GE IC3645SR4T405CT1, IC3645SR7T405CT1 Installation And Operation Manual

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Page 1

INSTALLATION AND OPERATION

IT/IP TRANSISTOR CONTROL Page 1

SEPARATELY EXCITED TRANSISTORIZED TRACTION CONTROL

INSTALLATION AND OPERATION MANUAL

IC3645SR4T405CT1 and IC3645SR7T405CT1

Note: The information contained herein is intended to assist OEM's, Dealers and Users of electric vehicles in the application, installation and service of GE solid-state controllers. This manual does not purport to cover all variations in OEM vehicle types. Nor does it provide for every possible contingency to be met involving vehicle installation, operation or maintenance. For additional information and/or problem resolution, please refer the matter to the OEM vehicle manufacturer through his normal field service channels. Do not contact GE directly for this assistance.

Table of Contents

General Electric Company January 2008

Section 1.0 INTRODUCTION .................................................................................................................. 4

1.1 Motor Characteristics ........................................................................................ 4

1.2 Solid-State Reversing ....................................................................................... 5

1.3 Flexible System Application .............................................................................. 5

1.4 More Features with Fewer Components........................................................... 5

Section 2.0 FEATURES OF IT FAMILY OF MOTOR CONTROLLERS................................................. 6

2.1 Performance...................................................................................................... 6

2.1.1 Oscillator Card Features............................................................................. 6

2.1.1.a Standard Operation.............................................................................. 6

2.1.1.b Creep Speed........................................................................................ 6

2.1.1.c Control Acceleration ............................................................................ 6

2.1.2 Current Limit ............................................................................................... 6

2.1.3 Braking........................................................................................................ 6

2.1.3.a Regenerative Braking to Zero Speed................................................... 6

2.1.3.b Pedal Position Plug Braking................................................................. 6

2.1.3.c Auto Braking......................................................................................... 6

2.1.4 Auxiliary Speed Control..............................................................................6

2.1.4.a Field Weakening .................................................................................. 6

2.1.4.b Speed Limits ........................................................................................ 7

2.1.5 Ramp Operation ......................................................................................... 7

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Table of Contents ( Continued )

2.1.5.a Ramp Start...........................................................................................7

2.1.5.b Anti-Rollback........................................................................................7

2.1.6 On-Board Coil Drivers and Internal Coil Suppression ............................... 7

2.2 System Protective Override .............................................................................. 7

2.2.1 Static Return to Off (SRO) ......................................................................... 7

2.2.2 Accelerator Volts Hold Off .......................................................................... 7

2.2.3 Pulse Monitor Trip (PMT)............................................................................ 7

2.2.4 Thermal Protector (TP)...............................................................................7

2.2.5 Low Voltage .................................... ........................................................... 7

2.3 Diagnostics........................................................................................................ 8

2.3.1 Systems Diagnostics...................................... ............................................ 8

2.3.2 Status Codes............................................. ................................................. 8

2.3.2.a Standard Status Codes........................................................................8

2.3.2.b Stored Status Codes ......................................... .................................. 8

2.3.3 Hourmeter Readings .................................................................................. 8

2.3.4 Battery Discharge Indication (BDI).............................................................8

2.3.4.a Internal Resistance Compensation ............................................................8

2.3.5 Handset ...................................................................................................... 8

2.3.6 RS-232 Communication Port .....................................................................8

2.3.6.a Performance Modes ........................................................................... 8

2.3.7 Circuit Board Coil Driver Modules........................ ...................................... 9

Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS...................... 10

3.1 Ordering Information for Separately Excited Controls............................................. 10

3.2 Outline: IT400 Package Size................................................................................... 11

3.3 Traction Elementary................................................................................................. 12

3.4 Traction Control Input / Output List..........................................................................13

Section 4.0 TROUBLESHOOTING AND DIAGNOSTIC STATUS CODES........................................... 14

4.1 General Maintenance Instructions........................................................................... 14

4.2 Cable Routing and Separation ......................................................................... 14

4.2.1 Application Responsibility................................................................................. 14

4.2.2 Signal/Power Level Definitions.......................................................................... 14

4.2.2.a Low Level Signals (Level L)........................................................................ 15

4.2.2.b High Level Signals (Level H)...................................................................... 15

4.2.2.c Medium-Power Signals (Level MP) ............................................................ 15

4.2.2.d High-Power Signals (Level HP).................................................................. 15

4.2.3 Cable Spacing Guidelines................................................................................. 15

4.2.3.a General Cable Spacing............................................................................... 15

4.2.4 Cabling for Vehicle Retrofits.............................................................................. 15

4.2.5 RF Interference ................................................................................................. 16

4.2.6 Suppression......................................................................................................16

4.3 Recommended Lubrication of Pins and Sockets Prior to Installation......................16

4.4 Controller Mounting Guidelines ............................................................................... 17

4.4.1 Necessary Tools................................................................................................ 17

4.4.2 The GE Control Mounting Surface.................................................................... 17

4.4.3 Vehicle Mounting Surface ................................................................................. 17

4.4.4 Application of Thermal Compound.................................................................... 18

4.4.5 Mounting the GE Control................................................................................... 18

4.4.6 Maintenance...................................................................................................... 19

4.5 General Troubleshooting Instructions...................................................................... 19

4.6 Traction Controller Status Codes ............................................................................ 20-36

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Table of Contents ( Continued )

Section 5.0 IT FAMILY - GE HANDSET INSTRUCTIONS.....................................................................37

5.1 General Features .................................................................................................... 37

5.2 Purpose/Setup Functions .................................. .................................................... 37

5.3 Setup Function Procedures ....................................................................................38

5.3.1 Setup Mode ......................................................................................................38

5.3.2 Status Code Scrolling........................................................................................ 38

5.3.3 IT Handset Plug Connections & Outline Drawing............................................. 38

5.4 Setup Functions for Traction Controller .................................................................. 39-45

5.5 Summary of Current Limit Adjustments................................................................... 46

Section 6.0 DASH DISPLAYS................................................................................................................. 47

6.1 Application ................................................................................................................ 47

6.2 Standard Dash Displays ........................................................................................... 47

6.3 Interactive Dash Displays.......................................................................................... 47

6.4 Start-up Display Sequence ............................... ....................................................... 48

6.5 Outline Drawings ...................................................................................................... 48

Section 7.0 MEMORY MAPS .................................................................................................................. 49

7.1 Traction Control ....................................................................................................... 49-51

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IT400 TRANSISTOR CONTROL Page 4

Section 1. INTRODUCTION

Section 1.1 Motor Characteristics

The level of sophistication in the controllability of traction motors has changed greatly over the past several years. Vehicle manufacturers and users are continuing to expect more value and flexibility in electric vehicle motor and control systems as they are applied today. In order to respond to these market demands, traction system designers have been forced to develop new approaches to reduce cost and improve functions and features of the overall system. Development is being done in a multigenerational format that allows the market to take advantage of today’s technology, while looking forward to new advances on the horizon. GE has

motor slows down, reducing the back EMF (which depends on the speed, as well as the constant field strength). The reduced back EMF allows the armature current to increase, providing the greater torque needed to drive the increased mechanical load. If the mechanical load is decreased, the process reverses. The motor speed and the back EMF increase, while the armature current and the torque developed decrease. Thus, whenever the load changes, the speed changes also, until the motor is again in electrical balance.

In a shunt motor, the variation of speed from no load to normal full load on level ground is less than 10%. For this reason, shunt motors are considered to be constant speed motors (Figure 2).

introduced a second generation system using separately excited DC shunt wound motors. The

SPEED

separately excited DC motor system offers many of the features that are generally found on the advanced AC systems. Historically, most electric vehicles have relied have on series motor designs because of their ability to produce very high levels of torque at low speeds. But, as the demand for high efficiency systems increases, i.e., systems that are more closely applied to customers’ specific torque

NO LOAD CURRENT

TORQUE

FULL

LOAD CURRENT

STARTING

CURRENT

requirements, shunt motors are now often being considered over series motors. In most applications, by independently controlling the field and armature currents in the separately excited motor, the best attributes of both the series and the shunt wound motors can be combined.

In the separately excited motor, the motor is operated as a fixed field shunt motor in the normal running

ARMATURE CURRENT

Figure 2

range. However, when additional torque is required, for example, to climb non-level terrain, such as ramps and the like, the field current is increased to

SPEED

provide the higher level of torque. In most cases, the armature to field ampere turn ratio can be very similar to that of a comparable size series motor

FULL

NO LOAD CURRENT

TORQUE

ARMATURE CURRENT

Figure 1

STARTING

LOAD CURRENT

CURRENT

(Figure 3.)

SPEED

As shown in from the typical performance curves of Figure 1, the high torque at low speed characteristic of the series motor is evident.

In a shunt motor, the field is connected directly

NO LOAD CURRENT

TORQUE

FULL

LOAD CURRENT

STARTING

CURRENT

across the voltage source and is therefore independent of variations in load and armature current. If field strength is held constant, the torque developed will vary directly with the armature current. If the mechanical load on the motor increases, the

ARMATURE CURRENT

Figure 3

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Aside from the constant horsepower characteristics described above, there are many other features that provide increased performance and lower cost. The following description provides a brief introduction to examples of some of these features.

Section 1. 2 Solid-State Reversing

The direction of armature rotation on a shunt motor is determined by the direction in which current flows through the field windings. Because of the of the shunt motor field only typically requires about 10% of the armature current at full torque, it is normally cost effective to replace the double-pole, double-throw reversing contactor with a low power transistor HBridge circuit (Figure 4).

Because the shunt motor controller has the ability to control both the armature and field circuits independently, the system can normally be adjusted for maximum system efficiencies at certain operating parameters. Generally speaking, with the ability of independent field and armature, the motor performance curve can be maximized through proper control application.

Section 1. 4 More Features with Fewer Components

Field weakening with a series wound motor is accomplished by placing a resistor in parallel with the field winding of the motor. Bypassing some of the current flowing in the field into the resistor causes the

field current to be less, or weakened. With the field weakened, the motor speed will increase,

LINE

FUSE

CAP

POS

A1 +

ARM

A2 -

F2F1

giving the effect of “overdrive”. To change the “overdrive speed”, it is necessary to change the resistor value. In a separately excited motor, independent control of the field current provides for infinite adjustments of “overdrive” levels, between motor base speed and maximum weak field. The desirability of this feature is enhanced by the elimination of the contactor and resistor required for field weakening with a series motor.

With a separately excited motor, overhauling speed limit, or downhill speed, will also be more constant. By its nature, the shunt motor will try to

NEG

Figure 4

By energizing the transistors in pairs, current can be made to flow in either direction in the field. The armature control circuit typically operates at 12KHZ to 15KHZ, a frequency range normally above human hearing. This high frequency coupled with the elimination of directional contactors, provides very quiet vehicle operation. The field control circuits typically operate at 2 KHZ.

The line contactor is normally the only contactor required for the shunt motor traction circuit. This contactor is used for both pre-charge of the line capacitors and for emergency shut down of the motor circuit, in case of problems that would cause a full motor torque condition. The line can be energized and de-energized by the various logic combinations of the vehicle, i.e. activate on key, seat or start switch closure, and de-energize on time out of idle vehicle. Again, these options add to the quiet operation of the vehicle.

Section 1. 3 Flexible System Application

maintain a constant speed downhill. This characteristic can be enhanced by increasing the

field strength with the control. Overhauling load control works in just the opposite way of field weakening, armature rotation slows with the increase of current in the field.

Regenerative braking (braking energy returned to the battery) may be accomplished completely with solidstate technology. The main advantage of regenerative braking is increased motor life. Motor current is reduced by 50% or more during braking while maintaining the same braking torque as electrical braking with a diode clamp around the armature. The lower current translates into longer brush life and reduced motor heating. Solid state regenerative braking also eliminates a power diode, current sensor and contactor from the circuit.

For GE, the future is now as we make available a new generation of electric traction motor systems for electric vehicles having separately excited DC shunt motors and controls. Features that were once thought to be only available on future AC or brushless DC technology vehicles systems are now achievable and affordable.

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Section 2. FEATURES OF IT FAMILY OF TRANSISTOR MOTOR CONTROLLERS

Section 2.1 Performance Section 2.1.1 Oscillator Card Features Section 2.1.1.a Standard Operation

With the accelerator at maximum ohms or volts, the creep speed can be adjusted by Function 2 of the Handset or a trimpot. The field control section allows the adjustment of the field weakening level in order to set the top speed of the motor. This top speed function (Minimum Field Current) is enabled when the armature current is less than the value set by Function 24 and the accelerator input voltage is less than 1 volt. Top Speed can be adjusted by Function 7 of the Handset or a trimpot. The percent on-time has a range of approximately 0 to 100 percent. The IT controllers operate at a constant frequency and the percent on-time is controlled by the pulse width of the voltage / current applied to the motor circuits.

Section 2.1.1.b Creep Speed

With the accelerator at maximum ohms or volts (approximately 3.7 to 3.5 VDC), the creep speed can be adjusted by Function 2 of the Handset. At creep speed, the ON time can decrease to approximately 5%, with the OFF time at approximately 95%. At full transistor operation, this condition will be reversed (short OFF time, long ON time). This variation of ON and OFF time of the oscillator varies the voltage applied to the motor, thereby varying the speed of the motor for a given load.

Section 2.1.1.c Control Acceleration

This feature allows for adjustment of the rate of time it takes for the control to accelerate to 100% applied battery voltage to the motor on hard acceleration. Armature C/A is adjusted by Function 3 from 0.1 to 22 seconds.

Section 2.1.2 Current Limit This circuit monitors motor current by utilizing

sensors in series with the armature and field windings. The information detected by the sensor is fed back to the card so that current may be limited to a pre-set value. If heavy load currents are detected, this circuit overrides the oscillator and limits the average current to a value set by Function 4 and Function 8 of the Handset. The C/L setting is based on the maximum thermal rating of the control. Because of the flyback current through 3REC, the

motor current is usually greater than battery current, except at 100% ON time.

Section 2.1.3 Braking Section 2.1.3.a Regenerative Braking to Zero

Speed

Slow down is accomplished when reversing direction by providing a small amount of

retarding torque for deceleration. If the vehicle is moving, and the

ARM

directional lever is moved from one direction to the other, the

Figure 5

regen signal is initiated. Once the regen signal has been initiated, the field current is increased (armature circuit shown in Figure

5). Armature current is regulated to the regen current limit as set by Function 9. As the vehicle slows down, the field current continues to increase, and transistor Q2 begins to chop. The field current will increase until it reaches a preset value set by Function 10, and transistor Q2 on-time will increase until it reaches 100% on-time. Once both of the above conditions have been met, and regen current limit can no longer be maintained, the braking function is canceled. The fields will then reverse, and the control reverts back to motoring. Part of the energy produced by the motor during regen is returned to the battery, and part is dumped in the motor as heat.

Section 2.1.3.b Pedal Position Plug Braking

This feature allows control of the plugging distance based on pedal position when there has been a “directional switch" change. Pedal position will reduce the regenerative current to the "value set by this function" as the accelerator is returned to the creep speed position. Maximum regen current is obtained with the accelerator in the top speed position.

Section 2.1.3.c Auto Braking

This feature is enabled by initiating a "neutral position" using either the directional switch or the accelerator switch. Once activated, Auto Braking operates similar to Pedal Position Plug Braking and is adjusted by using Function 21 of the Handset.

Section 2.1.4 Auxiliary Speed Control Section 2.1.4.a Field Weakening

This function allows the adjustment of the field weakening level in order to set the top speed of the motor. The function is enabled when the armature

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current is less than the value set by Function 24 and the accelerator input voltage is less than 1 volt. It is important to note that this function is used to optimize motor and control performance, and this setting will be determined by GE and OEM engineers at the time of vehicle development. This setting must not be changed by field personnel, without the permission of the OEM.

Section 2.1.4.b Speed Limits

This feature provides a means to control speed by limiting motor volts utilizing three "adjustable speed limits. This motor volt limit regulates top speed of the transistor controller, but actual truck speed will vary at any set point depending on the loading of the vehicle. Each speed limit can be adjustable with the Handset using Functions 11, 12, and 13.

Section 2.1.5 Ramp Operation Section 2.1.5a Ramp Start

This feature provides maximum control torque to restart a vehicle on an incline. The memory for this function is the directional switch. When stopping on an incline, the directional switch must be left in its original or neutral position to allow the control to initiate full power when restarted. The accelerator potentiometer input will modulate ramp start current.

Section 2.1.5b Anti-Rollback

This feature provides retarding torque to limit rollback speed in the non-travel direction when the ACC pedal is released when stopping on a grade, or when the brake pedal is released when starting on a grade. This feature forces the vehicle to roll very slowly down the grade when accelerator or brake is released. Because the vehicle can gain significant speed during roll-back, the torque needed to re-start on the ramp is lower than an unrestricted roll-back speed.

Section 2.1.6 On-Board Coil Drivers & Internal Coil Suppression

Coil drivers for the LINE contactor and BRAKE are on-board the control card. These accessories must have coils rated for the vehicle battery volts.

Section 2.2 System Protective Override Section 2.2.1 Static Return to Off (SRO)

This inherent feature of the control is designed to require the driver to return the directional lever to the neutral position anytime he leaves the vehicle and

is opened, the control shuts off and cannot be restarted until the directional lever is returned to neutral. A time delay of approximately 2 seconds is built into the seat switch input to allow momentary opening of the seat switch, if a bump is encountered.

Section 2.2.2 Accelerator Volts Hold Off

This feature checks the voltage level at the accelerator input whenever the key switch or seat switch is activated. If, at start up, the voltage is less than 3.0 volts, the control will not operate. This feature assures that the control is calling for low speed operation at start up.

Section 2.2.3 Pulse Monitor Trip (PMT)

The PMT design contains three features which shut down, or lock out, control operation if a fault conditions occurs that would cause a disruption of normal vehicle operation:

• Look ahead

• Look again

• Automatic look again and reset

The PMT circuit will not allow the control to start under the following conditions:

• The control monitors both armature and field

FET's at start-up and during running.

• The control will not allow the line contactor to

close at start-up, or will drop it out during running, if either the armature or field FET's are defective,

so as to cause uncontrolled truck movement. Section 2.2.4 Thermal Protector (TP) This temperature sensitive device is internal to the

power transistor (Q1) module. If the transistor's temperature begins to exceed the design limits, the thermal protector will lower the maximum current limit, and maintain the transistors within their temperature limits. Even at a reduced current limit, the vehicle will normally be able to reach sufficient speed. As the control cools, the thermal protector will automatically reset, returning the control to full power.

Section 2.2.5 Low Voltage

Batteries under load, particularly if undersized or more than 80 percent discharged, will produce low voltages at the control terminals. The IT control is designed for use down to 50 percent of a nominal battery voltage of 36-84 volts, and 75 percent of a nominal battery voltage of 24 volts. Lower battery voltage may cause the control to operate improperly,

returns. Additionally, if the seat switch or key switch

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BASIC OPERATION AND FEATURES

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however, the resulting PMT should open the Line contactor, in the event of a failure.

Section 2.3 Diagnostics Section 2.3.1 Systems Diagnostics

The control detects the system's present operating status and can be displayed to either the Dash Display or the Handset. There are currently over 70 status codes that are available with IT systems using Traction and Pump controls and Truck Management Module (TMM). Along with the status code display from the TMM, the IT control is capable of reducing the current to the motor, alerting the operator of a critical fault condition.

Section 2.3.2 Status Codes Section 2.3.2a Standard Status Codes

The IT traction control has over 30 Status Codes that assist the service technician and operator in trouble shooting the vehicle. If mis-operation of the vehicle occurs, a status code will be displayed on the Dash Display for vehicles so equipped, or be available by plugging the Handset into the “y” plug of the logic card. With the status code number, follow the procedures outlined in DIAGNOSTIC STATUS CODES to determine the problem and a solution.

Note: The Status Code Instruction Sheets do not claim to cover all possible causes of a display of a "status code ". They do provide instructions for checking the most direct inputs that can cause status codes to appear.

Section 2.3.2.b Stored Status Codes

This feature records the last 16 "Stored Status Codes" that have caused a PMT controller shut down and/or disrupted normal vehicle operation. (PMT type faults are reset by cycling the key switch). These status codes, along with the corresponding BDI and hourmeter readings, can be accessed with the Handset, or by using the RS 232 communications port and dumping the information to a Personal Computer terminal.

Section 2.3.3 Hourmeter Readings

This feature will display the recorded hours of use of the traction and pump control to the Dash Display

Section 2.3.4 Battery Discharge Indication (BDI)

The latest in microprocessor technology is used to provide accurate battery state of charge information and to supply passive and active warning signals to the vehicle operator. Features and functions:

• Displays 100 to 0 percent charge.

• Display blinks with 20% charge. Disables pump

circuit with 10% charge. Auto ranging for 36/48

volt operation. Adjustable for use on 24 to 80

volts.

Section 2.3.4.a Internal Resistance Compensation

This feature is used when the Battery Discharge Indicator is present. Adjustment of this function will improve the accuracy of the BDI.

Section 2.3.5 Handset

This is a multi-functional tool used with the LX, ZX, SX and IT Series GE solid state controls. The Handset consists of a Light Emitting Diode (LED) display and a keyboard for data entry. Note, for ordering purposes, a separate Handset part is required for IT controls.

Features and functions:

• Monitor existing system status codes for both

traction and pump controls. Monitor intermittent

random status codes.

• Monitor battery state of charge, if available.

• Monitor hourmeter reading on traction and pump

controls. Monitor or adjust the control functions.

Section 2.3.6 RS 232 Communication Port

This serial communication port can be used with Interactive Custom Dash Displays to allow changes to vehicle operating parameters by the operator. Or, it can be used by service personnel to dump control operating information and settings into a personal computer program.

Section 2.3.6.a Performance Mode Selection

Manipulation of SW1 and SW2 allows the operator to select the best vehicle performance for changing task conditions or performance modes. There are four (4) "operator interaction modes" that can be activated by adjustment of Function 17, and manipulation of SW1 and SW2.

The operator may select any of four pre-set interactive modes consisting of (4) Controlled Acceleration levels, (4) Regen Current levels, (4) Min

each time the key switch is turned off.

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Field Current levels, and (4) Top Speed Regulation levels.

These interactive modes are "pre-set" using the Handset (Functions 48-62) or a personal computer (Functions 97-112). This feature allows the operator to select the best vehicle performance for changing tasks or conditions.

Section 2.3.7 Circuit Board Coil Driver Modules

Coil drivers are internal to the control card, and are the power devices that operate the Line contactor and brake coils. On command from the control card, these drivers initiate opening and closing the coils. All driver modules are equipped with reverse battery protection, such that, if the battery is connected incorrectly, the contactors can not be closed electrically.

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OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS

IT TRANSISTOR CONTROL Page 10

Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS

Section 3.1 Ordering Information for Separately Excited Controls

Example:

Part Number: IC3645 SH 4 D 33 2 C3

Argument Number: 01 02 03 04 05 06 07

Argument 01: Basic Electric Vehicle Control Number Argument 02: Control Type:

SP = Series Control (Pump) SH = Separately Excited Control ( Plugging ) SR = Separately Excited Control ( Regen to Zero )

Argument 03: Operating Voltage: 1 = 120 volts 4 = 48 volts

2 = 24 volts 5 = 36/48 volts 3 = 36 volts 6 = 24/36 volts 7 = 72/80 volts

Argument 04: Package Size: D = 6.86” X 6.67”

R = 6.86” X 8.15” T = 9.63” X 7.05” U = 8.66” X 8.13” W = 8.66” X 10.83”

Argument 05: Armature Current ( 2 characters )

22 = 220 Amps 33 = 330 Amps 40 = 400 Amps etc.

Argument 06: Field Current ( 1 character ) 2 = 20 Amps 3 = 30 Amps 4 = 40 Amps etc.

Argument 07: Customer / Revision A1 = Customer A / Revision 1

B1 = Customer B / Revision 1 etc.

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OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS

IT TRANSISTOR CONTROL Page 11

Section 3.2 Outline: IT400 Package

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Section 3.3 Traction Elementary

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Section 3.4. Traction Control Input and Output List

PIN INPUT/OUTPUT DESCRIPTION

1 BATTERY VOLTS FROM BATTERY 2 BATTERY VOLTS FROM KEY 3 BATTERY VOLTS FROM START SWITCH 4 BATTERY VOLTS FROM FORWARD SWITCH 5 BATTERY VOLTS FROM REVERSE SWITCH 6 BATTERY VOLTS FROM MOTOR THERMOSTAT SWITCH 7 ACCELERATOR INPUT VOLTAGE SIGNAL 8 POT NEGATIVE

9 POT +5 VOLTS SUPPLY 10 BUZZER 11 PLUG/RGN OUTPUT SIGNAL +12V 1.0V=REGEN 12 SW1 (BV) 13 NOT USED 14 TACH INPUT 15 TACH +12V 16 NOT USED 17 LINE CONTACTOR DRIVER AND SUPPRESSION 18 BRAKE CTR DRIVER AND SUPPRESSION 19 NOT USED 20 TACH NEGATIVE 21 SW2 22 SERIAL RECEIVE / DASH DISPLAY 23 SERIAL TRANSMIT / DASH DISPLAY

MOTOR PROPORTIONING "Y" PLUG

PIN INPUT/OUTPUT DESCRIPTION

1 CLOCK (OUT)

2 DATA (OUT)

3 ENABLE (OUT)

4 NEGATIVE

5 +5V SUPPLY

6 CONT/STORE (IN) (HANDSET)

7 NOT USED

8 VALUE

9 FUNCTION 10 NOT USED 11 SERIAL RECEIVE / CONNECT TO P22 12 SERIAL TRANSMIT / CONNECT TO P23 13 NOT USED 14 NOT USED

1 2 3 4 5 6 6 8

9 10 11 12 13 14 15

16 17 18 19 20 21 22 23

WIRE END VIEW – MAIN PLUG WIRE END VIEW “Y” PLUG

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DIAGNOSTIC STATUS CODES

IT TRANSISTOR CONTROL Page 14

Section 4.0 TROUBLESHOOTING AND DIAGNOSTIC STATUS CODES

Section 4.1 General Maintenance Instructions

The transistor control, like all electrical apparatus, does have some thermal losses. The semiconductor junctions have finite temperature limits, above which these devices may be damaged. For these reasons, normal maintenance should guard against any action which will expose the components to excessive heat and/or those conditions which will reduce the heat dissipating ability of the control, such as restricting air flow.

The following Do’s and Don’ts should be observed:

Any controls that will be applied in ambient temperatures over 100° F (40° C) should be brought to the attention of the vehicle manufacturer.

All external components having inductive coils must be filtered. Refer to vehicle manufacturer for specifications.

The wiring should not be directly steam cleaned.

dusty areas, blow low-pressure air over the control to remove dust. In oily or greasy areas, a mild solution of detergent or denatured alcohol can be used to wash the control, and then low-pressure air should be used to completely dry the control.

For the control to be most effective, it must be mounted against the frame of the vehicle. The metal vehicle frame, acting as an additional heat sink, will give improved vehicle performance by keeping the control package cooler. Apply a thin layer of

heat-transfer grease (such as Dow Corning 340) between the control heat sink and the vehicle frame.

Control wire plugs and other exposed transistor control parts should be kept free of dirt and paint that might change the effective resistance between points.

CAUTION: The vehicle should not be plugged when the vehicle is jacked up and the drive wheels are in a free wheeling position. The higher motor speeds can create excessive voltages that can be harmful to the control.

Do not hipot (or megger) the control. Refer to control manufacturer before hipotting.

Use a lead-acid battery with the voltage and ampere hour rating specified for the vehicle. Follow normal

battery maintenance procedures, recharging before 80 percent discharged with periodic equalizing charges.

Visual inspection of GE contactors contained in the traction and pump systems is recommended to occur during every 1000 hours of vehicle operation. Inspection is recommended to verify that the contactors are not binding and that the tips are intact and free of contaminants.

GE does not recommend that any type of welding be performed on the vehicle after the installation of the control(s) in the vehicle. GE will not honor control failures during the warranty period when such failures are attributed to welding while the control is installed in the vehicle.

Section 4.2 Cable Routing and Separation

Electrical noise from cabling of various voltage levels can interfere with a microprocessor-based control system. To reduce this interference, GE recommends specific cable separation and routing practices, consistent with industry standards.

Section 4.2.1 Application Responsibility

The customer and customer’s representative are responsible for the mechanical and environmental locations of cables. They are also responsible for applying the level rules and cabling practices defined in this section. To help ensure a lower cost, noise-free installation, GE recommends early planning of cable routing that complies with these level separation rules.

On new installations, sufficient space should be allowed to efficiently arrange mechanical and electrical equipment.

On vehicle retrofits, level rules should be considered during the planning stages to help ensure correct application and a more trouble-free installation.

Section 4.2.2 Signal/Power Level Definitions

The signal/power carrying cables are categorized into four defining levels: low, high, medium power, and high power. Within those levels, signals can be further divided into classes.

Sections 4.2.2.a through 4.2.2.d define these levels and classes, with specific examples of each. Section

4.2.3 contains recommendations for separating the levels.

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4.2.2.a Low-Level Signals (Level L)

Low-level signals are designated as level L. These consist of:

• Analog signals 0 through ±15 V

• Digital signals whose logic levels are less than 15

V DC

• 4 – 20 mA current loops

• DC busses less than 15 V and 250 mA

The following are specific examples of level L signals used in drive equipment cabling:

• Control common tie

• DC buses feeding sensitive analog or digital

hardware

• All wiring connected to components associated with sensitive analog hardware with less than 5V signals (for example, potentiometers and tachometers)

• Digital tachometers and resolvers

• Dash display cabling

• RS-232 cabling

Note: Signal inputs to analog and digital blocks should be run as shielded twisted-pair (for example, inputs from tachometers, potentiometers, and dash displays).

4.2.2.b High-Level Signals (Level H)

High-level signals are designated as level H. These signals consist of:

• Analog and digital signals greater than 15 V DC

and less than 250 mA

For example, switch inputs connected to battery volts are examples of level H signals used in drive equipment cabling.

4.2.2.c Medium-Power Signals (Level MP)

Medium power signals are designated as level MP. These signals consist of:

• DC switching signals greater than 15 V

• Signals with currents greater than 250 mA and

less than 10A

The following are specific examples of level MP signals used in drive equipment cabling:

• DC busses less than 10 A

• Contactor coils less than 10 A

• Machine fields less than 10 A

4.2.2.d High Power Signals (Level HP)

Power wiring is designated as level HP. This consists of DC buses and motor wiring with currents greater than 10 A. The following are specific examples of level HP signals used in drive equipment cabling:

• Motor armature loops

• DC outputs 10 A and above

• Motor field loops 10 A and above

4.2.3 Cable Spacing Guidelines

Recommended spacing (or clearance) between cables (or wires) is dependent on the level of the wiring inside them. For correct level separation when installing cable, the customer must apply the general

guidelines (section 4.2.3.a), outlined below.

4.2.3.a General Cable Spacing

The following general practices should be used for all levels of cabling:

• All cables and wires of like signal levels and power levels must be grouped together.

• In general, different levels must run in separate wire bundles, as defined in the different classes, identified above. Intermixing cannot be allowed, unless noted by exception.

• Interconnecting wire runs should carry a level designation.

• If wires are the same level and same type signal, group those wires from one location to any other location together in multiconductor cables or bind them together with twine or zip-ties.

• When unlike signals must cross, cross them in 90° angles at a maximum spacing. Where it is not possible to maintain spacing, place a grounded steel barrier between unlike levels at the crossover point.

4.2.4 Cabling for Vehicle Retrofits

Reducing electrical noise on vehicle retrofits requires careful planning. Lower and higher levels should never encircle each other or run parallel for long distances. It is practical to use existing wire runs or trays as long as the level spacing (see section 4.2.2) can be maintained for the full length of the run.

Existing cables are generally of high voltage potential and noise producing. Therefore, route levels L and H in a path separate from existing cables, whenever possible. For level L wiring, use barriers in existing wire runs to minimize noise potential.

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Do not loop level L signal wires around level H, level MP, or HP wires.

4.2.5 RF Interference

To prevent radio frequency (RF) interference, care should be taken in routing power cables in the vicinity of radio-controlled devices.

Section 4.2.6 Suppression

Unless specifically noted otherwise, suppression (for example, a snubber) is required on all inductive devices controlled by an output. This suppression minimizes noise and prevents damage caused by electrical surges.

Section 4.3 Recommended Lubrication of Pins and Sockets Prior to Installation

Beginning in January of 1999, GE will implement the addition of a lubricant to all connections using pins and sockets on EV100/EV200 and Gen II products. Any connection made by GE to the A, B, X, Y, or Z plugs will have the lubricant NYE 760G added to prevent fretting of these connections during vehicle operation.

Fretting occurs during microscopic movement at the contact points of the connection. This movement exposes the base metal of the connector pin which, when oxygen is present, allows oxidation to occur. Sufficient build up of the oxidation can cause

New and re-manufactured control plugs are cleaned and lubricated prior to shipment from the factory. However, in applications where severe vibration or high temperature cycling and excessive humidity ( such as freezers ) are present, it is recommended that the plug terminals be cleaned and lubricated every year, per this instructions. In normal applications, plug maintenance should be performed every two years, unless intermittent problems arise with the plugs, requiring more immediate attention.

Warning: Do not use any other cleaners or lubricants other than the ones specified.

WARNING: Before conducting maintenance on the vehicle, jack up the drive wheels, disconnect the battery and discharge the capacitors. Consult the Operation and Service Manual for your particular vehicle for details on discharging the capacitors; this procedure differs between SCR and Transistor controls.

1. Disconnect plug from controller or mating plug.

2. Locate the plug that contains the socket (female) terminals. Maintenance needs only to be

performed on the plug containing the socket (female) type terminals. Reconnecting the plugs will lubricate the pin (male) terminals.

3. Clean each terminal using Chemtronics® contact cleaner “Pow-R-WasH CZ “ as shown in Figure

intermittent contact and intermittent vehicle operation. This can occur at any similar type of connection, whether at the control or in any associated vehicle wiring, and the resultant intermittent contact can provide the same fault indication as actual component failure.

The addition of the NYE 760G lubricant will prevent the oxidation process by eliminating the access of oxygen to the contact point. GE recommends the addition of this lubricant to the 12 pin and 23 pin plugs of all new Gen II controls at the time of their

installation into a vehicle When servicing existing vehicles exhibiting

symptoms of intermittent mis-operation or shutdown by the GE control, GE recommends the addition of this lubricant to all 12 and 23 pin plugs, after proper cleaning of the connectors, as a preventative measure to insure fretting is not an issue before GE

4. Lubricate each terminal using Nye® 760G lubricant as shown in figure 2. Apply enough lubricant to each terminal opening to completely fill each opening to a depth of .125” maximum.

Figure 1

control replacement. Also, for long term reliable control operation, the plug terminals must be maintained per these instructions with the recommended contact cleaner and lubricant which provides a high degree of environmental and fretting protection.

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of encountering these status codes, through no fault of the control itself, thus voiding controller warranty for units returned solely due to the presence of these

Nye

LUB

RIC

status codes. Careful surface preparation, including adequate

application of thermal compound, as detailed in the following paragraphs, must be completed during the installation of GE controls. There are many techniques for applying thermal compound, and we have outlined one approach below that has shown to apply a consistent thickness of material.

Figure 2

5. Reconnect plugs.

Reference

Cleaner Chemtronics® Pow-R-WasH CZ

Contact Cleaner Lubricant Nye® Lubricants NYOGEL® 760G GE Plug Lub Kit Contains both above products: 328A1777G1

Section 4.4 Controller Mounting Guidelines

In the design of the GE family of motor controls, performance assumptions were made based on heat transfer between the control and the ambient environment. The vehicle mounting surface acts as a heat sink, which increases the effective surface area for heat dissipation. If this assumed heat transfer is not achieved during control installation and operation, GE controllers will fall short of their anticipated performance. It should be noted that the condition of the mounting surface, and the quality of the resulting interface between the control and the vehicle, can significantly hinder heat transfer from the control. The presence of contaminants, or of air voids created by surface inconsistencies in either the vehicle or the control, degrade the control’s capacity for heat transfer. The control’s performance is de-rated proportionally as its own thermal sensors reduce its operation to protect it from damage due to excessive heating.

Contained within the software of the GE controls are several diagnostic status codes related to controller thermal performance. Failure to follow these mounting recommendations increases the likelihood

Section 4.4.1 Necessary Tools

GE recommends the use of the following components, or equivalent substitutions, during the control installation process:

a) Thermal compound, (Dow Corning

#340), maintained per the manufacturer’s recommendations and free of contaminants

b) 3/32” notched trowel, such as a Krusin

adhesive spreader, model 00031

c) Calibrated torque wrench (0 – 15 ft-lbs) Section 4.4.2 The GE Control Mounting Surface During the manufacture of the GE control, the

surface flatness is maintained at 0.005” per linear inch (not to exceed 0.025” per 10.0 inches). The surface finish of the GE control has an R

(average

roughness) of 64 (microinches), or better. This finish is consistent with cold rolled or extruded aluminum.

Care should always be taken in the handling and storage of controllers. The base of the control should be free from nicks, bumps, protrusions or any other foreign object that would prevent the control from sitting flush with the vehicle mounting surface. Examine the base of the control to verify that it is in good condition and free from damage or contamination.

Section 4.4.3 Vehicle Mounting Surface The quality of the vehicle mounting surface is critical

for the optimum heat transfer between the control and the ambient environment. Conduction through the base of the control is the control’s only means of heat rejection. While GE controls are highly efficient, a few percent of the electrical energy will be converted into heat. As previously mentioned, if this energy is not dissipated through the base of the

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control, a thermal protector will reduce the performance of the control until the temperature stabilizes.

For optimal heat transfer from control to vehicle, the flatness of the vehicle mounting surface should be equivalent to the flatness of the control surface (0.005” per linear inch). Use a straight edge or dial indicator to verify the mounting surface.

The biggest hindrance to heat transfer is the presence of rust, scale, weld splatter or paint on the vehicle mounting surface. If any of these items are noted, prepare the surface per the following guidelines:

a) Clean the mounting surface with a rotary

wire brush until the metal surface is exposed.

b) Using 80-100 grit emery paper, sand the

surface until the metal shines.

c) Flush the surface clean with an

appropriate liquid de-greaser or parts cleaner.

Section 4.4.4 Application of Thermal Compound

Due to the minute differences in the control mounting surface and the vehicle mounting surface, small pockets of air will be created. These air pockets will add to the overall thermal resistance of the interface.

To avoid these air pockets and improve thermal conductivity, thermal compound must be applied between the GE control base plate and the vehicle mounting surface. The function of this compound is to conform to surface discrepancies, filling gaps and optimizing the metal-to-metal contact of the control and the vehicle.

a) Prepare the two mounting surfaces

(control and vehicle) as indicated above.

b) Using a triangular notched trowel of 3/32”

(.09” +/- .01), apply the grease to the vehicle mounting surface.

c) Use straight, non-crossing strokes of the

trowel to apply the compound.

d) Make multiple vertical passes until a

uniform consistency is achieved.

Krusin adhesive spreader model 00031

Vehicle surface after proper grease application Section 4.4.5 Mounting the GE Control

a) Place the control unit with desired orientation

on mounting plate with mounting holes

aligned.

b) Move the control slightly in all directions to

eliminate voids and enhance the distribution

of the thermal compound.

c) Insert the all of the mounting hardware (4, 6

or 8 bolts, M6 or M8, necessary for the

mounting of the respective family of controls).

d) Tighten these bolts (as per sequence shown

in diagrams below) to half of the nominal

torque value (7.5lb-ft).

e) Lastly, tighten the bolts to the nominal torque

value (15 lb-ft), following the same

sequence.

Calibrated torque wrench for hardware

installation

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1 4

1 3

With the status code number, follow the procedures outlined in the status code instruction sheets to determine the problem.

Important Note: Due to the interaction of the logic card with all vehicle functions, almost any status

3 2

code or control fault could be caused by the logic card. After all other status code procedures have been followed and no problem is found, the controller

should then be replaced as the last option to correct the problem.

The same device designations have been maintained on different controls but the wire numbers may vary. Refer to the elementary and wiring diagrams for your

specific control. The wire numbers shown on the elementary diagram will have identical numbers on

the corresponding wiring diagrams for a specific vehicle, but these numbers may be different from the numbers referenced in this publication.

Proper sequence for use in tightening hardware

during control mounting

WARNING: Before trouble-shooting, jack up the drive wheels, disconnect the battery and discharge the capacitors. Reconnect the battery as needed for specific checks. Capacitors should be discharged by connecting a 200 ohm 2

Section 4.4.6 Maintenance

If it is necessary to remove the control for service, careful consideration must be given to removing the old thermal compound from the control and mounting surface, prior to replacement of the unit. Never reuse thermal compound. Use a putty knife or similar straight edge to carefully remove all thermal compound residue without damaging either mounting surface. Flush the surfaces with a liquid de-greaser or parts cleaner and allow them to dry, before reapplying the thermal compound and mounting the control. Take care not to contaminate the surfaces with hydraulic fluid or battery acid.

Section 4.5 General Troubleshooting Instructions

Trouble-shooting the SX family of controls should be quick and easy when following the instructions outlined in the following status code instruction sheets.

watt resistor between the positive and negative terminals on the control panel.

Check resistance on R x 1000 scale from frame to power and control terminals. A resistance of less than 20,000 ohms can cause misleading symptoms. Resistance less than 1000 ohms should be corrected first.

Before proceeding, visually check for loose wiring, mis-aligned linkage to the accelerator switch, signs of overheating of components, etc.

Tools and test equipment required are: clip leads, volt-ohm meter (20,000 ohms per volt) and basic hand tools.

If mis-operation of the vehicle occurs, a status code will be displayed on the Dash Display (for vehicles equipped with a Dash Display) or made available by plugging a Handset into the plug "Y" location, and then reading the status code.

Note: Status code numbers from 00 to 99 are traction control status codes. Status codes with the prefix 1 (101 to 199) are pump control status codes.

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Section 4.6 Traction Control Codes

TRACTION

STATUS CODE

NONE

MEMORY RECALL

Circuits valid

for

Traction

Controller

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

Segments do not illuminate on the Dash Display and/or the Handset.

No input voltage to the control card or the display unit.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Display screen on Dash Display and/or Handset is blank.

POSSIBLE CAUSE

Positive or negative control voltage is not present.

• Insure that the key switch is closed and voltage is present between P1 & battery negative (Power Terminal “NEG”). Also check for voltage between P2 and control negative.

Open circuit between control card AND the Dash Display or Handset.

• Check for an open circuit or loose connection going from the control and the Dash Display or Handset.

Defective Dash Display or Handset.

• Replace Dash Display or Handset.

FU3

FU5

NEG

KEY

SWITCH

TRACTION

STATUS CODE

-01

MEMORY RECALL

Circuits valid

for

Traction

Controller

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

No seat switch or charger switch input (no voltage to P6).

This status code will be displayed when P6 is less than 50% battery volts.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM Control will not operate.

POSSIBLE CAUSE

Mis-adjusted or defective seat or charger switch.

• Check to see that the seat switch or charger switch closes properly.

Open circuit between battery positive and P6.

• Check for loose connections or broken wires:

− Between the seat switch and P6

− Between the key switch and the battery

positive side of the seat switch.

− Between the seat switch and P2.

• On vehicles without a seat/charger switch,

check for a loose connection or broken wire from P2 and/or P6.

FU3

FU5

NEG

KEY

SWITCH

MOTOR THERMOSTAT

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TRACTION

STATUS CODE

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

-02

MEMORY RECALL

Circuits valid

for

Traction

Controller

TRACTION

STATUS CODE

Forward directional switch is closed on initial power up.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Control will not operate because of Static Return to Off (SRO) lock out.

POSSIBLE CAUSE

Forward directional switch is closed on initial start up (i.e. closure of battery, key switch or seat/charger switch).

• Return directional switch lever to neutral and then return lever to forward position.

Forward directional switch is welded closed or misadjusted to be held closed.

• Replace or adjust directional switch to insure that it opens when the directional switch is returned to neutral.

Short circuit between P3 and P4.

• Disconnect the wire from P4 and check for a short circuit between P3 and the wire that was connected to P4.

Defective control.

• Replace the controller unit.

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

This status code will be displayed when P4 is greater than 60% of battery voltage at initial key switch on.

KEY

SWITCH

START SW.

FORWARD SW.

REVERSE SW.

MOTOR THERMOSTAT

P1 P2 P3P17 P5

-03

MEMORY RECALL

Circuits valid

for

Traction

Controller

Reverse directional switch is closed on initial power up.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Control will not operate because of Static Return to Off (SRO) lock out.

POSSIBLE CAUSE

Reverse directional switch is closed on initial start up (i.e. closure of battery, key switch or seat/charger switch).

• Return directional switch lever to neutral and then return lever to reverse position.

Reverse directional switch is welded closed or misadjusted to be held closed.

• Replace or adjust directional switch to insure that it opens when the directional switch is returned to neutral.

Short circuit between P3 and P5.

• Disconnect the wire from P5 and check for a short circuit between P3 and the wire that was connected to P5.

Defective control. Replace the controller unit.

This status code will be displayed when P5 is greater than 60% of battery voltage at initial key switch on.

KEY

SWITCH

START SW.

FORWARD SW.

REVERSE SW.

MOTOR THERMOSTAT

P1 P2 P3P17 P5

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DIAGNOSTIC STATUS CODES

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TRACTION

STATUS CODE

-05

MEMORY RECALL

Circuits valid

for

Traction

Controller

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

Start switch fails to close. This status code will be displayed when P7 is less

than 2.5 volts and P3 is less than 60% of battery volts.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

Defective start switch circuit.

• Check start switch to insure closure when accelerator is depressed.

• Check for open circuit or loose connections in wiring from brake switch to start switch and from P3 to start switch.

Defective accelerator switch.

• Check accelerator switch potentiometer for proper operation and ohmic value.

KEY

SWITCH

MOTOR THERMOSTAT

P17 P5P4P6

P1 P2 P3

START SW.

FORWARD SW.

REVERSE SW.

ACCPOT

TRACTION

STATUS CODE

-06

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

Accelerator depressed with no direction selected.

This status code will be displayed when P4 and P5 are less than 60% of battery volts, and P7 is less than

2.5 volts.

MEMORY RECALL

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

Circuits valid

for

Traction

Controller

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

Accelerator pedal is depressed before closing forward or reverse directional switch.

• Status code will disappear when directional switch is closed or when accelerator pedal is released.

Defective directional switch

• Check forward or reverse switch to insure closure when direction is selected.

Open circuit between directional switch(es) and battery positive or between directional switch(es) and P4 or P5.

• Check all control wires and connections

shown in Trouble Shooting Diagram.

KEY

SWITCH

P17 P5P4P6

P1 P2 P3

MOTOR THERMOSTAT

START SW.

FORWARD SW.

REVERSE SW.

ACCPOT

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DIAGNOSTIC STATUS CODES

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TRACTION

STATUS CODE

-07

MEMORY RECALL

Circuits valid

for

Traction

Controller

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

Accelerator input voltage too high on power up after initial key switch closure.

This status code will be displayed when the accelerator input voltage at P7 is higher than 4.2 volts.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Control will not operate when accelerator pedal is depressed or status code -07 is displayed then disappears when the vehicle starts to accelerate.

POSSIBLE CAUSE

Accelerator input mis-adjusted or defective.

• Input voltage at P7 should be less than 3.7 volts. Adjust or replace accelerator unit to insure that the voltage at P7 will vary from 3.5 volts to less than .5 volts when the pedal is depressed.

Open circuit between battery negative and P7 in accelerator input circuit.

• Check for broken wires or loose connections or open potentiometer / voltage supply.

Short circuit from battery positive to wiring in accelerator input circuit.

• Disconnect wire from P7 and measure voltage at wire to negative. Should be zero volts for potentiometer type and less than 3.7 volts for solid state type accelerator input.

P9 P8

ACC POT

TRACTION

STATUS CODE

-08

MEMORY RECALL

Circuits valid

for

Traction

Controller

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

Accelerator input voltage too low on power up after initial key switch closure.

This status code will be displayed when the accelerator input voltage at P7 is less than 3.0 volts, and any of the following connections are opened and closed: battery plug or key switch.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

Accelerator input mis-adjusted or defective.

• Input voltage at P7 should be more than 3.0 volts. Adjust or replace accelerator unit to insure that the voltage at P7 is more than 3.0 volts before depressing pedal.

Short circuit between battery negative and P7 in accelerator input circuit.

• Disconnect wire from P7. Check for short circuit from wire to battery negative.

Defective Control

• Disconnect wire from P7. Measure voltage from P7 to negative. Voltage should be greater than

4.5 volts, if not, replace control.

P9 P8

ACC POT

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DIAGNOSTIC STATUS CODES

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TRACTION

STATUS CODE

-09

MEMORY RECALL

Circuits valid

for

Traction

Controller

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

Both the forward and reverse directional switches are closed at the same time.

This status code will be displayed when P4 and P5 are greater than 60% of battery volts at the same time.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

Forward or reverse directional switch welded closed or mis-adjusted to be held closed.

• Replace or adjust directional switches to insure that they open when directional switch is returned to neutral.

Short circuit between battery positive and P4 and/or P5.

• Disconnect wires from P4 and P5 and check wire for short circuit to positive side of directional switch.

Defective Control

• Disconnect wires and measure voltage at P4 and P5. Voltage should be less than 60% of battery volts.

KEY

SWITCH

START SW.

FORWARD SW.

MOTOR THERMOSTAT

P1 P2 P3P17 P5

REVERSE SW.

TRACTION

STATUS CODE

-11

MEMORY RECALL

Circuits valid

for

Traction

Controller

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

Start switch closed on power up after initial key switch closure.

This status code will be displayed when P3 is greater than 60% of battery voltage when the key switch is closed.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

Start switch input mis-adjusted or defective.

• Input voltage at P3 should be less than 60% of battery volts at key switch closing. Adjust or replace accelerator unit to insure that the voltage at P3 is less than 60% of battery volts before closing the start switch.

Short circuit between battery positive and P3 in start switch input circuit.

• Disconnect wire from P3. Check for short circuit from this wire to battery positive.

Defective control.

• Disconnect wire from P3. Measure voltage from P3 to negative. Voltage should be zero, if not, replace control.

KEY

SWITCH

START SW.

FORWARD SW.

MOTOR THERMOSTAT

P1 P2 P3P17 P5

REVERSE SW.

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DIAGNOSTIC STATUS CODES

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TRACTION

STATUS CODE

-15

MEMORY RECALL

Circuits valid

for

Traction

Controller

TRACTION

STATUS CODE

Battery voltage is too low or control card is misadjusted.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

Discharged battery

• Check battery for proper open circuit voltage as shown in “Trouble Shooting Diagram”, charge battery, if required.

Defective battery

• Check each battery cell for proper voltage (greater than 1.95 volts at cell). Replace or repair battery.

Incorrect control card adjustment.

• Check Function 15 for proper adjustment for battery being used. See Handset instruction sheet for details. Adjust to proper settings.

Check “minimum” battery volts at P1 and NEG.

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

This status code will be displayed when the battery volts are less than 1.95 volts per cell at initial key switch on. See table below.

FU5

NOMINAL BATTERY VOLTAGE

NEG

24 36 48 72 80

MINIMUM LIMIT VOLTS AT 1.95 VDC

PER CELL

23.4

35.1

46.8

70.2

78.0

-16

Battery voltage is too high or control card is mis-adjusted.

This status code will be displayed when the battery volts are greater than 2.4 volts per cell at initial key switch on. See table below.

MEMORY RECALL

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

Circuits valid

for

Traction

Controller

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

Incorrect control card adjustment Check Function 15 for proper adjustment for battery being used. See Handset instructions for details. Adjust to proper setting.

Battery over charged or incorrect battery used.

• Check battery for proper open circuit voltage per table at right. If voltage is excessive, check battery charger for proper output voltage.

Check “maximum” battery volts at P1 and NEG.

FU5

NOMINAL BATTERY VOLTAGE

NEG

24 36 48 72 80

MAXIMUM LIMIT VOLTS AT 1.95 VDC

PER CELL

28.8

43.2

57.6

86.4

100.8

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DIAGNOSTIC STATUS CODES

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TRACTION

STATUS CODE

-23

MEMORY RECALL

Circuits valid

for

Traction

Controller

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

Motor field current is high on start up in the reverse direction.

This status code will be displayed when the offset voltage is too high at start up in the reverse direction.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

Defective control.

• Replace controller unit.

TRACTION

STATUS CODE

-24

MEMORY RECALL

Circuits valid

for

Traction

Controller

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

Motor field current is high on start up in the forward direction.

This status code will be displayed when the offset voltage is too high at start up in the forward direction.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

Confirm that motor field stud is not shorted to hydraulic pump hose/tube assembly.

Defective Control.

• Replace controller unit.

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DIAGNOSTIC STATUS CODES

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TRACTION

STATUS CODE

-27

MEMORY RECALL

YES

Circuits valid

for

Traction

Controller

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

Control’s power supply is less than 10 Volts DC.

This status code will be displayed when the control’s power supply is less than 10 volts.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Line contactor closes and opens, then can only be closed by opening and closing the key switch.

POSSIBLE CAUSE

Discharged Battery

• Check battery to insure proper state of charge. Voltage may be dropping below 10 Volts DC under load.

Loose connection at P1.

• Insure that the wire connection at P1 is tight.

FU3

FU5

NEG

KEY

SWITCH

TRACTION

STATUS CODE

-28

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

Motor field current is too high during the run mode.

This status code will be displayed when the current draw in the motor field is sustained above a preset limit for longer than 70 seconds.

MEMORY RECALL

YES

Circuits valid

for

Traction

Controller

CORRECTIVE ACTIONS

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

Continued operation of vehicle in high motor current condition.

• Operate vehicle at lower motor

current condition for 70 seconds.

Function 7 is mis-adjusted to allow higher than normal motor field current. Adjust function per OEM instructions

TROUBLE-SHOOTING DIAGRAM

THE PRESENCE OF THIS STATUS CODE IS NOT NECESSARILY INDICATIVE OF A

CONTROL ISSUE. THIS STATUS CODE

MAY INDICATE AN APPLICATION ISSUE.

DISPLAY OF THIS STATUS CODE

SHOULD NOT TRIGGER THE RETURN OF

A CONTROL FOR REPAIR OR

REPLACEMENT.

January 2008

Page 28

DIAGNOSTIC STATUS CODES

IT TRANSISTOR CONTROL Page 28

-41

Open thermal protector (TP) or transistor over temperature.

This status code will be displayed when the voltage at the thermal protector is too high.

MEMORY RECALL

YES *

Circuits valid

for

Traction

Controller

TRACTION

STATUS CODE

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Reduced or no power to traction motor.

POSSIBLE CAUSE

Control is in thermal cut-back.

• Allow control to cool, status code

should disappear.

• Insufficient heat transfer may be occurring between control and mounting surface. Refer to control mounting guidelines in section 4.4 of this manual.

* First status code displayed immediately, additional codes displayed in 20 hour intervals.

THE PRESENCE OF THIS STATUS CODE IS NOT NECESSARILY INDICATIVE OF A

CONTROL ISSUE. THIS STATUS CODE

MAY INDICATE AN APPLICATION ISSUE.

DISPLAY OF THIS STATUS CODE

SHOULD NOT TRIGGER THE RETURN

OF A CONTROL FOR REPAIR OR

REPLACEMENT.

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

-42

MEMORY RECALL

Circuits valid

for

Traction

Controller

Motor armature offset voltage is too high.

This status code will be displayed when the voltage at the current sensor input is greater than 2.6 volts with no current flowing in the motor circuit.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

Defective control.

• Replace controller unit.

January 2008

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DIAGNOSTIC STATUS CODES

IT TRANSISTOR CONTROL Page 29

TRACTION

STATUS CODE

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

-43

MEMORY RECALL

Circuits valid

for

Traction

Controller

TRACTION

STATUS CODE

Motor armature offset voltage is too low.

This status code will be displayed when the voltage at the current sensor input is less than 2.4 volts with no current flowing in the motor circuit.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

Defective control.

• Replace controller unit.

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

-44

MEMORY RECALL

YES

Circuits valid

for

Traction

Controller

Armature transistor did not turn off properly.

This status code will be displayed when, during control operation, the armature transistor fails to turn off. This will result in a PMT condition.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Status code will be displayed during control operation and can only be reset by recycling the key switch.

POSSIBLE CAUSE

Defective control.

- Replace controller unit

January 2008

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DIAGNOSTIC STATUS CODES

IT TRANSISTOR CONTROL Page 30

TRACTION

STATUS CODE

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

-45

MEMORY RECALL

YES

Circuits valid

for

Traction

Controller

TRACTION

STATUS CODE

Armature transistor did not turn on properly.

This status code will be displayed when, during control operation, the armature transistor fails to turn on properly. This will result in a PMT condition.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Line contactor closes and opens, then can only be closed by opening and closing the key switch.

POSSIBLE CAUSE

Defective control.

• Replace controller unit.

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

-46

MEMORY RECALL

“Look Ahead” test for A2 volts less than 12% of battery volts.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

This status code will be displayed when the voltage at A2 is less than 12% of battery volts.

Circuits valid

for

Traction

Controller

SYMPTOM

Line contactor closes, then opens, and can only close by opening and closing the key switch.

POSSIBLE CAUSE

Check for short circuit from the motor armature to the frame of the vehicle.

January 2008

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DIAGNOSTIC STATUS CODES

IT TRANSISTOR CONTROL Page 31

TRACTION

STATUS CODE

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

-49

MEMORY RECALL

YES

Circuits valid

for

Traction

Controller

TRACTION

STATUS CODE

Motor field current is too low during the run mode.

This status code will be displayed when the current draw in the motor field is too low during the run mode.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Control will only operate for a second or two before shutting down.

POSSIBLE CAUSE

If the fault code is intermittent, verify that the accelerator pot is adjusted correctly.

Check for open motor field coils or loose or intermittent field connections, or open F1 or F2 connections.

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

-51

MEMORY RECALL

Capacitor volts are low before the line contactor closes.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

This status code will be displayed during “key on” when the capacitor voltage is less than 85% of battery volts at initial key switch on.

Circuits valid

for

Traction

Controller

SYMPTOM

Line contactor does not close when capacitor does not precharge.

POSSIBLE CAUSE Defective control fuse.

• Check control fuse for open circuit. Replace fuse, if necessary.

Loose connector at P1.

• Verify connection at P1.

Verify that hydraulic pump motor contactor tips are not welded. Verify that no external load has been added to the open side of line contactor tips.

Note: Repeated “charging/discharging” the capacitors during troubleshooting will cause status code 51.

January 2008

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DIAGNOSTIC STATUS CODES

IT TRANSISTOR CONTROL Page 32

TRACTION

STATUS CODE

-57

MEMORY RECALL

DESCRIPTION OF

Controller “motor current sensor” input too low during running.

STATUS

This status code will be displayed when the voltage input from the current sensor is too low during running.

CAUSE OF STATUS INDICATION

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

YES

Circuits valid

for

Traction

Controller

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

Defective control.

• Replace controller unit.

TRACTION

STATUS CODE

-63

MEMORY RECALL

YES

Circuits valid

for

Traction

Controller

DESCRIPTION OF

The voltage at P18 (brake input) less than 12% of battery volts.

STATUS

This status code will be displayed when the control detects the voltage at the brake coil driver (P18) is less than 12% of the battery voltage.

CAUSE OF STATUS INDICATION

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

Check connections at P18:

- Shorted brake coil

- Open brake coil

Defective control.

• Replace controller unit.

January 2008

Page 33

DIAGNOSTIC STATUS CODES

IT TRANSISTOR CONTROL Page 33

TRACTION

STATUS CODE

-64

MEMORY RECALL

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

The line driver input (P2-17) is less than 12% of battery volts

This status code will be displayed when the control detects that the line driver input (P2-17) is less than 12% battery volts when the key switch is turned on.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

Circuits valid

for

Traction

Controller

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

-Open wire connection to Pin 17

- Shorted line driver transistor

TRACTION

STATUS CODE

-65

MEMORY RECALL

YES

Circuits valid

for

Traction

Controller

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

The line coil current is too high during the run mode

This status code will be displayed when the current limit in the line coil is exceeded during the run mode. The line contactor will drop out and the key switch will have to be recycled to reset the control.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

- Shorted line contactor coil

- Short between wires connected to

line coil

If line coil resistance is correct: Defective control.

• Replace controller unit.

January 2008

Page 34

DIAGNOSTIC STATUS CODES

IT TRANSISTOR CONTROL Page 34

TRACTION

STATUS CODE

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

-66

MEMORY RECALL

YES

Circuits valid

for

Traction

Controller

TRACTION

STATUS CODE

The field current exceeds the current limit of the field transistor.

This status code will be displayed when the field transistor exceeds its current limit. The line contactor will drop out and the key switch will have to be recycled to restart the control.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Control will not operate or is sluggish on start up. Line contactor opens.

POSSIBLE CAUSES

• Shorted field F1 to F2

• F1 or F2 terminals shorted to battery

positive (B+) or to battery negative (B-)

• Binding line contactor

• Visually inspect tips, clean them with a

solvent.

• Blown FU1 fuse.

• Noise

• Confirm that all inductive

loads/accessories are suppressed.

• Excessive motor and control heating

(controls are in thermal cutback)

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

-67

MEMORY RECALL

The armature current exceeds the armature transistor limit.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

This status code will be displayed when the armature transistor exceeds its specific current limit. The control is reset by recycling the key switch.

YES

Circuits valid

for

Traction

Controller

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

• Shorted motor armature A1 to A2

• Power cables may be shorted to

each other (Measure at control terminals)

• A1 to A2 terminals may be shorted to battery positive or negative

January 2008

Page 35

DIAGNOSTIC STATUS CODES

IT TRANSISTOR CONTROL Page 35

TRACTION

STATUS CODE

-69

MEMORY RECALL

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

The brake coil current is too high during the run mode.

This status code will be displayed when the current in the brake driver circuit exceeds current limit during the run mode. The control is reset by recycling the key switch.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

YES

Circuits valid

for

Traction

Controller

SYMPTOM

Control will not operate.

POSSIBLE CAUSE

• Shorted brake coil

• Short between wires connecting

to the brake coil

TRACTION

STATUS CODE

-76

MEMORY RECALL

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

Capacitor (1C) voltage too high. This status code will be displayed when the voltage on

the capacitor goes above limit voltage* during the regenerative braking cycle.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

YES

Circuits valid

for

Traction

Controller

SYMPTOM

Line contactor opens and closes, then opens and can only close by opening and closing the key switch.

POSSIBLE CAUSE

• Unplugging the battery connector during regenerative braking.

• Line contactor bouncing open during regen.

• Main power fuse opening during regen.

• Intermittent battery plug connection.

* Limit Voltage: Limit Batt. 50V 36V 70V 48V

January 2008

Page 36

DIAGNOSTIC STATUS CODES

IT TRANSISTOR CONTROL Page 36

TRACTION

STATUS CODE

-77

MEMORY RECALL

YES

Circuits valid

for

Traction

Controller

TRACTION

STATUS CODE

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

Motor current is detected during regenerative braking.

This status code will be displayed when motoring current is detected during the regenerative braking cycle.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

Line contactor closes, then opens and can only close by opening and closing the key switch.

POSSIBLE CAUSE

Defective control.

• Replace controller unit

DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

-82

MEMORY RECALL

YES

Circuits valid

for

Traction

Controller

When armature motor current is greater than 400 amps for more than 3.5 sec the armature motor current will be turned off.

This status code will be displayed when the armature motor current exceeds 400 amps for 3.5 sec and the accelerator pedal is calling for maximum performance.

CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM

SYMPTOM

The Control will not operate, and can only be reset by cycling the key switch.

POSSIBLE CAUSE:

• Continued operation of vehicle in

high motor current condition

• Operating control at stall motor

current for more than 3.5 seconds.

• Function 16 is incorrectly adjusted

for control % on time.

- Adjust function per OEM

instructions

THE PRESENCE OF THIS STATUS CODE

IS NOT NECESSARILY INDICATIVE OF A

CONTROL ISSUE. IF FUNCTION 16 IS

NOT MIS-ADJUSTED, THE STATUS CODE

INDICATES AN APPLICATION ISSUE

WHERE A MOTOR IS BEING STALLED,

ETC. DISPLAY OF THIS STATUS CODE

SHOULD NOT TRIGGER THE RETURN OF

A CONTROL FOR REPAIR OR

REPLACEMENT.

January 2008

Page 37

ADJUSTABLE FEATURES

IT TRANSISTOR CONTROLS Page 37

Section 5. SX and IT FAMILY GE HANDSET

START-UP DISPLAY SEQUENCE

INSTRUCTIONS

Section 5.1 General Features

The GE Handset is a multi-functional tool to be used with the LX, ZX, SX and IT Series GE solid-state controls. The Handset consists of a Light Emitting Diode (LED) display and a keyboard for data entry.

Note: The Handset is the same for all GE controls, however, the cable will change between some control types.

Section 5.2 Purpose / Setup Functions

The purpose of the Handset is to allow authorized personnel to perform the following functions of the SX and IT/IP family of Controls:

• Monitor existing system fault codes

• Monitor intermittent random fault codes

• Monitor battery state of charge on systems with BDI

• Monitor hourmeter reading

• Monitor or adjust the following control functions: ♦ Creep speed ♦ Armature Controlled Acceleration and 1A Time ♦ Regenerative Braking Current Limit and Disable ♦ Armature and Field Current Limit ♦ Plugging Distance (Current) ♦ Pedal Position Plug Range or Disable ♦ 1A Drop Out Current or Disable ♦ Speed Limit Points ♦ Truck Management Fault Speed Limit ♦ Internal Resistance Compensation for Battery

State of Charge Indication

♦ Battery Voltage ( 36/48 volts is auto ranging ) ♦ Selection of Card Operation Type.

Warning: Before connecting or disconnecting the Handset tool, turn off the key switch, unplug the battery and jack up the drive wheels of the vehicle.

At the transistor control traction card, unplug the "Y plug" if the dash display is in use, and plug in the Handset to the plug location "Y" on the control card. After installing the Handset tool, plug the battery in and turn the key switch on. The following is the start-up display sequence that will occur:

If Maintenance Code

Active

Display Code "-99"

For Four Seconds and

Activate Speed Limit

(if selected)

BDI Display or

Blank Display (no BDI used)

BDI Display or

Blank Display (no BDI used)

Display Traction

NOTE: The vehicle can be operated with the Handset connected, however, the adjustment knob must be set fully clockwise to insure the control operates at top speed.

Warning: Before making any adjustments to the control, you must consult the operating and maintenance instructions supplied by the vehicle manufacturer. Failure to follow proper set up instructions could result in mis-operation or damage to the control system.

Key Switch On

Verify Each LED Segment

8 8 8 8

If Maintenance Code

Is Not

Diagnostics Override

With Fault

Run Mode

Diagnostics Override

With Fault

Key Switch

Off

Hourmeter

For Four Seco n ds

Active

January 2008

Page 38

ADJUSTABLE FEATURES

IT TRANSISTOR CONTROLS Page 38

Section 5.3 Set-up Function Procedures

With the Handset connected, hold down the CONT key and turn on the key switch. This will place you in the setup mode, ready to monitor or adjust control function settings.

the 16 status codes will be overwritten each time a new status code occurs. This stored status code register can be cleared from memory by using the Handset.

ACCESSING STORED STATUS CODES

WITH GE HANDSET

NOTE: The term “Push” means to depress key for approximately one second.

Key Switch Off

Section 5.3.1 Setup Mode

Push ESC and CONT

At The Same Time

SET-UP MODE

ACTION

Hold Down CONT

And Turn On Key

Push Function Number

DISPLAY

SHOWS

8 8 8 8

U 0 0 5

REMARKS

Segment Check

Displayed

Selected Function No.

Is Displayed

Release ESC and CONT

Status Code Dis played

Key

Push CONT Key

Push ESC to

Erase Stored

Data

Hold Both the

ESC and CONT

Keys Dow n to

Erase All 16

Stored Codes

After One Second

Time Delay

Push CONT

Change Value With

Adjustment Knob

Push STORE

Push ESC

0 8 5

125

8 8 8 8

Stored Value For The Function Is Displayed

Display Value

Will Blink

Value Changes

While Blinking

New Value Stored And

Blinking Stops

Segment Check

Displayed

At this point, another function can be monitored/changed by pushing another function number, or the vehicle can be placed in the run mode by holding the ESC key down for one second or longer. The display will return to either the diagnostics mode, the BDI display, or a blank display (if BDI is not used and there are no fault codes). The vehicle can now be operated with the Handset connected, or the Handset can be disconnected before operation.

NOTE: You can return to the segment check mode at any time, by holding down the ESC key until 8888 appears in the display.

Section 5.3.2 Status Code Scrolling

The SX and IT families of controllers furnish a function register that contains the last 16 “stored status codes” that shut down vehicle operation (a PMT type fault that is reset by cycling the key switch) and the battery state of charge reading at the time the fault occurred. The first of

Displays Battery

State-Of-Charge When

Fault Occurred

Push CONT Key

Display Hourmete r Reading

When Fault Occurred

Push CONT Key

Push ESC to

Erase Stored

Data

Push ESC to

Erase Stored

Data

Section 5.3.3 IT Family Handset, Plug Connections and Outline Drawing

“Y”Plug

Handset Cable Part Number - 171B3990G4

January 2008

Page 39

ADJUSTABLE FEATURES

IT TRANSISTOR CONTROLS Page 39

HANDSET

CONT

STORE

EVC

+ +

Section 5.4 Setup Functions for Traction Controller FUNCTION 1 MPH SCALING

(Push 1)

This function allows for the pulses from the tachometer to be scaled to miles per hour, based on the number of pulses received by the control during a given time period. For example, if you were scaling to 8 MPH, it would correspond to the length of time necessary to capture 8 tachometer pulses when the vehicle is traveling at 8 MPH.

Range 0 to 1.28 seconds Set 0 to 255 Resolution 0.005 seconds per set unit Example Setting of 18 = 0.09 seconds

Example to determine setting: RR = rolling radius (inches) Pi = 3.14159265 GR = gear ratio PPR = pulses per rotation o f the motor MPH = miles per hour

Setting = 3600 X 2 X Pi X RR X Pulses per MPH 5280 X 12 X GR X PPR X 0.005 X MPH

Setting = 3600 X 2 X 3.14259265 X 9 x1 = 203575 = 18 5280 X 12 X 8.91 X 4 X 0.005 X 1 11290

ESC

MODE SELECTION

Where indicated, certain functions can be selected using the MODE SWITCHES, (SW1 and SW2). The values set in these function registers will be activated when its Mode is selected. The SW1 and SW2 logic for mode selection is as follows:

MODE 1 MODE 2 MODE 3 MODE 4 SW1 SW2

FUNCTION 2 CREEP SPEED (Push 2)

Mode 1 = FN 65 Mode 3 = FN 89 Mode 2 = FN 77 Mode 4 = FN 101

This function allows for the adjustment of the creep speed of the vehicle. Creep speed can be adjusted when an accelerator input voltage between 3.9 and 3.3 volts or an accelerator ohm input between 6.0K and 4.0K ohms is provided.

Range 2% to 7% on-time Set 0 to 255 Resolution 0.05% per set unit Example Setting of 20 = 3% on-time

Important Note: This function is used to optimize motor and control performance, and this setting will be determined by GE and OEM engineers at the time of vehicle development. This setting must not be changed by field personnel without the permission of the OEM.

FUNCTION 3 ARMATURE CONTROLLED (Push 3) Mode 1 = FN 66 Mode 3 =FN 90

Mode 2 = FN 78 Mode 4 = FN 102

This function allows for the adjustment of the rate of time it takes for the control to accelerate to 100% applied battery voltage to the motor on hard acceleration.

Range 0.1 to 25.5 seconds Set 0 to 255 Resolution 0.086 seconds per set unit Example: Setting of 20 = 1.72 seconds

0 Volts Batt Volts 0 Volts Batt Volts

0 Volts 0 Volts Batt Volts Batt Volts

ACCELERATION

January 2008

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ADJUSTABLE FEATURES

IT TRANSISTOR CONTROLS Page 40

FUNCTION 4 ARMATURE CURRENT LIMIT (Push 4)

This function allows for the adjustment of the armature current limit of the control. The rating of the control will determine the range of adjustment for this function. Please refer to the specification sheets and current limit curves for the control used in your vehicle.

Range See control C/L curves Set 0 to 255 Example: 0 = min. current, 255 = max. current

FUNCTION 5 PEDAL UP REGEN RATE (Push 5)

Mode 1 = FN 67 Mode 3 = FN 91 Mode 2 = FN 79 Mode 4 = FN 103

This function adjusts the rate at which speed is reduced during regenerative braking when the accelerator pedal is released and start switch opens or the control receives a directional change signal.

Setting 1 to 255 Setting of 1 = Most aggressive braking Setting of 255 = Least aggressive braking

FUNCTION 6 Accelerator Input Slope Select (Push 6)

Mode 1 = FN 121 Mode 3 = FN 125 Mode 2 = FN 123 Mode 4 = FN 127

This function is used to select the accelerator input slope.

Setting Input Voltage Range Response

0 to 9 3.5 to 1.0 VDC Linear 10 to 19 3.5 to 1.0 VDC Non-Linear 20 to 29 0.5 to 3.0 VDC Linear 30 to 39 0.5 to 3.0 VCD Non-Linear

Linear = 50% travel equal 50% on time Non-Linear = 50% travel equals 25% on time

FUNCTION 7 MIN FIELD CURRENT ( Push 7 )

Mode 1 = FN 69 Mode 3 = FN 93 Mode 2 = FN 80 Mode 4 = FN 105

This function allows the adjustment of the field weakening level in order to set the top speed of the motor.

Min Max Set Resolution Per Unit Value

0 50 51 to 255 0.269

MIN I

= (VAL-51) X 0.269

FUNCTION 8 MAX FIELD CURRENT ( Push 8 )

This function allows for the adjustment of the maximum field current in order to obtain the maximum torque of the motor.

Min Max Set Resolution Per Unit Value

0 50 51 to 255 0.269

MAX I

= (VAL-51) X 0.269

FUNCTION 9 REGEN BRAKING C/L (Push 9)

Mode 1 = FN 70 Mode 3 = FN 94 Mode 2 = FN 82 Mode 4 = FN 106

This function allows for the adjustment of the Regen braking current limit. Higher current correlates to shorter stopping distance.

Resolution Example Min Max Set Per unit value If set at 20

32A 291A 0 to 255 1.0156 amps 53 amps REGEN BRAKE I

= (VAL X 1.0156) + 32

FUNCTION 10 REGEN FIELD CURRENT LIMIT (Push 10)

Mode 1 = FN 91 Mode 3 = FN 95 Mode 2 = FN 83 Mode 4 = FN 107

This function allows for the adjustment of the field current to be used during the regen braking mode.

January 2008

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ADJUSTABLE FEATURES

IT TRANSISTOR CONTROLS Page 41

Resolution Example Min Max Set Per unit value If set at 71

0 50 51 to 255 0.269 amps 5.38 amps

= (VAL-51) X 0.269

Important Note: This function is used to optimize motor and control performance and this setting will be determined by GE and OEM engineers at the time of vehicle development. This setting must not be changed by field personnel without the permission of the OEM.

FUNCTION 11 FORWARD SPEED LIMIT (Push 11)

Mode 1 = FN 72 Mode 3 = FN 96 Mode 2 = FN 84 Mode 4 = FN 108

This function allows for the adjustment of the top speed of the vehicle (maximum battery volts to the motor) when it is being operated in the forward direction.

Range 100% to 0% Set 0 to 255 Resolution 0.39% per set unit Example: Setting of 0 = no speed limit Setting of 255 = maximum speed reduction Setting of 110 =110/255 x 100 = 43%

FUNCTION 12 REVERSE SPEED LIMIT (Push 12)

Mode 1 = FN 49 Mode 3 = FN 57 Mode 2 = FN 53 Mode 4 = FN 61

This function allows for the adjustment of the top speed of the vehicle (maximum battery volts to the motor) when it is being operated in the reverse direction.

Range 100% to 0% Set 0 to 255 Resolution 0.39% per set unit Example: Setting of 0 = no speed limit Setting of 255 = maximum speed reduction Setting of 110 =110/255 x 100 = 43%

FUNCTION 13 TOP SPEED REGULATION POINT (Push 13)

This function adjusts the top speed regulation point of the vehicle.

Range 4 to 25.5 MPH Setting 40 to 255 Resolution 0.1 MPH per set unit

Example: Setting of 40 = 4.0 MPH Setting of 249 = 24.9 MPH

FUNCTION 14 INTERNAL RESISTANCE

COMPENSATION

(Push 14)

This function is used when the Battery Discharge Indicator is present. Adjustment of this function will improve the accuracy of the BDI. In order to determine this setting the voltage drop of the battery under load must first be calculated by the following method:

1. Load the traction motor to 100 amps at 100% on-time of the control and record the open circuit voltage (V the control panel positive and negative power terminal.

2. Load the traction motor to 200 amps at 100% on time of the control and record the voltage (V

) at the control

panel positive and negative power terminal.

3. Calculate voltage drop (V V

= VO - VL

Drop

) as follows:

Drop

4. Use the table below to determine the appropriate setting using the calculated V

as a reference.

Drop

INTERNAL RESISTANCE COMPENSATION

TABLE

Setting V

2 11.44 17 01.34 3 07.60 18 01.27 4 05.72 19 01.20 5 04.57 20 01.14 6 03.81 21 01.09 7 03.27 22 01.04 8 02.86 23 00.99

9 02.54 24 00.95 10 02.28 25 00.91 11 02.08 26 00.88 12 01.90 27 00.85 13 01.76 28 00.82 14 01.63 29 00.79 15 01.52 30 00.76 16 01.43 31 00.74

Setting V

Drop

FUNCTION 15 BATTERY VOLTS (Push l5)

This function allows for the adjustment of voltage range for controls equipped with the Battery Discharge Indication function. In order for the BDI to operate properly, the setting as shown in the table must be entered:

The following functions have function numbers

larger than the numbers on the Handset keyboard.

To access these functions, push the CONT key

and the number shown in the following

instructions at the same time.

January 2008

) at

Page 42

ADJUSTABLE FEATURES

IT TRANSISTOR CONTROLS Page 42

Battery volts Set units

24 volts between 0 and 31 36 volts between 32 and 44 48 volts between 45 and 69 72 volts between 70 and 80 80 volts between 81 and 183 36/48 volts between 184 and 250 No BDI Between 251 and 255

FUNCTION 16 LINE/BRAKE COIL PICKUP

VOLTAGES

(Push CONT 1)

This function allows for the adjustment of voltage at which the line contactor coil or brake coils will pick up.

Range 0 to 96 volts Setting 0 to 255 Resolution 0.377 volts per set unit Voltage = SETTING VALUE/2.65

FUNCTION 17 CARD TYPE SELECTION (Push CONT 2)

This function allows for the selection of the card type used for your vehicle's application. The table below shows the setting to select card application type, depending on which control card is used. Settings for these functions should be made within the ranges indicated above.

Setting Tach

Brake

0 - 9 Yes Yes Yes Yes Yes No 10 - 19 Ye s No Yes Yes Yes No 20 - 29 No No No Yes No No 30 - 39 No Yes No Yes No No

100 - 109 Yes Ye s Yes Yes Yes Yes

110 -119 Yes No Yes Yes Yes Yes 120 - 129 No No No Yes No Yes 130 - 139 No Yes No Yes No Yes

Coil

Accel Speed

Reg.

Hi/Lo

Switch

Detect

Zero

Enable Modes

Warning: These settings must be changed by authorized personnel only, following instructions supplied by the vehicle manufacturer. Card type selection must be made within the capabilities of the control panel used and the supporting electro mechanical devices. Failure to comply with proper application standards could result in mis-operation or damage to the control and/or motors.

FUNCTION 18 BRAKE COIL/LINE CONTACTOR COIL

DROP OUT TIME DELAY

(Push CONT 3)

This function allows for the adjustment of the time delay for the brake or line contactor coil drop out when the control receives a neutral signal from the direction switch or the start switch opens.

Range 0 to 65 seconds Setting Between 0 and 128 Resolution 0.1 seconds per set unit

Example: Setting of 20 = 20 x 0.1 = 2.0 seconds

FUNCTION 19 BRAKE COIL AND LINE CONTACTOR

HOLD VOLTAGE

(Push CONT 4)

This function sets the voltage level at which the line contactor and brake coils are held. Range 0 to 96 volts Setting 0 to 255 Resolution 0.377 volts per set unit

Voltage = SETTING VALUE/2.65

FUNCTION 20 ARMATURE/BRAKING CURRENT (Push CONT 5)

Mode 1 = FN 73 Mode 3 = FN 97 Mode 2 = FN 85 Mode 4 = FN 109

When Function 17 is set to call for tach feedback, this feature represents the armature current point at which regen braking is cancelled.

When Function 17 is set for no tach feedback, this feature represents the braking current level regulated with the accelerator pedal up and the start switch closed.

Setting: 0 to 128 Resolution: 6.5 per set unit

Current = (128 – SETTING VALUE) x 6.5

FUNCTION 21 PEDAL DOWN/BRAKE REGEN RATE (Push CONT 6)

Mode 1 = FN 74 Mode 3 = FN 98 Mode 2 = FN 86 Mode 4 = FN 110

This function allows for the adjustment of the rate at which speed is reduced during regenerative braking under speed regulation.

Range 0.1 to 25.5 seconds Set 0 to 255 Resolution 0.086 seconds per set unit Example: Setting of 20 = 1.72 seconds

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ADJUSTABLE FEATURES

IT TRANSISTOR CONTROLS Page 43

Setting of 1 = Most aggressive braking Setting of 255 = Least aggressive braking

FUNCTION 22 OVERSPEED DECREASE RATE FOR

FIELD/ARMATURE CURRENT

(Push CONT 7) Mode 1 = FN 75 Mode 3 = FN 99

Mode 2 = FN 87 Mode 4 = FN 111

This function adjusts the rate at which the armature and field currents decrease when the accelerator pedal is released with the start switch closed, or when the vehicle speed is less than the speed limit.

Setting 1 to 255 Setting of 1 = Most aggressive braking Setting of 255 = Least aggressive braking

FUNCTION 23 REGEN SPEED WITH START SWITCH

OPEN

(Push CONT 8)

Function 23 = 0 = 2.17 mph 15 = 1.4 mph 30 = 2.8 mph 40 = 12.6 mph 100 = mph set by Function 13

FUNCTION 24 FIELD WEAKENING START (Push CONT 9)

This function allows for setting the armature current at which minimum field current will be achieved.

Range 0 to 414 Amps Setting 0 to 255 Resolution 1.625 per set unit

FWS = VAL. x 1.625

MOTOR

Example: Setting of 20 = 32.5 amps

The following functions have function

numbers larger than the numbers on the

Handset keyboard. To access these

functions. Push the CONT key and the

number shown in the following instructions at

the same time. THE SEAT SWITCH MUST BE

CLOSED.

This function allows the monitoring of certain control functions by looking directly at the RAM of the microprocessor. Because absolute memory locations need to be known, this function should not be used without detailed instructions from the GE application engineer.

This function should only be adjusted by the vehicle OEM. To ensure optimum operation of the control, this function must be left with zero stored in this register.

FUNCTION 26 BASE RATIO (Push CONT 11)

This function sets the ratio between armature and field current when operating below the maximum field current and above the Field Weakening Start point. The setting represents the quantity of field current changed for each 1 amp of armature current changed.

Max Fld Ref Set Resolution Per Unit Value

40 0 to 255 0.03125 amps Range 0 to 8 amps

Setting 0 to 255 Resolution 0.3125 amps per unit Example: Setting of 10 = 0.3125 VAL

FIELD

= VAL ( I

MOTOR

x 0.03125 )

FUNCTION 27 ELECTRIC BRAKE APPLY SPEED ( Push CONT 12)

Mode 1 = FN 50 Mode 3 = FN 58 Mode 2 = FN 54 Mode 4 = FN 62

This function sets the speed (in MPH) at which the electric brake will be applied when the accelerator pedal is fully released (Start switch is open).

Range 0 to 25.5 MPH Setting 0 to 255 Resolution 0.1 MPH per unit Example: Setting of 10 = 1 MPH

FUNCTION 28 STORED STATUS CODE COUNT

POINTER

( Push CONT 13) This register contains the location of the last stored status

FUNCTION 25 MONITOR (Push CONT 10)

code recorded of the 16 stored status codes. These stored status codes have caused a PMT controller shutdown and/or disruption of normal vehicle operation.

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ADJUSTABLE FEATURES

IT TRANSISTOR CONTROLS Page 44

To determine which stored status code was the last one recorded, read the number stored in Function 28. Using the Memory Map for your logic card, match the "stored status code pointer number" [the number shown in (bold italics) in the HS (Handset) number column] on the memory map, with the number obtained from Function 28. This will be the last stored status code recorded.

Note: When scrolling through the stored status code

register, the register always starts at status code 1 and scrolls to status code 16. Instructions for scrolling the register are in section 5.3.2 of this instruction booklet.

FUNCTION 29 HOT MOTOR CURRENT LIMIT ( Push CONT 14)

Mode 1 = FN 51 Mode 3 = FN 59 Mode 2 = FN 55 Mode 4 = FN 63

This function reduces armature current limit on motor over temperature. When the thermostat input to the controller closes, the armature current limit will be reduced to the value set by this function.

Setting 0 to 255 Resolution 1.63 amps per unit Example: Setting of 100 = 163 Amps

FUNCTION 30 PEDAL POSITION ARMATURE

CURRENT LIMIT (IM Current Ratio)

( Push CONT 15)

Mode 1 = FN 52 Mode 3 = FN 60 Mode 2 = FN 56 Mode 4 = FN 64

This function sets maximum armature current at full on pedal position. The armature current limit will vary from zero to the maximum value set by this function.

Settings 1 to 9 = 0 to 208 Amps Settings 10 to 19 = 0 to 416 Amps Settings 20 to 29 = 0 to 832 Amps* Settings >30 = No variable current

* 419 amps is the maximum armature available, therefore a setting of 29 would give you 416 amps at 50% accelerator travel.

Range 0 to 416 Amps

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ADJUSTABLE FEATURES

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Section 5.5 Summary of Current Limit Adjustments

The

" maximum field current"

setting is adjusted by Function 8. This function, along with the

current limit",

maximum torque of the motor.

"armature

Function 4, sets the

Maximum field

current is fixed at

37.5 amps

MAXIMUM

The

" ratio"

This function sets the ratio between armature and field current when operating, I above FWS and less than 300 amps. Setting is the value of field c urrent changed for each 100 amps of armature current changed.

setting is adjusted by Function 26.

MOTOR

The

" error compensation "

Function 23. This function is used to reduce the ripple in field current due to the interaction between motor field design and the digital field current regulation circuit. The value for this function will be defined by the GE applicati on engineer.

setting is adjusted by

ZERO

FIELD CURRENT

ZERO

The

" minimum field

current"

setting is adjusted by Function 7. The function sets the top speed of t he motor. If used.

ARMATURE CURRENT

The

" field weakening start"

setting is adjusted by Function

24. This function sets the armature current at which minimum field current will be achieved .

The

"full load transition point"

is calculated by the control. This function sets t he maximum field current transition poi nt at approximately 300A armature current.

The

"armature current limit"

setting is adjusted by Function 4. The function along with the

"maximum field current",

Function 8, sets the maximum torque of the motor.

MAXIMUM

January 2008

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INSTALLATION AND OPERATION MANUAL IT TRANSISTOR CONTROL Page 47

Section 6. DASH DISPLAYS Section 6.1 Application

The SX family Standard and Interactive Dash Displays allow the operator and maintenance personnel easy access to truck operation information and real-time system diagnostics of the controller, motor and various accessories. Hourmeter readings, battery discharge information, maintenance information and system status codes are clearly displayed during startup and running modes. Shielded cable connections are made to the Dash Display by means of five (5) 22-gage wires to the “Y” Plug of the traction and hydraulic pump controls.

Section 6.2 Standard Dash Displays

GE Electric Vehicle Motors & Controls

Controlled Acceleration levels, (4) Field Weakening Pick Up levels and (4) Speed Limit levels.

These interactive modes are “pre-set” using the Handset (Functions 48 - 63) or a personal computer (Functions 97 - 112). This feature allows the operator to select the best vehicle performance for changing factory (task) conditions.

The Custom Dash Display incorporates all the features and functions of the Standard Dash Display, in addition to the following customer options:

• LED graphics to display Battery Discharge Indication status.

• Various LED indicators for Maintenance Required Status Codes. These can include options for traction, pump and power steer motors, hourmeter, over-temperature, seat belt, brake and other safety sensors.

• A push-button associated with the four segment LED that displays Status Codes can be used to scroll the last 16 “Stored Status Codes” that shut down vehicle operation with a PMT fault.

Connections

Connections are made to the Dash Display with five (5) 22-gage wires to Plug "Y" of each control. Shielded cable is required to eliminate signal interference.

Part Number

The GE Standard Dash Display is a four segment Light Emitting Diode (LED) instrument that displays the GE LX, ZX, and SX Status Codes, Hourmeter Readings, Battery Discharge Indication, and Maintenance Required Code. The four LED's above the symbols indicate the active readout mode.

Section 6.3 Interactive Custom Dash Displays

EVT100ZX

BATTERY

The Interactive Custom Dash Display allows the operator to select the best vehicle performance for changing factory (task) conditions. There are four (4) “operator interaction modes” that can be selected by depressing a push-button on the dash display.

From the Dash Display, the operator may select any of four pre-set interactive modes consisting of (4)

PUSH

IC3645LXTDD T 3

T=Traction Only P=Traction & Pump

3=Round Face with four display symbols

For Custom Dash Displays, contact your vehicleOEM.

Reference

AMP#102241-3 Dash Display mating plug AMP#1-87195-8 Dash Display mating pin 44A723596-G09 Dash Display plug kit AMP#776273-1 "Y" Plug AMP#770854-1 "Y" Plug receptacle 44A723596-G16 “Y” Plug Kit

January 2008

Page 47

INSTALLATION AND OPERATION MANUAL IT TRANSISTOR CONTROL Page 48

Section 6.4 Start-Up Display Sequence

START-UP DISPLAY SEQUENCE

Key Switch On

Verify Each LED Segment

8 8 8 8

If Maintenance Code

Active

Display Code "-99"

For Four Seconds and

Activate Speed Limit

(if selected)

BDI Display or

Blank Display (no BDI used)

If Maintenance Code

Is Not

Diagnostics Override

With Fault

Run Mode

BDI Display or

Blank Display (no BDI used)

Diagnostics Override

With Fault

Key Switch

Off

Display Traction

Hourmeter

For Four Seconds

Active

Section 6.5 Outline Drawings

GE Electric Vehicle

Motors & Controls

0.41

(10.4)

3.20 (81.3)

CONNECTOR OMITTED

IF NOT REQUIRED

2.45 (62.2)

BACK VIEW OF DISPLAY

0.19 (4.8)

1 2 3 4 5

5 4 3 2 1

PUMP

TRACTION

2.00 (50.8)

PY3 PY4 PY2 PY1

PUMP

Wiring connections to "Y" plugs of Traction & Pump controls.

TRACTION

PY3 PY4 PY2 PY1 PY5

Display Pump

Hourmeter

For Four Seconds

January 2008

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RS-232 MEMORY MAP TABLES

IT TRANSISTOR CONTROL Page 49

Section 7.0 MEMORY MAP

E2 Func

Traction Control Function Access By Restrictions

No.

0 1 MPH Scaling 1 2 Creep Speed 2 3 Armature Acceleration Rate 3 4 Max Armature Current Limit 4 5 Pedal Up Regen Rate 5 6 Accelerator Slope Select 6 7 Min Field Current 7 8 Max Field Current 8 9 Regen Braking Current Limit

9 10 Regen Field Current Limit 10 11 Forward Speed Limit 11 12 Reverse Speed Limit 12 13 Top Speed Regulation Point 13 14 Internal Resistance Compensation 14 15 Battery Volts Select 15 16 Line and Brake Coil Pickup Voltages 16 17 Card Type Selection 17 18 Brake Coil, Line Contactor Coil Drop Out Time Delay 18 19 Brake Coil, Line Contactor Coil Hold Voltage 19 20 Armature/Braking Current 20 21 Pedal Down or Brake Regen Rate 21 22 Overspeed Decrease Rate for Field, Armature Current 22 23 Regen Speed with Start Switch Open 23 24 Field Weakening Start 24 25 Monitor 25 26 Base Ratio 26 27 Electric Brake Apply Speed 27 28 Stored Status Code Count Pointer 28 29 Hot Motor Current Limit 29 30 IM Current Ratio 30 31 HR 31 32 HR 32 33 Stored Status Code #1 33 34 BDI 1 34 35 Hours (Tens/Ones) 1 35 36 Hours (Thou/Hun) 1 36 37 Stored Status Code #2 37 38 BDI 2 38 39 Hours (Tens/Ones) 2 39 40 Hours (Thou/Hun) 2 40 41 Stored Status Code #3 41 42 BDI 3 42 43 Hours (Tens/Ones) 3

HS = 1 or GE Sentry None HS = 2 or GE Sentry None HS = 3 or GE Sentry None HS = 4 or GE Sentry None HS = 5 or GE Sentry None HS = 6 or GE Sentry None HS = 7 or GE Sentry None HS = 8 or GE Sentry None HS = 9 or GE Sentry None HS = 10 or GE Sentry None HS = 11 or GE Sentry None HS = 12 or GE Sentry None HS = 13 or GE Sentry None HS = 14 or GE Sentry None HS = 15 or GE Sentry None HS = CONT 1 or GE Sentry None HS = CONT 2 or GE Sentry None HS = CONT 3 or GE Sentry None HS = CONT 4 or GE Sentry None HS = CONT 5 or GE Sentry None HS = CONT 6 or GE Sentry None HS = CONT 7 or GE Sentry None HS = CONT 8 or GE Sentry None HS = CONT 9 or GE Sentry None HS = CONT 10 or GE Sentry None HS = CONT 11 or GE Sentry None HS = CONT 12 or GE Sentry None HS = CONT 13 or GE Sentry None HS = CONT 14 or GE Sentry None HS = CONT 15 or GE Sentry None GE SENTRY ONLY None GE SENTRY ONLY None See Manual for HS Access Reset to Zero Only See Manual for HS Access Reset to Zero Only See Manual for HS Access Reset to Zero Only See Manual for HS Access Reset to Zero Only See Manual for HS Access Reset to Zero Only See Manual for HS Access Reset to Zero Only See Manual for HS Access Reset to Zero Only See Manual for HS Access Reset to Zero Only See Manual for HS Access Reset to Zero Only See Manual for HS Access Reset to Zero Only See Manual for HS Access Reset to Zero Only

January 2008

Page 49

RS-232 MEMORY MAP TABLES

IT TRANSISTOR CONTROL Page 50

E2 Func

Traction Control Function Access By Restrictions

No.

43 44 Hours (Thou/Hun) 2 44 45 Stored Status Code #4 45 46 BDI 4 46 47 Hours (Tens/Ones) 4 47 48 Hours (Thou/Hun) 4 48 49 M1 Reverse Speed Limit 49 50 M1 Electric Brake Apply speed 50 51 M1 Hot Motor Current Limit 51 52 M1 IM Current Ratio 52 53 M2 Reverse Speed Limit 53 54 M2 Electric Brake Apply Speed 54 55 M2 Hot Motor Current limit 55 56 M2 IM Current Ratio 56 57 M3 Reverse Speed Limit 57 58 M3 Electric Brake Apply Speed 58 59 M3 Hot Motor Current Limit 59 60 M3 IM Current Ratio 60 61 M4 Reverse Speed Limit 61 62 M4 Electric Brake Apply Speed 62 63 M4 Hot Motor Current Limit 63 64 M4 IM Current Ratio 64 65 M1 Creep 65 66 M1 Armature Acceleration Rate 66 67 M1 Pedal Up Regen Rate 67 68 M1 Accelerator Slope Select 68 69 M1 Min Field Current 69 70 M1 Regen Armature Current 70 71 M1 Regen Max Field Current 71 72 M1 Forward Speed Limit 72 73 M1 Armature/Braking Current 73 74 M1 Pedal Down Regen Rate 74 75 M1 Overspeed Decrease Rate for Field 75 76 M1 Max Fld Current at Spd Reg 76 77 M2 Creep 77 78 M2 Armature Acceleration Rate 78 79 M2 Pedal Up Regen Rate 79 80 M2 Accelerator Slope Select 80 81 M2 Min Field Current 81 82 M2 Regen Armature Current 82 83 M2 Regen Max Field Current 83 84 M2 Forward Speed Limit 84 85 M2 Armature/Braking Current 85 86 M2 Pedal Down Regen Rate 86 87 M2 Overspeed Decrease Rate for Field 87 88 M2 Max Fld Current at Spd Reg 88 89 M3 Creep

See Manual for HS Access Reset to Zero Only See Manual for HS Access Reset to Zero Only See Manual for HS Access Reset to Zero Only See Manual for HS Access Reset to Zero Only See Manual for HS Access Reset to Zero Only GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None

January 2008

Page 50

RS-232 MEMORY MAP TABLES

IT TRANSISTOR CONTROL Page 51

E2 Func

Access By Restrictions

No.

89 90 M3 Armature Acceleration Rate 90 91 M3 Pedal Up Regen Rate 91 92 M3 Accelerator Slope Select 92 93 M3 Min Field Current 93 94 M3 Regen Armature Current

94 95 M3 Regen Max Field Current 95 96 M3 Forward Speed Limit

96 97 M3 Armature/Braking Current 97 98 M3 Pedal Down Regen Rate 98 99 M3 Overspeed Decrease Rate for Field 99 100 M3 Max Fld Current at Spd Reg

100 101 M4 Creep 101 102 M4 Armature Acceleration Rate 102 103 M4 Pedal Up Regen Rate 103 104 M4 Accelerator Slope Select 104 105 M4 Min Field Current 105 106 M4 Regen Armature Current 106 107 M4 Regen Max Field Current 107 108 M4 Forward Speed Limit 108 109 M4 Armature/Braking Current 109 110 M4 Pedal Down Regen Rate 110 111 M4 Overspeed Decrease Rate for Field 111 112 M4 Max Fld Current at Spd Reg 112 113 Secure HM (Tens/Ones) 113 114 Secure HM (Thou/Hun) 114 115 Secure Aux HM (Tens/Ones) 115 116 Secure Aux HM (Thou/Hun) 116 117 Field Offset 117 118 Field Offset 118 119 Armature Offset 119 120 Scale Odometer 120 121 SPARE 121 122 SPARE 122 123 SPARE 123 124 SPARE 124 125 SPARE 125 126 SPARE 126 127 SPARE 127 128 SPARE

GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None

GE SENTRY ONLY None GE SENTRY ONLY None

GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY OEM Read Only GE SENTRY ONLY OEM Read Only GE SENTRY ONLY OEM Read Only GE SENTRY ONLY OEM Read Only GE SENTRY ONLY OEM Read Only GE SENTRY ONLY OEM Read Only GE SENTRY ONLY OEM Read Only GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None GE SENTRY ONLY None

Numbers in (bold italics) are Stored Status Code pointers.

January 2008