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 )

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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).

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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).

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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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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

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November 2002
This serial communication port can be used with Interactive Custom Dash Displays to allow changes to vehicle operating
parameters by the operator. Or, it can be used by service personnel to dump control operating information and settings into a
personal computer program.
Section 2.3.6.a Interactive Dash Display
Modes
The Interactive Custom Dash Display allows the operator to select the best vehicle performance for changing factory (task)
conditions. There are four (4) "operator interaction modes" that can be selected by depressing a push button on the dash display.
From the Dash Display, the operator may select any of four pre-set interactive modes consisting of (4) Controlled Acceleration
levels, (4) Field Weakening levels and (4) Speed Limits.
These interactive modes are "pre-set" using the Handset (Functions 48-62) or a personal computer (Functions 97- 112). This
feature allows the operator to select the best vehicle performance for changing factory (task) conditions.
Section 2.3.7 Circuit Board Coil Driver Modules
Coil drivers are internal to the control card, and are the power devices that operate the Line and 1A contactor coils. On
command from the control card, these drivers initiate opening and closing the contactor coils. All driver modules are equipped
with reverse battery protection, such that, if the battery is connected incorrectly, the contactors can not be closed electrically.
Section 2.3.8 Truck Management Module (TMM)
The Truck Management Module is a multifunction accessory card, or an integral function of the GE Pump controls when used
with the SX Traction control. The Module provides the OEM the ability to initiate status codes or operator warning codes to be
displayed on the Dash Display, whenever a normally open switch or sensor wire provides a signal to the Module.
The TMM Module can be used to display a separate status code indicating over-temperature of traction motors, hydraulic
motors, or any other device or system that can activate a switch that closes.
The TMM Module can also be used as a Brush Wear Indicator (BWI). The Brush Wear Indicator is designed to detect a "worn
out brush" and display a fault code on the Dash Display to warn maintenance personnel that the motor brushes need to be
replaced before they wear to the point of causing destructive damage to the motor commutator surface.
Section 2.4 Hydraulic Pump Control
This hydraulic motor controller consists of the following features:
• Three speeds, adjustable from O to 100% motor volts. Fixed speeds actuated by switch closure to negative.
• Current limit and controlled acceleration adjustable.
• Battery Discharge Indicator interrupt compatible.
• Coil driver module designed to operate the line contactor (see Section 2.3.7).
Operation of voltage regulator card: This card provides the basic functions required for controlling the pump control, optional
contactors, and PMT functions. Battery positive is applied through a main control fuse to the key switch, energizing the control
card power supply input to P1.
When a pump contactor is used, PMT operation is the same as outlined for the traction controllers.
The three speed (motor volts) reference points P12, P19, and P20 are selected by connecting these points independently to
battery negative.
The first speed is obtained by closing Speed Limit I (P12) to control negative. SLl is adjustable by Function 11 using the Handset
to adjust motor voltage from O to 100%. The specified motor volts will be regulated, however, the magnitude of motor current will
vary depending on the loading of the vehicle.
The second speed is obtained by closing SL2 (P19) to control negative. SL2 is adjusted using the Handset and Function 12 similar
to SL1.

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November 2002
The third speed is obtained by closing SL3 (P20) to control negative. SL3 is adjusted using the Handset and Function 13 similar to
SL1.
If more than one Speed Limit is activated, the selected speed with the highest motor volts will override the low motor volt speed.
The current limit circuit is adjustable and operates the same as the traction current limit.
The controlled acceleration circuit is adjustable and operates the same as the traction circuit. Adjustment range is from 0.1 to
5.5 seconds.
The Battery Discharge Indicator (BDI) interrupt will disable the hydraulic controller if the connection at P10 loses the 12 volt
signal from the traction control. BDI interrupt can be disabled by Function 17 using the Handset. Select card type with or without
BDI function.

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 10
November 2002
Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS
Section 3.1 Ordering Information for Separately Excited Controls
Example:
Part Number: IC3645 SE 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”
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: SX-4 Package Size

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 11
November 2002

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 12
November 2002
Section 3.3 Traction Elementary
POWER CONNECTIONS
POS A1 F1 NEG A2 F2
FIELD
ARMATURE
SP
A1
A2
S1 S2
SP
+
-
FU5
15A
KEY
SWITCH
L
P1
P17 P2 P6 P3 P4 P5
SEAT SW.
START SW.
FORWARD SW.
REVERSE SW.
1A
P21
PS
1A
P7
ACC POT
FU4
60A
P1
A1
A2
S1 S2
P1
FU2
300A
1
3
PID2
P2
P10
HYDRAULICS
P2
A1
A2
S1 S2
P2
FU3
300A
BRAKE
SW.
P1
LIFT 2
LINE
FU1
500A
1
3
SPD2
P11
PL-1
PL-2
PL-3
PL-4 PL-5 PL-6
PL-7 PL-8
PL-9
2
12
12
10 10
10 60
30
28
57
5061
29
15 6 8
741 45
13
13

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 13
November 2002
Section 3.6 Traction Input/Output List
CONNECTIONS TO MAIN PLUG (23 PIN) AND "Y" PLUG (12 PIN)
TRACTION
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 NOT USED
9 ACCELERATOR POT +5 VOLTS SUPPLY
10 BDI INTERRUPT
11 STEER PUMP DRIVER SIGNAL OUTPUT
12 NOT USED
13 RGN BRAKE POTENTIOMETER INPUT
14 TMM BRUSHWEAR
15 IMOTOR OUT
16 MOTOR CURRENT COMPENSATION
17 LINE CONTACTOR DRIVER AND SUPPRESSION
18 NOT USED
19 DASH DISPLAY + 5 VOLT SUPPLY
20 TMM OVERTEMP
21 1A CONTACTOR DRIVER AND SUPPRESSION
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 EXTERNAL JUMPER TO PY12
8 VALUE
9 FUNCTION
10 EXTERNAL JUMPER TO PY11
11 SERIAL RECEIVE / CONNECT TO P22
12 SERIAL TRANSMIT / CONNECT TO P23
123456 12345668
9 10 11 12 13 14 15
16 17 18 19 20 21 22 23
WIRE END VIEW - MAIN PLUG
WIRE END VIEW "Y" PLUG
7 8 9 10 11 12

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 14
November 2002
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’t’s 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
160 hours of vehicle operation. Inspection is recommended
to verify that the contactors are not binding and that the
tips are intact and free of contaminants.
GE does not recommend that any type of welding be
performed on the vehicle after the installation of the
control(s) in the vehicle. GE will not honor control failures
during the warranty period when such failures are
attributed to welding while the control is installed in the
vehicle.
Section 4.2 Cable Routing and Separation
Electrical noise from cabling of various voltage levels can
interfere with a microprocessor-based control system. To
reduce this interference, GE recommends specific cable
separation and routing practices, consistent with industry
standards.
Section 4.2.1 Application Responsibility
The customer and customer’s representative are
responsible for the mechanical and environmental
locations of cables. They are also responsible for applying
the level rules and cabling practices defined in this section.
To help ensure a lower cost, noise-free installation, GE
recommends early planning of cable routing that complies
with these level separation rules.
On new installations, sufficient space should be allowed to
efficiently arrange mechanical and electrical equipment.
On vehicle retrofits, level rules should be considered during
the planning stages to help ensure correct application and
a more trouble-free installation.
Section 4.2.2. Signal/PowerLevel Definitions
The signal/power carrying cables are categorized into four
defining levels: low, high, medium power, and high power.
Within those levels, signals can be further divided into
classes.
Sections 4.2.2.a through 4.2.2.d define these levels and
classes, with specific examples of each. Section 4.2.3
contains recommendations for separating the levels.
4.2.2.a Low-Level Signals (Level L)
Low-level signals are designated as level L. These consist
of:
• Analog signals 0 through ±15 V
• Digital signals whose logic levels are less than 15 V DC
• 4 – 20 mA current loops
• DC busses less than 15 V and 250 mA
The following are specific examples of level L signals used
in drive equipment cabling:

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 15
November 2002
• Control common tie
• DC buses feeding sensitive analog or digital hardware
• All wiring connected to components associated with
sensitive analog hardware with less than 5V signals (for
example, potentiometers and tachometers)
• Digital tachometers and resolvers
• Dash display cabling
• RS-232 cabling
Note: Signal inputs to analog and digital blocks should be
run as shielded twisted-pair (for example, inputs from
tachometers, potentiometers, and dash displays).
4.2.2.b High-Level Signals (Level H)
High-level signals are designated as level H. These signals
consist of:
• Analog and digital signals greater than 15 V DC and
less than 250 mA
For example, switch inputs connected to battery volts are
examples of level H signals used in drive equipment
cabling.
4.2.2.c Medium-Power Signals (Level MP)
Medium power signals are designated as level MP. These
signals consist of:
• DC switching signals greater than 15 V
• Signals with currents greater than 250 mA and less than
10A
The following are specific examples of level MP signals
used in drive equipment cabling:
• DC busses less than 10 A
• Contactor coils less than 10 A
• Machine fields less than 10 A
4.2.2.d. High Power Signals (Level HP)
Power wiring is designated as level HP. This consists of DC
buses and motor wiring with currents greater than 10 A.
The following are specific examples of level HP signals
used in drive equipment cabling:
• Motor armature loops
• DC outputs 10 A and above
• Motor field loops 10 A and above
4.2.3. Cable Spacing Guidelines
Recommended spacing (or clearance) between cables (or
wires) is dependent on the level of the wiring inside them.
For correct level separation when installing cable, the
customer must apply the general guidelines (section
4.2.3.a), outlined below.
4.2.3.a General Cable Spacing
The following general practices should be used for all
levels of cabling:
• All cables and wires of like signal levels and power
levels must be grouped together.
• In general, different levels must run in separate wire
bundles, as defined in the different classes, identified
above. Intermixing cannot be allowed, unless noted by
exception.
• Interconnecting wire runs should carry a level
designation.
• If wires are the same level and same type signal, group
those wires from one location to any other location
together in multiconductor cables or bind them
together with twine or zip-ties.
• When unlike signals must cross, cross them in 90°
angles at a maximum spacing. Where it is not possible
to maintain spacing, place a grounded steel barrier
between unlike levels at the crossover point.
4.2.4 Cabling for Vehicle Retrofits
Reducing electrical noise on vehicle retrofits requires
careful planning. Lower and higher levels should never
encircle each other or run parallel for long distances.
It is practical to use existing wire runs or trays as long as
the level spacing (see section 4.2.2) can be maintained for
the full length of the run.
Existing cables are generally of high voltage potential and
noise producing. Therefore, route levels L and H in a path
separate from existing cables, whenever possible.
For level L wiring, use barriers in existing wire runs to
minimize noise potential.
Do not loop level L signal wires around level H, level MP, or
HP wires.
4.2.5 RF Interference
To prevent radio frequency (RF) interference, care should
be taken in routing power cables in the vicinity of radio-
controlled devices.
Section 4.2.6 Suppression
Unless specifically noted otherwise, suppression (for
example, a snubber) is required on all inductive devices
controlled by an output. This suppression minimizes noise
and prevents damage caused by electrical surges.

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 16
November 2002
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.
Fretting occurs during microscopic movement at
the contact points of the connection. This movement
exposes the base metal of the connector pin which, when
oxygen is present, allows oxidation to occur. Sufficient
build up of the oxidation can cause intermittent contact
and intermittent vehicle operation. This can occur at any
similar type of connection, whether at the control or in any
associated vehicle wiring, and the resultant intermittent
contact can provide the same fault indication as actual
component failure.
The addition of the NYE 760G lubricant will prevent
the oxidation process by eliminating the access of oxygen
to the contact point. GE recommends the addition of this
lubricant to the 12 pin and 23 pin plugs of all new Gen II
controls at the time of their installation into a vehicle
When servicing existing vehicles exhibiting
symptoms of intermittent mis-operation or shutdown by the
GE control, GE recommends the addition of this lubricant to
all 12 and 23 pin plugs, after proper cleaning of the
connectors, as a preventative measure to insure fretting is
not an issue before GE control replacement. Also, for long
term reliable control operation, the plug terminals must be
maintained per these instructions with the recommended
contact cleaner and lubricant which provides a high
degree of environmental and fretting protection.
New and re-manufactured control plugs are cleaned and
lubricated prior to shipment from the factory. However, in
applications where severe vibration or high temperature
cycling and excessive humidity ( such as freezers ) are
present, it is recommended that the plug terminals be
cleaned and lubricated every year, per this instructions. In
normal applications, plug maintenance should be
performed every two years, unless intermittent problems
arise with the plugs, requiring more immediate attention.
Warning: Do not use any other cleaners or lubricants
other than the ones specified.
WARNING: Before conducting maintenance on the
vehicle, jack up the drive wheels, disconnect the battery
and discharge the capacitors. Consult the Operation and
Service Manual for your particular vehicle for details on
discharging the capacitors; this procedure differs
between SCR and Transistor controls.
1. Disconnect plug from controller or mating plug.
2. Locate the plug that contains the socket (female)
terminals. Maintenance needs only to be performed on
the plug containing the socket (female) type terminals.
Reconnecting the plugs will lubricate the pin (male)
terminals.
3. Clean each terminal using Chemtronicscontact
cleaner “Pow-R-WasH CZ “ as shown in Figure 1.
Figure 1
4. Lubricate each terminal using Nye760G lubricant as
shown in figure 2. Apply enough lubricant to each
terminal opening to completely fill each opening to a
depth of .125” minimum.
Figure 2
5. Reconnect plugs.
Reference
Cleaner ChemtronicsPow-R-WasH CZ Contact
Cleaner
Lubricant NyeLubricants NYOGEL760G
GE Plug Lub Kit Contains both above products:
328A1777G1
Chemtronics
Pow-R-
WasH
CZ
contactcleaner
cirozane
Nye
LUBRICANTS

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 17
November 2002
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
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 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:
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
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.
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.
a) Prepare the two mounting surfaces (control
and vehicle) as indicated above.
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.