FSIP IC3645SR4A403E1 User manual

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 1
November 2012
Note: The information contained herein is intended to assist OEM's, Dealers and Users of electric vehicles in the
application, installation and service of FSIP 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 FSIP directly for this
assistance.
FSIP Company November 2012
Section 1.0 INTRODUCTION .................................................................................................................. 3
1.1 Motor Characteristics ........................................................................................ 3
1.2 Solid-State Reversing ....................................................................................... 4
1.3 Flexible System Application .............................................................................. 4
1.4 More Features with Fewer Components........................................................... 4
Section 2.0 FEATURES OF SX FAMILY OF MOTOR CONTROLLERS............................................... 4
2.1 Performance...................................................................................................... 4
2.1.1 Oscillator Card Features............................................................................. 4
2.1.1.a Standard Operation.............................................................................. 4
2.1.1.b Control Acceleration ............................................................................ 5
2.1.2 Current Limit ............................................................................................... 5
2.1.3 Regenerative Braking to Base Speed ........................................................ 5
2.1.4 Auxiliary Speed Control.............................................................................. 5
2.1.4.a Field Weakening .................................................................................. 5
2.1.4.b Speed Limits ........................................................................................ 5
2.1.4.c Top Speed Regulation ...................................................................... .. 5
2.1.5 Ramp Start.................................................................................................. 5
2.1.6 On-Board Coil Drivers and Internal Coil Suppression ............................... 6
2.2 System Protective Override .............................................................................. 6
2.2.1 Static Return to Off (SRO) ......................................................................... 6
Table of Contents
SEPARATELY EXCITED (SX) TRANSISTORIZED MOTOR CONTROLLERS
FOR NEIGHBORHOOD ELECTRIC VEHICLE APPLICATIONS
INSTALLATION AND OPERATION MANUAL
FSIP MODEL IC3645SR4A403E1

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 2
November 2012
2.2.2 Accelerator Volts Hold Off .......................................................................... 6
2.2.3 Pulse Monitor Trip (PMT)............................................................................ 6
2.2.4 Thermal Protector (TP)............................................................................... 6
2.2.5 Low Voltage ............................................................................................... 6
2.3 Diagnostics........................................................................................................ 6
2.3.1 Status Codes.............................................................................................. 6
2.3.1.a Standard Status Codes........................................................................ 6
2.3.1.b Stored Status Codes ........................................................................... 6
2.3.2 Odometer Readings ................................................................................... 6
2.3.3 RS-232 Communication Port ..................................................................... 7
2.3.4 Circuit Board Coil Driver Modules........................ ...................................... 7
Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS...................... 8
3.1 Ordering Information for Separately Excited Controls ...................................... 8
3.2 Outline: Package Size....................................................................................... 9
3.3 Standard Elementary for Neighborhood Electric Vehicle Application.............. 10
3.4 Standard Neighborhood Electric Vehicle Application Input/Output List............ 11
Section 4.0 TROUBLESHOOTING AND DIAGNOSTIC STATUS CODES........................................... 12
4.1 General Maintenance Instructions........................................................................... 12
4.2 Cable Routing and Separation ......................................................................... 12
4.2.1
Application Responsibility........................................................................................ 12
4.2.2 Signal/Power Level Definitions.......................................................................... 12
4.2.2.a Low Level Signals (Level L)........................................................................ 12
4.2.2.b High Level Signals (Level H) ...................................................................... 13
4.2.2.c Medium-Power Signals (Level MP)............................................................ 13
4.2.2.d High-Power Signals (Level HP).................................................................. 13
4.2.3 Cable Spacing Guidelines................................................................................. 13
4.2.3.a General Cable Spacing............................................................................... 13
4.2.4 Cabling for Vehicle Retrofits.............................................................................. 13
4.2.5 RF Interference ................................................................................................. 13
4.2.6 Suppression ...................................................................................................... 13
4.3 Recommended Lubrication of Pins and Sockets Prior to Installation...................... 14
4.4 General Troubleshooting Instructions...................................................................... 15
4.5 Traction Controller Status Codes ............................................................................ 16-29
Section 5.0 SET UP FUNCTIONS FOR TRACTION CONTROLLER.................................................... 30-33
Section 6.0 MEMORY MAP..................................................................................................................... 34-36
Table of Contents ( Continued )

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 3
November 2012
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 multi-
generational format that allows the market to take
advantage of today’s technology, while looking
forward to new advances on the horizon. FSIP has
introduced a second generation system using
separately excited DC shunt wound motors. The
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 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
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.
NO LOAD CURRENT
FULL
LOAD CURRENT
STARTING
CURRENT
ARMATURE CURRENT
Figure 1
SPEED
TORQUE
As shown in 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
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
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).
NO LOAD CURRENT
FULL
LOAD CURRENT
STARTING
CURRENT
ARMATURE CURRENT
Figure 2
SPEED
TORQUE
In the separately excited motor, the motor is operated
as a fixed field shunt motor in the normal running
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
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
(Figure 3.)
NO LOAD CURRENT
FULL
LOAD CURRENT
STARTING
CURRENT
ARMATURE CURRENT
Figure 3
SPEED
TORQUE

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 4
November 2012
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
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 shunt
motor field, typically only 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 H-
Bridge circuit (Figure 4).
By energizing the transistors in pairs, current can be
made to flow in either direction in the field. The field
and armature control circuits typically operate at
12KHZ to 15KHZ, a frequency range normally above
human hearing. This high frequency, coupled with
the elimination of directional contactors, provides for
very quiet vehicle operation.
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
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 to
independently control the 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, 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 the
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
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, as armature rotation slows with the
increase of current in the field. An extension of this
feature is a zero-speed detect feature which prevents
the vehicle from free-wheeling down an incline,
should the operator neglect to set the brake.
Regenerative braking (braking energy returned to the
battery) may be accomplished completely with solid-
state technology. The main advantage of
regenerative braking is increased motor life. Motor
current is reduced by 50% or better 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 FSIP, 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.
FUSE
LINE
CAP ARM F2F1
Q3
Q4
Q5
Q6
Q1
POS
NEG
Figure 4
A1 +
A2 -
Q2

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 5
November 2012
Section 2. FEATURES OF SX FAMILY OF
TRANSISTOR MOTOR CONTROLLERS
Section 2.1 Performance
Section 2.1.1 Oscillator Card Features
Section 2.1.1.a Standard Operation
The oscillator section of the card has two adjustable
features, creep speed and minimum field current.
The creep speed can be adjusted by Function 2 of
the handset. 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. Top Speed can be adjusted by Function
7 of the handset .
The % ON-time has a range of approximately 0 to
100 percent. The SX controllers operate at a
constant frequency and the % ON-time is controlled
by the pulse width of the voltage/current applied to
the motor circuits.
Section 2.1.1.b 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 preset 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 Regenerative Braking to Zero Speed
Slow down is accomplished when
releasing accelerator pedal or
depressing brake pedal by
providing a regulated amount of
retarding torque for deceleration.
If the vehicle is moving, and the
accelerator pedal is released, the
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. 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 2.1.4 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
current is less than the value set by Function 24 and
the accelerator input voltage is greater than 2.9 volts.
It is important to note that this function is used to
optimize motor and control performance, and this
setting will be determined by FSIP 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 "adjustable speed limits",
initiated by individual limit switches. The NC switches
are connected between input points on the control
card and battery positive. The lower motor volt limit
always takes priority when more than one switch
input is open. This motor volt limit regulates top
speed of the transistor controller, but actual vehicle
speed will vary at any set point depending on the
loading of the vehicle.
Section 2.1.4.c Top Speed Regulation
This feature requires a system tachometer. The
standard FSIP system tach is built into the motor and
provides four pulses per armature revolution. Once
ARM
Q1
Q2
Figure 5

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 6
November 2012
the control has been calibrated to the vehicle
parameters (gear ratio
and wheel rolling radius), using Function 1, speed
can be measured with a resolution of +/- 1 mph.
When traveling down an incline, if the vehicle speed
increases to the overspeed setting, the control
automatically transitions to the regen mode. The
maximum incline on which the control will be able to
maintain regulation is determined by the
characteristics of the motor, the maximum regen
armature current limit setting (Function 9), and the
maximum regen field current limit setting (Function
10).
When the vehicle reaches the bottom of the incline,
and the vehicle speed decreases below the
overspeed setting on the level surface, the control
automatically transitions back to the normal running
mode.
Section 2.1.5 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 2.1.6 On-Board Coil Drivers and Internal
Coil Suppression
A coil driver for the LINE contactor is on-board the
control card. This contactor must have a coil rated for
the vehicle battery volts.
Section 2.2 System Protective Override
Section 2.2.1 Static Return to Off (SRO)
This inherent safety feature of the control is designed
to prevent the driver from starting the vehicle with the
accelerator pedal depressed. If the pedal is
depressed when the key is turned on, the control will
not operate until the accelerator pedal is no longer
depressed.
Section 2.2.2 Accelerator Volts Hold Off
This feature checks the voltage level at the
accelerator input whenever the key switch is
activated. If, at start-up, the voltage is greater than
0.9 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. 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 SX 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,
however, the resulting PMT should open the Line
contactor, in the event of a failure.
Section 2.3 Diagnostics
The control detects the system's present operating
status and this status can be displayed to either the
Dash Display or the Handset.
Section 2.3.1 Status Codes
Section 2.3.1a Standard Status Codes
The SX control has a wide variety of 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

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 7
November 2012
available from the status code displayed when the
Handset is plugged 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 appropriate corrective
action.
Note: The Status Code Instruction Sheets do not
purport 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 2.3.1.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 2.3.2 Odometer Readings
This feature will transmit the miles of use of the
traction control to the Dash Display.
Section 2.3.3 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 2.3.4 Circuit Board Coil Driver Modules
A Coil driver is internal to the control card, and is the
power device that operate the Line contactor coil. On
command from the control card, these drivers initiate
opening and closing the contactor 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.

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 8
November 2012
Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS
Section 3.1 Ordering Information for Separately Excited Controls
Example:
Part Number: IC3645 SR 4 A 40 3 E1
Argument Number: 01 02 03 04 05 06 07
Argument 01: Basic Electric Vehicle Control Number
Argument 02: Control Type:
SH = Separately Excited Control ( Plugging )
SR = Separately Excited Control ( Regen to Zero )
Argument 03: Operating Voltage:
1 = 120 volts 5 = 36/48 volts
2 = 24 volts 6 = 24/36 volts
3 = 36 volts 7 = 72/80 volts
4 = 48 volts
Argument 04: Package Size:
D = 6.86” X 6.67”
R = 6.86” X 8.15”
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.

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 9
November 2012
Section 3.2 Outline: Package Size
Section 3.3 Standard Elementary for Neighborhood Electric Vehicle Application

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 10
November 2012
POWER CONNECTIONS
TO CONTROL
POS A1 F1
NEG A2 F2
FIELD
ARMATURE
FU1 *
LINE *
A1 A2
A1 A2
F2 F1
400A
+
-
FU3 *
L
10A
TOW SWITCH *
START
SWITCH *
DIRECTIONAL
SWITCH *
FORWARD
REVERSE
BUZZER *
ACCEL POT *
P1 P2 P3 P4 P5 P17 P10
P15
TACHOMETER *
P14 P16 P7 P9 P8
PLUG (23 PIN)
MOTOR CONNECTIONS
* CUSTOMER SUPPLIED
*
KEY
SWITCH *
P6
RS232 RECEIVE
RS232 TRANSMIT
P13 P22 P23
Section 3.4 Neighborhood Electric Vehicle Application Input/Output List