GE IC3645SR4R333AS1 User manual

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 1
April 1999
SEPARATELY EXCITED(SX) TRANSISTORIZEDDUAL MOTOR TRACTION CONTROLLERS
INSTALLATION AND OPERATION MANUAL
(IC3645SR4R333AS1)
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 April 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 ....................................................................................6
2.1 Performance.............................................................................................................................. 6
2.1.1 Oscillator Card Features.................................................................................................. 6
2.1.1.a Standard Operation..................................................................................................6
2.1.1.b Creep Speed............................................................................................................... 6
2.1.1.c Control Acceleration ................................................................................................6
2.1.2 Current Limit...................................................................................................................... 6
2.1.3 Braking............................................................................................................................... 6
2.1.3.a RegenerativeBraking to Zero Speed...................................................................... 6
2.1.3.b Auto Braking.............................................................................................................. 6
2.1.4 Auxiliary Speed Control.................................................................................................... 6
2.1.4.a Field Weakening........................................................................................................ 6
2.1.4.b Speed Limits .............................................................................................................. 6
2.1.5 Ramp Start......................................................................................................................... 7
2.1.6 On-Board Coil Drivers and Internal Coil Suppression ................................................. 7
2.2 System Protective Override..................................................................................................... 7
2.2.1 Static Return to Off (SRO) ............................................................................................... 7
2.2.2 Accelerator Volts Hold Off............................................................................................... 7
Table of Contents

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 2
April 1999
2.2.3 Pulse Monitor Trip (PMT)................................................................................................. 7
2.2.4 Thermal Protector (TP)..................................................................................................... 7
2.2.5 Low Voltage ...................................................................................................................... 7
2.3 Diagnostics................................................................................................................................ 7
2.3.1 Systems Diagnostics........................................................................................................ 7
2.3.2 Status Codes...................................................................................................................... 7
2.3.2.a Standard Status Codes............................................................................................. 7
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 ........................................................................ 8
2.3.5 Handset ............................................................................................................................. 8
2.3.6 RS-232 Communication Port ........................................................................................... 8
2.3.6.a Interactive Dash Display Modes............................................................................. 8
2.3.7 Circuit Board Coil Driver Modules.................................................................................. 8
Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS......................................................9
3.1 Ordering Information for Separately Excited Controls......................................................... 9
3.2 Outline: SX-2 Package Size...................................................................................................... 10
3.3 Dual Motor Proportioning Drive Elementary......................................................................... 11
3.4 Dual Motor Proportioning Drive Input / Output List.............................................................. 12
Section 4.0 TROUBLESHOOTING AND DIAGNOSTIC STATUS CODES..............................................................................13
4.1 General Maintenance Instructions......................................................................................... 13
4.2 Cable Routing and Separation ............................................................................................... 13
4.2.1 Application Responsibility............................................................................................... 13
4.2.2 Signal/Power Level Definitions........................................................................................ 13
4.2.2.a Low Level Signals (Level L)...................................................................................... 13
4.2.2.b High Level Signals(Level H)..................................................................................... 14
4.2.2.c Medium-Power Signals (Level MP)........................................................................ 14
4.2.2.d High-Power Signals (Level HP) ............................................................................... 14
4.2.3 Cable Spacing Guidelines................................................................................................ 14
4.2.3.a General Cable Spacing............................................................................................. 14
4.2.4 Cabling for Vehicle Retrofits............................................................................................ 14
4.2.5 RF Interference.................................................................................................................. 14
4.2.6 Suppression....................................................................................................................... 14
4.3 Recommended Lubrication of Pins and Sockets Prior to Installation................................ 15
4.4 General Troubleshooting Instructions................................................................................... 15
4.5 Traction Controller Status Codes............................................................................................ 16-29
Section 5.0 SX FAMILY - GE HANDSET INSTRUCTIONS ......................................................................................................30
5.1 General Features ...................................................................................................................... 30
5.2 Purpose/Setup Functions ........................................................................................................ 30
5.3 Setup Function Procedures .................................................................................................... 31
5.3.1 Setup Mode ............................................ .......................................................................... 31
5.3.2 Status Code Scrolling....................................................................................................... 31
5.3.3 SX Handset Plug Connections & Outline Drawing.... ...................................................31
5.4 Setup Functions for Traction Controller ................................................................................ 32-36
5.5 Summary of Current Limit Adjustments.................................................................................. 37
Table of Contents ( Continued )

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 3
April 1999
Section 6.0 DISPLAYS...................................................................................................................................................................38
6.1 Application ................................................................................................................................ 38
6.2 Standard Dash Displays .................................. ....................................................................... 38
6.3 Interactive Custom Dash Displays.......................................................................................... 38
6.3.1 Connections....................................................................................................................... 38
6.3.2 Par t Numbers................................................................................................................... 38
6.3.3 Connector Reference Numbers....................................................................................... 39
6.4 Start-up Display Sequence ..................................................................................................... 39
6.5 Outline Drawings ........................................ ............................................................................. 39
6.6 Suggested Wiring Configuration for Use of GE Standard Traction/Pump Dash Display
Motor Traction System............................................................................................................ 40
Section 7.0 MEMORY MAPS........................................................................................................................................................41
7.1 Typical Memory Map for DM Proportioning Control........................................................... 41-43
Table of Contents ( Continued )

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 4
April 1999
Section 1. INTRODUCTION
Section 1.1 Motor Characteristics
The level of sophistication in thecontrollability oftraction
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 featuresthat are generally found on the
advanced AC systems. Historically, most electric vehicles
have relied on series motor designs because oftheir 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 bestattributes
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 from the typical performance curves of Figure
1, the high torque at low speed characteristic of the series
motor is evident.
In a shunt motor, the field is connected directly across the
voltage source and is therefore independent of variations in
load and armature current. If field strength is held
constant, the torque developed will vary directly with the
armature current. If 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 be constantspeed
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 torqueis required, for example,
to climb non-level terrain, such as ramps and the like, the
field currentis increased to provide the higher level of
torque. In most cases, the armature to field ampere turn
ratio can be very similar to that of a 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

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 5
April 1999
following description provides a brief introduction to
examples of some of these features.
Section 1. 2 Solid-State Reversing
The direction of armature rotation on a shunt motor is
determined by the direction in which current flows through
the field windings. Because the shunt motor field only
typically requires about 10% of the armature current at full
torque, it is normally cost effective to replace the double-
pole, double-throw reversing contactor with a low power
transistor H-Bridge circuit (Figure 4).
By energizing the transistors in pairs, current can bemade
to flow in either direction in the field. The field control
circuitoperates at 2 KHZ, and thearmature control circuit
typically operates at 12KHZ, a frequency normally above
human hearing. This high frequency coupled with the
elimination of directional contactors, providesvery quiet
vehicle operation.
The line contactor is normally the only contactor required
for the shunt motor traction circuit. This contactor is used
for both pre-charge 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 of independentfield and
armature, the motor performance curve can be maximized
through proper control application.
Section 1. 4 More Features with Fewer Components
Field weakening with a series wound motor is
accomplished by placing a resistor in parallel with the field
winding of the motor. Bypassing some of the current
flowing in the field into the resistor causes the field current
to be less, or weakened. With the field weakened, the motor
speed will increase, giving the effect of“overdrive”. To
change the “overdrive speed”, it is necessary to change
the resistor value. In a separately excited motor,
independent control of the field current provides for
infinite adjustments of “overdrive” levels, between
motor base speed and maximum weak field. The
desirability of this feature is enhanced by the
elimination of the contactor and resistor required for
field weakening with a series motor.
With a separately excited motor, overhauling speed
limit, or downhill speed, will also be more constant. By
its nature, the shunt motor will try to maintain a
constant speed downhill. This characteristic can be
enhanced by increasing the field strength with the
control. Overhauling load control works in just the
opposite way of field weakening, armature rotation
slows with the increase of current in the field. 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
more during braking while maintaining the same braking
torque as electrical braking with a diode clamp around the
armature. The lower current translates into longer brush
life and reduced motor heating. Solid state regenerative
braking also eliminates a power diode, current sensor and
contactor from the circuit.
For GE, the future is now as we make available a new
generation of electric traction motor systems for electric
vehicles having separately excited DC 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.
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
April 1999
Section 2. FEATURES OF SX FAMILYOF TRANSISTOR
MOTOR CONTROLLERS
Section 2.1 Performance
Section 2.1.1 Oscillator Card Features
Section 2.1.1.a Standard Operation
The oscillator section of thecard has two adjustable
features, creep speed and minimum field current. With the
accelerator at maximum ohms or volts, the creep speed
can be adjusted by Function 2 of theHandset or a trimpot.
The field control section allows the adjustment ofthe 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 ofthe
Handset or a trimpot.
The percent on-time has a range of approximately 0 to 100
percent. The SX controllers operate at a constant
frequency and thepercent on-time is controlled by the
pulse width of the voltage / current applied to the motor
circuits.
Section 2.1.1.b Creep Speed
With theaccelerator at maximum ohms or volts
(approximately 3.7 to 3.5 VDC), the creep speed can be
adjusted by Function 2 of the Handset. At creep speed, the
ON time can decrease to approximately 5%, with the OFF
timeat approximately 95%. At full transistor operation, this
condition will be reversed (short OFF time, long ON time).
This variation of ON and OFF time of the oscillator varies
the voltage applied to the motor, thereby varying the speed
of the motor for a given load.
Section 2.1.1.c ControlAcceleration
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. 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 pre-set value. If heavy
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. The C/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, exceptat
100% ON time.
Section 2.1.3 Braking
Section 2.1.3.a Regenerative Braking to Zero Speed
Slow down is accomplished when
reversing direction by providing a
small amount ofretarding torque for
deceleration. If the vehicle is
moving, and thedirectional lever is
moved from one direction to the
other, the regen signal is initiated.
Once the regen signal has been
initiated, the field current is
increased. Armature current is
regulated to the regen current limit
as set by Function 9. As the vehicle slows down, thefield
current continues to increase, and transistor Q2 begins to
chop. The field currentwill increase until it reaches a
preset value set by Function 10, and transistor Q2 on-time
will increase until it reaches 100% on-time. Once both of
the above conditions have been met, and regen current
limit can no longer be maintained, the braking function is
canceled. The fields will then reverse, and the control
reverts back to motoring.
Part of the energy produced by the motor during regen is
returned to the battery, and part is dumped in the motor as
heat.
Section 2.1.3.b Auto Braking
This feature is enabled by initiating a "neutral position"
using either the directional switch or theaccelerator
switch.
Section 2.1.3.c Overspeed Regenerative Braking
Overspeed regenerative braking provides a means of
controlling thespeed of a vehiclein operation on an incline.
The feature is enabled when the tachometer pulses seen by
the control exceed the values set by Function 11 or 12.
Once this occurs, the control will provide retarding torque
to regulate the vehicle speed, as determined by Functions
11 and 12.
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 and the accelerator input voltage isless
than 1 volt. It is important to note that this function is used
to optimizemotor and control performance, and this setting
ARM
Q1
Q2

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 7
April 1999
will be determined by GE and OEM engineers at thetime of
vehicle development. This setting must not be changed by
field personnel withoutthe permission of the OEM.
Section 2.1.4.b Speed Limits
This feature provides a means to control speed by re-
scaling the maximum number of tachometer pulses to a set
value at the maximum throttle to be regulated. These
speeds are set by Functions 11 and 12. These speed limits
are activated by a normally open switch to positive 12 volts.
Section 2.1.5 Ramp Start
This feature provides maximum control torque to restarta
vehicle on an incline. The memory for this function is the
directional switch. When stopping on an incline, the
directional switch must be leftin its original or neutral
position to allow the control to initiate full power when
restarted. Theaccelerator potentiometer input will
modulate ramp start current.
Section 2.1.6 On-Board Coil Drivers & Internal Coil
Suppression
Coil drivers for the LINE and SP or BYPASScontactors
are on-board the control card. These contactors must have
coils rated for the vehiclebattery volts.
Section 2.2 System Protective Override
Section 2.2.1 Static Return to Off (SRO)
This inherent feature of the control is designed to require
the driver to return the directional lever to the neutral
position anytime heremoves his foot fromthe foot switch.
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 less than 3.0 volts, the control
will not operate. This feature assures thatthe control is
calling for low speed operation at startup.
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, ifeither 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, 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 isdesigned for use
down to 50 percent ofa nominal battery voltageof 36-84
volts, and 75 percent ofa nominal battery voltageof 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 can be displayed to either the Dash Display or the
Handset. There are currently over 70 status codes that are
available with SX systems using Traction and Pump
controls and Truck Management Module (TMM). Along
with the status code display from the TMM, the SX control
is capable of reducing the current to the motor, alerting the
operator of a critical faultcondition.
Section 2.3.2 Status Codes
Section 2.3.2a Standard Status Codes
The SX traction control has over 30 Status Codes that
assist the service technician and operator in trouble
shooting the vehicle. If mis-operation of the vehicle occurs,
a status code will be displayed on the Dash Display for
vehiclesso equipped, or be availableby plugging the
Handset into the “y” plug ofthe logic card.
With the status code number, follow the procedures
outlined in DIAGNOSTIC STATUS CODES to determine the
problem and a solution.

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 8
April 1999
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 of use 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 blinkswith 20% charge. Disables pump circuit
with 10% charge. Auto ranging for 36/48 volt operation.
Adjustable for use on 24 to 80 volts.
Section 2.3.4.a Internal Resistance Compensation
This feature is used when the Battery Discharge Indicator
is present. Adjustment of this function will improve the
accuracy of the BDI.
Section 2.3.5 Handset
This is a multi-functional tool used with 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 Handset part
is required for SXcontrols.
Features and functions:
•=Monitor existing system status codes for both traction
and pump controls. Monitor intermittent random status
codes.
•=Monitor battery stateof charge, if available.
•=Monitor hourmeter reading on traction and pump
controls. Monitor or adjust thecontrol functions.
Section 2.3.6 RS 232 Communication Port
This serial communication port can be used with
Interactive Custom Dash Displays to allow changes to
vehicle operating parameters by the operator. Or, it can be
used by servicepersonnel to dump control operating
information and settings into a personal computer program.
Section 2.3.6.a Interactive Dash Display
Modes
The Interactive Custom Dash Display allows the operator to
select the best vehicle performance for changing factory
(task) conditions. There are four (4) "operator interaction
modes" that can beselected by depressing a push button
on the dash display.
From the Dash Display, the operator may select any of four
pre-set interactive modes consisting of (4) Controlled
Acceleration levels, (4) Field Weakening levels and (4)
Speed Limits.
These interactive modes are "pre-set" using the Handset
(Functions 48-63)or a personal computer (Functions 97-
112). This feature allows the operator to select the best
vehicle performance for changing factory (task) conditions.
Section 2.3.7 Circuit Board Coil Driver Modules
Coil drivers are internal to thecontrol card, and are the
power devices that operatethe Line, 1A and SPcontactor
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 isconnected incorrectly, the contactors
can not be closed electrically.

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 9
April 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 10
April 1999
Section 3.2 Outline: SX-2 Package Size

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 11
April 1999
Section 3.3 Standard Dual Motor Proportioning Drive Elementary
POWER CONNECTIONS
LEFT CONTROL
POS A1 F1
NEG A2 F2
FIELD
ARMATURE
+
-
FU1
POWER CONNECTIONS
RIGHT CONTROL
POS A1 F1
NEG A2 F2
FIELD
ARMATURE
KEY SWITCH
L
P9 P7 P8
P1 P17 P2 P6 P3 P4 P5
FOOT SW.
DIRECTION SW.
TRAVEL ENABLE SW.
P21
P13
ACC
POT
P14
P11
P18
1A OR SP DVR
P7 P6P2P1 P3 P4 P5
LEFT
CONTROL
(MASTER) RIGHT
CONTROL
(SLAVE)
P11 P13
LINE
P16 PY7
+
-
12V
48V
P16
PY7 P21
P12
LEFT TURN SW.
P12
RIGHT TURN SW.
B
P10
3
1
2
JACK
RABBIT SW.
BOOM UP
SW.
LEFT TACH
TILT SW.
P14
RIGHT TACH
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
FU3
DRIVER
BLOCK

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 12
April 1999
Section 3.4 Standard Dual Motor Proportioning Drive 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 12 VOLTS FROM KEY
3 12 VOLTS FROM BOOM SWITCH
4 12 VOLTS FROM DIRECTIONAL SWITCH
5 12 VOLTS FROM TRAVEL ENABLE SWITCH
6 12 VOLTS FROM FOOT SWITCH
7 ACCELERATOR INPUT VOLTAGE SIGNAL
8 NEGATIVE
9 ACCELERATOR POT +5 VOLTS SUPPLY
10 BRAKE DRIVER SIGNAL
11 CROSS TALK SEND
12 TURN SWITCH
13 TILT SENSOR
14 TACHOMETER INPUT SIGNAL
15 TACHOMETER+12 VOLTS SUPPLY
16 MOTOR CURRENT COMPENSATION
17 LINE CONTACTOR DRIVER AND SUPPRESSION
18 N/A
19 N/A
20 N/A
21 CROSS TALK RECEIVE
22 SERIAL RECEIVE
23 SERIAL TRANSMIT
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 +5V SUPPLY (TMMA-13)
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 13
April 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 the control,
such as restricting air flow.
The following Do’s and Don’t’s should be observed:
Any controls that will be applied in ambient temperatures
over 100° F (40° C) should be brought to the attention of the
vehicle manufacturer.
All external components having inductive coils must be
filtered. Refer to 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 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.
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
•=DC buses feeding sensitiveanalog or digital hardware

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 14
April 1999
•=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
Section 4.2.2.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 examplesof level HP signals
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 4.2.2) can be maintained for
the full length of the run.
Existing cables are generally of high voltage potential and
noise producing. Therefore, 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 of radio-
controlled devices.
Section 4.2.6 Suppression
Unless specifically noted otherwise, suppression (for
example, a snubber) is required on all inductive devices
controlled by an output. This suppression minimizes noise
and prevents damage caused by electrical surges.

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 15
April 1999
Section 4.3 Recommended Lubrication of Pins and
Sockets Prior to Installation
Beginning in January of 1999, GE will implement the
addition of a lubricant to all connections using pins and
sockets on EV100/EV200 and Gen II products. Any
connection made by GE to the A, B, X, Y, or Z plugs will
have the lubricant NYE 760G added to prevent fretting of
these connections during vehicle operation.
Fretting occurs during microscopic 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 cause intermittent contact
and intermittentvehicle 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 lubricant to
all 12 and 23 pin plugs, after proper cleaning of the
connectors, as a preventative measure to insure fretting is
not an issue before GE control replacement.
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 of the 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 16
April 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 P6
FOOT SWITCH
12V
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-01 No foot switch or deadman switch input
(no voltage to P6). This status code will be displayed when P6 is less than 12% 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 foot or deadman
switch.
•=Check to see that the foot switch closes
properly.
Open circuit between battery positive and P6.
•=Check for loose connections or broken wires:
−=Between the foot switch and P6
−=Between the key switch and the battery
positive side of the foot switch.
−=Between the foot switch and P2.
•=On vehicles without a foot/deadman switch,
check for a loose connection or broken wire
from P2 and/or P6.
NEG
+
-
FU3 KEY
SWITCH
P1 P2 P6
FOOT SWITCH
12V

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 17
April 1999
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-02 Directional switch is closed on initial
power up. This status code will be displayed when P4 is greater than 12% 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 foot
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
TRAVEL ENABLE SW.
DIRECTIONAL SW.
P4
FOOT SW.
P6
L
BOOM SW. JACK RABBIT SW.
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-03 Travel enable switch is closed on initial
power up. This status code will be displayed when P5 is greater than 12% 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
foot/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
TRAVEL ENABLE SW.
DIRECTIONAL SW.
P4
FOOT SW.
P6
L
BOOM SW. JACK RABBIT SW.

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 18
April 1999
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-05 Accelerator depressed without
selecting travel enable switch. This status code will be displayed when P4 and P5 are less than 12% of battery 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
battery positive or between directional switch(es)
and P4 or P5.
•=Check all control wires and connections shown
in Trouble Shooting Diagram.
P7 P8
ACC POT
KEY
SWITCH
P1 P2 P3P17 P5
TRAVEL ENABLE SW.
DIRECTIONAL SW.
P4
FOOT SW.
P6
L
BOOM SW. JACK RABBIT SW.
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-07 Accelerator input voltage too high on
power up after initial key switch
closure.
This status code will be displayed when the
accelerator input voltage at P7 is higher than 3.7
volts, and travel enable switch is selected.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate when accelerator pedal
is depressed or status code -07 is displayed
then disappears when the vehicle starts to
accelerate.
POSSIBLE CAUSE
Accelerator input mis-adjusted or defective.
•=Input voltage at P7 should be less than 3.7
volts. Adjust or replace accelerator unit to
insure that the voltage at P7 will vary from 3.5
volts to less than .5 volts when the pedal is
depressed.
Open circuit between battery negative and P7 in
accelerator input circuit.
•=Check for broken wires or loose connections
or open potentiometer / voltage supply.
Short circuit from battery positive to wiring in
accelerator input circuit.
•=Disconnect wire from P7 and measure
voltage at wire to negative. Should be zero
volts for potentiometer type and less than 3.7
volts for solid state type accelerator input.
P9 P7 P8
ACC POT
P7 P8
ACC POT

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 19
April 1999
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 less than 3.0 volts,
and any of the following connections are opened and
closed: battery plug or key switch.
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 more than 3.0
volts. Adjust or replace accelerator unit to
insure that the voltage at P7 is more than 3.0
volts before depressing pedal.
Short circuit between battery negative and TB1
in accelerator input circuit.
•=Disconnect wire from P7. Check for short
circuit from wire to battery negative.
Resistance should be greater than 4.7K ohms.
Defective control.
•=Disconnect wire from P7. Measure voltage
from TB1 to negative. Voltage should be
greater than 4.5 volts, if not, replace control.
P7 P8
ACC POT
P9 P7 P8
ACC POT
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-09 The travel enable switch is open and
the directional switch is closed. This status code will be displayed when P5 is less than 12% of battery volts and P4 is greater than 12%
of battery volts.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Forward or reverse directional switch welded
closed or mis-adjusted to be held closed.
•=Replace or adjust directional switches to
insure that they open when directional switch
is returned to neutral.
Short circuit between battery positive and P4
and/or P5.
•=Disconnect wires from P4 and P5 and check
wire for short circuit to positive side of
directional switch.
Defective Control
•=Disconnect wires and measure voltage at P4
and P5. Voltage should be less than 60% of
battery volts.
KEY
SWITCH
P1 P2 P3P17 P5
TRAVEL ENABLE SW.
DIRECTIONAL SW.
P4
FOOT SW.
P6
L
BOOM SW. JACK RABBIT SW.

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 20
April 1999
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-15 Battery voltage is too low or control
card is mis-adjusted. This status code will be displayed when the battery volts are less than 1.95 volts per cell at initial key
switch on. See table below.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Discharged battery
•=Check battery for proper open circuit voltage
as shown in “Trouble Shooting Diagram”,
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 and NEG.
NEG
+
-
FU3
P1
NOMINAL
BATTERY
VOLTAGE
MINIMUM
LIMIT VOLTS
AT 1.95 VDC
PER CELL
24
80
48
72
36 23.4
78.0
46.8
70.2
35.1
TRACTION
STATUS CODE DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION
-16 Battery voltage is too high or control
card is mis-adjusted. This status code will be displayed when the battery volts are greater than 2.4 volts per cell at initial key
switch on. See table below.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Incorrect control card adjustment
Check Function 15 for proper adjustment for
battery being used. See Handset instructions
for details. Adjust to proper setting.
Battery over charged or incorrect battery used.
•=Check battery for proper open circuit voltage
per table at right. If voltage is excessive, check
battery charger for proper output voltage.
Check “maximum” battery volts at P1 and NEG.
NEG
+
-
FU3
P1
NOMINAL
BATTERY
VOLTAGE
MAXIMUM
LIMIT VOLTS
AT 2.40 VDC
PER CELL
24
80
48
72
36 28.8
96.0
57.6
86.4
43.2