred

If no faults are currently active, the E-led will stop flashing.
As mentioned for the indication of faults that are currently active, the fault information can
be collected by using the error menu on the TCON.H display or by using the appropriate
CAN messages.
As indicated above, faults that were previously detected since power-up or since the last time
they were shown, are shown as flashing text allowing to differentiate them from active faults.
This is an excellent way to detect intermittent faults.
Please note that active faults are shown with higher priority than intermittent faults.
Also note that once an intermittent fault was shown, it will not be shown again until it actually
occurs again.
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7 Behaviour when faults are removed
7.1 Excess supply voltage

Normal operation is resumed, mainly to support jump start procedures)
7.2 Low supply voltage

When this fault resulted in a TCON.H reset, normal startup is initiated. Otherwise, the error code
will change states from active to inactive.
7.3 Internal faults

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

Not applicable, because this fault results in TCON.H reset
7.5 Intermittent power loss

See low supply voltage paragraph 7.2.
7.6 Single faults on outputs

Depending on the fault, normal operation can be resumed or the fault state is kept active.
See paragraph 6.7 for more information.
7.7 Multiple faults on outputs

The TCON.H remains in Shut Down mode until it is powered down
7.8 Incorrect input patterns

Normal operation is resumed.
7.9 Speed sensor failure

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7.10 Analogue sensor failure
7.11 Pressure sensor failure

The TCON.H remains in Shut Down mode until it is powered down.
7.12 Transmission ratio failure

7.13 Service request

8 Specific measures to guarantee Fault tolerance

Operational
The control system must be installed according to the requirements and instructions
stated on the appropriate customer specific wiring diagram.
It shall not be operated outside the environmental conditions defined in the
technical leaflet.
In case a fault is signalled, the vehicle must be serviced in order to find and correct
the cause of the problem.
Production Test
During the production cycle, all units receive following tests:
• Visual inspection of Printed Circuit Boards and finished product
• Analog inputs and outputs are calibrated
• Functional tests at nominal load and nominal power supply
• Speed sensor input function over complete operating range
• Communication link tests and checks of programmed FLASH parameters
• All calibration results are programmed in FLASH memory
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9 Organisational measures to protect from external factors
9.1 Identification
Each TCON.H unit is marked with a label showing following items:
• Spicer Off Highway Products Logo
• Spicer Serial Number
• Spicer Part Number
• EMS Serial Number
• EMS Part Number
• Hardware platform model and version
• Firmware part number and version reference as built.
• Parameter file part number and version reference as built.
Each Printed Circuit Board shows following items:

• Spicer part number of the assembled board
• Board Revision Number
• Board issue date
9.2 Traceability and configuration control

A permanent record of above information along with other information relevant for production and
service is kept in the SOHP Bruges production mainframe.
Design and implementation details of each hardware revision is managed based on following
information:
• Reason for change
• Revision date and release date
• Impact study of change
• Reference to the revision it is based on
• Circuit Diagram
• Layout plot
• List of changes with references to the relevant drawings
• Related correspondence with manufacturer
Design and implementation details of each released software version is managed based on
following information:
• Original problem analysis (or reference to it)
• Reason for change
• Revision date and release date
• Impact study of change
• Reference to the revision it is based on
• Program source code
• List of changes with reference to reason for change
• Report of the new release
• Related correspondence with customer
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9.3 Sourcing
Spicer Off Highway Products Europe is the only supplier for the TCON.H described in this
document.
All shipped units are produced, tested, and inspected by the SOHP plant located in Brugge
(Belgium Europe). This guarantees strict conformance to above stated identification and
traceability requirements.
9.4 Software
The TCON.H contains tables of boundaries limiting the range of modification of FLASH
parameters; in order to assure safe values for limits at all times.
Software safety lifecycle with verification and verification activities

Documentation of specification and design
Modular and structured design and coding
Control of systematic failures
Functional testing and extended functional testing
Appropriate software lifecycle activities after modification
Project management
Quality management system ISO 9001
Configuration management
Suitable programming languages and computer based tools
Code documentation
Coding standards
Impact analysis for modifications
I/O testing to ensure safety related signals are used correctly
Software based parameterisation
10 Listing of Fault Codes

All faults that can possibly be detected as described in this chapter have a unique
error code that informs the user of the exact nature of the detected fault.
A full listing of these error codes, their explanation, severity, effect and possible
cause is provided in the document ‘TCON.H ECM-ECI Error Codes ver 2.6.xls’.
With this document placed in the same folder as the user manual, having opened
this user manual using Microsoft Word and with Microsoft Excel installed on your
computer, clicking the following link will open the list:
TCON.H ECM-ECI Error Codes ver2.6
If this link is unusable, please consult the document ‘TCON.H ECM-ECI Error Codes ver2.6.xls’.
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11 Safety remarks
11.1 General instructions
– Reliable operation cannot be guaranteed if samples or prototypes are used in series

production machines.
– The suggested circuits do not imply any technical liability for the whole system on the part of
Dana.
– Incorrect connections could cause unexpected signals at the outputs of the controller.
– Dangerous malfunctions may result if the control electronics are opened or modified or the
wiring is adapted without authorization.
– In addition, the application-specific documents (wiring diagrams, software descriptions, etc.)
are to be observed.
– No components that are defective or not working properly should be used. If components fail
and/or exhibit malfunction, they must be replaced immediately.
– The controller warms up above regular ambient temperature during operation. To prevent
risks due to high temperatures, it should be attached and protected before it is touched.
–If wrong firmware and/or parameter file is downloaded in the programmable electronic device,
an unexpected behaviour of vehicle or damage to components in the system can be caused.
The firmware and parameter file should be in correspondence with the specific application and
the specific wiring diagram. The OEM is responsible that this is done by competent and
qualified personnel.
–Incorrect programming of the APC may create potential sources of danger while the machine
is in operation. It is the responsibility of the machine manufacturer to determine dangers of this
type in a risk assessment. Dana assumes no liability for risks of this type.
–It is the responsibility of the OEM to communicate safety related information in their
organization and to the different users of the vehicle.
– The OEM has the responsibility to check that system is in line with safety requirements before
software is released
11.2 Conventional use

– Operation of the controller APC must generally occur within the operating ranges specified
and released in the data sheet, particularly with regard to voltage, temperature, vibration, shock
and other described environmental influences. Use outside of the specified and released
boundary conditions may result in danger to life and/or cause damage to components which
could result in consequential damage to the complete system.
– Damages which result from improper use and/or from unauthorized, unintended interventions
in the device not described in this data sheet render all warranty and liability claims with respect
to the manufacturer void.
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12 Disclaimer
Disclaimer of Liability
We have reviewed the contents of this publication to ensure consistency with the hardware and
software described. Since variance cannot be precluded entirely, we cannot guarantee full
consistency. However, the information in this publication is reviewed regularly and any necessary
corrections are included in subsequent editions.
APPLICATION POLICY
Capability ratings, features and specifications vary depending upon the model type of service.
Application approvals must be obtained from Spicer Off-Highway Systems. We reserve the right
to change or modify our product specifications, configurations, or dimensions at any time without
notice.
SPICER OFF-HIGHWAY BELGIUM NV
Ten Briele 3
B-8200 Brugge, Belgium
Tel: +32 (0) 50 40 22 11
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Revision record
Revision Date Made by Comments
1.0 05/01/2009 DCH Created from APC200 manual, and adapted for
TCON.H
1.7 26/01/2010 DCH - added stall mode (short description)
- Skipped a few version numbers in order to match
the VFS-Booster manual
1.8 07/05/2010 DCH Added can signals ETC2, TRF1, CCVS
1.9 30/07/2010 DCH Added can signal AA1, automatic parking brake
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Chapter 1: TCON.

H Transmission Control System Description

TCON.H User Manual

Legal information ..........................................................................................................9

CHAPTER 1: TCON.H Transmission Control System Description ..........................10

TCON.H User Manual

1.9 Output functions.....................................................................................................................31

TCON.H User Manual

4.1 Activating the calibration mode ..............................................................................................52

TCON.H User Manual

2.2.29 Dclt MinBrk% .....................................................................................................................79

1 General ....................................................................................................................... 103

TCON.H User Manual

4 Repetition rate ............................................................................................................ 103

1 Applicable safety guidelines........................................................................................ 162

TCON.H User Manual

2.2 ECM/TCON.H implementation.............................................................................................162

TCON.H User Manual

10 Listing of Fault Codes ................................................................................................. 177

TCON.H User Manual

Warning notice system

Notices referring only to property damage have no safety alert symbol.

This manual contains notices you have to observe.

Competent and qualified personnel

TCON.H User Manual

TCON.H User Manual

TCON.H User Manual

Shift Lever Control

Throttle Pedal Engine Speed

TCON.H User Manual

TCON.H User Manual

For more detail, check the application specific wiring diagrams.

1.2 Overview of the TCON.H main features

1.3 Applicable hardware platform

TCON.H User Manual

1.4 Man Machine interface

TCON.H front panel display

TCON.H User Manual

Display mode Comment

TCON.H User Manual

DIST Shows the travelled distance in km or Miles (parameter setting). Distance is

CPOS Reflects the current shift lever direction and position.

CTMP Shows cooler input temperature in °C

TCON.H User Manual

1.5 Operating modes

1.5.2 Calibration mode

1.5.3 Diagnostic mode

1.5.4 Limp Home mode

1.5.5 Shutdown mode

TCON.H User Manual

This mode is activated when a severe internal or external problem is detected.

Also when a fault related to the parameter settings located in

1.5.6 Bootloader Mode

The reprogramming should only be performed by competent and qualified personnel.

1.5.7 Mode identification

Mode D-led E-led Display

Self test On Off described in 3.1 Diagnostics

Shut Down Off Blinking

TCON.H User Manual

1.6 Operating Characteristics

TCON.H User Manual

1.7 General functionality

• direction change protection