GE IC3645SR4T405E1 User manual

INSTALLATION AND OPERATION
IT/IP TRANSISTOR CONTROL Page 1
SEPARATELY EXCITED TRANSISTORIZED TRACTION CONTROL
INSTALLATION AND OPERATION MANUAL
IC3645SR4T405E1
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.
General Electric Company November 2005
Table of Contents
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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INSTALLATION AND OPERATION
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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
Table of Contents ( Continued )

INSTALLATION AND OPERATION
IT/IP TRANSISTOR CONTROL Page 3
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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 .................................................................. 39-44
5.5 Summary of Current Limit Adjustments................................................................... 45
Section 6.0 DASH DISPLAYS................................................................................................................. 46
6.1 Application ................................................................................................................ 46
6.2 Standard Dash Displays ........................................................................................... 46
6.3 Interactive Dash Displays.......................................................................................... 46
6.4 Start-up Display Sequence ............................... ....................................................... 47
6.5 Outline Drawings ........................................ .............................................................. 47
Section 7.0 MEMORY MAPS .................................................................................................................. 48
7.1 Traction Control ....................................................................................................... 48-50
Table of Contents ( Continued )

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 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
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BASIC OPERATION AND FEATURES
IT400 TRANSISTOR CONTROL Page 5
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.
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. 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).
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.
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
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.
FUSE
LINE
CAP
ARM F2F1
Q3
Q4
Q5
Q6
Q1
POS
NEG
Figure 4
A1 +
A2 -
Q2
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BASIC OPERATION AND FEATURES
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
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
ARM
Q1
Q2
Figure 5
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BASIC OPERATION AND FEATURES
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
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. 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,
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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 2.3.4 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:
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.
• 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 2.3.2 Status Codes
Section 2.3.5 Handset
Section 2.3.2a Standard Status Codes
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.
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.
Features and functions:
With the status code number, follow the procedures
outlined in DIAGNOSTIC STATUS CODES to
determine the problem and a solution.
• Monitor existing system status codes for both
traction and pump controls. Monitor intermittent
random status codes.
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.
• 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 2.3.2.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 2.3.6.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.
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.
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The operator may select any of four pre-set
interactive modes consisting of (4) Controlled
Acceleration levels, (4) Regen Current levels, (4) Min

BASIC OPERATION AND FEATURES
IT400 TRANSISTOR CONTROL Page 9
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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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.
Section 3.2 Outline: IT400 Package
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IT/IP TRANSISTOR CONTROL Page 12
Section 3.3 Traction Elementary
POWER
CONNECTIONS
POS A1 F1
NEG A2 F2
FIELD
ARMATURE
FU1
FU5 KEY SWITCH
L
P1 P17 P2 P6
P9
P3
P7 P8
P4 P5
SEAT SW./CHARGER
START SW.
FORWARD SW.
REVERSE SW.
BRAKE SW.
P10
P21
ACC POT
BUZZER
P18
ELEMENTARY DRAWING FOR
SEPARATELY EXCITED MOTOR
CONTROLLER WITH SOLID-STATE
REGENERATIVE BRAKING
LINE
P15
PLUG PY
CONNECTIONS
B
P1
P5
P4
P2
FU7TO ACCESSORIES
FU6 P3
OSCILLATOR CARD
A2
A1
+
-
+5V NEG
PY11
PY12
P14 P20
TACH
P12
SW1
SW2
P22
P23
RS-232
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IT/IP TRANSISTOR CONTROL Page 13
November 2005
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 SEAT 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
WIRE END VIEW – MAIN PLUG WIRE END VIEW “Y” PLUG
12345668
9 10 11 12 13 14 15
16 17 18 19 20 21 22 23

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. 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 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/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.
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DIAGNOSTIC STATUS CODES
IT TRANSISTOR CONTROL Page 15
4.2.2.d High Power Signals (Level HP)
4.2.2.a Low-Level Signals (Level L)
Low-level signals are designated as level L. These
consist of:
Power wiring is designated as level HP. This consists
of DC buses and motor wiring with currents greater
than 10 A.
• Analog signals 0 through ±15 V
The following are specific examples of level HP
signals used in drive equipment cabling:
• Digital signals whose logic levels are less than 15
V DC
• Motor armature loops
• 4 – 20 mA current loops
• DC outputs 10 A and above
• DC busses less than 15 V and 250 mA
• Motor field loops 10 A and above
The following are specific examples of level L signals
used in drive equipment cabling: 4.2.3 Cable Spacing Guidelines
• Control common tie
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.
• 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)
4.2.3.a General Cable Spacing
• Digital tachometers and resolvers
• Dash display cabling The following general practices should be used for all
levels of 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).
• 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.
4.2.2.b High-Level Signals (Level H)
• Interconnecting wire runs should carry a level
designation.
High-level signals are designated as level H. These
signals consist of:
• 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.
• Analog and digital signals greater than 15 V DC
and less than 250 mA
• 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.
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)
4.2.4 Cabling for Vehicle Retrofits
Medium power signals are designated as level MP.
These signals consist of:
Reducing electrical noise on vehicle retrofits requires
careful planning. Lower and higher levels should
never encircle each other or run parallel for long
distances.
• DC switching signals greater than 15 V
• Signals with currents greater than 250 mA and
less than 10A 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.
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
November 2005

DIAGNOSTIC STATUS CODES
IT TRANSISTOR CONTROL Page 16
Do not loop level L signal wires around level H, level
MP, or HP wires.
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.
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.
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.
Section 4.3 Recommended Lubrication of Pins
and Sockets Prior to Installation
Beginning in January of 1999, GE will implement the
addition of a lubricant to all connections using pins
and sockets on EV100/EV200 and Gen II products.
Any connection made by GE to the A, B, X, Y, or Z
plugs will have the lubricant NYE 760G added to
prevent fretting of these connections during vehicle
operation.
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.
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.
3. Clean each terminal using Chemtronicscontact
cleaner “Pow-R-WasH CZ “ as shown in Figure
1.
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
Figure 1
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.
4. Lubricate each terminal using Nye760G
lubricant as shown in figure 2. Apply enough
lubricant to each terminal opening to completely
fill each opening to a depth of .125” maximum.
November 2005
Chemtronics
Pow-R-
WasH
CZ
contactcleaner
cirozane

DIAGNOSTIC STATUS CODES
IT TRANSISTOR CONTROL Page 17
Figure 2
5. Reconnect plugs.
Reference
Cleaner ChemtronicsPow-R-WasH CZ
Contact Cleaner
Lubricant NyeLubricants NYOGEL760G
GE Plug Lub KitContains both above products:
328A1777G1
Section 4.4 Controller Mounting Guidelines
In the design of the GE family of motor controls,
performance assumptions were made based on heat
transfer between the control and the ambient
environment. The vehicle mounting surface acts as a
heat sink, which increases the effective surface area
for heat dissipation. If this assumed heat transfer is
not achieved during control installation and operation,
GE controllers will fall short of their anticipated
performance. It should be noted that the condition of
the mounting surface, and the quality of the resulting
interface between the control and the vehicle, can
significantly hinder heat transfer from the control.
The presence of contaminants, or of air voids created
by surface inconsistencies in either the vehicle or the
control, degrade the control’s capacity for heat
transfer. The control’s performance is de-rated
proportionally as its own thermal sensors reduce its
operation to protect it from damage due to excessive
heating.
Contained within the software of the GE controls are
several diagnostic status codes related to controller
thermal performance. Failure to follow these
mounting recommendations increases the likelihood
of encountering these status codes, through no fault
of the control itself, thus voiding controller warranty
for units returned solely due to the presence of these
status codes.
Careful surface preparation, including adequate
application of thermal compound, as detailed in the
following paragraphs, must be completed during the
installation of GE controls. There are many
techniques for applying thermal compound, and we
have outlined one approach below that has shown to
apply a consistent thickness of material.
Section 4.4.1 Necessary Tools
GE recommends the use of the following
components, or equivalent substitutions, during the
control installation process:
a) Thermal compound, (Dow Corning
#340), maintained per the manufacturer’s
recommendations and free of
contaminants
b) 3/32” notched trowel, such as a Krusin
adhesive spreader, model 00031
c) Calibrated torque wrench (0 – 15 ft-lbs)
Section 4.4.2 The GE Control Mounting Surface
During the manufacture of the GE control, the
surface flatness is maintained at 0.005” per linear
inch (not to exceed 0.025” per 10.0 inches). The
surface finish of the GE control has an Ra(average
roughness) of 64 (microinches), or better. This finish
is consistent with cold rolled or extruded aluminum.
Care should always be taken in the handling and
storage of controllers. The base of the control should
be free from nicks, bumps, protrusions or any other
foreign object that would prevent the control from
sitting flush with the vehicle mounting surface.
Examine the base of the control to verify that it is in
good condition and free from damage or
contamination.
Section 4.4.3 Vehicle Mounting Surface
November 2005
Nye
LUBRICANTS
The quality of the vehicle mounting surface is critical
for the optimum heat transfer between the control
and the ambient environment. Conduction through
the base of the control is the control’s only means of
heat rejection. While GE controls are highly efficient,
a few percent of the electrical energy will be
converted into heat. As previously mentioned, if this
energy is not dissipated through the base of the

DIAGNOSTIC STATUS CODES
IT TRANSISTOR CONTROL Page 18
control, a thermal protector will reduce the
performance of the control until the temperature
stabilizes.
For optimal heat transfer from control to vehicle, the
flatness of the vehicle mounting surface should be
equivalent to the flatness of the control surface
(0.005” per linear inch). Use a straight edge or dial
indicator to verify the mounting surface.
The biggest hindrance to heat transfer is the
presence of rust, scale, weld splatter or paint on the
vehicle mounting surface. If any of these items are
noted, prepare the surface per the following
guidelines:
Krusin adhesive spreader model 00031
a) Clean the mounting surface with a rotary
wire brush until the metal surface is
exposed.
b) Using 80-100 grit emery paper, sand the
surface until the metal shines.
c) Flush the surface clean with an
appropriate liquid de-greaser or parts
cleaner.
Section 4.4.4 Application of Thermal Compound Vehicle surface after proper grease application
Due to the minute differences in the control mounting
surface and the vehicle mounting surface, small
pockets of air will be created. These air pockets will
add to the overall thermal resistance of the interface.
Section 4.4.5 Mounting the GE Control
a) Place the control unit with desired orientation
on mounting plate with mounting holes
aligned.
To avoid these air pockets and improve thermal
conductivity, thermal compound must be applied
between the GE control base plate and the vehicle
mounting surface. The function of this compound is
to conform to surface discrepancies, filling gaps and
optimizing the metal-to-metal contact of the control
and the vehicle.
b) Move the control slightly in all directions to
eliminate voids and enhance the distribution
of the thermal compound.
c) Insert the all of the mounting hardware (4, 6
or 8 bolts, M6 or M8, necessary for the
mounting of the respective family of controls).
d) Tighten these bolts (as per sequence shown
in diagrams below) to half of the nominal
torque value (7.5lb-ft).
a) Prepare the two mounting surfaces
(control and vehicle) as indicated above. e) Lastly, tighten the bolts to the nominal torque
value (15 lb-ft), following the same
sequence.
b) Using a triangular notched trowel of 3/32”
(.09” +/- .01), apply the grease to the
vehicle mounting surface.
c) Use straight, non-crossing strokes of the
trowel to apply the compound.
d) Make multiple vertical passes until a
uniform consistency is achieved.
Calibrated torque wrench for hardware
installation
November 2005

DIAGNOSTIC STATUS CODES
IT TRANSISTOR CONTROL Page 19
1 4
3 2
1 3
2
6
4
2
3
5
1
7
5
3
1
6
8
2
4
Proper sequence for use in tightening hardware
during control mounting
November 2005
With the status code number, follow the procedures
outlined in the status code instruction sheets to
determine the problem.
Important Note: Due to the interaction of the logic
card with all vehicle functions, almost any status
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.
Section 4.4.6 Maintenance
If it is necessary to remove the control for service,
careful consideration must be given to removing the
old thermal compound from the control and mounting
surface, prior to replacement of the unit. Never re-
use thermal compound. Use a putty knife or similar
straight edge to carefully remove all thermal
compound residue without damaging either mounting
surface. Flush the surfaces with a liquid de-greaser
or parts cleaner and allow them to dry, before re-
applying the thermal compound and mounting the
control. Take care not to contaminate the surfaces
with hydraulic fluid or battery acid.
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.
Section 4.5 General Troubleshooting Instructions Tools and test equipment required are: clip leads,
volt-ohm meter (20,000 ohms per volt) and basic
hand tools.
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.

DIAGNOSTIC STATUS CODES
IT TRANSISTOR CONTROL Page 20
Section 4.6 Traction Control Codes
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
November 2005
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-01 No seat switch or charger switch input
(no voltage to P6).
This status code will be displayed when P6 is less
than 50% battery volts.
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 charger switch.
• Check to see that the seat switch or charger
switch closes properly.
Open circuit between battery positive and P6.
• Check for loose connections or broken wires:
− Between the seat switch and P6
− Between the key switch and the battery
positive side of the seat switch.
− Between the seat switch and P2.
• On vehicles without a seat/charger switch,
check for a loose connection or broken wire
from P2 and/or P6.
NEG
+
-
FU3
KEY
SWITCH
P1 P2 P6
SEAT/CHARGER SWITCH
FU5