GE IC3645SH7R354D2 User manual

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 1
April 2002
SEPARATELY EXCITED(SX) TRANSISTORIZED MOTOR CONTROLLERS
FOR NEIGHBORHOOD ELECTRIC VEHICLE APPLICATION
INSTALLATION AND OPERATION MANUAL
(GE MODEL IC3645SH7R354D2)
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 April 2002
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 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 ........................................................................ ............ ......... 6
2.1.6 Ramp Start......................................................................................................................... 6
2.1.7 On-Board Coil Drivers and Internal Coil Suppression ................................................. 6
Table of Contents

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 2
April 2002
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 ................................................................................................ 7
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 ................................................................................................... 16-28
Section 5.0 SX FAMILY - GE HANDSET INSTRUCTIONS ......................................................................................................29
5.1 General Features ...................................................................................................................... 29
5.2 Purpose/Setup Functions ........................................................................................................ 29
5.3 Setup Function Procedures .................................................................................................... 30
5.3.1 Setup Mode ............................................ .......................................................................... 30
5.3.2 Status Code Scrolling....................................................................................................... 30
5.3.3 SX Handset Plug Connections and Outline Drawing................ .................................... 30
5.4 Setup Functions for Traction Controller ................................................................................ 31-35
5.5 Summary of Current Limit Adjustments.................................................................................. 36
Section 6.0 MEMORY MAP..........................................................................................................................................................37-39
Table of Contents ( Continued )

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 3
April 2002
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
April 2002
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.
Section 2. FEATURES OF SX FAMILY OF TRANSISTOR
MOTOR CONTROLLERS
Section 2.1 Performance
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
April 2002
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 is canceled, 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 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 thebattery.
Regen current will continue to flow until the speed of the
motor drops below its base speed, atwhich point the
vehicle will coast.
Section 2.1.5 Auxiliary Speed Control
Section 2.1.5.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 2.1.5.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 2.1.5.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 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

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 6
April 2002
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 ableto 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
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 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 2.1.7 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, 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, at key 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.

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 7
April 2002
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
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 themotor 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 port also 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
April 2002
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
April 2002
Section 3.2 Outline: SX-2 Package Size

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS SX TRANSISTOR CONTROL Page 10
April 2002
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)
*

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 11
April 2002
Section 3.4 Standard Neighborhood Electric Vehicle Application Input/Output List
Connections to Main Plug (23 Pin) and “Y” Plug (8 Pin)
PIN MAIN PLUG INPUT/OUTPUT DESCRIPTION
1 BATTERY VOLTS FROMBATTERY
2 BATTERY VOLTS FROMKEY
3 12 VOLT INPUT FROM ACCELERATOR START SWITCH
4 12 VOLT INPUT FROM FORWARD SWITCH
5 12V VOLT INPUT FROM REVERSE SWITCH
6 12V VOLT INPUT FROM TURF SPEED LIMIT SWITCH
7 ACCELERATOR INPUT VOLTAGE SIGNAL
8 BATTERY NEGATIVE FOR CONTROL ACCESSORIES
9 ACCELERATOR POT +5 VOLTS SUPPLY (3 WIRE POT)
10 BACK UP ALARM
11 LINE CONTACTOR COIL DRIVER
12 N/A
13 AUXILIARY ACCELERATOR POT INPUT
14 TACHOMETER INPUT SIGNAL
15 TACHOMETER12 VOLT OUTPUT
16 NEGATIVE FOR TACH
17 N/A
18 N/A
19 N/A
20 N/A
21 NORMALLY CLOSED MOTOR THERMOSTAT
22 SERIAL RECEIVE
23 SERIAL TRANSMIT
PIN “Y” PLUG INPUT/OUTPUT DESCRIPTION
1 CLOCK (OUT)
2 DATA (OUT)
3 ENABLE(OUT)
4 NEGATIVE
5 +5V SUPPLY
6 STORE (IN) (HANDSET)
7 IM OUTPUT
8 VALUE
9 FUNCTION
10 N/A
11 SERIAL RECEIVE
12 SERIAL TRANSMIT
1 2 3 4 5 6 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 12
April 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 theheat dissipating ability of thecontrol,
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 inductivecoils must be
filtered. Refer to vehiclemanufacturer for specifications.
The wiring should not be directly steamcleaned. 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 thecontrol, and
then low-pressureair 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 voltageand ampere hour
rating specified for the vehicle. Follow normal battery
maintenance procedures, recharging before80 percent
discharged with periodic equalizing charges.
Visual inspection ofGE contactors contained in thetraction
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 thatany 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 fromcabling of various voltage levels can
interfere with a microprocessor-based control system. To
reduce this interference, GE recommends specific cable
separation and routing practices, consistentwith 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 thissection.
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 arrangemechanical and electrical equipment.
On vehicle retrofits, level rules should be considered during
the planning stages to help ensurecorrect application and
a more trouble-free installation.
Section 4.2.2. Signal/PowerLevel Definitions
The signal/power carrying cablesare 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 aredesignated 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 13
April 2002
•=Control common tie
•=DC buses feeding sensitiveanalog or digital hardware
•=All wiring connected to components associated with
sensitive analog hardware with less than 5Vsignals (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 oflevel H signals used in driveequipment
cabling.
4.2.2.c Medium-Power Signals (Level MP)
Mediumpower signals are designated as level MP. These
signals consistof:
•=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 HPsignals
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 insidethem.
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 forall
levels of cabling:
•=All cables and wires of like signal levels and power
levels must begrouped together.
•=In general, different levels must run in separate wire
bundles, as defined in thedifferent classes, identified
above. Intermixing cannotbe 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 vehicleretrofits 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 voltagepotential and
noise producing. Therefore, routelevels 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 ofradio-
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 14
April 2002
Section 4.3 Recommended Lubrication ofPins 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 thelubricant NYE
760G to prevent fretting of these connections during vehicle
operation.
Fretting occurs during microscopic movementat
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 theoxidation can causeintermittent contact
and intermittent vehicle operation. This can occur at any
similar type of connection, whether at thecontrol or in any
associated vehicle wiring, and the resultant intermittent
contact can providethe same fault indication as actual
component failure.
The addition of the NYE 760G lubricant will prevent
the oxidation process by eliminating theaccess of oxygen
to the contactpoint. GE recommends the addition of this
lubricant to the 12 pin and 23 pin plugs of all new Gen II
controls at the time oftheir 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 lubricantto
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 arecleaned and
lubricated prior to shipment from the factory. However, in
applications where severevibration 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 intermittentproblems
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 beperformed on
the plug containing the socket (female) type terminals.
Reconnecting the plugs will lubricatethe 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 lubricantto 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
Nye
NyeNye
LUBRICANTS

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 15
April 2002
Section 4.4 General Troubleshooting Instructions
Trouble-shooting the ZX family of controls should bequick
and easy when following the instructions outlined in the
following status code instruction sheets.
If mis-operation ofthe vehicleoccurs, a status code will be
displayed on the Dash Display (for vehicles equipped with a
Dash Display) or madeavailable 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 codeinstruction 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 codeprocedures have been followed and no
problem isfound, 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 thewire 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. Resistanceless
than 1000 ohms should be corrected first.
Before proceeding, visually checkfor 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 16
April 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 key switch is closed and
voltage is present between P1 & battery
negative (Power Terminal “NEG”). Also
check for voltage between P2 and control
negative.
Open circuit between control card 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 >1.5V, with the start
switch open (P3<7.2V)
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
TURF SPEED LIMIT 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
PLUG (23 PIN)
*

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 17
April 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>1.5V, and no direction is
selected (P4 and P5 are both less than 7.2V)
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 12V positive or between directional
switch(es) and P4 or P5.
•=Check all control wires and connections
shown in trouble shooting diagram.
L
TURF SPEED LIMIT 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
PLUG (23 PIN)
*
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 >1.24V and either the
battery plug 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
1.24 volts. Adjust or replace accelerator
unit to insure that the voltage at P7 is
less than 1.24 volts before depressing
pedal.
Disconnect wire from P7. Check for short
circuit from wire to P15. Resistance should
be greater than 3.5K ohms.
Open circuit at P8 or open potentiometer
wiper at P7 – verify continuity of wiring at
both points.
L
TURF SPEED LIMIT 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
PLUG (23 PIN)
*

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 18
April 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 less than 7.2 volts, and P7 is less than 2.5 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 12V positive or between directional
switch(es) and P4 or P5.
•=Check all control wires and connections
shown in Trouble Shooting Diagram.
L
TURF SPEED LIMIT 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
PLUG (23 PIN)
*
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 7.2V 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
7.2V at key switch closure. Adjust or
replace accelerator unit to insure that the
voltage at P3 is less than 7.2V before
closing the start switch.
Short circuit between P15 and P3 in start switch
input circuit.
•=Disconnect wire from P3. Check for short
circuit from this wire to 12V positive.
Resistance should be greater than 4.7K
ohms.
Defective control.
•=Disconnect wire from P3. Measure voltage
from P3 to negative. Voltage should be
zero. If not, replace the control.
L
TURF SPEED LIMIT 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
PLUG (23 PIN)
*

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 19
April 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 a
minimum of 68.3 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.
Incorrect control card adjustment.
•=Check Function 15 for proper adjustment for
battery being used. See Handset instruction
sheet for details. Adjust to proper settings.
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.
Incorrect control card adjustment.
•=Check Function 15 for proper adjustment for
battery being used. See Handset instruction
sheet for details. Adjust to proper settings.
Check “maximum” battery volts at P1 & NEG.
FU3 KEY
SWITCH
P1 P2
NEG
+
-
CHARGER SWITCH

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 20
April 2002
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-21 Accelerator voltage is too high. This status code will be displayed when the
accelerator voltage at P7 is greater than 4.5
volts.
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 4.5
volts after initial key switch closure.
 Open wire exists between potentiometer
negative and P8.
 Open wire exists between P7 and
potentiometer negative.
L
TURF SPEED LIMIT 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
PLUG (23 PIN)
*
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-23 Motor field current is too high when the
start switch is closed and the reverse
direction is selected.
This status code will be displayed when the current
draw in the motor field is too high on start up in the
reverse direction.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Defective control.
•=Replace controller unit.
NO GRAPHIC FOR THIS
STATUS CODE