GE IC3645SR4U404N2 b Speed Limits, c Proportional Operation for Dual Motor Vehicles

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BASIC OPERATION AND FEATURES

SX TRANSISTOR CONTROL

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to optimize motor and control performance, and this setting will be determined by GE and OEM engineers at the time of vehicle development. This setting must not be changed by field personnel, without the permission of the OEM.

Section 2.1.4.b Speed Limits

This feature provides a means to control speed by limiting motor volts utilizing three "adjustable speed limits. This motor volt limit regulates top speed of the transistor controller, but actual truck speed will vary at any set point depending on the loading of the vehicle. Each speed limit can be adjustable with the Handset using Functions 11, 12, and 13.

At this point, the inside wheel will stop, as the steer angle is increased toward the 90° point, the inside wheel will reverse direction and start to accelerate proportionally in speed. As the steer angle reaches the 90° point, the inside wheel speed will be the same as that of the outside wheel. During this entire turn, except for several degrees when the motor was stopped to change direction, torque was always present on the inside wheel, providing a smoother ride throughout the turning radius of the vehicle.

Details for adjustment of the steer angle potentiometer can be found in Appendix A of this manual.

Section 2.1.4.c Proportional Operation for Dual Motor Vehicles

A key performance advantage of this control is the ability to 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 circle than the inside wheel. Depending on the

 

100%

RIGHT

 

LEFT

100%

 

 

 

 

 

 

- FWD

50%

MOTOR

 

MOTOR

50%

- FWD

 

 

 

 

 

 

 

 

 

 

- SPEED

90O

80O 70O 60O

50O 40O 30O 20O 10O 0O 10O 20O 30O 40O 50O 60O 70O 80O

90O

- SPEED

 

LEFT

 

STEERING ANGLE

RIGHT

 

REV

50%

TURN

50%

REV

 

TURN

 

 

 

 

 

 

 

 

100%

 

 

 

 

100%

90O

 

 

 

 

 

 

LEFT RIGHT

MOTOR MOTOR

0O

LEFT

 

 

RIGHT

CONTROL

 

 

CONTROL

90O

geometry of the vehicle, at some degree of turn angle, the inside wheel must slow down to prevent scrubbing of the wheel. This is accomplished on single control system by disconnecting the inside motor and letting the wheel "free wheel" or "float" at whatever speed is dictated by the outside wheel that is still under power. The main disadvantage of this system is that no torque is available on that motor when the inside wheel is in the "free-wheel" mode, and performance in a turn is reduced. When the steer wheel nears to the 90° turn angle, the inside motor is re-connected in the opposite direction of the outside. At this point, torque is returned to the inside wheel and the speed is the same on both motors.

With two controls, the speed of each motor can be regulated independently. The driver controls the speed of the outside wheel with the accelerator input signal. The inside wheel speed is controlled by the turn angle of the steer wheel . A potentiometer is attached to the steer wheel in order to communicate the steer angle to the controllers. During vehicle manufacture, software selection identifies each control for its application as a right or left control. The controls are physically identical, and it is only software that separates a right from a left control or differentiates a control for a dual motor application from one intended for a single motor vehicle. As the steer reaches some pre-selected turn angle, approximately 20o, the speed of the inside wheel decrease proportionally to the speed of the outside wheel. This proportional decline will continue on a linear path until the steer angle reaches another pre- determine angle of, approximately 65o.

Section 2.1.5 Ramp Operation

Section 2.1.5a Ramp Start

This feature provides maximum control torque to restart a vehicle on an incline. The memory for this function is the directional switch. When stopping on an incline, the directional switch must be left in its original or neutral position to allow the control to initiate full power when restarted. The accelerator potentiometer input will modulate ramp start current.

Section 2.1.5b Anti-Rollback

This feature provides retarding torque to limit rollback speed in the non-travel direction when the ACC pedal is released when stopping on a grade, or when the brake pedal is released when starting on a grade. This feature forces the vehicle to roll very slowly down the grade when accelerator or brake is released. Because the vehicle can gain significant speed during roll-back, the torque needed to re-start on the ramp is lower than an unrestricted roll- back speed.

Section 2.1.6 Steer Pump Contactor Time Delay

This feature provides two options for SP time delay. Option 1 provides a 0.5 to 63 second time delayed drop out of the steer pump contactor when the Forward or Reverse directional switch is opened. This Option 1 is overridden by a 1.5 second time delayed drop out whenever the seat switch is opened. Option 2 provides a 0.5 to 63 second time delayed drop out of the SP contactor when the seat switch is opened.

January 2000

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Contents Installation and Operation Table of Contents 57-62 20-4041-45 46-52Motor Characteristics Basic Operation and FeaturesSlows with the increase of current in the field More Features with Fewer ComponentsSolid-State Reversing Flexible System Application3.c Pedal Position Plug Braking 1.b Creep Speed1.c Control Acceleration 2 Current Limit5 Ramp Operation 5a Ramp Start 6 Steer Pump Contactor Time Delay4.b Speed Limits 4.c Proportional Operation for Dual Motor Vehicles2 Accelerator Volts Hold Off Diagnostics 1 Systems Diagnostics7 On-Board Coil Drivers & Internal Coil Suppression System Protective Override 1 Static Return to Off SRO4.a Internal Resistance Compensation 3.a Maintenance Alert & Speed Limit4 Battery Discharge Indication BDI 3 Hourmeter ReadingsBasic Operation and Features Part Number Outline DRAWINGS, Elementary Drawings and INPUTS/OUTPUTSArgument Outline SX-3 and SR-3 Package Size Drawings and INPUTS/OUTPUTS Section DRAWINGS, Elementary Drawings and INPUTS/OUTPUTS ControlPIN Connections to Main Plug 23 PIN and Y Plug 12 PINDiagnostic Status Codes Cable Spacing Guidelines High-Level Signals Level HMedium-Power Signals Level MP 2.d. High Power Signals Level HPReconnect plugs Cleaner328A1777G1 General Troubleshooting Instructions Status Code No seat switch or deadman switchTraction Control Codes TractionDescription of Status Cause of Status Indication Reverse directional switch is closed onAccelerator depressed with no Start switch fails to closeDirection selected KEY Negative Both the forward and reverse Directional switches are closed atSame time Initial key switch closure Start switch closed on power up afterDischarged battery Reverse direction Motor field current is high on start upForward direction Run mode Volts DC Power supply is less than 10 voltsMotor field current is too high during Traction Controller Slave/auxiliary control Open thermal protector TP or Transistor over temperatureProperly Motor armature offset voltage is tooLow Armature transistor did not turn offArmature transistor did not turn on Than 12% of battery voltsLook Ahead test for A2 volts less Capacitor volts are low before the line Motor field current is too low duringContactor closes Input too low during running Controller motor current sensorLine driver input P2-17 is less Description Armature transistor limit Armature current exceedsVerify connection between the master control P21 Traction Status Code Symptom TMM Status Codes TemperatureSteer Plug P5 pump is shorted to positive Plug P8 pump is shorted to positive Corrective Actions TROUBLE-SHOOTING Diagram YES Pump SymptomPossible Cause Open thermal protector TP1 or Transistor is over temperatureControl range No power to pump motorPump Controller motor current Sensor input is missingWith no pump contactor, control Power Transistor Q1 did notPower Transistor Q1 did not turn on Turn off properlyContactor closes Capacitor volts are low after the lineSensor input voltage polarity Controller motor currentCheck Voltage at capacitor 1C is less than Volts Battery voltage is less thanTMM7A TMM7A Outline Drawings 3 TMM Pump Control ConnectionsSTART-UP Display Sequence Adjustable FeaturesAction Accessing Stored Status Codes With GE HandsetRemarks Function Function 10 Field Current for Regen Function 16 Stall Trip Point with % ON-TIME Push Battery VoltsBattery volts Set units Internal Resistance CompensationFunction 25 Monitor Function 19 Maintenance Code Tens and Units Hours SETFunction 26 Base Ratio Function 51 Mode 1 MAX Armature % on Function 49 Mode 1 Field Weakening Start PushFunction 28 Stored Status Code Count Pointer Push Function 59 Mode 3 MAX Armature % on Function 52 Mode 2 Armature Controlled AccelerationFunction 55 Mode 2 MAX Armature % on Function 57 Mode 3 Field Weakening StartField Current Summary of Current Limit AdjustmentsFunction 14 not Applicable Function Current LimitFunction 16 Speed / Torque Compensation Function 50 Mode 1 Speed Limit 3 SL3 Speed / Torque Compensation Table Voltage SettingFunction 48 Mode 1 Controlled Acceleration Push Function 49 Mode 1 Speed Limit 2 SL2 PushFunction 59 not Applicable Function 53 Mode 2 Speed Limit 2 SL2Function 54 Mode 2 Speed Limit 3 SL3 Function 55 not ApplicableConnections Dash DisplaysApplication Standard Dash DisplaysOutline Drawings Start-Up Display SequenceSetup Turn Angle Potentiometer InstallationOperation Degree Potentiometer for Steer Angle Input Degree Potentiometer Left Right Traction Control RS-232 Memory MAP TablesRestrictions Function Reset to Zero Only HoursThou/Hun Reset to Zero Only Stored Status Code #5Reset to Zero Only Stored Status Code #6 Reset to Zero Only HoursTens/OnesNone Reset to Zero Only Stored Status Code #16Reset to Zero Only Dash Display CA-1 Dash Display FWS-1 None Dash Display Ratio2-1
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