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IC3645SR7T405CT1

GE IC3645SR4T405CT1, IC3645SR7T405CT1 Installation And Operation Manual

INSTALLATION AND OPERATION
IT/IP TRANSISTOR CONTROL Page 1
SEPARATELY EXCITED TRANSISTORIZED TRACTION CONTROL
INSTALLATION AND OPERATION MANUAL
IC3645SR4T405CT1 and IC3645SR7T405CT1
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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INSTALLATION AND OPERATION
IT/IP TRANSISTOR CONTROL Page 3
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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BASIC OPERATION AND FEATURES
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 +
Q2
ARM
A2 -
Q1
Q3
Q4
Q5
F2F1
Q6
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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IT400 TRANSISTOR CONTROL Page 6
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
Q2
retarding torque for deceleration. If the vehicle is moving, and the
ARM
directional lever is moved from one direction to the other, the
Q1
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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IT400 TRANSISTOR CONTROL Page 7
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
IT400 TRANSISTOR CONTROL Page 8
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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IT/IP TRANSISTOR CONTROL Page 12
Section 3.3 Traction Elementary
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IT/IP TRANSISTOR CONTROL Page 13
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
In
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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DIAGNOSTIC STATUS CODES
IT TRANSISTOR CONTROL Page 15
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.
January 2008
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