GE IC3645SR7A353T4 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 October 2005
Section 1.0 INTRODUCTION .................................................................................................................. 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
Section 2.0 FEATURES OF SX FAMILY OF MOTOR CONTROLLERS ............................................... 4
2.1 Performance...................................................................................................... 4
2.1.1 Oscillator Card Features............................................................................. 4
2.1.1.a Standard Operation..................................................................................... 4
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.................................................................................................. 5
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 IC3645SR7A353T4
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 ................................................................................... 6
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
o flow in either direction in the field. The field andt
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 contactor requiredT
for the shunt motor traction circuit. This contactor is used
or both pref -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
ogic combinations of the vehicle, i.e. activate on key, seatl
or start switch closure, and de-energize on time out of idle
ehicle. Again, these options add to the quiet operation ofv
he vehicle.t
ection 1. 3 Flexible System ApplicationS
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 to independently control the field
nd armature, the motor performance curve can bea
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
inding of the motor. Bypassing some of the currentw
lowing in the fielf d 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
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.
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.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
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. The
field current will increase until it reaches a preset value set
by Function 10. Once the above condition has 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 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.
ARM
Q1
Figure 5
D2
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BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 6
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 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.
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BASIC OPERATION AND FEATURES
SX TRANSISTOR CONTROL Page 7
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 P1
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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INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 12
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
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)
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INSTALLATION AND OPERATION
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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