GE IC3645SR3R404R2 User manual

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 1
March2000
SEPARATELY EXCITED (SX) TRANSISTORIZED TRACTION DUAL MOTOR CONTROL
INSTALLATION AND OPERATION MANUAL
(IC3645SR3R404R2,IC3645SR3R404R3andIC3645SR3R404R4)
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.
Copyright by General Electric Company March 2000
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 SX 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 Controlled Acceleration and 1A Time......................................................................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
2.1.3.d Brake Pedal Regenerative Braking...........................................................................6
2.1.4 Auxiliary Speed Control......................................................................................................6
2.1.4.a Field Weakening..................................................................................................................6
2.1.4.b Speed Limits ........................................................................................................................7
Table of Contents

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 2
March2000
2.1.5 Ramp Operation...................................................................................................................7
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 Codes...........................................................................................................8
2.3.2.b Stored Codes ...............................................................................................................8
2.3.3 Hourmeter Readings ..........................................................................................................8
2.3.3.a Maintenance Alert and Speed Limit ........................................................................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 Dash Display Interaction Modes ...................................................................................8
2.3.7 Circuit Board Coil Driver Modules....................................................................................9
2.3.8 Truck Management Module (TMM)................................................................................9
Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS....................................................10
3.1 Ordering Information for Separately Excited Controls..................................................................10
3.2 Outline: SX-2 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)................................................................................................14
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............................................................................................................................15
4.2.6 Suppression.................................................................................................................................15
4.3 Recommended Lubrication of Pins and Sockets Prior to Installation.......................................16
4.4 General Troubleshooting Instructions............................................................................................17
4.5 Traction Controller Status Codes.....................................................................................................18-33
4.6 TMM Module Status Codes..............................................................................................................34-38
Table of Contents ( Continued )
Table of Contents ( Continued )

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 3
March2000
Section 5.0 TRUCK MANAGEMENT MODULE (TMM)........................................................................................................39
5.1 General Features ................................................................................................................................39
5.2 Operation .............................................................................................................................................39
5.3 Installation...........................................................................................................................................39
5.4 Connection Diagrams.........................................................................................................................39
5.4.1 TMM7A Card Connections........................................................................................................39
5.4.2 TMM7A Typical Brush Wear Sensor Connections ..............................................................39
5.4.3 TMM Pump Control Connections ............................................................................................40
5.5 TMM7A Outline Drawings.................................................................................................................40
Section 6.0 SX FAMILY -GE HANDSET INSTRUCTIONS...................................................................................................41
6.1 General Features ................................................................................................................................41
6.2 Purpose/Setup Functions ................................................................................................................41
6.3 Setup Function Procedures ..............................................................................................................42
6.3.1 Setup Mode .................................................................................................................................42
6.3.2 Status Code Scrolling.................................................................................................................42
6.3.3 SX Handset Plug Connections & Outline Drawing................................................................42
6.4 Setup Functions for Traction Controller ........................................................................................43-48
6.5 Summary of Current Limit Adjustments............................................................................................49
Section 7.0 DASH DISPLAYS..................................................................................................................................................50
7.1 Application ............................................................................................................................................50
7.2 Standard Dash Displays ......................................................................................................................50
7.3 Interactive Dash Displays....................................................................................................................50
7.4 Start-up Display Sequence ..................................................................................................................51
7.5 Outline Drawings ...................................................................................................................................51
Section 8.0 MEMORY MAPS..................................................................................................................................................52
8.1 Typical Memory Map for Traction Control.....................................................................................52-54

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page4
March2000
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. GE 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 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 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 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 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
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.

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page5
March2000
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 H-Bridge circuit (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
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, 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 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 solid-
state 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.
Section 2. FEATURES OF SX FAMILY OF TRANSISTOR
MOTOR CONTROLLERS
Section 2.1 Performance
Section 2.1.1 Oscillator Card Features
FUSE
LINE
CAP ARM F2F1
Q3
Q4
Q5
Q6
Q1
POS
NEG
Figure 4
A1 +
A2 -
Q2

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page6
March2000
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 SX 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 directional lever is
moved from one direction to the
other, 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. 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 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
ARM
Q1
Q2
Figure 5

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page7
March2000
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 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 and 1A, or bypass, contactors are
on-board the control card. These contactors 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 returns.
Additionally, if the seat switch or key switch 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 to initiate 1A operation, thereby
allowing the control to cool. 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
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

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page8
March2000
available with SX systems using Traction and Pump
controls and Truck Management Module (TMM). Along
with the status code display from the TMM, the SX 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 SX 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 each time
the key switch is turned off.
Section 2.3.3.a Maintenance Alert & Speed Limit
This feature is used to display Status Code 99 and/or
activate a speed limit when the vehicle operating hours
match the hours set into the maintenance alert register.
This feature is set with the Handset using Functions 19
and 20. The operator is alerted that maintenance on the
vehicle is required.
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, and SX
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 SX 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 Interactive Dash Display
Modes
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) Controlled
Acceleration levels, (4) Field Weakening levels and (4)
Speed Limits.
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 factory (task) 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 and 1A contactor
coils. On command from the control card, these drivers

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page9
March2000
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.
Section 2.3.8 Truck Management Module (TMM)
The Truck Management Module is a multifunction
accessory card, or an integral function of the GE Pump
controls when used with the SX Traction control. The
Module provides the OEM the ability to initiate status
codes or operator warning codes to be displayed on the
Dash Display, whenever a normally open switch or sensor
wire provides a signal to the Module.
The TMM Module can be used to display a separate
status code indicating over-temperature of traction
motors, hydraulic motors, or any other device or system
that can activate a switch that closes.
The TMM Module can also be used as a Brush Wear
Indicator (BWI). The Brush Wear Indicator is designed to
detect a "worn out brush" and display a fault code on the
Dash Display to warn maintenance personnel that the
motor brushes need to be replaced before they wear to the
point of causing destructive damage to the motor
commutator surface.

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX 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 SE 4D33 2C3
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” X6.67”
R=6.86” X8.15”
U=8.66” X8.13”
W=8.66” X10.83”
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.
Section 3.2 Outline: SX-2 Package Size

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 11
Section 3.3 Traction Elementary

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 12
ACCEL
SW.
ACCEL START SW.
FWD REV
OSC CARD CONNECTIONS
CONTROL POWER
CONNECTION
POS A1 F1 NEG A2 F2
FIELD
ARMATURE
FU1
FU3 FU5
PUMP
CONNECTION
POS
L
1A
REG BRAKING POTENTIOMETER INPUT
REGEN OUTPUT SIGNAL
IMOTOR (VOLTAGE OUT)
BDI INTERRUPT
KEY SWITCH
DIRECT
SWITCH
P18 P17 P2 P6 P4 P5P3
P10P15P11P13
P1
P7 P9
SEAT SW.
3
15
7
24
10
10
10 68
13A
A2 A1
F1 F2
*
*
*
*
*
*
*
*
*
29 30 50
1A
SP
41
13
13
*
MOTOR CONNECTIONS
CUSTOMER SUPPLIED
A1 A2
SP
+
-
STEER PUMP
ARM
PUMP CONNECTION
BATT NEG
LINE
FU4
TMM7
TMM7
88
43
44
89
*
*
Section 3.4 Traction Control Input and Output List

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 13
CONNECTIONS TO MAIN PLUG (23 PIN) AND "Y" PLUG (12 PIN)
TRACTION
PIN INPUT/OUTPUT DESCRIPTION
1BATTERY VOLTS FROM BATTERY
2BATTERY VOLTS FROM KEY
3BATTERY VOLTS FROM START SWITCH
4BATTERY VOLTS FROM FORWARD SWITCH
5BATTERY VOLTS FROM REVERSE SWITCH
6BATTERY VOLTS FROM SEAT SWITCH
7ACCELERATOR INPUT VOLTAGE SIGNAL
8NOT USED
9ACCELERATOR POT +5 VOLTS SUPPLY
10 BDI INTERRUPT
11 PLUG/RGN OUTPUT SIGNAL +12V 1=PLUG
12 NOT USED
13 RGN BRAKE POTENTIOMETER INPUT
14 NOT USED
15 IMOTOR OUT
16 NOT USED
17 LINE CONTACTOR DRIVER AND SUPPRESSION
18 1A CONTACTOR DRIVER AND SUPPRESSION
19 NOT USED
20 NOT USED
21 NOT USED
22 SERIAL RECEIVE / DASH DISPLAY
23 SERIAL TRANSMIT / DASH DISPLAY
MOTOR PROPORTIONING "Y" PLUG
PIN INPUT/OUTPUT DESCRIPTION
1CLOCK (OUT)
2DATA (OUT)
3ENABLE (OUT)
4NEGATIVE
5+5V SUPPLY
6CONT/STORE (IN) (HANDSET)
7EXTERNAL JUMPER TO PY12
8VALUE
9FUNCTION
10 EXTERNAL JUMPER TO PY11
11 SERIAL RECEIVE / CONNECT TO P22
12 SERIAL TRANSMIT / CONNECT TO P23
123456 12345668
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
7 8 9 10 11 12

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 14
March2000
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.
ThefollowingDo’sandDon’t’sshouldbeobserved:
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. In 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 160 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/PowerLevel 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.
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

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 15
March2000
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.
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

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 16
March2000
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 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 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.
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 1.
Figure 1
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” minimum.
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 General Troubleshooting Instructions
Chemtronics
Pow-R-
WasH
CZ
contact cleaner
cirozane
Nye
LUBRICANTS

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 17
March2000
Trouble-shooting the SX family of controls should be quick
and easy when following the instructions outlined in the
following status code instruction sheets.
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.
With the status code number, follow the procedures
outlined in the status codeinstruction sheets to determine
the problem.
Important Note: Due to the interaction of the logic card
with all vehicle functions, almost any status 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.
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 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.
Section 4.5 Traction Control Codes

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 18
March2000
TRACTION
STATUS CODE
DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
NONE Segments do not illuminate on the Dash
Display and/or the Handset. No input voltage to the control card or the display unit.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
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.
NEG
+
-
FU3 KEY
SWITCH
P1
P2
FU5
P18
1A
L
P17
TRACTION
STATUS CODE
DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-01 No seat switch or deadman switch input
(no voltage to P6). This status code will be displayed when P6 is less than 50% battery volts.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Mis-adjusted or defective seat or deadman
switch.
??Check to see that the seat 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/deadman switch,
check for a loose connection or broken wire
from P2 and/or P6.
NEG
+
-
FU3 KEY
SWITCH
P1 P2
FU5
P18
1A
SP L
P17 P6
SEAT SW.
P3
START SW.
P4
FORWARD SW.
P5
REVERSE SW.

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 19
March2000
TRACTION
STATUS CODE
DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-02 Forward directional switch is closed on
initial power up. This status code will be displayed when P4 is greater than 60% of battery voltage at initial key switch on.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
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 switch).
??
Return directional switch lever to neutral and
then return lever to forward position.
Forward directional switch is welded closed or
mis-adjusted 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.
NEG
+
-
FU3 KEY
SWITCH
P1 P2
FU5
P18
1A
SP L
P17 P6
SEAT SW.
P3
START SW.
P4
FORWARD SW.
P5
REVERSE SW.
TRACTION
STATUS CODE
DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-03 Reverse directional switch is closed on
initial power up. This status code will be displayed when P5 is greater than 60% of battery voltage at initial key switch on.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
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/deadman
switch).
?? Return directional switch lever to neutral and then
return lever to reverse position.
Reverse directional switch is welded closed or mis-
adjusted 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.
NEG
+
-
FU3 KEY
SWITCH
P1 P2
FU5
P18
1A
SP
L
P17 P6
SEAT SW.
P3
START SW.
P4
FORWARD SW.
P5
REVERSE SW.

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 20
March2000
TRACTION
STATUS CODE
DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-05 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.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
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.
NEG
+
-
FU3 KEY
SWITCH
P1 P2
FU5
P18
1A
SP L
P17 P6
SEAT SW.
P3
START SW.
P4
FORWARD SW.
P5
REVERSE SW.
P7
ACC POT
P9
NEG
TRACTION
STATUS CODE
DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-06 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
NO 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.
NEG
+
-
FU3 KEY
SWITCH
P1 P2
FU5
P18
1A
SP L
P17 P6
SEAT SW.
P3
START SW.
P4
FORWARD SW.
P5
REVERSE SW.
P7
ACC POT
P9
NEG