TCON.H312 User Manual v0.9 PDF

Chapter 1: TCON.
H312 Transmission Control System Description
TCON.H312.
User Manual
Firmware version 1.52
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TCON.H312 User Manual

Ten Briele 3, 8200 Brugge 29/02/2016
Belgium Rev 0.9 Page: 1 of 170
Chapter 1: TCON.H312 Transmission Control System Description
CONTENTS
CONTENTS .......................................................................................................2
Legal information ............................................................................................9
CHAPTER 1: TCON.H312 Transmission Control System Description .................... 10
Functional specification ............................................................................... 11
General ......................................................................................................................... 11
Overview of the TCON.H312 main features .................................................................. 12
Applicable hardware platform ........................................................................................ 13
Man Machine interface .................................................................................................. 13
1.4.1. Shift lever .............................................................................................................................. 13
1.4.2. Other ..................................................................................................................................... 13
Operating modes .......................................................................................................... 14
1.5.1. Normal driving ....................................................................................................................... 14
1.5.2. Calibration mode ................................................................................................................... 14
1.5.3. Limp Home mode ................................................................................................................. 14
1.5.4. Shutdown mode .................................................................................................................... 14
1.5.5. Bootloader Mode .................................................................................................................. 15
Operating Characteristics .............................................................................................. 15
General functionality ..................................................................................................... 15
Input functions............................................................................................................... 15
1.8.1. Shift lever .............................................................................................................................. 16
1.8.2. Throttle pedal position .......................................................................................................... 16
1.8.3. Brake pedal position ............................................................................................................. 17
1.8.4. Hydraulic lever position ......................................................................................................... 17
1.8.5. Manual / automatic selection ................................................................................................ 18
1.8.6. Inching enable switch ........................................................................................................... 18
1.8.7. Parking brake ........................................................................................................................ 19
1.8.8. Declutch ................................................................................................................................ 20
1.8.9. Starting in 1st/2nd gear ........................................................................................................... 20
1.8.10. Reduced Vehicle Speed ....................................................................................................... 21
1.8.11. Seat orientation ..................................................................................................................... 21
1.8.12. Inhibit Upshift ........................................................................................................................ 22
1.8.13. Neutral lock reset switch ....................................................................................................... 22
1.8.14. Kickdown............................................................................................................................... 23
1.8.15. Transmission sump temperature sensor .............................................................................. 24
1.8.16. Transmission convertor out temperature sensor .................................................................. 24
1.8.17. Disconnect & feedback ......................................................................................................... 25
1.8.18. Low/high range selection & feedback ................................................................................... 25
1.8.19. Engine speed sensor ............................................................................................................ 25
1.8.20. Turbine, output and intermediate speed sensor ................................................................... 25
1.8.21. Pressure Sensor ................................................................................................................... 26
1.8.22. Operator seated detection .................................................................................................... 26
1.8.23. Lockup Feature ..................................................................................................................... 27

1.8.24. Towing disconnect/ Transmission engage Feature .............................................................. 27

1.8.25. Eco mode Feature ................................................................................................................ 27
Output functions. ........................................................................................................... 28
1.9.1. Transmission control outputs ................................................................................................ 28
1.9.2. Low/high range ..................................................................................................................... 28
1.9.3. 2WD/4WD output .................................................................................................................. 29
1.9.4. Lockup output ....................................................................................................................... 29
1.9.5. Warning lamp ........................................................................................................................ 29
1.9.6. Speed dependant output ...................................................................................................... 29
1.9.7. Parking brake ........................................................................................................................ 29
1.9.8. Parking brake light ................................................................................................................ 29
1.9.9. Engine control via CAN ......................................................................................................... 29
Transmission gear changing. ........................................................................................ 30
1.10.1. Standard drive ...................................................................................................................... 30
1.10.2. Braking mode ........................................................................................................................ 32
Direction reversal protections ........................................................................................ 33
1.11.1. Forward à Reverse or vice versa ........................................................................................ 33
1.11.2. Neutral à Forward or Reverse (after standstill) ................................................................... 33
1.11.3. Forward à Neutral à Forward ............................................................................................. 33
Behaviour in neutral ...................................................................................................... 33
The TCON.H312 Inching System .................................................................................. 34
1.13.1. Operation .............................................................................................................................. 34
1.13.2. Pressure controlled ............................................................................................................... 34
1.13.3. Activation of the inching system ........................................................................................... 35
1.13.4. Leaving Inching mode ........................................................................................................... 35
1.13.5. Protections preventing Inching mode ................................................................................... 36
1.13.6. Brake pedal in relation with pressure controlled inching ...................................................... 36
1.13.7. Function of the brake pedal without inching ......................................................................... 37
1.13.8. Tips for effectively using the inching system ........................................................................ 37
Lockup handled by TCON.H312 ................................................................................... 38
1.14.1. Normal drive mode ............................................................................................................... 39
1.14.2. Braking mode ........................................................................................................................ 40
1.14.3. Direction change mode ......................................................................................................... 40
1.14.4. Additional braking ................................................................................................................. 40
Eco mode...................................................................................................................... 41
1.15.1. What is Eco mode? ............................................................................................................... 41
1.15.2. Usage.................................................................................................................................... 42
Environmental conditions ............................................................................ 43
Diagnostics and Guidelines ......................................................................... 43
3.1.1. Diagnostics and maintenance............................................................................................... 43
3.1.2. General ................................................................................................................................. 43
3.1.3. Stall mode ............................................................................................................................. 43
3.1.4. Bootloader Mode .................................................................................................................. 44
Control system: Analog Input Signals Calibration ..................................... 46
Controlling Analog Input Signal Calibration using CAN ................................................. 47

Calibration of the accelerator pedal sensor ................................................................... 47

Calibration of the brake pedal sensor ............................................................................ 49
Calibration of the hydraulic lever ................................................................................... 51
Control system: Automatic Transmission Calibration ............................... 52
Heating up the transmission by using the ‘HEAT’-mode ................................................ 53
5.1.1. How to operate heating mode .............................................................................................. 53
5.1.2. Activate heating mode .......................................................................................................... 55
Controlling Automatic Transmission Calibration ............................................................ 56
Calibration condition messages and calibration errors .................................................. 59
5.3.1. Calibration condition messages ............................................................................................ 59
5.3.2. Calibration errors codes ........................................................................................................ 59
Example procedure going to heat mode during calibration ............................................ 60
Statistics ........................................................................................................ 62
CHAPTER 2: TCON.H312 Configuration Sets Description ....................................... 63
Introduction ................................................................................................... 64
Using Configuration Sets ............................................................................. 64
Basic concept ............................................................................................................... 64
Configuration Set Parameter types ............................................................................... 65
Configuration Set Parameters List................................................................................. 66
Configuration Set Parameters Description .................................................................... 67
Configuration Set Management: GDE.......................................................... 78
Editing Configuration Sets with OEM Engineering GDE ................................................ 78
Suggestions for Managing Configuration Sets with GDE ............................................... 79
Selecting Configuration Sets with OEM Production GDE .............................................. 80
Uploading machine configuration with OEM Production GDE ....................................... 81
Configuration Set Management: Dashboard ............................................... 82
Configuration Set Management: CAN.......................................................... 83
Conditions for Reading and Setting Values on CAN ...................................................... 83
Selecting a Configuration Set: CVC_to_TC_3 ............................................................... 84
5.2.1. CVC_to_TC_3 defined for Configuration Set Selection ....................................................... 84
5.2.2. CVC_to_TC_3.Byte 2 ........................................................................................................... 84
5.2.3. CVC_to_TC_3.Byte 3 ........................................................................................................... 84
TCON.H312 reply Configuration Set Selection: TC_to_CVC_2 ..................................... 85
5.3.1. TC_to_CVC_2 defined for Configuration Set Selection ....................................................... 85
5.3.2. TC_to_CVC_2.Byte 2 ........................................................................................................... 85
5.3.3. TC_to_CVC_2.Byte 3 ........................................................................................................... 86

5.3.4. TC_to_CVC_2.Byte 4 ........................................................................................................... 86

Communication Overview Selecting a Configuration Set ............................................... 87
Reading and Writing Values: CVC_to_TC_3 ................................................................. 88
5.5.1. CVC_to_TC_3 defined for Configuration Set Parameter handling ....................................... 88
5.5.2. CVC_to_TC3.Byte 1 ............................................................................................................. 88
5.5.3. CVC_to_TC_3.Byte 2 ........................................................................................................... 89
5.5.4. CVC_to_TC_3.Byte 3-4 ........................................................................................................ 89
TCON.H312 reply Parameter Read/Write Request: TC_to_CVC_2 .............................. 89
5.6.1. TC_to_CVC_2 defined for Configuration Set Parameter handling ....................................... 89
5.6.2. TC_to_CVC_2.Byte 2 ........................................................................................................... 90
5.6.3. TC_to_CVC_2.Byte 3-4: Active Value .................................................................................. 90
5.6.4. TC_to_CVC_2.Byte 5-6: Minimum Value ............................................................................. 91
5.6.5. TC_to_CVC_2.Byte 7-8: Maximum Value ............................................................................ 91
Communication Overview Editing a Configuration Set Parameter ................................. 92
Suggestions for Managing Configuration Sets with CAN ............................................... 93
5.8.1. Selecting a configuration set ................................................................................................ 93
5.8.2. Editing configuration set parameters .................................................................................... 93
CHAPTER 3: TCON.H312 CAN EDI Protocol Description........................................ 95
Proprietary messages vs Standard messages ........................................... 96
Interface ......................................................................................................... 96
Repetition rate ............................................................................................... 96
Proprietary Messages from Central Vehicle Controller (CVC) to
Transmission Controller (TC) ..................................................................................... 96
CVC_to_TC_1: Remote control message .................................................................... 96
CVC_to_TC_2: Remote control message 2 ............................................................... 100
CVC_to_TC_3: Context Specific Data Exchange ........................................................ 101
4.3.1. CVC_to_TC_3 Û TC_to_CVC_2 Principle ........................................................................ 101
4.3.2. CVC_to_TC_3 Message Specification ............................................................................... 102
4.3.3. CVC_to_TC_3: Data request .............................................................................................. 102
4.3.4. CVC_to_TC_3: Error Info ................................................................................................... 104
4.3.5. CVC_to_TC_3: Resettable Distance Counter .................................................................... 105
4.3.6. CVC_to_TC_3: Total Distance Counter ............................................................................. 106
4.3.7. CVC_to_TC_3: Calibration Control .................................................................................... 107
4.3.8. CVC_to_TC_3: Calibration mode selection ........................................................................ 108
4.3.9. CVC_to_TC_3: Configuration Set Selection ....................................................................... 109
4.3.10. CVC_to_TC_3: Configuration Set Parameter Handling ..................................................... 110
4.3.11. CVC_to_TC_3: DANA reserved codes .............................................................................. 111
CVC_to_TC_4: Remote Transmission Control 1 ......................................................... 112
Proprietary Messages from Transmission Controller (TC) to Central
Vehicle Controller (CVC) ........................................................................................... 115
TC_to_CVC_1: Broadcasted transmission info .......................................................... 115

TC_to_CVC_2: Context Specific Data Exchange ....................................................... 118

5.2.1. TC_to_CVC_2 Message Specification ............................................................................... 118
5.2.2. TC_to_CVC_2: Data request .............................................................................................. 119
5.2.3. TC_to_CVC_2: Error Info ................................................................................................... 125
5.2.4. TC_to_CVC_2: Calibration Control: Analog Input Signals ................................................. 126
5.2.5. TC_to_CVC_2: Calibration Control: Heating mode ............................................................ 127
5.2.6. TC_to_CVC_2: Automatic Transmission Calibration Control ............................................. 129
5.2.7. TC_to_CVC_2: Calibration Control: Abort Command ........................................................ 131
5.2.8. TC_to_CVC_2: Statistics (Obsolete, only legacy supported) ............................................. 132
5.2.9. TC_to_CVC_2: Calibration mode selection ........................................................................ 133
5.2.10. TC_to_CVC_2: Configuration Set Selection ....................................................................... 134
5.2.11. TC_to_CVC_2: Configuration Set Parameter Handling ..................................................... 135
TC_to_CVC_3: Broadcasted Torque Converter info................................................... 136
TC_to_CVC_4: Optional transmission info 1 .............................................................. 137
SAE J1939 Standard Messages ................................................................. 140
TSC1: Speed control # 1 ............................................................................................ 140
EEC2: Electronic engine controller # 2 ....................................................................... 141
EEC1: Electronic engine controller # 1 ....................................................................... 142
ETC1: Electronic Transmission controller # 1 ............................................................. 144
ETC2: Electronic Transmission controller # 2 ............................................................. 145
AAI: Auxiliary Analog Information ............................................................................... 146
TRF1: Transmission Fluids # 1 .................................................................................. 147
TRF2: Transmission Fluids # 2 .................................................................................. 148
CCVS: Cruise Control / Vehicle Speed....................................................................... 149
Diagnostic messages DM1, DM2 and DM3 ................................................................. 150
CHAPTER 4: TCON.H312 Fault Detection & Handling ............................................ 151
Applicable safety guidelines ...................................................................... 152
Safety concept ............................................................................................. 152
General ....................................................................................................................... 152
ECM/TCON.H312 implementation .............................................................................. 152
Considered faults ........................................................................................ 153
Permanent Error Logging ........................................................................... 153
Error reporting ............................................................................................. 155
CAN ............................................................................................................................ 155
5.1.1. DANA proprietary messages .............................................................................................. 155
5.1.2. CAN based PC tool: Dashboard ......................................................................................... 157

Behaviour in case of faults ......................................................................... 158

General ....................................................................................................................... 158
Reset Condition .......................................................................................................... 158
Power supply faults ..................................................................................................... 158
Excess supply voltage................................................................................................. 158
Low supply voltage ..................................................................................................... 158
(Intermittent) power loss .............................................................................................. 159
Internal faults .............................................................................................................. 159
Program out of control................................................................................................. 159
Single faults on analogue outputs ............................................................................... 160
Single faults on on/off outputs ..................................................................................... 160
Incorrect input patterns ............................................................................................... 160
Speed sensor faults .................................................................................................... 160
Analogue sensor failure .............................................................................................. 161
Pressure feedback fault .............................................................................................. 162
Transmission ratio faults ............................................................................................. 162
Service requests ......................................................................................................... 162
Indication of faults ....................................................................................................... 163
Behaviour when faults are removed .......................................................... 163
Excess supply voltage................................................................................................. 163
Low supply voltage ..................................................................................................... 163
Internal faults .............................................................................................................. 163
Program out of control................................................................................................. 163
Intermittent power loss ................................................................................................ 163
Single faults on outputs ............................................................................................... 163
Multiple faults on outputs ............................................................................................ 163
Incorrect input patterns ............................................................................................... 163
Speed sensor failure ................................................................................................... 164
Analogue sensor failure .............................................................................................. 164
Pressure sensor failure ............................................................................................... 164
Transmission ratio failure ............................................................................................ 164
Service request ........................................................................................................... 164

Specific measures to guarantee Fault tolerance ...................................... 164

Organisational measures to protect from external factors ...................... 166
Identification ................................................................................................................ 166
Traceability and configuration control .......................................................................... 166
Sourcing...................................................................................................................... 166
Software...................................................................................................................... 167
Listing of Fault Codes ................................................................................. 167
Safety remarks ............................................................................................. 168
General instructions .................................................................................................... 168
Conventional use ........................................................................................................ 168
List of Abbreviations ................................................................................... 169
Disclaimer .................................................................................................... 169
Revision record ........................................................................................... 170

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.

CHAPTER 1:
TCON.H312
Transmission
Control System
Description

Functional specification
General
The TCON.H312 (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.H312 to run at very low controlled speed at virtually any engine speed. This function is
desirable in as for instance forklift truck applications.

The TCON.H312 takes care of all transmission related functions in order to achieve superior shift
quality and high reliability.
Additionally it can control the engine speed via the standardized SAE J1939 – TSC1 CAN
protocol.
The TCON.H312 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 troubleshooting features allow fast problem solving.
The integration in the vehicle wiring system is straightforward and mainly involves electrical
connections between the TCON.H312, the shift selector, the speed sensors, and the transmission
control valve.
Additionally the TCON.H312 requires some electrical connections for supplying power and for
selection of different operating modes.
For more detail, check the application specific wiring diagrams.
Refer to the hardware technical leaflet and wiring diagram for details about the installation.
Overview of the TCON.H312 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, brake pedal, hydro lever)
· 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)
Applicable hardware platform

The controller hardware applicable for this manual is the APC312.
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.
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.H312.
The TCON.H312 is designed to interface with a variety of shift levers. These can be bump
type or fixed pattern levers.
Refer to the application specific wiring diagram for detailed information about shift patterns,
also paragraph 1.8.1. .
1.4.2. Other
Additionally several on/off switches and position sensors with functions (described in section
1.7) can be used to control the different operating functions. The control system can receive
information about the state of these inputs either directly through its own inputs or via the
CAN-bus using standardised messages.

Operating modes
1.5.1. Normal driving
In most cases the TCON.H312 will be in normal operation mode. In this mode all transmission
control features and logics are active, as required for normal operation of the vehicle.
1.5.2. Calibration mode

This mode needs to be activated via CAN to be able to perform the necessary calibrations of
any possible connected analogue signals that need calibration or perform a transmission
calibration.
During this mode, all logics of the normal operation are inactive, so the vehicle cannot be
operated normally.
1.5.3. Limp Home mode

The controller will revert to limp home mode if either of following conditions occur:
· 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. Depending on the failure, the user can operate the
transmission in one or both directions in the lowest gear possible.
The controller uses default limits; all shifts use a default modulation curve.
Inching is disabled.
1.5.4. Shutdown mode
When the TCON.H312 enters shut down mode, all transmission control outputs are
forced to the off state.
This mode is activated when a severe internal or external problem is detected.

In this mode, the transmission is forced in neutral because the transmission outputs are forced
to the off state. 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 is detected, the
controller reverts to shutdown mode.

1.5.5. Bootloader Mode

This special mode needs to be activated if the TCON.H312 needs to be reprogrammed. It will
be activated by the “DANA Firmware Flash Tool” when an upgrade procedure is performed. It
is also activated automatically at power up if no valid application firmware is present in the
TCON.H312.
With this mode activated, the normal firmware containing all logics of the normal operation is
not activated, so the vehicle cannot 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.
Operating Characteristics
The TCON.H312 is designed to operate continuously under absolute maximum rating. The
operating limits and environmental conditions are described in the hardware technical leaflet for
your hardware version.
General functionality
The TCON.H312 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)
· torque limitation
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.H312.
The TCON.H312 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.H312 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 4.1.
· Forward – Reverse shift lever: this type of shift lever generates a stable signal for
Forward and Reverse position, but has no range position.
The selection, of which type of shift lever is used, 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 for details on how the shift lever needs to be connected to the
TCON.H312.
There is an optional shift lever selection mechanism in place. This allows to define and switch
between a master and slave. The switching criteria can also be modified. Possibilities are:
· All levers in neutral
· Immediately accept the master input
The selection of the active shift lever can be done via CAN (see chapter 3 paragraph 4.1). The
TCON.H312 will confirm the current selected lever in the TC_to_CVC4 message (see chapter 3
paragraph 4.1).
Remark: The behaviour of the Forward – Reverse shift lever and it’s selection possibilities is set
by DANA.
1.8.2. Throttle pedal position

The throttle pedal is used by the TCON.H312 to determine which shift characteristics to use. It
will also control the engine if the option engine control is requested.
The throttle pedal position can be connected to the TCON.H312 by several possibilities:
· Use of a digital input by means of a switch. The throttle position can then be idle or not
idle. A reflection of the throttle pedal position by a digital input can only be done if the
TCON.H312 has no engine control.
· 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.H312 and translated into a throttle
percentage, reading from 0% to 100%.

To allow the TCON.H312 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.H312 allows to receive the throttle pedal sensor via
the EEC2 or the CVC_to_TC_1 message – see chapter 3 paragraph 4.1.
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.H312 has no throttle pedal position sensor
connected, the TCON.H312 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.H312 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.H312 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.H312 and translated into a brake
percentage, reading from 0% to 100%.
· To allow the TCON.H312 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.H312 allows to receive the brake pedal sensor
position via the CVC_to_TC_1 message – see chapter 3 paragraph 4.1.
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 cannot 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.H312 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.H312 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.H312 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!
The hydraulic lever position can be connected to the TCON.H312 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.H312 and translated into a
hydraulic lever percentage, reading from 0% to 100%.
To allow the TCON.H312 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.H312 allows to receive the hydraulic lever sensor
position via the CVC_to_TC_1 message – see chapter 3 paragraph 4.1.
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.
The target engine speed as a function of the hydraulic lever position also needs to be
specified in the configuration.
1.8.5. Manual / automatic selection

The selection manual/automatic can be connected to the TCON.H312 by:
· Use of a digital input, of which the logic can be inverted if requested

· Use of a CAN message. The TCON.H312 allows to receive the manual / automatic
selection via the CVC_to_TC_1 message – see chapter 3 paragraph 4.1.
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.
Note that switching from automatic to manual is deferred until the following conditions are
fulfilled:
· Vehicle speed is sufficiently low
· Shift lever position equals or exceeds the transmission gear position.
Switching from manual to automatic is possible in all circumstances.
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.
If the switch is activated while braking, the inching function gets activated.
The selection inching enable/disable can be connected to the TCON.H312 by:


· Use of a CAN message. The TCON.H312 allows to receive the inching enable
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.H312 or can report its state to the
TCON.H312.
If the parking brake only reports its state to the TCON.H312, this can be done via a digital input,
or via Can. When the parking brake logics are performed by the TCON.H312, there are some
configurations possible.
· Automatic engage: depending on the throttle pedal and vehicle speed, the parking
brake is 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 off, the shift lever needs to be
cycled through neutral before the TCON.H312 will interpret the shift lever
direction again.
o Reset by direction: if the parking brake is turned off, the shift lever needs to
be cycled through neutral and then again in a direction, before the
TCON.H312 will interpret the shift lever direction again (the difference with
the previous option is only useful for TCON.H312 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.H312
by DANA.
The parking brake input can be connected to the TCON.H312 by:

· Use of a CAN message. The TCON.H312 allows to receive the parking brake on/off
state via the CVC_to_TC_1 message – see chapter 3 paragraph 4.1.

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
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 functionality also needs to be enabled via an additional signal.
This declutch input and enable/disable selection can be connected to the TCON.H312 by use
of
· a digital input, of which the logic can be inverted if requested.
· a CAN message
At the same time the declutch can be provided to the TCON.H indirectly. Then it is not
reported as a digital signal, but can be reported by sending a brake pedal percentage to the
TCON.H. By setting the TCON.H up to assume the declutch signal active above a certain
percentage and then reporting a percentage higher than this, the declutch feature can be
activated.
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.
The starting in 1st/2nd gear selection can be connected to the TCON.H312 by:

· Use of a CAN message. The TCON.H312 allows to receive the starting in 1st/2nd 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.H312 has control of the engine speed (see further).
The reduced vehicle speed selection can be connected to the TCON.H312 by:

· Use of a CAN message. The TCON.H312 allows to receive the reduced vehicle
speed selection via the CVC_to_TC_1 message – see chapter 3 paragraph 4.1.
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 4.1),
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.H312.
To allow the TCON.H312 to accept a change in seat orientation, there are 2 options:
· Conditional: before the TCON.H312 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.H312)
· Unconditional: as soon as the seat orientation signal changes, the TCON.H312 will accept
it and direction shift lever signals will be inverted. This means that if there is no danger for
the transmission, the TCON.H312 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 be chosen by the customer and activated on the TCON.H312
by DANA.
The seat orientation selection can be connected to the TCON.H312 by:

· Use of a CAN message. The TCON.H312 allows to receive the seat orientation

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.H312 by:

· Use of a CAN message. The TCON.H312 allows to receive the inhibit upshift
REMARK: Different to most other described input signals, the selection of how this inhibit
upshift signal is connected, cannot be defined in the configuration sets! It needs to be defined
by DANA, which means the selection is fixed for a chosen application and cannot be modified
by the customer.
1.8.13. Neutral lock reset switch

As a feature, the TCON.H312 can lock the transmission in neutral. To be able to 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.H312 by:

· Use of a CAN message. The TCON.H312 allows to receive the neutral lock reset
switch via the CVC_to_TC_1 message. Please refer to chapter 3 paragraph 4.1 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.H312.
When the following conditions are fulfilled for a minimum time (typically 2 seconds – can be
configured by DANA in the TCON.H312), the TCON.H312 will force neutral if:
· 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 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.H312 by:

· Use of a CAN message. The TCON.H312 allows to receive the kickdown signal via
the CVC_to_TC_4 message. Please refer to chapter 3 paragraph 4.1 for details of
this signal.
Check the application specific wiring diagram to see how the kickdown signal needs to be
connected to the TCON.H312.
Kickdown is a useful feature on vehicles that are set up to have 2 nd 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 Þ kickdown Þ F1 Þ reverse Þ R2
To exit the kickdown state there are 2 possibilities:

· Changing direction: as the typical gear selection example shows, performing a
direction change will activate 2nd 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.H312 will exit the kickdown state and upshift to
2nd gear.
REMARK: Kickdown request is activated by the TCON.H312 upon receiving a rising edge on
the kickdown request signal. Before actually granting the kickdown request and selecting 1 st
gear, the TCON.H312 monitors the vehicle speed for possible transmission overspeeding. If
the vehicle speed is too high when the driver requests the kickdown, the TCON.H312
memorises the request typically for about 5 seconds. As soon as the vehicle speed is
sufficiently low within this request period, 1st gear will be selected. If however the vehicle has
not sufficiently slowed down within this period, the request is dropped and kickdown will not be
executed. A new kickdown request will need to be triggered again if desired.
REMARK: An alternative to make a downshift to 1st gear is selecting 1st gear manually with the
shift lever. However – apart from being less convenient then operating a button directly to
request kickdown – the shifting behaviour will be different: with this action a direction change

will result in the engagement of the new direction remaining in 1st gear, instead selecting 2nd
gear when 1st gear was selected by kickdown.
Kickdown has several implementations. There is a user controlled version and an automatic
version. The automatic version can be further improved by providing the bucked position over
the can interface (refer to chapter 5 paragraph 5.4) The TCON.H312 can then anticipate the
driver’s intention even further.
1.8.15. Transmission sump temperature sensor

This resistive type of temperature sensor has to be connected to one of the TCON.H312
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.H312 will report the appropriate warning and alarm when the normal
operational limits are exceeded.
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.H312 analog inputs. Check the application specific wiring
diagram to see how the temperature sensor needs to be connected to the TCON.H312. 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.
i. Error level
This is the highest temperature setting. Above this temperature a fault code will be generated.
A warning light will flash when present and an action will be taken (limit engine speed or force
neutral, depending on parameters and functionality). The error is only reset when the
temperature has dropped below the reset level.
ii. Critical level

When the measured temperature exceeds the too high limit, a fault code (not severe) will be
flagged. The fault code disappears immediately when temperature drops below this level (so
not the reset level).

EXCEPT: After a specific time set via parameter, this fault will escalate to the severe level.
Actions taken are described above under the “error level”
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 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.H312 to calculate the correct
vehicle speed, when this is not possible with the speed sensors only.
The feedback line creates a redundancy check on the state of this function.
1.8.19. Engine speed sensor

The engine speed signal is essential for the TCON.H312 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.H312 by:
· Use of a speed sensor directly connected to the TCON.H312

· This inductive or magneto-resistive type of speed sensor has to be connected to one
of the 4 available TCON.H312 speed inputs.
· Use of a CAN message. The TCON.H312 allows to receive the engine speed signal
via the EEC1 message. Please refer to chapter 3 paragraph 6.3 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.H312 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.H312 speed inputs.
Check the application specific wiring diagram to see how the speed sensors need to be

1.8.21. Pressure Sensor

The pressure from the proportional 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 1.5.4. .
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.H312 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.H312 by:

· Use of a CAN message. The TCON.H312 allows to receive the operator seated
detection via the CVC_to_TC_1 message – see chapter 3 paragraph 4.1.
REMARK: Different to most other described input signals, the selection of how this operator
seated detection signal is connected, cannot be defined in the configuration sets! It needs to
be defined by DANA, which means the selection is fixed for a chosen application and cannot
be modified by the customer.

1.8.23. Lockup Feature

The Lockup Feature switch is needed when it is desired to enable or disable the automatic
lockup logics in the TCON.H312.
The Lockup enable signal can be connected to the TCON.H312 by:

· Use of a CAN message. The TCON.H312 allows to receive the Lockup signal via the
CVC_to_TC_4 message. Please refer to chapter 3 paragraph 5.4 for details of this
signal.
If the lockup feature is used, activating the switch will activate the lockup logics as handled by
the TCON.H312. This does not mean that lockup will be engaged upon setting this lockup
feature switch. The switch just sets the permission for the TCON.H312 to use lockup or not.
1.8.24. Towing disconnect/ Transmission engage Feature

The towing disconnect/Transmission engage feature is needed when it is desired to enable or
disable the towing logics in the TCON.H312.
The towing enable signal can be connected to the TCON.H312 by:

· Use of a CAN message. The TCON.H312 allows to receive the towing disconnect
signal via the CVC_to_TC_4 message. Please refer to chapter 3 paragraph 5.4 for
details of this signal.
If the towing disconnect feature is used, activating the feature will activate the towing logics as
handled by the TCON.H312. This does not mean that towing will be engaged upon setting this
towing switch. The switch just sets the permission for the TCON.H312 to use towing or not.
1.8.25. Eco mode Feature

The Eco mode feature is needed when it is desired to enable or disable the Eco mode logics
in the TCON.H312.
The Eco mode enable signal can be connected to the TCON.H312 by:

· Use of a CAN message. The TCON.H312 allows to receive the eco mode signal via
the CVC_to_TC_4 message. Please refer to chapter 3 paragraph 4.4 for details of
this signal.
For a description of the Eco mode, please refer to chapter 1 paragraph 1.15

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.
Example table for TE32 transmission
Transmission Prop F/R Prop 1st/3rd Prop Selector Selector Selector Selector
gear 2ND/4TH Forward Reverse 1/3 2/4
F1 l l l l
F2 l l l l
F3 l l l
F4 l l l
N1 l l
N2 l l
N3 l
N4 l
R1 l l l l
R2 l l l l
R3 l l l
R4 l l l
Note that during a transition from one gear to the next, these wires carry current
simultaneously. Example: when shifting from F1 to F2, “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.
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. Lockup output

The actual (dis-)engagement of the lockup will be handled by the lockup algorithms in the
TCON.H312. Activation of the lockup (dis-)engagement is provided with an analogue or digital
output, for respectively modulated or basic pressure control.
1.9.5. 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.
1.9.6. Speed dependant output

The TCON.H312 can be configured to switch an output at a predefined vehicle speed.
1.9.7. 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.
1.9.8. Parking brake light

This lamp has 3 possible functions: on/off / flashing.
The on/off corresponds with parking brake output active or not.
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
1.9.9. Engine control via CAN

In case the engine is equipped with an engine controller capable of communicating via the
CAN 2.0B, the TCON.H312 is able to control the engine to further enhance shift quality. In

case of automatic shifting, the TCON.H312 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.H312 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.
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 upshift curve (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
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 speed ratio 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.

Direction reversal protections

1.11.1. Forward à Reverse or vice 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 to 5 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 light 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 à Forward or Reverse (after standstill)

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

When driving in a certain direction and when putting the gear selector in neutral and back in
the same direction, the direction will re-engage provided the engine speed has dropped below
the limit for neutral / direction changes.
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 (1 st gear), 10 kph (2nd
gear).
A downshift will be made at following typical vehicle speeds: 3kph (2 nd gear), 8kph (3rd gear),
14kph (4th 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.

The TCON.H312 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.H312 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 effects are described
below.
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
Inch pressure (bar)
2
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.
1.13.3. 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.
1.13.4. 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.H312. 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.
1.13.5. 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 its 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:
Speed sensor problem.
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.
1.13.6. 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
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.
1.13.7. 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.
1.13.8. Tips for effectively using the inching system

1.13.8.1 Inching
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 lose 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.H312 automatically shifts down sequentially to 1st
(note that while inching these shifts can cause a slight shudder).
It’s possible to change direction while inching at full throttle. In other words, if you’re too close
to an obstacle, it’s okay to just reverse the direction with the foot on the brake (and on the
‘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.

1.13.8.2 Uphill inching

Driving uphill generally takes a lot of power, quite often more than the inching system is
allowed to provide.
Nevertheless, there are conditions where inching can be used quite successfully on a slope -
for instance on slopes typically used to load trucks and trailers – provided the vehicle is not
heavily loaded.
If you have a good ‘run-in’ on the slope, you best start inching before the start of the slope.
If you start inching on the slope, depending how you treat the brake pedal, you run the risk of
coming to a stop and eventually start rolling backwards. Once you roll backwards the inching
system may not interpret the situation correctly and won’t help you slow down again.
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.H312 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.
1.13.8.3 Downhill inching

When inching downhill, the inching torque will overcome the braking force more easily. This
causes the vehicle to move at higher brake forces. This feels awkward and should be
prevented.
The best thing you can do if you want to stop is 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)
Lockup handled by TCON.H312

At low load, there is little torque conversion done by the torque converter. Thus, to improve the
efficiency of the transmission at low load, the torque converter lockup function can be used.
Enabling LU, limits and delays are configurable per gear and direction.

Lockup can also be used in applications where extra engine braking performance is needed, e.g.
in mine applications. In these applications driving downhill over long distances is common
practice. At that moment engine braking via lockup (extended) is used to avoid that the service
brakes get overheated (low throttle).
Additionally, when the vehicle is equipped with an exhaust brake (“jake” brake) or a retarder, the
OEM can provide a signal to inform that this brake is active. At that moment the controller needs
to automatically engage lockup.
Whether lockup is needed for higher efficiency or for improved braking performance, the best
choice for lockup engagement is automatic lockup. In automatic lockup the controller checks
transmission speed, engine speed, throttle pedal position and then engages and/or disengages
lockup at appropriate speeds.
The exhaust brake - and retarder function have priority over the automatic lockup function.
In direction change mode with vehicle speed too high, the lockup function for direction change
can be used, even in parallel with the engine speed based (TSC1-message).
Additionally overspeed lockup is introduced which helps to overcome hardware failures of the
transmission.
The lockup enable request on CAN is needed when it is desired to enable the automatic lockup
logics in the TCON.H312.
1.14.1. Normal drive mode

In normal drive mode the turbine speed of the torque converter is lower than engine speed.
Lockup is then allowed when:
· Lockup is enabled for the operational gear,
· Lockup is enabled for the actual throttle position,
· The turbine speed is higher than a predefined value, this value depends on the
operational gear and throttle position.
A distinction is made between half and full throttle:

- Half throttle (HT): throttle pedal in between low and high throttle, predefined by two
limits (for example : half throttle can be defined when the throttle pedal is between 20 %
and 80 % of the throttle pedal range)
- Full throttle (FT): throttle pedal is above the full throttle limit (for example above 80%).
After a direction change, a direction (re-)engagement or a range shift, a minimum delay time is
taken before lockup can be executed. It guarantees that the previous action is fully completed
before a (new) engagement is executed.
Lockup will be disengaged if the turbine speed (= engine speed, if lockup is successfully
closed) slows down below a predefined speed – the transmission is then back into the

converter mode. Lockup will also be disengaged if the turbine speed exceeds a
predefined speed to make an up shift to the next range gear.
1.14.2. Braking mode

In braking mode the turbine speed is higher than engine speed (that is if there was no
lockup, if lockup is engaged the engine and turbine speed are locked). The extended
braking mode will cause the lockup to stay engaged for a longer time in order to have
benefit of a better engine braking performance.
Once the throttle pedal position is at idle and the turbine speed is above a predefined speed,
the lockup will be engaged (if it was not engaged already). When extended lockup is allowed
(EXT lockup enabled active), the throttle pedal position is at idle, and the turbine speed is
above a predefined speed, the lockup will be engaged to have extended braking.
Idle or low throttle position: throttle pedal is below a predefined value (for example: idle
can be defined when the throttle pedal position is below 20 %).
Once the turbine speed (= engine speed) comes below a predefined speed the lockup will
be disengaged to go back into the converter mode in order not to kill the engine.
1.14.3. Direction change mode

Direction change :
Serves the same purpose as braking mode but in direction change conditions.
When lockup is allowed for a direction change, the lockup will be activated after a delay. It
guarantees that the previous action is fully completed before an engagement is executed.
Note that direction change lockup request has priority above the normal drive lockup, the
extended mode lockup, the exhaust/jake brake- and retarder lockup.
In order to activate the lockup in the direction change condition, the turbine speed should be
above a predefined speed and the speed ratio should be above the lockup engagement
speed ratio curve. Both conditions should be fulfilled.
Once the converter is in lockup during direction change condition, the lockup will be
disengaged if the turbine speed (= engine speed) comes below a predefined speed - to go
back into the converter mode.
1.14.4. Additional braking

- exhaust/jake brake :

Note that exhaust/jake brake lockup request has priority above the normal drive lockup
and the extended mode lockup. Exhaust/jake brake lockup is triggered by an input for
the controller.
After a direction change, a direction (re-)engagement or a range shift, a minimum delay

is taken into account before lockup can be executed. It guarantees that the previous
action is fully completed before an engagement is executed.
If the driver activates the exhaust/jake brake and the turbine speed is above a
predefined speed, the lockup will be engaged to have the best braking performance in
combination with the engine braking. If the exhaust/jake brake is still active and the
turbine speed (= engine speed) comes below a predefined speed, the lockup will be
disengaged in order not to kill the engine.
The exhaust brake function can be activated via digital input or CAN.
- retarder :
Note that retarded brake lockup request has priority above the normal drive lockup, the
extended mode lockup and the exhaust/jake brake lockup. This retarder brake lockup is
triggered by an input to the controller.
After a direction change, a direction (re-)engagement or a range shift, a minimum delay

is taken into account before lockup can be executed. It guarantees that the previous
action is fully completed before a (new) engagement is executed.
If the driver activates the retarder brake and the turbine speed is above a predefined
speed, the lockup will be engaged to have the best braking performance in combination
with the engine braking and the retarder. If the retarder brake is still active and the
turbine speed (= engine speed) comes below a predefined speed, the lockup will be
disengaged in order not to kill the engine.
The retarder brake function can be activated via digital input or CAN.
Eco mode
1.15.1. What is Eco mode?
The TCON.H312’s Eco mode, allows you to drive and operate the vehicle at a reduced engine
speed. Due to this reduction, fuel consumption will be less. The limit of the engine speed can be
set by the user via the can interface on the maximum engine speed signal. Via this way, the Eco
mode can be constructed to have different operating points or to be set dynamically. Depending
on the engine power curve and application (=approval data sheet), the TCON.H312 will have a
minimum limit set on the Eco mode engine rpm, to ensure normal operation at all time.
Eco mode is more than just limiting the engine speed. Depending on the approval data sheet, the
optimal shift points are calculated and adapted for the requested engine speed. Also the throttle
pedal is remapped so that driving comfort will still feel natural.

All of this means, that it affects the normal upshift and downshift points, as well as the lockup
engage and disengage.
Remark: the throttle mapping is not affected in the low throttle zone (typically 20%). This is
necessary to allow normal downshift behavior at low throttle pedal conditions.
1.15.2. Usage
1.15.2.1 Input signals
· Activation request
Eco mode needs an activation request. As described in paragraph 1.8.25. This input can
be set via a digital input or via a can signal.
· Optional: Maximum engine speed
This input is used to set the engine speed limit. The value used by the TCON.H312 is
clipped by an internal parameter setting, to ensure that the user does not request a too
low engine speed. This engine speed limit can be adapted dynamically during operation.
For the signal description, please check chapter 3 paragraph 4.2
Remark: without the activation request, the maximum engine speed is treated as an absolute
maximum. This value will not be limited to the internal parameter.
1.15.2.2 Feedback signal
To inform the user, there is a feedback signal available on the can interface. Please refer to
chapter 3 paragraph 5.4.for the layout of that signal.

Environmental conditions
The TCON.H312 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.
Diagnostics and Guidelines

3.1.1. Diagnostics and maintenance
3.1.2. General
Principally there are no specific devices required for first level troubleshooting as the TCON.H312
incorporates several fault checking algorithms 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 Windows XP or 7 PC with
appropriate software and FLASH parameter programming equipment.
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.H312 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 troubleshooting process.
For a more detailed description, check chapter 4 on fault detection and handling.
3.1.3. 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. Also the state of the parking brake is ignored for direction selection. The goal is
to monitor the engine speed when stalling.
Since the maximum engine speed is important in this mode, the limits set on the can interface or
by the eco mode, are disregarded.
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.

This stall test mode can be deactivated by either sending the abort command, or changing the operating
mode to the normal mode.
3.1.4. Bootloader Mode

This special mode will be activated if the TCON.H312 is being reprogrammed using the DANA
Firmware Flashtool.

3.1.4.1 Bootloader mode active

The programming process consists of 3 main steps: Erasing, Programming & Verification
3.1.4.2 Step 1: Erasing

The first step is erasing the existing contents of the internal program flash:
The Flashtool indicates the number of the sector currently being erased.
3.1.4.3 Step 2: Programming & verification

After that the actual programming starts:
The flashtool indicates the number of the sector currently being programmed.
At the end of programming a sector, a verification is performed:
This process of programming and verification is repeated a number of times until all the
necessary sectors are programmed.
3.1.4.4 Step 3: Verification

Finally a verification of the complete programmed firmware is performed:
The flashtool will mention if the flashing was done successfully, or if it has failed.
3.1.4.5 Application failure

At startup, the Bootloader verifies if there is a valid application present in the controller. If not, the
controller will remain in bootloader mode.
When completing the programming of the TCON.H312 successfully, it will automatically

restart and try to activate the new application firmware. If this succeeds, the TCON.H312 will
no longer be in bootloader mode.
However, if the TCON.H312 cannot successfully activate the application firmware, bootloader
mode will automatically be activated again.
Reprogramming of the TCON.H312 should only be done by competent and qualified

personnel.
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..

Control system: Analog Input Signals Calibration

The TCON.H312 firmware contains several calibration procedures for all supported analog input
signals. These are needed so that the TCON.H312 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.H312 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.
Some calibration modes may be disabled by the controller software when these do not have to be
performed.

Controlling Analog Input Signal Calibration using CAN

Apart from performing the analog signal calibrations using the Dana Dashboard tool, the
TCON.H312 calibrations can be controlled using CAN communication.
This can be useful on vehicles where 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.H312.
The details of all used CAN messages are fully described chapter 3, but the following chapters
show the detailed flowchart for each analog input.
When calibration is active, it can be aborted by requesting the following commands:
To exit calibration mode, normal mode must be requested:
* Note that for every abort, start or mode request, an acknowledge answer is generated. When
this answer has not been received in time (e.g. 100ms), the request command needs to be
resend.
Calibration of the accelerator pedal sensor

For the throttle pedal, we need to calibrate 2 points.
Calibration step Required Point Driver action

1 Always Low Release throttle pedal
2 Always High Apply maximum throttle
When the calibration encountered no errors during the process, the calibration results are
memorised in Flash memory and will become active at the next power-up of the controller
When errors were detected during the calibration process, the calibration results are ignored.


Calibration of the brake pedal sensor

For the brake pedal, we need to calibrate 2 or 3 points.

1 Always Low Release brake pedal
2 Optional, only when inching Mid Push pedal to start of braking point
functionality.is available.
3 Always High Apply maximum braking
The middle point 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).
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!


Calibration of the hydraulic lever

For the hydraulic lever, we need to calibrate 2 points.

1 Always Low Release lever
2 Always High Apply maximum lever

Control system: Automatic Transmission Calibration

Apart from calibrating the analog input signals, the TCON.H312 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.H312 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.
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.H312 has control over the engine, the engine speed will be adapted automatically.
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.H312 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.H312.
REMARK:
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.H312. 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.

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.
5.1.1. How to operate heating mode

This mode 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).
Make sure the parking brake is active and works properly.

Step Shift lever Throttle Duration
position position
1 Forward Full 15 seconds
2 Neutral Full 15 seconds
Repeat from step 1 until temperature is above 60°C.
The following figure shows a graphical representation of the transmission heating up cycle.

Engine speed
FULL
IDLE
Transmission gear
15 sec. 15 sec.

5.1.2. Activate heating mode

Heating mode can be activated and controlled via the following CAN commands:
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.H312 has
engine control or forcing neutral when the TCON.H312 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.

Controlling Automatic Transmission Calibration

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 below, some explanations with the flowchart overview:
Once the automatic calibration has been started successfully, the TCON.H312 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.H312is restarted of course).
Once the automatic calibration has been started, the TCON.H312 reply messages
TC_to_CVC_2 will contain a value between 0 and 3 in byte 2. This means that a certain phase
of the automatic transmission calibration is running.
If this byte 2 becomes 4, this means that the automatic tuning has completed
successfully.
If this byte 2 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 byte 2 turns to value 6 and byte 6 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.byte 6 = 0Ah): when during the tuning the
parking brake would be turned off
· Stop the vehicle (TC_to_CVC_2.byte 6 = 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.byte 6 = 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.byte 6 = 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.byte 6 = 09h): In this case a problem in the
automatic tuning process has occurred. This request means you should check the
error code that is set in TC_to_CVC_2.byte 7.
· It is recommended to log this error and report it to the user.
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.
· After an error has occurred (TC_to_CVC_2.byte 6 = 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 2 = 02, see chart below).


What Location Enumeration

Calibration phase Byte 2 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
04(Hex) : calibration successfully completed
05(Hex) : calibration failed (with error info)
06(Hex) : calibration on hold
Calibration sub Byte 3 Counter for visual feedback

phase
Ascii code Byte 4 When calibrating transmission clutch:
46(Hex) = ‘F’ = forward direction clutch
52(Hex) = ‘R’ = reverse direction clutch
48(Hex) = ‘H’ = forward high direction clutch
31(Hex) = ‘1’ = 1st range clutch
32(Hex) = ‘2’ = 2nd range clutch
33(Hex) = ‘3’ = 3rd range clutch
34(Hex) = ‘4’ = 4th range clutch
When calibrating valves (Pressure to current):

31(Hex) = ‘1’ = 1st valve
32(Hex) = ‘2’ = 2nd valve
33(Hex) = ‘3’ = 3rd valve
34(Hex) = ‘4’ = 4th valve
Calibration status Byte 5 00(Hex) : Calibration not active

03(Hex) : Calibration active
User intervention Byte 6 00(Hex) : no action required – do nothing

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 7 – 8)
0A(Hex) : apply parking brake
Calibration error Byte 7 (– 8) In case the calibration encountered an error, the corresponding code
code is shown in these bytes. This information is only valid when byte5 =
09(Hex)!
Conversion: error code = byte 7 + “.” + byte 8

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

These messages request user interventions, as shown in Byte 5 of the automatic transmission
calibration message.
Neutral
The TCON.H312 expects the Put the shift lever back to neutral.
shift lever to be in neutral,
but finds it in another position
(forward or reverse).
Parking
The TCON.H312 expects the Put the parking brake to on.
brake
parking brake to be on while
it is off.
Output
The TCON.H312 has Verify if the parking brake is on and working
speed
detected 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.H312 will ask the driver to shift to
forward before continuing the calibration.
Engine too
Engine rpm is too low If the vehicle is equipped with throttle-by-
low
according to the limit that is wire, the engine rpm will be automatically
necessary for calibration. adapted. In the other case, the driver has to
Engine too change the throttle pedal position to achieve
Engine rpm is too high 800 rpm.
high
according to the limit that is
allowed for calibration.
Temperature
When during the automatic Warm up the transmission again until the
too low
transmission calibration the temperature is above 60° C. Then go back
temperature becomes too to the automatic tuning mode to trigger the
low. calibration to continue.
5.3.2. Calibration errors codes

Calibration errors have the form ‘E1.xx’ or ‘E2.xx’ (example: E1.25). These errors are not broadcasted
via the standard DM1 message, but are part of the calibration CAN communication mechanism. See the
previous chapter.

Example procedure going to heat mode during

calibration
Since temperature of the transmission can drop during the calibration process, it is possible that
the temperature drops below the threshold for calibration. Therefore, heating mode can be
reactivated during the calibration process. After re-heating, the calibration process continuous
from where it was left off.


Statistics
The TCON.H312 automatically and permanently keeps track of certain operating conditions.
Controller Lifetime Time that the TCON.H312 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
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.H312 upon request.

Chapter 2: TCON.H312 Configuration Sets Description
CHAPTER 2:
TCON.H312
Configuration Sets
Description

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.H312.
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.
Using Configuration Sets

Basic concept
Each column in the “Config Sets” 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.H312 CAN EDI description).

Configuration Set Parameter types

Each parameter has multiple selections. These selection possibilities are described hereunder.
2.2.1.1 Digital outputs

The possible source selections for digital outputs are:
Index Description
0 Not Used
1 Wired
2 Can
2.2.1.2 Digital style inputs

The possible source selections for digital inputs are:
Index Description
0 Not Used
1 Wired
2 Can

2.2.1.3 Analog inputs

Only these source selections can be made:
Index Description
0 Not Used
1 Wired
2 Can
Configuration Set Parameters List

ParameterIndex ParameterName
1 Engine Control Enable 0 = No / 1 = Yes
0 = 1st without Kickdown
3 AutoShift Modification (2ndkd1st)
1 = 2nd with kickdown to 1st
5 Declutch Input Digital Input Selection
6 Manual Automatic Input Digital Input Selection
7 Inching Enable Input Digital Input Selection
8 Parking Brake Input Digital Input Selection
9 Start 1st/2nd Input Digital Input Selection
10 Reduced Vehicle Speed Input Digital Input Selection
11 Throttle Pedal Source Analog input selection
12 Brake Pedal Source Analog input selection
13 Hydro Lever Source Analog input selection
14 Kph / Mph 0 = Kph / 1 = Yes
0 = Standard
15 Shiftlever Type 1 = Bump-type
2 = CAN Type
16 Rolling Radius Radius * 1024

17 Axle Ratio Ratio * 1024
19 Maximum Vehicle Speed Rpm
20 Reduced Vehicle Speed Kph * 256
21 F/R Vehicle Speed Kph * 256
22 F/R Engine Speed Rpm
23 Neutral to Direction Engine Speed Rpm
24 Automatic Kickdown Engine Speed Rpm
25 Declutch Dis/Engage Vehicle Speed Kph * 256
26 Declutch Minimum Brake Percent % * 128
27 Hydro Power Minimum Percentage % * 128
28 Hydrolever Minimum Engine Speed Rpm

29 Hydrolever Maximum Engine Speed Rpm

Redundant Reduced Vehicle Speed
30 Digital Input Selection
Source
31 Seat Orientation Input Digital Input Selection
32 Declutch Engine Speed Rpm
0 = none
33 Actual Gear Higher Than Lever Gear 1 = idle
2 = neutral
34 Inching Overlap % * 128
60 Lockup Enable Input Digital Input Selection
62 Torque limitation 0 = No / 1 = Yes
63 Minimum ECO Engine Speed Rpm
70 Automatic to Manual Vehicle speed Kph * 256
71 Kickdown Input Digital Input Selection
73 Loader Bucket Info Source Digital Input Selection
74 F/R Inching Engine Speed Rpm
80 Speed Dependent Output Digital output selection
81 Temperature Dependent Output Digital output selection
82 Parking Brake Output Digital output selection
83 Warning Light Output Digital output selection
84 Parking Brake Light Output Digital output selection
85 Overspeeding Warning Light Digital output selection
86 Eco Mode Enable Input Digital Input Selection
87 Operator Seated Input Digital Input Selection
88 Exhaust Braking Input Digital Input Selection
89 Retarder Input Digital Input Selection
90 Enhanced Vehicle Speed Input Digital Input Selection
Configuration Set Parameters Description
The following content is preliminary, and subject to change.
2.4.1.1 Configuration 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 2.4.1.25).

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.H312, 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 2.4.1.25) before saving your changes and distributing this
file in your production environment (see also tips in paragraph 3.2).
2.4.1.2 Engine ctrl.

Here the engine control option is specified: By clicking the cell you want to change, you get a list
of 2 choices:
· No: use this when the TCON.H312 has no control over the engine at all.
· Yes: the TCON.H312 controls the engine on the CAN bus following the SAE J1939
standard
2.4.1.3 Autoshift Modification (2nd kickdown 1st)

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), this
automatic shift mode is overruled and the state of the ‘DI Start 1/2’ input function will determine
how the transmission shifts! Also the ‘DI Start 1/ 2 must be set to default ‘YES’ meaning start2nd.
2.4.1.4 Declutch
2.4.1.4.1 Declutch enable

Enable or disable the digital input signal for the declutch function.
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.
2.4.1.4.2 Declutch Minimum Brake Pedal %

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.
2.4.1.4.3 Declutch Engage Vehicle Speed

This is the vehicle speed limit to allow declutch to be activated. 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.
2.4.1.4.4 Declutch Disengage Vehicle Speed

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.
2.4.1.5 AutoShift
Enable or disable the switching between automatic shifting and manual shifting.
A low input state is manual, a high input state means automatic shifting.
2.4.1.6 Auto to manual transition Vehicle Speed

Maximum vehicle speed to allow this transition.
2.4.1.7 Parking Brake

Enable or disable the parking brake signal.
2.4.1.8 Start 1/2

Enable or disable the starting in 1st or 2nd gear selector switch.
If this is enabled, it overrules whatever is set in SecondKD1st.
A low inputstate is start1st, a high inputstate means start2nd.
2.4.1.9 Seat Orientation

Enable or disable the input signal for the seat orientation function that inverts the logics of the
direction selection when it is activated.
Remark: if this function is unused, the default value should be set to “true”. This will ensure
forward activation results in forward driving.

2.4.1.10 Operator Seated

Enable or disable the input signal for the operator seated function. This function is necessary to
allow direction engagements.
Remark: if this function is unused, the default value should be set to “true”. This will ensure
direction engagements are possible.
2.4.1.11 Kickdown
Enable or disable the input signal for the kickdown function.
2.4.1.12 Eco Mode
2.4.1.12.1 Eco Mode Enable

Enable or disable the input signal for the Eco Mode function.
2.4.1.12.2 Minimum Eco Mode Engine Speed

This field is used to set the minimum Eco Mode engine speed limit. The engine speed value used
by the TCON.H312 is clipped by this parameter setting, to ensure that the user does not request
a too low engine speed. This engine speed limit can be adapted dynamically during operation via
the CAN protocol. When no value is communicated over CAN, this is the absolute value which is
used.
2.4.1.13 Throttle Pedal

Enable or disable the throttle pedal input. If set via CAN, only Dana can make the selection of the
CAN message used for throttle pedal (EEC2 or CVC2TC1).
2.4.1.14 Brake Pedal

Enable or disable the brake pedal input.
REMARK: If it is used in combination with the digital input function for declutch, 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.
(Note: Wired or CAN is needed to allow Inching to work!)
2.4.1.15 Hydro Lever

Enable or disable the hydraulic power lever input.
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 explicitly desired, the TCON.H312 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!

2.4.1.15.1 Hydro Lever 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).
2.4.1.15.2 Hydro Lever Minimum Engine speed
2.4.1.15.3 Hydro Lever Maximum Engine speed

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

Selects the unit used to display speed and distance related values on the CAN bus. It allows
switching between kilometres (KPH) or miles (MPH).
Remark: This is purely a displaying factor, so it does not influence specifying limits like the
maximum vehicle speed limit.

2.4.1.17 Shift Lever Type

Specify the type of shift lever on the machine (Standard / BumpType / CAN Type)
2.4.1.18 Roll Radius

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

Specify the axle ratio of the machine axle.
The limits on this value depend on the application approval.
2.4.1.20 Direction Engage Engine speeds
2.4.1.20.1 F-R Engine speed

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!!!
2.4.1.20.2 N-Dir Engine speed

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).
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.
This is necessary to avoid conflict of the 2 similar protections, resulting in unexpected behaviour
on the machine.

2.4.1.21 Vehicle Speed Max

Specify the maximum vehicle speed limit (kph).
The value is limited between 0 kph and 80 kph (or a smaller range if required).
2.4.1.22 Reduced Vehicle Speed

Specify the settings for reduced vehicle speed limit.
2.4.1.22.1 Reduced vehicle speed

Enable or disable the reduced vehicle speed switch.
For this function to work, some sort of engine control is needed (see paragraph 2.4.1.2).
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.
2.4.1.22.2 Redundant Reduced vehicle speed

Enable or disable the digital input signal for the redundant reduced vehicle speed input function.
This signal can only be wired to the TCON.H312 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 2.4.1.2). 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.
2.4.1.22.3 Maximum Reduced vehicle speed
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.
2.4.1.23 F-R Vehicle speed

This sets the maximum vehicle speed to allow a direction change to be performed. If a direction
change is requested when the vehicle speed is higher than this value, the shift will be postponed
until the actual speed has dropped below this limit. If it does and the request for a direction
change is still detected on the 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.

2.4.1.24 Engine Speed Limits
2.4.1.24.1 F-R Engine speed

Similar to the F-R vehicle speed limit, this value limits the engine speed to perform a direction
change.
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!!!
2.4.1.24.2 N-Dir Engine speed

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
2.4.1.24.3).
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 2.4.1.24.3).
on the machine.
2.4.1.24.3 Declutch Engine Speed

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’, this limit is only applied when re-engaging a direction clutch
is caused by releasing the declutch request (only with pure declutch, so no inching active).

selected at all after having activated declutch and leaving it!
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.
on the machine.
2.4.1.24.4 Automatic Kickdown Engine speed

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.H312 will monitor the load on the
transmission and decide wetter a kick down is desired or not.
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.
2.4.1.24.5 Inching F-R Engine speed

Similar to the F-R engine speed limit, this value limits the engine speed to perform a direction
change while inching is active.
2.4.1.25 Actual gear higher than shift lever gear

This setting specifies how the TCON.H312 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.H312 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).

2.4.1.26 Inching
2.4.1.26.1 Inching Enable

Enable or disable the inching enable (pedal) switch.
2.4.1.26.2 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.
2.4.1.27 Lockup
Enable or disable the Lockup enable request signal.
2.4.1.28 Torque Limit Enable

Enable or disable the Torque Limitation.

2.4.1.29 ConfigSet ID
The final relevant parameter to the configuration sets is this Configuration Set Used. 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 2.4.1.1. Selecting one will

make it active after performing a download to the controller and automatically resetting the
controller.
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.H312 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.H312 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.
Editing Configuration Sets with OEM Engineering GDE

When connected to an TCON.H312, 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.H312 available. In that case you just open an existing file
that has been saved by you earlier or that you have received from DANA.

Selecting the Header ‘ConfSets’ presents the table where all configurations are available for
editing.
You can now edit all the required parameters to create your desired machine configurations and
provide an appropriate name.
These changes can be saved to a file with a name of your choice. That file will then be used in
the production line to customize each machine to the correct configuration.
REMARK: after performing an upload from an TCON.H312, 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.
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.H312 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 2.4.1.1). Reminder: after changing the names,
download your changes into an TCON.H312, 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!

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.H312 controller.
The only parameter of the configuration sets that this production level will be able to access is the
Configuration Set Used. 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.H312.

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.H312’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!
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.H312 controller and save it to a file.
It is recommended to perform this upload of the settings after the full calibration has been
performed (throttle pedal, brake pedal, transmission automatic tuning,). That way all the settings
specific for that machine are incorporated in that file.
REMARK: After an upload has been performed using the OEM Production level GDE tool, the
download option will automatically be disabled! This is done deliberately to avoid accidental
downloading of machine specific calibrated data into another machine.
To enable this download option again, simply open a saved file. This way downloading becomes
a conscious choice of selecting a specific desired file to download.

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.

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.H312 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.
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.H312, 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.

Selecting a Configuration Set: CVC_to_TC_3

To select a configuration set in the TCON.H312, a CAN message is provided that is also used for
reading and writing other values in the TCON.H312 (see also chapter 3, paragraph 4.3.9. ).
Below this message is explained when used to select a configuration set in the TCON.H312.
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 1 80h = Request code for configuration set selection
Byte 2 00h = read request: just read the currently active configuration set
01h = write request to select a specified configuration set
Byte 3 Index to requested configuration set, if a write request is sent
Byte 4 FFh = reserved
5.2.2. CVC_to_TC_3.Byte 2
· 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 – 4 (5 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.

TCON.H312 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.H312. This is the standard reply
message that is linked to the CVC_to_TC_3 message (see also chapter 3, paragraph 5.2.10. ).
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 1 Echo of CVC_to_TC_3.Byte 1
Byte 2 Reply code to operation code of CVC_to_TC_3.Byte 2
Byte 3 Index of Newly Requested Configuration Set
Byte 4 Index of Currently Active Configuration Set
5.3.2. TC_to_CVC_2.Byte 2
Depending on what has been requested in CVC_to_TC_3.Byte 2 and the result of the
consequent action, this reply code can have several values:
· echo of CVC_to_TC_3.byte 2 (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.byte 3) is invalid.

To retry the write operation of the configuration set index, make sure that a valid
index is specified.

Here the index value of the new requested configuration set index is shown. There are different
values possible:
· echo of CVC_to_TC_3.byte3 (=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.byte4 (=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.byte3 and TC_to_CVC.byte4 will show the same value.
When a new configuration set has been selected successfully however, TC_to_CVC.byte3 and
TC_to_CVC.byte4 will show a different index value. Only after a normal power down of the
TCON.H312 (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.

Communication Overview Selecting a Configuration Set
Request configuration set selection TCON.H312 Reply Message

CVC_to_TC_3.byte1 = 80h TC_to_CVC_2
NO Write Request?
CVC_to_TC_3.byte2
YES
TC_to_CVC_2.byte
NO
New requested index valid? 0 1 2 3 4–7
CVC_to_TC_3.byte3 80h FFh Active Index Active Index FFh
Where Active Index = FFh if no valid configuration set is active
YES
TC_to_CVC_2.byte
NO
Machine conditions OK? 1 2 3 4 5 6 7 8
80h FBh FFh FFh FFh FFh FFh FFh
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

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.H312 (see also chapter 3,
paragraph 4.3.10. ).
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 1 81h = Request code for configuration set parameter handling
86h = Write a new value into the addressed configuration set
parameter
Byte 2 Index to configuration set parameter
Byte 3 New value, in case the write request is active
Byte 4
For legacy reasons, the old TCON.H200 config handling is supported as well. This needs to
be specifically configured by Dana. In this legacy support, the code 81 is handled differently,
code 86 is not supported.
5.5.2. CVC_to_TC3.Byte 1
· 81h = Read the parameter value referred to by the index in byte 2. This is possible at all
times, provided there is a valid configuration active.
· 86h = Write the new desired value (as specified byte 3-4) to the parameter referred to by
the index in byte 1.

This byte is used to set an index to the configuration set parameter that needs to be read or
written. For a detailed list of all supported index values, see paragraph Error! Reference source
not found..
5.5.4. CVC_to_TC_3.Byte 3-4

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 = byte3 + byte4 x 256
For specific scaling factors of certain parameter values, please refer to the table in paragraph
Error! Reference source not found..
TCON.H312 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.H312. This is the standard reply
message that is linked to the CVC_to_TC_3 message (see also chapter 3, paragraph 5.2.11. ).
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
Byte 1 Echo of CVC_to_TC_3.Byte 1
Byte 2 Reply code to operation code of CVC_to_TC_3.Byte 2
Byte 3 Active Configuration Set Parameter Value
Byte 4
Byte 5 Minimum Allowed Configuration Set Parameter Value
Byte 6
Byte 7 Maximum Allowed Configuration Set Parameter Value
Byte 8

Depending on what has been requested in CVC_to_TC_3.Byte 2 and the result of the
consequent action, this reply code can have several values:
· echo of CVC_to_TC_3.byte 2 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.
· FB(hex) = a request to write a new value to a configuration set parameter was sent, but
the machine conditions to allow this where not fulfilled! These machine
conditions are the ones described in paragraph 5.1.
To retry the write operation of the configuration set parameter, make sure that
these conditions are fulfilled first.
· FC(hex) = a request to write a new value to a configuration set parameter was sent and
the value was accepted, but the writing to flash memory was not possible
because another write operation to flash memory was still busy.
A possible cause is that 2 write operations were requested within a very short
time. Please repeat the request again later.
REMARK: Writing to flash memory can easily take a few hundred milliseconds.
Respecting a time delay between to write requests of minimum 500 ms is
recommended.
· FD(hex) = a request to write a new value to a configuration set parameter was sent BUT
the value was not accepted because it is not within the allowed range!
Make sure to specify a value within the allowed range (see the minimum –
maximum values further)
· FE(hex) = a request was made containing a non-existing index to a configuration set
parameter. Make sure to use only supported index values (see list in paragraph
Error! Reference source not found.).
Make sure to select a valid configuration set first!
5.6.3. TC_to_CVC_2.Byte 3-4: 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.byte3-4.
Data format:
Active value = byte3 + byte4 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.byte3-4, please refer to the table in paragraph

Error! Reference source not found. 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.byte3-4 will
contain FFFF (hex). This is the case with TC_to_CVC_2.byte2 being FB(hex) or FE(hex).
5.6.4. TC_to_CVC_2.Byte 5-6: Minimum Value

In an identical format to TC_to_CVC_2.Byte 3-4, these bytes contain the minimum allowed value
for the referred configuration set parameter.
5.6.5. TC_to_CVC_2.Byte 7-8: Maximum Value

In an identical format to TC_to_CVC_2.Byte 3-4, these bytes contain the minimum allowed value
for the referred configuration set parameter.

Communication Overview Editing a Configuration Set

Parameter
Request configuration set parameter handling TCON.H312 Reply Message
CVC_to_TC_3.byte1 = 81h TC_to_CVC_2
TC_to_CVC_2.byte
NO
Valid configuration set 1 2 3 4 5 6 7 8
active? 81h FEh FFh FFh FFh FFh FFh FFh
YES
TC_to_CVC_2.byte
Valid parameter index? 1 2 3 4 5 6 7 8
CVC_to_TC_3.byte1
81h FEh FFh FFh FFh FFh FFh FFh
86h
YES
TC_to_CVC_2.byte
Machine conditions OK? 1 2 3 4 5 6 7 8
86h FBh FFh FFh FFh FFh FFh FFh
YES
TC_to_CVC_2.byte
New value in allowed range? 1 2 3 4 5 6 7 8
CVC_to_TC_3.byte3-4 86h FDh Act value Min value Max value
YES
Set active value to new value
Writing to flash memory allowed?

TC_to_CVC_2.byte
1 2 3 4 5 6 7 8
YES 81h XXh Act value Min value Max value
86h
Where XXh = echo of CVC_to_TC_3.byte2

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 byte1 = 80h and byte2 = 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 byte1 = 80h, byte2 = 01h and
byte3 containing the requested index (see details above). Remember to check the TCON.H312
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.H312’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.H312 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.H312.

· It is strongly recommended to check if the new selected value for the parameter has
indeed been accepted by interpreting the TCON.H312 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.H312 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.H312 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.H312 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.H312 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.H312 (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.

Chapter 3: TCON.H312 CAN EDI Protocol Description
CHAPTER 3:
TCON.H312 CAN
EDI Protocol
Description

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.
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.H312 supports data acquisition and parameter editing using the CAN
communication interface.
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.
Proprietary Messages from Central Vehicle Controller

(CVC) to Transmission Controller (TC)
CVC_to_TC_1: Remote control message
Message identifier: CFF20xx (Hex) (CAN 2.0 B Þ 29 bit identifier)
Priority code + Rbit ( = 0 ) + DPbit ( = 0 ) Message ID Address sender
C (Hex) = 01100 (Bin) : Priority Þ 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
Byte 1 Bit 1 Direction
Bit 2 selection
Shift lever position (if not used : all bits should be 1)
Bit 3 0 Bit 2 Bit 1 Bit 7 Bit 6 Bit 5
Bit 4 0 0 0 : neutral 0 0 1 : 1st
Bit 5 0 1 : forward 0 1 0 : 2nd
Range
Bit 6 1 0 : reverse 0 1 1 : 3rd
selection
Bit 7 1 0 0 : 4th
Bit 8 Fault state of 1 0 1 : 5th
shift lever Bit 8
0 : no fault detected on shift lever
1 : fault detected on shift lever (neutral will be forced)
Byte 2 Bit 9 Selection :
automatic/manual
Auto/manual shift (if not used : all bits should be 1)
0 : manual shift mode – 1 : automatic shift mode
Bit 10
Inching enable/disable (if not used : all bits should be 1)
Inching enable
Bit 11
Bit 11 Bit 10
0 0 : inching disabled
0 1 : inching enabled
1 0 : reserved
1 1 : function not supported over CAN
Bit 12
Bit 13
Neutral lock (if not used : all bits should be 1)
Neutral lock
Bit 13 Bit 12
0 0 : not locked
0 1 : locked in neutral
1 0 : reserved
Bit 14
Parking brake (if not used : all bits should be 1)
Parking brake
Bit 15
Bit 15 Bit 14
0 0 : parking brake off
0 1 : parking brake on
1 0 : reserved
Bit 16 1 Reserved
Byte 3 Bit 17
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 %
values may be used to indicate idle (0%), half (50%) and full throttle
Bit24
(100%) conditions.
Byte 4 Bit 25
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

Note : If the vehicle has no real analogue brake pedal sensor, the discrete %
Bit 32
values may be used to request declutch (100%) or not (0%).

Value Detail
Byte 5 Bit 33
4/2 Wheel drive (if not used : all bits should be 1)
Bit 34
2/4 Wheel drive

Bit 34 Bit 33
0 0 : 2 Wheel Drive
0 1 : 4 Wheel Drive
1 0 : reserved
Bit 35
Low/High Range (if not used : all bits should be 1)
Low/High Range
Bit 36
Bit 36 Bit 35
0 0 : High Range
0 1 : Low Range
1 0 : reserved
Bit 37
Operator seated detection (if not used : all bits should be 1)
Bit 38
Operator Bit 38 Bit 37
seated 0 0 : operator is not seated
detection 0 1 : operator is seated
1 0 : reserved
Bit 39
Inhibit upshifting (if not used : all bits should be 1)
Bit 40
Bit 40 Bit 39
Inhibit
0 0 : inhibit upshifting disabled
Upshifting
0 1 : inhibit upshifting enabled
1 0 : reserved
Byte 6 Bit 41
Maximum speed (if not used : all bits should be 1)
Maximum
speed
… 0 = 0 km/h
80 = 80 km/h
Bit 48 255 = measurement not supported
Byte 7 Bit 49
Start in 1st / start in 2nd (if not used : all bits should be 1)
Start 2nd / start
Bit 50
Bit 50 Bit 49
1st
0 0 : 1st gear starting request

0 1 : 2nd gear starting request
1 0 : reserved
Bit 51
Reduced vehicle speed (if not used : all bits should be 1)
speed enable /
Bit 52
Reduced
disable
Bit 52 Bit 51
0 0 : reduced vehicle speed limit disabled
0 1 : reduced vehicle speed limit requested
1 0 : reserved

Bit 53
Vehicle speed enhanced resolution
Vehicle speed
Bit 54
(if not used : all bits should be 1)
enhanced
resolution
Bit 54 Bit 53
0 0 : vehicle speed enhanced resolution disabled (1kph/mph)
0 1 : vehicle speed enhanced resolution requested (0,2 kph/mph)
1 0 : reserved
Bit 55 1 Reserved
Bit 56 1 Reserved
Byte 8 Bit 57
Hydraulic lever position (if not used : all bits should be 1)
Hydraulic lever
0= 0%
…
position
100 = 100 %
254 = fault related to hydraulic lever position sensing
Bit 64

CVC_to_TC_2: Remote control message 2

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.H312,
but once the CVC_to_TC_2 message has been successfully sent to the TCON.H312, 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 Þ 29 bit identifier)

Repetition rate : once after power up of TCON.H312 or any rate; rate of 1 s is
recommended
Timeout : no timeout
DLC : 8
Value Detail
Byte 1 Bit 1
… … FFFFFFFF
Reserved (all bits should be 1)
(Hex)
Byte 4 Bit 32
Byte 5 Bit 33
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
254 = fault related to engine speed sensing
Bit 40
255 = reserved
Byte 6 Bit 41
Reduced vehicle speed (if not used : all bits should be 1)
speed limit
Reduced
vehicle
…
0 = 0 km/h
80 = 80 km/h
Bit 48
Byte 7 Bit 49 FF(Hex)
…
Reserved (all bits should be 1)

CVC_to_TC_3: Context Specific Data Exchange
4.3.1. CVC_to_TC_3 Û TC_to_CVC_2 Principle
Unlike all other messages supported by the TCON.H312 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.H312, 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 1 determines the action request of the
message. Byte 1, the request code, is in fact a code to determine what the action of the
TCON.H312 controller will be. Depending on the request code, bytes 2 to 8 will have a
different meaning.
For some request codes bytes 2 to 8 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.H312 will result in a reply
message, always being the message TC_to_CVC_2. The contents of this message will also
be dependent 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 1 is needed and bytes
2 to 8 will be irrelevant
request codes where extra information needs to be specified to the TCON.H312, so some or
all of bytes 2 to 8 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 1.

4.3.2. CVC_to_TC_3 Message Specification

Message identifier : CFF22xx(Hex) (CAN 2.0 B Þ 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).
4.3.3. CVC_to_TC_3: Data request

Value Detail
Byte 1 Bit 1
Request code (if do nothing : all bits should be 1)
The following codes can only be used for data request
Request code
For the description of the reply format, see paragraph 5.2.2. .

Supported values :
00(Hex) = HW serial number
01(Hex) = HW partnumber
02(Hex) = HW version

03(Hex) = SW partnumber
04(Hex) = SW version
… 05(Hex) = APT-file partnumber
06(Hex) = APT-file version
07(Hex) = OEM GDE-file partnumber
08(Hex) = OEM GDE-file version
09 (Hex) = Product name
0A(Hex) = DANA transmission serial number
0B(Hex) = OEM Vehicle ID
0C(Hex) = OEM Reference 1
0D(Hex) = OEM Reference 2
0E(Hex) = OEM Reference 3
0F(Hex) = OEM Reference 4
Bit 8
30(Hex) = input / output state
31(Hex) = speed sensor state
32(Hex) = analogue input state (first 7)
33(Hex) = analogue output state
34(Hex) = speed sensor state rpm
35(Hex) = torque converter state
36(Hex) = service & operation time
37(Hex) = analogue input state (next 5)
41(Hex) = total travelled distance
70(Hex) = TCON.H312 user interface
(FF(Hex) = do nothing)
Byte 2 Bit 9 FF(Hex) (all bits should be 1)

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

4.3.4. CVC_to_TC_3: Error Info

Value Detail
Byte 1 Bit 1
Request code
The following codes can be used to read the error info from the
TCON.H312 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 8
14(Hex) = clear inactive errors buffer

Byte 3 FF(Hex)
Byte 4 FF(Hex)
… These bytes have no relevance with the request types described above
Byte 5 FF(Hex) To avoid any confusion and following the principle of the SAE J1939
Byte 7 FF(Hex)

Usage of CVC_to_TC_3 to read TCON.H312 error info
In the TCON.H312, 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.H312 will reply the error info. When there
are no more errors present, the TCON.H312 will reply a code indicating this (see paragraph
5.2.3. )
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.
REMARK: when repeating the request codes for reading the error info from the TCON.H312, a
rate of 100 ms or more is recommended, to avoid unnecessary high load on the CAN-bus and the
TCON.H312.
4.3.5. CVC_to_TC_3: Resettable Distance Counter

Value Detail
Byte 0 Bit 0
Request code
Request The following code can be used to read and/or reset the distance
code day counter.
… For the description of the reply format, see paragraph 5.2.2. .
Supported values :
40(Hex) = read/reset resettable distance day counter
Bit 7
Byte 1 Bit 8
Command code
… Command
01(Hex) = reset the value of the distance day counter
code
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

Byte 5 … FF(Hex) To avoid any confusion and following the principle of the SAE J1939
Byte 7 FF(Hex)
Bit 63
4.3.6. CVC_to_TC_3: Total Distance Counter

Value Detail
Byte 0 Bit 0
Request code
Request The following code can be used to read and/or reset the distance
code day counter.
… For the description of the reply format, see paragraph 5.2.2. .
Supported values :
41(Hex) = read total distance counter
Bit 7
Byte 1 Bit 8
Command code
… Command
code
FF(Hex) = read the current value of the total distance counter
Bit 15
These bytes have no relevance with the request type described above
… To avoid any confusion and following the principle of the SAE J1939
standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Bit 63

4.3.7. CVC_to_TC_3: Calibration Control

Value Detail
Byte 1 Bit 1
Request code
The following codes can be used to control the different
calibration procedures.
For the description of the reply format, see paragraphs 5.2.
For a detailed description of correct usage of this codes, refer to
chapter 1 paragraphs 4 and 5.
Supported values :
Request code
…
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
transmission mode of the TCON.H312 has to be set to ‘calibration
mode’ (see paragraph 4.3.8. )
Bit 8
Byte 2 Bit 9
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 16
Byte 3 FF(Hex)
Bit 17 (all bits should be 1)
Byte 4 FF(Hex)
Byte 5 FF(Hex) These bytes have no relevance with the request types described above
Byte 7 FF(Hex)

4.3.8. CVC_to_TC_3: Calibration mode selection

Value Detail
Byte 1 Bit 1
Request code
The following code can be used to select the calibration mode in
Request code
the TCON.H312.
…
Supported values :
71(Hex) = select transmission mode
Bit 8
Byte 2 Bit 9
Transmission mode
This byte specifies the requested mode.
Supported values :
Transmission mode
00(Hex) = normal mode

09(Hex) = calibration mode
0A(Hex) = heat mode
… 0B(Hex) = Dana reserved mode
0C(Hex) = stall mode
Note : upon reception of the new mode, the TCON.H312 immediately
changes its mode. The request is dropped if either the controller is
powered down or a new mode is selected.
Bit 16
Byte 3 FF(Hex)
Bit 17 (all bits should be 1)
Byte 4 FF(Hex)
Byte 6 FF(Hex) standard, it is recommended to set all bits to 1 (= all bytes to FF(Hex) ).
Byte 7 FF(Hex)

4.3.9. CVC_to_TC_3: Configuration Set Selection

Value Detail
Byte 1 Bit 1
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 8 80(Hex) = configuration set selection
Byte 2 Bit 9
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 16
Byte 3 Bit 17
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 24
Byte 5 FF(Hex)
These bytes have no relevance with the request types described above

4.3.10. CVC_to_TC_3: Configuration Set Parameter Handling

Value Detail
Byte 1 Bit 1
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 5.2.11. .
…
Supported values :
81(Hex) = read the value of the addressed configuration set parameter
Bit 8 86(Hex) = write a new value into the addressed configuration set parameter
Byte 2 Bit 9
Parameter Index
Here the index value is be specified to the parameter that needs to be
Parameter
addressed.
Index
….
Valid range for the “parameter index” = 00(Hex) – F1(Hex)
For a detailed description of this index value, refer to the table in
chapter 2 paragraph Error! Reference source not found..
Bit 16
Byte 3 Bit 17
New Parameter Value
(if read request, all bits should be 1)
If the command code request for a new value to be written to the addressed
New Parameter Value
parameter, the new value is specified here as follows:
… … New Parameter Value = byte3 + byte4 x 256
The exact meaning of this value depends on the parameter being addressed
and is listed in the table in chapter 2 paragraph Error! Reference source
not found..
For just reading the current value of the addressed parameter, set this byte to
Byte 4 Bit 32 FF(Hex).

Byte 8 FF(Hex)
Bit 64

4.3.11. 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.H312 in a CAN bus network!
Value Detail
Byte 1 Bit 1
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)
DANA Reserved Request code
1D (Hex)
3A (Hex)
…
3B (Hex)
3C (Hex)
3D (Hex)
50 (Hex)
7F (Hex)
82 (Hex)
83 (Hex)
90 (Hex)
A0 (Hex)
Bit 8 AA (Hex)
AB (Hex)
Byte 2 Bit 9
Byte 3
DANA Reserved
DANA Reserved
Byte 4
…
Byte 5
Byte 6
Byte 7
Byte 8 Bit 64

CVC_to_TC_4: Remote Transmission Control 1

Message identifier: CFF26xx (Hex) (CAN 2.0 B Þ 29 bit identifier)
Originator: Central vehicle controller
Repetition rate: 20 ms
Timeout: 200 ms
DLC: 8
Value Detail
Byte 1 Bit 1
Towing disconnect / (if not used : all bits should be 1)
Towing transmission engage request
disconnect/
Bit 2 Bit 1
transmission
0 0 : Transmission engage request
Bit 2 engage
0 1 : Towing disconnect request
request
1 0 : reserved
Bit 3
Lockup enable/disable request (if not used : all bits
should be 1)
Lockup
enable/disable Bit 4 Bit 3
request 0 0 : Lockup disable request
Bit 4 0 1 : Lockup enable request
1 0 : reserved
Bit 5
Exhaust brake (if not used : all bits should be 1)
Bit 6 Bit 5
Exhaust brake 0 0 : Exhaust brake not activated
Bit 6 0 1 : Exhaust brake activated
1 0 : reserved
Bit 7
Retarder (if not used : all bits should be 1)
Bit 8 Bit 7
Retarder 0 0 : Retarder not activated
Bit 8 0 1 : Retarder activated
1 0 : reserved

Value Detail
Byte 2 Bit 9
Eco mode request (if not used : all bits should be 1)
… ECO mode Bit 10 Bit 9
0 0 : Eco mode not active
Bit 10 0 1 : Eco mode activated
1 0 : reserved
Bit 11
Loader Mode (if not used : all bits should be 1)
… Bit 12 Bit 11
Loader Mode 0 0 : Driving
Bit 12 0 1 : Loading
1 0 : reserved
Bit 13 Redundant Redundant neutral (if not used : all bits should be 1)
neutral
… Bit 14 Bit 13
0 0 : not neutral
0 1 : neutral selected
Bit 14 1 0 : reserved
Bit 15 Declutch Declutch request (if not used : all bits should be 1)
request Bit 16 Bit 15
…
0 0 : no declutch
0 1 : declutch request
Bit 16
1 0 : reserved
Byte 3 Bit 17 Kickdown Kickdown request (if not used : all bits should be 1)
Request Bit 18 Bit 17
…
0 0 : no kickdown
0 1 : kickdown request
Bit 18
1 0 : reserved
Bit 19 Declutch Declutch Allowed (if not used : all bits should be 1)
Allowed Bit 20 Bit 19
…
0 0 : no declutch allowed
0 1 : declutch allowed
Bit 20
1 0 : reserved
Bit 21 Shift lever Shift Lever input Selection (if not used : all bits should be 1)
input selection Bit 22 Bit 21
…
0 0 : standard shift lever select request
0 1 : F/R switch select request
1 0 : reserved
Bit 22
Remark: this functionality must be activated by Dana. The conditions to

allow/grant a newly requested input are also configured separately by Dana.

Value Detail
Bit 23 Seat Seat Orientation (if unused: all bits should be 1)
Orientation Bit 24 Bit 23
…
0 0 : seat console oriented in normal position
0 1 : seat console oriented in inverted position
Bit 24
1 0 : reserved
Byte 4 Bit 25 FF(Hex) Reserved (all bits should be 1)
… … …

Byte 7 Bit 49
Output shaft speed
… Real output Conversion : requested speed = ( byte 8 * 256 + byte 7 ) * 0.125 [RPM]
shaft speed
Byte 8 Bit 64

Proprietary Messages from Transmission Controller (TC)

to Central Vehicle Controller (CVC)
TC_to_CVC_1: Broadcasted transmission info
Message identifier : CFF2303(Hex) (CAN 2.0 B Þ 29 bit identifier)
C (Hex) = 01100 (Bin) : Priority Þ 3 (Dec) FF23 (Hex) = 65315 (Dec) 03 (Hex) = 3 (Dec)
Originator : Spicer TCON.H312 transmission controller
DLC : 8
Value Detail
Byte 1 Bit 1 Driving
Bit 2 Direction
Coded transmission position
Bit 4 0 0 0 : neutral 0 0 1 : 1st
Bit 5 0 1 : forward 0 1 0 : 2nd
Gear
Bit 6 1 0 : reverse 0 1 1 : 3rd
Position
Bit 7 1 0 0 : 4th
Bit 8 Fault State 1 0 1 : 5th
Transmission Bit 8
Control Outputs 0 : no fault detected on transmission control outputs
: fault detected on transmission control outputs
Byte 2 Bit 9 Direction
Bit 10 selection
Coded shift lever position
Bit 12 0 0 0 : neutral 0 0 1 : 1st
Bit 13 0 1 : forward 0 1 0 : 2nd
Range
Bit 14 1 0 : reverse 0 1 1 : 3rd
Selection
Bit 15 1 0 0 : 4th
Bit 16 Fault state of 1 0 1 : 5th
shift lever
Bit 16
0 : no fault detected on shift lever
1 : fault detected on shift lever (neutral will be forced)

Value Detail
Byte 3 Bit 17
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.
Bit 24
Byte 4 Bit 25
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 32 255 = reserved
Byte 5 Bit 33
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 40
Byte 6 Bit 41
Throttle pedal position
Conversion : throttle pedal position = byte 5 [%]
Throttle pedal
position
0= 0%
…
100 = 100 %
254 = fault related to throttle pedal position sensing
Bit 48
Byte 7 Bit 49
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 56

Value Detail
Byte 8 Bit 57
Automatic
Auto/manual mode
/ manual 0 : manual mode
1 : automatic mode
Bit 58
Warning light
Warning light state
state 0 : normal driving
1 : warning
Bit 59
Bit 60 Operating mode
Operating mode
Bit 61 Bit 61 Bit 60 Bit 59
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 62
Shift in progress
Shift in progress
0 : steady state
1 : a shift is currently in progress
Bit 63
Fault state
Fault state
0 : no fault is currently present
1 : there is a fault active
Bit 64
Old fault state
Old fault state
0 : no inactive fault is currently present
1 : there has been a fault, which was not shown before

TC_to_CVC_2: Context Specific Data Exchange

5.2.1. TC_to_CVC_2 Message Specification
Repetition rate : in reply to CVC_to_TC_3
DLC : 8
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.H312 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.H312, which in return will send the TC_to_CVC_2 as reply.
Please also refer to paragraph 4.3.1. for further details.

5.2.2. TC_to_CVC_2: Data request

Value Detail
Byte 1 Bit 1
Reply code
Echo of the request code in byte 1 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.

…
05(Hex) = APT-file partnumber
09 (Hex) = Product name
Reply code

0B(Hex) = OEM Vehicle ID
Bit 8 31(Hex) = speed sensor state
40(Hex) = resetable distance (daycounter)
41(Hex) = total traveled distance
(FF(Hex) = do nothing)

Byte 2 Bit 9
Requested data
… … The format of the requested data in the reply is naturally
dependant on the reply code:
Byte 8 Bit 64
05(Hex) = APT-file partnumber
09(Hex) = Product name
Byte 2 – 8: 7 character ASCII string, containing the HW serial number,
HW partnumber,…
Byte 2 – 5: ASCII serial number prefix (e.g.: NBEA)
Each byte represents the ASCII code value of 1 character of
the prefix
Byte 6 – 8: serial number (e.g.: 123456)
Serial number = (Byte 8) * 216 + (Byte 7) * 28 + (Byte 6)
0B(Hex) = Vehicle ID
Byte 2 – 8: 7 character ASCII string, containing the Vehicle ID or OEM
reference 1, 2, 3 or 4
In case the requested identification parameter is not available,
the TCON.H replies with bytes 2 – 8 = FF(Hex).
Byte 2– 3 : input state
Bit 9 = input 0 : 0 = open input / 1 = input connected to V bat
Bit 11 = input 2 : 0 = open input / 1 = input connected to Vbat
Bit 15 = input 6 : 0 = open input / 1 = input connected to Vbat
Bit 19 – 23 = reserved
Remark: non configured inputs are also monitored depending of the

voltage on the line.
Byte 4 – 5 : output state
Bit 25 = AnOut 0: 0 = switched off / 1 = modulating or connected to Vbat


Bit 30 = High side Out 0: 0 = switched off / 1 = connected to Vbat
Bit 33 = High side Out 3: 0 = switched off / 1 = connected to V bat
Bit 34 = Low side Out 0: 0 = switched off / 1 = connected to Gnd
Bit 38 – 40 = reserved
Byte 6 : switched Vbat
Conversion : voltage = byte 6 / 5 [V]
0 = 0.0 V
253 = 50.6 V
254 = fault related to the voltage sensing
Byte 7 : permanent Vbat
0 = 0.0 V
253 = 50.6 V
Byte 8 : speed sensor voltage supply

0 = 0.0 V
253 = 50.6 V
31(Hex) = speed sensor state

Byte 2 – 7: speed frequencies
The speed values are coded with 12 bit precision and 8 Hz resolution.
Conversion (formula and result is hexadecimal):
Engine speed = ( byte 2 + (( byte 3 & 0F ) * 100 ))hex [Hz]
Turbine speed = ((( byte 3 & F0 ) / 16 )) + ( byte 4 * 10 ))hex [Hz]
Drum speed = ( byte 5 + (( byte 6 & 0F ) * 100 ))hex [Hz]
Output speed = ((( byte 6 & F0 ) / 16 )) + ( byte 7 * 10 ))hex [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 8 : reserved


Byte 2 = AnaIn Rin0
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 2 * 10000 / 256 [Ω]
Byte 3 = AnaIn Rin1
Conversion see Byte 2 ( replace byte 2 by byte 3 )
Byte 4 = AnaIn type B: 0
0 = 0 counts
253 >= 1012 counts
Input voltage = byte 4 * 5000 / 256 [mV]

Remark: non configured inputs are also monitored depending of the

voltage on the line.

Byte 2 = AnaOut 0 current
Conversion : analogue output current = byte 2 * 4 [mA]
0 = 0 mA ( 0 %)
253 >= 1012 mA ( 99 %)
254 = fault related to the analogue output
Conversion see above ( replace byte 2 by byte 3 )


Byte 7 = obsolete
Byte 8 = obsolete

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 function instead of
electrical connection
Byte 2 – 7: speed values in rpm

The speed values are coded with 12 bit precision and 8 rpm
resolution.
Conversion (formula and result is hexadecimal):
Engine speed = ( byte 2 + (( byte 3 & 0F ) * 100 ))hex [rpm]
Turbine speed = ((( byte 3 & F0 ) / 16 )) + ( byte 4 * 10 ))hex [rpm]
Drum speed = ( byte 5 + (( byte 6 & 0F ) * 100 ))hex [rpm]
Output speed = ((( byte 6 & F0 ) / 16 )) + ( byte 7 * 10 ))hex [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 8 : reserved

Byte 2 - 3 : impeller torque
Conversion : impeller torque = ( byte 3 * 256 + byte 2) [Nm]
Byte 4 - 5 : turbine torque
Conversion : turbine torque = ( byte 5 * 256 + byte 4) [Nm]
Byte 6 - 7 : speed ratio
Conversion : speed ratio = ( byte 7 * 256 + byte 6) / 1024
Byte 8 : reserved (FF(Hex))

Byte 2 - 5 : total operation time (engine running)
Conversion :
total operation time = ( byte5 * 224 + byte4 * 216 + byte3 * 28 + byte2 ) [s]
Byte 6 - 8 : 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 :
service time = (byte6 + byte7 * 28 + byte 8 * 216) – 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

Byte 2 = AnaIn type C: 0
Conversion : approx. analogue input counts = byte 2 * 4
0 = 0 counts
253 >= 1012 counts
Input voltage = byte 2 * 5000 / 256 [mV]
Byte 7 - 8 : reserved
40(Hex) = resetable distance (daycounter)

See command 41 (total travelled distance)
41(Hex) = total traveled distance
Byte 2 - 5 : total operation time (engine running)
Conversion :
distance = ( byte 5 * 224 + byte 4 * 216 + byte 3 * 28 + byte 2 ) / 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.

5.2.3. TC_to_CVC_2: Error Info

5.2.3.1 DM message format
Both active and inactive errors are communicated according to the SAE J1939 standard. These
messages are described in the J1939-73 document. The message format is dependant on the number of
messages. Please refer to the J1939-21 document for more information.
5.2.3.2 Error requests (obsolete)

Value Detail
Byte 1 Bit 1
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 8 14(Hex) = clear inactive errors buffer
Byte 2 Bit 9
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 16
Byte 3 Bit 17
…
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 24
Byte 4 Bit 25
Number of Occurrences
occurrences
Number of
… … The fault area is the first part of the error code defining a fault, indicating the
area of the fault.
Byte 5
Bit 40 Conversion: number of occurrences = byte 5 * 256 + byte 4
Byte 6 Bit 41
Time Ago
Time Ago
… … Time ago indicates how long the fault has last been active. If the last
occurrence was more than 36 hours ago, 36 hours is reported.
Byte 7
Bit 56 Conversion: time ago = (byte 7 * 256 + byte 6) * 2 [sec.]

Byte 8 Bit 57
Fault Severity
Byte 8 : 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 64
If no more active or inactive errors are present, the fault area and fault type will
be FF(Hex) (see also description paragraph 4.3.4. ).
For a more detailed description about the error info, please refer to chapter 4.
5.2.4. TC_to_CVC_2: Calibration Control: Analog Input

Signals
Value Detail
Byte 1 Bit 1
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 0.

… Supported values :
20(Hex) = throttle pedal calibration
21(Hex) = brake pedal calibration
25(Hex) = hydraulic lever calibration
Bit 8
Byte 2 Bit 9
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 16 06(Hex) : Calibration on hold
Byte 3 Bit 17
… 00(Hex) Reserved = 00(Hex)
Bit 24

Byte 4 Bit 25
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
48(Hex) = ‘H’ = hydraulic lever calibration
Bit 32
Byte 5 Bit 33
Calibration Status
Status
… 00(Hex) : Calibration not active
Bit 40 03(Hex) : Calibration active
Byte 6 Bit 41
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
…
08(Hex) : hold pedal, lever,… of anlog input signal in current position
09(Hex) : check error code
Bit 48 0A(Hex) : apply parking brake
0B(Hex) : select reverse
Byte 7 Bit 49
… Analog Input
Analog Input Value
…
value The measured value of the analog input signal being calibrated:
Byte 8
Bit 64 Conversion: Analog input value = (byte7 + byte 8 * 2 8 ) [mV or Ohm]
5.2.5. TC_to_CVC_2: Calibration Control: Heating mode

Value Detail
Byte 1 Bit 1
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
Reply code
… mode is active.
Supported values :
26(Hex) = transmission heating mode
Bit 8
Byte 2 Bit 9
… Heating mode
Heating Mode State
state 00(Hex) : minimum required transmission temperature not reached yet
Bit 16 01(Hex) : minimum required transmission temperature reached

Byte 3 Bit 17
… Measured
Measured Temperature
temperature Conversion: Temperature = byte3 - 50 [°C]
Bit 24
Byte 4 Bit 25
…
Minimum Minimum Required Temperature
required
temperature Conversion: Temperature = byte4 - 50 [°C]
Bit 32
Byte 5 Bit 33 FF(Hex) Reserved = FF(Hex)
Byte 6 User action 1 03(Hex) : select neutral
…
Byte 7 User action 2 01(Hex) : push pedal, lever,… of analog input signal

5.2.6. TC_to_CVC_2: Automatic Transmission Calibration

Control
Value Detail
Byte 1 Bit 1
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 5.2.
Supported values :
Bit 8 22(Hex) = transmission calibration
Byte 2 Bit 9
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 16 06(Hex) : calibration on hold
Byte 3 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 4 Bit 24
ASCII code value of a character representing the clutch being calibrated:
46(Hex) = ‘F’ = forward direction clutch
…
48(Hex) = ‘H’ = forward high direction clutch
52(Hex) = ‘R’ = reverse direction clutch
31(Hex) = ‘1’ = 1st range clutch
32(Hex) = ‘2’ = 2nd range clutch
ASCII Code
Bit 32
33(Hex) = ‘3’ = 3rd range clutch
34(Hex) = ‘4’ = 4th range clutch
When calibrating valves (Pressure to current):

31(Hex) = ‘1’ = 1st valve
32(Hex) = ‘2’ = 2nd valve
33(Hex) = ‘3’ = 3rd valve

Byte 5 Bit 33
Calibration Status
Status
… 00(Hex) : Calibration not active
Bit 40 03(Hex) : Calibration active
Byte 6 Bit 41
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
…
08(Hex) : keep the throttle pedal in its current position
09(Hex) : check error code (see bytes 7 – 8)
Bit 48 0A(Hex) : apply parking brake
0B(Hex) : select reverse
Byte 7 Bit 49
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 byte6 = 09(Hex) !
Byte 8 …
Conversion: error code = byte7 + “.” + byte 8
When there are error codes to be checked during the automatic

transmission calibration, it is recommended to keep track of these
Bit 64
error codes and contact a DANA Service representative.

5.2.7. TC_to_CVC_2: Calibration Control: Abort Command

Value Detail
Byte 1 Bit 1
Reply Code
When it is necessary to abort any running calibration, the request
code 23(Hex) will be sent to the TCON.H312. In return this reply will
Reply code
be sent (single reply)
…
the chapter 1 paragraphs 0 and Error! Reference source not found..
Supported values :
Bit 8 23(Hex) = transmission calibration
Byte 2 Bit 9 XX(Hex) Not relevant = XX(Hex) = value can be anything, depending on calibration mode
…
Byte 3 Bit 24 XX(Hex) Not relevant = XX(Hex) = value can be anything, depending on calibration mode
Byte 4 Bit 25
ASCII
Code
… ASCII code value of a character indicating that calibration is aborted:

41(Hex) = ‘A’ = forward direction clutch
Bit 32
Byte 5 Bit 33
Calibration Status
Status
… Value indicating that calibration is aborted:

Bit 40 00(Hex) : Calibration not active

…
Byte 7 FF(Hex) Reserved = FF(Hex)

5.2.8. TC_to_CVC_2: Statistics (Obsolete, only legacy

supported)
Value Detail
Byte 1 Bit 1
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
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
64(Hex) = statistic temperature limit
Bit 8
Byte 2 Bit 9
Statistics Counter
Counter value indicating the number of occurrences:
Statistics counter
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
Conversion:
Counter = ( byte 4 * 216 + byte 3 * 28 + byte 2 )
0 .. 4094 : valid counter value
Byte 4 Bit 32 4095 : statistics counter not available
Byte 5 Bit 33
Statistics Timer
Counter value indicating the number of occurrences:
Statistics timer
52(Hex) – 5A(Hex) = time spent in the addressed gear

… … 5B(Hex) – 63(Hex) = time of overspeed state in the addressed gear
64(Hex) = time of overtemperature state
Conversion:
Timer = ( byte 8 * 224 + byte 7 * 216 + byte 6 * 28 + byte 3 ) / 10 [s]
Byte 8 Bit 64

5.2.9. TC_to_CVC_2: Calibration mode selection

Value Detail
Byte 1 Bit 1
Reply code
Reply code
… the request that was sent.
Supported values:
71(Hex) = select mode
Bit 8
Byte 2 Bit 9
Calibration mode
Echo of code of the requested transmission mode.
Use this code as an identification to check if the requested mode
was accepted.
Transmission mode
Supported values :
…
00(Hex) = normal mode
09(Hex) = calibration mode
0A(Hex) = heating mode
0B(Hex) = Dana reserved mode
0C(Hex) = stall mode
Bit 16
Byte 3 FF(Hex)
Bit 17
FF(Hex)
… FF(Hex) Reserved = all bytes are FF(Hex)
…
FF(Hex)
FF(Hex)
Byte 8
Bit 64 FF(Hex)

5.2.10. TC_to_CVC_2: Configuration Set Selection

Value Detail
Byte 1 Bit 1
Reply code
Reply code
… For a detailed description of correct usage of this code, refer to
Supported values:
80(Hex) = configuration set selection
Bit 8
Byte 2 Bit 9
Command Acceptance code
acceptance code
Code to indicate if the requested command code of CVC_to_TC_3 (byte2) was

Command
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 16
Byte 3 Bit 17
New selected configuration set index
New Configuration Set Index
Index of the new selected configuration set:
00(Hex) - 04(Hex) = index to a valid configuration set (5 sets available (subject to

… change)
FF(Hex) = no valid configuration set selected
FB(Hex) = writing a new value not accepted because machine conditions not
fulfilled
Bit 24 Note:
If there is no new configuration set selected that still needs to be activated by
restarting the TCON.H312, this index shows the same value as the currently
active configuration set (see byte4).
Byte 4 Bit 25
Active configuration set index
Active Configuration Set Index
Index of the new selected configuration set:
00(Hex) - 05(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 purposes!
Bit 32

Byte 7 … FF(Hex) Reserved = FF(Hex)

Bit 64
5.2.11. TC_to_CVC_2: Configuration Set Parameter Handling

Value Detail
Byte 1 Bit 1
Reply code
Reply code the request that was sent.
…
Supported values:
81(Hex) = reading the value of the addressed configuration set parameter
Bit 8
86(Hex) = writing a new value to the addressed configuration set parameter
Byte 2 Bit 9
Parameter Index Acceptance
Normally this is an echo of the addressed parameter index of CVC_to_TC_3
(byte2), but a special code can be replied if there was a problem with the
request:
Index Acceptance
00(Hex) – F1(Hex) = index to a valid configuration set parameter

Parameter
FB(Hex) = writing a new value not accepted because machine conditions not
… fulfilled
FC(Hex) = writing a new value not accepted because previous write operation
not completed yet
FD(Hex) = writing a new value not accepted because specified value is not
within the allowed range
FE(Hex) = read/write request not accepted because a non-existing configuration
set parameter was addressed
Bit 16
Byte 3 Bit 17
Active Parameter Value
Paramete
r Value
Active
… Active value of the addressed parameter:

Byte 4
Conversion: Parameter Value = byte3 + byte4 x 256
Bit 32
Byte 5 Bit 33
Minimum Parameter Value
Parameter
Minimum
Value
… Minimum allowed value of the addressed parameter:

Byte 6
Conversion: Minimum Value = byte5 + byte6 x 256
Bit 48
Byte 7 Bit 49
Maximum Parameter Value
Parameter
Maximum
Value
… Maximum allowed value of the addressed parameter:

Byte 8
Conversion: Maximum Value = byte7 + byte8 x 256
Bit 64

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 Error! Reference
source not found..
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)
TC_to_CVC_3: Broadcasted Torque Converter info

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

Conversion: turbine torque = byte3 + (byte4 x 256) [Nm]
… …
65279 (FEFF(hex)) = fault related to turbine torque calculation
Byte 4 Bit 32
Byte 5 Bit 33
Speed Ratio
Actual speed ratio (ratio of turbine to engine speed) measured by APC
Speed Ratio
Conversion: speed ratio = ( byte5 + (byte6 x 256) ) / 1024

… …
65279 (FEFF(hex)) = fault related to speed ratio measurement
Byte 6 Bit 48

Byte 7 Bit 49
Convertor out temperature
Conversion : transmission temperature = byte 7 -50 [° C]
Convertor out
temperature
0 = - 50 ° C
…
253 = + 203 ° C
254 = fault related to the temperature sensing
255 = reserved or sensor not available*
Bit 56
*this signal is not available if the transmission is equipped with a switch and not a full
range sensor.
Bit 57
Byte 8
… FF(Hex) Reserved = FF(Hex)
Bit 64
* 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.
TC_to_CVC_4: Optional transmission info 1

CFF2704(Hex)
04 (Hex) = 4 (Dec)
Originator: Spicer TCON.H312 transmission controller
DLC: 8
Value Detail
Byte 1 Bit 1
Towing disconnect /
Towing transmission engage state
disconnect/
Bit 2 Bit 1
Transmission
Bit 2 0 0 : Transmission engaged
engage state
0 1 : In Towing disconnect
1 0 : reserved
Bit 3
Lockup enabled
Lockup Output Bit 4 Bit 3
State 0 0 : Lockup not active
Bit 4 0 1 : Lockup logics active
1 0 : reserved

Value Detail
Bit 5
Exhaust brake state
Bit 6 Bit 5
Exhaust brake 0 0 : Exhaust brake not activated
Bit 6 0 1 : Exhaust brake activated
1 0 : reserved
Bit 7
Retarder state
Bit 8 Bit 7
Retarder 0 0 : Retarder not activated
Bit 8 0 1 : Retarder activated
1 0 : reserved
Byte 2 Bit 9
Eco mode state
… ECO mode Bit 10 Bit 9
0 0 : Eco mode not active
Bit 10 0 1 : Eco mode activated
1 0 : reserved
Bit 11
Loader Mode
… Loader Mode Bit 12 Bit 11
0 0 : Driving
Bit 12 0 1 : Loading
1 0 : reserved
Bit 13
Declutch Activation
… Declutch Bit 14 Bit 13
Activation 0 0 : no declutch
Bit 14 0 1 : declutch
1 0 : reserved
Bit 15
Lockup State
… Lockup State Bit 16 Bit 15
0 0 : Lockup not or not fully closed
Bit 16 0 1 : Lockup closed
1 0 : reserved
Byte 3 Bit 17
Declutch Allowed
… Declutch Bit 18 Bit 17
Allowed 0 0 : no declutch allowed
Bit 18 0 1 : declutch allowed
1 0 : reserved

Value Detail
Bit 19
Shift Lever Selection
Bit 20 Bit 19
Shift Lever
… 0 0 : standard shift lever selected
Selection 0 1 : F/R switch selected
1 0 : reserved
Bit 20 1 1 : function not supported over CAN
Bit 21 Seat Seat Orientation
Orientation Bit 22 Bit 21
…
0 0 : Seat console oriented in normal position
0 1 : Seat console oriented in inverted position
1 0 : reserved
Bit 22
Bit 23 reserved
…
Reserved (all bits will be 1)
Bit 24
Byte 4 Bit 25 FF(Hex) Reserved (all bits will be 1)
… … …

SAE J1939 Standard Messages

TSC1: Speed control # 1
Message identifier : C000003(Hex) (CAN 2.0 B Þ 29 bit identifier)
C (Hex) = 01100 (Bin) : Priority Þ 3 (Dec) 0000 (Hex) = 0 (Dec) 03 (Hex) = 3 (Dec)
Originator: Spicer TCON.H312 transmission controller
Repetition rate: 10 ms or lower (depending on engine type)
DLC: 8
Value Detail
Byte 1 Bit 1 1
Bit 2 0
Control bits
Bit 3 0 Bit 1 – 2 : override control mode
Bit 4 1 01(Bin) : speed control
Bit 5 1
Bit 6 1 Bit 3 – 4 : requested speed control conditions
Bit 7 0 10(Bin) : stability optimized for driveline engaged and/or in lockup
Bit 8 0 condition 1
Bit 5 – 6 : override control mode priority
11(Bin) : low priority
Bit 7– 8 : not defined
00(Bin)
Byte 2 Bit 9
Requested speed
Requested
speed
… … Conversion : requested speed = ( byte 3 * 256 + byte 2 ) * 0.125 [RPM]
Byte 3 Bit 24
Byte 4 Bit 25 00(Hex) Requested torque

… For TCON.H312 application the torque may not be limited and thus should all
bits = 0
Bit 32
Byte 6 FF(Hex) These bytes are not defined.
Byte 8 FF(Hex)
Bit 64

EEC2: Electronic engine controller # 2

Message identifier : CF00300(Hex) (CAN 2.0 B Þ 29 bit identifier)
C (Hex) = 01100 (Bin) : Priority Þ 3 (Dec) F003 (Hex) = 61443 (Dec) 00 (Hex) = 0 (Dec)
Originator: engine controller
DLC: 8
Value Detail
Byte 1 Bit 1 Accelerator
Bit 2 pedal low idle
Status bits (*)
switch Bit 1 – 2: accelerator pedal low idle switch
Bit 3 Accelerator 00(Bin) : accelerator pedal not in low idle condition
Bit 4 pedal kickdown 01(Bin) : accelerator pedal in low idle condition
switch
Bit 5 0 Bit 3 – 4 : accelerator pedal kickdown switch
Bit 6 0 00(Bin) : kickdown passive
Bit 7 0 01(Bin) : kickdown active
Bit 8 0
Bit 5 – 8 : not defined
0000(Bin)
Byte 2 Bit 9
Accelerator pedal position
Accelerator pedal
Bit 10
Bit 11 Conversion: pedal position = byte 2 * 0.4 [%]
position
Bit 12
Bit 13
Bit 14
Bit 15
Bit 16
Byte 3 Bit 17
Bit 18
Load at current speed (*)
Load at current
Bit 19 Conversion : load = byte 3 - 125 [%]

speed
Bit 20
Bit 21
Bit 22
Bit 23
Bit 24
Byte 5 FF(Hex)
These bytes are not defined.
(*) APC does not interpret these signals.

EEC1: Electronic engine controller # 1

Message identifier : CF00400(Hex) (CAN 2.0 B Þ 29 bit identifier)
C (Hex) = 01100 (Bin) : Priority Þ 3 (Dec) F004 (Hex) = 61444 (Dec) 00 (Hex) = 0 (Dec)
Originator : engine controller
Repetition rate : engine speed dependant
DLC : 8
Value Detail
Byte 1 Bit 1
Bit 2 Engine / retarder
Status bits (*)
Bit 3 torque mode Bit 1 – 4 : engine / retarder torque mode
Bit 4 0000(Bin) : low idle governor / no request (default mode)
Bit 5 0 0001(Bin) : accelerator pedal / operator selection
Bit 6 0 0010(Bin) : cruise control
Bit 7 0 0011(Bin) : PTO governor
Bit 8 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
Bit 7 – 8 : not defined
0000(Bin)
Byte 2 Bit 9
Driver’s demand engine – torque (*)
engine -
demand
Driver’s
torque
… Conversion : engine torque = byte 2 - 125 [%]
Bit 16
Byte 3 Bit 17
Actual engine
Actual engine – torque (*)

- torque
… Conversion : engine torque = byte 3 - 125 [%]
Bit 24
Byte 4 Bit 25
Engine speed
Engine
speed
… Conversion : engine speed = ( byte 5 * 256 + byte 4 ) * 0.125 [RPM]

Byte 5
Bit 40

Byte 7 FF(Hex) These bytes are not defined.

Bit 64
(*) APC does not interpret these bytes.

ETC1: Electronic Transmission controller # 1

Message identifier : 18F00203(Hex) (CAN 2.0 B Þ 29 bit identifier)
18 (Hex) = 11000 (Bin) : Priority Þ 6(Dec) F002 (Hex) = 61442 (Dec) 03 (Hex) = 3 (Dec)
Originator : transmission controller
Repetition rate : 100ms
DLC : 8
Value Detail
Byte 1
Bit 1 Transmission
Transmission Driveline Engaged (spn 560)
Driveline
00 - Driveline disengaged
… Engaged 01 - Driveline engaged
10 - Error
Bit 2 11 - Not available
Bit 3
Transmission Torque Convertor Lockup
Transmission Engaged (spn 573)
… Torque
Convertor 00 Torque converter lockup disengaged
Lockup 01 Torque converter lockup engaged
Bit 4 10 Error
11 Not available
Bit 5
Transmission Shift in Progress (spn 574)
Transmission
00 - Shift is not in process
… Shift in 01 - Shift in process
Progress 10 - Error
Bit 6 11 - Not available
Bit 7 0x00
Bit 8
N/A
Byte 2
Bit 9
Transmission Output Shaft Speed (spn 191)
… Transmission
… Output Shaft Resolution: 0.125rpm/bit
Speed Offset: 0
Byte 3 Bit 24 Range: 0 to 8,031.875 rpm
Byte 4 0xFFFF
…
Not supported
Byte 5
Byte 6 Bit 49
…
Transmission Input Shaft Speed (spn 161)
… Transmission
Resolution: 0.125 rpm/bit
Bit 56 input shaft
Offset: 0
Byte 7 speed
Range: 0 to 8,031.875 rpm
Byte 8 0xFF
Not supported

ETC2: Electronic Transmission controller # 2

Message identifier : 18F00503(Hex) (CAN 2.0 B Þ 29 bit identifier)
18 (Hex) = 11000 (Bin) : Priority Þ 6(Dec) F005 (Hex) = 61445 (Dec) 03 (Hex) = 3 (Dec)
DLC : 8
Value Detail
Byte 1
Bit 1 Transmission
Transmission Selected Gear
selected Gear
Resolution: 1 gear value/bit
…
Offset: -125
Range: -125 to 125
Bit 8
Remark: positive values are forward, negative is reverse.
Zero indicates neutral
251 (0xFB) indicates parking brake
Byte 2 Bit 9
Transmission Actual Gear Ratio
Transmission
… … Actual Gear Resolution: 0.001/bit
Ratio Offset:: 0
Range: 0 to 64.255
Byte 3 Bit 24
Byte 4 Bit 25
Transmission Current Gear
… Transmission
Resolution: 1 gear value/bit
Current Gear
Offset: -125
Bit 32
Range: -125 to 125
Remark: positive values are forward, negative is reverse.
Zero indicates neutral
251 (0xFB) indicates parking brake
Byte 5 Bit 33
Transmission Requested Range
… Transmission
Requested Resolution: ASCII
Bit 40 Range Offset: 0
Range: 0 to 255 per byte
Example: 1st gear in forward is represented as “D1”

Byte 6 Bit 41 Remark: Forward is indicated as “D”
… Reverse is indicated as “R”
Parking brake activation can or cannot overwrite this indication
Bit 48 to “P” (parameter setting)
If only 1 character is needed, the first character will be a space

Byte 7 Bit 49 Transmission

… Current Range
Transmission Current Range
…
Resolution: ASCII
Bit 56
Offset: 0
Byte 8 Bit 57 Range: 0 to 255 per byte
Example: 1st gear in forward is represented as “D1”

… Remark: Forward is indicated as “D”
Reverse is indicated as “R”
Parking brake activation can or cannot overwrite this indication
to “P” (parameter setting)
Bit 64 If only 1 character is needed, the first character will be a space
AAI: Auxiliary Analog Information

Message identifier : 18FE8C03(Hex) (CAN 2.0 B Þ 29 bit identifier)
18 (Hex) = 11000 (Bin) : Priority Þ 6(Dec) FE8C (Hex) = 65164 (Dec) 03 (Hex) = 3 (Dec)
DLC : 8
Value Detail
Byte 1
Bit 1 Auxiliary
Auxiliary temperature 1 (spn 441)
Temperature 1
Auxiliary temperature is used to indicate the transmission sump temperature.
…
Resolution: 1°C/bit
Bit 8
Offset: -40°C
Range: -40°C – 210°C
Byte 2
0xFFFFFFFFF
Not supported
… FFFFF
Byte 8

TRF1: Transmission Fluids # 1

Message identifier : 18FEF803(Hex) (CAN 2.0 B Þ 29 bit identifier)
18 (Hex) = 11000 (Bin) : Priority Þ 6(Dec) FEF8 (Hex) = 65272 (Dec) 03 (Hex) = 3 (Dec)
DLC : 8
Value Detail
Byte 1 Bit 1
Clutch Pressure
…
0xFF Not supported
Bit 8
Byte 2 Bit 9
Transmission Oil Level
… 0xFF
Not supported
Bit 16
Byte 3 Bit 17
Transmission Filter Differential Pressure
… 0xFF
Not supported
Bit 24
Byte 4 Bit 25
Transmission Oil Pressure
… 0xFF
Not supported
Bit 32
Byte 5 Bit 33
Transmission Oil Temperature
…
Resolution: 0.03125 °C/bit
Transmission Offset: -273°C
Bit 40 Oil Range: -273 to 1735 °C
Byte 6 Bit 41 Temperature
…
Bit 48
Byte 7 Bit 49
…
Transmission Oil Level High/Low
0xFF
Not supported
Bit 56
Byte 8 Bit 57
…
Transmission Oil Level Countdown Timer
0xF
Not supported
Bit 60
Bit 61
…
Transmission Oil Level Measurement Status
0xF
Not supported
Bit 64

TRF2: Transmission Fluids # 2

Message identifier : 18FD9503(Hex) (CAN 2.0 B Þ 29 bit identifier)
18 (Hex) = 11000 (Bin) : Priority Þ 6(Dec) FD95 (Hex) = 64917 (Dec) 03 (Hex) = 3 (Dec)
DLC : 8
Value Detail
Byte 1 Bit 1
…
Transmission Oil Filter Restriction Switch
Bit 2 0x11
Not supported
Bit 3
…
Transmission Oil Level Switch
0x11
Bit 4
Not supported
Bit 5
…
Transmission Overheating Indicator
Bit 6 0x11
Not supported
Byte 2 Bit 9
Transmission Torque Convertor Oil Outlet
Torque
Temperature
… …
Convertor Oil
Resolution: 0.03125 °C/bit
Outlet
Offset: -273°C
Byte 3 Bit 24 Temperature
Range: -273 to 1735 °C
Byte 4 Bit 33
Transmission Oil Life Remaining
… 0xFF Not supported
Bit 40
Byte 7 Bit 49
…
Transmission Oil Leve 2l High/Low
0xFF
Not supported
Bit 56
Byte 8 Bit 57
…
Transmission Oil Level 2 Countdown Timer
0xF
Not supported
Bit 60
Bit 61
…
Transmission Oil Level 2 Measurement Status
0xF
Not supported
Bit 64

CCVS: Cruise Control / Vehicle Speed

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

DLC : 8
Value Detail
Byte 1 Bit 1
…
0xFF Not supported
Bit 8
Byte 2 Bit 9
Wheel based vehicle speed
… … Wheel Based
Vehicle Speed Resolution: 1/256km/h per bit
Offset: 0
Range: 0 to 250.996km/h
Byte 3 Bit 24
Byte 4 Bit 25
Bit 32
Byte 5 Bit 33
Bit 40
Byte 6 Bit 41
Bit 48
Byte 7 Bit 49
Bit 56
Byte 8 Bit 57
Bit 64

Diagnostic messages DM1, DM2 and DM3

Next to the proprietary system using the CVC_TO_TC_3 and the TC_TO_CVC_2 to handle the
available error information, the TCON.H also supports the SAE J1939 -73 standard DM
(Diagnostic Messages) error reporting system:
CAN message DM1 reports all the errors currently active

CAN message DM2 reports all the inactive errors (previously active, but not active anymore)
CAN message DM3 commands the TCON.H to clear all the inactive errors from its memory
The DM1, DM2 and DM3 messages are linked to a permanent cyclic error buffer of up to 50
logged errors (unlike the proprietary messages CVC_TO_TC_3 and TC_TO_CVC_2 which are
linked to volatile memory).
The consequence is that the DM2 error information about inactive errors remains available after
controlled powerdown and reset of the TCON.H (forever, until cleared with DM3). This allows
more advanced diagnostics when a vehicle needs service inspection and troubleshooting,
because a history of problems can be reported by the TCON.H.
For this reason, it is recommended to use the Diagnostic Messages system with DM1, DM2 and
DM3 message in favour of the DANA proprietary CVC_TO_TC_3 and TC_TO_CVC_2 message
system.
For a complete description of the contents, dynamics and usage of the DM messages DM1, DM2
and DM3, refer to the SAE J1939-73 standard.
REMARK: for a description of the error codes reported in these Diagnostic Messages, refer to the
error code list.

CHAPTER 4:
TCON.H312 Fault
Detection &
Handling

Applicable safety guidelines
The programmable electronic device part of the control system was designed and developed in close
adherence to ISO 61508.
Safety concept
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.H312 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.
ECM/TCON.H312 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.H312 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.H312 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.
The TCON.H312 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.H312 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.H312 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.H312 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:
Safety critical errors will have more sensitive debouncing settings, to ensure good
reactivity to prevent unsafe system behaviour.
Errors that are not safety critical can have less sensitive debouncing settings, making the
TCON.H312 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.
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.
Permanent Error Logging

In addition to the volatile error info, the TCON.H312 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.H312 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.H312.
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.H312 power output 0 has both been shorted to ground and in open circuit.

Error reporting
CAN
5.1.1. DANA proprietary messages
To access the volatile error memory only, a set of DANA proprietary CAN messages are
provided in the TCON.H312. Basically these messages provide access to the volatile error
memory 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 cannot 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.

.

5.1.2. 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.

Behaviour in case of faults
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.H312 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!
Reset Condition
When power is applied, the TCON.H312 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.H312 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.
Power supply faults

Excess supply voltage
The TCON.H312 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.
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.H312.
Because the TCON.H312 is not involved in functions essential to engine cranking this is not
considered as a problem.
(Intermittent) power loss

For a short power dip, due to which the TCON.H312 does not reset, the TCON.H312 will signal
the error code for low supply voltage.
In absence of power, the transmission defaults to Neutral.
After power is restored, the TCON.H312 enters the reset condition, resulting in the immediate
selection of neutral – no clutch engaged.
The TCON.H312 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.
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.H312 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.H312 reverts to shutdown mode (described in 1.5.4. ) and the appropriate error code
is reported. In this mode, the transmission cannot be operated.

The watchdog timer of the external watchdog resets the TCON.H312 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.

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

Faults related to selectors of the transmission control valve result in selection of Limp Home or
shutdown mode

The shift lever pattern presented to the TCON.H312 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.
Speed sensor faults

The fault detection relies on a permanent monitoring of sensor current. If it gets too low, an open
circuit condition is assumed. Conversely, if it is too high, a short to ground is signalled.
Faults related to incorrect sensor mounting or sensor malfunction for transmission speed related
sensors are detected by comparing actual transmission ratios with selected ratios.

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.
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 above +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.
Convertor out Temperature

On some transmissions 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.H312 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.
On other transmissions, a temperature sensor is installed as cooler input. It evaluates the same
limits as the switch.
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 set to a default value.
à The kickdown function and inching will be disabled. A fault is indicated to signal the
problem.

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 set to a default value (in the majority of cases 0%).
à Inching and declutch are disabled, a fault is indicated to signal the problem.
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.H312 reverts to shutdown
mode. This also means that if the pressure sensors have an electrical fault, the TCON.H312 will
also revert to shutdown mode.
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.H312 enters Shut Down mode, leaving the transmission inoperable.
Restarting the TCON.H312 is necessary to eliminate the fault state.
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.H312 configuration.
In case such a problem can not guarantee correct operation anymore, the TCON.H312 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.H312.
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.

Indication of faults
When a fault is detected, the E -led starts flashing.
The fault information can be collected using the appropriate CAN messages. For details on
how to do this, refer to chapter 3 paragraph 4.3.4. and 5.2.3. .
Behaviour when faults are removed

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

When this fault resulted in a TCON.H312 reset, normal startup is initiated. Otherwise, the error
code will change states from active to inactive.
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.

Not applicable, because this fault results in TCON.H312 reset
Intermittent power loss

See low supply voltage paragraph 7.2.
Single faults on outputs

Depending on the fault, normal operation can be resumed or the fault state is kept active.
See paragraph 6.10 for more information.
Multiple faults on outputs

The TCON.H312 remains in Shut Down mode until it is powered down

Normal operation is resumed.

Speed sensor failure

Pressure sensor failure

The TCON.H312 remains in Shut Down mode until it is powered down.
Transmission ratio failure

Service request
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


Organisational measures to protect from external factors
Identification
Each TCON.H312 unit is marked with a label showing following items:
Dana Belgium N.V.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
Traceability and configuration control

A permanent record of above information along with other information relevant for production and
service is kept in the Dana Belgium N.V. 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
Sourcing
Dana Belgium N.V. is the only supplier for the TCON.H312 described in this document.

All shipped units are produced, tested, and inspected by the Dana Belgium N.V. plant located in
Brugge (Belgium Europe). This guarantees strict conformance to above stated identification and
traceability requirements.
Software
The TCON.H312 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
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.H312 Error Codes ver0.1.xls’.

Safety remarks
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
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.

List of Abbreviations
· TCON: Transmission Controller
· CVC: Central Vehicle Controller
· LU: Lock up of the impeller to the turbine
· 2WD/4WD: 2-wheel drive, 4-wheel drive
· REV: reverse direction of the vehicle
· FWD: forward direction of the vehicle
· ECM: Electronic Controlled Modulation
· ECI: Electronic Controlled Inching
· GDE: Generic Data Editor
· EDI: Electronic Data Interchange
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.
DANA BELGIUM NV
Ten Briele 3
B-8200 Brugge, Belgium
Tel: +32 (0) 50 40 22 11

Revision record
Revision Date Made by Comments
0.1 17/07/2014 DCH Created from APC300 manual, and adapted for
TCON.H312
0.2 03/08/2014 DCH Added Eco mode description
0.3 19/02/2015 DCH Calibration process flowcharts update, TC2CVC2
update
0.6 18/10/2015 DCH Updated config set description
0.7 20/10/2015 DCH Removed typos and added list of abbreviations
0.8 04/12/2015 DCH Extended CAN layout, shift lever selection


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Chapter 1: TCON.

H312 Transmission Control System Description

TCON.H312 User Manual

TCON.H312 User Manual

1.8.24. Towing disconnect/ Transmission engage Feature .............................................................. 27

TCON.H312 User Manual

Calibration of the accelerator pedal sensor ................................................................... 47

TCON.H312 User Manual

5.3.4. TC_to_CVC_2.Byte 4 ........................................................................................................... 86

TCON.H312 User Manual

TC_to_CVC_2: Context Specific Data Exchange ....................................................... 118

TCON.H312 User Manual

Behaviour in case of faults ......................................................................... 158

TCON.H312 User Manual

Specific measures to guarantee Fault tolerance ...................................... 164

TCON.H312 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.H312 User Manual

TCON.H312 User Manual

TCON.H312 User Manual

For more detail, check the application specific wiring diagrams.

Overview of the TCON.H312 main features

TCON.H312 User Manual

· PC based user tool

Applicable hardware platform

Man Machine interface

TCON.H312 User Manual

1.5.2. Calibration mode

1.5.3. Limp Home mode

1.5.4. Shutdown mode

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

TCON.H312 User Manual

1.5.5. Bootloader Mode

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

· direction change protection

TCON.H312 User Manual

1.8.1. Shift lever

1.8.2. Throttle pedal position

TCON.H312 User Manual

1.8.3. Brake pedal position

1.8.4. Hydraulic lever position

TCON.H312 User Manual

1.8.5. Manual / automatic selection

· Use of a digital input, of which the logic can be inverted if requested

1.8.6. Inching enable switch

The selection inching enable/disable can be connected to the TCON.H312 by:

TCON.H312 User Manual

· Use of a digital input, of which the logic can be inverted if requested

1.8.7. Parking brake

The parking brake input can be connected to the TCON.H312 by:

· Use of a digital input, of which the logic can be inverted if requested

TCON.H312 User Manual

1.8.9. Starting in 1st/2nd gear

· Use of a digital input, of which the logic can be inverted if requested

TCON.H312 User Manual

1.8.10. Reduced Vehicle Speed

· Use of a digital input, of which the logic can be inverted if requested

1.8.11. Seat orientation

The seat orientation selection can be connected to the TCON.H312 by:

· Use of a digital input, of which the logic can be inverted if requested