GE IC3645SR4W606MC2 User manual

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 1
SEPARATELY EXCITED (SX) TRANSISTORIZED TRACTION MOTOR CONTROL
AND SERIES PUMP MOTOR CONTROL
INSTALLATION AND OPERATION MANUAL
(GE Models IC3645SR4W606MC2, IC3645SR4W606MC3, IC3645SR7W455MC3, IC3645SR4W746MC2,
IC3645SR4W746MC3, IC3645SP4U500MC2, IC3645SP4U500MC3, IC3645SP4U600MC2, IC3645SP4U600MC3,
IC3645SP4U600MC4, IC3645SP7U450MC3 and IC3645SR4W10010M1)
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.
Table of Contents
General Electric Company September 2004
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
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SX TRANSISTOR CONTROL Page 2
2.1.3.a Regenerative Braking to Zero Speed ........................................................................ 6
Table of Contents ( Continued )
2.1.3.b Pedal Position Plug Braking.......................................................................................6
2.1.3.c Auto Braking .................................................................................................................6
2.1.4 Auxiliary Speed Control...............................................................................................................6
2.1.4.a Field Weakening ...................................................................................................................6
2.1.4.b Speed Limits .........................................................................................................................7
2.1.5 Ramp Operation............................................................................................................................7
2.1.5.a Ramp Start.....................................................................................................................7
2.1.5.b Anti-Rollback ................................................................................................................7
2.1.6 Steer Pump Contactor Time Delay ...........................................................................................7
2.1.7 On-Board Coil Drivers and Internal Coil Suppression ...........................................................7
2.2 System Protective Override ........................................................................................................7
2.2.1 Static Return to Off (SRO) ..........................................................................................................7
2.2.2 Accelerator Volts Hold Off .......................................................................................................... 7
2.2.3 Pulse Monitor Trip (PMT)............................................................................................................7
2.2.4 Thermal Protector (TP)................................................................................................................7
2.2.5 Low Voltage .................................................................................................................................. 8
2.3 Diagnostics....................................................................................................................................8
2.3.1 Systems Diagnostics....................................................................................................................8
2.3.2 Status Codes............................................. ....................................................................................8
2.3.2.a Standard Codes........................................ ............................................................................8
2.3.2.b Stored Codes ........................................................................................................................8
2.3.3 Hourmeter Readings ...................................... .............................................................................8
2.3.3.a Maintenance Alert and Speed Limit .................................................................................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 ......................................................................................9
2.3.7 Circuit Board Coil Driver Modules.............................................................................................9
2.3.8 Truck Management Module (TMM).......................................................................................... 9
2.4 Hydraulic Pump Control................................................ ..............................................................9
Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS....................................................10
3.1 Ordering Information for Separately Excited Controls...................................................................10
3.2 Outline: SX-4 and SR-4 Package Size ...............................................................................................11
3.3 Outline: SX-3 and SR-3 Package Size ...............................................................................................12
3.4 Traction Elementary for Use with a Pump Control (no 1A Contactor).........................................13
3.5 Traction Elementary for Use with a Pump Control (Including1A Contactor)..............................14
3.6 Traction Elementary for Use with a Pump Contactor and TMM Card (no1A Contactor)........15
3.7 Traction Elementary for Use with a Pump Contactor and TMM Card (Incl. 1A Contactor)....16
3.8 Pump Control Elementary (no 1A Contactor)...................................................................................17
3.9 Pump Control Elementary (Including 1A Contactor) ......................................................................18
3.10 Traction and Pump Control Input / Output List................................................................................19
Section 4.0 TROUBLESHOOTING AND DIAGNOSTIC STATUS CODES............................................................................ 20
4.1 General Maintenance Instructions.................................................................................................... 20
4.2 Cable Routing and Separation ..................................................................................................20
4.2.1 Application Responsibility ..................................................................................................20
4.2.2 Signal/Power Level Definitions .......................................................................................................... 20
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4.2.2.a Low Level Signals (Level L).................................................................................................20

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 3
September 2004
4.2.2.b High Level Signals (Level H) ...............................................................................................21
Table of Contents ( Continued )
4.2.2.c Medium-Power Signals (Level MP)...................................................................................21
4.2.2.d High-Power Signals (Level HP)..........................................................................................21
4.2.3 Cable Spacing Guidelines ................................................................................................................... 21
4.2.3.a General Cable Spacing........................................................................................................21
4.2.4 Cabling for Vehicle Retrofits ...............................................................................................................21
4.2.5 RF Interference......................................................................................................................................21
4.2.6 Suppression...........................................................................................................................................21
4.3 Recommended Lubrication of Pins and Sockets Prior to Installation.........................................22
4.4 General Troubleshooting Instructions ..............................................................................................23
4.5 Traction Controller Status Codes....................................................................................................... 24-43
4.6 TMM Module Status Codes................................................................................................................ 44-48
4.7 Pump Control Status Codes................................................................................................................49-56
Section 5.0 TRUCK MANAGEMENT MODULE (TMM) ........................................................................................................57
5.1 General Features ..................................................................................................................................57
5.2 Operation ...................................................... ........................................................................................ 57
5.3 Installation.................................................... .........................................................................................57
5.4 Connection Diagrams ..........................................................................................................................57
5.4.1 TMM7A Card Connections..................................................................................................................57
5.4.2 TMM7A Typical Brush Wear Sensor Connections ........................................................................ 57
5.4.3 TMM Pump Control Connections ........................... ..........................................................................58
5.4.4 Typical Brush Wear Sensor Connections For Pump Control........................................................ 58
5.5 TMM7A Outline Drawings................................................................................................................... 58
Section 6.0 SX FAMILY - GE HANDSET INSTRUCTIONS ...................................................................................................59
6.1 General Features ..................................................................................................................................59
6.2 Purpose/Setup Functions ..................................................................................................................59
6.3 Setup Function Procedures ................................ ...............................................................................59
6.3.1 Setup Mode ............................................ ..............................................................................................59
6.3.2 Status Code Scrolling.................................. ........................................................................................59
6.3.3 SX Handset Plug Connections & Outline Drawing.......................................................................... 59
6.4 Setup Functions for Traction Controller .. ........................................................................................60-67
6.5 Summary of Current Limit Adjustments ............................................................................................ 68
6.6 Setup Functions for Hydraulic Pump Controller ............................................................................. 69-71
Section 7.0 DASH DISPLAYS................................................................................................................................................... 72
7.1 Application ...............................................................................................................................................72
7.2 Standard Dash Displays ........................................................................................................................72
7.3 Interactive Dash Displays................................ ......................................................................................72
7.4 Start-up Display Sequence ............................... ....................................................................................73
7.5 Outline Drawings ........................................ ............................................................................................73
Section 8.0 AUTO CALIBRATION OF ACCLERATOR POTENTIOMETER ...........................................................................74
Section 9.0 MEMORY MAPS ...................................................................................................................................................75
9.1 Typical Memory Map for Traction Control....................................................................................... 75-77

BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 4
Section 1. INTRODUCTION
Section 1.1 Motor Characteristics
The level of sophistication in the controllability of traction
motors has changed greatly over the past several years.
Vehicle manufacturers and users are continuing to expect
more value and flexibility in electric vehicle motor and
control systems as they are applied today. In order to
respond to these market demands, traction system
designers have been 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, while looking forward to
new advances on the horizon. GE has introduced a second
generation system using separately excited DC shunt
wound motors. The separately excited DC motor system
offers many of the features that are generally found on the
advanced AC systems. Historically, most electric vehicles
have relied have on series motor designs because of their
ability to produce very high levels of torque 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 the separately excited motor, the best attributes
of both the series and the shunt 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 the mechanical load on the motor increases, the
motor 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 are considered to be constant speed
motors (Figure 2).
NO LOAD CURRENT
FULL
LOAD CURRENT
STARTING
CURRENT
ARMATURE CURRENT
Figure 2
SPEED
TORQUE
In the separately excited motor, the motor is operated as a
fixed field shunt motor in the normal running range.
However, when additional torque is required, for example,
to climb non-level terrain, such as ramps and the like, the
field current is 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 comparable size 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 performance and lower cost. The
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BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 5
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 be made
to flow in either direction in the field. The armature control
circuit typically operates at 12KHZ to 15KHZ, a frequency
range normally above human hearing. This high frequency
coupled with the elimination of directional contactors,
provides very quiet vehicle operation. The field control
circuits typically operate at 2 KHZ.
The line contactor is normally the only contactor required
for the shunt motor traction circuit. This contactor is used
for both pre-charge of the 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 be energized and de-energized by the various
logic combinations of the vehicle, i.e. activate on key, seat
or start switch closure, and de-energize on time out of idle
vehicle. Again, these options add to the quiet 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 the ability of independent field and
armature, the motor performance curve can be maximized
through proper control application.
Section 1. 4 More Features with Fewer Components
Field weakening with a series wound motor is
accomplished by placing a resistor in parallel with the field
winding of the motor. Bypassing some of the current
flowing in the field into the resistor causes the field current
to be less, or weakened. With the field weakened, the motor
speed will increase, giving the effect of “overdrive”. To
change the “overdrive speed”, it is necessary to change
the resistor value. In a separately excited motor,
independent control of the field current provides for
infinite adjustments of “overdrive” levels, between
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.
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 shunt motors and
controls. Features that were once thought to be only
available on future AC or brushless DC technology vehicles
systems are now achievable and affordable.
FUSE
LINE
CAP ARM F2F1
Q3
Q4
Q5
Q6
Q1
POS
NEG
Figure 4
A1 +
A2 -
Q2
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BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 6
Section 2. FEATURES OF SX FAMILY OF TRANSISTOR
MOTOR CONTROLLERS
Section 2.1.3.a Regenerative Braking to Zero Speed
Slow down is accomplished when
reversing direction by providing a
small amount of retarding torque for
deceleration. If the vehicle is
moving, and the directional lever 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 circuit shown in
Figure 5). Armature current is
regulated to the regen current limit as set by Function 9. As
the vehicle slows down, the field current continues to
increase, and transistor Q2 begins to chop. The field
current will increase until it reaches a preset value set by
Function 10, and transistor Q2 on-time will increase until it
reaches 100% on-time. Once both of the above conditions
have been met, and 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.
Section 2.1 Performance
Section 2.1.1 Oscillator Card Features
Section 2.1.1.a Standard Operation
With the accelerator at maximum ohms or volts, the creep
speed can be adjusted by Function 2 of the Handset or a
trimpot. The field control section allows the adjustment of
the field weakening level in order to set the top 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 pedal is fully
depressed. Top Speed can be adjusted by Function 7 of the
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 the percent on-time is controlled by the
pulse width of the voltage / current applied to the motor
circuits. 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 2.1.1.b Creep Speed
Section 2.1.3.b Pedal Position Regenerative Braking
With the accelerator at maximum ohms or volts, 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 time at 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.
This feature allows control of the stopping distance based
on pedal position when there has been a “directional
switch" change. Pedal position will reduce the regenerative
current to the as the accelerator is returned to the creep
speed position. Maximum regenerative current is obtained
with the accelerator in the top speed position.
Section 2.1.3.c Auto Braking
Section 2.1.1.c Control Acceleration
This feature 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 Regenerative Braking and is adjusted by
using Function 21 of the Handset.
This feature allows for adjustment of the rate of time it
takes for the control to accelerate to 100% applied battery
voltage to the motor on hard acceleration. Armature C/A is
adjusted by Function 3 from 0.1 to 22 seconds.
Section 2.1.2 Current Limit Section 2.1.4 Auxiliary Speed Control
This circuit monitors motor current by utilizing sensors in
series with the armature and field windings. The
information detected by the sensor is fed back to the card
so that current may be limited to a pre-set value. If heavy
load currents are detected, this circuit overrides the
oscillator and limits the average current to 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 Q2, the motor
current is usually greater than battery current, except at
100% ON time.
Section 2.1.4.a Field Weakening
This function allows the adjustment of 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 pedal is fully
depressed. It is important to note that this function is used
to optimize motor and control performance, and this setting
will be determined by GE and OEM engineers at the time of
vehicle development. This setting must not be changed by
field personnel, without the permission of the OEM.
ARM
Q1
Q2
Figure 5
Section 2.1.3 Braking
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BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 7
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 seat switch or key switch is opened, the
control shuts off and cannot be restarted until the
directional lever is returned to neutral. A time delay of
approximately 2 seconds is built into the seat switch input
to allow momentary opening of the seat switch, if a bump is
encountered.
Section 2.1.4.b Speed Limits
This feature provides a means to control speed by limiting
motor volts utilizing three "adjustable speed limits. 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.
Section 2.2.2 Accelerator Volts Hold Off
Section 2.1.5 Ramp Operation
This feature checks the voltage level at the accelerator
input whenever the key switch or seat switch is activated.
If, at start up, the accelerator is calling for more than 20%
of full speed, the control will not operate. This feature
assures that the control is calling for low speed operation
at start up.
Section 2.1.5a Ramp Start
This feature provides maximum control torque to restart a
vehicle on an incline. The memory for this function is the
directional switch. When stopping on an incline, the
directional switch must be left in its original or neutral
position to allow the control to initiate full power when
restarted. The accelerator potentiometer input will
modulate ramp start current.
Section 2.2.3 Pulse Monitor Trip (PMT)
The PMT design contains three features which shut down,
or lock out, control operation if a fault conditions occurs
that would cause a disruption of normal vehicle operation:
Section 2.1.5b Anti-Rollback
This feature provides retarding torque to limit rollback
speed in the non-travel direction when the ACC pedal is • Look ahead
• Look again
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.
• Automatic look again and reset
The PMT circuit will not allow the control to start under the
following conditions:
• The control monitors both armature and field FET's at
start-up and during running.
Section 2.1.6 Steer Pump Contactor Time Delay • The control will not allow the line contactor to close at
start-up, or will drop it out during running, if either the
armature or field FET's are defective, so as to cause
uncontrolled truck movement.
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 is overridden 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 2.2.4 Thermal Protector (TP)
This temperature sensitive device is mounted to the heat
sink of the power transistor (Q1). If the transistor's
temperature begins to exceed the design 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. As the control cools, the
thermal protector will automatically reset, returning the
control to full power.
Section 2.1.7 On-Board Coil Drivers & Internal Coil
Suppression
Coil drivers for the LINE and SP contactors
are on-board the control card. These contactors must have
coils rated for the vehicle battery volts.
Section 2.2 System Protective Override Section 2.2.5 Low Voltage
Batteries under load, particularly if undersized or more
than 80 percent discharged, will produce low voltages at
the control terminals. The SX control is designed for use
Section 2.2.1 Static Return to Off (SRO)
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BASIC OPERATION AND FEATURES
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down to 50 percent of a nominal battery voltage of 36-84
volts, and 75 percent of a nominal battery voltage of 24
volts. Lower battery voltage may cause the control to
operate improperly, however, the resulting PMT should
open the Line contactor, in the event of a failure.
This feature is used to display Status Code 99 and/or
activate a speed limit when the vehicle operating hours
match the hours set into the maintenance alert register.
This feature is set with the Handset using Functions 19 and
20. The operator is alerted that maintenance on the vehicle
is required.
Section 2.3 Diagnostics
Section 2.3.4 Battery Discharge Indication (BDI)
Section 2.3.1 Systems Diagnostics
The latest in microprocessor technology is used to provide
accurate battery state of charge information and to supply
passive and active warning signals to the vehicle operator.
Features and functions:
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 fault condition.
• 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
Section 2.3.2 Status Codes
This feature is used when the Battery Discharge Indicator
is present. Adjustment of this function will improve the
accuracy of the BDI.
Section 2.3.2a 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
vehicles so equipped, or be available by plugging the
Handset into the “y” plug of the logic card.
Section 2.3.5 Handset
This is a multi-functional tool used with the LX, ZX, and SX
Series GE solid state controls. 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 SX controls.
With the status code number, follow the procedures
outlined in DIAGNOSTIC STATUS CODES to determine the
problem and a solution.
Features and functions:
Note: The Status Code Instruction Sheets do not claim to
cover all possible causes of a display of a "status code ".
They do provide instructions for checking the most direct
inputs that can cause status codes to appear.
• 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 the control functions.
Section 2.3.2.b Stored Status Codes
This feature records 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 2.3.6 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 service personnel to dump control operating
information and settings into a personal computer program.
Section 2.3.3 Hourmeter Readings
Section 2.3.6.a Interactive Dash Display
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.
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
Section 2.3.3.a Maintenance Alert & Speed Limit
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BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 9
modes" that can be selected 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) Auto Regen 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 the control card, and are the
power devices that operate the Line and SP contactor
coils. On command from the control card, these drivers
initiate opening and closing the contactor coils. All driver
modules are equipped with reverse battery protection, such
that, if the battery is connected incorrectly, the contactors
can not be closed electrically.
Section 2.3.8 Truck Management Module (TMM)
The Truck Management Module is a multifunction
accessory card, or an integral function of the GE Pump
controls when used with the SX 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 wire
provides a signal to the Module.
The TMM Module can be used to display a separate status
code indicating over-temperature of traction motors,
hydraulic motors, or any other device or system that can
activate a 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 fault code 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 the following
features:
• Four speeds, adjustable from O to 100% motor volts.
Fixed speeds actuated by switch closure to negative.
• Current limit and controlled acceleration adjustable.
• Battery Discharge Indicator interrupt compatible.
Operation of voltage regulator card: This card provides the
basic functions required for controlling the pump control,
optional contactors, and PMT functions. Battery positive is
applied through a main control fuse to the key switch,
energizing the control 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
magnitude of 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 Handset and Function
13, similar to SL1.
The fourth speed is obtained by closing SL4 (P21) to control
negative. SL4 is adjusted using the Handset and Function
14, similar to SL1.
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 adjustable and
operates the same as the traction circuit. Adjustment range
is from 0.1 to 22.0 seconds.
The Battery Discharge Indicator (BDI) interrupt will disable
the hydraulic controller if the connection at P10 loses the
12 volt signal from the traction control. BDI interrupt can be
disabled by Function 17 using the Handset. Select card type
with or without BDI function.
September 2004

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 10
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:
SP = Series Control (Pump)
SH = Separately Excited Control ( Plugging )
SR = Separately Excited Control ( Regen to Zero )
Argument 03: Operating Voltage:
1 = 120 volts 4 = 48 volts
2 = 24 volts 5 = 36/48 volts
3 = 36 volts 6 = 24/36 volts
7 = 72/80 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.
September 2004

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 11
Section 3.2 Outline: SX-4 Package Size
September 2004

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 12
Section 3.3 Outline: SX-3 and SR-3 Package Size
September 2004

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 13
Section 3.4 Traction Elementary for Use with a Pump Control (no 1A Contactor)
TMM BRUSHWEAR INPUT
(PUMP CONTROLLER PL2-13)
TMM OVER TEMP
(PUMP CONTROLLER PL2-14)
ACCEL
START SW.
FWD REV
OSC CARD CONNECTIONS
CONTROL POWER
CONNECTION
POS A1 F1
NEG A2 F2
FIELD
ARMATURE
A1 A2
SP
+
-
FU1
STEER PUMP
ARM
PUMP CONNECTION
BATT NEG
LINE
FU4
FU3
FU5
PUMP
CONNECTION
POS
L
SP
BDI INTERRUPT
(PUMP CONTROLLER PL2-10)
KEY SWITCH
DIRECT
SWITCH
P18 P17 P2
P6 P4 P5P3
P10
P1
SEAT SW.
A2 A1
F1 F2
TMM7
TMM7
*
*
*
*
*
*
*
*
*
*
*
MOTOR CONNECTIONS
CUSTOMER SUPPLIED
PY8 PY9
A1
A2
P8
P21
P12
SHIELDED CABLE
P7 P9
*
ACCEL SW.
PY12 PY4 PY5
DASH DISPLAY *
PY11
BRAKE SWITCH *
TYPICAL CONNECTION DIAGRAM FOR USE
WITH A PUMP CONTROLLER
P13
SEAT BELT *
Note:
In order for the seat belt
switch input to function
properly, a 4.7k ohm resistor
is required in the truck
harness from pin 13 to
negative.
September 2004

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 14
Section 3.5 Traction Elementary for Use with a Pump Control (including 1A Contactor)
TMM BRUSHWEAR INPUT
(PUMP CONTROLLER PL2-13)
TMM OVER TEMP
(PUMP CONTROLLER PL2-14)
ACCEL START
SW.
FWD REV
OSC CARD CONNECTIONS
CONTROL POWER
CONNECTION
POS A1 F1
NEG A2 F2
ARMATURE
A1 A2
SP
+
-
FU1
STEER PUMP
ARM
PUMP CONNECTION
BATT NEG
LINE
FU4
FU3
FU5
PUMP
CONNECTION
POS
L
SP
BDI INTERRUPT
(PUMP CONTROLLER PL2-10)
KEY SWITCH
DIRECT
SWITCH
P18 P17 P2
P6 P4 P5P3
P10
P1
SEAT SW.
A2 A1
TMM7
TMM7
*
*
*
*
*
*
*
*
*
*
MOTOR CONNECTIONS
CUSTOMER SUPPLIED
PY8 PY9
A1
A2
P8
P21
P12
SHIELDED CABLE
P7 P9
*
ACCEL SW.
PY12 PY4 PY5
DASH DISPLAY *
PY11
BRAKE SWITCH*
TYPICAL CONNECTION DIAGRAM FOR USE
WITH A PUMP CONTROLLER (INCLUDING 1A
CONTACTOR)
PUMP
LINE
1A
1A
3
1
2
FIELD
F1 F2
*
P11
PID
P13
SEAT BELT *
Note:
In order for the seat belt switch
input to function properly, a 4.7k
ohm resistor is required in the
truck harness from pin 13 to
negative.
September 2004

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 15
Section 3.6 Traction Elementary for Use with a Pump Contactor and TMM Card (no 1A Contactor)
SEAT SW.
ACCEL
START
SW. FWD REV
OSC CARD CONNECTIONS
L
SP
DIRECT
SWITCH
P18 P17 P2
P6 P4 P5P3
P10
*
*
*
PY8PY9
P8 P12
SHIELDED
CABLE
P7 P9
*
ACCEL SW.
PY12PY4PY5
DASH
DISPLAY *
PY11
BRAKE SWITCH *
TYPICAL CONNECTION DIAGRAM FOR USE WITH A
PUMP CONTACTOR AND TMM CARD
P14
P19
HYDRAULIC SWITCHES *
TMM7A
CARD *
P21
4
1
2
3
3
2
1
PID *
PATD *
P
1 3 4 5 6 8
10 11 12
90 91 92 93 93 94 94 95 95
STATUS
CODE
TMM7A
CARD
OVERTEMP
(TRACTION PY-9)
BRUSHWEAR
(TRACTION PY-8)
PL2-19
TRACTION
CONTROL
15
7
9
13
KEY SWITCH
*
CONTROL POWER
CONNECTION
POS A1 F1
NEG A2 F2
FIELD
ARMATURE
+
-
FU1
LINE
FU3 FU5
P1
A2
A1
F1
F2
*
*
*
*
*
*MOTOR CONNECTIONS
CUSTOMER SUPPLIED
A1
A2
A1
A2
SP
STEER PUMP
ARM
FU4 *
TMM7
TMM7
*
A1
A2
P
PUMP ARM
FU2 *
*
SEAT BELT *
Note:
In order for the seat belt switch input to function properly, a 4.7k ohm
resistor is required in the truck harness from pin 13 to negative.
P13
September 2004

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 16
Section 3.7 Traction Elementary for Use with a Pump Contactor and TMM Card (Including 1A Contactor)
SEAT SW.
ACCEL
START
SW. FWD REV
OSC CARD CONNECTIONS
L
SP
DIRECT
SWITCH
P18 P17 P2
P6 P4 P5P3
P10
*
*
*
PY8PY9
P8
P12
SHIELDED
CABLE
P7 P9
*
ACCEL SW.
BRAKE SWITCH *
TYPICAL CONNECTION DIAGRAM FOR USE WITH A PUMP
CONTACTOR AND TMM CARD, INCLUDING 1A CONTACTOR
P14
P19
HYDRAULIC SWITCHES *
TMM7A
CARD *
P21
4 1 2
3
PATD *
P
1 3 4 5 6 8
10 11 12
90 91 92 93 93 94 94 95 95
STATUS
CODE
TMM7A
CARD
OVERTEMP
(TRACTION PY-9)
BRUSHWEAR
(TRACTION PY-8)
PL2-19
TRACTION
CONTROL
15
7
9
13
KEY SWITCH
*
CONTROL POWER
CONNECTION
POS A1 F1
NEG A2 F2
FIELD
ARMATURE
+
-
FU1
LINE
FU3 FU5
P1
A2
A1
F1
F2
*
*
*
*
*
*MOTOR CONNECTIONS
CUSTOMER SUPPLIED
A1
A2
A1
A2
SP
STEER PUMP
ARM
FU4 *
TMM7
TMM7
*
A1
A2
P
PUMP ARM
FU2 *
*3
2
1
PID *
3
2
1
PID *
PY12PY4PY5
DASH
DISPLAY *
PY11
P11
1A
1A
P13
SEAT BELT *
Note:
In order for the seat belt switch
input to function properly, a 4.7k
ohm resistor is required in the truck
harness from pin 13 to negative.
September 2004

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 17
Section 3.8 Pump Control Elementary (no 1A Contactor)
SHIELDED
CABLE
SEE NOTE
{
{
ARMATURE
*
FIELD
FU2
SX-2
CONTROL PLUG PL2
STATUS CODE 93 INPUT
STATUS CODE 93 INPUT
STATUS CODE 94 INPUT
STATUS CODE 95 INPUT
STATUS CODE 91 INPUT
STATUS CODE 90 INPUT
STATUS CODE 95 INPUT
STATUS CODE 94 INPUT
STATUS CODE 92 INPUT
BRUSH WEAR OUTPUT
OVER TEMP OUTPUT
DASH DISPLAY
2 1
3
4 5 6 8 9
15
16
11
13 14
10 12 19 20 21
PUMP CONTROL
POWER
CONNECTION
PA1
A2
N
A1
A2
*
***
A2
A1
N
P
KEY SW.
FU3
LINE
CONTACTOR
BATT (+)
BATT (-)
TO TRACTION
PL2-10
SPEED 4
SPEED 2
SPEED 1
PL2-3
PL2-4
PL2-5
PL2-6
PL2-8
PL2-9
PL2-15
PL2-16
PL2-11
TRACTION CARD
TRACTION CARD
PY-11 PY-12
SHIELDED
CABLE
SEE NOTE
NOTE:
COVER SHIELDED CABLE WITH HEAT
SHRINKABLE TUBING (NO CONNECTIONS)
POWER CONNECTION
SUPPLIED BY CUSTOME
R
*
PL2-14 PL2-13
7ACCEL POT INPUT
17 LINE CONTACTOR
DRIVER
18 1A CONTACTOR
DRIVER
*
SPEED 3
PY-5
PY-4
September 2004

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 18
Section 3.9 Pump Control Elementary (including 1A Contactor)
SHIELDED
CABLE
SEE NOTE
{
{
ARMATURE
*
FIELD
FU2
SX-2
CONTROL PLUG PL2
DASH DISPLAY
210
12 19 20 21
PUMP CONTROL
POWER
CONNECTION
PA1
A2
N
A1
A2
*
***
A2
A1
N
P
KEY SW.
FU3
BATT (+)
BATT (-)
TO TRACTION PL2-10
SPEED 4
SPEED 2
SPEED 1
PL2-3 PL2-4 PL2-5 PL2-6 PL2-8 PL2-9
PL2-15 PL2-16
PL2-11
TRACTION CARD
TRACTION CARD
PY-11 PY-12
SHIELDED
CABLE
SEE NOTE
NOTE:
COVER SHIELDED CABLE WITH HEAT
SHRINKABLE TUBING (NO CONNECTIONS)
POWER CONNECTION
SUPPLIED BY CUSTOMER
*
PL2-14 PL2-13
7ACCEL POT INPUT
18 1A CONTACTOR
DRIVER
*
SPEED 3
PY-5
PY-4
STATUS CODE 93 INPUT
STATUS CODE 93 INPUT
STATUS CODE 94 INPUT
STATUS CODE 95 INPUT
STATUS CODE 91 INPUT
STATUS CODE 90 INPUT
STATUS CODE 95 INPUT
STATUS CODE 94 INPUT
STATUS CODE 92 INPUT
BRUSH WEAR OUTPUT
OVER TEMP OUTPUT
1
3
4 5 6 8 9
15
16
11
13 14
L
17
PUMP LINE
CONTACTOR
September 2004

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 19
September 2004
Section 3.10 Traction and Pump Control Input and Output List
CONNECTIONS TO MAIN PLUG (23 PIN) AND "Y" PLUG (12 PIN)
TRACTION PUMP
PIN INPUT/OUTPUT DESCRIPTION INPUT/OUTPUT DESCRIPTION
1 BATTERY VOLTS FROM BATTERY BATTERY VOLTS FROM BATTERY
2 BATTERY VOLTS FROM KEY BATTERY VOLTS FROM KEY
3 BATTERY VOLTS FROM START SWITCH STATUS CODE 93 INPUT
4 BATTERY VOLTS FROM FORWARD SWITCH STATUS CODE 93 INPUT
5 BATTERY VOLTS FROM REVERSE SWITCH STATUS CODE 94 INPUT
6 BATTERY VOLTS FROM SEAT SWITCH STATUS CODE 94 INPUT
7 ACCELERATOR INPUT VOLTAGE SIGNAL POTENTIOMETER INPUT VOLTAGE SIGNAL
8 ACCELERATOR NEGATIVE STATUS CODE 95 INPUT
9 ACCELERATOR POT +5 VOLTS SUPPLY STATUS CODE 95 INPUT
10 BDI INTERRUPT PUMP ENABLE SIGNAL 12VDC
11 1A DRIVER SIGNAL STATUS CODE 91 INPUT
12 SPEED LIMIT B+ SPEED LIMIT #1 INPUT
13 NOT USED TMM1 BRUSHWEAR INDICATER OUTPUT
14 HYDRAULIC SWITCH SENSOR TMM1 OVER TEMPERATURE OUTPUT
15 IMOTOR OUT STATUS CODE 92 INPUT
16 MOTOR CURRENT COMPENSATION STATUS CODE 90 INPUT
17 LINE CONTACTOR DRIVER AND SUPPRESSION LINE CONTACTOR DRIVER
18 STEER PUMP CTR DRIVER AND SUPPRESSION 1A CONTACTOR DRIVER
19 TMM + 5 VOLT SUPPLY SPEED LIMIT #2 INPUT
20 NOT USED SPEED LIMIT #3 INPUT
21 HOURMETER INPUT SPEED LIMIT #4 INPUT
22 +12V FOR TACHOMETER NOT USED
23 TACHOMETER NOT USED
MOTOR PROPORTIONING "Y" PLUG PUMP "Y" PLUG
PIN INPUT/OUTPUT DESCRIPTION INPUT/OUTPUT DESCRIPTION
1 CLOCK (OUT) CLOCK (OUT)
2 DATA (OUT) DATA (OUT)
3 ENABLE (OUT) ENABLE (OUT)
4 NEGATIVE NEGATIVE
5 +5V SUPPLY +5V SUPPLY
6 CONT/STORE (IN) (HANDSET) CONT/STORE (IN) (HANDSET)
7 TACHOMETER NOT USED
8 VALUE VALUE
9 FUNCTION FUNCTION
10 +12 VOLTS NOT USED
11 SERIAL RECEIVE SERIAL RECEIVE
12 SERIAL TRANSMIT SERIAL TRANSMIT
12
34
56
12
34
56
68
910
11 12
13 14
15
16
17 18
19 20
21 22
23
WIRE END VIEW - MAIN PLUG
WIRE END VIEW "Y" PLUG
78
910
11 12

DIAGNOSTIC STATUS CODES
SX TRANSISTOR CONTROL Page 20
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 the heat 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 vehicle manufacturer for specifications.
The wiring should not be directly steam cleaned. 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 the control, and
then low-pressure air 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 voltage and ampere hour
rating specified for the vehicle. Follow normal battery
maintenance procedures, recharging before 80 percent
discharged with periodic equalizing charges.
Visual inspection of GE 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 that any 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 from cabling of various voltage levels can
interfere with a microprocessor-based control system. To
reduce this interference, GE recommends specific cable
separation and routing practices, consistent with 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 this section.
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 arrange mechanical and electrical equipment.
On vehicle retrofits, level rules should be considered during
the planning stages to help ensure correct application and
a more trouble-free installation.
Section 4.2.2. Signal/PowerLevel Definitions
The signal/power carrying cables are categorized into four
defining levels: low, high, medium power, and high power.
Within those levels, signals can be further divided into
classes.
Sections 4.2.2.a through 4.2.2.d define these levels and
classes, with specific examples of each. Section 4.2.3
contains recommendations for separating the levels.
4.2.2.a Low-Level Signals (Level L)
Low-level signals are designated 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
September 2004
The following are specific examples of level L signals used
in drive equipment cabling: