GE H4V262Y1 User manual

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 1
SEPARATELY EXCITED (SX) TRANSISTORIZED MOTOR CONTROLLERS
FOR NEIGHBORHOOD ELECTRIC VEHICLE APPLICATION
INSTALLATION AND OPERATION MANUAL
(GE MODEL IC3645SH4V262Y1)
Note: The information contained herein is intended to assist OEM's, Dealers and Users of electric vehicles in the application,
installation and service of GE solid-state controllers. This manual does not purport to cover all variations in OEM vehicle types.
Nor does it provide for every possible contingency to be met involving vehicle installation, operation or maintenance. For
additional information and/or problem resolution, please refer the matter to the OEM vehicle manufacturer through his normal
field service channels. Do not contact GE directly for this assistance.
General Electric Company June 2002
Table of Contents
Section 1.0 INTRODUCTION ....................................................................................................................................................3
1.1 Motor Characteristics .................................................................................................................3
1.2 Solid-State Reversing ..................................................................................................................4
1.3 Flexible System Application........................................................................................................4
1.4 More Features with Fewer Components ..................................................................................4
Section 2.0 FEATURES OF SX FAMILY OF MOTOR CONTROLLERS..................................................................................4
2.1 Performance..................................................................................................................................4
2.1.1 Oscillator Card Features......................................................................................................................4
2.1.1.a Standard Operation..............................................................................................................4
2.1.1.b Control Acceleration ...........................................................................................................5
2.1.2 Current Limit 5
2.1.3 Plug Braking 5
2.1.4 Regenerative Braking to Base Speed ...............................................................................................5
2.1.5 Auxiliary Speed Control.......................................................................................................................5
2.1.5.a Field Weakening ...................................................................................................................5
2.1.5.b Speed Limits .........................................................................................................................5
2.1.5.c Top Speed Regulation..........................................................................................................5
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INSTALLATION AND OPERATION
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June 2002
Table of Contents ( Continued )
2.1.6 Ramp Start 5
2.1.7 On-Board Coil Drivers and Internal Coil Suppression ...................................................................5
2.2 System Protective Override ........................................................................................................6
2.2.1 Static Return to Off (SRO) ................................................................................................................... 6
2.2.2 Accelerator Volts Hold Off ..................................................................................................................6
2.2.3 Pulse Monitor Trip (PMT)....................................................................................................................6
2.2.4 Thermal Protector (TP)................................... .....................................................................................6
2.2.5 Low Voltage .......................................................................................................................................... 6
2.3 Diagnostics....................................................................................................................................6
2.3.1 Status Codes............................................. ............................................................................................6
2.3.1.a Standard Status Codes................................................................................................................6
2.3.1.b Stored Status Codes ......................................... .......................................................................... 6
2.3.2 Odometer Readings ............................................................................................................................. 6
2.3.3 RS-232 Communication Port ..............................................................................................................6
2.3.4 Circuit Board Coil Driver Modules.....................................................................................................7
Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS.................................................... 8
3.1 Ordering Information for Separately Excited Controls...........................................................8
3.2 Outline: Gen IV Package Size .....................................................................................................9
3.3 Standard Elementary for Golf Car Application ........................................................................ 10
3.4 Golf Car Application Input/Output List...................................................................................... 11
Section 4.0 TROUBLESHOOTING AND DIAGNOSTIC STATUS CODES............................................................................ 12
4.1 General Maintenance Instructions.................................................................................................... 12
4.2 Cable Routing and Separation ...........................................................................................................12
4.2.1 Application Responsibility...................................................................................................................12
4.2.2Signal/Power Level Definitions................................................................................................................... 12
4.2.2.a Low Level Signals (Level L) ......................................................................................................... 12
4.2.2.b High Level Signals (Level H)........................................................................................................ 13
4.2.2.c Medium-Power Signals (Level MP)...........................................................................................13
4.2.2.d High-Power Signals (Level HP) ..................................................................................................13
4.2.3Cable Spacing Guidelines ........................................................................................................................... 13
4.2.3.a General Cable Spacing................................................................................................................13
4.2.4Cabling for Vehicle Retrofits .......................................................................................................................13
4.2.5RF Interference..............................................................................................................................................13
4.2.6Suppression 13
4.3 Recommended Lubrication of Pins and Sockets Prior to Installation.........................................14
4.4 General Troubleshooting Instructions ..............................................................................................15
4.5 Traction Controller Status Codes....................................................................................................... 16-28
Section 5.0 SET UP FUNCTIONS FOR TRACTION CONTROLLER.......................................................................................29-36
5.1 Summary of Current Limit Adjustments.... ........................................................................................37
Section 6.0 MEMORY MAP......................................................................................................................................................38-40

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 3
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 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.
As shown in the typical performance curves of Figure 1, the
high torque at low speed characteristic of the series motor
is evident.
In a shunt motor, the field is connected directly across the
voltage source and is therefore independent of variations in
load and armature current. If field strength is held constant,
the torque developed will vary directly with the armature
current. If the mechanical load on the motor increases, the
motor slows down, reducing the back EMF (which depends
on the speed, as well as the constant field strength). The
reduced back EMF allows the armature current to increase,
providing the greater torque needed to drive the increased
mechanical load. If the mechanical load is decreased, the
process reverses. The motor speed and the back EMF
increase, while the armature current and the torque
developed decrease. Thus, whenever the load changes, the
speed changes also, until the motor is again in electrical
balance.
In a shunt motor, the variation of speed from no load to
normal full load on level ground is less than 10%. For this
reason, shunt motors are considered to be constant speed
motors (Figure 2).
NO LOAD CURRENT
FULL
LOAD CURRENT
STARTING
CURRENT
ARMATURE CURRENT
Figure 2
SPEED
TORQUE
In the separately excited motor, the motor is operated as a
fixed field shunt motor in the normal running range.
However, when additional torque is required, for example,
to climb non-level terrain, such as ramps and the like, the
field current is increased to provide the higher level of
torque. In most cases, the armature to field ampere turn
ratio can be very similar to that of a comparable size series
motor (Figure 3.)
Aside from the constant horsepower characteristics
described above, there are many other features that
provide increased performance and lower cost. The
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BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 4
following description provides a brief introduction to some
of these features.
Section 1. 2 Solid-State Reversing
The direction of armature rotation on a shunt motor is
determined by the direction in which current flows through
the field windings. Because of the shunt motor field,
typically only requires about 10% of the armature current at
full torque, it is normally cost effective to replace the
double-pole, double-throw reversing contactor with a low
power transistor H-Bridge circuit (Figure 4).
By energizing the transistors in pairs, current can be made
to flow in either direction in the field. The field and
armature control circuits typically operate at 15KHZ, a
frequency range normally above human hearing. This high
frequency, coupled with the elimination of directional
contactors, provides for very quiet vehicle operation.
The line contactor is normally the only contactor required
for the shunt motor traction circuit. This contactor is used
for both pre-charge of the line capacitors and for
emergency shut down of the motor circuit, in case of
problems that would cause a full motor torque condition.
The line can be energized and de-energized by the various
logic combinations of the vehicle, i.e. activate on key or
start switch closure, and de-energize on time out of idle
vehicle. Again, these options add to the quiet operation of
the vehicle.
Section 1. 3 Flexible System Application
Because the shunt motor controller has the ability to
control both the armature and field circuits independently,
the system can normally be adjusted for maximum system
efficiencies at certain operating parameters. Generally
speaking, with the ability to independently control the field
and armature, the motor performance curve can be
maximized through proper control application.
Section 1. 4 More Features with Fewer Components
Field weakening with a series wound motor is
accomplished by placing a resistor in parallel with the field
winding of the motor. Bypassing some of the current
flowing in the field into the resistor causes the field current
to be less, or weakened. With the field weakened, the motor
speed will increase, giving the effect of “overdrive”. To
change the “overdrive speed”, it is necessary to change
the resistor value. In a separately excited motor,
independent control of the field current provides for
infinite adjustments of “overdrive” levels, between the
motor base speed and maximum weak field. The
desirability of this feature is enhanced by the elimination
of the contactor and resistor required for field
weakening with a series motor.
With a separately excited motor, overhauling speed
limit, or downhill speed, will also be more constant. By
its nature, the shunt motor will try to maintain a
constant speed downhill. This characteristic can be
enhanced by increasing the field strength with the
control. Overhauling load control works in just the
opposite way of field weakening, as armature rotation
slows with the increase of current in the field. An
extension of this feature is a zero-speed detect feature
which prevents the vehicle from free-wheeling down an
incline, should the operator neglect to set the brake.
For GE, the future is now, as we make available a new
generation of electric traction motor systems for electric
vehicles having separately excited DC shunt motors and
controls. Features that were once thought to be only
available on future AC or brushless DC technology vehicles
systems are now achievable and affordable.
Section 2. FEATURES OF SX FAMILY OF TRANSISTOR
MOTOR CONTROLLERS
Section 2.1 Performance
Section 2.1.1 Oscillator Card Features
Section 2.1.1.a Standard Operation
The oscillator section of the card has two adjustable
features, creep speed and minimum field current. The
creep speed can be adjusted by Function 2 of the handset.
The field control section allows the adjustment of the field
weakening level in order to set the top speed of the motor.
This top speed function (Minimum Field Current) is enabled
when the armature current is less than the value set by
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BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 5
Function 24. Top Speed can be adjusted by Function 7 of
the handset .
The % ON-time has a range of approximately 0 to 100
percent. The SX controllers operate at a constant
frequency and the % ON-time is controlled by the pulse
width of the voltage applied to the motor circuits.
Section 2.1.1.b Control Acceleration
This feature allows for adjustment of the rate of time it
takes for the control to accelerate to 100% applied battery
voltage to the motor on hard acceleration. Armature C/A is
adjusted by Function 3 from 0.1 to 22 seconds.
Section 2.1.2 Current Limit
This circuit monitors motor current by utilizing sensors in
series with the armature and field windings. The
information detected by the sensor is fed back to the card
so that current may be limited to a preset value. If heavy
load currents are detected, this circuit overrides the
oscillator and limits the average current to a value set by
Function 4 and Function 8 of the Handset. The C/L setting is
based on the maximum thermal rating of the control.
Because of the flyback current through 3REC, the motor
current is usually greater than battery current, except at
100% ON time.
Section 2.1.3 Plug Braking
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 plug
signal is initiated. Once the plug signal has been initiated,
the field is reversed, and the armature current is regulated
to the plug current limit as set by Function 5. Armature
current is regulated by increasing the field current as the
vehicle slows down. Once the field current reaches a
preset value, set by Function 10, and armature plug current
can no longer be maintained, the braking function is
canceled, and the control reverts back to motoring.
All energy produced by the motor during plugging is
dumped as heat in the motor in this braking mode.
Section 2.1.4 Regenerative Braking to Base Speed
Regenerative braking to base speed is a function of the
vehicle motor design which slows the vehicle to a speed
corresponding to the base speed of the motor whenever
the start switch is opened or the control detects an
overspeed condition. The field FETs pulse on/off to
regulate the armature current. During regen, armature
current is allowed to flow from the armature through the
current sensor, the battery, the armature transistor and
back to the armature. All regen current is returned to the
battery. Regen current will continue to flow until the speed
of the motor drops below its base speed, at which point the
vehicle will coast.
Section 2.1.5 Auxiliary Speed Control
Section 2.1.5.a Field Weakening
This function allows the adjustment of the field weakening
level in order to set the top speed of the motor. The function
is enabled when the armature current is less than the value
set by Function 24 and the accelerator input voltage is
greater than 2.9 volts. It is important to note that this
function is used to optimize motor and control
performance, and this setting will be determined by 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 2.1.5.c Top Speed Regulation
This feature requires a system tachometer. The standard
GE system tach is built into the motor and provides four
pulses per armature revolution. Once the control has been
calibrated to the vehicle parameters (gear ratio
and wheel rolling radius), using Function 1, speed can be
measured with a resolution of +/- 0.1 mph. When traveling
down an incline, if the vehicle speed increases to the
overspeed setting, the control automatically transitions to
the regen mode. The maximum incline on which the control
will be able to maintain regulation is determined by the
characteristics of the motor, the maximum regen armature
current limit setting (Function 9), and the maximum regen
field current limit setting (Function 10).
When the vehicle reaches the bottom of the incline, and
the vehicle speed decreases below the overspeed setting
on the level surface, the control automatically transitions
back to the normal running mode.
Section 2.1.6 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 2.1.7 On-Board Coil Drivers and Internal Coil
Suppression
A coil driver for the LINE contactor is on-board the control
card. This contactor must have a coil rated for the vehicle
battery volts.
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BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 6
Section 2.2 System Protective Override
Section 2.2.1 Static Return to Off (SRO)
This inherent safety feature of the control is designed to
prevent the driver from starting the vehicle with the
accelerator pedal depressed. If the pedal is depressed
when the key is turned on, the control will not operate until
the accelerator pedal is no longer depressed.
Section 2.2.2 Accelerator Volts Hold Off
This feature checks the voltage level at the accelerator
input whenever the key switch is activated. If, at start-up,
the voltage is greater than 0.9 volts, the control will not
operate. This feature assures that the control is calling for
low speed operation at start up.
Section 2.2.3 Pulse Monitor Trip (PMT)
The PMT design contains three features which shut down,
or lock out, control operation if a fault conditions occurs
that would cause a disruption of normal vehicle operation:
• Look ahead
• Look again
• Automatic look again and reset
The PMT circuit will not allow the control to start under the
following conditions:
• The control monitors both armature and field FET's at
start-up and during running.
• The control will not allow the line contactor to close at
start-up, or will drop it out during running, if either the
armature or field FET's are defective, so as to cause
uncontrolled truck movement.
Section 2.2.4 Thermal Protector (TP)
This temperature sensitive device is internal to the power
transistor (Q1) module. If the transistor's temperature
begins to exceed the design limits, the thermal protector
will lower the maximum current limit, and maintain the
transistors within their temperature limits. As the control
cools, the thermal protector will automatically reset,
returning the control to full power.
Section 2.2.5 Low Voltage
Batteries under load, particularly if undersized or more
than 80 percent discharged, will produce low voltages at
the control terminals. The SX control is designed for use
down to 50 percent of a nominal battery voltage of 36-84
volts, and 75 percent of a nominal battery voltage of 24
volts. Lower battery voltage may cause the control to
operate improperly, however, the resulting PMT should
open the Line contactor, in the event of a failure.
Section 2.3 Diagnostics
The control detects the system's present operating status
and this status can be displayed to either the Dash Display
or the Handset.
Section 2.3.1 Status Codes
Section 2.3.1a Standard Status Codes
The SX control has a wide variety of Status Codes that
assist the service technician and operator in trouble
shooting the vehicle. If mis-operation of the vehicle occurs,
a status code will be displayed on the lap top personal
computer, using GE Sentry for Windows software, or on the
PDA handset.
With the status code number, follow the procedures
outlined in DIAGNOSTIC STATUS CODES to determine the
problem and appropriate corrective action.
Note: The Status Code Instruction Sheets do not purport to
cover all possible causes of a display of a "status code ".
They do provide instructions for checking the most direct
inputs that can cause status codes to appear.
Section 2.3.1.b Stored Status Codes
This feature records the last 16 "Stored Status Codes" that
have caused a PMT controller shut down and/or disrupted
normal vehicle operation. (PMT type faults are reset by
cycling the tow switch). These status codes, along with the
corresponding BDI and hourmeter readings, can be
accessed by using the RS 232 communications port and
dumping the information to a Personal Computer terminal.,
or by the PDA with infra red communications.
Section 2.3.2 Odometer Readings
This feature will display the recorded miles of use of the
traction control to the PDA handset, whenever it is
requested.
Section 2.3.3 RS 232 Communication Port
This serial communication port can be used to control
operating information and settings via a personal
computer.
Section 2.3.4 Circuit Board Coil Driver Modules
A Coil driver is internal to the control card, and is the power
device that operate the Line contactor coil. On command
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BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 7
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.
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OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 8
Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS
Section 3.1 Ordering Information for Separately Excited Controls
Example:
Part Number: IC3645 SH 4 D 33 2 C3
Argument Number: 01 02 03 04 05 06 07
Argument 01: Basic Electric Vehicle Control Number
Argument 02: Control Type:
SH = Separately Excited Control ( Plugging )
SR = Separately Excited Control ( Regen to Zero )
Argument 03: Operating Voltage:
1 = 120 volts 5 = 36/48 volts
2 = 24 volts 6 = 24/36 volts
3 = 36 volts 7 = 72/80 volts
4 = 48 volts
Argument 04: Package Size:
D = 6.86” X 6.67”
R = 6.86” X 8.15”
U = 8.66” X 8.13”
W = 8.66” X 10.83”
V = 5.39” X 7.79”
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.
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OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 9
Section 3.2 Outline: Gen IV Package Size
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OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 10
Section 3.3 Standard Elementary for Golf Car Application
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OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 11
POWER CONNECTIONS
TO CONTROL
POS A1 F1
NEG A2 F2
FIELD
ARMATURE
FU1 * LINE *
A1 A2
A1 A2
F2 F1
400A
+
-
FU3 *
L
10A
TOW SWITCH *
START
SWITCH *
DIRECTIONAL
SWITCH *
FORWARD
REVERSE
BUZZER *
ACCEL POT *
P1 P2 P3 P4 P5 P11 P10
P15
TACHOMETER *
P14 P16 P7 P9 P8
ELEMENTARY DRAWING FOR TYPICAL
SEPARATELY EXCITED TRACTION MOTOR
CONTROLLER FOR GOLF CAR
APPLICATIONS
PLUG (23 PIN)
MOTOR CONNECTIONS
* CUSTOMER SUPPLIED
*
KEY
SWITCH *
P6
P18 P19 P20 P21
SHIELDED
CABLE
{
INFRARED
TRANSCEIVER
IrDa/RS232 SWITCH
RS232 RECEIVE
RS232 TRANSMIT
P13 P22 P23
Section 3.4 Golf Car Application Input/Output List
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OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 12
June 2002
Connections to Main Plug (23 Pin)
PIN MAIN PLUG INPUT/OUTPUT DESCRIPTION
1 BATTERY VOLTS FROM TOW SWITCH
2 BATTERY VOLTS FROM TOW SWITCH
3 BATTERY VOLTS FROM ACCELERATOR START SWITCH
4 BATTERY VOLTS FROM FORWARD SWITCH
5 BATTERY VOLTS FROM REVERSE SWITCH
6 BATTERY VOLTS FROM KEY SWITCH
7 ACCELERATOR INPUT VOLTAGE SIGNAL
8 ACCELERATOR NEGATIVE
9 ACCELERATOR POT +5 VOLTS SUPPLY (3 WIRE POT)
10 BACK UP ALARM AND ZERO SPEED DETECT ALARM
11 LINE CONTACTOR COIL DRIVER
12 N/A
13 RS232/IrDa SWITCH
14 TACHOMETER INPUT SIGNAL
15 TACHOMETER 12 VOLT OUTPUT
16 NEGATIVE FOR TACH
17 N/A
18 IrDa RECEIVE
19 IrDa TRANSMIT
20 NEGATIVE IrDa SENSOR
21 +5V IrDa SENSOR
22 SERIAL RECEIVE
23 SERIAL TRANSMIT
12345668
910 11 12 13 14 15
16 17 18 19 20 21 22 23
WIRE END VIEW - MAIN PLUG

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 12
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
1000 hours of vehicle operation. Inspection is
recommended to verify that the contactors are not binding
and that the tips are intact and free of contaminants.
GE does not recommend that any type of welding be
performed on the vehicle after the installation of the
control(s) in the vehicle. GE will not honor control failures
during the warranty period when such failures are
attributed to welding while the control is installed in the
vehicle.
Section 4.2 Cable Routing and Separation
Electrical noise from cabling of various voltage levels can
interfere with a microprocessor-based control system. To
reduce this interference, GE recommends specific cable
separation and routing practices, consistent with industry
standards.
Section 4.2.1 Application Responsibility
The customer and customer’s representative are
responsible for the mechanical and environmental
locations of cables. They are also responsible for applying
the level rules and cabling practices defined in this section.
To help ensure a lower cost, noise-free installation, GE
recommends early planning of cable routing that complies
with these level separation rules.
On new installations, sufficient space should be allowed to
efficiently arrange mechanical and electrical equipment.
On vehicle retrofits, level rules should be considered during
the planning stages to help ensure correct application and
a more trouble-free installation.
Section 4.2.2. Signal/PowerLevel Definitions
The signal/power carrying cables are categorized into four
defining levels: low, high, medium power, and high power.
Within those levels, signals can be further divided into
classes.
Sections 4.2.2.a through 4.2.2.d define these levels and
classes, with specific examples of each. Section 4.2.3
contains recommendations for separating the levels.
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
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The following are specific examples of level L signals used
in drive equipment cabling:

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 27
• 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.
June 2002

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 28
Section 4.3 Recommended Lubrication of Pins and
Sockets Prior to Installation
Beginning in January of 1999, GE implemented 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, includes the lubricant NYE
760G 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.
Nye
LUBRICANTS
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.
Chemtronics
Pow-R-
WasH
CZ
contactcleaner
cirozane
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” maximum.
Figure 2
5. Reconnect plugs.
June 2002

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 29
June 2002
Reference
Cleaner ChemtronicsPow-R-WasH CZ Contact
Cleaner
Lubricant NyeLubricants NYOGEL760G
GE Plug Lub Kit Contains both above products:
328A1777G1
Section 4.4 General Troubleshooting Instructions
Trouble-shooting the ZX family of controls should be quick
and easy when following the instructions outlined in the
following status code instruction sheets.
If mis-operation of the vehicle occurs, a status code will be
displayed on the Dash Display (for vehicles equipped with a
Dash Display) or made available by plugging a Handset into
the plug "Y" location, and then reading the status code.
With the status code number, follow the procedures
outlined in the status code instruction sheets to determine
the problem.
Important Note: Due to the interaction of the logic card
with all vehicle functions, almost any status code or control
fault could be caused by the logic card. After all other
status code procedures have been followed and no
problem is found, the controller should then be replaced as
the last option to correct the problem.
The same device designations have been maintained on
different controls but the wire numbers may vary. Refer to
the elementary and wiring diagrams for your specific
control. The wire numbers shown on the elementary
diagram will have identical numbers on the corresponding
wiring diagrams for a specific vehicle, but these numbers
may be different from the numbers referenced in this
publication.
WARNING: Before trouble-shooting, jack up the drive
wheels, disconnect the battery and discharge the
capacitors. Reconnect the battery as needed for specific
checks. Capacitors should be discharged by connecting a
200 ohm 2 watt resistor between the positive and negative
terminals on the control panel.
Check resistance on R x 1000 scale from frame to power
and control terminals. A resistance of less than 20,000
ohms can cause misleading symptoms. Resistance less
than 1000 ohms should be corrected first.
Before proceeding, visually check for loose wiring,
mis-aligned linkage to the accelerator switch, signs of
overheating of components, etc.
Tools and test equipment required are: clip leads, volt-ohm
meter (20,000 ohms per volt) and basic hand tools.

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 17
June 2002
Section 4.5 Traction Control Codes
TRACTION
STATUS CODE
DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
NONE Segments do not illuminate on the
Dash Display and/or the Handset.
No input voltage to the control card or the display
unit.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Display screen on Dash Display and/or
Handset is blank.
POSSIBLE CAUSE
Positive or negative control voltage is not
present.
• Insure that the tow switch is closed and
voltage is present between P1 & battery
negative (Power Terminal “NEG”). Also
check for voltage between P2 and control
negative.
Open circuit between control card Plug Y &
the Dash Display or Handset.
• Check for an open circuit or loose
connection going from the “Y” plug and
the Dash Display or Handset.
Defective Dash Display or Handset.
• Replace Dash Display or Handset.
FU3
KEY
SWITCH
P1 P2
NEG
+
-
CHARGER SWITCH
TRACTION
STATUS CODE
DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-05 Start switch fails to close. This status code will be displayed when the
accelerator voltage at P7 is >1.4V, with the start
switch open (P3< 50% of battery volts)
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Defective start switch circuit.
• Check start switch to insure closure when
accelerator pedal is depressed.
• Check for open circuit or loose
connections in start switch wiring.
Defective accelerator switch.
• Check accelerator switch potentiometer
for proper operation and ohmic value
L
START
SWITCH *
DIRECTIONAL
SWITCH *
FORWARD
REVERSE
BUZZER *
ACCEL POT *
P1 P2 P3 P4 P5 P11 P10
P15
TACHOMETER *
P14 P16 P7 P9 P8
PLUG (23 PIN)
*
KEY
SWITCH *
P6
P18P19P20P21
SHIELDED CABLE
{
INFRARED
TRANSCEIVER
IrDa/RS232 SWITCH
RS232 RECEIVE
RS232 TRANSMIT
P13
P22
P23

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 18
June 2002
TRACTION
STATUS CODE
DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-06 The accelerator pedal is depressed with
no direction selected.
This status code will be displayed when the
accelerator voltage, at P7>1.4V, and no direction
is selected (P4 and P5 are both less than 50% of
battery volts)
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Accelerator pedal is depressed before closing
forward or reverse directional switch.
• Status code will disappear when
directional switch is closed or when
accelerator pedal is released.
Defective directional switch
• Check forward or reverse switch to insure
closure when direction is selected.
Open circuit between directional switch(es)
and battery positive or between directional
switch(es) and P4 or P5.
• Check all control wires and connections
shown in trouble shooting diagram.
L
START
SWITCH *
DIRECTIONAL
SWITCH *
FORWARD
REVERSE
BUZZER *
ACCEL POT *
P1 P2 P3 P4 P5 P11 P10
P15
TACHOMETER *
P14 P16 P7 P9 P8
PLUG (23 PIN)
*
KEY
SWITCH *
P6
P18 P19 P20 P21
SHIELDED CABLE
{
INFRARED
TRANSCEIVER
IrDa/RS232 SWITCH
RS232 RECEIVE
RS232 TRANSMIT
P13
P22
P23
TRACTION
STATUS CODE
DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-08 Accelerator voltage input is too high on
power up after initial key switch
closure.
This status code will be displayed when the
accelerator input voltage at P7 >0.9V when the tow
switch or key switch is opened and closed.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate
POSSIBLE CAUSE
Accelerator input is mis-adjusted or
defective.
• Input voltage at P7 should be less than
0.9 volts. Adjust or replace accelerator
unit to insure that the voltage at P7 is less
than 0.9 volts before depressing pedal.
Defective potentiometer. Verify correct
operation of potentiometer, and replace pot
assembly, if necessary.
Open circuit at P8 or open potentiometer
wiper at P7 – verify continuity of wiring at
both points.
L
START
SWITCH *
DIRECTIONAL
SWITCH *
FORWARD
REVERSE
BUZZER *
ACCEL POT *
P1 P2 P3 P4 P5 P11 P10
P15
TACHOMETER *
P14 P16 P7 P9 P8
PLUG (23 PIN)
*
KEY
SWITCH *
P6
P18 P19 P20 P21
SHIELDED CABLE
{
INFRARED
TRANSCEIVER
IrDa/RS232 SWITCH
RS232 RECEIVE
RS232 TRANSMIT
P13
P22
P23

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 19
June 2002
TRACTION
STATUS CODE
DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-09 Both the forward and reverse switches are
closed at the same time.
This status code will be displayed when P4 and
P5 are greater than 50% of battery volts.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Forward or reverse directional switch welded
closed or mis-adjusted to be held closed.
• Replace or adjust directional switches to insure
that they are open when directional switch is
returned to neutral.
Short circuit between battery positive and P4
and/or P5.
• Disconnect wires from P4 and P5 and check
wire for short circuit to positive side of
directional switch
Defective control.
• Disconnect wires and measure voltage at P4
and P5. Voltage should be less than 50% of
battery volts, if not, replace control.
L
START
SWITCH *
DIRECTIONAL
SWITCH *
FORWARD
REVERSE
BUZZER *
ACCEL POT *
P1 P2 P3 P4 P5 P11 P10
P15
TACHOMETER *
P14 P16 P7 P9 P8
PLUG (23 PIN)
*
KEY
SWITCH *
P6
P18P19P20P21
SHIELDED CABLE
{
INFRARED
TRANSCEIVER
IrDa/RS232 SWITCH
RS232 RECEIVE
RS232 TRANSMIT
P13
P22
P23
TRACTION
STATUS CODE
DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-11 Start switch closed on power up after initial
key switch closure.
This status code will be displayed when P3 is
greater than 50% of battery volts when the key
switch is closed.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Start switch is mis-adjusted or defective.
• Input voltage at P3 should be less than 50%
of battery volts at key or tow switch closure.
Adjust or replace accelerator unit to insure
that the voltage at P3 is less than 50% of
battery volts before closing the start switch.
Short circuit between battery positive and P3.
• Verify continuity of wiring at both points.
Defective control.
• Disconnect wire from P3. Measure voltage
from P3 to negative. Voltage should be zero.
If not, replace the control.
L
START
SWITCH *
DIRECTIONAL
SWITCH *
FORWARD
REVERSE
BUZZER *
ACCEL POT *
P1 P2 P3 P4 P5 P11 P10
P15
TACHOMETER *
P14 P16 P7 P9 P8
PLUG (23 PIN)
*
KEY
SWITCH *
P6
P18P19P20P21
SHIELDED CABLE
{
INFRARED
TRANSCEIVER
IrDa/RS232 SWITCH
RS232 RECEIVE
RS232 TRANSMIT
P13
P22
P23

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 20
June 2002
TRACTION
STATUS CODE
DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-15 Battery voltage is too low at initial key
switch closure.
This status code will be displayed when the
battery volts are less than 68.3 volts at initial key
switch on.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Discharged battery
• Check battery voltage to confirm that it is above 34
volts. Charge battery, if required.
Defective battery
• Check each battery cell for proper voltage (greater
than 1.95 volts at cell). Replace or repair battery.
Check “minimum” battery volts at P1 & NEG.
FU3
KEY
SWITCH
P1 P2
NEG
+
-
CHARGER SWITCH
TRACTION
STATUS CODE
DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-16 Battery voltage is too high at initial key
switch closure.
This status code will be displayed when the
battery volts are greater than 86 volts at initial
key switch on.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Discharged battery
• Check battery voltage to confirm that it is a
minimum of 68.3 volts. Charge battery, if
required.
Battery overcharged or incorrect battery used.
• Check each battery cell for proper voltage
(maximum 2.4 volts per cell). If voltage is
excessive, check battery charger for proper
output voltage.
Check “maximum” battery volts at P1 & NEG.
FU3
KEY
SWITCH
P1 P2
NEG
+
-
CHARGER SWITCH