GE IC3645SR7A353T3 User manual

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 1
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.
General Electric Company June 2003
INTRODUCTIONSection 1.0 .................................................................................................................. 3
1.1 Motor Characteristics ........................................................................................ 3
1.2 Solid-State Reversing........................................................................................ 4
1.3 Flexible System Application............................................................................... 4
1.4 More Features with Fewer Components ........................................................... 4
FEATURES OF SX FAMILY OF MOTOR CONTROLLERSSection 2.0 ............................................... 4
2.1 Performance...................................................................................................... 4
2.1.1 Oscillator Card Features............................................................................. 4
2.1.1.a Standard Operation..................................................................................... 5
2.1.1.b Control Acceleration ............................................................................ 5
2.1.2 Current Limit ............................................................................................... 5
2.1.3 Regenerative Braking to Base Speed......................................................... 5
2.1.4 Auxiliary Speed Control............................................................................... 5
2.1.4.a Field Weakening......................................................................................... 5
2.1.4.b Speed Limits .............................................................................................. 5
2.1.4.c Top Speed Regulation ................................................................................5
2.1.5 Ramp Start.................................................................................................. 6
2.1.6 On-Board Coil Drivers and Internal Coil Suppression ................................ 6
2.2 System Protective Override............................................................................... 6
2.2.1 Static Return to Off (SRO) ......................................................................... 6
Table of Contents
SEPARATELY EXCITED (SX) TRANSISTORIZED MOTOR
CONTROLLERS
FOR NEIGHBORHOOD ELECTRIC VEHICLE APPLICATIONS
INSTALLATION AND OPERATION MANUAL
GE MODEL IC3645SR7A353T3
Updated Sept 2019

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 2
2.2.2 Accelerator Volts Hold Off........................................................................... 6
2.2.3 Pulse Monitor Trip (PMT)............................................................................ 6
2.2.4 Thermal Protector (TP)............................................................................... 6
2.2.5 Low Voltage .................................... ........................................................... 6
2.3 Diagnostics........................................................................................................ 6
2.3.1 Status Codes............................................. ................................................. 6
2.3.1.a Standard Status Codes........................................ ................................ 6
2.3.1.b Stored Status Codes ......................................... .................................. 6
2.3.2 Odometer Readings ................................................................................... 7
2.3.3 RS-232 Communication Port ..................................................................... 7
2.3.4 Circuit Board Coil Driver Modules............................................................... 7
Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS....................... 8
3.1 Ordering Information for Separately Excited Controls....................................... 8
3.2 Outline: SX-2 Package Size.............................................................................. 9
3.3 Standard Elementary for Neighborhood Electric Vehicle Application............... 10
3.4 Standard Neighborhood Electric Vehicle Application Input/Output List............. 11
Section 4.0 TROUBLESHOOTING AND DIAGNOSTIC STATUS CODES............................................ 12
4.1 General Maintenance Instructions........................................................................... 12
4.2 Cable Routing and Separation ......................................................................... 12
4.2.1
Application Responsibility ........................................................................................ 12
4.2.2 Signal/Power Level Definitions.......................................................................... 12
4.2.2.a Low Level Signals (Level L)........................................................................ 12
4.2.2.b High Level Signals (Level H)....................................................................... 13
4.2.2.c Medium-Power Signals (Level MP)............................................................. 13
4.2.2.d High-Power Signals (Level HP)................................................................... 13
4.2.3 Cable Spacing Guidelines................................................................................. 13
4.2.3.a General Cable Spacing............................................................................... 13
4.2.4 Cabling for Vehicle Retrofits.............................................................................. 13
4.2.5 RF Interference ................................................................................................. 13
4.2.6 Suppression....................................................................................................... 13
4.3 Recommended Lubrication of Pins and Sockets Prior to Installation...................... 14
4.4 General Troubleshooting Instructions...................................................................... 15
4.5 Traction Controller Status Codes............................................................................. 16-29
Section 5.0 SET UP FUNCTIONS FORTRACTION CONTROLLER...................................................... 30-32
Section 7.0 MEMORY MAP..................................................................................................................... 33-35
Table of Contents ( Continued )
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BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 3
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 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 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
following description provides a brief introduction to
some of these features.
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BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 4
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 shunt
motor field, typically only requires about 10% of the
armature current at full torque, it is normally cost
effective to replace the double-pole, double-throw
reversing contactor with a 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 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 for very
quiet vehicle operation.
he line contactor is normally the only contactorT
equired for the shunt motor traction circuit. Thisrontactor is used for both prec -charge of the line
apacitors and foc r emergency shut down of the motor
ircuit, in case of problems that would cause a fullc
motor torque condition. The line can be energized
and de-energized by the various logic combinations of
he vehicle, i.e. activate on key, seat or start switcht losure, and dec -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
ni dependently, the system can normally be adjusted
or maximum system efficiencies at certain operatingf
parameters. Generally speaking, with the ability to
ndependently control the field and armature, thei
motor performance curve can be maximized through
proper control application.
Section 1. 4 More Features with Fewer
Components
Field weakening with a series wound motor is
accomplished by placing a resistor in parallel with the
field winding of the motor. Bypassing some of the
current flowing in the field into the resistor causes the
field current to be less, or weakened. With the field
weakened, the motor speed will increase, giving the
effect of “overdrive”. To change the “overdrive
speed”, it is necessary to change the resistor
value. In a separately excited motor, independent
control of the field current provides for infinite
adjustments of “overdrive” levels, between the
motor base speed and maximum weak field. The
desirability of this feature is enhanced by the
elimination of the contactor and resistor required
for field weakening with a series motor.
With a separately excited motor, overhauling
speed limit, or downhill speed, will also be 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, as armature rotation slows with the
increase of current in the field. An extension of this
feature is a zero-speed detect feature which prevents
the vehicle from free-wheeling down an incline,
should the operator neglect to set the brake.
Regenerative braking (braking energy returned to the
battery) may be accomplished completely with solid-
state technology. The main advantage of regenerative
braking is increased motor life. Motor current is
reduced by 50% or better during braking while
maintaining the same braking torque as electrical
braking with a diode clamp around the armature. The
lower current translates into longer brush life and
reduced motor heating. Solid state regenerative
braking also eliminates a power diode, current sensor
and contactor from the circuit.
For GE, the future is now, as we make available a
new generation of electric traction motor systems for
electric vehicles having separately excited DC 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.
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
Q3
Q4
Q5
Q6
Q1
POS
NEG
Figure 4
A1 +
A2 -
Q2
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BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 5
Section 2.1.1.a Standard Operation
The oscillator section of the card has two adjustable
features, creep speed and minimum field current.
The creep speed can be adjusted by Function 2 of
the handset. 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. Top Speed can be adjusted by Function
7 of the handset .
The % ON-time has a range of approximately 0 to
100 percent. The SX controllers operate at a constant
frequency and the % ON-time is controlled by the
pulse width of the voltage/current applied to the motor
circuits.
Section 2.1.1.b Control Acceleration
This feature allows for adjustment of the rate of time it
takes for the control to accelerate to 100% applied
battery voltage to 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
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 preset 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 3REC, the motor current is usually
greater than battery current, except at 100% ON time.
Section 2.1.3 Regenerative Braking to Zero Speed
Slow down is accomplished when
releasing accelerator pedal or
depressing brake pedal by
providing a regulated amount of
retarding torque for deceleration.
If the vehicle is moving, and the
accelerator pedal is released, 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. 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 2.1.4 Auxiliary Speed Control
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 input voltage is greater than 2.9 volts.
It is important to note that this function is used to
optimize motor and control performance, and this
setting will be determined by GE and OEM engineers
at the time of vehicle development. This setting must
not be changed by field personnel without the
permission of the OEM.
Section 2.1.4.b Speed Limits
This feature provides a means to control speed by
limiting motor volts utilizing "adjustable speed limits",
initiated by individual limit switches. The NC switches
are connected between input points on the control
card and battery positive. The lower motor volt limit
always takes priority when more than one switch input
is open. This motor volt limit regulates top speed of
the transistor controller, but actual vehicle speed will
vary at any set point depending on the loading of the
vehicle.
Section 2.1.4.c Top Speed Regulation
This feature requires a system tachometer. The
standard GE system tach is built into the motor and
provides four pulses per armature revolution. Once
the control has been calibrated to the vehicle
parameters (gear ratio
and wheel rolling radius), using Function 1, speed can
be measured with a resolution of +/- 1 mph. When
traveling down an incline, if the vehicle speed
increases to the overspeed setting, the control
automatically transitions to the regen mode. The
maximum incline on which the control will be able to
maintain regulation is determined by the
characteristics of the motor, the maximum regen
armature current limit setting (Function 9), and the
maximum regen field current limit setting (Function
10).
When the vehicle reaches the bottom of the incline,
and the vehicle speed decreases below the
overspeed setting on the level surface, the control
ARM
Q1
Q2
Figure 5
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BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 6
automatically transitions back to the normal running
mode.
Section 2.1.5 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 2.1.6 On-Board Coil Drivers and Internal
Coil Suppression
A coil driver for the LINE contactor is on-board the
control card. This contactor must have a coil rated for
the vehicle battery volts.
Section 2.2 System Protective Override
Section 2.2.1 Static Return to Off (SRO)
This inherent safety feature of the control is designed
to prevent the driver from starting the vehicle with the
accelerator pedal depressed. If the pedal is
depressed when the key is turned on, the control will
not operate until the accelerator pedal is no longer
depressed.
Section 2.2.2 Accelerator Volts Hold Off
This feature checks the voltage level at the
accelerator input whenever the key switch is
activated. If, at start-up, the voltage is greater than
0.9 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 if a fault
conditions occurs that would cause a disruption of
normal 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 armature and field
FET's at start-up and during running.
The control will not allow the line contactor to
close at start-up, or will drop it out during running,
if either the armature or field FET's are defective,
so as to cause uncontrolled truck movement.
Section 2.2.4 Thermal Protector (TP)
This temperature sensitive device is internal to the
power transistor (Q1) module. If the transistor's
temperature begins to exceed the design limits, the
thermal protector will lower the maximum current
limit, and maintain the transistors within their
temperature limits. As the control cools, the thermal
protector will automatically reset, returning the control
to full power.
Section 2.2.5 Low Voltage
Batteries under load, particularly if undersized or
more than 80 percent discharged, will produce low
voltages at the control terminals. The SX control is
designed for use down to 50 percent 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.
Section 2.3 Diagnostics
The control detects the system's present operating
status and this status can be displayed to either the
Dash Display or the Handset.
Section 2.3.1 Status Codes
Section 2.3.1a Standard Status Codes
The SX control has a wide variety of Status Codes
that assist the service technician and operator in
trouble shooting the vehicle. If mis-operation of the
vehicle occurs, a status code will be displayed on the
Dash Display for vehicles so equipped, or be
available from the status code displayed when the
Handset is plugged into the “Y” plug of the logic card.
With the status code number, follow the procedures
outlined in DIAGNOSTIC STATUS CODES to
determine the problem and appropriate corrective
action.
Note: The Status Code Instruction Sheets do not
purport to cover all possible 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.
Section 2.3.1.b Stored Status Codes
This feature records the last 16 "Stored Status
Codes" that have caused a PMT controller shut down
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BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 7
and/or disrupted normal vehicle operation. (PMT type
faults are reset by cycling the key switch). These
status codes, along with the corresponding BDI and
hourmeter readings, can be accessed with the
Handset, or by using the RS 232 communications
port and dumping the information to a Personal
Computer terminal.
Section 2.3.2 Odometer Readings
This feature will transmit the miles of use of the
traction control to the Dash Display.
Section 2.3.3 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 2.3.4 Circuit Board Coil Driver Modules
A Coil driver is internal to the control card, and is the
power device that operate the Line contactor coil. 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.
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OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 8
Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS
Section 3.1 Ordering Information for Separately Excited Controls
Example:
Part Number: IC3645 SH 4 D 33 2 C3
Argument Number: 01 02 03 04 05 06 07
Argument 01: Basic Electric Vehicle Control Number
Argument 02: Control Type:
SH = Separately Excited Control ( Plugging )
SR = Separately Excited Control ( Regen to Zero )
Argument 03: Operating Voltage:
1 = 120 volts 5 = 36/48 volts
2 = 24 volts 6 = 24/36 volts
3 = 36 volts 7 = 72/80 volts
4 = 48 volts
Argument 04: Package Size:
D = 6.86” X 6.67”
R = 6.86” X 8.15”
U = 8.66” X 8.13”
W = 8.66” X 10.83”
Argument 05: Armature Current
( 2 characters )
22 = 220 Amps
33 = 330 Amps
40 = 400 Amps
etc.
Argument 06: Field Current
( 1 character )
2 = 20 Amps
3 = 30 Amps
4 = 40 Amps
etc.
Argument 07: Customer / Revision
A1 = Customer A / Revision 1
B1 = Customer B / Revision 1
etc.
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OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 9
Section 3.2 Outline: Package Size
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OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 10
Section 3.3 Standard Elementary for Neighborhood Electric Vehicle Application
POWER CONNECTIONS
POS A1 F1
NEG A2 F2
FIELD
ARMATURE
+
-
FU1
FUSE
KEY
SWITCH
L
P9 P7 P8
P1 P
1
1
7
P2P6 P4 P5
TURF SW.
FORWARD SW.
REVERSE SW.
ACC POT
P12
TACHOMETER
P15 P14 P16
P10
BUZZER
REGEN BRAKE
LINE
RED
GREEN
BLACK
400A
P3
START
SWITCH
P21
MOTOR
OVER TEMP
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OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
SX TRANSISTOR CONTROL Page 11
Section 3.4 Neighborhood Electric Vehicle Application Input/Output List
PIN
MAIN PLUG INPUT/OUTPUT DESCRIPTION
1
BATTERY VOLTS POS FROM KEY
2
BATTERY VOLTS POS FROM KEY
3
BATTERY NEG FROM ACCELERATOR START SWITCH
4
BATTERY VOLTS POS FROM FORWARD SWITCH
5
BATTERY VOLTS POS FROM REVERSE SWITCH
6
BATTERY VOLTS POS FROM TURF SPEED LIMIT SWITCH
7
ACCELERATOR INPUT VOLTAGE SIGNAL
8
ACCELERATOR NEGATIVE
9
ACCELERATOR POT +5 VOLTS SUPPLY (3 WIRE POT)
10
BACK UP ALARM
11
N/A
12
BATTERY NEG FROM REGEN SWITCH
13
N/A
14
TACHOMETER INPUT SIGNAL
15
TACHOMETER 12 VOLT OUTPUT
16
NEGATIVE FOR TACH
17
LINE CONTACTOR COIL DRIVER
18
N/A
19
N/A
20
NEGATIVE (DP9)
21
BATTERY VOLTS POS FROM MOTOR THERMAL SWITCH
22
SERIAL RECEIVE (DP9)
23
SERIAL TRANSMIT (DP9)
Connections to Main Plug (23 Pin)
1 2 3 4 5 6 6 8
910 11 12 13 14 15
16 17 18 19 20 21 22 23
WIRE END VIEW - MAIN PLUG
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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 1000 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
The following are specific examples of level L signals
used in drive equipment cabling:
Control common tie
Updated Sept 2019

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 13
DC buses feeding sensitive analog or digital
hardware
All wiring connected to components associated with
sensitive analog hardware with less than 5V signals
(for example, potentiometers and tachometers)
Digital tachometers and resolvers
Dash display cabling
RS-232 cabling
Note: Signal inputs to analog and digital blocks should
be run as shielded twisted-pair (for example, inputs from
tachometers, potentiometers, and dash displays).
4.2.2.b High-Level Signals (Level H)
High-level signals are designated as level H. These
signals consist of:
Analog and digital signals greater than 15 V DC and
less than 250 mA
For example, switch inputs connected to battery volts
are examples of level H signals used in drive equipment
cabling.
4.2.2.c Medium-Power Signals (Level MP)
Medium power signals are designated as level MP.
These signals consist of:
DC switching signals greater than 15 V
Signals with currents greater than 250 mA and less
than 10A
The following are specific examples of level MP signals
used in drive equipment cabling:
DC busses less than 10 A
Contactor coils less than 10 A
Machine fields less than 10 A
4.2.2.d. High Power Signals (Level HP)
Power wiring is designated as level HP. This consists of
DC buses and motor wiring with currents greater than 10
A.
The following are specific examples of level HP signals
used in drive equipment cabling:
Motor armature loops
DC outputs 10 A and above
Motor field loops 10 A and above
4.2.3. Cable Spacing Guidelines
Recommended spacing (or clearance) between cables
(or wires) is dependent on the level of the wiring inside
them. For correct level separation when installing cable,
the customer must apply the general guidelines
(section 4.2.3.a), outlined below.
4.2.3.a General Cable Spacing
The following general practices should be used for all
levels of cabling:
All cables and wires of like signal levels and power
levels must be grouped together.
In general, different levels must run in separate wire
bundles, as defined in the different classes,
identified above. Intermixing cannot be allowed,
unless noted by exception.
Interconnecting wire runs should carry a level
designation.
If wires are the same level and same type signal,
group those wires from one location to any other
location together in multiconductor cables or bind
them together with twine or zip-ties.
When unlike signals must cross, cross them in 90°
angles at a maximum spacing. Where it is not
possible to maintain spacing, place a grounded steel
barrier between unlike levels at the crossover point.
4.2.4 Cabling for Vehicle Retrofits
Reducing electrical noise on vehicle retrofits 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, route levels L and H in a
path separate from existing cables, whenever possible.
For level L wiring, use barriers in existing wire runs to
minimize noise potential.
Do not loop level L signal wires around level H, level MP,
or HP wires.
4.2.5 RF Interference
To prevent radio frequency (RF) interference, care
should be taken in routing power cables in the vicinity 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.
Updated Sept 2019

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 14
Section 4.3 Recommended Lubrication of Pins and
Sockets Prior to Installation
Beginning in January of 1999, GE implemented the
addition of a lubricant to all connections using pins and
sockets on EV100/EV200 and Gen II products. Any
connection made by GE to the A, B, X, Y, or Z plugs,
includes the lubricant NYE 760G to prevent fretting of
these connections during vehicle operation.
Fretting occurs during microscopic movement at
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 the oxidation can cause intermittent
contact and intermittent vehicle operation. This can occur
at any similar type of connection, whether at the control
or in any associated vehicle wiring, and the resultant
intermittent contact can provide the same fault indication
as actual component failure.
The addition of the NYE 760G lubricant will
prevent the oxidation process by eliminating the access
of oxygen to the contact point. GE recommends the
addition of this lubricant to the 12 pin and 23 pin plugs of
all new Gen II controls at the time of their 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.
Also, for long term reliable control operation, the plug
terminals must be maintained per these instructions with
the recommended contact cleaner and lubricant which
provides a high degree of environmental and fretting
protection.
New and re-manufactured control plugs are cleaned and
lubricated prior to shipment from the factory. However,
in applications where severe vibration or high
temperature cycling and excessive humidity ( such as
freezers ) are present, it is recommended that the plug
terminals be cleaned and lubricated every year, per this
instructions. In normal applications, plug maintenance
should be performed every two years, unless intermittent
problems arise with the plugs, requiring more immediate
attention.
Warning: Do not use any other cleaners or lubricants
other than the ones specified.
WARNING: Before conducting maintenance on the
vehicle, jack up the drive wheels, disconnect the
battery and discharge the capacitors. Consult the
Operation and Service Manual for your particular
vehicle for details on discharging the capacitors; this
procedure differs between SCR and Transistor
controls.
1. Disconnect plug from controller or mating plug.
2. Locate the plug that contains the socket (female)
terminals. Maintenance needs only to be performed
on the plug containing the socket (female) type
terminals. Reconnecting the plugs will lubricate the
pin (male) terminals.
3. Clean each terminal using Chemtronicscontact
cleaner “Pow-R-WasH CZ “ as shown in Figure 1.
Figure 1
4. Lubricate each terminal using Nye760G lubricant
as shown in figure 2. Apply enough lubricant to each
terminal opening to completely fill each opening to a
depth of .125” maximum.
Figure 2
5. Reconnect plugs.
Reference
Cleaner ChemtronicsPow-R-WasH CZ
Contact Cleaner
Lubricant NyeLubricants NYOGEL760G
GE Plug Lub Kit Contains both above products:
328A1777G1
Chemtronics
Pow-R-
WasH
CZ
contact cleaner
cirozane
Nye
LUBRICANTS
Updated Sept 2019

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 15
Section 4.4 General Troubleshooting Instructions
Trouble-shooting the ZX family of controls should be
quick and easy when following the instructions outlined
in the following status code instruction sheets.
If mis-operation of the vehicle occurs, a status code will
be displayed on the Dash Display (for vehicles equipped
with a Dash Display) or made available 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 code instruction 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 code procedures have been followed and no
problem is found, 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 the wire 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.
Updated Sept 2019

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 16
Section 4.5 Traction Control Codes
TRACTION
STATUS CODE
DESCRIPTION OF STATUS
CAUSE OF STATUS INDICATION
-05
Start switch fails to close.
This status code will be displayed when the
accelerator voltage at P7 is >1.4V, with the start
switch open (P3 > 2.5 volts)
MEMORY RECALL
NO
CORRECTIVE ACTIONS
TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Defective start switch circuit.
Check start switch to insure closure when
accelerator pedal is depressed.
Check for open circuit or loose
connections in start switch wiring.
Check for proper accelerator pot
adjustment
Defective accelerator switch.
Check accelerator switch potentiometer
for proper operation and ohmic value
L
P9 P7 P8
P1 P17 P2 P6 P4 P5
TURF SW.
FORWARD SW.
REVERSE SW.
ACC POT TACHOMETER
P15 P14 P16
P10
BUZZER
RED
GREEN
BLACK
P3
NEG INPUT
START SW.
P12
REGEN
BRAKE SW
P21
MOTOR
OVER TEMP
+72V +72V +72V +72V +72V +72V +72V
P22 P23 P20
RS232
72V
NEG
TRACTION
STATUS CODE
DESCRIPTION OF STATUS
CAUSE OF STATUS INDICATION
-06
The accelerator pedal is depressed with
no direction selected.
This status code will be displayed when the
accelerator voltage, at P7>1.4V, and no direction is
selected (P4 and P5 are both less than 50% of
battery volts)
MEMORY RECALL
NO
CORRECTIVE ACTIONS
TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Accelerator pedal is depressed before closing
forward or reverse directional switch.
Status code will disappear when
directional switch is closed or when
accelerator pedal is released.
Defective directional switch
Check forward or reverse switch to insure
closure when direction is selected.
Open circuit between directional switch(es)
and battery positive or between directional
switch(es) and P4 or P5.
Check all control wires and connections
shown in trouble shooting diagram.
L
P9 P7 P8
P1 P17 P2 P6 P4 P5
TURF SW.
FORWARD SW.
REVERSE SW.
ACC POT TACHOMETER
P15 P14 P16
P10
BUZZER
RED
GREEN
BLACK
P3
NEG INPUT
START SW.
P12
REGEN
BRAKE SW
P21
MOTOR
OVER TEMP
+72V +72V +72V +72V +72V +72V +72V
P22 P23 P20
RS232
72V
NEG
Updated Sept 2019

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 17
TRACTION
STATUS CODE
DESCRIPTION OF STATUS
CAUSE OF STATUS INDICATION
-08
Accelerator voltage input is too high on
power up after initial key switch
closure.
This status code will be displayed when the
accelerator input voltage at P7 >0.9V when the
battery plug or key switch is opened and closed.
MEMORY RECALL
NO
CORRECTIVE ACTIONS
TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate
POSSIBLE CAUSE
Accelerator input is mis-adjusted or
defective.
Input voltage at P7 should be less than
0.9 volts. Adjust or replace accelerator
unit to insure that the voltage at P7 is
less than 0.9 volts before depressing
pedal.
Open circuit at P8 or open potentiometer
wiper at P7 –verify continuity of wiring at
both points.
L
P9 P7 P8
P1 P17 P2 P6 P4 P5
TURF SW.
FORWARD SW.
REVERSE SW.
ACC POT TACHOMETER
P15 P14 P16
P10
BUZZER
RED
GREEN
BLACK
P3
NEG INPUT
START SW.
P12
REGEN
BRAKE SW
P21
MOTOR
OVER TEMP
+72V +72V +72V +72V +72V +72V +72V
P22 P23 P20
RS232
72V
NEG
TRACTION
STATUS CODE
DESCRIPTION OF STATUS
CAUSE OF STATUS INDICATION
-09
Both the forward and reverse switches or
the turf and reverse switches are closed at
the same time.
This status code will be displayed when P4 and
P5 or P6 and P5 are greater than 50% of battery
volts.
MEMORY RECALL
NO
CORRECTIVE ACTIONS
TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Forward or reverse or turf switch welded closed
or mis-adjusted to be held closed.
Replace or adjust directional switches to
insure that they are open when switch is
returned to neutral or off.
Short circuit between battery positive and P4,P5
and/or P6.
Disconnect wires from P4, P6 and P5 and
check wire for short circuit to positive side of
directional switch
Defective control.
Disconnect wires and measure voltage at P4,
P6 and P5. Voltage should be less than 50%
of battery volts, if not, replace control.
L
P9 P7 P8
P1 P17 P2 P6 P4 P5
TURF SW.
FORWARD SW.
REVERSE SW.
ACC POT TACHOMETER
P15 P14 P16
P10
BUZZER
RED
GREEN
BLACK
P3
NEG INPUT
START SW.
P12
REGEN
BRAKE SW
P21
MOTOR
OVER TEMP
+72V +72V +72V +72V +72V +72V +72V
P22 P23 P20
RS232
72V
NEG
Updated Sept 2019

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 18
TRACTION
STATUS CODE
DESCRIPTION OF STATUS
CAUSE OF STATUS INDICATION
-11
Start switch closed on power up after initial
key switch closure.
This status code will be displayed when P3 is
less than 2.5 volts when the key switch is
closed.
MEMORY RECALL
NO
CORRECTIVE ACTIONS
TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Start switch is mis-adjusted or defective.
Input voltage at P3 should be greater than
2.5 volts at key switch closure. Adjust or
replace accelerator unit to insure that the
voltage at P3 greater than 2.5 volts before
closing the start switch.
Short circuit between battery negative and P3 in
start switch input circuit.
Disconnect wire from P3. Check for short
circuit from this wire to battery negative.
Resistance should be greater than 20K
ohms.
Defective control.
Disconnect wire from P3. Measure voltage
from P3 to negative. Voltage should be 2.5
to 5.0 volts. If not, replace the control.
L
P9 P7 P8
P1 P17 P2 P6 P4 P5
TURF SW.
FORWARD SW.
REVERSE SW.
ACC POT TACHOMETER
P15 P14 P16
P10
BUZZER
RED
GREEN
BLACK
P3
NEG INPUT
START SW.
P12
REGEN
BRAKE SW
P21
MOTOR
OVER TEMP
+72V +72V +72V +72V +72V +72V +72V
P22 P23 P20
RS232
72V
NEG
TRACTION
STATUS CODE
DESCRIPTION OF STATUS
CAUSE OF STATUS INDICATION
-14
Rolling Radius or Gear Ratio or Top Speed
parameters are out of limits for the motor.
This status code will be displayed when the
Rolling Radius or Gear Ratio or Top Speed
perimeters are out of limits for the motor.
MEMORY RECALL
NO
CORRECTIVE ACTIONS
TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Functions 13 , 16 or 21 is programmed to
an incorrect value.
Reprogram the above functions to the
proper value and the status code should
clear.
NO GRAPHIC FOR THIS
STATUS CODE
Updated Sept 2019

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 19
TRACTION
STATUS CODE
DESCRIPTION OF STATUS
CAUSE OF STATUS INDICATION
-15
Battery voltage is too low at initial key switch
closure.
This status code will be displayed when the
battery volts are less than 68.3 volts at initial key
switch on.
MEMORY RECALL
NO
CORRECTIVE ACTIONS
TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Discharged battery
Check battery voltage to confirm that it is a minimum
of 68.3 volts. Charge battery, if required.
Defective battery
Check each battery cell for proper voltage (greater
than 1.95 volts at cell). Replace or repair battery.
Incorrect control card adjustment.
Check Function 15 for proper adjustment for battery
being used. See Handset instruction sheet for
details. Adjust to proper settings.
Check “minimum” battery volts at P1 & NEG.
POWER CONNECTIONS
POS A1 F1
NEG A2 F2
FIELD
ARMATURE
+
-
FU1
L
P1 P17 P2
LINE
NEG INPUT
START SW.
P12
REGEN
BRAKE SW
+72V +72V
72 VDC
TRACTION
STATUS CODE
DESCRIPTION OF STATUS
CAUSE OF STATUS INDICATION
-16
Battery voltage is too high at initial key
switch closure.
This status code will be displayed when the
battery volts are greater than 86 volts at initial
key switch on.
MEMORY RECALL
NO
CORRECTIVE ACTIONS
TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Discharged battery
Check battery voltage to confirm that it is a
minimum of 68.3 volts. Charge battery, if
required.
Battery overcharged or incorrect battery used.
Check each battery cell for proper voltage
(maximum 2.4 volts per cell). If voltage is
excessive, check battery charger for proper
output voltage.
Incorrect control card adjustment.
Check Function 15 for proper adjustment for
battery being used. See Handset instruction
sheet for details. Adjust to proper settings.
Check “maximum” battery volts at P1 & NEG.
POWER CONNECTIONS
POS A1 F1
NEG A2 F2
FIELD
ARMATURE
+
-
FU1
L
P1 P17 P2
LINE
NEG INPUT
START SW.
P12
REGEN
BRAKE SW
+72V +72V
72 VDC
Updated Sept 2019

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 20
TRACTION
STATUS CODE
DESCRIPTION OF STATUS
CAUSE OF STATUS INDICATION
-21
Accelerator voltage is too high.
This status code will be displayed when the
accelerator voltage at P7 is greater than 4.5
volts.
MEMORY RECALL
NO
CORRECTIVE ACTIONS
TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Accelerator input is mis-adjusted or
defective.
Input voltage at P7 should be less than
4.5 volts after initial key switch closure.
Open wire exists between potentiometer
negative and P8.
Open wire exists between P7 and
potentiometer wiper.
L
P9 P7 P8
P1 P17 P2 P6 P4 P5
TURF SW.
FORWARD SW.
REVERSE SW.
ACC POT TACHOMETER
P15 P14 P16
P10
BUZZER
RED
GREEN
BLACK
P3
NEG INPUT
START SW.
P12
REGEN
BRAKE SW
P21
MOTOR
OVER TEMP
+72V +72V +72V +72V +72V +72V +72V
P22 P23 P20
RS232
72V
NEG
TRACTION
STATUS CODE
DESCRIPTION OF STATUS
CAUSE OF STATUS INDICATION
-23
Motor field current is too high when the
key switch is turned on.
This status code will be displayed when the current
draw in the motor field is too high on start up.
MEMORY RECALL
NO
CORRECTIVE ACTIONS
TROUBLE-SHOOTING DIAGRAM
Circuits valid
for
Traction
Controller
SYMPTOM
Control will not operate.
POSSIBLE CAUSE
Defective control.
Replace controller unit.
NO GRAPHIC FOR THIS
STATUS CODE
Updated Sept 2019