GE IC3645SR4R404U2 User manual

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 1
October 1998
SEPARATELY EXCITED(SX) TRANSISTORIZED DUAL MOTOR TRACTION CONTROLLERS
AND SERIES PUMP CONTROL
INSTALLATION AND OPERATION MANUAL
(IC3645SR4R404U2 and IC3645SP4R400U2)
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 October 1998
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..................................................................................................6
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 1ATime.......................................................................... 6
2.1.2 Current Limit...................................................................................................................... 6
2.1.3 Braking............................................................................................................................... 7
2.1.3.a Plug Braking.............................................................................................................. 7
2.1.3.b RegenerativeBraking to Zero Speed...................................................................... 7
2.1.3.c Pedal Position Plug Braking.................................................................................... 7
2.1.3.d Auto Braking.............................................................................................................. 7
2.1.3.e Brake Pedal Regenerative 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 ................................................................................................................ 8
Table of Contents

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 2
October 1998
2.1.5.a Ramp Start................................................................................................................. 8
2.1.5.b Anti-Rollback............................................................................................................. 8
2.1.6 Steer Pump Contactor Time Delay ................................................................................. 8
2.1.7 On-Board Coil Drivers and Internal Coil Suppression ................................................. 8
2.2 System Protective Override..................................................................................................... 8
2.2.1 Static Return to Off (SRO) ............................................................................................... 8
2.2.2 Accelerator Volts Hold Off............................................................................................... 8
2.2.3 Pulse Monitor Trip (PMT)................................................................................................. 8
2.2.4 1A Current Drop Out......................................................................................................... 8
2.2.5 Thermal Protector (TP)..................................................................................................... 8
2.2.6 Low Voltage ...................................................................................................................... 8
2.3 Diagnostics................................................................................................................................ 9
2.3.1 Systems Diagnostics........................................................................................................ 9
2.3.2 Status Codes...................................................................................................................... 9
2.3.2.a Standard Status Codes............................................................................................. 9
2.3.2.b Stored Status Codes ................................................................................................ 9
2.3.3 Hourmeter Readings ........................................................................................................ 9
2.3.4 Battery Discharge Indication (BDI)................................................................................9
2.3 .4.a Internal Resistance Compensation ........................................................................ 9
2.3.5 Handset ............................................................................................................................. 9
2.3.6 RS-232 Communication Port ........................................................................................... 9
2.3.6.a Interactive Dash Display Modes............................................................................. 9
2.3.7 Circuit Board Coil Driver Modules.................................................................................. 10
2.3.8 Truck Management Module (TMM)............................................................................... 10
2.4 Hydraulic Pump Control........................................................................................................... 10
Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS......................................................11
3.1 Ordering Information for Separately Excited Controls......................................................... 11
3.2 Outline: SX-2 Package Size...................................................................................................... 12
3.3 Outline: SR-2 Package Size..................................................................................................... 13
3.4 Dual Motor Proportioning Drive Elementary......................................................................... 14
3.5 Standard Pump Elementary..................................................................................................... 15
3.6 Dual Motor Proportioning Drive Input / Output List.............................................................. 16
Section 4.0 TROUBLESHOOTING AND DIAGNOSTIC STATUS CODES..............................................................................17
4.1 General Maintenance Instructions......................................................................................... 17
4.2 Cable Routing and Separation ............................................................................................... 17
4.2.1 Application Responsibility............................................................................................... 17
4.2.2 Signal/Power Level Definitions........................................................................................ 17
4.2.2.a Low Level Signals (Level L)...................................................................................... 17
4.2.2.b High Level Signals(Level H)..................................................................................... 18
4.2.2.c Medium-Power Signals (Level MP)........................................................................ 18
4.2.2.d High-Power Signals (Level HP) ............................................................................... 18
4.2.3 Cable Spacing Guidelines................................................................................................ 18
4.2.3.a General Cable Spacing............................................................................................. 18
4.2.4 Cabling for Vehicle Retrofits............................................................................................ 18
4.2.5 RF Interference.................................................................................................................. 18
4.2.6 Suppression....................................................................................................................... 18
4.3 Recommended Lubrication of Pins and Sockets Prior to Installation................................ 19
4.4 General Troubleshooting Instructions................................................................................... 19
4.5 Traction Controller Status Codes............................................................................................ 20-34
4.6 TMM Status Codes................................................................................................................... 35-38
Table of Contents ( Continued )

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 3
October 1998
4.7 Pump Control Status Codes..................................................................................................... 39-48
Section 5.0 TRUCK MANAGEMENT MODULE (TMM)............................................................................................................49
5.1 General Features ...................................................................................................................... 49
5.2 Operation .................................................................................................................................. 49
5.3 Installation ................................................................................................................................ 49
5.4 Connection Diagram................................................................................................................. 49
5.4.1. TMM7A Card Connections.............................................................................................. 49
5.4.2. Typical Brush Wear Sensor Connections...................................................................... 49
5.4.3. TMM Pump Control Connections.................................................................................... 50
5.4.4. Typical Brush Wear Sensor Connectionsfor Pump Control....................................... 50
5.5 TMM7A Outline Drawings....................................................................................................... 50
Section 6.0 SX FAMILY - GE HANDSET INSTRUCTIONS ......................................................................................................51
6.1 General Features ...................................................................................................................... 51
6.2 Purpose/Setup Functions ........................................................................................................ 51
6.3 Setup Function Procedures .................................................................................................... 52
6.3.1 Setup Mode ............................................ .......................................................................... 52
6.3.2 Status Code Scrolling....................................................................................................... 52
6.3.3 SX Handset Plug Connections & Outline Drawing.... ...................................................52
6.4 Setup Functions for Traction Controller ................................................................................ 53-59
6.5 Summary of Current Limit Adjustments.................................................................................. 60
Section 7.0 DISPLAYS...................................................................................................................................................................61
7.1 Application ................................................................................................................................ 61
7.2 Standard Dash Displays .................................. ....................................................................... 61
7.3 Interactive Custom Dash Displays.......................................................................................... 61
7.3.1 Connections....................................................................................................................... 61
7.3.2 Par t Numbers................................................................................................................... 61
7.3.3 Connector Reference Numbers....................................................................................... 62
7.4 Start-up Display Sequence ..................................................................................................... 62
7.5 Outline Drawings ........................................ ............................................................................. 62
Section 8.0 TURN ANGLE POTENTIOMETER INSTALLATION..............................................................................................63
8.1 General....................................................................................................................................... 63
8.2 270 Degree Potentiometer Input ............................................................................................. 64
8.3 Turn Angle Input Volts vs. Steer Wheel Degrees vs. Handset Reading............................. 65
Section 9.0 MEMORY MAPS........................................................................................................................................................66
9.1 Typical Memory Map for DM Proportioning Control........................................................... 66-68
Table of Contents ( Continued )

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 4
October 1998
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 have on series motor designs because of their
abilityto produce very high levels oftorque at low speeds.
But, as the demand for high efficiency systems increases,
i.e., systems that are more closely applied to customers’
specific torque requirements, shunt motors are now often
being considered over series motors. In most applications,
by independently controlling the field and armature
currents in 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
October 1998
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 of the of 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-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 range normally above human hearing.
This high frequency coupled with the elimination of
directional contactors, provides very quietvehicle
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.
Section 2. FEATURES OF SX FAMILY OF TRANSISTOR
MOTOR CONTROLLERS
Section 2.1 Performance
Section 2.1.1 Oscillator Card Features
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
October 1998
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 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 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 isthat no torque is available on
that motor when the inside wheel is in the "free-wheel"
mode, and performance in a turn is reduced. When the
steer wheel nears to the 90° turn angle, the inside motor is
re-connected in the opposite direction of the outside. 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 is only 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. As the steer reaches some
pre-selected turn angle, approximately 20o, the speed of the
inside wheel decrease proportionally to the speed of the
outside wheel. This proportional declinewill continueon a
linear path until the steer angle reaches another pre-
determine angle of, approximately 65o.
At this point, the inside wheel will stop, as the steer angle is
increased toward the 90° point, the inside wheel will
reverse direction and startto accelerate proportionally in
speed. As the steer angle reaches the 90° point, 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 change direction, torque was always
present on theinside wheel, providing a smoother ride
throughout the turning radius of the vehicle.
Details for adjustment of the steer angle potentiometer can
be found in Appendix A of this 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 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.d Control Acceleration and lA Time
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. ThelA contactor
will automatically close 0.2 seconds after the controlled
acceleration stops and the accelerator input is less than
0.5 volts or less than 200 ohms. Armature C/A is adjusted by
Function 3 from 0.1 to 22 seconds.
Section 2.1.2 Current Limit
This circuit monitors motor current by utilizing sensors in
series with the armature and field windings. The
information detected by the sensor is fed backto the card
so that current may be limited to a pre-set value. If heavy
load currents are detected, this circuitoverrides the
oscillator and limits the average currentto a value set by

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 7
October 1998
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, or when the lA contactor is closed.
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 one direction to the other, theplug
signal is initiated. Once the plug signal has been initiated,
the field is reversed, and the armature current is regulated
to the plug currentlimit as setby Function 6. 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 heatin the motor in this braking 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 torquefor
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 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 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 partis dumped in 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 to the "value set by this function" as the accelerator
is returned to the creep speed position. Maximum plug
current is obtained with the accelerator in the top speed
position. This featureis adjustable by using Function 16 on
the Handset.
Section 2.1.3.d Auto Braking
This featurecan be setup with the Handset using Function
17 to select "Auto Plug/Regen" . Thisfeature is enabled by
initiating a "neutral position" using either the directional
switch or the accelerator switch. Once activated, Auto
Braking operates similar to Pedal Position Plug Braking
and is adjusted by using Function 16 ofthe Handset.
Section 2.1.3.e Brake Pedal Regenerative Braking
This feature sets or varies the amount of REGEN current
with AUTO-REGEN braking feature. The current is variable
through the use of a pot on the brake pedal to provide a
minimum AUTO-REGEN braking level at pedal up, but
increasing as the pedal is depressed. A set level of REGEN
CURRENT LIMIT is available with a set resistor on the brake
pedal. An open inputwith either adjustment modea pot or
resistor will allowcoast until either is selected. Minimum
REGEN CURRENT LIMIT requires a 4200 ohm resistor input
(minimum level 50 amp). Maximum REGEN CURRENT LIMIT
requires a 330 ohm resistor input.
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
will be determined by GE and OEM engineers at the time 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 limiting
motor volts utilizing three "adjustable speed limits", initiated
by individual limit switches. The NC switches are
connected between input points on the control card and
battery negative. The lower motor volt limit always takes
prioritywhen more than one switch inputis open. This
motor volt limit regulates top speed of the transistor
controller, but actual truck speed will vary at any set point
depending on the loading of the vehicle. Each speed limit
can be adjustable with the Handset using Functions 11, 12,
and 13, for speed limits SL1, SL2, and SL3 respectively. SLl
is active in all card types and must be disabled with the
Handset if speed limits are not used.
ARM
Q1
Q2

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 8
October 1998
Section 2.1.5 Ramp Operation
Section 2.1.5a 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 2.1.5b Anti-Rollback
This feature provides retarding torque to limit rollback
speed in the non-travel direction when the ACCpedal 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
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 feature provides two options for SP time delay. Option
1 provides a 0.5 to 63 second time delayed drop out of the
steer pump contactor when the Forward or Reverse
directional switch is opened. This Option 1 isoverridden by
a 1.5 second time delayed drop out whenever the seat
switch is opened. Option 2 provides a 0.5 to 63 second time
delayed drop out of the SP contactor when the seat switch
is opened.
Section 2.1.7 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 he leaves the vehicle and returns.
Additionally, if the seatswitch or key switch is opened, the
control shuts off and cannotbe restarted until the
directional lever isreturned to neutral. A time delay of
approximately 2 seconds is builtinto the seat switch input
to allow momentary opening ofthe seat switch, if a bump is
encountered.
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 that the control is
calling for low speed operation at start up.
Section 2.2.3 Pulse Monitor Trip (PMT)
The PMT design contains three features which shut down,
or lock out, control operation 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 lA Current Drop Out
This adjustable feature can be set to open the lA contactor
if the traction motor is subject to excessive currents. The
dropout is adjustable with Function 6 using the Handset.
Once the control has dropped out the lA contactor due to
excessivecurrent, the directional or accelerator switch
must be returned to neutral to reset the dropout circuit and
allow the control to pick up thelA contactor again. Using
this feature may reduce the lA contactor tip life, therefore,
it should be used only where needed to protect the motor.
Section 2.2.5 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. Even at a
reduced current limit, the vehicle will normally be able to
reach sufficient speed to initiate 1A operation, thereby
allowing thecontrol to cool. As the control cools, the
thermal protector will automatically reset, returning the
control to full power.
Section 2.2.6 Low Voltage
Batteries under load, particularly if undersized or more
than 80 percent discharged, will produce low voltages at

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 9
October 1998
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 theDash Display or the
Handset. There arecurrently over 70 status codes thatare
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 of the logic card.
With the status code number, follow the procedures
outlined in DIAGNOSTIC STATUS CODES to determine the
problem and a solution.
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 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.
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 the LX, 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 state of 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 48-62)or a personal computer (Functions 97-

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 10
October 1998
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.
Section 2.3.8 Truck Management Module (TMM)
The Truck Management Module is a multifunction
accessory card (IC3645TMM7A), or an integral function of
the GE Pump controls when used with theSX Traction
control. The Module provides the OEM the ability to initiate
status codes or operator warning codes to be displayed on
the Dash Display, whenever a normally open switch or
sensor wireprovides a signal to theModule.
The TMM Module can be used to display a separate status
code indicating over-temperatureof traction motors,
hydraulic motors, or any other device or system that can
activatea switch that closes.
The TMM Module can also be used as a Brush Wear
Indicator (BWI). The Brush Wear Indicator is designed to
detect a "worn out brush" and display a faultcode on the
Dash Display to warn maintenance personnel that the
motor brushes need to be replaced before they wear to the
point of causing destructive damage to the motor
commutator surface.
Section 2.4 Hydraulic Pump Control
This hydraulic motor controller consists of thefollowing
features:
•=Four speeds, adjustable from O to 100% motor volts.
Fixed speeds actuated by switch closure to negative.
•=P1A bypass contactor (if required)
•=Variable resistor input(5K-O ohms). Control starts
when inputis reduced to below3.5 volts.
•=PMT functions availablewhen a pump contactor is
used.
•=Current limitand controlled acceleration adjustable.
•=Battery Discharge Indicator interrupt compatible.
Operation ofvoltage regulator card: This card provides the
basic functions required for controlling thepump control,
optional contactors, and PMT functions. Battery positive is
applied through a main control fuse to the key switch,
energizing thecontrol card power supply input to P1.
When a pump contactor is used, PMT operation is the
same as outlined for the traction controllers.
The four speed (motor volts) reference points P12, P19, P20
AND P21 are selected by connecting these points
independently to battery negative.
The first speed is obtained by closing Speed Limit I (P12) to
control negative. SLl is adjustable by Function 11 using the
Handset to adjust motor voltage from O to 100%. The
specified motor volts will be regulated, however, the
magnitudeof motor current will vary depending on the
loading of the vehicle.
The second speed is obtained by closing SL2 (P19)to
control negative. SL2 is adjusted using the Handset and
Function 12 similar to SL1.
The third speed is obtained by closing SL3 (P20) to control
negative. SL3 is adjusted using the Handsetand Function
13 similar to SL1.
The fourth speed is obtained by closing SL 4 (P21) to
control negative. SL4 is adjusted using the Handset and
Function 14 similar to SL1. PIA will close 0.2 seconds after
controlled acceleration stops. Speed Limit4 (Function 14)
must be activated and set to >250 to enable the optional P 1
A contactor.
If more than one Speed Limit is activated, the selected
speed with the highest motor volts will override the low
motor volt speed. The current limit circuit is adjustable and
operates the same as the traction current limit.
The controlled acceleration circuit is adjustableand
operates the same as the traction circuit. Adjustment range
is from 0.1 to 5.5 seconds.
The variable resistor input will override the fixed motor volt
limits set by the four (4) adjustable Speed Limits. It will vary
motor volts above the set limits up to full motor volts, and
closes P1A as resistance isdecreased to less than 200
ohms.
The Battery Discharge Indicator (BDI) interrupt will disable
the hydraulic controller if theconnection at P10 loses the
12 volt signal fromthe traction control. BDIinterrupt can be
disabled by Function 17 using the Handset. Select card type
with or without BDI function.

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 11
October 1998
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 12
October 1998
Section 3.2 Outline: SX-2 Package Size

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 13
October 1998
Section 3.3 Outline: SR-2 Package Size

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 14
October 1998
Section 3.4 Standard 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
FU3 KEY
SWITCH
L
P9 P7 P8
P1 P17 P2 P6 P19
P3 P12 P20
P4 P5
SEAT SW.
START SW.
FORWARD
SW.
REVERSE SW.
BRAKE SW.
P10 P21P13
ACC
POT STEER ANGLE
POT
BDI INTERRUPT
P14 P15
+12V FOR TACH SIGNAL
TACH INPUT SIGNAL
STEER PUMP
FIELD
STEER PUMP
ARM
P11 P18
1A OR SP DVR
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
LINE
P16 PY7
PY11 PY12
SERIAL RECEIVE
SERIAL TRANSMIT
BRAKE
POT

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 15
October 1998
Section 3.5 Standard Pump Elementary
FU5 KEY SWITCH
P1 P2 P10
P6 P5P16
94 INPUT
94 INPUT
90 INPUT
P13
P11
91 INPUT
BRUSHWEAR OUTPUT - PY9
P14
OVER TEMP OUTPUT - PY8
P15
92 INPUT
ELEMENTARY DRAWING FOR PUMP
MOTOR CONTROLLER
P12
P9
95 INPUT
P8
95 INPUT
LINE
FU6
P19P20
P21P4 P3
93 INPUT
93 INPUT
TO TRACTION
CARD
SPEED LIMIT 1
SPEED LIMIT 2
SPEED LIMIT 3
SPEED LIMIT 4
TO
TRACTION
P10 - BDI
PY7
PY12PY10
PY11
SERIAL RECEIVE
SERIAL TRANSMIT
+5V FROM
TRACTION PY10
P17
L
1A
P18
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
ACC POT
POWER CONNECTIONS
POS A1
NEG A2
FIELD
ARMATURE
+
-
FU1
1A

OUTLINE DRAWINGS, ELEMENTARYDRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 16
October 1998
Section 3.6 Standard Dual Motor Proportioning Drive and Pump Control Input/Output List
Connections to Main Plug (23 Pin) and “Y” Plug (12 Pin)
STANDARD DUAL MOTOR PROPORTIONING STANDARD PUMP
PIN MAIN PLUG INPUT/OUTPUT DESCRIPTION MAIN PLUG INPUT/OUTPUT DESCRIPTION
1 BATTERY VOLTS FROMBATTERY BATTERY VOLTS FROMBATTERY
2 BATTERY VOLTS FROMKEY BATTERY VOLTS FROMKEY
3 BATTERY VOLTS FROM START SWITCH BRUSHWEAR (TMM) FAULT 93
4 BATTERY VOLTS FROM FORWARD SWITCH BRUSHWEAR (TMM) FAULT 93
5 BATTERY VOLTS FROM REVERSE SWITCH BRUSHWEAR (TMM) FAULT 94
6 BATTERY VOLTS FROM SEAT SWITCH BRUSHWEAR (TMM)FAULT 94
7 ACCELERATOR INPUT VOLTAGE SIGNAL ACCELERATOR INPUT VOLTAGE SIGNAL
8 ACCELERATOR NEGATIVE BRUSH WEAR (TMM) FAULT 95
9 ACCELERATOR POT +5 VOLTS SUPPLY BRUSH WEAR(TMM) FAULT 95
10 BDI INTERRUPT PUMP ENABLE (BDI INTERRUPT)
11 PLUG/REGEN OUTPUT SIGNAL +12V OVERTEMP(TMM) FAULT 91
12 STEER ANGLE POT WIPER SPEED LIMIT 1
13 SPEED LIMIT SWITCH INPUT TRUCK MANAGEMENT BRUSH WEAR OUTPUT
14 TACHOMETER INPUT SIGNAL TRUCK MANAGEMENT OVERTEMP OUTPUT
15 TACHOMETER+12 VOLTS SUPPLY OVERTEMP(TMM) FAULT 90
16 MOTOR CURRENT COMPENSATION OVERTEMP(TMM) FAULT 92
17 LINE CONTACTOR DRIVER AND SUPPRESSION LINE CONTACTOR DRIVER (PMT)
18 1A OR STEER PUMP CONTACTOR DRIVER AND SUPPRESSION 1A CONTACTOR DRIVER
19 STEER ANGLE POTENTIOMETER +5V SUPPLY SPEED LIMIT 2
20 STEER ANGLE POTENTIOMETERNEGATIVE SPEED LIMIT 3
21 PMT SIGNAL FROM SLAVE SPEED LIMIT 4
22 SERIAL RECEIVE RS232 RECEIVE
23 SERIAL TRANSMIT RS232 TRANSMIT
MOTOR TRACTION “Y” PLUG MOTOR PROPORTIONING “Y” PLUG
PIN INPUT/OUTPUT DESCRIPTION INPUT/OUTPUT DESCRIPTION
1 CLOCK (OUT) ( DASH DISPLAY-4) CLOCK (OUT) ( DASH DISPLAY-4)
2 DATA (OUT) ( DASH DISPLAY-3) DATA (OUT) ( DASH DISPLAY-3)
3 ENABLE (OUT) ( DASH DISPLAY-1) ENABLE (OUT) ( DASH DISPLAY-1)
4 NEGATIVE ( DASH DISPLAY-2) NEGATIVE ( DASH DISPLAY-2)
5 +5V SUPPLY ( DASH DISPLAY-5) +5V SUPPLY ( DASH DISPLAY-5)
6 CONT/STORE (IN) (HANDSET) CONT/STORE (IN) (HANDSET)
7 MOTOR CURRENT MOTOR CURRENT
8 VALUE (TMMA-9) VALUE (TMMA-9)
9 FUNCTION (TMMA-7) FUNCTION (TMMA-7)
10 +5V SUPPLY (TMMA-13) +5V SUPPLY (TMMA-13)
11 SERIAL RECEIVE SERIAL RECEIVE
12 SERIAL TRANSMIT 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 17
October 1998
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 18
October 1998
•=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 19
October 1998
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 theaddition 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 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 20
October 1998
Section 4.5 Traction ControlStatus 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