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SURFACE
J1843 MAY2009
VEHICLE
Issued 1989-06
RECOMMENDED Revised 2009-05
PRACTICE
Superseding J1843 APR1993
Accelerator Pedal Position Sensor for Use with Electronic
Controls in Medium- and Heavy-Duty Vehicle Applications—Truck and Bus
RATIONALE
The following changes have been made to the document:
Sec. 4: Sensors integrated into the pedal unit may not require an additional return force mechanism.
Sec. 6: Specified each signal channel for Dual APS throttle pedal sensors.
Sec. 6.9: Hysteresis requirement should be a valid statement over the entire span.
Sec. 6.10 and 6.11: Specify that the open or short circuit response is valid at any position.
Sec. 7.2: Changed to 40 mA DC maximum from 100 V DC maximum.
Sec. 7.6: Added reference to Figure 2 for output linearity.
Sec. 7.8: Corrected grammar.
Sec. 7.10: Hysteresis requirement should be a valid statement over the entire span.
Sec. 7.11 and 7.12: Specify that the open or short circuit response is valid at any position.
FOREWORD
Many electronic controls used in medium- and heavy-duty vehicles require an electrical indication of accelerator pedal
position. A common accelerator pedal position sensor function and performance criterion is desired to minimize the
number of different designs that would have to be stocked by those who service the many different types and brands of
vehicles. A single universal electrical interface has not been defined. Two electrical interface types are defined in this
SAE Recommended Practice. The intent of providing a choice of two signal types is to allow the industry time to prove by
actual application the best selection.
While a common mechanical definition of the size, shape, etc., of the accelerator pedal and accelerator position sensor is
desirable, it is realized that vehicles are not designed around the accelerator pedal. The present variations in vehicle
configurations and design requirements cannot be satisfied by a single mechanical interface specification for the
accelerator pedal. The intent of this specification is to limit sensor variations to one physical mounting interface and one
of two electrical signal types.
The specification to outline portions of the physical interface between an accelerator pedal and the accelerator pedal
position sensor should serve two purposes. First, it will minimize the number of base mechanical pedals required to
mount the appropriate sensor(s) for different applications. Second, this specification would encourage the use of the
sensors with the same mechanical interface for floor-mounted, suspended, and remote accelerator applications. For the
remainder of this document, the term "pedal" can be construed to mean any physical means of converting operator
motion into an acceleration or deceleration command.
__________________________________________________________________________________________________________________________________________
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SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions.
Copyright © 2009 SAE International
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical,
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SAE J1843 Revised MAY2009 Page 2 of 19
1. SCOPE
The purpose of this SAE Recommended Practice is to provide a common electrical and mechanical interface specification
that can be used to design electronic accelerator pedal position sensors and electronic control systems for use in
medium- and heavy-duty vehicle applications.
2. REFERENCES
2.1 Applicable Publication
The following publication forms a part of this specification to the extent specified herein. The latest issue of SAE
publications shall apply.
2.1.1 SAE Publication
Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside
USA and Canada) or 724-776-4970 (outside USA), www.sae.org.
SAE J1455 Recommended Environmental Practices for Electronic Equipment Design in Heavy-Duty Vehicle
Applications
2.1.2 The APS assembly shall comply with all appropriate Federal Motor Vehicle Safety Standards.
3. DEFINITIONS
3.1 Accelerator Position Sensor (APS)
The sensor portion of the physical device used to convert the accelerator position into an electrical signal.
3.2 Diagnostic Ranges
The ranges of APS outputs between the maximum allowable output span during normal operation and the APS output
values specified as an indication of an absolute fault condition. APS outputs in the diagnostic ranges may be used by the
controller(s) as an out-of-range indication, but do not necessarily indicate an absolute fault.
3.3 Duty Cycle
The ratio of signal time high to signal period (see Figure 1).
3.4 Electrical Interface
The electrical signals to be passed from the APS to other electronic/electrical devices.
3.5 Fault Ranges
The ranges of the APS output values beyond the diagnostic range(s) that indicate an absolute fault condition in the
accelerator pedal assembly.
3.6 Full Scale
The difference between the theoretical maximum and minimum signal outputs (i.e., 100% of analog supply voltage or
100% duty cycle).
3.7 Mechanical Interface
The physical boundaries of the APS.
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3.8 Output Hysteresis
The maximum output signal difference for a given input pedal position due to previous history of pedal motion in either the
increasing or decreasing direction.
3.9 Output Linearity
The maximum deviation of the actual output transfer function from a straight line defined by the best fit linear regression
straight line through the actual values (see Figure 2).
3.10 Output Smoothness
Any spurious variation in the output not present in the input is measured as the difference between the actual output
transfer function and the end points of a 2.0% of total pedal travel long line parallel to the output linearity function that
passes through the actual output value for any APS position. The difference between the actual output values and the
parallel line end points located ± 1.0% of total travel from the APS position should be less than the output smoothness
specification (see Figure 3).
3.11 Pulse Width Modulated (PWM)
A system of modulation where the duty cycle of discrete pulses are varied by controlling the leading, trailing, or both
edges to represent an output signal where the duty cycle of the pulse is proportional to the value represented.
3.12 Sensing Element
The portion of, or discrete device contained within, the APS that converts physical motion into a usable electrical signal.
3.13 Supply Voltage
The voltage measured between the +V supply and –V supply leads with the APS device connected.
3.14 Treadle
The lever operated by the foot.
3.15 Idle Validation Signal (IVS)
A signal generated by the accelerator pedal assembly to indicate that the assembly is in the idle position.
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FIGURE 1 - PULSE WIDTH MODULATED SIGNAL WAVEFORM
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FIGURE 2 - OUTPUT LINEARITY DEFINITION
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FIGURE 3 - OUTPUT SMOOTHNESS DEFINITION
3.16 Transmission Shift Point Transition Signal
The electrical signal used by an automatic transmission to provide early shift points at low throttle and higher shift points
at increased throttle positions.
3.17 Kick Down Signal
The electrical signal used by an automatic transmission to raise the shift points to provide maximum performance at full
throttle.
4. MECHANICAL INTERFACE
The following specifications are for an accelerator pedal to accelerator position sensor interface. It is intended to allow
the design of sensors that are interchangeable for different electronic applications. The driveshaft configuration and APS
mounting pattern are the critical areas for commonality.
Figure 4 outlines the mounting pattern and driveshaft orientation.
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FIGURE 4 - APS MOUNTING SPECIFICATIONS SENSOR MOUNTING HOLE PATTERN
AND ANGULAR ROTATION REQUIREMENTS
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Figure 5 outlines the APS mechanical interface in the area around the APS driveshaft. Figure 5 is a view from section
A-A of Figure 4.
Overall drift of the minimum accelerator pedal position driveshaft to be ±3 degrees over the operating life of the
accelerator pedal.
Overall drift of the maximum accelerator pedal position driveshaft to be ±3 degrees over the operating life of the
accelerator pedal.
Due to variations in actual pedal designs and applications, sources of auxiliary signals, as defined in Section 8, may
utilize, but are not required to utilize, this APS-to-pedal mechanical interface.
If the APS has an optional cutaway driveshaft receptacle as illustrated in Figure 6, then the APS must not contain an
integral IVS. In this case, if the IVS is required, it must be located and operated independently of the APS.
The APS shall contain an internal source of energy capable of returning the internal portions of the APS to the end of
travel nearest the idle state. It is not intended that the APS be capable of returning the entire accelerator pedal assembly
to an idle condition. The accelerator pedal assembly is expected to accomplish return of the treadle through other
sources of energy. When the APS is an integrated part of the pedal unit, this internal source of energy may not be
required.
FIGURE 5 - APS MOUNTING SPECIFICATIONS SECTION A-A
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FIGURE 6 - OPTIONAL SENSOR CUTOUT
5. ELECTRICAL INTERFACE
Any one electrical output signal of the accelerator pedal assembly is intended to be used by only one recipient device
(i.e., electronic engine control only, or electronic transmission control only). If multiple devices require a reliable signal
from the APS, then some manner of isolation and buffering of the APS signal should be provided to each device, to
prevent the loss of the APS signal if a fault occurred in only one subsystem.
Two optional electrical interfaces are defined. Either Option A, an analog ratiometric signal or Option B, a pulse width
modulated (PWM) electronic interface can be used. The two options are presented and both are presently used in the
industry today. An APS is not expected to provide both Option A and Option B output signals, nor is the recipient device
expected to be compatible with both.
6. ANALOG RATIOMETRIC ELECTRONIC INTERFACE (OPTION A)
The following specifications for each signal channel shall apply when an analog ratiometric electronic interface is used in
the APS.
6.1 Supply Voltage
5.0 V DC ± 0.50 V DC.
6.2 Supply Current
20 mA maximum.
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6.3 Output Range
See Figure 7.
a. Span = 67.5% ± 7.5% of supply voltage
b. Minimum APS Position = 15% ± 5% of supply voltage
c. Maximum APS Position = 77.5% ± 7.5% of supply voltage
6.4 Diagnostic Range
See Figure 7.
a. Lower Range = Less than 10% of supply voltage
b. Upper Range = Greater than 85% of supply voltage
6.5 Fault Range
See Figure 7.
a. Lower Range = Less than 5% of supply voltage
b. Upper Range = Greater than 90% of supply voltage
FIGURE 7 - ANALOG RATIOMETRIC OUTPUT TRANSFER FUNCTION
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6.6 Output Smoothness
0.5% of full scale output for any 2% interval of total travel over the output range (See Figure 3).
6.7 Output Linearity
±5% of full scale output over the output range.
6.8 Output Current
The output transfer function defined in Figure 7 is to be valid under an electrical test load of 47 kΩ ± 5%. (See Figure 8).
FIGURE 8 - RATIOMETRIC APS OUTPUT TEST CIRCUIT
6.9 Output Hysteresis
The sensing device must not exhibit output hysteresis greater than 2% of full scale output when measured over the entire
span. Output hysteresis is measured at the direct mechanical input to the accelerator pedal position sensing element.
Hysteresis of the linkages between the treadle and the sensing element of the APS is not included.
6.10 Open Circuit Response
An open circuit of any lead to the APS at any position shall result in a signal as measured across the test points (47 kΩ ±
5% test lead as per Figure 8) within a specified fault range as shown in Figure 7 and within a maximum time of 1.0 s. The
signal shall transit from a specified fault range signal to the correct reading at any APS position in less than 0.1 s (signal
slew rate only) upon return to a normal operation.
6.11 Short Circuit Response
A short circuit between any two leads of the APS at any position shall result in a signal as measured across the test
points (47 kΩ ± 5% load as per Figure 8) within a specified fault range as shown in Figure 7 and within a maximum time of
1.0 s. The signal shall transit from a specified fault range signal to the correct reading at any APS position in less than
0.1 s (signal slew rate only) upon return to a normal operation.
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7. PULSE WIDTH MODULATED (PWM) ELECTRONIC INTERFACE (OPTION B)
The following specifications shall apply when a pulse width modulated electronic interface, Figure 1, is used in the APS.
7.1 Supply Voltage
Positive battery voltage, 12 V DC or 24 V DC nominal, regulated 8 V DC ± 0.4 V DC, or regulated 5 V DC ± 0.25 V DC.
7.2 Supply Current
40 mA DC maximum.
7.3 Output Range
See Figure 9.
a. Minimum APS Position = 6% duty cycle
b. Maximum APS Position = 94% duty cycle
c. Minimum Accelerator Assembly Position = 16% ± 6% duty cycle
d. Maximum Accelerator Assembly Position = 82.5% ± 7.5% duty cycle
7.4 Fault Range
See Figure 9.
a. Lower Range = Less than 5% duty cycle
b. Upper Range = Greater than 95% duty cycle
7.5 Output Smoothness
0.5% of full scale output for any 2% interval of total travel over the output range (See Figure 3).
7.6 Output Linearity
±5% of full scale output over the output range (See Figure 2).
7.7 Output Frequency
a. Minimum = 200 Hz
b. Maximum = 1100 Hz
7.8 Output Current
The output transfer function as defined in Figure 9 is to be valid under an electrical test load impedance of 47 kΩ ± 5%
and 0.001 μF capacitance. See Figure 10 for test schematic. The output voltage across the test points high shall be
greater than 3.8 V while sourcing a minimum 8.0 mA current. The output voltage low shall be less than 1.0 V while
sinking a maximum 10 mA current.
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7.9 Output Waveform
The pulse width modulated signal shall have the wave shape shown in Figure 1 while connected to the electrical test load
impedance as shown in Figure 10.
7.10 Output Hysteresis
The sensing device must not exhibit output hysteresis greater than 2% of full scale output when measured over the entire
span. Output hysteresis is measured at the direct mechanical input to the accelerator pedal position sensing element.
Hysteresis of the linkages between the treadle and the sensing element of the APS are not included.
7.11 Open Circuit Response
An open circuit of any lead to the APS at any position shall result in a signal as measured across the test points (47 kΩ ±
5% and 0.001 μF test load per Figure 10) within a specified fault range as shown in Figure 9 and within a maximum time
of 1.0 s. The signal shall transit from a specified fault range signal to the correct reading at any APS position in less than
0.1 s (signal slew rate only) upon return to a normal operation.
7.12 Short Circuit Response
A short circuit between any two leads to the APS at any position shall result in a signal as measured across the test
points (47 kΩ ± 5% and 0.001 μF test load per Figure 10) within a specified fault range as shown in Figure 9 and within a
maximum time of 1.0 s. The signal shall transit from a specified fault range signal to the correct reading at any APS
position in less than 0.1 s (signal slew rate only) upon return to a normal operation.
8. AUXILIARY SIGNALS
Some applications may require auxiliary "low idle," "shift point transition," and/or "kickdown" accelerator pedal position
signal functions. If an auxiliary digital state change device is used, it shall comply to the appropriate section(s) as follows:
8.1 Signal Source
The auxiliary signal(s) shall be electrically independent of the APS output signal such that the auxiliary signal(s) are not
derived from the APS output signal. The auxiliary signal source(s) and APS may be housed in a single mechanical
package, or a separate package as required by the application.
8.2 Idle Validation Signal
8.2.1 Low Idle State
The Idle Validation Signal (IVS) shall be calibrated to change state at a point between 3 and 10% of the APS output span
above the minimum APS position output. The IVS shall remain in the low idle state below this transition point.
8.2.2 Voltage Drop
The conducting state voltage drop shall be less than 1.2 V when conducting between 1.0 and 25.0 mA.
8.2.3 Current Leakage
Nonconducting state current leakage shall be less than 100.0 μA with an applied potential of battery voltage.
8.2.4 Signal Outputs
The IVS shall have complimentary outputs as illustrated in Figure 11, or any functional equivalent.
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8.2.5 State Change
The device shall establish a stable state in less than 50 ms after the indication of a state change for an individual signal
output.
FIGURE 9 - PULSE WIDTH MODULATED OUTPUT TRANSFER FUNCTION
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FIGURE 10 - PWM APS OUTPUT TEST CIRCUIT
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FIGURE 11 - SCHEMATIC FOR "FORM-C" SWITCH FUNCTION
8.3 Transmission Shift Point Transition Signal
8.3.1 Transmission Shift Point Transition States
A single APS assembly position signal to provide a transition signal to change from low to high and from high to low
transmission shift schedules. The low-to-high transition point is always at a greater APS assembly percentage of position
than the high-to-low transition point by at least 10% of the APS position. Figure 12.
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FIGURE 12 - TRANSMISSION SHIFT POINT TRANSITION SIGNAL
8.3.1.1 Low-to-High Transition
The increasing APS position signal transition from low to high shall be calibrated to change state at a point between 50
and 90% of the APS position but not less than the high-to-low transition point described in 8.3.1.2. The signal shall
remain in the high shift point state while the accelerator pedal position remains above the high-to-low transition point.
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8.3.1.2 High-to-Low Transition
The decreasing APS position signal transition from high to low shall be calibrated to change state at a point between 35
and 75% of the APS position. The signal shall remain in the low shift point state while the accelerator pedal position
remains below the low-to-high transition point.
8.3.2 Voltage Drop
The conducting state voltage drop shall be less than 1.0 V when conducting between 50 and 500 mA.
8.3.3 Current Leakage
Nonconducting state current leakage shall be less than 100.0 μA with an applied potential of battery voltage.
8.4 Kickdown Signal
8.4.1 Kickdown State
The APS kickdown position signal shall be calibrated to change state at a point between 90 and 97% of the APS output
span above the minimum APS position output and remain in the kickdown state above the point at which the state change
occurs.
8.4.2 Voltage Drop
The conducting state voltage drop shall be less than 1.2 V when conducting between 1.0 and 25.0 mA.
8.4.3 Current Leakage
Nonconducting state current leakage shall be less than 100.0 μA with an applied potential of battery voltage.
8.4.4 Signal Outputs
The kickdown signal shall have complimentary outputs as illustrated in Figure 11, or any functional equivalent.
8.4.5 State Change
The device shall establish a stable state in less than 50 ms after the indication of a state change.
9. ENVIRONMENTAL REQUIREMENTS
The APS and auxiliary signal source(s) must meet these requirements over all applicable environmental specifications
contained in SAE J1455.
10. DURABILITY REQUIREMENTS
Performance degradation over the life of the entire accelerator pedal assembly shall not result in operation of the APS or
auxiliary signal source(s) outside of these requirements.
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11. NOTES
11.1 Marginal Indicia
A change bar (I) located in the left margin is for the convenience of the user in locating areas where technical revisions,
not editorial changes, have been made to the previous issue of this document. An (R) symbol to the left of the document
title indicates a complete revision of the document, including technical revisions. Change bars and (R) are not used in
original publications, nor in documents that contain editorial changes only.
PREPARED BY THE SAE TRUCK AND BUS ELECTRICAL SYSTEMS SUBCOMMITTEE OF THE
SAE TRUCK AND BUS ELECTRICAL AND ELECTRONIC COMMITTEE
