GE IC3645SH7R354D1 User manual

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 1
July 2001
SEPARATELY EXCITED(SX) TRANSISTORIZED MOTOR CONTROLLERS
FOR NEIGHBORHOOD ELECTRIC VEHICLE APPLICATION
INSTALLATION AND OPERATION MANUAL
(GE MODEL IC3645SH7R354D1)
Note: The information contained herein is intended to assist OEM's, Dealers and Users of electric vehicles in theapplication,
installation and service ofGE 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 problemresolution, pleaserefer thematter to the OEM vehicle manufacturer through his normal
field service channels. Do not contact GE directly for this assistance.
General Electric Company July 2001
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 ....................................................................................5
2.1 Performance.............................................................................................................................. 5
2.1.1 Oscillator Card Features.................................................................................................. 5
2.1.1.a Standard Operation................................................................................................... 5
2.1.1.b Control Acceleration ................................................................................................5
2.1.2 Current Limit...................................................................................................................... 5
2.1.3 Plug Braking...................................................................................................................... 5
2.1.4 Auxiliary Speed Control.................................................................................................... 5
2.1.4.a Field Weakening........................................................................................................ 5
2.1.4.b Speed Limits .............................................................................................................. 5
2.1.4.c Top Speed Regulation .............................................................................................. 5
2.1.5 Ramp Start......................................................................................................................... 6
2.1.6 On-Board Coil Drivers and Internal Coil Suppression ................................................. 6
Table of Contents

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 2
July 2001
2.2 System Protective Override..................................................................................................... 6
2.2.1 Start Switch Check .......................................................................................................... 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 Hourmeter Readings ........................................................................................................ 7
2.3.3 Dash Display Routine and Battery Discharge Indication (BDI)....................... ........... 7
2.3.4 Internal Resistance Compensation ................................................................................ 7
2.3.5 Handset ............................................................................................................................. 7
2.3.6 RS-232 Communication Port ........................................................................................... 7
2.3.7 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: SX-2 Package Size...................................................................................................... 9
3.3 Standard Elementary for NEV Application............................................................................ 10
3.4 Standard NEV 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
4.2.2 Signal/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
4.2.3 Cable Spacing Guidelines........................................................................................................ 13
4.2.3.a General Cable Spacing..................................................................................................... 13
4.2.4 Cabling for Vehicle Retrofits.................................................................................................... 13
4.2.5 RF Interference.......................................................................................................................... 13
4.2.6 Suppression............................................................................................................................... 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 ................................................................................................... 16-27
Section 5.0 SX FAMILY - GE HANDSET INSTRUCTIONS ......................................................................................................28
5.1 General Features ...................................................................................................................... 28
5.2 Purpose/Setup Functions ........................................................................................................ 28
5.3 Setup Function Procedures .................................................................................................... 29
5.3.1 Setup Mode ............................................ .......................................................................... 29
5.3.2 Status Code Scrolling....................................................................................................... 29
5.3.3 SX Handset Plug Connections and Outline Drawing.................................................... 29
5.4 Setup Functions for Traction Controller ................................................................................ 30-34
5.5 Summary of Current Limit Adjustments.................................................................................. 35
Section 6.0 MEMORY MAP..........................................................................................................................................................36-38
Table of Contents ( Continued )

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 3
July 2001
Section 1. INTRODUCTION
Section 1.1 Motor Characteristics
The level of sophistication in thecontrollability of traction
motors has changed greatly over the past several years.
Vehiclemanufacturers and users are continuing to expect
more value and flexibility in electric vehiclemotor and
control systems as they are applied today. In order to
respond to these market demands, traction system
designers havebeen 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, whilelooking forward to
new advances on thehorizon. GE has introduced a second
generation system using separately excited DC shunt
wound motors. The separately excited DC motor system
offers many ofthe features thatare generally found on the
advanced AC systems. Historically, most electric vehicles
have relied on series motor designs becauseof their ability
to produce very high levels of torque atlow 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 theseparately excited motor, the best attributes
of both the series and theshunt wound motors can be
combined.
NO LOAD CURRENT
FULL
LOAD CURRENT
STARTING
CURRENT
ARMATURE CURRENT
Figure 1
SPEED
TORQUE
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 themechanical load on the motor
increases, themotor 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 areconsidered to beconstant 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 currentis increased to providethe higher level of
torque. In most cases, the armature to field ampere turn
ratio can be very similar to that of a comparablesize 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 performanceand lower cost. The
following description provides a brief introduction to some
of these features.

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 4
July 2001
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 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 lowpower
transistor H-Bridge circuit (Figure 4).
By energizing the transistors in pairs, current can bemade
to flow in either direction in the field. The field and
armature control circuits typically operate at 12KHZ to
15KHZ, a frequency range normally abovehuman 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 isused
for both pre-charge ofthe 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 beenergized and de-energized by the various
logic combinations of thevehicle, i.e. activate on key, seat
or start switch closure, and de-energize on time outof idle
vehicle. Again, these options add to thequiet 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 theability 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 moreconstant. 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.
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
better 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 DCshunt motors and
controls. Features that were once thought to be only
available on futureAC or brushless DC technology vehicles
systems are now achievable and affordable.
FUSE
LINE
3/4
REC
CAP ARM F2F1
Q2
Q4
Q3
Q5
Q1
POS
NEG
Figure 4
A1
A2

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 5
July 2001
Section 2. FEATURES OF SX FAMILYOF 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 thecard has two adjustable
features, creep speed and minimum field current. With the
accelerator at maximum ohms or volts, the creep speed
can be adjusted by Function 2 of theHandset or a trimpot.
The field control section allows the adjustmentof the field
weakening level in order to set thetop 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 inputvoltage is less than 1
volt. Top Speed can beadjusted by Function 7 of the
Handset or a trimpot.
The % ON-time has a range of approximately 0 to 100
percent. The SX controllers operate at a constant
frequency and the% ON-timeis controlled by the pulse
width ofthe voltage/current 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 themotor 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 backto the card
so that current may be limited to a preset value. Ifheavy
load currents are detected, this circuitoverrides the
oscillator and limits the average currentto a value set by
Function 4 and Function 8 of the Handset. TheC/L setting is
based on the maximum thermal rating of the control.
Because of the flyback current through 3REC, the motor
current isusually 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 ismoved from onedirection 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 currentlimit. Armature currentis 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, thebraking function iscanceled, and the
control reverts backto motoring.
All energy produced by themotor during plugging is
dumped as heatin the motor in this braking mode.
Section 2.1.4 Auxiliary Speed Control
Section 2.1.4.a Field Weakening
This function allows the adjustmentof 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. 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 limit motor speed by
controlling the armature voltage. The speed limit setting
provides a clamp on the accelerator voltage command,
limiting the conduction period of the armature FET’s.
There are two speed limit settings, reverse speed limit and
turf speed limit. When the reverse direction is selected, pin
5 is high, and the reverse speed limit will be used and the
turf switch is not checked by software. When the forward
direction is selected, pin 4 ishigh. The turf speed limit will
be enabled if the turf speed switch input, pin 6, is low.
The voltage to the motor armature will vary as a function of
the speed limit settings and the battery volts. The motor
speed will vary as a function of load and battery volts.
Section 2.1.4.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 armaturerevolution. Once the control has been
calibrated to the vehicleparameters (gear ratio
and wheel rolling radius), using Function 1, speed can be
measured with a resolution of +/- 1 mph. When traveling
down an incline, if the vehicle speed increases to the over
speed 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 themaximum regen
field currentlimit setting (Function 10).
When the vehicle reaches the bottom of the incline, and the
vehicle speed decreases below the over speed setting on

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 6
July 2001
the level surface, the control automatically transitions back
to the normal running mode.
Section 2.1.5 Ramp Start
This feature provides maximum control torque to restarta
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. Theaccelerator potentiometer input will
modulate ramp start current.
Section 2.1.6 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, with a maximum current of1 amp.
Section 2.2 System Protective Override
Section 2.2.1 Start Switch Check
If the key switch is opened, thecontrol shuts off and
cannot be restarted until the start switch opens (see Status
Code –11, described in Section 4.5 ofthis manual).
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, atkey on, the
voltage is greater than 1.24 volts, the control will not
operate. This feature assures that the control is calling for
low speed operation at startup (see Status Code –8,
described in Section 4.5 of this manual).
Section 2.2.3 Pulse Monitor Trip (PMT)
The PMT design contains three features which shut down,
or lock out, control operation ifa fault conditions occurs
that would cause a disruption ofnormal vehicleoperation:
•=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 armature FET's atstart-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 the
armature FET's are of low resistance, so as to cause
uncontrolled vehicle 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 thedesign 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 automaticallyreset,
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 ofa nominal battery voltage of 36-84
volts, and 75 percent ofa nominal battery voltage of 24
volts. Lower battery voltage may causethe 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 theDash 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 Dash Display for
vehicles so equipped, or be available from the status code
displayed when the Handset is plugged 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 appropriate corrective action.
Note: The Status Code Instruction Sheets do not purport to
cover all possible causesof a display of a "status code ".
They do provide instructions for checking the most direct
inputs that can causestatus codes to appear.
Section 2.3.1.b Stored Status Codes
This featurerecords 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

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 7
July 2001
communications port and dumping the information to a
Personal Computer terminal.
Section 2.3.2 Hourmeter Readings
This feature will display the recorded hours of use of the
traction control to the Dash Display (if used) each timethe
key switch is turned off.
Section 2.3.3 Dash Display Routine and Battery Discharge
Indication (BDI)
The latest in microprocessor technology is used to provide
accurate battery state of chargeinformation and to supply
passive and active warning signals to the vehicle operator.
The control outputs a signal for dash display to display the
vehicle speed in MPH once every 0.1 seconds for 9.5
seconds. After that point, the dash display shows the
battery discharge indicator value once.
Section 2.3.4 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 theLX, ZX, and SX
Series GE solid statecontrols. The Handset consists of a
Light Emitting Diode (LED)display and a keyboard for data
entry.
Features and functions:
•=Monitor existing system status codes for traction
controls. Monitor intermittent random status codes.
•=Monitor battery state of charge, ifavailable.
•=Monitor hour meter reading on traction controls.
Monitor or adjust the control functions.
Section 2.3.6 RS 232 Communication Port
This serial communication port displays thevehicle speed
in MPH nine times, and then flashes a Status Code–90,
once, if the motor is overheating. Refer to Section 4.5 of
this manual, for additional description of Status Code –90.
If the motor is not overheating, the BDI value will be
displayed once, in place of Status Code –90 output.
The serial portalso provides service personnel with
access to operating information and control settings via a
personal computer.
Section 2.3.7 Circuit Board Coil Driver Modules
Coil drivers are internal to thecontrol card, and are the
power devices that operatethe Line 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 cannot
be closed electrically.

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 8
July 2001
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”
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.

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 9
July 2001
Section 3.2 Outline: SX-2 Package Size

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS SX TRANSISTOR CONTROL Page 10
July 2001
Section 3.3 Standard Elementary for Neighborhood Electric Vehicle Application
POWER CONNECTIONS
TO CONTROL
POS A1 F1
NEG A2 F2
FIELD
ARMATURE
FU1 * LINE *
A1
A2
A1
A2
F2
F1
BATT
400A
+
-
FU3 *
L
TURF SPEED LIMIT SWITCH *
10A
CHARGER SWITCH *
KEY SWITCH *
START SWITCH *
DIRECTIONAL
SWITCH *
FORWARD
REVERSE
N.C. MOTOR
THERMOSTAT
*
BUZZER *
AUX ACCEL POT *
ACCEL POT *
P1 P2 P3 P4 P5 P21 P11 P10
P15
TACHOMETER *
P14
+12V P16 P7 P9 P13 P8 P6
RED
GREEN BLACK
ELEMENTARY DRAWING FOR TYPICAL
SEPARATELY EXCITED TRACTION
MOTOR CONTROLLER FOR NEV
APPLICATIONS
MOTOR CONNECTIONS
* CUSTOMER SUPPLIED
PLUG (23 PIN)
*