GE IC3645SR3R404P2 User manual

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 1
July 1999
SEPARATELY EXCITED (SX) TRANSISTORIZED DUAL MOTOR CONTROLLERS
INSTALLATION AND OPERATION MANUAL
(IC3645SR3R404P2 & IC3645SR3R404P3)
Note: The information contained herein is intended to assist OEM's, Dealers and Users of electric
vehicles in the application, installation and service of GE solid-state controllers. This manual does not
purport to cover all variations in OEM vehicle types. Nor does it provide for every possible contingency to
be met involving vehicle installation, operation or maintenance. For additional information and/or problem
resolution, please refer the matter to the OEM vehicle manufacturer through his normal field service
channels. Do not contact GE directly for this assistance.
Copyright by General Electric Company July 1999
Section 1.0 INTRODUCTION .......................................................................................................... 4
1.1 Motor Characteristics.................................................................................. 4
1.2 Solid-State Reversing.................................................................................. 5
1.3 Flexible System Application ........................................................................ 5
1.4 More Features with Fewer Components........................................................ 5
Section 2.0 FEATURES OF SX FAMILY OF MOTOR CONTROLLERS .............................................. 5
2.1 Performance............................................................................................... 5
2.1.1 Oscillator Card Features........................................................................ 5
2.1.1.a Standard Operation......................................................................... 5
2.1.1.b Proportional Operation for Dual Motor Vehicles.................................. 6
2.1.1.c Creep Speed.................................................................................. 6
2.1.1.d Control Acceleration and 1A Time .................................................... 6
2.1.2 Current Limit ........................................................................................ 6
2.1.3 Braking................................................................................................ 7
2.1.3.a Plug Braking .................................................................................. 7
2.1.3.b Regenerative Braking to Zero Speed................................................. 7
2.1.3.c Pedal Position Plug Braking ............................................................ 7
2.1.4 Auxiliary Speed Control......................................................................... 7
2.1.4.a Field Weakening............................................................................. 7
2.1.4.b Speed Limits ................................................................................. 7
2.1.5 Ramp Operation ................................................................................... 7
2.1.5.a Ramp Start .................................................................................... 7
2.1.5.b Anti-Rollback.................................................................................. 7
Table of Contents

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 2
July 1999
2.1.6 Steer Pump Contactor Time Delay ........................................................ 7
2.1.7 On-Board Coil Drivers and Internal Coil Suppression ................................ 7
2.2 System Protective Override.......................................................................... 7
2.2.1 Static Return to Off (SRO) .................................................................... 7
2.2.2 Accelerator Volts Hold Off ..................................................................... 8
2.2.3 Pulse Monitor Trip (PMT)....................................................................... 8
2.2.4 Thermal Protector (TP).......................................................................... 8
2.2.5 Low Voltage Detection.................................... ...................................... 8
2.3 Diagnostics................................................................................................ 8
2.3.1 Systems Diagnostics............................................................................ 8
2.3.2 Status Codes....................................................................................... 8
2.3.2.a Standard Status Codes................................................................... 8
2.3.2.b Stored Status Codes ...................................................................... 8
2.3.3 Hourmeter Readings ...................................... ...................................... 8
2.3.4 Battery Discharge Indication (BDI).......................................................... 8
2.3 .4.a Internal Resistance Compensation ..................... ............................. 9
2.3.5 Handset .............................................................................................. 9
2.3.6 RS-232 Communication Port ................................................................. 9
2.3.7 Circuit Board Coil Driver Modules........................ ................................... 9
2.3.8 Selectable Truck Modes........................................................................ 9
Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS......................... 10
3.1 Ordering Information for Separately Excited Controls............................................ 10
3.2 Outline: SX-2 Package Size............................................................................... 11
3.3 Dual Motor Proportioning Drive Elementary.......................................................... 12
3.4 Dual Motor Proportioning Drive Input / Output List................................................ 13
Section 4.0 TROUBLESHOOTING AND DIAGNOSTIC STATUS CODES ........................................... 14
4.1 General Maintenance Instructions ............................................................................ 14
4.2 Cable Routing and Separation ........................................................................... 14
4.2.1 Application Responsibility............................................................................ 14
4.2.2 Signal/Power Level Definitions...................................................................... 14
4.2.2.a Low Level Signals (Level L).................................................................... 14
4.2.2.b High Level Signals (Level H)................................................................... 15
4.2.2.c Medium-Power Signals (Level MP)......................................................... 15
4.2.2.d High-Power Signals (Level HP)............................................................... 15
4.2.3 Cable Spacing Guidelines............................................................................ 15
4.2.3.a General Cable Spacing.......................................................................... 15
4.2.4 Cabling for Vehicle Retrofits......................................................................... 15
4.2.5 RF Interference........................................................................................... 15
4.2.6 Suppression............................................................................................... 15
4.3 Recommended Lubrication of Pins and Sockets Prior to Installation...................... 15
4.4 General Troubleshooting Instructions .................................................................. 16
4.5 Traction Controller Status Codes........................................................................ 17-44
Section 5.0 SX FAMILY -GE HANDSET INSTRUCTIONS ................................................................ 45
5.1 General Features ............................................................................................. 45
5.2 Purpose/Setup Functions ................................................................................. 45
5.3 Setup Function Procedures ................................ .............................................. 45
5.3.1 Setup Mode ............................................ .................................................. 46
Table of Contents ( Continued )

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SX TRANSISTOR CONTROL Page 3
July 1999
5.3.2 Status Code Scrolling.................................. ............................................... 46
5.3.3 SX Handset Plug Connections & Outline Drawing.... ...................................... 46
5.4 Setup Functions for Traction Controller .. ............................................................ 47-51
5.5 Summary of Current Limit Adjustments............................................................... 52
Section 6.0 DISPLAYS................................................................................................................... 53
6.1 Application ....................................................................................................... 53
6.2 Standard Dash Displays .................................................................................... 53
6.2.1 Connections............................................................................................... 53
6.2.2 Part Numbers............................................................................................. 53
6.2.3 Connector Reference Numbers..................................................................... 53
6.3 Start-up Display Sequence ................................................................................ 53
6.4 Outline Drawings ........................................ ...................................................... 54
Section 7.0 TURN ANGLE POTENTIOMETER INSTALLATION......................................................... 55
7.1 General............................................................................................................ 55
7.2 270 Degree Potentiometer Input ........................................................................ 56
7.3 Turn Angle Input Volts vs. Steer Wheel Degrees vs. Handset Reading................... 57
Section 8.0 AUTO CALIBRATION OF ACCELERATOR, BRAKE AND STEER ANGLE POTENTIOMETERS
58
8.0 General............................................................................................................ 58
8.1 Calibration of Accelerator Potentiometer............................................. ................ 58
8.2 Calibration of Steer Angle Potentiometer ............................................................ 58
8.3 Calibration of Brake Potentiometer ..................................................................... 58
Section 9.0 MEMORY MAPS.......................................................................................................... 60
9.1 Typical Memory Map for DM Proportioning Control..................................................... 60-62
Table of Contents ( Continued )

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 4
July 1999
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 approachesto
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 that aregenerally 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 5
July 1999
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 shuntmotor field,
typically only requires about 10% of the armature current at
full torque, it is normally cost effective to replace the
double-pole, double-throwreversing contactor with a low
power 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 rangenormally 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 isused
for both pre-charge ofthe linecapacitors 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. activateon 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 theabilityto independently control thefield
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 DC shuntmotors 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
Section 2.1.1 Oscillator Card Features
Section 2.1.1.a Standard Operation
FUSE
LINE
CAP ARM F2F1
Q2
Q4
Q3
Q5
Q1
POS
NEG
Figure 4
A1 +
A2 -
Q6

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 6
July 1999
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 themotor.
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-time is controlled by the pulse
width ofthe voltage/current applied to the motor circuits.
Section 2.1.1.b Proportional Operation for Dual Motor
Vehicles
A key performance advantage of this control is the ability to
achieveactual “proportioning” of motor speed. In a non-
proportioning, or single control, system, when the vehicle
starts to turn, the outside drive wheel turns in a larger
circle than the inside wheel. Depending on the geometry of
the vehicle, at some degree of turn angle, the inside wheel
must slow down to prevent scrubbing of the wheel. This is
accomplished on a single control system by disconnecting
the inside motor and letting the wheel “free wheel” or
“float” at whatever speed is dictated by the outside wheel
that is still under power. The main disadvantage of this
system is that no torque is available on that motor when the
inside wheel is in the “free wheel” mode, and the vehicle
performance in a turn is reduced. When the steer wheel
nears the 90oturn angle, the inside motor is re-connected in
the opposite direction of the outside wheel. At this point,
torque is returned to the inside wheel and the speed is the
same on both motors.
With two controls, the speed of each motor can be
regulated independently. The driver controls the speed of
the outside wheel with the accelerator input signal. The
inside wheel speed is controlled by the turn angle of the
steer wheel. A potentiometer is attached to the steer wheel
in order to communicate the steer angle to the controllers.
During vehicle manufacture, software selection identifies
each control for its application as a right or left control.
The controls are physically identical, and it isonly software
that separates a right from a left control, or differentiates a
control for a dual motor application from one intended for a
single motor vehicle.
With this dual motor system, as the steer reaches some
pre-selected turn angel, approximately 15o, the speed of the
inside wheel decreases proportionally to the speed of the
outside wheel. This proportional decline will continue on a
tangential path, until thesteer angle reaches another
predetermined angle of approximately 70o. At this point, the
inside wheel will stop. As the steer angle is increased
toward the 90opoint, the inside wheel will reverse direction
and start to accelerate proportionally in speed. As the
steer angle reaches the 90opoint, the inside wheel speed
will be the same as that of the outside wheel. During this
entire turn, except for several degrees when the motor was
stopped to reverse direction, torque was always present on
the inside wheel, providing a smoother ride throughout the
turning radius ofthe vehicle.
Details for the adjustment of the steer angle potentiometer
can be found in Section 7 ofthis manual.
0
O
10
O
10
O
20
O
20
O
30
O
30
O
40
O
40
O
50
O
50
O
60
O
60
O
70
O
70
O
80
O
80
O
90
O
100%
50%
50%
100%
90
O
100%
50%
50%
100%
RIGHT
MOTOR LEFT MOTOR
STEERING ANGLE
LEFT
TURN RIGHT
TURN
LEFT
MOTOR RIGHT MOTOR
RIGHT
CONTROL
LEFT
CONTROL
0
O
90
O
90
O
REV - SPEED - FWD REV - SPEED - FWD
Section 2.1.1.c Creep Speed
With the accelerator at minimum speed, the creep speed
can be adjusted by Function 2 of the Handset. At creep
speed, the ON time can decreased to approximately 5%,
with the OFF time at approximately 95%. At full transistor
operation, this condition will be reversed (shortOFF time,
long ON time). This variation of ON and OFF time of the
oscillator varies the voltage applied to the motor, thereby
varying the speed of the motor for a given load.
Section 2.1.1.d 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 6 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. If heavy
load currents are detected, this circuit overrides the
oscillator and limits the average currentto 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 Q6, the motor
current isusually greater than battery current, except at
100% ON time.

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 7
July 1999
Section 2.1.3 Braking
Section 2.1.3.a 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 currentlimitas 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 themotor during plugging is dumped
as heat into the motor in thisbraking mode.
Section 2.1.3.b Regenerative Braking to Zero Speed
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 regen
signal is initiated. Once the regen signal has been initiated,
the field current is increased. Armature current is
regulated to the regen current limitas set by Function 9. As
the vehicleslows down, the field current continues to
increase, and transistor Q2 begins to chop. The field
current will increase until it reaches a preset value set by
Function 10, and transistor Q2 on-time will increase until it
reaches 100% on-time. Once both of the above conditions
have been met, and the regen current limit can no longer be
maintained, the braking function is canceled. The fields
will then reverse, and the control reverts back to motoring.
Part of the energy produced by the motor during regen is
returned to the battery, and the remainder isdumped into
the motor as heat.
Section 2.1.3.c PedalPosition Plug Braking
This feature allows control of the plugging distance based
on pedal position when there has been a “directional
switch”change. Pedal position will reduce the plugging
current as the pedal is returned to the creep speed position.
Maximumplug current isobtained with the accelerator in
the top speed position.
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 2.1.5 Ramp Operation
Section 2.1.5.a 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 leftin its original or neutral
position to allow the control to initiate full power when
restarted. Theaccelerator potentiometer inputwill
modulate ramp start current.
Section 2.1.5.b Anti-Rollback
This feature provides retarding torque to limit rollback
speed in the non-travel direction when the ACC pedal is
released when stopping on a grade, or when the brake
pedal is released when starting on a grade. This feature
forces the vehicle to roll very slowly down the grade when
the accelerator or brake is released. Because the vehicle
can gain significant speed during roll-back, the torque
needed to re-start on the ramp is lower than an
unrestricted roll-back speed.
Section 2.1.6 Steer Pump Contactor Time Delay
This featureprovides a 0.5 to 63 second time delayed drop
out of the steer pump contactor when the seatswitch is
opened.
Section 2.1.7 On-Board Coil Drivers and Internal Coil
Suppression
Coil drivers for the LINE and SP or BYPASS contactors
are on-board the control card. These contactors must have
coils rated for the vehicle battery volts.
Section 2.2 System Protective Override
Section 2.2.1 Static Return to Off (SRO)
This inherent safety feature of the control is designed to
require the driver to return the directional lever to the
neutral position anytime he leaves the vehicle and returns.
Additionally, if the seat switch or key switch isopened, the
control shuts off and cannotbe restarted until the
directional lever is returned to neutral. A time delayof
approximately 2 seconds is built into the seatswitch input
to allow momentary opening ofthe seat switch, ifa bump is
encountered.

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 8
July 1999
Section 2.2.2 Accelerator Volts Hold Off
This feature checks the voltage level at the accelerator
input whenever the key switch or seatswitch is activated.
If, at start-up, the voltage is greater than 0.9 volts, the
control will notoperate. This feature assures that the
control is calling for low speed operation atstart up.
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 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 armatureand 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 thedesign limits, the thermal protector
will lower the maximum current limit to 200 amps. As the
control cools, the thermal protector will automatically
reset, returning the control to full power.
Section 2.2.5 Low Voltage Detection
Batteries under load, particularly if undersized or more
than 80 percent discharged, will producelow 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
Section 2.3.1 Systems Diagnostics
The control detects the system's present operating status
and this status can be displayed to either theDash Display
or the Handset. There are over 70 status codes that are
available with the SX systems using Pump and Traction
controls and the Truck Management Module (TMM).
Along with the status code display from the TMM, the SX
control is capable of reducing the current to the motor,
alerting the operator ofa critical fault condition.
Section 2.3.2 Status Codes
Section 2.3.2.a 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 2.3.2.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 2.3.3 Hourmeter Readings
This feature will display the recorded hours ofuse of the
traction and pump control to the Dash Display each time
the key switch is turned off.
Section 2.3.4 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.
Features and functions:
•=Displays 100 to 0 percent charge.
•=Display blinks with 20% charge. Disables pump circuit
with 10% charge. Auto ranging for 36/48 volt operation.
Adjustable for use on 24 to 80 volts.

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 9
July 1999
Section 2.3.4.a Internal Resistance Compensation
This feature is used when the Battery Discharge Indicator
is present. Adjustment of this function optimizes BDI with
among different brands of batteries.
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. Note, for ordering purposes, a separate handsetpart
number isrequired for SX controls.
Features and functions:
•=Monitor existing system status codes for both traction
and pump controls. Monitor intermittent random status
codes.
•=Monitor battery state of charge, ifavailable.
•=Monitor hourmeter reading on traction and pump
controls.
•=Monitor or adjust thecontrol functions.
Section 2.3.6 RS232 Communication Port
The serial communication port isused for communication
between the two controllers for the transmission of fault
codes, confirmation of setup parameters and start-up
diagnostics. It can also be used to change control set-up
parameters.
Section 2.3.7 Circuit Board Coil Driver Modules
Coil drivers are internal to thecontrol card, and are the
power devices that operatethe Line, 1A and SP contactor
coils. On command from the control card, these drivers
initiate opening and closing thecontactor coils. All driver
modules are equipped with reverse battery protection, such
that, ifthe battery is connected incorrectly, the contactors
can not be closed electrically.
Section 2.3.8 Selectable Truck Modes
Through the adjustment of Function 1 of thecontroller, the
following truck parameters are automatically adjusted to
the values set below:
Description Mode 1 Mode 2 Mode 3
Function 1
Setting 0 - 63 64 - 127 128 - 255
C/A Rate Function 48
of Handset
Function 97
of Computer
Function 53
of Handset
Function 102
of Computer
Function 58
of Handset
Function 107
of Computer
FW Start Function 49
of Handset Function 54 of Handset Function 59 of Handset
Function 98
of Computer Function 103 of Computer Function 108 of Computer
Minimum
Field Function 50
of Handset
Function 99
of Computer
Function 55
of Handset
Function 104
of Computer
Function 60
of Handset
Function 109
of Computer
Ratio Function 51
of Handset
Function 100
of Computer
Function 56
of Handset
Function 101
of Computer
Function 61
of Handset
Function 110
of Computer
Regen
Current
Limit
Function 52
of Handset
Function 101
of Computer
Function 57
of Handset
Function 106
of Computer
Function 62
of Handset
Function 111
of Computer

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 10
July 1999
Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS
Section 3.1 Ordering Information for Separately Excited Controls
Example:
Part Number: IC3645 SE 4 D 33 2 C3
Argument Number: 01 02 03 04 05 06 07
Argument 01: Basic Electric Vehicle Control Number
Argument 02: Control Type:
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 11
July 1999
Section 3.2 Outline: SX-2 Package Size

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 12
July 1999
Section 3.3 Dual Motor Proportioning Drive Elementary
POWER CONNECTIONS
LEFT CONTROL
POS A1 F1
NEG A2 F2
FIELD
ARMATURE
FU4
A1 A2 S1 S2
SP
+
-
FU1
POWER CONNECTIONS
RIGHT CONTROL
POS A1 F1
NEG A2 F2
FIELD
ARMATURE
KEY SWITCH
L
P7 P8
P1 P17 P2 P6
P19
P3
P12 P20
P4 P5
SEAT SW.
START SW.
FORWARD SW.
REVERSE SW.
BRAKE SW.
P23 P22P10 P21P13
ACC POT STEER ANGLE POT
BDI INTERRUPT
+12V FOR TACH SIGNAL
STEER PUMP
FIELD
STEER PUMP
ARM
P11
P18
PLUG/RGN OUTPUT
P7 P12
P6P2P1 P3 P4 P5
LEFT CONTROL (MASTER) RIGHT CONTROL (SLAVE)
TO PUMP CONTROL
POSITIVE
TO PUMP CONTROL
POSITIVE
PIN
1 2 3 4 5 6 7 8 9
10 11 12
DESCRIPTION
CLOCK (OUT) TMM7A POWER SUPPLY +5V
Y PLUG CONNECTIONS
DATA (OUT) ENABLE (OUT) NEGATIVE (COMMON) + 5 V CONT/STORE (IN) I
MOTOR
(VOLTAGE OUT)
VALUE FUNCTION SERIAL RECEIVE SERIAL TRANSMIT
P10 P13
ELEMENTARY DRAWING FOR SEPARATELY EXCITED
DUAL MOTOR PROPORTIONING CONTROLLERS WITH
SOLID-STATE REGENERATIVE BRAKING
LINE
P16
SP
P9
P21
PY12 PY11
PY11 PY12 P8 P9P22
P14 P15
TACH INPUT
SIGNAL
BRAKE POT
FU3

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 13
July 1999
Section 3.4 DualMotor Proportioning Drive Control Input/Output List
Connections to Main Plug (23 Pin) and “Y” Plug (12 Pin)
STANDARD DUAL MOTOR PROPORTIONING
PIN MAIN PLUG INPUT/OUTPUT DESCRIPTION
1 BATTERY VOLTS FROMBATTERY
2 BATTERY VOLTS FROMKEY
3 BATTERY VOLTS FROMSTART SWITCH
4 BATTERY VOLTSFROM FORWARD SWITCH
5 BATTERY VOLTS FROMREVERSE SWITCH
6 BATTERY VOLTS FROM SEAT SWITCH
7 ACCELERATOR INPUT VOLTAGE SIGNAL
8 ACCELERATOR/BRAKEPOTNEGATIVE
9 ACCELERATOR/BRAKE POT +5 VOLTS SUPPLY
10 BDI INTERRUPT/PMT ENABLE
11 PLUG/REGEN OUTPUT SIGNAL +12V
12 STEER ANGLE POT WIPER
13 BRAKE POT WIPER
14 TACHOMETER INPUT SIGNAL
15 TACHOMETER+12 VOLTS SUPPLY
16 MOTOR CURRENT COMPENSATION
17 LINE CONTACTOR DRIVER AND SUPPRESSION
18 STEER PUMP CONTACTOR DRIVER AND SUPPRESSION
19 STEER ANGLE POTENTIOMETER +5V SUPPLY
20 STEER ANGLE POTENTIOMETER NEGATIVE
21 PMT SIGNAL FROM SLAVE/SLAVE KEY
22 BRAKE SWITCH INPUT
23 MOTOR CURRENT
MOTOR TRACTION “Y” PLUG
PIN INPUT/OUTPUT DESCRIPTION
1 CLOCK (OUT) ( DASH DISPLAY-4)
2 DATA (OUT) ( DASH DISPLAY-3)
3 ENABLE (OUT) ( DASH DISPLAY-1)
4 NEGATIVE ( DASH DISPLAY-2)
5 +5V SUPPLY ( DASH DISPLAY-5)
6 CONT/STORE (IN) (HANDSET)
7 MOTOR CURRENT
8 VALUE (TMMA-9)
9 FUNCTION (TMMA-7)
10 MOTOR CURRENT COMPENSATION
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 14
July 1999
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 the traction
and pump systems is recommended to occur during every
160 hours of vehicle operation. Inspection is recommended
to verify that the contactors are not binding and that the
tips are intact and free of contaminants.
GE does not recommend thatany type of welding be
performed on the vehicleafter theinstallation of 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.
Section 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:
•=Control common tie

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 15
July 1999
•=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).
Section 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 drive equipment
cabling.
Section 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
Section4.2.2.d High Power Signals (Level HP)
Power wiring is designated as level HP. This consistsof 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
Section 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.
Section 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.
Section 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 5-4) can be maintained for
the full length of the run.
Existing cables are generally of high voltage potential 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.
Section 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.
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 will havethe lubricantNYE

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 16
July 1999
760G added 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 intermittentvehicle operation. This can occur atany
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 ofall 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.
Section 4.4 General Troubleshooting Instructions
Trouble-shooting the SX 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. 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
July 1999
Section 4.5 Traction Control Status 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.
NEG
+
-
FU3 KEY
SWITCH
P1 P2
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-01 No seat switch or deadman switch
input (no voltage to P6). This status code will be displayed when P6 is less than 50% battery volts.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Mis-adjusted or defective seat or deadman
switch.
•=Check to see that the seat switch closes
properly.
Open circuit between battery positive and P6.
•=Check for loose connections or broken wires:
−=Between the seat switch and P6
−=Between the key switch and the battery
positive side of the seat switch.
−=Between the seat switch and P2.
•=On vehicles without a seat/deadman switch,
check for a loose connection or broken wire
from P2 and/or P6.
NEG
+
-
FU3 KEY
SWITCH
P1 P2 P6
SEAT SWITCH

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 18
July 1999
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-02 Forward directional switch is closed on
initial power up. This status code will be displayed when P4 is greater than 60% of battery voltage at initial key switch on.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate because of Static Return
to Off (SRO) lock out.
POSSIBLE CAUSE
Forward directional switch is closed on initial
start up (i.e. closure of battery, key switch or
seat switch).
•=Return directional switch lever to neutral and
then return lever to forward position.
Forward directional switch is welded closed or
mis-adjusted to be held closed.
•=Replace or adjust directional switch to insure
that it opens when the directional switch is
returned to neutral.
Short circuit between P3 and P4.
•=Disconnect the wire from P4 and check for a
short circuit between P3 and the wire that was
connected to P4.
Defective control.
•=Replace the controller unit.
KEY SWITCH
P1 P2 P3P17 P5
REVERSE SW.
FORWARD SW.
P4
SEAT SWITCH
P6
L
START SW.
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-03 Reverse directional switch is closed on
initial power up. This status code will be displayed when P5 is greater than 60% of battery voltage at initial key switch on.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate because of Static Return
to Off (SRO) lock out.
POSSIBLE CAUSE
Reverse directional switch is closed on initial
start up (i.e. closure of battery, key switch or
seat/deadman switch).
•=Return directional switch lever to neutral and
then return lever to reverse position.
Reverse directional switch is welded closed or
mis-adjusted to be held closed.
•=Replace or adjust directional switch to insure
that it opens when the directional switch is
returned to neutral.
Short circuit between P3 and P5.
•=Disconnect the wire from P5 and check for a
short circuit between P3 and the wire that was
connected to P5.
Defective control. Replace the controller unit.
KEY SWITCH
P1 P2 P3P17 P5
REVERSE SW.
FORWARD SW.
P4
SEAT SWITCH
P6
L
START SW.

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 19
July 1999
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-04 Brake pedal depressed while motoring This status code will be displayed when P13 is .25
volts greater than the low learn point and 5 seconds
have timed out in motoring.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Defective brake potentiometer.
Brake pedal depressed while trying to motor.
KEY
SWITCH
P1 P2
P8
P13
BRAKE POT
P9
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 (P7) is calling for greater than 40% on-
time, while the start switch (P3) is less than 60% 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 is depressed.
•=Check for open circuit or loose connections in
wiring from brake switch to start switch and
from P3 to start switch.
Defective accelerator switch.
•=Check accelerator switch potentiometer for
proper operation and ohmic value.
KEY SWITCH
REVERSE SW.
FORWARD SW.
SEAT SWITCH
L
START SW.
P8
P7
ACCPOT
P1 P2 P3
P17 P5P4P6 P9

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 20
July 1999
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-06 Accelerator depressed with no
direction selected. This status code will be displayed while P4 and P5 are less than 60% of battery volts, and the accelerator
(P7) is calling for greater than 40% on-time.
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.
KEY SWITCH
REVERSE SW.
FORWARD SW.
SEAT SWITCH
L
START SW.
P8
P7
ACCPOT
P1 P2 P3
P17 P5P4P6 P9
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-08 Accelerator input voltage too low on
power up after initial key switch
closure.
This status code will be displayed when the
accelerator input voltage at P7 is calling for greater
than 20% on-time at start-up.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Accelerator input mis-adjusted or defective.
•=Input voltage at P7 should be less than 20% of
learned span resistance. Adjust or replace
accelerator unit to insure that the voltage at P7
is correct.
•=Open wire between potentiometer negative
and P8
Defective Card
•=Replace controller unit.
P7 P8
ACC POT
P9