Ge R3R404P2 P3

INSTALLATION AND OPERATION
SX TRANSISTOR CONTROL Page 1
SEPARATELY EXCITED (SX) TRANSISTORIZED DUAL MOTOR CONTROLLERS

INSTALLATION AND OPERATION MANUAL
(IC3645SR3R404P2 & IC3645SR3R404P3)
Note: The information contained herein is intended to assist OEM's, Dealers and Users of electric
vehicles in the application, installation and service of GE solid-state controllers. This manual does not
purport to cover all variations in OEM vehicle types. Nor does it provide for every possible contingency to
be met involving vehicle installation, operation or maintenance. For additional information and/or problem
resolution, please refer the matter to the OEM vehicle manufacturer through his normal field service
channels. Do not contact GE directly for this assistance.
Table of Contents
Copyright by General Electric Company July 1999
Section 1.0 INTRODUCTION .......................................................................................................... 4
1.1 Motor Characteristics.................................................................................. 4

1.2 Solid-State Reversing.................................................................................. 5
1.3 Flexible System Application ........................................................................ 5
1.4 More Features with Fewer Components ........................................................ 5
Section 2.0 FEATURES OF SX FAMILY OF MOTOR CONTROLLERS .............................................. 5
2.1 Performance............................................................................................... 5
2.1.1 Oscillator Card Features........................................................................ 5
2.1.1.a Standard Operation......................................................................... 5
2.1.1.b Proportional Operation for Dual Motor Vehicles .................................. 6
2.1.1.c Creep Speed .................................................................................. 6
2.1.1.d Control Acceleration and 1A Time .................................................... 6
2.1.2 Current Limit ........................................................................................ 6
2.1.3 Braking................................................................................................ 7
2.1.3.a Plug Braking .................................................................................. 7
2.1.3.b Regenerative Braking to Zero Speed ................................................. 7
2.1.3.c Pedal Position Plug Braking ............................................................ 7
2.1.4 Auxiliary Speed Control......................................................................... 7
2.1.4.a Field Weakening............................................................................. 7
2.1.4.b Speed Limits ................................................................................. 7
2.1.5 Ramp Operation ................................................................................... 7
2.1.5.a Ramp Start .................................................................................... 7
2.1.5.b Anti-Rollback.................................................................................. 7
July 1999
Table of Contents ( Continued )
2.1.6 Steer Pump Contactor Time Delay ........................................................ 7

2.1.7 On-Board Coil Drivers and Internal Coil Suppression ................................ 7
2.2 System Protective Override.......................................................................... 7
2.2.1 Static Return to Off (SRO) .................................................................... 7
2.2.2 Accelerator Volts Hold Off ..................................................................... 8
2.2.3 Pulse Monitor Trip (PMT) ....................................................................... 8
2.2.4 Thermal Protector (TP)................................... ....................................... 8
2.2.5 Low Voltage Detection.................................... ...................................... 8
2.3 Diagnostics................................................ ................................................ 8
2.3.1 Systems Diagnostics...................................... ...................................... 8
2.3.2 Status Codes............................................. .......................................... 8
2.3.2.a Standard Status Codes........................................ ........................... 8
2.3.2.b Stored Status Codes ...................................................................... 8
2.3.3 Hourmeter Readings ...................................... ...................................... 8
2.3.4 Battery Discharge Indication (BDI)....................... ................................... 8
2.3 .4.a Internal Resistance Compensation ..................... ............................. 9
2.3.5 Handset ................................................. ............................................. 9
2.3.6 RS-232 Communication Port ................................................................. 9
2.3.7 Circuit Board Coil Driver Modules........................ ................................... 9
2.3.8 Selectable Truck Modes ........................................................................ 9
Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS......................... 10
3.1 Ordering Information for Separately Excited Controls............................................ 10

3.2 Outline: SX-2 Package Size............................................................................... 11
3.3 Dual Motor Proportioning Drive Elementary.......................................................... 12
3.4 Dual Motor Proportioning Drive Input / Output List ................................................ 13
Section 4.0 TROUBLESHOOTING AND DIAGNOSTIC STATUS CODES ........................................... 14
4.1 General Maintenance Instructions ............................................................................ 14

4.2 Cable Routing and Separation ........................................................................... 14
4.2.1 Application Responsibility............................................................................ 14
4.2.2 Signal/Power Level Definitions...................................................................... 14
4.2.2.a Low Level Signals (Level L) .................................................................... 14
4.2.2.b High Level Signals (Level H)................................................................... 15
4.2.2.c Medium-Power Signals (Level MP) ......................................................... 15
4.2.2.d High-Power Signals (Level HP)............................................................... 15
4.2.3 Cable Spacing Guidelines............................................................................ 15
4.2.3.a General Cable Spacing.......................................................................... 15
4.2.4 Cabling for Vehicle Retrofits......................................................................... 15
4.2.5 RF Interference........................................................................................... 15
4.2.6 Suppression............................................................................................... 15
4.3 Recommended Lubrication of Pins and Sockets Prior to Installation ...................... 15
4.4 General Troubleshooting Instructions .................................................................. 16
4.5 Traction Controller Status Codes ........................................................................ 17-44
Section 5.0 SX FAMILY - GE HANDSET INSTRUCTIONS ................................................................ 45
5.1 General Features ............................................................................................. 45

5.2 Purpose/Setup Functions .................................. ............................................... 45
5.3 Setup Function Procedures ................................ .............................................. 45
5.3.1 Setup Mode ............................................ .................................................. 46
July 1999
Table of Contents ( Continued )
5.3.2 Status Code Scrolling.................................. ............................................... 46

5.3.3 SX Handset Plug Connections & Outline Drawing.... ...................................... 46
5.4 Setup Functions for Traction Controller .. ............................................................ 47-51
5.5 Summary of Current Limit Adjustments............................................................... 52
Section 6.0 DISPLAYS................................................................................................................... 53
6.1 Application ............................................. .......................................................... 53

6.2 Standard Dash Displays .................................................................................... 53
6.2.1 Connections............................................................................................... 53
6.2.2 Part Numbers ............................................................................................. 53
6.2.3 Connector Reference Numbers..................................................................... 53
6.3 Start-up Display Sequence ............................... ................................................. 53
6.4 Outline Drawings ........................................ ...................................................... 54
Section 7.0 TURN ANGLE POTENTIOMETER INSTALLATION......................................................... 55
7.1 General............................................................................................................ 55
7.2 270 Degree Potentiometer Input .................................. ...................................... 56
7.3 Turn Angle Input Volts vs. Steer Wheel Degrees vs. Handset Reading ................... 57
Section 8.0 AUTO CALIBRATION OF ACCELERATOR, BRAKE AND STEER ANGLE POTENTIOMETERS
58
8.0 General............................................................................................................ 58
8.1 Calibration of Accelerator Potentiometer............................................. ................ 58
8.2 Calibration of Steer Angle Potentiometer ............................................................ 58
8.3 Calibration of Brake Potentiometer ..................................................................... 58
Section 9.0 MEMORY MAPS .......................................................................................................... 60
9.1 Typical Memory Map for DM Proportioning Control..................................................... 60-62
July 1999
BASIC OPERATION AND FEATURES
Section 1. INTRODUCTION current to increase, providing the greater torque needed to

drive the increased mechanical load. If the mechanical
Section 1.1 Motor Characteristics load is decreased, the process reverses. The motor speed
and the back EMF increase, while the armature current and
The level of sophistication in the controllability of traction the torque developed decrease. Thus, whenever the load
motors has changed greatly over the past several years. changes, the speed changes also, until the motor is again
Vehicle manufacturers and users are continuing to expect in electrical balance.
more value and flexibility in electric vehicle motor and
control systems as they are applied today. In order to In a shunt motor, the variation of speed from no load to
respond to these market demands, traction system normal full load on level ground is less than 10%. For this
designers have been forced to develop new approaches to reason, shunt motors are considered to be constant speed
reduce cost and improve functions and features of the motors (Figure 2).
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 SPEED
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
LOAD CURRENT
STARTING
CURRENT
FULL
NO LOAD CURRENT
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 TORQUE
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, ARMATURE CURRENT
by independently controlling the field and armature Figure 2
currents in the separately excited motor, the best attributes
of both the series and the shunt wound motors can be In the separately excited motor, the motor is operated as a
combined. 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
SPEED
motor (Figure 3.)
NO LOAD CURRENT
LOAD CURRENT
STARTING
CURRENT
FULL
SPEED
TORQUE
ARMATURE CURRENT
Figure 1
LOAD CURRENT
FULL
NO LOAD CURRENT
As shown in the typical performance curves of Figure 1, the

STARTING
CURRENT
high torque at low speed characteristic of the series motor

is evident. TORQUE
In a shunt motor, the field is connected directly across the ARMATURE CURRENT
voltage source and is therefore independent of variations in Figure 3
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 Aside from the constant horsepower characteristics
increases, the motor slows down, reducing the back EMF described above, there are many other features that
(which depends on the speed, as well as the constant field provide increased performance and lower cost. The
strength). The reduced back EMF allows the armature following description provides a brief introduction to some
of these features.
July 1999
Section 1. 2 Solid-State Reversing Section 1. 4 More Features with Fewer Components
The direction of armature rotation on a shunt motor is Field weakening with a series wound motor is
determined by the direction in which current flows through accomplished by placing a resistor in parallel with the field
the field windings. Because of the shunt motor field, winding of the motor. Bypassing some of the current
typically only requires about 10% of the armature current at flowing in the field into the resistor causes the field current
full torque, it is normally cost effective to replace the to be less, or weakened. With the field weakened, the motor
double-pole, double-throw reversing contactor with a low speed will increase, giving the effect of “overdrive”. To
power transistor H-Bridge circuit (Figure 4). change the “overdrive speed”, it is necessary to change
the resistor value. In a separately excited motor,
LINE POS independent control of the field current provides for
FUSE infinite adjustments of “overdrive” levels, between the
motor base speed and maximum weak field. The
Q3
desirability of this feature is enhanced by the
Q2
A1 +
elimination of the contactor and resistor required for
ARM F1 F2
CAP Q6
A2 -
field weakening with a series motor.
Q4 Q5 With a separately excited motor, overhauling speed

Q1
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
NEG
Figure 4
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
By energizing the transistors in pairs, current can be made incline, should the operator neglect to set the brake.
to flow in either direction in the field. The field and
armature control circuits typically operate at 12KHZ to Regenerative braking (braking energy returned to the
15KHZ, a frequency range normally above human hearing. battery) may be accomplished completely with solid-state
This high frequency, coupled with the elimination of technology. The main advantage of regenerative braking is
directional contactors, provides for very quiet vehicle increased motor life. Motor current is reduced by 50% or
operation. better during braking while maintaining the same braking
torque as electrical braking with a diode clamp around the
The line contactor is normally the only contactor required armature. The lower current translates into longer brush
for the shunt motor traction circuit. This contactor is used life and reduced motor heating. Solid state regenerative
for both pre-charge of the line capacitors and for braking also eliminates a power diode, current sensor and
emergency shut down of the motor circuit, in case of contactor from the circuit.
problems that would cause a full motor torque condition.
The line can be energized and de-energized by the various For GE, the future is now, as we make available a new
logic combinations of the vehicle, i.e. activate on key, seat generation of electric traction motor systems for electric
or start switch closure, and de-energize on time out of idle vehicles having separately excited DC shunt motors and
vehicle. Again, these options add to the quiet operation of controls. Features that were once thought to be only
the vehicle. available on future AC or brushless DC technology vehicles
systems are now achievable and affordable.
Section 1. 3 Flexible System Application
Section 2. FEATURES OF SX FAMILY OF TRANSISTOR
Because the shunt motor controller has the ability to MOTOR CONTROLLERS
control both the armature and field circuits independently,
the system can normally be adjusted for maximum system Section 2.1 Performance
efficiencies at certain operating parameters. Generally
speaking, with the ability to independently control the field Section 2.1.1 Oscillator Card Features
and armature, the motor performance curve can be
maximized through proper control application. Section 2.1.1.a Standard Operation
July 1999
The oscillator section of the card has two adjustable predetermined angle of approximately 70o. At this point, the
features, creep speed and minimum field current. With the inside wheel will stop. As the steer angle is increased
accelerator at maximum ohms or volts, the creep speed toward the 90o point, the inside wheel will reverse direction
can be adjusted by Function 2 of the Handset or a trimpot. and start to accelerate proportionally in speed. As the
The field control section allows the adjustment of the field steer angle reaches the 90o point, the inside wheel speed
weakening level in order to set the top speed of the motor. will be the same as that of the outside wheel. During this
This top speed function (Minimum Field Current) is enabled entire turn, except for several degrees when the motor was
when the armature current is less than the value set by stopped to reverse direction, torque was always present on
Function 24 and the accelerator input voltage is less than 1 the inside wheel, providing a smoother ride throughout the
volt. Top Speed can be adjusted by Function 7 of the turning radius of the vehicle.
Handset or a trimpot.
Details for the adjustment of the steer angle potentiometer
The % ON-time has a range of approximately 0 to 100 can be found in Section 7 of this manual.
percent. The SX controllers operate at a constant
frequency and the % ON-time is controlled by the pulse 100% 100%
width of the voltage/current applied to the motor circuits. RIGHT LEFT
MOTOR MOTOR
50% 50%
REV - SPEED - FWD
REV - SPEED - FWD

Section 2.1.1.b Proportional Operation for Dual Motor 90O 90O
LEFT
MOTOR
RIGHT
MOTOR
Vehicles 80O 70O 60O 50O 40O 30O 20O 10O 0O 10O 20O 30O 40O 50O 60O 70O 80O
LEFT
STEERING ANGLE RIGHT
50% TURN 50% 0O
TURN LEFT RIGHT
A key performance advantage of this control is the ability to

CONTROL CONTROL
100% 100% 90O 90O

achieve actual “proportioning” of motor speed. In a non-
proportioning, or single control, system, when the vehicle
starts to turn, the outside drive wheel turns in a larger Section 2.1.1.c Creep Speed
circle than the inside wheel. Depending on the geometry of
the vehicle, at some degree of turn angle, the inside wheel With the accelerator at minimum speed, the creep speed
must slow down to prevent scrubbing of the wheel. This is can be adjusted by Function 2 of the Handset. At creep
accomplished on a single control system by disconnecting speed, the ON time can decreased to approximately 5%,
the inside motor and letting the wheel “free wheel” or with the OFF time at approximately 95%. At full transistor
“float” at whatever speed is dictated by the outside wheel operation, this condition will be reversed (short OFF time,
that is still under power. The main disadvantage of this long ON time). This variation of ON and OFF time of the
system is that no torque is available on that motor when the oscillator varies the voltage applied to the motor, thereby
inside wheel is in the “free wheel” mode, and the vehicle varying the speed of the motor for a given load.
performance in a turn is reduced. When the steer wheel
nears the 90o turn angle, the inside motor is re-connected in
Section 2.1.1.d Control Acceleration
the opposite direction of the outside wheel. At this point,
torque is returned to the inside wheel and the speed is the
This feature allows for adjustment of the rate of time it
same on both motors.
takes for the control to accelerate to 100% applied battery
voltage to the motor on hard acceleration. Armature C/A is
With two controls, the speed of each motor can be
adjusted by Function 3 from 0.1 to 6 seconds.
regulated independently. The driver controls the speed of
the outside wheel with the accelerator input signal. The
Section 2.1.2 Current Limit
inside wheel speed is controlled by the turn angle of the
steer wheel. A potentiometer is attached to the steer wheel
This circuit monitors motor current by utilizing sensors in
in order to communicate the steer angle to the controllers.
series with the armature and field windings. The
During vehicle manufacture, software selection identifies
information detected by the sensor is fed back to the card
each control for its application as a right or left control.
so that current may be limited to a preset value. If heavy
The controls are physically identical, and it is only software
load currents are detected, this circuit overrides the
that separates a right from a left control, or differentiates a
oscillator and limits the average current to a value set by
control for a dual motor application from one intended for a
Function 4 and Function 8 of the Handset. The C/L setting is
single motor vehicle.
based on the maximum thermal rating of the control.
Because of the flyback current through Q6, the motor
With this dual motor system, as the steer reaches some
current is usually greater than battery current, except at
pre-selected turn angel, approximately 15o, the speed of the
100% ON time.
inside wheel decreases proportionally to the speed of the
outside wheel. This proportional decline will continue on a
tangential path, until the steer angle reaches another
July 1999
Section 2.1.3 Braking set by Function 24 . It is important to note that this function
is used to optimize motor and control performance, and this
Section 2.1.3.a Plug Braking setting will be determined by GE and OEM engineers at the
time of vehicle development. This setting must not be
Slow down is accomplished when reversing direction by changed by field personnel without the permission of the
providing a small amount of retarding torque for OEM.
deceleration. If the vehicle is moving, and the directional
lever is moved from one direction to the other, the plug Section 2.1.5 Ramp Operation
signal is initiated. Once the plug signal has been initiated,
the field is reversed, and the armature current is regulated Section 2.1.5.a Ramp Start
to the plug current limit as set by Function 5. Armature
current is regulated by increasing the field current as the This feature provides maximum control torque to restart a
vehicle slows down. Once the field current reaches a vehicle on an incline. The memory for this function is the
preset value, set by Function 10, and armature plug current directional switch. When stopping on an incline, the
can no longer be maintained, the braking function is directional switch must be left in its original or neutral
canceled, and the control reverts back to motoring. All position to allow the control to initiate full power when
energy produced by the motor during plugging is dumped restarted. The accelerator potentiometer input will
as heat into the motor in this braking mode. modulate ramp start current.
Section 2.1.3.b Regenerative Braking to Zero Speed Section 2.1.5.b Anti-Rollback
Slow down is accomplished when reversing direction by This feature provides retarding torque to limit rollback
providing a small amount of retarding torque for speed in the non-travel direction when the ACC pedal is
deceleration. If the vehicle is moving, and the directional released when stopping on a grade, or when the brake
lever is moved from one direction to the other, the regen pedal is released when starting on a grade. This feature
signal is initiated. Once the regen signal has been initiated, forces the vehicle to roll very slowly down the grade when
the field current is increased. Armature current is the accelerator or brake is released. Because the vehicle
regulated to the regen current limit as set by Function 9. As can gain significant speed during roll-back, the torque
the vehicle slows down, the field current continues to needed to re-start on the ramp is lower than an
increase, and transistor Q2 begins to chop. The field unrestricted roll-back speed.
current will increase until it reaches a preset value set by
Function 10, and transistor Q2 on-time will increase until it Section 2.1.6 Steer Pump Contactor Time Delay
reaches 100% on-time. Once both of the above conditions
have been met, and the regen current limit can no longer be This feature provides a 0.5 to 63 second time delayed drop
maintained, the braking function is canceled. The fields out of the steer pump contactor when the seat switch is
will then reverse, and the control reverts back to motoring. opened.
Part of the energy produced by the motor during regen is Section 2.1.7 On-Board Coil Drivers and Internal Coil
returned to the battery, and the remainder is dumped into Suppression
the motor as heat.
Coil drivers for the LINE and SP or BYPASS contactors
Section 2.1.3.c Pedal Position Plug Braking are on-board the control card. These contactors must have
coils rated for the vehicle battery volts.
This feature allows control of the plugging distance based
on pedal position when there has been a “directional Section 2.2 System Protective Override
switch” change. Pedal position will reduce the plugging
current as the pedal is returned to the creep speed position. Section 2.2.1 Static Return to Off (SRO)
Maximum plug current is obtained with the accelerator in
the top speed position. This inherent safety feature of the control is designed to
require the driver to return the directional lever to the
Section 2.1.4 Auxiliary Speed Control neutral position anytime he leaves the vehicle and returns.
Additionally, if the seat switch or key switch is opened, the
Section 2.1.4.a Field Weakening control shuts off and cannot be restarted until the
directional lever is returned to neutral. A time delay of
This function allows the adjustment of the field weakening approximately 2 seconds is built into the seat switch input
level in order to set the top speed of the motor. The function to allow momentary opening of the seat switch, if a bump is
is enabled when the armature current is less than the value encountered.
July 1999
Section 2.2.2 Accelerator Volts Hold Off Along with the status code display from the TMM, the SX
control is capable of reducing the current to the motor,
This feature checks the voltage level at the accelerator alerting the operator of a critical fault condition.
input whenever the key switch or seat switch is activated.
If, at start-up, the voltage is greater than 0.9 volts, the Section 2.3.2 Status Codes
control will not operate. This feature assures that the
control is calling for low speed operation at start up. Section 2.3.2.a Standard Status Codes
Section 2.2.3 Pulse Monitor Trip (PMT) The SX control has a wide variety of Status Codes that
assist the service technician and operator in trouble
The PMT design contains three features which shut down, shooting the vehicle. If mis-operation of the vehicle occurs,
or lock out, control operation if a fault conditions occurs a status code will be displayed on the Dash Display for
that would cause a disruption of normal vehicle operation: vehicles so equipped, or be available from the status code
displayed when the Handset is plugged into the “Y” plug of
•= Look ahead the logic card.
•= Look again
•= Automatic look again and reset With the status code number, follow the procedures
outlined in DIAGNOSTIC STATUS CODES to determine the
The PMT circuit will not allow the control to start under the problem and appropriate corrective action.
following conditions:
Note: The Status Code Instruction Sheets do not purport to
•= The control monitors both armature and field FET's at cover all possible causes of a display of a "status code ".
start-up and during running. They do provide instructions for checking the most direct
•= The control will not allow the line contactor to close at inputs that can cause status codes to appear.
start-up, or will drop it out during running, if either the
armature or field FET's are defective, so as to cause Section 2.3.2.b Stored Status Codes
uncontrolled truck movement.
This feature records the last 16 "Stored Status Codes" that
Section 2.2.4 Thermal Protector (TP) have caused a PMT controller shut down and/or disrupted
normal vehicle operation. (PMT type faults are reset by
This temperature sensitive device is internal to the power cycling the key switch). These status codes, along with the
transistor (Q1) module. If the transistor's temperature corresponding BDI and hourmeter readings, can be
begins to exceed the design limits, the thermal protector accessed with the Handset, or by using the RS 232
will lower the maximum current limit to 200 amps. As the communications port and dumping the information to a
control cools, the thermal protector will automatically Personal Computer terminal.
reset, returning the control to full power.
Section 2.3.3 Hourmeter Readings
Section 2.2.5 Low Voltage Detection
This feature will display the recorded hours of use of the
Batteries under load, particularly if undersized or more traction and pump control to the Dash Display each time
than 80 percent discharged, will produce low voltages at the key switch is turned off.
the control terminals. The SX control is designed for use
down to 50 percent of a nominal battery voltage of 36-84 Section 2.3.4 Battery Discharge Indication (BDI)
volts, and 75 percent of a nominal battery voltage of 24
volts. Lower battery voltage may cause the control to The latest in microprocessor technology is used to provide
operate improperly, however, the resulting PMT should accurate battery state of charge information and to supply
open the Line contactor, in the event of a failure. passive and active warning signals to the vehicle operator.
Features and functions:
Section 2.3 Diagnostics •= Displays 100 to 0 percent charge.
•= Display blinks with 20% charge. Disables pump circuit
Section 2.3.1 Systems Diagnostics with 10% charge. Auto ranging for 36/48 volt operation.
Adjustable for use on 24 to 80 volts.
The control detects the system's present operating status
and this status can be displayed to either the Dash Display
or the Handset. There are over 70 status codes that are
available with the SX systems using Pump and Traction
controls and the Truck Management Module (TMM).
July 1999
Section 2.3.4.a Internal Resistance Compensation Function 98 Function 103 Function 108
of Computer of Computer of Computer
This feature is used when the Battery Discharge Indicator Minimum Function 50 Function 55 Function 60
is present. Adjustment of this function optimizes BDI with Field of Handset of Handset of Handset
among different brands of batteries. Function 99 Function 104 Function 109
Section 2.3.5 Handset Ratio Function 51 Function 56 Function 61
of Handset of Handset of Handset
This is a multi-functional tool used with the LX, ZX, and SX Function 100 Function 101 Function 110
Series GE solid state controls. The Handset consists of a of Computer of Computer of Computer
Light Emitting Diode (LED) display and a keyboard for data Regen Function 52 Function 57 Function 62
entry. Note, for ordering purposes, a separate handset part Current of Handset of Handset of Handset
number is required for SX controls. Limit Function 101 Function 106 Function 111
Features and functions:
•= Monitor existing system status codes for both traction
and pump controls. Monitor intermittent random status
codes.
•= Monitor battery state of charge, if available.
•= Monitor hourmeter reading on traction and pump
controls.
•= Monitor or adjust the control functions.
Section 2.3.6 RS232 Communication Port
The serial communication port is used for communication

between the two controllers for the transmission of fault
codes, confirmation of setup parameters and start-up
diagnostics. It can also be used to change control set-up
parameters.
Section 2.3.7 Circuit Board Coil Driver Modules
Coil drivers are internal to the control card, and are the
power devices that operate the Line, 1A and SP contactor
coils. On command from the control card, these drivers
initiate opening and closing the contactor coils. All driver
modules are equipped with reverse battery protection, such
that, if the battery is connected incorrectly, the contactors
can not be closed electrically.
Section 2.3.8 Selectable Truck Modes
Through the adjustment of Function 1 of the controller, the

following truck parameters are automatically adjusted to
the values set below:
Description Mode 1 Mode 2 Mode 3

Function 1 0 - 63 64 - 127 128 - 255
Setting
C/A Rate Function 48 Function 53 Function 58
Function 97 Function 102 Function 107
FW Start Function 49 Function 54 Function 59
July 1999
OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS
Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS
Section 3.1 Ordering Information for Separately Excited Controls
Example:
Part Number: IC3645 SE 4 D 33 2 C3

Argument Number: 01 02 03 04 05 06 07
Argument 01: Basic Electric Vehicle Control Number
Argument 02: Control Type:

SH = Separately Excited Control ( Plugging )
SR = Separately Excited Control ( Regen to Zero )
Argument 03: Operating Voltage:

1 = 120 volts 5 = 36/48 volts
2 = 24 volts 6 = 24/36 volts
3 = 36 volts 7 = 72/80 volts
4 = 48 volts
Argument 04: Package Size:

D = 6.86” X 6.67”
R = 6.86” X 8.15”
U = 8.66” X 8.13”
W = 8.66” X 10.83”
Argument 05: Armature Current

( 2 characters )
22 = 220 Amps
33 = 330 Amps
40 = 400 Amps
etc.
Argument 06: Field Current

( 1 character )
2 = 20 Amps
3 = 30 Amps
4 = 40 Amps
etc.
Argument 07: Customer / Revision

A1 = Customer A / Revision 1
B1 = Customer B / Revision 1
etc.
July 1999
Section 3.2 Outline: SX-2 Package Size
July 1999
FU3 KEY SWITCH
ELEMENTARY DRAWING FOR SEPARATELY EXCITED

DUAL MOTOR PROPORTIONING CONTROLLERS WITH
SP L
SOLID-STATE REGENERATIVE BRAKING
SEAT SW.
START SW.
REVERSE SW.
FORWARD SW.
SX TRANSISTOR CONTROL
PY12 PY11
P18 P1 P17 P2 P6 P3 P4 P5 P1 P2 P6 P3 P4 P5 P21
LEFT CONTROL (MASTER) PY11 PY12 RIGHT CONTROL (SLAVE)
P11 P10 P14 P15 P22 P13 P9 P7 P8 P19 P12 P20 P21 P16 P23 P10 P7 P12 P13 P8 P9 P22
Section 3.3 Dual Motor Proportioning Drive Elementary
TO PUMP CONTROL
POSITIVE
SIGNAL
LINE
TACH INPUT
FU1
BDI INTERRUPT
PLUG/RGN OUTPUT
FU4
+12V FOR TACH SIGNAL

BRAKE POT
ACC POT STEER ANGLE POT
A1
Y PLUG CONNECTIONS
BRAKE SW.
+
PIN DESCRIPTION
ARM
1 CLOCK (OUT)
STEER PUMP
A2 2 DATA (OUT)
POS A1 F1 POS A1 F1 3 ENABLE (OUT)
- S1 POWER CONNECTIONS POWER CONNECTIONS 4 NEGATIVE (COMMON)
LEFT CONTROL RIGHT CONTROL 5 +5V
FIELD
FIELD
July 1999
NEG A2 F2 NEG A2 F2 6 CONT/STORE (IN)
ARMATURE
ARMATURE
FIELD
7 IMOTOR (VOLTAGE OUT)
STEER PUMP
S2 8 VALUE
TO PUMP CONTROL
POSITIVE
9 FUNCTION
10 TMM7A POWER SUPPLY +5V
SP
11 SERIAL RECEIVE
Page 12
12 SERIAL TRANSMIT
Section 3.4 Dual Motor Proportioning Drive Control Input/Output List
Connections to Main Plug (23 Pin) and “Y” Plug (12 Pin)
STANDARD DUAL MOTOR PROPORTIONING

PIN MAIN PLUG INPUT/OUTPUT DESCRIPTION
1 BATTERY VOLTS FROM BATTERY
2 BATTERY VOLTS FROM KEY
3 BATTERY VOLTS FROM START SWITCH
4 BATTERY VOLTS FROM FORWARD SWITCH
5 BATTERY VOLTS FROM REVERSE SWITCH
6 BATTERY VOLTS FROM SEAT SWITCH
7 ACCELERATOR INPUT VOLTAGE SIGNAL
8 ACCELERATOR/BRAKE POTNEGATIVE
9 ACCELERATOR/BRAKE POT +5 VOLTS SUPPLY
10 BDI INTERRUPT/PMT ENABLE
11 PLUG/REGEN OUTPUT SIGNAL +12V
12 STEER ANGLE POT WIPER
13 BRAKE POT WIPER
14 TACHOMETER INPUT SIGNAL
15 TACHOMETER +12 VOLTS SUPPLY
16 MOTOR CURRENT COMPENSATION
17 LINE CONTACTOR DRIVER AND SUPPRESSION
18 STEER PUMP CONTACTOR DRIVER AND SUPPRESSION
19 STEER ANGLE POTENTIOMETER +5V SUPPLY
20 STEER ANGLE POTENTIOMETER NEGATIVE
21 PMT SIGNAL FROM SLAVE/SLAVE KEY
22 BRAKE SWITCH INPUT
23 MOTOR CURRENT
MOTOR TRACTION “Y” PLUG
PIN INPUT/OUTPUT DESCRIPTION
1 CLOCK (OUT) ( DASH DISPLAY-4)
2 DATA (OUT) ( DASH DISPLAY-3)
3 ENABLE (OUT) ( DASH DISPLAY-1)
4 NEGATIVE ( DASH DISPLAY-2)
5 +5V SUPPLY ( DASH DISPLAY-5)
6 CONT/STORE (IN) (HANDSET)
7 MOTOR CURRENT
8 VALUE (TMMA-9)
9 FUNCTION (TMMA-7)
10 MOTOR CURRENT COMPENSATION
11 SERIAL RECEIVE
12 SERIAL TRANSMIT
1 2 3 4 5 6 1 2 3 4 5 6 6 8
9 10 11 12 13 14 15
7 8 9 10 11 12
16 17 18 19 20 21 22 23
WIRE END VIEW "Y" PLUG WIRE END VIEW - MAIN PLUG
July 1999
DIAGNOSTIC STATUS CODES
Section 4.0 TROUBLESHOOTING AND DIAGNOSTIC 160 hours of vehicle operation. Inspection is recommended
STATUS CODES to verify that the contactors are not binding and that the
tips are intact and free of contaminants.
Section 4.1 General Maintenance Instructions
GE does not recommend that any type of welding be
The transistor control, like all electrical apparatus, does performed on the vehicle after the installation of control(s)
have some thermal losses. The semiconductor junctions in the vehicle. GE will not honor control failures during the
have finite temperature limits, above which these devices warranty period when such failures are attributed to
may be damaged. For these reasons, normal maintenance welding while the control is installed in the vehicle.
should guard against any action which will expose the
components to excessive heat and/or those conditions Section 4.2 Cable Routing and Separation
which will reduce the heat dissipating ability of the control,
such as restricting air flow. Electrical noise from cabling of various voltage levels can
interfere with a microprocessor-based control system. To
The following Do’s and Don’t’s should be observed: reduce this interference, GE recommends specific cable
separation and routing practices, consistent with industry
Any controls that will be applied in ambient temperatures standards.
over 100° F (40° C) should be brought to the attention of the
vehicle manufacturer. Section 4.2.1 Application Responsibility
All external components having inductive coils must be The customer and customer’s representative are
filtered. Refer to vehicle manufacturer for specifications. responsible for the mechanical and environmental
locations of cables. They are also responsible for applying
The wiring should not be directly steam cleaned. In dusty the level rules and cabling practices defined in this section.
areas, blow low-pressure air over the control to remove To help ensure a lower cost, noise-free installation, GE
dust. In oily or greasy areas, a mild solution of detergent or recommends early planning of cable routing that complies
denatured alcohol can be used to wash the control, and with these level separation rules.
then low-pressure air should be used to completely dry the On new installations, sufficient space should be allowed to
control. efficiently arrange mechanical and electrical equipment.
For the control to be most effective, it must be mounted On vehicle retrofits, level rules should be considered during
the planning stages to help ensure correct application and
against the frame of the vehicle. The metal vehicle frame,
a more trouble-free installation.
acting as an additional heat sink, will give improved vehicle
performance by keeping the control package cooler. Apply Section 4.2.2. Signal/Power Level Definitions
a thin layer of heat-transfer grease (such as Dow Corning
340) between the control heat sink and the vehicle frame. The signal/power carrying cables are categorized into four
defining levels: low, high, medium power, and high power.
Control wire plugs and other exposed transistor control Within those levels, signals can be further divided into
parts should be kept free of dirt and paint that might classes.
change the effective resistance between points. Sections 4.2.2.a through 4.2.2.d define these levels and
classes, with specific examples of each. Section 4.2.3
CAUTION: The vehicle should not be plugged when the contains recommendations for separating the levels.
vehicle is jacked up and the drive wheels are in a free
wheeling position. The higher motor speeds can create
Section 4.2.2.a Low-Level Signals (Level L)
excessive voltages that can be harmful to the control.
Low-level signals are designated as level L. These consist
Do not hipot (or megger) the control. Refer to control of:
manufacturer before hipotting.
•= Analog signals 0 through ±15 V
•= Digital signals whose logic levels are less than 15 V DC
Use a lead-acid battery with the voltage and ampere hour
rating specified for the vehicle. Follow normal battery •= 4 – 20 mA current loops
maintenance procedures, recharging before 80 percent •= DC busses less than 15 V and 250 mA
discharged with periodic equalizing charges.
The following are specific examples of level L signals used
Visual inspection of GE contactors contained in the traction in drive equipment cabling:
and pump systems is recommended to occur during every
•= Control common tie
July 1999
•= DC buses feeding sensitive analog or digital hardware Section 4.2.3.a General Cable Spacing
•= All wiring connected to components associated with The following general practices should be used for all
sensitive analog hardware with less than 5V signals (for levels of cabling:
example, potentiometers and tachometers)
•= All cables and wires of like signal levels and power
•= Digital tachometers and resolvers
levels must be grouped together.
•= Dash display cabling
•= RS-232 cabling •= In general, different levels must run in separate wire
bundles, as defined in the different classes, identified
Note: Signal inputs to analog and digital blocks should be above. Intermixing cannot be allowed, unless noted by
run as shielded twisted-pair (for example, inputs from exception.
tachometers, potentiometers, and dash displays).
•= Interconnecting wire runs should carry a level
designation.
Section 4.2.2.b High-Level Signals (Level H)
High-level signals are designated as level H. These signals •= If wires are the same level and same type signal, group
consist of: those wires from one location to any other location
together in multiconductor cables or bind them
•= Analog and digital signals greater than 15 V DC and together with twine or zip-ties.
less than 250 mA
•= When unlike signals must cross, cross them in 90°
angles at a maximum spacing. Where it is not possible
For example, switch inputs connected to battery volts are
to maintain spacing, place a grounded steel barrier
examples of level H signals used in drive equipment
between unlike levels at the crossover point.
cabling.
Section 4.2.4 Cabling for Vehicle Retrofits
Section 4.2.2.c Medium-Power Signals (Level MP)
Reducing electrical noise on vehicle retrofits requires
Medium power signals are designated as level MP. These
careful planning. Lower and higher levels should never
signals consist of:
encircle each other or run parallel for long distances.
•= DC switching signals greater than 15 V It is practical to use existing wire runs or trays as long as
•= Signals with currents greater than 250 mA and less than the level spacing (see section 5-4) can be maintained for
10A the full length of the run.
Existing cables are generally of high voltage potential and
The following are specific examples of level MP signals noise producing. Therefore, route levels L and H in a path
used in drive equipment cabling: separate from existing cables, whenever possible.
•= DC busses less than 10 A For level L wiring, use barriers in existing wire runs to
•= Contactor coils less than 10 A minimize noise potential.
•= Machine fields less than 10 A Do not loop level L signal wires around level H, level MP, or
HP wires.
Section4.2.2.d High Power Signals (Level HP)
Power wiring is designated as level HP. This consists of DC Section 4.2.5 RF Interference
buses and motor wiring with currents greater than 10 A. To prevent radio frequency (RF) interference, care should
The following are specific examples of level HP signals be taken in routing power cables in the vicinity of radio-
used in drive equipment cabling: controlled devices.
•= Motor armature loops Section 4.2.6 Suppression

•= DC outputs 10 A and above Unless specifically noted otherwise, suppression (for
•= Motor field loops 10 A and above example, a snubber) is required on all inductive devices
controlled by an output. This suppression minimizes noise
Section 4.2.3. Cable Spacing Guidelines and prevents damage caused by electrical surges.
Recommended spacing (or clearance) between cables (or
wires) is dependent on the level of the wiring inside them. Section 4.3 Recommended Lubrication of Pins and
For correct level separation when installing cable, the Sockets Prior to Installation
customer must apply the general guidelines (section
4.2.3.a), outlined below. 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 will have the lubricant NYE
July 1999
760G added to prevent fretting of these connections during
vehicle operation. WARNING: Before trouble-shooting, jack up the drive
wheels, disconnect the battery and discharge the
Fretting occurs during microscopic movement at capacitors. Reconnect the battery as needed for specific
the contact points of the connection. This movement checks. Capacitors should be discharged by connecting a
exposes the base metal of the connector pin which, when 200 ohm 2 watt resistor between the positive and negative
oxygen is present, allows oxidation to occur. Sufficient terminals on the control panel.
build up of the oxidation can cause intermittent contact
and intermittent vehicle operation. This can occur at any Check resistance on R x 1000 scale from frame to power
similar type of connection, whether at the control or in any and control terminals. A resistance of less than 20,000
associated vehicle wiring, and the resultant intermittent ohms can cause misleading symptoms. Resistance less
contact can provide the same fault indication as actual than 1000 ohms should be corrected first.
component failure.
Before proceeding, visually check for loose wiring,
The addition of the NYE 760G lubricant will prevent mis-aligned linkage to the accelerator switch, signs of
the oxidation process by eliminating the access of oxygen overheating of components, etc.
to the contact point. GE recommends the addition of this
lubricant to the 12 pin and 23 pin plugs of all new Gen II Tools and test equipment required are: clip leads, volt-ohm
controls at the time of their installation into a vehicle meter (20,000 ohms per volt) and basic hand tools.
When servicing existing vehicles exhibiting

symptoms of intermittent mis-operation or shutdown by the
GE control, GE recommends the addition of this lubricant to
all 12 and 23 pin plugs, after proper cleaning of the
connectors, as a preventative measure to insure fretting is
not an issue before GE control replacement.
Section 4.4 General Troubleshooting Instructions
Trouble-shooting the SX family of controls should 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.
July 1999
Section 4.5 Traction Control Status Codes
TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

STATUS CODE
Segments do not illuminate on the No input voltage to the control card or the display unit.
NONE Dash Display and/or the Handset.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
SYMPTOM
Circuits valid Display screen on Dash Display and/or Handset KEY
is blank. SWITCH
for FU3
Traction POSSIBLE CAUSE

Controller Positive or negative control voltage is not
present.
•= Insure that the key switch is closed and
voltage is present between P1 & battery +
negative (Power Terminal “NEG”). Also check

for voltage between P2 and control negative.
Open circuit between control card Plug Y & the -
NEG P1 P2
Dash Display or Handset.
•= Check for an open circuit or loose connection
going from the “Y” plug and the Dash Display
or Handset.
Defective Dash Display or Handset.

•= Replace Dash Display or Handset.

STATUS CODE
No seat switch or deadman switch This status code will be displayed when P6 is less
-01 input (no voltage to P6). than 50% battery volts.
MEMORY RECALL
NO CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
SYMPTOM
Circuits valid Control will not operate. KEY
SWITCH
for FU3
POSSIBLE CAUSE
Traction Mis-adjusted or defective seat or deadman
Controller switch.
•= Check to see that the seat switch closes
SEAT SWITCH
properly.
+
Open circuit between battery positive and P6.

•= Check for loose connections or broken wires:
−= Between the seat switch and P6
−= Between the key switch and the battery
-
P1 P2 P6
positive side of the seat switch. NEG
−= Between the seat switch and P2.
•= On vehicles without a seat/deadman switch,

check for a loose connection or broken wire
from P2 and/or P6.
July 1999

STATUS CODE
Forward directional switch is closed on This status code will be displayed when P4 is greater
-02 initial power up. than 60% of battery voltage at initial key switch on.
MEMORY RECALL
CORRECTIVE ACTIONS TROUBLE-SHOOTING DIAGRAM
NO
SYMPTOM
Control will not operate because of Static Return
Circuits valid to Off (SRO) lock out.
KEY SWITCH
for
POSSIBLE CAUSE
SEAT SWITCH
FORWARD SW.
Traction
REVERSE SW.
START SW.
Forward directional switch is closed on initial
L
Controller start up (i.e. closure of battery, key switch or
seat switch).
•= Return directional switch lever to neutral and
then return lever to forward position.
Forward directional switch is welded closed or

mis-adjusted to be held closed.
•= Replace or adjust directional switch to insure
that it opens when the directional switch is
returned to neutral.
Short circuit between P3 and P4. P1 P17 P2 P6 P3 P4 P5

•= Disconnect the wire from P4 and check for a
short circuit between P3 and the wire that was
connected to P4.
Defective control.
•= Replace the controller unit.

STATUS CODE
Reverse directional switch is closed on This status code will be displayed when P5 is greater
-03 initial power up. than 60% of battery voltage at initial key switch on.
MEMORY RECALL
NO
SYMPTOM
Control will not operate because of Static Return
Circuits valid to Off (SRO) lock out.
KEY SWITCH
for
POSSIBLE CAUSE
SEAT SWITCH
FORWARD SW.
Traction
REVERSE SW.
START SW.
Reverse directional switch is closed on initial

L
Controller start up (i.e. closure of battery, key switch or
seat/deadman switch).
•= Return directional switch lever to neutral and
then return lever to reverse position.
Reverse directional switch is welded closed or

mis-adjusted to be held closed.
•= Replace or adjust directional switch to insure
that it opens when the directional switch is
returned to neutral.
Short circuit between P3 and P5. P1 P17 P2 P6 P3 P4 P5

•= Disconnect the wire from P5 and check for a
short circuit between P3 and the wire that was
connected to P5.
Defective control. Replace the controller unit.
July 1999

STATUS CODE
Brake pedal depressed while motoring This status code will be displayed when P13 is .25
-04 volts greater than the low learn point and 5 seconds
have timed out in motoring.
MEMORY RECALL
NO
SYMPTOM
Control will not operate. KEY
Circuits valid SWITCH
for POSSIBLE CAUSE

Defective brake potentiometer.
Traction
Controller Brake pedal depressed while trying to motor.
P1 P2
P9 P13 P8
BRAKE POT

STATUS CODE
Start switch fails to close. This status code will be displayed when the
-05 accelerator (P7) is calling for greater than 40% on-
time, while the start switch (P3) is less than 60% of
battery volts.
MEMORY RECALL
NO
SYMPTOM
Control will not operate.
Circuits valid KEY SWITCH
for POSSIBLE CAUSE

SEAT SWITCH
Defective start switch circuit.

FORWARD SW.
Traction
REVERSE SW.
START SW.
•= Check start switch to insure closure when

L
Controller accelerator is depressed.
•= Check for open circuit or loose connections in
wiring from brake switch to start switch and
from P3 to start switch.
Defective accelerator switch.

•= Check accelerator switch potentiometer for
proper operation and ohmic value.
P1 P17 P2 P6 P3 P4 P5 P9 P7 P8
ACCPOT
July 1999

STATUS CODE
Accelerator depressed with no This status code will be displayed while P4 and P5
-06 direction selected. are less than 60% of battery volts, and the accelerator
(P7) is calling for greater than 40% on-time.
MEMORY RECALL
NO
SYMPTOM
Control will not operate. KEY SWITCH
Circuits valid
for POSSIBLE CAUSE
SEAT SWITCH
FORWARD SW.
REVERSE SW.
Accelerator pedal is depressed before closing
START SW.
Traction forward or reverse directional switch. L
Controller •= 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 P1 P17 P2 P6 P3 P4 P5 P9 P7 P8

battery positive or between directional switch(es)
and P4 or P5.
•= Check all control wires and connections shown
in Trouble Shooting Diagram. ACCPOT

STATUS CODE
Accelerator input voltage too low on This status code will be displayed when the
-08 power up after initial key switch accelerator input voltage at P7 is calling for greater
closure. than 20% on-time at start-up.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Accelerator input mis-adjusted or defective.
Traction •= Input voltage at P7 should be less than 20% of
Controller learned span resistance. Adjust or replace P9 P7 P8
accelerator unit to insure that the voltage at P7
is correct.
•= Open wire between potentiometer negative
and P8
Defective Card
•= Replace controller unit.
ACC POT
July 1999

STATUS CODE
Both the forward and reverse This status code will be displayed when P4 and P5
-09 directional switches are closed at the are greater than 60% of battery volts at the same
same time. time.
MEMORY RECALL
NO
SYMPTOM
for POSSIBLE CAUSE

Forward or reverse directional switch welded
SEAT SWITCH
FORWARD SW.
Traction
REVERSE SW.
START SW.
closed or mis-adjusted to be held closed.
L
Controller •= Replace or adjust directional switches to
insure that they open when directional switch
is returned to neutral.
Short circuit between battery positive and P4

and/or P5.
•= Disconnect wires from P4 and P5 and check
wire for short circuit to positive side of
directional switch.
Defective Control
•= Disconnect wires and measure voltage at P4 P1 P17 P2 P6 P3 P4 P5
and P5. Voltage should be less than 60% of
battery volts.

STATUS CODE
Steer angle potentiometer voltage is This status code will be displayed when P12 is greater
-10 too high. than 4.0 volts.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Steer angle potentiometer input mis-adjusted or
Traction defective. Loose or missing connections at P19,
Controller P12 or P20. P19 P12 P20
•= Input voltage at P12 should be less than 4.0
volts at all times. Insure that the adjustment
of the steer potentiometer is in accordance
with Section 9 of this instruction.
Defective control.
STEER ANGLE
POT
July 1999

STATUS CODE
Start switch closed on power up after This status code will be displayed when P3 is greater
-11 initial key switch closure. than 60% of battery voltage when the key switch is
closed.
MEMORY RECALL
NO
SYMPTOM
for POSSIBLE CAUSE

Start switch input mis-adjusted or defective.
SEAT SWITCH
FORWARD SW.
Traction
REVERSE SW.
START SW.
•= Input voltage at P3 should be less than 60% of
L
Controller battery volts at key switch closing. Adjust or
replace accelerator unit to insure that the
voltage at P3 is less than 60% of battery volts
before closing the start switch.
Short circuit between battery positive and P3 in

start switch input circuit.
•= Disconnect wire from P3. Check for short
circuit from this wire to battery positive.
Resistance should be greater than 4.7K ohms.
Defective control. P1 P17 P2 P6 P3 P4 P5

•= Disconnect wire from P3. Measure voltage
from P3 to negative. Voltage should be zero,
if not, replace control.

STATUS CODE
Steer angle potentiometer voltage is This status code will be displayed when P12 is less
-12 too low. than .30 volts.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Steer angle potentiometer input mis-adjusted or
Traction defective. Loose or missing connections at P19,
Controller P12 or P20. P19 P12 P20
•= Input voltage at P12 should be greater than
.30 volts at all times. Insure that the
adjustment of the steer potentiometer is in
accordance with Section 9 of this instruction.
Defective control.
STEER ANGLE
POT
July 1999

STATUS CODE
The brake switch is open with the This status code will be displayed when the brake
-14 brake pot voltage at some percentage switch is open and the brake pot voltage is some
greater than the brake low learn setting percentage (defined by function setting) greater than
(the applicable percentage is the brake low learn setting.
determined by function setting).
MEMORY RECALL
NO
SYMPTOM
Flashing “-14” status code on the dash display
Circuits valid KEY
for POSSIBLE CAUSE SWITCH
Brake pot is mis-adjusted.
Traction
Controller Truck brake pads are excessively worn.
Brake switch is mis-adjusted.

P1 P2
P22
P9 P13 P8
BRAKE SW.
BRAKE POT

STATUS CODE
Battery voltage is too low or control This status code will be displayed when the battery
-15 card is mis-adjusted. volts are less than 1.95 volts per cell at initial key
switch on. See table below.
MEMORY RECALL
NO
SYMPTOM FU3
Circuits valid MINIMUM
POSSIBLE CAUSE NOMINAL
for BATTERY
LIMIT VOLTS
Discharged battery AT 1.95 VDC
Traction •= Check battery for proper open circuit voltage
VOLTAGE
PER CELL
Controller as shown in “Trouble Shooting Diagram”, 24 23.4

charge battery, if required. 36 35.1
48 46.8
Defective battery 72 70.2
•= Check each battery cell for proper voltage + P1
80 78.0
(greater than 1.95 volts at cell). Replace or
repair battery.
-
Incorrect control card adjustment.

•= Check Function 15 for proper adjustment for
NEG
battery being used. See Handset instruction

sheet for details. Adjust to proper settings.
Check “minimum” battery volts at P1 and NEG.
July 1999

STATUS CODE
Battery voltage is too high or control This status code will be displayed when the battery
-16 card is mis-adjusted. volts are greater than 2.4 volts per cell at initial key
switch on. See table below.
MEMORY RECALL
NO
SYMPTOM FU3
Circuits valid MAXIMUM
POSSIBLE CAUSE NOMINAL
for BATTERY
LIMIT VOLTS
Incorrect control card adjustment AT 2.40 VDC
Traction •= Check Function 15 for proper adjustment for
VOLTAGE
PER CELL
Controller battery in use. See Handset instructions for 24 28.8

details. Adjust to proper setting. 36 43.2
48 57.6
Battery over charged or incorrect battery used. 72 86.4
•= Check battery for proper open circuit voltage + P1
80 96.0
per table at right. If voltage is excessive, check
battery charger for proper output voltage.
-
Check “maximum” battery volts at P1 and NEG.

NEG

STATUS CODE
Brake pot is out of range. This status code will be displayed when the brake pot
-17 voltage is less than 0.5 volts or greater than 4.0 volts.
MEMORY RECALL
YES
SYMPTOM
Control will not auto regen.
Circuits valid
for POSSIBLE CAUSE P9 P13 P8
Defective brake pot.
Traction
Controller The 5V supply wire to the brake pot has become
disconnected.
The negative wire to the brake pot has become

disconnected.
The brake pot wiper connection has been lost. BRAKE POT
The control is defective.
July 1999

STATUS CODE
Battery voltage is dropping too low This status code will be displayed when the battery
-18 during motoring. volts drops below 16 volts during motoring.
MEMORY RECALL
YES
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Battery is at low state of charge.
Traction •= Charge battery.
Controller P1
Control is defective.
•= Replace control.

STATUS CODE
Accelerator volts is too high. This status code will be displayed when the
-21 accelerator voltage is greater than 4.5 volts.
MEMORY RECALL
NO
SYMPTOM
Control will not operate. PY12 PY11
Circuits valid
for POSSIBLE CAUSE P13 P9 P7 P8 P19 P12 P20 P21 P16 P23 P10 P7 P12 P13 P8 P9
Missing accelerator wiper input.
Traction •= Verify connection between P7 of both
Controller (master and slave) controls and the
accelerator wiper.
Missing accelerator negative input.

•= Verify accelerator wiring.
BRAKE POT
July 1999

STATUS CODE
Motor field current is high on start up in This status code will be displayed when the current
-23 the reverse direction. draw in the motor field is too high at start up in the
reverse direction.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Defective control.
Traction •= Replace controller unit.
Controller
NO GRAPHIC FOR THIS
STATUS CODE

STATUS CODE
Motor field current is high on start up in This status code will be displayed when the current
-24 the forward direction. draw in the motor field is too high at start up in the
forward direction.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Defective control.
Controller
NO GRAPHIC FOR THIS

STATUS CODE
July 1999

STATUS CODE
Armature current compensation This status code will be displayed when the voltage at
-25 calibration fault. P16 of the master control is less than 2.4 V or greater
than 2.6V at start up.
MEMORY RECALL
NO
SYMPTOM
Control will not operate. PY12 PY11
Circuits valid
for POSSIBLE CAUSE P13 P9 P7 P8 P19 P12 P20 P21 P16 P23 P10 P7 P12 P13 P8 P9
Missing connection between master and slave
Traction controls.
Controller •= Verify connection between P16 of the
master control and P23 of the slave control
Defective control.
BRAKE POT

STATUS CODE
Power supply is less than 10 Volts DC. This status code will be displayed when the power
-27 supply is less than 10 volts.
MEMORY RECALL
YES
SYMPTOM
Line contactor opens and closes, then can only
Circuits valid be closed by opening and closing the key KEY
for switch. FU3 SWITCH

Controller Discharged Battery
•= Check battery to insure proper state of charge.
Voltage may be dropping below 10 Volts DC
under load. +
Loose connection at P1.

•= Insure that the wire connection at P1 is tight.
-
P1 P2
Defective control. NEG
July 1999

STATUS CODE
Motor field current is too high during This status code will be displayed when the current in
-28 the run mode. the motor field is sustained above a preset limit for
longer than 70 seconds.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Continued operation of vehicle in high motor
Traction current condition.
Controller •= Operate vehicle at lower motor current
condition 70 seconds.
Function 7 is mis-adjusted to allow higher than

normal motor field current. NO GRAPHIC FOR THIS
•= Adjust function per OEM instructions.
STATUS CODE

STATUS CODE
“Slave” control has had “Master” This status code will be displayed when the control in
-30 control card type selected. the slave position has been programmed as a master.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Control installed in the slave position has been
Traction set up as a master control.
Controller •= Check Function 17 setting.
Controller unit is defective.

P1 P1 P21
MASTER SLAVE
CONTROL CONTROL
July 1999

STATUS CODE
The first byte of data sent from the This status code will be displayed when the slave
-31 master to the slave “timed out”. control is expecting to receive the first byte of data
and does not.
MEMORY RECALL
NO
SYMPTOM
Control does not operate.
Circuits valid PY11 PY12
for POSSIBLE CAUSE
Wiring has become disconnected between the PY12 PY11
Traction master and slave control.
Controller •= PY11 in the slave control is not connected.
•= PY12 in the master control is not
connected.
MASTER SLAVE
•= PY12 in the slave control is not connected. CONTROL CONTROL
connected.
Defective controller unit.


STATUS CODE
This status code is generated when This status code will be displayed when either the
-32 there is an RS232 transmission error. master or the slave control does not receive the
expected data.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Controller
NO GRAPHIC FOR THIS

STATUS CODE
July 1999

STATUS CODE
Either the master or the slave control This status code will be displayed when either the
-33 “timed out” while waiting for data after master or slave control did not receive any data.
the initial byte.
MEMORY RECALL
NO
SYMPTOM
Circuits valid PY11 PY12
for POSSIBLE CAUSE
Loss of the RS232 connection between the PY12 PY11
Traction master and slave controls.
connected.
MASTER SLAVE
•= PY12 in the slave control is not connected. CONTROL CONTROL
connected.
One control is displaying a different fault and did

not transmit data.
•= Check other control for displayed status
codes.


STATUS CODE
“Master” control has had “slave” control This status code will be displayed when the control in
-34 card type selected. the master position has been programmed as a slave.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Control installed in the master position has been
Traction set up as a slave control.
Controller •= Check Function 17 setting.
P21 in the slave control is not at battery volts

when the key switch is turned on.
•= Verify the connection between P21 and the P1 P1 P21
key switch.
MASTER SLAVE
Controller unit is defective. CONTROL CONTROL
July 1999

STATUS CODE
The first byte of data sent to the This status code will be displayed when the master
-35 “master” control has timed out. control does not receive the first byte of data when
expected.
MEMORY RECALL
NO
SYMPTOM
Control does not operate. KEY SWITCH
Circuits valid
for POSSIBLE CAUSE
Loss of the RS232 connection between the
•= PY12 in the master control is not P1 P1 P21
connected. PY11 PY12
•= PY12 in the slave control is not connected.
PY12 PY11
connected.
MASTER SLAVE
P21 in the slave control is not at battery volts CONTROL CONTROL
when the key switch is turned on.
•= Verify the connection between P21 and the
key switch.
Controller unit is defective.

Replace control.

STATUS CODE
The function setting did not transfer This status code will be displayed when the function
-36 from the master control to the slave settings of the master control do not transfer to the
control. slave control.
MEMORY RECALL
NO
SYMPTOM
Control does not operate.
Circuits valid
for POSSIBLE CAUSE
Traction •= Replace control.
Controller
NO GRAPHIC FOR THIS

STATUS CODE
July 1999

STATUS CODE
Indicates that the user needs to cycle This status code will be displayed when the user exits
-37 the key switch after exiting the handset the handset routine and the key switch is still on.
routine, if the key switch is still on.
MEMORY RECALL
NO
SYMPTOM
Controller will not operate.
Circuits valid
for POSSIBLE CAUSE
Key switch is on and the user has just exited the
Traction handset routine.
Controller •= Cycle the key switch.
NO GRAPHIC FOR THIS

STATUS CODE

STATUS CODE
A -41 status code exists in the opposite This status code will be displayed in the master
-40 control. control when the slave control is in thermal cutback,
and displayed in the slave control when the master
control is in thermal cutback.
MEMORY RECALL
NO
SYMPTOM
The controls only permit reduced truck
Circuits valid performance.
for
POSSIBLE CAUSE
Traction A -41 fault code is being displayed in the
Controller opposite control.
•= Allow the controls to cool to ambient NO GRAPHIC FOR THIS
temperature so that the status code is
resolved. STATUS CODE
•= If status code fails to disappear when both
controls return to ambient temperature, a
defective controller unit is possible.
July 1999

STATUS CODE
Open thermal protector (TP) or This status code will be displayed when the voltage at
-41 transistor over temperature. the thermal protector is too high.
MEMORY RECALL
NO
SYMPTOM
Reduced or no power to traction motor in control
Circuits valid range.
for
POSSIBLE CAUSE
Traction Control is in thermal cut-back.
Controller •= Allow control to cool, status code should
disappear. NO GRAPHIC FOR THIS
Defective control. STATUS CODE

STATUS CODE
Motor armature offset voltage is too This status code will be displayed when the voltage at
-42 high. the current sensor input is greater than 2.6 volts with
no current flowing in the motor circuit.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Defective control.
Controller
NO GRAPHIC FOR THIS

STATUS CODE
July 1999

STATUS CODE
Motor armature offset voltage is too This status code will be displayed when the voltage at
-43 low. the current sensor input is less than 2.4 volts with no
current flowing in the motor circuit.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Defective control.
Controller
NO GRAPHIC FOR THIS
STATUS CODE

STATUS CODE
Armature transistor did not turn off This status code will be displayed when, during
-44 properly. control operation, the armature transistor fails to turn
off. This will result in a PMT condition.
MEMORY RECALL
YES
SYMPTOM
Line contactor opens and closes, then can only
Circuits valid be closed by opening and closing the key
for switch. LINE FU1

FU4
Controller Defective control.
STEER PUMP
A1
+
ARM
A2
TO PUMP CONTROL
POS A1 F1
ARMATURE
FIELD
STEER PUMP
- S1 POWER CONNECTIONS
LEFT CONTROL
FIELD
POSITIVE
NEG A2 F2
S2
SP
July 1999

STATUS CODE
Armature transistor did not turn on This status code will be displayed when, during
-45 properly. control operation, the armature transistor fails to turn
on properly. This will result in a PMT condition.
MEMORY RECALL
YES
SYMPTOM
Line contactor open and close, then can only be
Circuits valid closed by opening and closing the key switch.
for LINE FU1
POSSIBLE CAUSE
Traction Defective control.
Controller •= Replace controller unit. FU4
STEER PUMP
A1
+
ARM
A2
TO PUMP CONTROL
POS A1 F1
ARMATURE
FIELD
STEER PUMP
LEFT CONTROL
FIELD
POSITIVE
NEG A2 F2
S2
SP

STATUS CODE
“Look Ahead” test for A2 volts less This status code will be displayed when the voltage at
-46 than 12% of battery volts. A2 is less than 12% of battery volts.
MEMORY RECALL
NO
SYMPTOM
Line contactor will not pick up.
Circuits valid
for LINE FU1
POSSIBLE CAUSE
Traction Check for short circuit from the motor armature
FU4
Controller to the frame of the vehicle.
Defective control.
STEER PUMP
A1
+
ARM
A2
TO PUMP CONTROL
POS A1 F1
ARMATURE
FIELD
STEER PUMP
LEFT CONTROL
FIELD
POSITIVE
NEG A2 F2
S2
SP
July 1999

STATUS CODE
Motor field current is too low during the This status code will be displayed when the current
-49 run mode. draw in the motor field is too low during the run mode.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Defective control.
Controller
NO GRAPHIC FOR THIS
STATUS CODE

STATUS CODE
Capacitor volts are low before the line This status code will be displayed during “key on”
-51 contactor closes. when the capacitor volts is less than 85% of battery
volts at initial key switch on.
MEMORY RECALL
NO
SYMPTOM
Line contactor does not close when capacitor
Circuits valid does not precharge.
for LINE FU1

FU4
Controller Defective control fuse.
•= Check control fuse for open circuit. Replace
fuse, if necessary.
Defective control.
STEER PUMP
A1
•= Replace controller unit. +
ARM
A2
TO PUMP CONTROL
POS A1 F1
ARMATURE
FIELD
STEER PUMP
LEFT CONTROL
FIELD
POSITIVE
NEG A2 F2
S2
SP
July 1999

STATUS CODE
Controller “motor current sensor” input This status code will be displayed when the voltage
-57 too low during running. input from the current sensor is too low during
running.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Defective control.
Controller
NO GRAPHIC FOR THIS

STATUS CODE

STATUS CODE
There is an open circuit in the steer This status code will be displayed when P18 does not
-63 pump contactor coil. see battery voltage while the contactor is open.
MEMORY RECALL
YES
SYMPTOM
for POSSIBLE CAUSE

Missing steer pump contactor coil wire.
Traction •= Verify steer pump contactor coil wiring.
Controller
Defective steer pump contactor coil. SP L
•= Replace steer pump contactor coil.
Defective control.
P1 P2 P18 P17
July 1999

STATUS CODE
There is an open circuit in the line This status code will be displayed when P17 does not
-64 contactor coil. see battery voltage while the contactor is open.
MEMORY RECALL
YES
SYMPTOM
for POSSIBLE CAUSE

Missing line contactor coil wire.
Traction •= Verify line contactor coil wiring.
Controller
Defective line contactor coil. SP L
•= Replace line contactor coil.
Defective control.
P1 P2 P18 P17

STATUS CODE
There is a short in either the steer This status code will be displayed when either the
-65 pump or the line contactor coil. steer pump or the line contactor coil is shorted.
MEMORY RECALL
YES
SYMPTOM
for POSSIBLE CAUSE

Shorted steer pump contactor coil.
Traction •= Verify steer pump contactor coil wiring.
Controller
Shorted line contactor coil. SP L
•= Verify line contactor coil wiring.
Defective control.
P1 P2 P18 P17
July 1999

STATUS CODE
The field current exceeds the current This status code will be displayed when the field
-66 limit of the field transistor. transistor exceeds its specific current limit.
The line contactor will drop out and the key switch will
have to be recycled to restart the control.
MEMORY RECALL
YES
SYMPTOM
Circuits valid Control will not operate
•= Line contactor opens
for
POSSIBLE CAUSE LINE FU1
Traction •=Shorted field F1 to F2
Controller •=F1 or F2 terminals shorted to battery
FU4
positive (B+)
•=F1 or F2 terminals shorted to battery
STEER PUMP
A1
negative (B-) +
ARM
A2
TO PUMP CONTROL
POS A1 F1 POS A1 F1
ARMATURE
ARMATURE
FIELD
FIELD
STEER PUMP
- S1 POWER CONNECTIONS POWER CONNECTIONS
LEFT CONTROL RIGHT CONTROL
FIELD
POSITIVE
NEG A2 F2 NEG A2 F2
S2
SP

STATUS CODE
The PMT enable signal from the slave This status code will be displayed when the voltage at
-68 control to the master control drops PL21 of the master control drops below 5V.
below 5V.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Slave control has shut down.
Traction •= Check the slave control for stored fault
Controller codes.
•= Verify the connection between P21 of the P1 P1 P21
master control and P10 of the slave control. PY11 PY12
P21 PY12 PY11 P10
MASTER SLAVE
CONTROL CONTROL
July 1999

STATUS CODE
Capacitor (1C) voltage too high. This status code will be displayed when the voltage
-76 on the capacitor goes above 96 volts during the
regenerative braking cycle.
MEMORY RECALL
YES
SYMPTOM
Line contactor opens and closes, then opens
Circuits valid and can only close by opening and closing the
for key switch. LINE FU1

Controller •= Unplugging the battery connector during FU4
regenerative braking.
•= Line contactor bouncing open during regen.
STEER PUMP
A1
•= Main power fuse opening during regen. +
ARM
•= Intermittent battery plug connection. A2
TO PUMP CONTROL
POS A1 F1
ARMATURE
FIELD
STEER PUMP
LEFT CONTROL
FIELD
POSITIVE
NEG A2 F2
S2
SP

STATUS CODE
Motor current is detected during This status code will be displayed when motoring
-77 regenerative braking. current is detected during the regenerative braking
cycle.
MEMORY RECALL
YES
SYMPTOM
Line contactor opens and closes, then opens
Circuits valid and can only close by opening and closing the
for key switch. LINE FU1

FU4
Controller Defective control.
•= Replace controller unit
STEER PUMP
A1
+
ARM
A2
TO PUMP CONTROL
POS A1 F1
ARMATURE
FIELD
STEER PUMP
LEFT CONTROL
FIELD
POSITIVE
NEG A2 F2
S2
SP
July 1999

STATUS CODE
No data is received from the opposite This status code will be displayed when no data has
-82 control when expected. been received from the opposite control in over 3
seconds.
MEMORY RECALL
NO
SYMPTOM
Control does not operate. KEY SWITCH
Circuits valid
for POSSIBLE CAUSE
Loss of the RS232 connection between the
•= PY12 in the master control is not P1 P1 P21
PY12 PY11
connected.
MASTER SLAVE
Defective controller unit. CONTROL CONTROL

STATUS CODE
A switch fault existed at the beginning This fault occurs when wither the seat switch is open,
-83 of the potentiometer auto calibration or one or both of the forward/reverse or start switches
routine. is closed when beginning the potentiometer auto
calibration routine.
MEMORY RECALL
NO
SYMPTOM
“-83” status code appears on the dash display.
for POSSIBLE CAUSE

The seat switch is open.
SEAT SWITCH
FORWARD SW.
Traction
REVERSE SW.
START SW.
•= Close the seat switch and repeat the auto

L
Controller calibration routine.
The start switch is closed.

•= Open the start switch and repeat the auto
The forward switch is closed.

•= Open the forward switch and repeat the auto
The reverse switch is closed.

•= Open the reverse switch and repeat the auto P1 P17 P2 P6 P3 P4 P5
July 1999

STATUS CODE
A “time out” fault occurred in the This status code will be displayed when either control
-84 potentiometer auto calibration routine. does not receive RS232 data from the opposite
control during the potentiometer auto calibration
routine.
MEMORY RECALL
NO
SYMPTOM
“-84” status code appears on the dash display. KEY SWITCH
Circuits valid Operator is unable to proceed through the auto
for calibration routine.

Controller Loss of the RS232 connection between the
master and slave controls. P1 P1 P21
PY11 PY12
•= PY11 in the master control is not MASTER SLAVE
connected. CONTROL CONTROL


STATUS CODE
Faulty data has been transmitted This status code will be displayed when either control
-85 during the potentiometer auto receives faulty data during the potentiometer auto
calibration routine. calibration routine.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Traction •= Replace control.
Controller
NO GRAPHIC FOR THIS
STATUS CODE
July 1999

STATUS CODE
The control cannot complete the This status code will be displayed when any of the
-86 potentiometer auto calibration routine potentiometer values do not meet the criteria outlined
due to potentiometer settings which are below during the potentiometer auto calibration
out of range. routine.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Accelerator, steer angle or brake pots require
Traction external adjustment.
Controller
Accelerator, steer angle or brake pots are NO GRAPHIC FOR THIS
currently set out of the range identified below.
STATUS CODE
Accelerator •= Wiper voltage is greater than

Pot 4.5 volts
•= Span voltage is less than 2.6
volts
Steer Angle •= Wheel must be straight
Pot •= Wiper voltage cannot be
between 1.90 and 2.40 volts
Brake Pot •= Low brake pot wiper value of
less than 0.75 volts

STATUS CODE
Controls are going through the start up This status code will be displayed when the key
-99 sequence. switch is initially turned on.
MEMORY RECALL
NO
SYMPTOM
Circuits valid
for POSSIBLE CAUSE
Controls are going through the start up
Traction sequence.
Controller •= Wait until controls complete start up
sequence. NO GRAPHIC FOR THIS
STATUS CODE
July 1999

STATUS CODE
Both controls will display status codes This status code will be displayed in both the master
-2XX in the -2xx series, i.e. -201 to -299, and the slave controls, indicating a fault has occurred
indicating a status code mismatch. in the slave control only.
MEMORY RECALL
NO
SYMPTOM
Example:
Circuits valid Control will not operate.
for POSSIBLE CAUSE
Both controls exhibit a -201 status code. The fault, as
Traction defined by status code -01 (missing seat switch or
Slave control has experienced a fault,
Controller deadman switch signal), has occurred only with the
while the master control attempts to
slave control. However, neither control will operate,
operate normally.
and both will continue to indicate the -201 status
•= Resolve the corresponding fault
code, until the slave control fault has been cleared.
indicated by the last two digits of
the status code which has
occurred in the slave control.

STATUS CODE
Both controls will display status codes This status code will be displayed in both the master
-3XX in the -3xx series, i.e. -301 to -399, and the slave controls, indicating a fault has occurred
indicating a status code mismatch. in the master control only.
MEMORY RECALL
NO
SYMPTOM
Example:
Circuits valid Control will not operate.
for POSSIBLE CAUSE
Both controls exhibit a -301 status code. The fault, as
Traction defined by status code -01 (missing seat switch or
Master control has experienced a fault,
Controller deadman switch signal), has occurred only with the
while the slave control attempts to
master control. However, neither control will operate,
operate normally.
and, both will indicate the -301 status code, until the
•= Resolve the corresponding fault
master control fault has been cleared.
indicated by the last two digits of
the status code which has
occurred in the master control.
July 1999
ADJUSTABLE FEATURES
SX TRANSISTOR CONTROLS Page 45
Section 5.0 SX FAMILY GE HANDSET INSTRUCTIONS

START-UP DISPLAY SEQUENCE
Section 5.1 General Features
The GE Handset is a multi-functional tool to be used with Key Switch On

the LX, ZX, and SX Series GE solid-state controls. The
Handset consists of a Light Emitting Diode (LED) display
Verify Each LED Segment
and a keyboard for data entry. Note: A different handset
8888
cord is required for use with SX controls than that used
with LX and ZX controls.
Section 5.2 Purpose / Setup Functions Maintenance Code

Is Not Active
The purpose of the Handset is to allow authorized
personnel to perform the following functions of the SX
family of Controls: BDI Display or
Diagnostics Override
•=Monitor existing system fault codes Blank Display
With Fault
•=Monitor intermittent random fault codes (no BDI used)
•=Monitor battery state of charge on systems with BDI
•=Monitor hourmeter reading
•=Monitor or adjust the following control functions:
•=Creep speed Run Mode
•=Armature Controlled Acceleration and 1A Time
•=Regenerative Braking Current Limit and Disable
•=Armature and Field Current Limit
•=Plugging Distance (Current) BDI Display or
•=Pedal Position Plug Range or Disable Blank Display
With Fault
•=1A Drop Out Current or Disable (no BDI used)
•=Speed Limit Points
•=Truck Management Fault Speed Limit Key Switch
•=Internal Resistance Compensation for Battery Off
State of Charge Indication
•=Battery Voltage (36/48 volts is auto ranging)
Display Traction Hourmeter
•=Selection of Card Operation Type. For Four Seconds
Warning: Before connecting or disconnecting the Handset

tool, turn off the key switch, unplug the battery and jack Display Pump Hourmeter
up the drive wheels of the vehicle. For Four Seconds
At the transistor control traction card, unplug the "Y plug" if

the dash display is in use, and plug in the Handset to the
plug location "Y" on the control card. After installing the
Warning: Before making any adjustments to the control,
Handset tool, plug the battery in and turn the key switch on.
you must consult the operating and maintenance
The chart at the right details the start-up display sequence
instructions supplied by the vehicle manufacturer. Failure
that will occur.
to follow proper set up instructions could result in mis-
operation or damage to the control system.
Note: The dash display must be disconnected Section 5.3 Setup Function Procedures
when the Handset is plugged in, or the control
power supply will be overloaded. With the Handset connected, hold down the CONT key and
turn on the key switch. This will place you in the setup
mode, ready to monitor or adjust control function settings.
NOTE: The term “Push” means to depress key for

approximately one second.
July 1999
ADJUSTABLE FEATURES
Section 5.3.1 Setup Mode

ACCESSING STORED STATUS CODES
WITH GE HANDSET
SET-UP MODE
DISPLAY Key Switch Off
ACTION SHOWS
REMARKS
Hold Down CONT Segment Check
And Turn On Key 8888 Displayed
Push ESC and CONT
At The Same Time
Selected Function No.

Push Function Number U005 Is Displayed
Release ESC and CONT
Key
After One Second Stored Value For The

Time Delay 085 Function Is Displayed Status Code Displayed
Display Value
Push CONT 085 Will Blink Push CONT Key
Change Value with Value Changes Displays Battery

Adjustment Knob 125 While Blinking State-Of-Charge When
Fault Occurred
New Value Stored And
Push STORE 125 Blinking Stops
Push CONT Key
Segment Check
Push ESC 8888 Displayed Display Hourmeter Reading
Push CONT Key
When Fault Occurred
At this point, another function can be monitored/changed

by pushing another function number, or the vehicle can be Push CONT Key
placed in the run mode by holding the ESC key down for
one second or longer. The display will return to either the
diagnostics mode, the BDI display, or a blank display (if
BDI is not used and there are no fault codes). The vehicle
Section 5.3.3 SX Family Handset, Plug
can now be operated with the Handset connected or the
Connections and Outline Drawing
Handset can be disconnected before operation.
NOTE: You can return to the segment check mode at any

time, by holding down the ESC key until 8888 appears in
the display.
Section 5.3.2 Status Code Scrolling
The SX family of controllers furnishes a function register

that contains the last 16 “stored status codes” that shut
down vehicle operation (a PMT type fault that is reset by
cycling the key switch) and the battery state of charge “Y“ Plug
reading at the time the fault occurred. The first of the 16
status codes will be overwritten each time a new status Handset Cable Part Number - 325B1002G1 (12 pin plug)
code occurs. This stored status code register can be Handset Part Number - IC3645LXHS1EC2 (12 pin plug)
cleared from memory by using the Handset. (includes handset, cable and case)
July 1999
ADJUSTABLE FEATURES
LX g
HANDSET Important Note: The function is used to optimize motor and
control performance and this setting will be determined by
EVC
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.
FUNCTION 3 NOT APPLICABLE
This function is not applicable to this type of control and

should not be adjusted.
CONT STORE
FUNCTION 4 ARMATURE CURRENT LIMIT
(Push 4)
1 2 3 4 This function allows for the adjustment of the armature

+ + current limit of the control. The armature current limit at
50% on time is defined by the following equation, where the
5 6 7 8 maximum function value is 255 and the minimum function
value is 0:
9 10 11 12 IA = 418 - [(255-function value)/8] x 6.5
13 14 15 ESC Note, the controller always rounds decimal answers down

to the nearest integer during these division calculations.
AMPS ARMATURE CURRENT LIMIT CURVE

500
MAXIMUM
Section 5.4 Setup Functions for Traction Controller 400
FUNCTION 1 MODE SELECT 300
(Push 1) MINIMUM
200
Available mode selections are defined in the following

100
table:
Mode Handset Setting
1 0 to 63 0 10 20 30 40 50 60 70 80 90 100
2 64 to 127 % ON TIME
3 128 to 255
FUNCTION 2 CREEP SPEED FUNCTION 5 PLUGGING CURRENT LIMIT

( Push 2 ) (Push 5)
This function allows for the adjustment of the creep speed This function allows for the adjustment of the plugging
of the vehicle. Creep speed can be adjusted when an distance of the vehicle. The larger the current setting, the
accelerator input voltage between 3.9 and 3.3 volts or an shorter the stopping distance. The correlation between the
accelerator ohm input between 6.0 K and 4.0K ohms is function setting and the actual plug current limit is
provided. For ease of handset adjustment, every eight set expressed by the following equation:
points increases the percent on time by 0.2%. Note, the Ip = [(Function value/4) + 8 ] x 6.5
controller always rounds decimal answers down to the
nearest integer during these division calculations. Range 117 to 400 amps
Set 41 to 216
Range 2% to 15% on time Example: Setting of 50 = 130 amps
Set 0 to 255
Resolution 0.2% per eight set units Note, the controller always rounds decimal answers down
Example: Setting of 20 = 0.4% on time to the nearest integer during these division calculations.
July 1999
ADJUSTABLE FEATURES
FUNCTION 6 NOT APPLICABLE Example Setting of 75 = 73.5% of battery

volts
This function is not applicable to this control type and
should not be adjusted. FUNCTION 13 NOT APPLICABLE
FUNCTION 7 NOT APPLICABLE This function is not applicable to this control type and
should not be adjusted.
This function is not applicable to this control type and
should not be adjusted. FUNCTION 14 INTERNAL RESISTANCE
COMPENSATION
FUNCTION 8 NOT APPLICABLE ( Push 14 )
This function is not applicable to this control type and This function is used when the Battery Discharge Indicator
should not be adjusted. is present. Adjustment of this function will improve the
accuracy of the BDI. In order to determine this setting, the
FUNCTION 9 NOT APPLICABLE voltage drop of the battery under load must first be
calculated by the following method:
This function is not applicable to this control type and 1. Record open circuit voltage (Vo) by measuring the
should not be adjusted. voltage at the control positive and negative power
terminals.
FUNCTION 10 ARMATURE CURRENT RAMP DOWN RATE 2. Load the battery to 100 amps in 1A and record the
voltage (VL) at the control positive and negative power
This function is allows for the adjustment of the length of terminals.
time required to ramp armature current to zero when 3. Calculate voltage drop (VDrop) as follows:
transitioning from motoring to some other state of VDrop = VO - VL
operation. 4. Use the table below to determine the appropriate setting
using the calculated VDrop as a reference.
FUNCTION 11 TURN ANGLE POT SPEED LIMIT
(Push 11) INTERNAL RESISTANCE COMPENSATION
TABLE
This function allows for the adjustment of the vehicle speed Setting VDrop Setting VDrop
during a 90o turn, per the curves below: 2 11.44 17 1.34
3 7.60 18 1.27
SPEED LIMIT CURVES vs. SL1 SETTINGS
4 5.72 19 1.20
100%
5 4.57 20 1.14
6 3.81 21 1.09
7 3.27 22 1.04
% ON TIME
SETTING LESS THAN OR EQUAL

8 2.86 23 0.99
60% TO 111 9 2.54 24 0.95
49%
SETTING FROM 112 TO 123 10 2.28 25 0.91
SETTING GREATER THAN OR
EQUAL TO 124 11 2.08 26 0.88
38%
12 1.90 27 0.85
13 1.76 28 0.82
2.15 1.95 1.75 1.50 1.00 0.90 TURN ANGLE POT VOLTS
14 1.63 29 0.79
CENTER 12.5O 25O 41O 72O 78.5O TURN ANGLE POT DEGREES 15 1.52 30 0.76
16 1.43 31 0.74
FUNCTION 12 “TOP SPEED” SPEED LIMIT
(Push 12) FUNCTION 15 NOT APPLICABLE
This function allows for the adjustment of the top speed This function is not applicable to this control type and
motor volts as a percentage of battery volts should not be adjusted.
Range 100% to 0% of battery volts

Setting 45 to 180
Resolution 0.7% per set unit
July 1999
ADJUSTABLE FEATURES

The following functions have function numbers larger than the
numbers on the Handset keyboard. To access these functions, This function is not applicable to this control type and
push the CONT key and the number shown in the instructions should not be adjusted.
at the same time. THE SEAT SWITCH MUST BE OPEN.
FUNCTION 21 AUTO REGEN CURRENT LIMIT
FUNCTION 16 BDI FLASH LEVEL (Push CONT 6)
( Push CONT 1 )
This function allows for the adjustment of the regen braking
This function allow s for the adjustment of the percent of current limit when the brake pot is fully depressed. The
battery charge point at which the dash display begins to correlation between the function setting and the regen
flash. At 11% below the setting point of this function, the braking current limit is expressed by the following equation:
lift function will be cut off. If the setting is 10 or lower, the
lift will not be cut off. IR = [[function setting/4] x 6.5]
Range 90% to 0% Range 52 to 409 amps

Setting 90 to 0 Set 32 to 255
Resolution 1% per set unit Example: Setting of 100 = 162 amps
Example Setting of 20 = 20%
Note, the controller always rounds decimal answers down
FUNCTION 17 CARD TYPE SELECTION to the nearest integer during these division calculations.
( Push CONT 2 )
FUNCTION 22 AUTO CALIBRATION OF POTS
This function allows for the selection of the card type used (Push CONT 7)
for your vehicle’s application, i.e. a master control (left) or
a slave (right) control. The table below shows the setting This function allows for autocalibration of the accelerator,
to select card application type, depending on which control brake and steer angle potentiometers. For detailed
card is used. Note that the right (slave) control for a dual procedure, refer to Section 8.
motor proportioning system will be set differently than the
left (master) control. FUNCTION 23 NOT APPLICABLE
Functions Setting This function is not applicable to this control type and
Master (left) 0 to 63 should not be adjusted.
Slave (right) 64 to 255
Warning: These settings must be changed by authorized
personnel only, following instructions supplied by the This function is not applicable to this control type and
vehicle manufacturer. should not be adjusted.
FUNCTION 18 SEAT TIMER FUNCTION 25 MONITOR

( Push CONT 3 ) ( Push CONT 10)
This function allows for the adjustment of the time This function allows the monitoring of certain control
allowable for the seat switch to be open before the control functions by looking directly at the RAM of the
opens the line and steer pump contactors. microprocessor. Because absolute memory locations need
to be known, this function should not be used without
Range 0 to 64 seconds detailed instructions from the GE application engineer.
Setting 0 to 128
Resolution 0.5 seconds per set unit To ensure optimum operation of the control, this function
Example Setting of 20 = 10 seconds must be left with zero stored in this register.
FUNCTION 19 NOT APPLICABLE FUNCTION 26 NOT APPLICABLE
This function is not applicable to this control type and This function is not applicable to this control type and
should not be adjusted. should not be adjusted.
July 1999
ADJUSTABLE FEATURES
FUNCTION 28 STORED STATUS CODE COUNT This C/A TIME takes effect when the Mode 1 settings are
POINTER called for by Function 1.
( Push CONT 13)
FUNCTION 49 MODE 1 FIELD WEAKENING START
This register contains the location of the last stored status (Push CONT 2)
code recorded of the 16 stored status codes. These stored
status codes have caused a PMT controller shutdown This function allows for setting the armature current at
and/or disruption of normal vehicle operation. which minimum field current will be achieved.
To determine which stored status code was the last one Range 0 to 414 amps
recorded, read the number stored in Function 28. Using the Setting 0 to 255
Memory Map for your logic card, match the "stored status Resolution 1.625 per set unit
code pointer number" [the number shown in (bold italics) Example Setting of 20 = 32.5 amps
in the HS (Handset) number column] on the memory map,
with the number obtained from Function 28. This will be the This FIELD WEAKENING START takes effect when the
last stored status code recorded. Mode 1 settings are called for by Function 1.
Note: When scrolling through the stored status code FUNCTION 50 MODE 1 MINIMUM FIELD CURRENT
register, the register always starts at status code 1 and (Push CONT 3)
scrolls to status code 16. Instructions for scrolling the
register are in section 5.3.2 of this instruction booklet. This function allows the adjustment of the field weakening
level in order to set the top speed of the motor.
USER SELECTABLE MODES Resolution Example

Min Max Set Per Unit Value If set at 71
The following functions (Functions 48 through 62) are 0 40 51 to 255 0.185 amps 3.7 amps
mode settings that are activated by Function 1. Each
function must be set using the logic table shown below. This MINIMUM FIELD CURRENT takes effect when the
Mode 1 settings are called for by Function 1.
Mode Handset Setting
1 0 to 63 FUNCTION 51 MODE 1 RATIO
2 64 to 127 (Push CONT 4)
3 128 to 255
This function sets the ratio between armature and field
current when transitioning from minimum field to maximum
Note: The following functions have function numbers field current. The setting represents the quantity of field
larger than the numbers on the Handset keyboard. To current changed for each 1 amp of armature current
access these functions, push the CONT key and the changed.
number shown in the following instructions at the same
time. The seat switch must be closed. Max Max Resolution Example
Setting Change Set Per Unit Value If Set at 5
FUNCTION 48 MODE 1 - ARMATURE 255 .45 0 to 255 0.00175 0.0071 amps
CONTROLLED ACCELERATION
(Push CONT 1) This RATIO takes effect when the Mode 1 settings are
called for by Function 1.
This function allows for the adjustment of the rate of time it
takes for the control to accelerate to 100% applied battery FUNCTION 52 MODE 1 REGEN ARMATURE CURRENT
voltage to the motor on hard acceleration. The 1A contactor
LIMIT
will automatically close 0.2 seconds after the controlled
(Push CONT 5)
acceleration stops and the accelerator input is less than 0.5
volts or less than 200 ohms.
This function allows for the adjustment of the regen braking
current limit of the control. The correlation between the
Range 0.1 to 22.0 seconds
function setting and the regen braking current is expressed
Set 0 to 255
by the following equation:
Resolution 0.084 seconds per set unit
Example Setting of 20 = 1.78 seconds C/A
IR = [[function setting/4] x 6.5]
and 1.98 seconds 1A time
July 1999
ADJUSTABLE FEATURES
Range 52 to 364 amps This FIELD WEAKENING START takes effect when the
Set 32 to 224 Mode 3 settings are called for by Function 1.
Example: Setting of 50 = 78 amps
FUNCTION 60 MODE 3 MINIMUM FIELD
FUNCTION 53 MODE 2 CONTROLLED ACCELERATION (Push CONT 13)
(Push CONT 6)
Same as Function 50
Same as Function 48. .
This MINIMUM FIELD takes effect when the Mode 3
This CONTROLLED ACCELERATION takes effect when the settings are called for by Function 1.
FUNCTION 61 MODE 3 RATIO
FUNCTION 54 MODE 2 FIELD WEAKENING START (Push CONT 14)
(Push CONT 7)
Same as Function 51.
This RATIO takes effect when the Mode 3 settings are
This FIELD WEAKENING START takes effect when the called for by Function 1.
FUNCTION 62 MODE 3 REGEN CURRENT LIMIT
FUNCTION 55 MODE 2 MINIMUM FIELD CURRENT (Push CONT 15)
(Push CONT 8)
This REGEN CURRENT LIMIT takes effect when the Mode 3
This MINIMUM FIELD CURRENT takes effect when the settings are called for by Function 1.
FUNCTION 56 MODE 2 RATIO

(Push CONT 9)
This RATIO takes effect when the Mode 2 settings are

called for by the Function 1.
FUNCTION 57 MODE 2 REGEN ARMATURE CURRENT

LIMIT
(Push CONT 10)
This REGEN ARMATURE CURRENT LIMIT takes effect when

the Mode 2 settings are called for by Function 1.
FUNCTION 58 MODE 3 CONTROL ACCELERATION

(Push CONT 11)
This CONTROL ACCELERATION takes effect when the Mode

3 settings are called for by Function 1.
FUNCTION 59 MODE 3 FIELD WEAKENING START

(Push CONT 12)

July 1999
ADJUSTABLE FEATURES
Section 5.5 Summary of Current Limit Adjustments
The " maximum field current"

setting is set at 38 amps. This
function, along with the "maximum
armature current" (Function 4),
sets the maximum torque of the
motor.
MAXIMUM
The " ratio" setting is adjusted by Functions

51, 56 and 61. This function sets the ratio
between armature and field current when
transitioning from minimum field to maximum
field current. Setting is the value of field
current changed for each 100 amps of
armature current changed.
FIELD CURRENT
The " minimum field

current" setting is
adjusted by Functions 50,
55 and 60. The function
sets the top speed of the
motor.
The " field weakening start "

setting is adjusted by Functions 49,
54 and 59. This function sets the
armature current at which minimum
field current will achieved .
ZERO
ARMATURE CURRENT MAXIMUM
ZERO
The "full load transition point"

is calculated by the control. This
function sets the maximum field
current transition point at
approximately 300 amps.
The " maximum armature

current" setting is adjusted by
Function 4. The function along
with the "maximum field
current" (Function 8) sets the
maximum torque of the motor.
July 1999
Section 6.0 DASH DISPLAYS Section 6.2.3 Connector Reference Numbers

AMP#102241-3 Dash Display mating plug
Section 6.1 Application AMP#1-87195-8 Dash Display mating pin
44A723596-G09 Dash Display plug kit
The SX family Standard and Interactive Dash Displays AMP#175965-2 "Y" Plug
allow the operator and maintenance personnel easy AMP#175180-1 "Y" Plug receptacle
access to truck operation information and real-time system
diagnostics of the controller, motor and various Section 6.3 Start-Up Display Sequence
accessories. Hourmeter readings, battery discharge
information, maintenance information and system status START-UP DISPLAY SEQUENCE
codes are clearly displayed during startup and running
modes. Shielded cable connections are made to the Dash
Display by means of five (5) 22-gage wires to the “Y” Plug Key Switch On
of the traction and hydraulic pump controls.
Verify Each LED Segment
Section 6.2 Standard Dash Displays
8888
Maintenance Code
Is Not Active
g GE Electric Vehicle
Motors & Controls
BDI Display or
Blank Display
(no BDI used)
With Fault
+ -
Run Mode
BDI Display or
The GE Standard Dash Display is a four segment Light Blank Display
With Fault
Emitting Diode (LED) instrument that displays the GE LX, ZX, (no BDI used)
and SX Status Codes, Hourmeter Readings, Battery
Discharge Indication, and Maintenance Required Code. Key Switch
The four LED's above the symbols indicate the active Off
readout mode.
Section 6.2.1 Connections Display Traction Hourmeter

Connections are made to the Dash Display with five (5) 22- For Four Seconds
gage wires to Plug "Y" of each control. Shielded cable is
required to eliminate signal interference. Display Pump Hourmeter
For Four Seconds
Section 6.2.2 Part Number
IC3645LXTDD T 3
T=Traction Only
P=Traction & Pump
3=Round Face with four

display symbols
For Custom Dash Displays,

contact your vehicleOEM.
July 1999
Section 6.4 Outline Drawings
g GE Electric Vehicle
Motors & Controls
+ -
0.41
(10.4)
3.20 (81.3)
CONNECTOR OMITTED
IF NOT REQUIRED
PUMP
2.45 (62.2)
2.00 (50.8)
0.19 TRACTION
(4.8)
PY3
PY4
PY2
PY1
PUMP
1 2 3 4 5
Wiring connections to
BACK VIEW OF DISPLAY "Y" plugs of Traction
and Pump controls.
5 4 3 2 1
TRACTION
PY3
PY4
PY2
PY1
PY5
July 1999
TURN ANGLE POTENTIOMETER INSTALLATION
Section 7.0 TURN ANGLE POTENTIOMETER INSTALLATION
Section 7.1 General
The potentiometer used for the turn angle must be a 270 degree rotation device that is attached to the steer wheel in a manner to
cause a 1:1 rotation ratio between the two devices. Any ohm value potentiometer can be used, but it is suggested that it be at
least 2KW or above, to keep the wattage of the potentiometer to a minimum. The turn angle potentiometer provides a voltage
divider circuit that allows the left and right motor controller to determine the turn angle of the rear steer wheel of the vehicle.
The potentiometer is connected to the two controls as show in Figure 1. After the potentiometer is installed on the vehicle, it will
need to be adjusted to insure proper operation of the vehicle.
Section of Left Motor Control
(Master)
Section of Right Motor Control
(Slave) OPERATION:
P19 P12 P20 P12
To insure proper operation, the input voltage at P12 on both the left and right
controls must coincide with the turn angle of the steer wheel. When the steer
Turn Angle Input
4.3V Supply
Supply Neg
Turn Angle Input
wheel is straight ahead ( Zero Degree Turn Angle), the input voltage at each
control should be 2.15 volts. As the vehicle turns left, this input voltage will
decrease, as the vehicle turns right, the input voltage will increase. The graph
in Figure 2 outlines the input voltages, the actions of the controls and the
270 Degree
Potentiometer corresponding turn angles of the steer wheel. A complete listing of input
voltages, steer angles and control actions can be found in Section 7.2 - 270
Degree Potentiometer Input. As an example of control operation as
Figure 1
compared to the input voltage, the following series of events takes place in a
left turn from the zero to 90 degree steer wheel position. In the first 16 o of
travel ( 2.15 to 1.90 volts), there is no change to inside wheel speed. Between 16o (1.90V) and 78o (0.91V), the inside motor will
reduce its speed linearly from 100% on-time to the value set by Function 11. The inside wheel will reduce its speed
proportionally to the outside wheel speed, between 16o (1.90V) to 66o (1.10V). At an angle greater than 71o , the inside wheel
reverses and operates at the speed indicated by the setting of Function 11.
SETUP:
Before any adjustments are done. Jack up the drive wheels.
Install the potentiometer on the vehicle steer wheel in such a way to allow adjustment of the shaft with the potentiometer and
connected to both the left and right controls. Setup of the turn angle pot can be done in several ways, detailed below.
Volt Meter Method

Attach a volt meter, positive lead to P12 and negative lead to P20 of the control. Insure that the vehicle steering wheel is turned
so that the wheels are pointed straight ahead (and the steer angle pot is at the zero degree angle). Connect the battery and
adjust the potentiometer until the voltage between P12 and P20 is 2.15 volts. Complete the auto calibration routine for the steer
angle potentiometer as outlined in Section 8 of this manual.
July 1999
Section 7.2 270 Degree Potentiometer Input
270 DEGREE POTENTIOMETER FOR STEER ANGLE INPUT
4.30V
Over Travel
3.52V
Reverse Direction
and Re-Accelerate
3.28V
3.20V
Proportionally
Reduces The
Speed of the Right
Motor As Steer
Angle Increases
2.40V
No Speed Change
2.15V
No Speed Change
1.90V
Proportionally
Reduces The
Speed of the Left
Motor As Steer
Angle Increases
1.10V
1.02V
Reverse Direction
and Re-Accelerate
0.78V
Over Travel
0.00V
86o
71o
66o
16o
16o
66o
71o
85o
0o
LEFT TURN RIGHT TURN
Figure 2
July 1999
Section 7.3 Turn Angle Input Volts vs. Steer Wheel Degrees vs. Handset Readings
270 Degree Potentiometer 270 Degree Potentiometer
Left Right Left Right
Volts Deg HS Volts Deg HS Actions Volts Deg HS Volts Deg HS Actions
2.15 Ctr 110 2.15 Ctr 110 No Change 1.42 46 72 2.88 46 147 Proportional Reduce
2.13 1 109 2.17 1 110 No Change 1.40 47 71 2.90 47 148 Proportional Reduce
1.90 16 97 2.40 16 123 Proportional Reduce 1.16 62 59 3.14 62 160 Proportional Reduce
1.83 20 93 2.47 20 126 Proportional Reduce 1.10 66 56 3.20 66 163 Creep Speed
1.82 21 93 2.48 21 127 Proportional Reduce 1.08 67 55 3.22 67 164 Zero Speed
1.75 25 89 2.55 25 130 Proportional Reduce 1.02 71 52 3.28 71 167 Reverse
1.50 41 76 2.80 41 143 Proportional Reduce 0.76 87 39 3.54 87 180 Over Travel
1.43 45 73 2.87 45 146 Proportional Reduce
July 1999
SECTION 8.0 AUTOCALIBRATION OF ACCELERATOR, mode. Cycle the key switch on and off to store the function
BRAKE AND STEER ANGLE POTENTIOMETERS setting.
Section 8.0 General When returning the key switch to the “ON” position, make
sure that the forward, reverse and start switches are open,
If Function 22 is set to a value of 250 or greater, the control and that the seat switch is closed. If one of these
will auto calibrate the accelerator, brake and steer angle conditions is not met, a “-83” status code will appear on
potentiometers in succession. Individual auto calibration the dash display. Once all of the above conditions have
routines are detailed below. been met, four “U” ’s will appear on the dash display:
Section 8.1 Calibration of the Accelerator Potentiometer UUUU

When calibrating the accelerator pot, program Function 22 When the four “U” ’s are displayed, close the forward
to a value between 15 and 20, and then exit programming directional switch, with the steering wheel positioned to
mode. Cycle the key switch on and off to store the function keep the wheels straight ahead. The dash display should
setting. show three “U” ’s:
When returning the key switch to the “ON” position, make UUU
sure that the forward, reverse and start switches are open,
and that the seat switch is closed. If one of these Return the forward switch to the open position, and the
conditions is not met, a “-83” status code will appear on dash display should show two “U” ’s:
the dash display. Once all of the above conditions have
been met, four “A” ’s will appear on the dash display:
UU
AAAA Close the forward switch again. Only one “U” should be
displayed:
When the four “A” ’s are displayed, close the forward
directional switch, with the accelerator pedal fully
released. The dash display should show three “A” ’s:
U
Reopen the forward switch. The truck will either return to a
AAA normal operating state or a “-86” status code will appear
on the dash display. If the “-86” code appears, either the
Return the forward switch to the open position, and the center position for the steer angle pot is less than 1.90 volts
dash display should show two “A” ’s: or greater than 2.40 volts. Either condition requires
external adjustment to the steer angle pot prior to repeating
AA the process above.
Fully depress the accelerator pedal and close the forward Section 8.3 Calibration of the Brake Potentiometer
switch. Only one “A” should be displayed:
When calibrating the brake pot, program Function 22 to a
A value between 40 and 45, and then exit programming mode.
Cycle the key switch on and off to store the function
Reopen the forward switch. The truck will either return to a setting.
normal operating state or a “-86” status code will appear
on the dash display. If the “-86” code appears, either the When returning the key switch to the “ON” position, make
full accelerator pedal voltage was greater than 4.5 volts, or sure that the forward, reverse and start switches are open,
the voltage span from no pedal depression to full pedal and that the seat switch is closed. If one of these
depression was less than 2.6 volts. Either condition conditions is not met, a “-83” status code will appear on
requires external adjustment to the accelerator pot prior to the dash display. Once all of the above conditions have
repeating the process above. been met, four “-“ ’s will appear on the dash display:
Section 8.2 Calibration of the Steer Angle Potentiometer ----

When calibrating the steer angle pot, program Function 22 When the four “-“ ’s are displayed, close the forward
to a value between 30 and 35, and then exit programming directional switch, with the brake pedal fully released. The
dash display should show three”-“ ’s:
July 1999
---
Return the forward switch to the open position, and the
dash display should show two “-“ ’s:
--
Close the forward switch again while fully depressing the
brake pedal. Only one “-“ should be displayed:
-
Reopen the forward switch. The truck will either return to a
normal operating state or a “-86” status code will appear
on the dash display. If the “-86” code appears, the span
voltage from minimum brake pedal displacement to full
brake pedal displacement in less than 1 volt. This
condition requires external adjustment to the brake pot
prior to repeating the process above.
July 1999
RS-232 MEMORY MAP TABLES
SECTION 9.0 MEMORY MAPS
Section 9.1 Typical Memory Map for Dual Motor Proportioning Controls
E2 Func No. HS Traction Control Access By Restrictions
No. Function
0 1 1 Mode Select HS or PC None
1 2 2 Creep Speed HS or PC None
2 3 3 Not Applicable HS or PC None
3 4 4 Armature Current Limit HS or PC None
4 5 5 Plugging Current Limit HS or PC None
9 10 10 Armature Current Ramp Down Rate HS or PC None
10 11 11 Turn Angle Pot Speed Limit HS or PC None
11 12 12 “Top Speed” Speed Limit HS or PC None
13 14 14 Internal Resistance Compensation HS or PC None
15 16 16 BDI Flash Level HS or PC None
16 17 17 Card Type Selection HS or PC None
17 18 18 Seat Timer HS or PC None
20 21 21 Auto Regen Current Limit HS or PC None
21 22 22 Autocalibration of Pots HS or PC For DD on power up
24 25 25 Monitor HS or PC GE Temporary Storage
25 26 26 Not Applicable HS or PC GE Temporary Storage
26 27 27 Not Applicable HS or PC GE Temporary Storage
27 28 28 Stored Status Code Count Pointer HS or PC None
28 29 29 Hours HS or PC None
29 30 30 Hours HS or PC None
30 31 Brake Pot Low Point PC Only None
31 32 Brake Pot High Point PC Only None
32 33 (18) Not Applicable PC Only Reset to Zero Only
33 34 Not Applicable PC Only Reset to Zero Only
July 1999

No. Function
73 ; 74 Not Applicable PC Only Reset to Zero Only
79 80 . Not Applicable PC Only Reset to Zero Only
July 1999

No. Function
96 97 48 Mode 1 Control Acceleration HS or PC None
97 98 49 Mode 1 Field Weakening Start HS or PC None
98 99 50 Mode 1 Minimum Field HS or PC None
99 100 51 Mode 1 Ratio HS or PC None
100 101 52 Mode 1 Regen Current Limit HS or PC None
111 112 63 Brake Fault Multiplier PC Only None
112 113 Not Applicable PC Only OEM Read Only
116 117 GE Use PC Only OEM Read Only
120 121 Control Acceleration Clamp PC Only None
121 122 FW Start Clamp PC Only None
122 123 Minimum Field Clamp PC Only None
123 124 Ratio Clamp PC Only None
124 125 Regen C/L Clamp PC Only None
125 126 Turn Pot Offset PC Only None
126 127 Re-scaled All Slope PC Only None
127 128 Re-scaled All Y-Int PC Only None
Numbers in (bold italics) are Stored Status Code pointers.
July 1999

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INSTALLATION AND OPERATION

SX TRANSISTOR CONTROL Page 1

SEPARATELY EXCITED (SX) TRANSISTORIZED DUAL MOTOR CONTROLLERS

Copyright by General Electric Company July 1999

Section 1.0 INTRODUCTION .......................................................................................................... 4

1.1 Motor Characteristics.................................................................................. 4

Section 2.0 FEATURES OF SX FAMILY OF MOTOR CONTROLLERS .............................................. 5

Table of Contents ( Continued )

2.1.6 Steer Pump Contactor Time Delay ........................................................ 7

Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS......................... 10

3.1 Ordering Information for Separately Excited Controls............................................ 10

Section 4.0 TROUBLESHOOTING AND DIAGNOSTIC STATUS CODES ........................................... 14

4.1 General Maintenance Instructions ............................................................................ 14

Section 5.0 SX FAMILY - GE HANDSET INSTRUCTIONS ................................................................ 45

5.1 General Features ............................................................................................. 45

Table of Contents ( Continued )

5.3.2 Status Code Scrolling.................................. ............................................... 46

Section 6.0 DISPLAYS................................................................................................................... 53

6.1 Application ............................................. .......................................................... 53

Section 7.0 TURN ANGLE POTENTIOMETER INSTALLATION......................................................... 55

Section 9.0 MEMORY MAPS .......................................................................................................... 60

9.1 Typical Memory Map for DM Proportioning Control..................................................... 60-62

Section 1. INTRODUCTION current to increase, providing the greater torque needed to

As shown in the typical performance curves of Figure 1, the

high torque at low speed characteristic of the series motor

Section 1. 2 Solid-State Reversing Section 1. 4 More Features with Fewer Components

Q4 Q5 With a separately excited motor, overhauling speed

REV - SPEED - FWD

REV - SPEED - FWD

A key performance advantage of this control is the ability to

100% 100% 90O 90O

Section 2.1.3.b Regenerative Braking to Zero Speed Section 2.1.5.b Anti-Rollback

Section 2.3.6 RS232 Communication Port

The serial communication port is used for communication

Section 2.3.7 Circuit Board Coil Driver Modules

Section 2.3.8 Selectable Truck Modes

Through the adjustment of Function 1 of the controller, the

Description Mode 1 Mode 2 Mode 3

Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS

Section 3.1 Ordering Information for Separately Excited Controls

Part Number: IC3645 SE 4 D 33 2 C3

Argument 01: Basic Electric Vehicle Control Number

Argument 02: Control Type:

Argument 03: Operating Voltage:

Argument 04: Package Size:

Argument 05: Armature Current

Argument 06: Field Current

Argument 07: Customer / Revision

Section 3.2 Outline: SX-2 Package Size

ELEMENTARY DRAWING FOR SEPARATELY EXCITED

+12V FOR TACH SIGNAL

Section 3.4 Dual Motor Proportioning Drive Control Input/Output List

STANDARD DUAL MOTOR PROPORTIONING

•= Motor armature loops Section 4.2.6 Suppression

When servicing existing vehicles exhibiting

Section 4.4 General Troubleshooting Instructions

Trouble-shooting the SX family of controls should be quick

If mis-operation of the vehicle occurs, a status code will be

With the status code number, follow the procedures

Important Note: Due to the interaction of the logic card

The same device designations have been maintained on

TRACTION DESCRIPTION OF STATUS CAUSE OF STATUS INDICATION

Traction POSSIBLE CAUSE