GE IC3645SR4W746HL1 User manual

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 1
November 2002
SEPARATELY EXCITED (SX) TRANSISTORIZED TRACTION MOTOR CONTROL
INSTALLATION AND OPERATION MANUAL
IC3645SR4W746HL1, IC3645SR4W10010HL1 and IC3645SR7W10010HL1
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 Plug Braking..................................................................................................................6
2.1.3.b Regenerative Braking to Zero Speed ........................................................................ 6
Table of Contents

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SX TRANSISTOR CONTROL Page 2
November 2002
2.1.3.c Pedal Position Plug Braking.......................................................................................6
2.1.3.d Auto Braking .................................................................................................................6
2.1.3.e 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
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-4 Package Size................................................................................................................. 11
3.4 Traction Elementary.............................................................................................................................12
3.6 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........................................................................................................16
4.2.4 Cabling for Vehicle Retrofits ...............................................................................................................16
4.2.5 RF Interference......................................................................................................................................16
4.2.6Suppression 16
4.3 Recommended Lubrication of Pins and Sockets Prior to Installation.........................................17
Table of Contents ( Continued )

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SX TRANSISTOR CONTROL Page 3
November 2002
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....................................................................................................17
4.4.5 Mounting the GE Control .....................................................................................................................18
4.4.6 Maintenance .........................................................................................................................................18
4.5 General Troubleshooting Instructions ..............................................................................................18
4.6 Traction Controller Status Codes....................................................................................................... 20-36
Section 5.0 TRUCK MANAGEMENT MODULE (TMM) ........................................................................................................37
5.1 General Features ..................................................................................................................................37
5.2 Operation ...................................................... ........................................................................................ 37
5.3 Installation.................................................... .........................................................................................37
5.4 Connection Diagrams ..........................................................................................................................37
5.4.1 TMM7A Card Connections..................................................................................................................37
5.4.2 TMM7A Typical Brush Wear Sensor Connections ........................................................................ 37
5.4.3 TMM Pump Control Connections ........................... ..........................................................................38
5.5 TMM7A Outline Drawings................................................................................................................... 38
Section 6.0 SX FAMILY - GE HANDSET INSTRUCTIONS ...................................................................................................39
6.1 General Features ..................................................................................................................................39
6.2 Purpose/Setup Functions .................................................................................................................. 39
6.3 Setup Function Procedures ................................ ...............................................................................40
6.3.1 Setup Mode ............................................ ..............................................................................................40
6.3.2 Status Code Scrolling.................................. ........................................................................................40
6.3.3 SX Handset Plug Connections & Outline Drawing.......................................................................... 40
6.4 Setup Functions for Traction Controller .. ........................................................................................41-46
6.5 Summary of Current Limit Adjustments ............................................................................................ 47
Section 7.0 DASH DISPLAYS................................................................................................................................................... 48
7.1 Application ...............................................................................................................................................48
7.2 Standard Dash Displays ........................................................................................................................48
7.3 Interactive Dash Displays................................ ......................................................................................48
7.4 Start-up Display Sequence ............................... ....................................................................................49
7.5 Outline Drawings ........................................ ............................................................................................49
Section 8.0 MEMORY MAPS ...................................................................................................................................................50
8.1 Typical Memory Map for Traction Control....................................................................................... 50-52
Table of Contents ( Continued )

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 5
November 2002
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).

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 6
November 2002
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.
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).

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 7
November 2002
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.
FUSE
LINE
CAP
ARM F2F1
Q3
Q4
Q5
Q6
Q1
POS
NEG
Figure 4
A1 +
A2 -
Q2

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SX TRANSISTOR CONTROL Page 8
November 2002
Section 2. FEATURES OF SX FAMILY OF TRANSISTOR MOTOR CONTROLLERS
Section 2.1 Performance
Section 2.1.1 Oscillator Card Features
Section 2.1.1.a Standard Operation
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 and 1A Time
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. The 1A contactor will automatically close 2.0 seconds after the controlled acceleration stops and
the accelerator input is less than 0.5 volts, or less than 200 ohms. 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 Plug Braking
Section 2.1.3.b Regenerative Braking to Zero Speed

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SX TRANSISTOR CONTROL Page 9
November 2002
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.c 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.d 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
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
ARM
Q1
Q2
Figure 5

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SX TRANSISTOR CONTROL Page 10
November 2002
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 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.

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SX TRANSISTOR CONTROL Page 11
November 2002
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