Manual Fallas Terex

GET–6869

VEHICLE TEST, DIAGNOSTIC, AND w PTU PTUt INSTRUCTIONS FOR 150 TON AC OHV PROPULSION SYSTEMS

ECopyright

2003 General Electric Company. Company. All rights reserved. This copyrighted document may be reproduced free of charge by General Electric Company customers (OEM’s) and their customers, if such reproduction is used exclusively in connection with equipment used in those customers’ internal operations. These instructions do not purport to cover all details or variations in equipment equipment nor to provide for every possible contingency to be met in connection with installation, operation, operation, or maintenance. Should further information be desired or should particular problems arise which are not covered sufficiently for the user’s purposes, the matter should be referred to the General Electric Company. Any applicable Federal, State or local regulations or company safety or operating rules must take precedence over any instructions given in this material. GE has no obligation to keep the material up to date after the original publication.

THERE ARE NO WARRANTIES OF ACCURACY, MERCHANTABILITY OR FITNESS FOR PARTICULAR PURPOSE. Verify numbers for parts, tools, or material by using the Renewal Parts or Tool Catalogs, or contact your General Electric representative for assistance. Do not order from this publication.

VTI For 150 Ton AC OHV Propulsion Systems, GET–6869

CONTENTS Page

1. OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1.1. 1.2.

TO T OOLS AND TEST EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING ELECTRONIC PANEL PRINTED CIRCUIT CARDS . . . . . . . . . . . . . . . . . . . . . . . . . .

1 1

2. PORTABLE TEST UNIT (PTU) DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 2.1. 2.2.

w PTU PTUt ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OHV w PTU PTUt TOOLBOX OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.1 .Real–Time Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.2. Stored Event Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.3 .Statistical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.4. Setting Propulsion System Configuration Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.5. Software Downloading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.6. Data Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.7. System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.8. Self–Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.9. Integrated Help . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.10. One–Step Downloading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3. w PTU PTUt SCREEN SELECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.4. w PTU PTUt STARTUP SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5. View Datalogger and Data Graph Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6. SA SAVING SCREEN DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7. PASSWORDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 3 3 3 3 4 4 4 4 4 4 4 4 8 9 9 9

3. SELECTED SCREEN DESCRIPTIONS AND FUNCTIONS . . . . . . . . . . . . . . . . . . . . . 11 3.1. 3.2. 3.3. 3.4. 3.5.

Product Service Data Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Truck Specific Data Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vi View Overspeeds Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Set Wheel Motor Types Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MO MONITOR REAL TIME DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.1. PSC – Real Time Data Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.2. PSC – Serial Link Data Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.3. PSC – Analog Inputs Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.4. PSC – Temperatures Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6. CHECK PSC MODE LOGIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6.1. Accessing PSC Logic Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. CHECK TCI ACCEL INHIBIT LOGIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7.1. Accessing TCI Accel Inhibit Logic Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.8. CONSOLIDATED TRUCK DATA SAVE FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. CONFIGURATION FILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1. 4.2. 4.3. 4.4. 4.5.

GE Configuration File Name Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . View Truck Configuration Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GE/OEM Default Configuration Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GE/OEM Configuration Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Saving New Configuration Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 11 12 13 13 13 14 14 14 17 17 20 20 22

25 25 25 27 29 31 i

GET–6869, VTI For 150 Ton AC OHV Propulsion Systems

CONTENTS (Cont’d) Page 4.6. 4.7.

Configuration File Destination Directory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Configuration File Source Directory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

31 31

5. INSTALLING AC PROPULSION SYSTEM SOFTWARE ON TRUCK . . . . . . . . . . . 33 5.1. 5.2. 5.3. 5.4. 5.5. 5.6. 5.7.

Selecting The GE Configuration File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Create The Truck/Mine Configuration File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SAVE EXISTING TRUCK DATA (Not Applicable to New Trucks) . . . . . . . . . . . . . . . . . . . . . . . . PROGRAM TCI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROGRAM PSC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Program Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6. TRUCK START–UP PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CIRCUIT CONTINUITY AND RESISTANCE CHECKS AND ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.1.1. VOM Circuit and Component Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2. MEGGER TEST FOR GROUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.1. Preparation For Megger Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.2. Megger Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.3. Restore Circuitry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.3. TROUBLESHOOTING FOR GROUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4. LOW VOLTAGE POWER SUPPLY CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.1. Preparation for Power Supply Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4.2. Power Supply Voltage Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.5. PSC AND TCI CARD CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.6. LOAD AC OHV PROPULSION SYSTEM SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.7. REST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.8. PSC MANUAL DIGITAL INPUT/OUTPUT TEST PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . 6.9. PEDAL, POT, AND LEVER ADJUSTMENT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.10. GAUGE CALIBRATION CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.11. CONFIGURATION CHANGES DUE TO CALIBRATION CHECKS . . . . . . . . . . . . . . . . . . . . . . . 6.12. SET TIME AND DATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.13. CHECK COMMUNICATION STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.14. TCI ANALOG INPUT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.15. TCI MANUAL DIGITAL OUTPUT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.16. TCI MANUAL DIGITAL INPUT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.17. DIAGNOSTIC INFORMATION DISPLAY (DID) PANEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . 6.18. INVERTER CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.18.1. Inverter Phase Module Command and Feedback Circuitry Checks . . . . . . . . . . . . . . . . . . 6.19. SELF LOAD TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.19.1. Preparation for Self Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.19.2. Checks Prior to Self Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.19.3. Self Load Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.20. INVERTER LOAD TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.21. FUNCTIONAL GROUND FAULT DETECTION TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

33 38 39 40 41 42 42

47

6.1.

ii

47 47 48 48 49 49 50 51 51 51 51 52 52 52 56 61 61 63 65 67 67 69 70 70 70 73 73 73 74 76 78


CONTENTS (Cont’d) Page

7. STATISTICAL DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1. 7.2. 7.3. 7.4. 7.5. 7.6. 7.7.

79

GENERAL DESCRIPTION AND DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 VIEW STATISTICAL COUNTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 VIEW STATISTICAL PROFILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 VIEW TRUCK STAT SERIAL REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 RESET STATISTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 UPLOAD STATISTICAL DATA TO A FILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87 PROFILE (HISTOGRAM) DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102

8. DIAGNOSTIC INFORMATION DISPLAY (DID) PANEL . . . . . . . . . . . . . . . . . . . . . . 115 8.1. 8.2. 8.3.

MODES DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAULTS DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TEST DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3.1. Self Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3.2. Software Version Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3.3. Link Capacitance Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.3.4. Overspeed Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9. EVENT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.1. 9.2. 9.3. 9.4.

115 117 118 119 120 120 121

123

EVENT NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EVENT RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TROUBLESHOOTING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EVENT DATA ACCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4.1. View TCI Event Summary Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4.2. View TCI Trigger Data Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.4.3. View TCI Data Packs Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.5. Reset TCI Events Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.6. Erase TCI Events Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.7. Event and Inverter Parameters List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

123 123 124 124 125 126 127 128 128 129

10. SPECIAL OPERATIONS AND TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

143

10.1. 10.2. 10.3. 10.4. 10.5.

WELDING ON THE TRUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 MOVING TRUCK WITH ONE WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 VOLTAGE ATTENUATION MODULE (VAM) CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144 Current Measuring Module Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144 LINK CAPACITANCE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

11. PHASE MODULE AND GATE DRIVER TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.2. TEST/INSPECTION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

147 147 147

iii


CONTENTS (Cont’d) Page

12. 17FB144 AND 17FB147 CIRCUIT CARD TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

149

12.1. 12.2. 12.3. 12.4.

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CARD EDGE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Troubleshooting Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . USING HYPERTERMINAL TO COMMUNICATE TO 17FB144 AND 17FB147 BOARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4.1. Pitfalls/Traps When Using HyperTerminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4.2. Accessing HyperTerminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

149 149 149 153 153 154

13. GLOSSARY OF TERMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

165

14. SOFTWARE VERSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

171

14.1. VERSION 19, JULY 2002 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.2. VERSIONS INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

171 172

LIST OF TABLES Table. No.

Description

Page

1. DEFAULT CONFIGURATION FILES AND DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

28

2. GE/OEM CONFIGURATION OPTIONS AND DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

29

3. STATISTICAL DATA CODES – COUNTERS

88

4. STATISTICAL DATA CODES – PROFILES

.............................................. ..............................................

5. EVENT CODE DESCRIPTIONS AND INFORMATION

....................................

102 131

6. TYPICAL 17FB144 AND 17FB147 BOARD LED PATTERNS FOR VERSION 19 SOFTWARE . . . 150

iv

7.

GLOSSARY

.........................................................................

165

8.

VERSION 19 SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

171

9.

SOFTWARE VERSIONS INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

172


LIST OF ILLUSTRATIONS Fig. 1. 2. 3. 4. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43. 44. 45.

No. Description Page w PTUt STARTUP SCREEN SELECTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 TCI WINDOW BROWSER SCREEN SELECTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 PSC WINDOW BROWSER SCREEN SELECTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 w PTUt TOOLBOX STARTUP SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 PSC – SERIAL LINK DATA SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 PSC TEMPERATURES SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 PSC LOGIC SCREENS ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 PSC READY MODE LOGIC SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 PSC PROPEL MODE LOGIC SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 PSC RETARD MODE LOGIC SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 TCI ACCEL INHIBIT LOGIC SCREEN ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 TCI ACCEL INHIBIT LOGIC SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 CONSOLIDATED TRUCK DATA SAVE SELECTION FROM TOOLBAR. . . . . . . . . . . . . . . . . . . . . . . . . . . 22 CONSOLIDATED TRUCK DATA SAVE SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 COMPOSITION OF A GE AC OHV CONFIGURATION FILE NAME. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 TYPICAL TRUCK CONFIGURATION SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 OEM TRUCK CONFIGURATION FILE TREE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 OPEN AC CONFIGURATION TOOL SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 VIEW CONFIGURATION FILES SCREEN EXAMPLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 PTU SCREENS CONFIGURATION BROWSER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 SET GE / OEM OPTIONS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 SET WHEEL MOTOR TYPES SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 GE PRODUCT SERVICE DATA SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 TRUCK SPECIFIC DATA SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 OVERSPEEDS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 OHV PTU PROGRAMMING UTILITY SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 PROGRAMMING THE PANEL STATUS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 TCI SW VERSIONS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 TCI SET TIME AND DATE SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 RESET AND ERASE TCI EVENTS SELECTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 TCI RESET STATS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 PSC SOFTWARE VERSIONS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 PTU BROWSER PSC MANUAL TEST SCREEN ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . 53 PSC MANUAL TEST SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 PTU BROWSER TCI REAL TIME MENU ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 TCI ANALOG INPUTS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 PTU BROWSER PSC REAL TIME MENU ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 PSC ANALOG INPUT CHANNELS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 PSC REAL TIME DATA SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 PTU BROWSER TCI GAUGE CALIBRATION SCREEN ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . 61 TCI GAUGE CALIBRATION SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 PTU BROWSER SET TIME AND DATE SCREEN ACCESS SEQUENCES. . . . . . . . . . . . . . . . . . . . . . . 63 SET TIME AND DATE SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 BROWSER TCI REAL TIME DATA SCREEN ACCESS SEQUENCES. . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 v


LIST OF ILLUSTRATIONS (Cont’d) Fig. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56. 57. 58. 59. 60. 61. 62. 63. 64. 65. 66. 67. 68. 69. 70. 71. 72. 73. 74. 75. 76. 77. 78. 79. 80. 81. 71. 82. 83. 84. 85. 86. vi

No. Description Page TCI REAL TIME SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 TCI MANUAL TEST TRUCK STATUS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 TCI MANUAL TEST SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 PTU BROWSER PSC CONFIGURATION MENU ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . 71 INVERTER PARAMETERS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 SELF LOAD ENGINE TEST SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 TCI STAT_MENU SELECTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 VIEW COUNTERS SCREEN EXAMPLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 MINE COUNTERS SCREEN (PSC_STATS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 VIEW PROFILES SCREEN EXAMPLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 MINE PROFILES SCREEN (PSC_STATS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 STAT SERIAL REPORT SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 RESET STATS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 STAT PROFILE MINE RESET SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 RESET BOX QUESTION SELECTION SCREENS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 DID PANEL IDENTIFICATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115 DID PANEL EXAMPLE – NORMAL DISPLAY (NO FAULTS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 DID PANEL MESSAGE EXAMPLE – FAULTS DISPLAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117 DID PANEL MESSAGE EXAMPLE – FAULTS DISPLAY FUNCTION KEYS. . . . . . . . . . . . . . . . . . . . . . 117 DID PANEL MESSAGE EXAMPLE – FAULT RESET FUNCTION KEYS. . . . . . . . . . . . . . . . . . . . . . . . . 118 DID PANEL MESSAGE EXAMPLE – TEST DISPLAY FUNCTION KEYS. . . . . . . . . . . . . . . . . . . . . . . . . 118 DID PANEL MESSAGE EXAMPLE – LOAD BOX TEST FUNCTION KEYS. . . . . . . . . . . . . . . . . . . . . . . 119 DID PANEL MESSAGE EXAMPLE – LOAD BOX TEST DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119 DID PANEL MESSAGE EXAMPLE – PSC SOFTWARE VERSION DATA. . . . . . . . . . . . . . . . . . . . . . . . 120 DID PANEL MESSAGE EXAMPLE – LINK CAPACITANCE TEST DATA. . . . . . . . . . . . . . . . . . . . . . . . . 121 DID PANEL MESSAGE EXAMPLE – OVERSPEED SETTING DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . 121 TCI EVENT_MENU SCREENS ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 TCI EVENT SUMMARY SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 TCI TRIGGER DATA SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 TCI DATA PACKS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 RESET TCI EVENTS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 ERASE TCI EVENTS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 EVENTS & INV PARAMS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 PSC CAPACITANCE TEST SCREEN ASSESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 CAPACITANCE TEST SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146 17FB144 AND 17FB147 BOARD TROUBLESHOOTING PROCEDURE (SHEET 1 OF 2). . . . . . . . . . 151 17FB144 AND 17FB147 BOARD TROUBLESHOOTING PROCEDURE (SHEET 2 OF 2). . . . . . . . . . 152 COM1 SERIAL PORT WINDOW MESSAGE FOR PROPER OPERATION. . . . . . . . . . . . . . . . . . . . . . . 153 HYPERTERMINAL ICON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154 HYPERTERMINAL NEW CONNECTION WINDOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 HYPERTERMINAL CONNECT TO WINDOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155 HYPERTERMINAL COM1 PROPERTIES WINDOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156


LIST OF ILLUSTRATIONS (Cont’d) Fig. 87. 88. 89. 90. 91. 92. 93.

No. Description Page HYPERTERMINAL MAIN WINDOW WHEN CONNECTED TO COM1 PORT. . . . . . . . . . . . . . . . . . . . . 157 HYPERTERMINAL MAIN WINDOW WHEN NOT CONNECTED TO COM1 PORT. . . . . . . . . . . . . . . . 158 HYPERTERMINAL MAIN WINDOW AFTER CYCLING CONTROL POWER, PROGRAM INSTALLED AND RUNNING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 HYPERTERMINAL MAIN WINDOW AFTER CYCLING CONTROL POWER, PROGRAM NOT INSTALLED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 HYPERTERMINAL MAIN WINDOW AFTER CYCLING CONTROL POWER, WITH TAB KEY HELD DOWN (INTERRUPTING BOOT–UP ROUTINE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 HYPERTERMINAL MAIN WINDOW AFTER ERASING CPU BOARD FLASH MEMORY. . . . . . . . . . . 162 HYPERTERMINAL MAIN WINDOW WHEN BOOT–UP DOES NOT RUN DUE TO OPEN PTU SERIAL CABLE GROUND WIRE WITH THE PTU CONNECTED. . . . . . . . . . . . . . . . . . . . . . . . . . 163

vii


viii


1. OVERVIEW

This document describes the recommended truck start–up and checkout procedures at an Original Equipment Manufacturer (OEM) facility or a customer’s mine. Special programming of specific mine software requirements, software updating, system verification procedures, and troubleshooting information are also included. Information on the screen content and functions of the w PTUt* Toolbox are also provided. Complete w PTUt Toolbox operational procedures are in the OHV w PTUt TOOLBOX USER’S GUIDE, GEK–91712 .

1.1.

TOOLS AND TEST EQUIPMENT

The following are recommended tools and test equipment used in the start–up and troubleshooting of the AC Off– Highway Vehicle (OHV) propulsion system: 1.

Simpson Multimeter or Digital Multimeter

2.

Megger**, 0 to 1500 volt max. (0–2000 Megohms) @ 2 mA max.

3.

Portable Test Unit (PTU) loaded with GE Transportation Systems (GETS) OHV w PTUt Toolbox software.

4.

PTU cable, 9–pin RS232 communications cable with 1 male end connector and 1 female end connector

5.

1/4 in. thin wall socket

6.

Connector pin extraction and insertion tooling as follows: a. Pin Extraction, Amp Pt. 305183 b. Pin Insertion, Amp Pt. 91002–1 c. Pin Insertion, Amp Pt. 200893–2 (for high–density 104 pin connectors) d. Pin Extraction, Pei–Genesis (ITT Cannon distributor) Pt. CET–F80–16 (external control e. Pin Insertion, Pei–Genesis (ITT Cannon distributor) Pt. CIT–F80–16 (for external control cabinet connectors)

7.

Fluke 89 IV or equivalent with capacitance measurement capability.

NOTE: If a need arises to disassemble one of the multi–pin connectors to an electronic control card panel, a special thin wall socket or nut driver will be required to loosen and remove the assembly hardware. The socket can be purchased. However, if not purchased, it is recommended that a standard 1/4 in. socket or nut driver be sufficiently machined on a grinder to enable its use in performing the disassembly.

1.2.

HANDLING ELECTRONIC PANEL PRINTED CIRCUIT CARDS

CAUTION: It is important to note that printed circuit cards in the electronic control card panels are sensitive to static electricity. Handling cards without proper grounding precautions could damage electronic components mounted on them. Also, when transporting or storing these cards, industry recommended special static electricity–proof containers should be used.

* Trademark of GE Transportation Systems ** Trademark of James G. Biddle Co. 1


2


2. PORTABLE TEST UNIT (PTU) DESCRIPTION

The PTU presently used by all GE field personnel is an IBM compatible, portable PC with a hard disk, compact disc (CD), 3.5” floppy diskette drive(s), and RS232 communication port. Any PC to be used with the w PTUt Toolbox should have a 500 MHz or higher processor speed and at least 128 Meg of random access memory (RAM). The w PTUt Toolbox is for use with software Version 19.03 (and higher) and 17FB173 Cards Version 3 (and higher). All adjustments, setup procedures, and diagnostic troubleshooting of the truck’s control system can be made through this PTU when loaded with the OHV w PTUt Toolbox software.

NOTE: Refer to GEK–91712, OHV wPTU t User’s Guide, for complete information on installing and using the wPTU t Toolbox software. Qualified GE and truck builder (OEM) specialists are able to download new software, troubleshoot system faults, and establish the control system configuration (horsepower, etc.). Customers’ qualified mine personnel are able to download new software, troubleshoot system faults, and set specific mine operating parameters.

2.1.

w PTUt ABBREVIATIONS

There may be w PTUt abbreviations and terminology that are not familiar to the user. To help with understanding these, the w PTUt Toolbox software includes a feature to define abbreviations on the display screen. Hold the mouse/ pointer stationary over an abbreviation and a definition window for that abbreviation will appear. Additional terms are defined in Section 13., Glossary of Terms, TABLE 7, Glossary.

2.2.

OHV w PTUt TOOLBOX OVERVIEW

NOTE: Refer to GEK–91712, OHV wPTU t User’s Guide, for complete information on installing and using the wPTU t Toolbox software. Information on screen selections, navigation methods, and options is also included. The w PTUt Toolbox includes the major functions described in this section.

2.2.1. Real–Time Data The w PTUt Toolbox can view propulsion system information such as voltages, currents, temperatures, and speeds on a continuous basis. All propulsion system I/O can be monitored. The real–time data can be stored on the laptop for future use.

2.2.2. Stored Event Data The w PTUt Toolbox can view and manipulate previously stored propulsion system information stored through the on–board diagnostic system. Event data can be viewed in many formats including summaries or more detailed frame– by–frame snapshots.

2.2.3. Statistical Data The w PTUt Toolbox can be used to view statistical information stored by the propulsion system’s on–board statistical manager. Numerous aspects of propulsion system operation are tracked and can be viewed on the screen as well as downloaded to the laptop for analysis off–board. 3


2.2.4. Setting Propulsion System Configuration Options The w PTUt Toolbox is used by the OEM and mine personnel to generate configuration files, which can customize propulsion system settings. Propulsion system options, pedal calibrations, and truck identification names can be set.

2.2.5. Software Downloading The w PTUt Toolbox is used to download system software and configuration files to the propulsion system’s central processing unit (CPU) cards. The propulsion system controller (PSC), truck control interface (TCI), and Inverter software can be downloaded in a simple one–step process.

2.2.6. Data Analysis The w PTUt Toolbox software contains an integrated graphing package that allows all of the system data to be graphed for more detailed analysis. Real–time data can be graphed while on the truck or graphs can be generated from data previously saved. All saved data can also be converted to Comma Separated Variable (CSV) format for use by third–party software packages such as spreadsheets.

2.2.7. System Configuration Many propulsion system parameters can be modified such as setting the on–board time and date, setting test analog outputs, data logger setup, and system parameter modification.

2.2.8. Self–Test The w PTUt Toolbox software can be used to initiate or view propulsion system test information. Load–box mode, the capacitance test, and manual self–test mode can be monitored.

2.2.9. Integrated Help The w PTUt Toolbox software contains three levels of user help. Application help is available for major w PTUt Toolbox functions such as logging on, saving data, graphing, etc. Screen specific help is available to help understand the purpose and use of each screen. Mouse–over help also provides a short description of each screen field.

2.2.10.

One–Step Downloading

All possible data to download from a truck, including event summaries, five–second data packs, and statistical data can be downloaded with the touch of a button. This insures that the right information is gathered.

2.3.

w PTUt SCREEN SELECTIONS

An outline of the w PTUt startup screen selections is shown in Figure 1.

NOTE: Refer to GEK–91712, OHV wPTU t User’s Guide, Sections 3.1 and 3.2 for complete information on installing and starting the wPTU t Toolbox software. The Mode Options are either Normal Mode or Offline/Training Mode . In the Normal Mode the w PTUt attempts a connection with the target. When the connection is established, the truck type and truck ID are obtained from the target. (The mode options can be saved in a settings file.)

NOTE: The Truck Type, Panel Type, and GE System are disabled in the Normal Mode. In the Offline/Train- ing Mode, the user enters the truck type. If the AC button is selected, the user also selects the panel type. (If the DC button is selected, the panel type is disabled.) 4


Login Screen (FIG. 4) Mode Normal Mode Offline/Training Mode LOGIN to wPTU Toolbox Panel Type PSC TCI Program Panel (goes to OHV PTU Programming Utility) Terminal Emulator Mode (HyperTerminal) Options (w PTUt communication options) Load Settings (select folder to load settings from) Ac Cfg_AC Cfg_DC Dc Save Settings (select folder to save settings to) Restore GETS Settings (restore GETS default settings) Help (for w PTUt Startup and Communication) Exit FIG. 1. wPTU t STARTUP SCREEN SELECTIONS. E–44409B. When the LOGIN to w PTUt Toolbox button is pressed, the entered password is verified and the user selects the panel type, TCI or PSC. The set of screens dedicated to TCI interaction and operation is outlined in Figure 2. The BOLD typeface indicates a menu screen, whereas normal typeface indicates a dedicated purpose screen. The set of screens dedicated to PSC interaction and operation is outlined in Figure 3. As in Fig. 2, BOLD typeface indicates a menu screen, whereas normal typeface indicates a dedicated purpose screen. Most of the truck startup procedures and troubleshooting procedures involve the w PTUt toolbox. Figure 1 through Figure 3 in this publication provide a reference to the figures associated with the various w PTUt screens to guide the user to the desired w PTUt function screen.

NOTE: A brief description of all wPTU t screens in contained in the Help menu. In the Menu Bar, click on Help –> Applications –> PTU Screen Help –> Desired Screen.

5


PTU Screens TCI Normal_Operation Real_Time (Fig. 45) TCI – Real Time Data (Fig. 46) TCI – Serial Link Data TCI – Analog Inputs (Fig. 37) TCI – Temperatures Logic (Fig. 12) Accel Inhibit Logic (Fig. 13) Configuration TCI Parameters TCI Analog Outputs TCI Truck Configs TCI Software Versions TCI Datalog Setup Special Tasks Event_Menu (Fig. 72) TCI Event Summary (Fig. 73) TCI Trigger Data (Fig. 74) TCI Datapacks (Fig. 75) TCI Log Events Reset TCI Events (Fig. 76) Erase TCI Events (Fig. 77) Stat_Menu (Fig. 52) Stat Serial Report (Fig. 57) View Counters (Fig. 53) View Profiles (Fig. 55) Reset Stats (Fig. 32) Stat Start Date Set Time and Date (Fig. 30) Events & Inv Params (Fig. 78) Engine_Stopped_Tasks (Fig. 41) TCI Manual Test (Fig. 48) Gauge Calibration (Fig. 42) Ctrl_Z_to_return_to_menu

FIG. 2. TCI WINDOW BROWSER SCREEN SELECTIONS. E–44410B.

6


PTU Screens PSC Normal_Operation Real_Time (Fig. 38) PSC – Real Time Data (Fig. 40) PSC – Serial Link Data PSC – Analog Inputs (Fig. 39) PSC – Temperatures (Fig. 7) Inverter Info FB173 Card Data Logic (Fig. 8) Ready Mode (Fig. 9) Propel Mode (Fig. 10) Retard Mode (Fig. 11) Configuration PSC Parameters PSC Analog Outputs FB173 analog Outputs PSC Truck Configs Inverter Parameters (Fig. 50) Custom Parameters PSC Software Versions (Fig. 33) PSC Datalog Setup Tests (Fig. 79) Self Load Engine Test (Fig. 51) Temperatures Capacitance Test (Fig. 80) Special Tasks (Fig. 43) Event_Menu PSC Event Summary PSC Trigger Data PSC Datapacks PSC Log Events Reset PSC Events Erase PSC Events Set Time and Date (Fig. 44) Events & Inv Params (Fig. 78) Engine_Stopped_Tasks (Fig. 34) PSC Manual Test (Fig. 35) Ctrl_Z_to_return_to_menu

FIG. 3. PSC WINDOW BROWSER SCREEN SELECTIONS. E–44411B.

7


FIG. 4. wPTU t TOOLBOX STARTUP SCREEN. E–44340B.

2.4.

w PTUt STARTUP SCREEN

The w PTUt Toolbox Startup screen is the initial selection screen that is displayed on the PC when the AC w PTUt Toolbox is commanded (after splash screen). It is from this screen that access to all other operating menus is obtained (Figs. 1 through 3). When in the Offline / Training Mode , options on this screen are selected by clicking in the selection circle ( GE System, Panel Type, or Mode ). When in the Normal Mode (connected to a truck), these selections are performed automatically by the w PTUt Toolbox. After entering a valid password, select any of the functions shown on the right side of the screen by clicking on the button for the function.

NOTE: Refer to GEK–91712, OHV wPTU t User’s Guide, for complete information on installing and using the wPTU t Toolbox software. Information on screen selections, navigation methods, and options is also included.

8


2.5.

VIEW DATALOGGER AND DATA GRAPH SCREENS

Datalogger and Graph Data functions are contained in the GE OHV w PTUt Toolbox (GEOHVPTU 1.0). Use either of these functions as follows: 1.

Connect the PTU to the desired panel, start the GE OHV PTU Toolbox, and enter a valid password.

2.

Click on the AC Configuration Utility icon on the desktop or from the Start Menu go to START –> Programs –> GEOHVPTU 1.0 –> AC Tools –> Datalog –> Start Datalogger (or Graph Data) .

3.

Close the Datalogger or Graph Data display screen by clicking on the X in the upper right corner of the screen.

2.6.

SAVING SCREEN DISPLAYS

Any real time screen display can be saved for future viewing. Complete procedures for saving screens and data are provided in GEK–91712, OHV w PTUt Toolbox User’s Guide , Section 3.5, MAIN WINDOW MENUS . A saved screen can be replayed in both online and offline modes. The screens can be saved to a file and then can be replayed, converted to CSV format, or graphed (screen is saved as a binary file). The user specifies the file name and location where the file is saved.

2.7.

PASSWORDS

The ability to set passwords is provided using the Password Utility for the w PTUt toolbox (Fig. 5). Refer to GEK–91712, OHV w PTUt Toolbox User’s Guide , Section 5, PASSWORD UTILITY for complete information on setting passwords and password privilege levels. It is recommended that supervisors assign passwords and privilege levels below their own.

NOTE: On some PTUs, difficulty has been experienced if passwords were entered which have zeros. The problem was found to be caused by the PTU being in the “NumLock” mode (or “KeyPad” mode on some PCs). This interprets a section of the normal keypad as a numeric keypad and hence produces the wrong characters.

FIG. 5. START MENU – PASSWORD UTILITY. E–45148.

9


10


3. SELECTED SCREEN DESCRIPTIONS AND FUNCTIONS

The following information describes selected screens and functions that are commonly used in the startup and troubleshooti troubl eshooting ng of the GE OHV AC Propulsion System. System. Sections 3.1 through 3.4 3.4 describe screens th that at are contained in the w PTU PTUt Configuration Utility. Sections 3.5 through 3.8 describe screens and functions that are contained in the w PTU mode function is described in Section 3.9. 3.9. PTUt Toolbox . The propulsion system’s REST mode

3.1. 3.1.

PROD PR ODUC UCT T SERV SERVIC ICE E DA DAT TA SC SCRE REEN EN

This screen is used to create a tracking record for a specific truck or series of trucks (Fig. 24). This record sets a history as to ship date, where and when the truck was placed in service, and it ties that specific truck to its operational settings for that period of service. From the Product Service Data screen, six possible areas may be set or changed for the specific truck or series of trucks chosen. Only those data items which have bee been n authorized and activated activated can be set or changed. Perform the following to change the data settings: 1.

Either Either click in in the desire desired d box (outlin (outlined ed in red red on the left left of screen screen)) or use the the TAB key to scroll continuously down through the boxes.

2.

Change the setting setting by deleting deleting the the existing existing setting setting (press (press any any key and type type the new new setting, setting, or simply simply type type over the existing data).

3.

Press Enter to enter the modified setting. (The box color changes from white to blue, indicating that it has been changed and will remain blue for the present session until the file is saved.)

NOTE: To keep the changes made to the Product Service Data settings, the file must be saved. 4.

3.2. 3.2.

Click on File and Save. Pop–up messages notify the user that the changed data has been saved, and offer offer other Save options.

TRUC TRUCK K SPEC SPECIF IFIC IC DA DATA SC SCRE REEN EN

This screen is used to set the sensitivity and reactivity of the acceleration and retarding controls as desired, based on specific operating conditions (Fig.25). From the Truck Specific Data screen, eight possible parameters may be set or changed for the specific truck or series of trucks chosen. In addition, the truck ID number may be entered and changed, thus choosing these settings for a specific truck when saving the file. Only those parameters which have been authorized and activated activated can be set or changed. Perform the following to change the data settings

NOTE: Holding the mouse cursor over an item displays Help information for that item. 1.

Either Either click in in the desire desired d box (outlin (outlined ed in red red on the left left of screen screen)) or use the the TAB key to scroll continuously down through the boxes.

2.

Change the setting setting by deleting deleting the the existing existing setting setting (press (press any any key and type type the new new setting, setting, or simply simply type type over the existing data).

3.

Press Enter to enter the modified setting. (The box color changes from white to blue, indicating that it has been changed and will remain blue for the present session until the file is saved.)

NOTE: If a parameter is out of limits, a warning message appears. Click OK to return to the Truck Specific Specifi c Data screen and correct the setting. 11


NOTE: To keep the changes made to the Truck Specific Data settings, the file must be saved. 4.

Click on File and Save. Pop–up messages notify the user that the changed data has been saved, and offer offer other Save options.

The Truck Specific Data screen is used to enter the following information: 1.

Percen Percentt retard retard pedal pedal trave travell indicati indicating ng retard retard requ request est OFF OFF S

2.

Percen Percentt retard retard pedal pedal travel travel indica indicatin ting g retard retard reques requestt FULL ON S

3.

This is the percent of pot reference volts at which the control is calibrated to have full accel request. See section, Foot Pedal Adjustments .

Truck ruck iden identi tifi fica cati tion on numb number er S

3.3. .3.

This is the percent of pot reference volts at which the control is calibrated to have zero accel request. See section, Foot Pedal Adjustments .

Percen Percentt accel accel pedal pedal travel travel indica indicatin ting g accel accel request request FULL FULL ON S

9.

This a value from 0.0 to 1.0 that calibrates the meter reading against actual temperature. temperature. See section, Meter Scale Adjustments.

Percen Percentt accel accel pedal pedal trave travell indicat indicating ing acce accell reques requestt OFF S

8.

This a value from 0.0 to 1.0 that calibrates the meter reading against actual temperature. temperature. See section, Meter Scale Adjustments.

Propuls Propulsion ion syst system em temp tempera eratur ture e meter meter scale scale ffact actor or S

7.

This is the percent of pot reference volts at which the control is calibrated to have full retard request. See section, Retard Lever Adjustments.

Hydrau Hydraulic lic brak brake e temper temperatu ature re mete meterr scale scale facto factorr S

6.

This is the percent of pot reference volts at which the control is calibrated to have zero retard request. See section, Retard Lever Adjustments.

Percent Percent retard retard lever travel travel indicati indicating ng retard retard request request FULL FULL O ON N S

5.

This is the percent of pot reference volts at which the control is calibrated to have full retard request. See section, Foot Pedal Adjustments .

Percen Percentt retard retard lever lever trav travel el indicat indicating ing retar retard d request request OFF OFF S

4.

This is the percent of pot reference volts at which the control is calibrated to have zero retard request. See section, Foot Pedal Adjustments .

This is for the mine to enter the truck identification number. number. Truck ID shows up with the event data and must be unique for each truck.

VIEW VIEW OVER OVERS SPEE PEEDS SC SCRE REE EN

The View Overspeeds screen displays the current mine speed limit l imit settings for the truck chosen (Fig. 26).

12


3.4.

SET WHEEL MOTOR TYPES SCREEN

A continuous record of wheel motor types used on a truck can be created by updating the settings in this screen (Fig. 23). This screen is used to view and change the the type of wheel motors for a specific truck or series of trucks. A list of possible models and their gear ratios is shown.

NOTE: Changing the wheel motor type may automatically change other default settings for the truck. Make sure the correct wheel motor codes for this truck are entered before saving the file. By entering the codes for the wheel motor models that are being used on this truck, two possible parameters may be set or changed. Only those items which have been authorized and activated can be set or changed. Perform the following to change the settings: 1.

Either click in the desired box (outlined in red on the left of screen) or use the TAB key to toggle between the boxes.

2.

Change the setting by deleting the existing setting (press any key and type the new setting, or simply type over the existing data).

3.

Press ENTER to enter the modified setting. (The box color changes from white to blue, indicating that it has been changed and will remain blue for the present session until the file is saved.)

4.

Click on File and Save. Pop–up messages notify the user that the changed data has been saved, and offer other Save options.

3.5.

MONITOR REAL TIME DATA

Real time data for both PSC and TCI can be viewed by using the w PTUt. The PSC and TCI procedures and screens are very similar and only require w PTUt connection to the desired serial port in the operator cab. Perform the following to monitor PSC real time data: 1.

Connect the w PTUt to the PSC serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter password, select PSC Panel, select appropriate truck type, and click on LOGIN to wPTU Toolbox .

2.

From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Real_Time –> PSC – Real Time Data (Fig. 38).

3.

The PSC – Real Time Data screen is now displayed (Fig. 40).

3.5.1. PSC – Real Time Data Screen The PSC – Real Time Data screen is separated into various sections depending upon the type of signal being monitored.

NOTE: Refer to Section 13., TABLE 7, Glossary, for definitions of the signal names that appear on this and other screens. The major sections of this screen are as follows: 1.

Analogs – This section monitors the status and values of analog signals from devices such as current sensors, voltage sensors, temperature sensors, etc.

2.

Modes – This section provides information regarding the mode of operation, the direction of operation, the commanded percent of propel or retard effort, communication status with TCI, etc. 13


3.

Speeds – This section monitors various speed sensor signals and provides a processed truck speed indication.

NOTE: When discrete signals are active, they are displayed inversed (highlighted). This display method is used for Digital Inputs, Digital Outputs, and Serial Link Data To and From TCI. 4.

Digital Inputs (DI) – This section monitors the status of discrete input signals to PSC such as contactor position sensors, electronic connector continuity, selector switch status, etc.

5.

Digital Outputs (DO) – This section monitors the status of discrete output signals from PSC such as contactor commands, panel enabling signals (e.g. GD1E, AFSE), indicating light control, etc.

6.

Serial from TCI – This section monitors the status of discrete signals received by PSC from TCI over the PSC– TCI serial link.

7.

Serial to TCI – This section monitors the status of discrete signals provided by PSC to TCI over the PSC–TCI serial link.

8.

Inverters – This section monitors the status of various signals related to inverter operation including run status, torque command, torque feedback, etc.

Close the PSC – Real Time Data display screen by clicking on the X in the upper right corner of the screen.

3.5.2. PSC – Serial Link Data Screen 1.

From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Real_Time –> PSC – Serial Link Data (Fig. 38).

2.

The PSC – Serial Link Data screen is now displayed (Fig. 6). This screen monitors the status of the serial link signals sent to and received from TCI.

3.

Close the PSC – Serial Link Data display screen by clicking on the X in the upper right corner of the screen.

3.5.3. PSC – Analog Inputs Screen 1.

From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Real_Time –> PSC – Analog Inputs (Fig. 38).

2.

The PSC – Analog Inputs screen is now displayed (Fig. 39). This screen monitors the status of all analog input signals to PSC.

3.

Close the PSC – Analog Inputs display screen by clicking on the X in the upper right corner of the screen.

3.5.4. PSC – Temperatures Screen 1.

From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Real_Time –> PSC – Temperatures (Fig. 38).

2.

The PSC – Temperatures screen is now displayed (Fig. 7). This screen monitors the status of various component temperatures provided either by sensors or by calculations.

3. 14

Close the PSC – Temperatures display screen by clicking on the X in the upper right corner of the screen.


FIG. 6. PSC – SERIAL LINK DATA SCREEN. E–44390B.

15


FIG. 7. PSC TEMPERATURES SCREEN. E–44392B.

16


3.6. 3.6.

CHEC CH ECK K PSC PSC MOD MODE E LOGI LOGIC C OPER OPERA ATION TION

The PSC Logic screens can be accessed by the w PTU PTUt user to check PSC Ready Mode, Propel Mode, and necessary truck functions Retard Mode operation. These screens display real–time ladder diagrams which show the necessary and propulsion system operations that must occur in order to achieve the operating mode selected. When activated, the various ladder diagram functions are displayed reversed (highlighted). In this manner, these logic screens can be used as a troubleshooting aid in diagnosing why the propulsion system does not achieve a commanded mode of operation.

3.6.1. 3.6.1. Accessin Accessing g PSC Logic Logic Screen Screens s Perform the following to access the PSC Logic screens: 1.

Connect th the w PTU PTUt to the PSC serial port (located in the operator cab), start the GE OHV w PTU PTUt Toolbox, enter password, select PSC Panel, select appropriate truck type, and click on LOGIN to w PTU PTUt Toolbox .

2.

From From the the w wind indow ow b bro rows wser er,, sele select ct PTU Screens –> PSC –> Normal_Operation –> Logic (Fig. 8).

3.

The PSC Logic menu of screens is now displayed. Double–click on the desired screen to display it.

3.6. 3.6.1. 1.1. 1.

Read Re ady y Mod Mode e Log Logic ic Scre Screen en

1.

From the Logic menu, double–click on Ready Mode to select that screen (Fig. 8).

2.

The Ready Mode screen is now displayed (Fig. 9). This screen displays the necessary requirements and the status of those requirements for the propulsion system to achieve the Ready Mode in preparation for either a subsequent Propel Mode or Retard Mode of operation.

3.

Close the Ready Mode display screen by clicking on the X in the upper right corner of the screen.

3.6. 3.6.1. 1.2. 2. 1.

Prop Propel el Mo Mode de Lo Logi gic c Scr Scree een n

From the Logic menu, double–click on Propel Mode to select that screen (Fig. 8).

FIG. 8. PSC LOGIC SCREENS ACCESS SEQUENCE. E–45238.

17


FIG. 9. PSC READY MODE LOGIC SCREEN. E–44395B.

FIG. 10. PSC PROPEL MODE LOGIC SCREEN. E–44396B. 2.

The Propel Mode screen is now displayed (Fig. 10). This screen displays the necessary requirements and the status of those requirements for the propulsion system to achieve the Propel Mode of operation.

18


3.

Close the Propel Mode display screen by clicking on the X in the upper right corner of the screen.

3.6. 3.6.1. 1.3. 3.

Reta Re tard rd Mo Mode de Lo Logi gic c Scr Scree een n

1.

From the Logic menu, double–click on Retard Mode to select that screen (Fig. 8).

2.

The Retard Mode screen is now displayed (Fig. 11). This screen displays the necessary requirements and the status of those requirements for the propulsion system to achieve the Retard Mode of operation.

3.

Close the Retard Mode display screen by clicking on the X in the upper right corner of the screen.

4.

Click on the Target button to go back to the GE OHV w PTU PTUt ToolPTUt Toolbox Login screen, close the w PTU box, shut down the PTU, and disconnect it from the PSC serial port.

FIG. 11. 11. PSC RETARD RETARD MODE LOGIC SCREEN. E–44397B.

19


3.7.

CHECK TCI ACCEL INHIBIT LOGIC OPERATION

The TCI Accel Inhibit Logic screen can be accessed by the w PTUt user to check the TCI accel inhibit logic. This screen displays real–time ladder diagrams that show the necessary truck functions and propulsion system operations that must occur in order for an accel inhibit condition to occur. When activated, the various ladder diagram functions are displayed reversed (highlighted). In this manner, this logic screen can be used as a troubleshooting aid in diagnosing why an accel inhibit condition has occurred.

3.7.1. Accessing TCI Accel Inhibit Logic Screen Perform the following to access the TCI Accel Inhibit Logic screen: 1.

Connect the w PTUt to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .

2.

From the window browser, select PTU Screens –> TCI –> Normal_Operation –> Logic –> Accel Inhibit Logic (Fig. 12).

3.

The Accel Inhibit Logic screen is now displayed (Fig. 13).

4.

Close the Accel Inhibit Logic display screen by clicking on the X in the upper right corner of the screen.

5.

Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Toolbox, shut down the PTU, and disconnect it from the TCI serial port.

FIG. 12. TCI ACCEL INHIBIT LOGIC SCREEN ACCESS SEQUENCE. E–45239.

20


FIG. 13. TCI ACCEL INHIBIT LOGIC SCREEN. E–44363A.

21


3.8.

CONSOLIDATED TRUCK DATA SAVE FUNCTION

To aid in getting the data from the CPU card and into the office computer, the Consolidated Truck Data Save function has been provided in the w PTUt Toolbox. This function puts all the collected statistical data in a file which can then be processed at a later time. To upload data, do the following: 1.

Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .

2.

From the PTU Screens –> TCI screen Menu Bar, select UpLoad –> Consolidated Truck Data Save (Fig 14, refer to GEK–91712).

NOTE: Files are normally uploaded to the following: c:/program files/geohvptu_xx/data_ac/ 3.

Select the type of report to be saved from the Reports Type list, choose a Save Directory, then click on the Begin button to begin uploading (Fig. 15).

4.

Click on Close when the uploading is complete, then click on the Target button in the screen Tool Bar to go to the w PTUt startup screen.

5.

Close the w PTUt Toolbox, shut down the PTU, and disconnect it from the TCI serial port.

NOTE: The statistical data is uploaded in the following formats: UPL – this is a compressed binary format that is preferred when the file information will be forwarded for GE headquarters review. This format can be converted to TXT at a later date TXT – this is an 80 column ASCII format that is suitable for subsequent user review CSV – this is a comma separated variable format that is suitable for import into a spreadsheet for subsequent manipulation

FIG. 14. CONSOLIDATED TRUCK DATA SAVE SELECTION FROM TOOLBAR. E–45249.

22


FIG. 15. CONSOLIDATED TRUCK DATA SAVE SCREEN. E–44354B.

23


3.9.

REST MODE

The GE OHV AC propulsion system has a mode of operation called REST that is called for numerous times in the truck startup procedure. In this mode of operation, power is removed from the DC link of the propulsion system, thereby preventing the propulsion system from either accelerating or retarding the truck. REST mode is commanded by applying the Parking Brake. Applying the Parking Brake commands the propulsion system to go to the REST mode of operation, provided that all necessary truck operating conditions are met, such as truck stopped. Use the REST mode indicating light and the capacitor charged lights on the main control cabinet to confirm that the REST mode has been successfully achieved after command. The following are the major reasons for commanding the propulsion system to REST mode: 1.

It should always be done when shutting down a truck. The propulsion system should be placed in REST prior to turning off the engine.

2.

It should always be done when the operator leaves the operator’s cab.

3.

It is often done when the truck is expected to idle for an extended period of time.

4.

It is often done during the course of truck start–up and troubleshooting.

To bring the GE OHV AC propulsion system out of REST, release the Parking Brake. Provided that truck operating conditions are met, there will be a period of time while the propulsion system energizes the DC link and gets ready for either accelerating and/or retarding mode truck operation.

24


4. CONFIGURATION FILES

Configuration files are contained in the GE Truck Configuration Utility (CFG AC Vxxxx) (current version). GE configuration file descriptions are displayed when this utility is opened. The configuration utility is opened and files selected as follows: 1.

Click the mouse on the AC Configuration Utility icon on the desktop or from the Start Menu go to START –> Programs –> GEOHVPTU 1xx (current version) –> AC Tools –> CFG AC Vxxxx (current version) .

2.

Select the appropriate GE configuration file for the truck (refer to Figure 20 for typical View Configuration Files screen example and refer to TABLE 1 for description of files).

3.

Click the on the file to select it and then click OK to go to the PTU Screens –> Configuration Browser.

NOTE: A truck configuration file must be selected before any of the other utility menu choices can be used except Exit.

4.1.

GE CONFIGURATION FILE NAME DESCRIPTION

Configuration file names are established using a specific set of guidelines. Each element in a file name represents a piece of information which describes the application, revision, issue date, etc. (Fig. 16).

4.2.

VIEW TRUCK CONFIGURATION SCREEN

To view the Truck Configuration screen, from the window browser, select PTU Screens –> Config –> Truck Configuration . An example of a typical Truck Configuration screen is shown in Figure 17. Close the Truck Configuration display screen by clicking on the X in the upper right corner of the screen.

A27005A.903 A27 A27 = AC 2700 HP OHV Propulsion System A35 = AC 3500 HP OHV Propulsion System A15 = AC 150 Ton OHV Propulsion System

Configuration File Number

005

A

9

03 Object Code Release Minor Version Number Least Significant Digit of Object Code Release Major Version Number Configuration File Revision Designation

FIG. 16. COMPOSITION OF A GE AC OHV CONFIGURATION FILE NAME. E–44425B.

25


FIG. 17. TYPICAL TRUCK CONFIGURATION SCREEN. E–44348B.

26


4.3.

GE/OEM DEFAULT CONFIGURATION FILES

There are 15 default GE configuration files for the OHV AC propulsion system. They are described in TABLE 1, Default Configuration Files and Descriptions .

NOTE: Files that do not apply to 150 Ton vehicles are shaded. One OEM configuration file should be created by the GE Product Service representative or the OEM representative for each truck type at the mine location. The GE base configuration files in TABLE 1 should be used. The OEM files should then be used to create an individual truck configuration file for each truck. For example, if a mine location contained AC trucks of the following types: S

930E – standard with DDC 4000

S

930E – standard with Cummins QSK60

The OEM configuration files would be as shown in Figure 18.

GE Defaults

GE default file for standard 930E with DDC4000 A27006a.903

OEM Files

OEM file with OEM options and mine information set OEM006a.903

Truck Files

GE default file for standard 930E with QSK60 A27012a.903

OEM file with OEM options and mine information set OEM012a.903

Truck #. . . .

Truck #. . . .

Truck #. . . .

Truck #. . . .

Truck #. . . .

Truck #. . . .

Truck #. . . .

Truck #. . . .

Truck #5 . . . . with pedal settings etc. . . .

Truck #15 . . . . with pedal settings etc. . . .

FIG. 18. OEM TRUCK CONFIGURATION FILE TREE. E–45286.

27


TABLE 1. DEFAULT CONFIGURATION FILES AND DESCRIPTIONS GE Standard Filename

Notes

Description

GE320AC – 2700 HP –– MTU Engine 1. A27005a.903

Standard

Komatsu Mining Systems (KMS) 930E Standard MTU Engine, 31.5 Gear ratio

GE320AC – 2700 HP –– DDC 4000 ENGINE 2. A27006a.903

Standard

KMS 930E Standard DDC Engine, 31.5 Gear ratio

3. a27007a.903

Oil Sands

KMS 930E Oil Sands, DDC Engine 38.8 Gear ratio

4. a27008a.903

Chuqui

KMS 930E DDC Engine, 31.5 Gear ratio, 10,000 Ft.

5. a27009a.903

Freeport

KMS 930E DDC Engine, 31.5 Gear ratio 14,000 Ft.

6. a27010a.903

Freeport

KMS 930E DDC Engine, 38.5, Gear ratio 14,000 Ft.

7. a27011a.903

Autonomous

KMS 930E Autonomous, DDC, 31.5

GE320AC – 2700 HP – CUMMINS QSK60 Engine 8. a27012a.903

Standard

KMS 930E Standard QSK60 Engine, 31.5 Gear ratio

9. a27013a.903

Oil Sands

KMS 930E Oil Sands, QSK60 Engine, 38.8 Gear ratio

10. a27014a.903

Chuqui

KMS 930E QSK60 Engine, 31.5 Gear ratio, 10,000 Ft.

11. a27015a.903

Freeport

KMS 930E QSK60 Engine, 31.5 Gear ratio 14,000 Ft.

12. a27016a.903

Freeport

KMS 930E QSK60 Engine, 38.8 Gear Ratio, 14,000 Ft.

13. a27017a.903

2300NHP

KMS 930E QSK60 Engine, 31.5 Gear ration 2300 NHP

Standard

KMS 930E–2SE, QSK78 engine, 32.6 Gear Ratio

GE320AC – 3500HP – 930E–2SE 14. a35001a.903

GE150AC – 150 Ton AC – MT3300 15. a15001a.903

28

Standard

Unit Rig MT3300, DDC–12V engine, 28.8 Gear Ratio


4.4. 4.4.

GE/O GE/OEM EM CONF CONFIG IGUR URA ATION TION OPTI OPTION ONS S

These configuration options are adjustable only by an OEM or GE representative, representative, and can only be viewed at the mine privilege level. Refer to Figure 22 for an example of the Set GE/OEM Options screen.

NOTE: To change GE/OEM Configuration Options requires use of the appropriate privilege level password. For Version 19, the features shown in TABLE 2, GE/OEM Configuration Options and Descriptions , are available as GE/OEM configurable configurable options. Default settings are noted.

NOTE: Options that do not apply to 150 Ton Ton vehicles are shaded.

TABLE 2. GE/OEM CONFIGURATION OPTIONS AND DESCRIPTIONS DESCRIP TIONS #

OPTION NAME

1

Mine Adjustable Speed Limit Enables Overspeed Limits to be set by the Mine.

Disabled

2

OEM Speed Option 1

Sets the speed at which Digital Output #5 (TCI) is energized. The digital output signal is intended to be wired to an external light to give indication of truck speed.

10 mph

3

OEM Speed Option 2

Sets the speed at which Digital Output #6 (TCI) is energized. The digital output signal is intended to be wired to an external light to give indication of truck speed.

25 mph

4

Engi Engine ne OEM OEM spee speed d opt optio ion n

Set Sets tthe he spee speed d at at whi whic ch Dig Digit ital al Out Output put #22 #22 (TCI (TCI)) is is ene enerrgized. The digital output signal can be used to drive other OEM devices based on engine speed.

1700 rpm

5

Dump Du mp Body Body UP Spee Speed d Lim Limit it Sets Sets the the spe speed ed limi limitt app appli lied ed to truc truck k whi while le dump dump body body is UP.. UP

5 mph

6

Dump Body UP Speed Limit (With Override)

Sets the speed limit applied to truck while dump body is UP and the Override button is pressed.

15 mph

7

Dump Body UP RETARD Enable At Max Speed

Allows full speed control (PROPEL and RETARD effort 1 = Enabled modulation) at the the maximum dump dump body UP speed. If disabled, RETARD is not automatically applied, only PROPEL effort is removed.

8

Motor Pressure Event Enable

Sets which type of axle box pressure sensor is i s present in the system. Set to 1 if an analog sensor sensor is installed. installed. Set to 2 if a digital sensor sensor is installed. Without the option turned on, the propulsion system is unable to detect a loss l oss of cooling air to the traction motors.

9

Seco Second nd Lang Langua uag ge Sup Suppo port rt

DESCRIPTION

DEFAULT

0 = None 1 = Analog 2 = Digital

Enab Enable les s the the seco second nd lang langua uage ge supp suppor ortt on on the the Diag Diagno nost stic ic 1 = Enabled Information Display (DID) panel (disabled will hide the ESPANOL key )

29


TABLE 2. GE/OEM CONFIGURATION CONFIGURATION OPTIONS AND DESCRIPTIONS DESCRIP TIONS (Cont’d) #

OPTION NAME

DESCRIPTION

DEFAULT

10

Engine Cr Cranking Pr Protection Enabled

Enables the engine cranking protection strategy, strategy, (i.e. 30 second max crank time, cooldown periods, etc.).

0 = Disabled

NOTE: This option should only be enabled on trucks with an MTU or DDC engine. The Cummins QSK60 engine has a pre–lube feature which requires additional time and will cause engine cranking to time out. Only QSK60 engines on trucks with KMS Truck Num- ber 186 or greater should have this option enabled. 11

Engine Speed Limit and High Idle Enabled

Deleted in Version 19 software.

12

Hydraulic Brake Outlet Temp Monitor

Enables monitoring of the hydraulic brake outlet cooling temperatures on a KMS 930E truck. truck. To enable this option an updated FB160 card and the additional hydraulic sensors must be installed.

0 = Disabled

13

OEM Accel Inhibit

Enables the external OEM Accel Inhibit Logic. If this flag is set to 1, PSC Digital Input #16 is read to initiate an accel inhibit.

0 = Disabled

14

Engine Warm–Up Mode

Enables the Engine Warm–Up Mode.

0 = Disabled

15

Engi Engine ne Warm– arm–Up Up Spee Speed d

Engi Engine ne spee speed d sett etting ing to use use duri during ng Engi Engine ne Warm arm–U –Up p Mode.

1200 RPM

16

Left Wheel Mo Motor Ty Type

Flag to ind indica icate the wheel mo motor type of the le left (drive iver side) wheel.

Configuration Dependent

1 = 5GDY–85A/B 2 = 5GDY–85C 3 = 5GDY–85D 4 = 5GDY–85E 5 = 5GDY–85F 11 = 5GDY–106A 12 = 5GDY–106B 21 = GEB–23 22 = GEB–25 17

Righ Rightt Whe Wheel el Motor otor Type ype

Flag Flag to indi indic cate ate the the wh whee eell mot motor or type ype of of the the righ rightt (pa (pass ssen en-ger side) wheel. (See selections for Option 16.)

Configuration Dependent

18

RP1 Hold–In Strategy

Flag to indicate which RP1 Hold–In strategy to use. The RP1 Hold–In feature reduces the cycles during RETARD and helps reduce both RP1 and GY–19 grid blower motor life. The three options are: are:

1 = RETARD

0 = None 1 = RETARD Mode 2 = READY Mode 30


4.5. 4.5.

SAVI SA VING NG NE NEW W CON CONFI FIGU GURA RATI TION ON FILE FILES S

The activated specific options define the OEM configuration and are normally saved under a file name which can be used to uniquely identify it at a later time. Click on File –> Save to save the new configuration (changes) as the same file and overwrite the existing configuration of that file name. Click on File –> Save As to save the new configuration (changes) as a new file and retain the existing configuration of the original file name. Verify that the the desired file name is displayed. Note that the name of the file that was chosen as the valid truck configuration is displayed automatically. A new file name is entered by typing the entire new file name. Refer back to Figure 16 for configuration file naming conventions. This OEM truck configuration file would be the one normally loaded at the beginning of the software download during a truck startup. It contains the correct option settings and the default truck truck specific data.

4.6.. 4.6

CONFIG CONFIGURA URATI TION ON FIL FILE E DEST DESTINA INATIO TION N DIRE DIRECT CTOR ORY Y

The active w PTU PTUt directory where configuration files are saved is displayed on the View Configuration Files screen (Fig. 21) in the Destination Directory menu. All configuration files that are commanded to be saved will be saved in this directory. directory. To change the configuration save directory, click on the Browse button next to the Destination Directory menu and choose a different existing directory or type in the new full directory path name.

4.7. 4.7.

CONF CONFIG IGUR URA ATION TION FIL FILE E SOUR SOURCE CE D DIR IREC ECT TORY ORY

The active PTU directory where configuration files are retrieved from is displayed on the View Configuration that are available for retrieval retrieval and manipuFiles screen (Fig. 21) in the Source Directory menu. All configuration files that lation are in this directory. To change the configuration file source directory, click on the Browse button next to the Source Directory menu and choose a different existing directory or type in the new full directory path .

31


32


5. INSTALLING AC PROPULSION SYSTEM SOFTWARE ON TRUCK

WARNING: Ensure that all mine, OEM, and GE safety procedures are followed during truck software installation. Ensure the truck is parked in a safe location with the Parking Brakes applied (propulsion system commanded to REST mode). Failure to do so could result in personal injury or death, as well as equipment damage and inadvertent truck movement. Before new software can be loaded into a truck’s propulsion system, configuration files must be created and truck– specific parameters must be recorded. The following tasks must be completed in the order listed: 1.

Select a GE Configuration file

2.

Create a GE/OEM Options file

3.

Create a Truck–Specific file

4.

Save existing truck data (if applicable)

5.

Program the TCI, PSC, and Inverters

6.

Checkout to verify proper software installation

NOTE: The OEM file only needs to be created one time. A truck–specific file must be created for each individual truck. The full installation process takes approximately 40 minutes.

5.1.

SELECTING THE GE CONFIGURATION FILE

NOTE: An appropriate level password is required to enter the Configuration tool. 1.

Choose the appropriate GE configuration file. a. Click on the AC Configuration Utility icon on the desktop or from the Start Menu go to START –> Programs –> GEOHVPTU xx (current version) –> AC Tools –> CFG AC Vxxxx (current version) (Fig. 19). b. Select the appropriate GE configuration file for the truck (see Figure 20 for typical View Configuration Files screen example and refer to Section 4., TABLE 1, Default Configuration Files and Descriptions for description of files). c. Click on the file to select it and then click OK to go to the PTU Screens –> Configuration Browser (Fig. 21).

2.

Set the appropriate GE/OEM options for the mine location. a. From the PTU Screens –> Configuration Browser, select Set GE/OEM Options . b. Set the appropriate options for the specific mine environment. Section 4., TABLE 2, GE/OEM Configuration Options and Descriptions , describes the available options and Figure 22 shows an example screen. c. Press ENTER after modifying any field and click on the X in the upper right corner of the screen to close it. d. From the PTU Screens –> Configuration Browser, select Set Wheel Motor Types. e. Enter the number corresponding to the left and right wheel motor types, then click on the X in the upper right corner of the screen to close it (Fig. 23).

33


f. From the PTU Screens –> Configuration Browser , select Product Service Data (Fig. 24). Set the following items in this screen and press ENTER after each change/entry: (1) Mine Name (2) GE Mine Code (3) Model of Truck g. Name the OEM configuration file according to the following convention and save the file. Replace the first three digits of the GE configuration file with “OEM”. For example, OEM006a.903 would be the OEM configuration file that is derived from GE configuration file A27006a.903.

FIG. 19. OPEN AC CONFIGURATION TOOL SEQUENCE. E–44345A. 34


FIG. 20. VIEW CONFIGURATION FILES SCREEN EXAMPLE. E–44347A.

35


FIG. 21. PTU SCREENS CONFIGURATION BROWSER. E–45203.

FIG. 22. SET GE / OEM OPTIONS SCREEN. E–44351B.

36


FIG. 23. SET WHEEL MOTOR TYPES SCREEN. E–45204.

FIG. 24. GE PRODUCT SERVICE DATA SCREEN. E–44352B.

37


5.2.

CREATE THE TRUCK/MINE CONFIGURATION FILE

1.

Determine and record the pedal, potentiometer (pot), and lever adjustment parameters according to the procedure described in Section 6.8., PEDAL, POT, AND LEVER ADJUSTMENT CHECKS .

2.

Determine and record the gauge calibration adjustment parameters according to the procedure described in Section 6.9., GAUGE CALIBRATION CHECKS .

3.

Click on the AC Configuration Utility icon on the desktop or from the Start Menu go to START –> Programs –> GEOHVPTU 1xx (current version) –> AC Tools –> CFG AC Vxxxx (current version) (Fig. 19).

4.

Select 0 – Select a truck configuration, and choose the appropriate GE/OEM configuration file (created previously, Figure 20).

5.

Click on the OK button to go to the PTU Screens –> Configuration Browser.

6.

From the PTU Screens –> Configuration Browser, select Product Service Data.

7.

The Product Service Data screen is now displayed (Fig. 24).

8.

Set the following items in this screen and press ENTER after each change/entry: a. OEM Truck Serial Number b. OEM Ship Date c. In Service Date

9.

Close the Product Service Data screen by clicking on the X in the upper right corner of the screen.

10. From the PTU Screens –> Configuration Browser, select Truck Specific Data. 11. The Truck Specific Data screen is now displayed (Fig. 25). 12. Enter the Pedal and Gauge settings that were calculated previously and the truck number and press ENTER after each change/entry.

FIG. 25. TRUCK SPECIFIC DATA SCREEN. E–45206.

38


FIG. 26. OVERSPEEDS SCREEN. E–44561A. 13. Close the Truck Specific Data screen by clicking on the X in the upper right corner of the screen. 14. If mine–settable speed limit is enabled, set the proper overspeeds as follows: a. From the PTU Screens –> Configuration Browser, select Overspeeds. b. The View Overspeeds screen is now displayed (Fig. 26). c. Enter the desired overspeed values and press ENTER after each change/entry. d. Close the View Overspeeds screen by clicking on the X in the upper right corner of the screen. 15. Save the file to a truck–specific file name; acw1903.xxx is recommended, where xxx is the truck number.

5.3.

SAVE EXISTING TRUCK DATA (Not Applicable to New Trucks)

For trucks that have had previous software installed, the truck’s event and statistical data should be saved prior to downloading new software. (Also refer to Section 3.8., Consolidated Truck Data Save Function .) 1.


2.

From the PTU Screens –> TCI screen Menu Bar, select UpLoad –> Consolidated Truck Data Save (Fig 14, also refer to GEK–91712).

3.

Select All Reports, choose a Save Directory, then click on the Begin button to begin uploading (Fig. 15).

4.

Click on Close when the uploading is complete.

5.


39


5.4.

PROGRAM TCI

1.

Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter password, and click on the Program Panel button (Fig. 4).

2.

From the OHV PTU Toolbox Programming Utility screen, under AC Drive Systems, ALL, select TCI (Fig. 27).

3.

Select the appropriate configuration file from the Select Configuration File menu by clicking Browse to open the menu, then clicking on the desired file.

4.

Click on the Begin Download button to start downloading and automatically open the Programming the Panel status screen (Fig. 28). The OHV w PTUt Toolbox Programming Utility will automatically download the TCI with the latest TCI software and the chosen configuration file.

NOTE: It may be necessary to cycle control power in order to download. Do so by turning the Control Power Switch or Keyswitch OFF, then back ON. 5.

Click on the Exit button when the download is complete to go back to the OHV w PTUt Programming Utility screen.

6.

Click on the Exit button again to go back to the GE OHV w PTUt Toolbox Login screen, then close the w PTUt Toolbox, shut down the PTU, and disconnect it from the TCI serial port.

FIG. 27. OHV PTU PROGRAMMING UTILITY SCREEN. E–44355B.

40


5.5.

PROGRAM PSC

1.

Connect the PTU to the PSC serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter password, and click on the Program Panel button (Fig. 4).

2.

From the OHV w PTUt Toolbox Programming Utility screen, under AC Drive Systems, ALL, select PSC (Fig. 27).

3.

Select the appropriate configuration file from the Select Configuration File menu by clicking Browse to open the menu, then clicking on the desired file.

4.

Click on the Begin Download button to start downloading and automatically open the Programming the Panel status screen (Fig. 28). The OHV w PTUt Toolbox Programming Utility will automatically download the PSC with the latest PSC software and the chosen configuration file.



6.

Click on the Exit button again to go back to the GE OHV w PTUt Toolbox Login screen, then close the w PTUt Toolbox, shut down the PTU, and disconnect it from the PSC serial port.

FIG. 28. PROGRAMMING THE PANEL STATUS SCREEN. E–44356B.

41


5.6.

PROGRAM INVERTERS

1.

Apply the Parking Brake (propulsion system commanded to REST mode).

2.

Open the control cabinet door and set the Ground Fault Cutout switch to the CUTOUT (Down) position.

3.

Check the link charged lights and verify the link is discharged.

4.

Connect the PTU to the CNG (Inverter #1) serial port located inside the group, start the GE OHV w PTUt Toolbox, enter password, and click on the Program Panel button (Fig. 4).

5.

From the OHV w PTUt Toolbox Programming Utility screen, under AC Drive Systems, GE150AC, select Inverter (Fig. 27).

6.

Select the appropriate object file from the Select Object File menu by clicking Browse to open the menu, then clicking on the desired file.

7.

Click on the Begin Download button to start downloading and automatically open the Programming the Panel status screen (Fig. 28). The OHV w PTUt Toolbox Programming Utility will automatically download the connected inverter with the latest software and the chosen object fil e.



9.

Click on the Exit button again to go back to the GE OHV w PTUt Toolbox Login screen and disconnect the w PTUt from the CNG (Inverter #1) serial port.

10. Connect the w PTUt to the CNH (Inverter #2) serial port and repeat steps 5 through 9 of this procedure. 11. Click on the Exit button again to go back to the GE OHV w PTUt Toolbox Login screen, then close the w PTUt Toolbox, shut down the PTU, and disconnect it from the CNH (Inverter #2) serial port. 12. Set the Ground Fault Cutout switch back to the NORMAL (Up) position and close the control cabinet door.

5.7.

CHECKOUT

Verify proper software installation by performing the follow ing steps: 1.


2.

From the window browser, select PTU Screens –> TCI –> Normal_Operation –> Configuration –> TCI SW Versions.

3.

The TCI SW Versions screen is now displayed (Fig. 29).

4.

Verify the following version information on the display screen:

TCI VER:

{current version}

TRUCK TYPE: {150 ton} TRUCK ID:

{current truck}

5.

Close the TCI SW Versions display screen by clicking on the X in the upper right corner of the screen.

6.

Verify the TCI’s time is set correctly as follows: a. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Set Time and Date .

42


FIG. 29. TCI SW VERSIONS SCREEN. E–45255.

FIG. 30. TCI SET TIME AND DATE SCREEN. E–44380A. b. The Set Time and Date screen is now displayed (Fig. 30) c. Correct the date and time setting as necessary and click on SET CLOCK to enter the changes. d. Close the Set Time and Date display screen by clicking on the X in the upper right corner of the screen. 7.

Reset the TCI’s event information as follows: (Fig. 31) a. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Event_Menu –> Reset TCI Events . b. The RESET the Active TCI Events selection screen is now displayed. c. Click on Yes to reset the events and close the screen. d. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Event_Menu –> Erase TCI Events . e. The ERASE the Stored TCI Events selection screen is now displayed. 43


FIG. 31. RESET AND ERASE TCI EVENTS SELECTIONS. E–44367A. f. Click on Yes to erase the events and close the screen.

NOTE: The following step must be performed the first time V19 or higher software is installed due to the additional counter categories (yesterday, last month, this month). This step is not required for subsequent software downloads. 8.

Reset the TCI’s Statistical Information as follows: (Fig. 32) a. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Stat_Menu –> Reset Stats. b. The Reset Stats screen is now displayed. c. Click on the selection box for Reset ALL Statistics and click on Yes in the question window that pops up. d. Close the Reset Stats display screen by clicking on the X in the upper right corner of the screen.

9.

Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen and disconnect the w PTUt from the TCI serial port.

10. Connect the w PTUt to the PSC serial port (located in the operator cab) and click on LOGIN to w PTUt Toolbox.

FIG. 32. TCI RESET STATS SCREEN. E–45208.

44


FIG. 33. PSC SOFTWARE VERSIONS SCREEN. E–45209. 11. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Configuration –> PSC SW Versions . 12. The PSC SW Versions screen is now displayed (Fig. 33). 13. Verify the following version information on the display screen:

PSC VER:

{current version}

TRUCK TYPE: {150 ton} TRUCK ID:

{current truck}

INV1 VER:

{current version}

INV2 VER:

{current version}

14. Close the PSC SW Versions display screen by clicking on the X in the upper right corner of the screen. 15. Reset the PSC’s event information as follows: (similar to Fig. 31) a. From the window browser, select PTU Screens –> PSC –> Special_Tasks –> Event_Menu –> Reset PSC Events. b. The RESET the Active PSC Events selection screen is now displayed. c. Click on Yes to reset the events and close the screen. d. From the window browser, select PTU Screens –> PSC –> Special_Tasks –> Event_Menu –> Erase PSC Events. e. The ERASE the Stored PSC Events selection screen is now displayed. f. Click on Yes to erase the events and close the screen. 16. Verify NO events are logged on the DID panel (refer to Section 8.2., Faults Display, for DID panel faults information). 17. From the window browser, select PTU Screens –> PSC –> Normal_Operations –> Real_Time –> PSC – Real Time Data. 45


18. The PSC – Real Time Data screen is now displayed (Fig. 40). 19. On the PSC – Real Time Data screen, verify the following: S

ACCEL–SEL = 0.00 with the Accel Pedal at rest

S

ACCEL–SEL = 1.00 with the Accel Pedal fully engaged

NOTE: The following verifications require that Service Brake/Wheel Lock/Load Brake is not applied. En- sure the Parking Brake is applied (propulsion system commanded to REST mode) and it is safe to remove the service brakes. S

RETRD–SEL = 0.00 with the Retard Pedal and Lever (if equipped) set to the OFF position.

S

RETRD–SEL = 1.0 with the Retard Pedal at FULL. (If a 1 pedal system, ensure the service brake is not entered)

S

RETRD–SEL = 1.0 with the Retard Lever (if equipped) at FULL and the retard pedal OFF.

20. Apply the Parking Brake if not done previously (propulsion system commanded to REST mode). 21. Using the appropriate mine procedures, start the diesel engine. 22. Verify the System Mode is REST on the DID panel (refer to Section 8.1., Modes Display, for DID panel modes information). 23. Release the Parking Brake (propulsion system exits REST mode) and verify the System Mode changes to TEST, then READY within one minute. 24. With the brakes applied, move the Direction Selector handle to FORWARD and verify torque is present on each inverter (TQCMD1, TQCMD2, and TRQFB1, TRQFB2) shown on the PSC – Real Time Data screen. 25. Verify no EVENTS are logged as follows: a. From the window browser, select PTU Screens –> PSC –> Special_Tasks –> Event_Menu –> PSC Event Summary. b. The PSC Event Summary screen is now displayed on top of the PSC – Real Time Data screen. c. Verify that no EVENTS are logged, then close the PSC Events Summary display screen by clicking on the X in the upper right corner of the screen. 26. Return the Direction Selector handle to NEUTRAL. 27. Using the appropriate mine procedures, initiate Load Box operation through the w PTUt or DID panel (for w PTUt, from the window browser, select PTU Screens –> PSC –> Normal_Operation –> Tests –> Self Load Engine Test) . (Fig. 51) (Refer to Section 8.3., Tests Display, for DID panel tests information.) 28. Maintain Load Box operation at full engine RPM for two minutes and verify that full horsepower is developed. 29. Verify no EVENTS log during Load Box Mode as follows: a. From the window browser, select PTU Screens –> PSC –> Special_Tasks –> Event_Menu –> PSC Event Summary. b. The PSC Event Summary screen is now displayed (on top of the Self Load Engine Test screen if using w PTUt for test). c. Verify that no EVENTS are logged, then close the PSC Events Summary display screen by clicking on the X in the upper right corner of the screen. 30. Exit Load Box. 31. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, then close the w PTUt Toolbox, shut down the PTU, and disconnect it from the PSC serial port. 46


6. TRUCK STARTUP PROCEDURES

6.1.

CIRCUIT CONTINUITY AND RESISTANCE CHECKS AND ADJUSTMENTS

The following circuit continuity and resistance checks and adjustments should be performed prior to energizing the AC OHV propulsion system equipment. These procedures require the use of a volt–ohmmeter (VOM) that is set for resistance measurements.

WARNING: Electric shock can cause serious or fatal injury. To avoid such injury, personnel should take and observe proper precautions when making system adjustment or performing system or component electrical tests. For resistance checks, this should include, but not be limited to, ensuring that all equipment is deenergized, including energy storage components such as capacitors.

6.1.1. VOM Circuit and Component Checks If a VOM reading is significantly different from the value listed in the following chart, consult the system schematic and inspect the affected circuit, checking connections and replacing components and wiring as required.

Circuit/Component DC Link

VOM Connection Note

VOM Positive Lead Connection DC+ Link Bus Bar (Top Bus Bar)

VOM Negative Lead Connection Cabinet Ground

VOM Reading in Ohms (Approx.) 2800

NOTE: If GNDB1 (ground block) is disconnected from the Ground Resistor Panel (GRR), both the DC+ and DC– resistance to ground readings will be higher. DC– Link Bus Bar (Bus Below DC+)

Cabinet Ground

2800

VOM on R1 Scale to DC+ Link Bus Bar avoid charging capacitors

DC– Link Bus Bar

Infinity

VOM on R1 Scale to DC– Link Bus Bar avoid charging capacitors

DC+ Link Bus Bar

5.5

47


6.2.

MEGGER TEST FOR GROUNDS

WARNING: Electric shock can cause serious or fatal injury. To avoid such injury, personnel should take and observe proper precautions when making system adjustment or performing system or component electrical tests. CAUTION: Check the polarity of the suppression modules and diodes across all coils: relays, contactors and reverser. If any are reversed, output channels on the digital input/output cards can be damaged during attempts at energization. CAUTION: A bell ringer must not be used for wiring checks; use an ohmmeter or light continuity checker. CAUTION: Before removing any of the cards in the 17FL375 electronics panel, turn battery power to the control system OFF. The control equipment circuitry is classified in two major categories: main power circuit and alternator field control. Both circuit categories must be separately prepared for meggering.

NOTE: Do not put shorting wire on terminal boards.

6.2.1. Preparation For Megger Test Perform the following procedures to prepare the circuit categories for meggering by either removing wiring connections, insulating or jumpering, as indicated by the instructions. Use shorting wire for jumpering procedures, however, be careful not to short devices to ground or to the wrong devices. 1.

Place both Inverter Cutout switches, located inside the main control cabinet, in the CUTOUT (down) position.

2.

Ensure that the Parking Brake is applied (propulsion system commanded to REST mode).

3.

Place the GF Cutout switch, located inside the main control cabinet, in the CUTOUT (down) position.

4.

Disconnect Battery Power.

5.

Disconnect the round power plug from the top of each phase and chopper module: PM1A+, PM1A–, PM1B+, PM1B–, PM1C+, PM1C–, PM2A+, PM2A–, PM2B+, PM2B–, PM2C+, PM2C–, CM1, CM2

6.

Disconnect all 17FL375panel 104 pin connectors.

7.

Install a jumper between the positive and negative DC link bus bars in the control cabinet.

8.

Disconnect the CCLR1 and CCLR2 connectors which are located on the power cabinet ceiling above the AFSE panel.

9.

Disconnect the circular connectors from all VAM’s.

10. Remove all wires from ground block GNDB which is located to the left of the AFSE. 11. Remove the GF contactor arc chute and install a jumper between the main contactor tips on GF.

48


6.2.2. Megger Test Procedure CAUTION: To prevent equipment damage, use a 1500 V DC max. @ 2 mA max. megger only.

6.2.2.1.

Main Power Circuit

1.

Install a jumper from the GF main contactor tip to ground.

2.

Connect a megger between the power circuit DC positive bus bar and ground. Turn on the megger and test at 1500 V DC max. The reading should be approximately one megohm.

3.

Turn off and disconnect the megger.

6.2.2.2.

Alternator Field Circuit

1.

Remove the jumper from the GF main contactor tip to ground.

2.

Install a jumper from the power circuit DC positive bus bar to ground.

3.

Connect a megger between the GF main contactor tip and ground. Turn on the megger and test at 1500 V DC max. The reading should be infinity.

4.

Turn off and disconnect the megger.

This concludes the megger test. If any readings were below one megohm, an insulation fault is present and must be located and repaired. If the reading is low because of moisture, the machine must be dried out by heating it for several hours. Heat can be applied using several methods: 1) heat lamp, 2) hair dryer, 3) passing a controlled current through the winding for a specific time period, 4) removing the machine from the truck and baking it in an oven at a controlled temperature for a specific time period. After repairs are made, remegger that circuit to ensure a good quality repair. To aid in finding a fault, see Section 6.3., Troubleshooting For Grounds .

6.2.3. Restore Circuitry If no faults were found, remove shorting wires and reconnect all wires and cables previously disconnected for this test as follows: 1.

Remove the jumper wire between the GF contactor tips and reinstall the GF contactor arc chute.

2.

Remove the jumper wire from the power circuit DC positive bus bar to ground.

3.

Remove the jumper wire between the positive and negative DC link bus bars.

4.

Reconnect all wires previously removed from ground block GNDB.

5.

Reconnect the VAM connectors.

6.

Reconnect the CCLR1 and CCLR2 connectors.

7.

Reconnect all 17FL375 panel connectors.

8.

Reconnect the power plug to all phase and chopper modules.

9.

Reconnect Battery Power. 49


6.3. 1.

TROUBLESHOOTING FOR GROUNDS Give the truck a quick visual inspection looking for the following: a. IMoisture, oil, or debris in or on motorized wheels, alternator, grid resistors, main control cabinet, and power cables b. Any wire or metal that might be touching exposed connections c. IFrayed or rubbing cables

2.

If the visual inspection does not locate the cause, follow the megger procedures to isolate the ground to one of the three major loops.

3.

Once the ground has been isolated to a particular loop, that loop should be broken down into smaller sections and remeggered.

NOTE: Refer to the overall system schematic to obtain the most convenient points for subsection isolation. NOTE: This subdividing of the grounded section should continue until the ground is isolated in a particular cable or piece of equipment. Appropriate measures can then be taken. 4.

If the ground occurs in a motorized wheel or alternator, the unit should be checked by removing all connections and remeggering.

5.

Perform a vigorous inspection of the unit following the guidelines of the inspection made in step 1.

6.

If no reason for the ground can be determined, or if the problem cannot be corrected, removal of the unit for repair at an authorized shop will be necessary.

7.

If the ground is isolated to the Dynamic Retarding Assembly, disconnect all cables leading to it and remegger the Dynamic Retarding Assembly.

8.

If the ground is still present, thoroughly inspect the Dynamic Retarding Assembly for any obvious problems such as frayed or rubbing cables and water or debris inside the Dynamic Retarding Assembly.

9.

If the inspection does not locate the cause, isolate the two halves of the Dynamic Retarding Assembly and remegger to localize the ground to one side or the other.

10. On trucks equipped with a blown Dynamic Retarding Assembly, if the ground occurs on the blower motor side, disconnect the motor and check for grounds in the unit once again. 11. If the ground is still present in the Dynamic Retarding Assembly, it will be necessary to disconnect each resistor section until the grounded section is found.

50


6.4.

LOW VOLTAGE POWER SUPPLY CHECKS

6.4.1. Preparation for Power Supply Check 1.

Remove the 50 amp control circuit system fuse (BATFU) located near the bottom of the power section of the control cabinet behind the center door.

2.

Disconnect all the 17FL375 panel cards from their backplane connectors. Verify that all panel connectors are connected.

6.4.2. Power Supply Voltage Checks NOTE: If during the course of these checks a reading is significantly different from the expected value, consult the system schematics, inspect the circuit, check connections, and replace components as required.

6.4.2.1.

Battery

1.

Turn the truck battery switch ON and check polarity of the battery voltage at the location where BATFU was removed. The BATFU input side should read positive, and the other side should read negative (battery common).

2.

Turn the truck battery switch OFF and reinstall the BATFU fuse.

3.

Turn the battery switches and the key switch in the operator’s cab ON to enable control power availability to the AC OHV propulsion system.

6.4.2.2.

System Power Supply

1.

Turn the Control Power Switch (CPS, located inside of the main control cabinet) ON.

2.

On the FH41 Power Supply (located in control area of cabinet below the ICP panel), view the green status LEDs. Verify that all five LEDs (+15V, –15V, +5V, +24V, –24V) are illuminated.

NOTE: Sensor Power Supply (SPS) and FB127 have been replaced by the FH41 Power Supply.

6.4.2.3.

DID Power Supply

Check that the DID panel is illuminated.

6.5.

PSC AND TCI CARD CHECKS

1.

Turn the CPS OFF.

2.

Verify that all ICP panel (17FL375) cards are properly installed and connected to the backplane of the panel.

3.

Locate the FAT1 LEDs at the bottom of the PSC CPU card (17FB147) and the TCI CPU card (17FB144) near the card extractor for each. Turn the CPS ON and observe that both LEDs on both cards should initially turn ON and then turn OFF. If any LED remains illuminated, it may indicate either a bad CPU card or a problem with the +5V power supply in that panel. Determine the possible faulty card by turning the CPS OFF, removing one card from the affected panel, and turning the CPS ON until the faulty card is identified.

CAUTION: Always turn the Control Power Switch (CPS) OFF before either removing or installing control cards in electronic panels. Failure to do so will result in card and/or panel equipment damage.

51


6.6.

LOAD AC OHV PROPULSION SYSTEM SOFTWARE

Refer to section, INSTALLING AC PROPULSION SYSTEM SOFTWARE ON TRUCK , for details regarding downloading of software into the AC OHV propulsion system.

6.7.

PSC MANUAL DIGITAL INPUT/OUTPUT TEST PROCEDURES

Perform the following procedure to manually check certain PSC–controlled outputs and PSC–monitored inputs to verify proper wiring and component operation: 1.


2.

Ensure engine is OFF.

3.

Connect the PTU to the PSC serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter password, select PSC Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .

4.

From the window browser, select PTU Screens –> PSC –> Engine_Stopped_Tasks –> PSC Manual Test (Fig. 34).

5.

The PSC Manual Test screen is now displayed (Fig. 35).

FIG. 34. PTU BROWSER PSC MANUAL TEST SCREEN ACCESS SEQUENCE. E–45224.

52


FIG. 35. PSC MANUAL TEST SCREEN. E–44402A.

53


6.

Perform the following digital output checks from the PSC Manual Test screen: a. In the Toggle Digital Outputs (TDO) section of the screen, click on GF to highlight it. Verify that the GF contactor picks up and that GFFB is highlighted in the Digital Input (DI) section of this screen. Click on GF again in the TDO section of the screen to deenergize GF. b. In the TDO section of the screen, click on GFR to highlight it. Verify (visually) that the GFR contactor picks up. Click on GFR again in the TDO section of the screen to deenergize GFR. c. In the TDO section of the screen, click on RP1 to highlight it. Verify that the RP1 contactor picks up and that RP1FB is highlighted in the DI section of this screen. Click on RP1 again in the TDO section of the screen to deenergize RP1. d. In the TDO section of the screen, click on CPRL to highlight it. Verify that after turning the CPS OFF, control power remains applied to the AC OHV propulsion system. Turn CPS back to the ON position. Click on CPRL again in the TDO section of the screen to deenergize CPRL. e. In the TDO section of the screen, click on AFSE to highlight it. Verify that there is 24V DC to ground on the AFSEF1L and AFSEF2L wires on the AFSE terminal boards. Click on AFSE again in the TDO section of the screen to deenergize AFSE.

NOTE: All LEDs, the Inverter #1 Cutout switch, and the Inverter #2 Cutout switch are not present in the 17KG527B1 (or later) configurations of the 150 Ton AC Control Group. NOTE: Steps 6f thru 6i and step 7 apply only to the 17KG527A1 Control Group. f. In the TDO section of the screen, click on SYSRUN to highlight it. Verify that the CONTROL SYSTEM OKAY LED inside the control area is illuminated. Click on SYSRUN again in the TDO section of the screen to deenergize SYSRUN. g. In the TDO section of the screen, click on TEST to highlight it. Verify that the TEST MODE LED inside the control area is illuminated. Click on TEST again in the TDO section of the screen to deenergize TEST. h. In the TDO section of the screen, click on REST to highlight it. Verify that the REST MODE LED inside the control area is illuminated. Click on REST again in the TDO section of the screen to deenergize REST. i. In the TDO section of the screen, click on SYSFLT to highlight it. Verify that the SYSTEM FAULT LED on the side of the main control cabinet is illuminated. Click on SYSFLT again in the TDO section of the screen to deenergize SYSFLT.

54


7.

Perform the following Digital Input checks: a. With the Keyswitch and the CPS ON, verify that the following Digital Inputs are illuminated: KEYSW, CPSFB, CNFB, CNIFB, CNXFB, and GFNCO . b. Move the Inverter #1 Cutout switch, located inside the control area, to the CUTOUT position, INV1CO should be highlighted. Move this switch back to the NORMAL position, INV1CO should then turn OFF. c. Move the Inverter #2 Cutout switch, located inside the control area to the CUTOUT position, INV2CO should be highlighted. Move this switch back to the NORMAL position, INV2CO should then turn OFF. d. Digital Input BRAKEKON will be highlighted if the Service Brake is engaged, otherwise, it will be off. e. Close the PSC Manual Test display screen by clicking on the X in the upper right corner of the screen.

8.


55


6.8.

PEDAL, POT, AND LEVER ADJUSTMENT CHECKS

The following procedure is for recording and checking the AC OHV propulsion system adjustments for the specific truck foot pedals and the retard speed control pot: 1.

Remove control power from the AC OHV propulsion system.

2.


3.

Apply control power to the AC OHV propulsion system.

4.

From the window browser, select PTU Screens –> TCI –> Normal_Operation –> Real_Time –> TCI Analog Inputs (Fig. 36).

5.

The TCI Analog Inputs screen is now displayed (Fig. 37). Perform the following from this screen: a. Record the value for POTREF (typical value is 10.8 V). b. Record the value for ACCEL PEDAL with the pedal FULL OFF (typical value is 1.6 V). c. Record the value for ACCEL PEDAL with the pedal FULL ON (typical value is 8.5 V). d. Pull up on the Retard Speed Control Switch, and record the value for RSC POT with the knob turned FULLY CLOCKWISE (typical value is 0.1 V). e. Record the value for RSC POT with the knob turned FULLY COUNTER–CLOCKWISE (typical value is 10.7 V). f. Close the TCI Analog Inputs display screen by clicking on the X in the upper right corner of the screen.

6.


7.


FIG. 36. PTU BROWSER TCI REAL TIME MENU ACCESS SEQUENCE. E–45225.

56


FIG. 37. TCI ANALOG INPUTS SCREEN. E–44361A.

57


FIG. 38. PTU BROWSER PSC REAL TIME MENU ACCESS SEQUENCE. E–44388B. 8.

From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Real_Time –> PSC – Analog Inputs (Fig. 38).

9.

The PSC – Analog Inputs screen is now displayed (Fig. 39). Perform the following from this screen: a. Record the value for RETARD PEDAL with the pedal FULL OFF (typical value is 3.3 V). b. Record the value for RETARD PEDAL with the pedal FULL ON (typical value is 9.5 V). c. Close the PSC – Analog Inputs display screen by clicking on the X in the upper right corner of the screen.

10. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Real_Time –> PSC – Real Time Data (Fig. 38). 11. The PSC – Real Time Data screen is now displayed (Fig. 40). Perform the following from this screen: a. With accel pedal FULLY RELEASED, verify that ACCEL–SEL = 0.00. If it is not, calculate the accel pedal off percent by dividing the recorded value in step 5b of this procedure by the recorded value in step 5a of this procedure (ACCEL PEDAL OFF VOLTS / POT REF). Record this as the new CC_ACCEL_PEDAL_OFF_PCNT parameter value. b. With accel pedal FULLY PRESSED, verify that ACCEL–SEL = 1.00 . If it is not, calculate the accel pedal on percent by dividing the recorded value in step 5c of this procedure by the recorded value in step 5a of this procedure (ACCEL PEDAL ON VOLTS / POT REF). Record this as the new CC_ACCEL_PEDAL_ON_PCNT parameter value. c. With retard pedal FULLY RELEASED, verify that RETRD–SEL = 0.00. If it is not, calculate the retard pedal off percent by dividing the recorded value in step 9a of this procedure by the recorded value in step 5a of this procedure (RETARD PEDAL OFF VOLTS / POT REF). Record this as the new CC_RETARD_PEDAL_OFF_PCNT parameter value. 58


d. With retard pedal FULLY PRESSED, verify that RETRD–SEL = 1.00. If it is not, calculate the retard pedal on percent by dividing the recorded value in step 9b of this procedure by the recorded value in step 5a of this procedure (RETARD PEDAL ON VOLTS / POT REF). Record this as the new CC_RETARD_PEDAL_ON_PCNT parameter value. e. With retard speed control knob PULLED OUT and knob turned FULLY CLOCKWISE (turned to TURTLE icon), verify that RETSPD = 0.0. f. With retard speed control knob PULLED OUT and knob turned FULLY CLOCKWISE (turned to RABBIT icon), verify that RETSPD > 36 . g. Close the PSC – Real Time Data display screen by clicking on the X in the upper right corner of the screen. 12. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Toolbox, shut down the PTU, and disconnect it from the PSC serial port.

FIG. 39. PSC ANALOG INPUT CHANNELS SCREEN. E–44391A.

59


FIG. 40. PSC REAL TIME DATA SCREEN. E–44389B.

60


FIG. 41. PTU BROWSER TCI GAUGE CALIBRATION SCREEN ACCESS SEQUENCE. E–44382A.

6.9.

GAUGE CALIBRATION CHECKS

The following is the procedure for recording and checking the AC OHV propulsion system adjustments for the specific truck gauges: 1.


2.

From the window browser, select PTU Screens –> TCI –> Engine_Stopped_Tasks –> Gauge Calibration (Fig. 41).

3.

The TCI Gauge Calibration screen is now displayed (Fig. 42).

4.

Enter a test speed of 10, 20, 30, or 40 MPH in the Type a Truck Speed box and verify that the dashboard speedometer displays that reading. Adjust speeds for best overall reading. If the speedometer does not adjust, use the adjustment screw on the back of the speedometer to calibrate its reading.

6.10. CONFIGURATION CHANGES DUE TO CALIBRATION CHECKS If, after performing the pedal, lever, pot, and gauge calibration checks, one or more configuration parameters required change, then do the following: 1.

Change the affected truck specific parameters in the truck specific configuration file following the procedure in the section, CREATE THE TRUCK/MINE CONFIGURATION FILE .

2.

Download the software into the AC OHV propulsion system following those same procedures in the sections, PROGRAM TCI and PROGRAM PSC.

3.

After the new configuration has been downloaded, repeat the previous calibration checks to verify the new settings.

61


FIG. 42. TCI GAUGE CALIBRATION SCREEN. E–44384A.

62


FIG. 43. PTU BROWSER SET TIME AND DATE SCREEN ACCESS SEQUENCES. E–44366A.

6.11. SET TIME AND DATE The date and time must be set for the PSC and TCI. The procedure for setting the date and time on either is the same. In order to set the date and time on a particular computer, you must be connected to the appropriate port in the operator’s cab. The following procedure is for TCI, but it is the same except for connecting to and selecting PSC:

NOTE: The PSC time is kept synchronized to the TCI time during operation. The TCI is considered the master clock. 1.


2.

From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Set Time and Date (Fig. 43).

3.

The Set Time and Date screen is now displayed (Fig. 44).

4.

If the date and time displayed in The CURRENT date and time: line are correct, click on the X in the upper right corner of the screen to exit without changing.

5.

On the Set Time and Date screen (Fig. 44), click within the applicable window ( DAY, MONTH, YEAR, HOUR, MINUTES ) and enter the new values, or highlight the existing values in the applicable window and enter the new values.

6.

Repeat step 4 for each of the five windows.

7.

Click on the SET CLOCK button at the desired moment for the clock to be set to the time settings entered to set the new values into memory

8.

Verify that the time displayed in The NEW Date and time: line is correct. If not, repeat steps 5 through 7.

9.

Close the Set Time and Date display screen by clicking on the X in the upper right corner of the screen.

10. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Toolbox, shut down the PTU, and disconnect it from the TCI serial port. 63


FIG. 44. SET TIME AND DATE SCREEN. E–45227.

64


FIG. 45. BROWSER TCI REAL TIME DATA SCREEN ACCESS SEQUENCES. E–45231.

6.12. CHECK COMMUNICATION STATUS The following procedure verifies that PSC and TCI are communicating properly with each other. 1.


2.

From the window browser, select PTU Screens –> TCI –> Normal_Operation –> Real_Time –> TCI Real Time Data (Fig. 45).

3.

The TCI Real Time Data screen is now displayed (Fig. 46).

4.

In the Modes section of the TCI Real Time Data screen, verify that COMMLINK is OK. If not, check wiring between PSC and TCI. If that does not uncover the problem, remove power from the control system, then reapply power. If that does not clear the problem, then replace one CPU card at a time in order to determine the faulty card.

5.

Close the TCI Real Time Data display screen by clicking on the X in the upper right corner of the screen.

6.


7.


8.


9.


10. In the Modes section of the PSC – Real Time Data screen, verify that COMMLINK is OK. If not, check wiring between PSC and TCI. If that does not uncover the problem, remove power from the control system, then reapply power. If that does not clear the problem, then replace one CPU card at a time in order to determine the faulty card. 65


FIG. 46. TCI REAL TIME SCREEN. E–44359A. 11. Close the PSC – Real Time Data display screen by clicking on the X in the upper right corner of the screen. 12. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Toolbox, shut down the PTU, and disconnect it from the PSC serial port.

66


6.13. TCI ANALOG INPUT CHECKS The following procedure verifies proper TCI analog input signal levels and measurements. If any of the following measurements differ significantly from their nominal values, check the signal source and wiring interface to TCI. If those check out OK, replace the TCI analog input card. 1.


2.

From the window browser, select PTU Screens –> TCI –> Normal_Operation –> Real_Time –> TCI Analog Inputs (Fig. 45).

3.

The TCI Analog Inputs screen is now displayed (Fig. 37).

4.

Check the POTREF reading on the TCI Analog Inputs screen. It should be within 1.0 V of the measurement at TB18 (wire number 2CS121 WHT15PV) in the OEM cab shifter console. (Typical value is 15.0 V.)

5.

Measure the voltage at TB18 (wire number 10VDC) in the OEM electronics cabinet containing TCI shifter console.. This processed Pot Reference voltage should be approximately 11.0 V.

6.

Check the CONTROL BATT reading on the TCI Analog Inputs screen. It should be within 1.0 V of the measurement on the battery fuse panel located inside the control cabinet.

7.

Check the GROUND reading on the TCI Analog Inputs screen. It should be 0.0 V.

8.

Check the GAIN CHECK reading on the TCI Analog Inputs screen. It should be 10.0 V.

9.


10. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Toolbox, shut down the PTU, and disconnect it from the TCI serial port.

6.14. TCI MANUAL DIGITAL OUTPUT CHECKS The following procedure verifies the proper wiring and component operation of certain discrete devices controlled by TCI. If any of the following devices do not respond as indicated, check the device and the TCI wiring interface with that device. If those check out OK, replace the appropriate TCI digital I/O card (consult system schematic to identify proper card). 1.


2.

From the window browser, select PTU Screens –> TCI –> Engine_Stopped_Tasks –> TCI Manual Test (Fig. 41).

CAUTION: Do not proceed with TCI Manual Test checks until the Parking Brake is applied (propulsion system commanded to REST mode). 3.

The TCI Manual Test Truck Status screen will request truck status; verify correct status and click on OK to proceed (Fig. 47).

4.

The TCI Manual Test screen is now displayed (Fig. 48).

67


FIG. 47. TCI MANUAL TEST TRUCK STATUS SCREEN. E–45232.

FIG. 48. TCI MANUAL TEST SCREEN. E–44383B.

68


6.15. TCI MANUAL DIGITAL INPUT CHECKS The following procedure verifies the proper wiring between TCI and certain truck devices. If TCI does not respond as indicated, check the device and the TCI wiring interface with that device. If those check out OK, replace the appropriate TCI digital I/O card (consult system schematic to identify proper card). For each digital input check, verify that the input on the Digital Inputs section of the TCI Manual Test screen (Fig. 48) responds appropriately to the input from the external truck device. 1.

When the Engine System Controller issues an “Engine Caution” output, ENGCAUTION should be displayed.

2.

When the Engine System Controller issues an “Engine Warning” output, ENGWARN should be displayed.

3.

When the Parking Brake is applied (propulsion system commanded to REST mode), PRKBRKFDBK should be displayed.

4.

When the Reset switch in the operator cab is actuated, RESET should be displayed.

5.

When the Direction Selector handle in the operator cab is moved to the FORWARD position, FORREQ should be displayed.

6.

When the Direction Selector handle in the operator cab is moved to the REVERSE position, REVREQ should be displayed.

7.

When any Engine Shutdown switch is actuated, ENGKILL should be displayed.

8.

When the Data Store switch in the operator cab is activated, DATASTORE should be displayed.

9.

When the dump body is down, BODYDWN should be displayed. When the dump body is raised, BODYDWN should no longer be displayed.

10. When the Load Brake is applied, LDBRK should be displayed. 11. When the Keyswitch is moved to the Engine Start position, ENGSTRTREQ should be displayed. 12. When the Retard Speed Control switch is pulled up, RSC should be displayed. 13. When the Payload Meter indicates that the truck payload is 25% of capacity or greater, FULL–PAYLD should be displayed.

NOTE: The axle box pressure switch should be adjusted to trip when the axle box door is open 4” at normal blower speed. 14. When the axle box is pressurized, AXLEP should be displayed. 15. When the Control Power Switch is turned to the ON position, CONTROLON should be displayed. 16. Close the TCI Manual Test display screen by clicking on the X in the upper right corner of the screen. 17. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Toolbox, shut down the PTU, and disconnect it from the TCI serial port.

69


6.16. DIAGNOSTIC INFORMATION DISPLAY (DID) PANEL CHECK View the DID panel (17FM558). The cursor to the right of the event code should appear to spin. If it does not, remove power from the control system, then reapply power. If the problem persists, check that TCI is powered up and operational and check the wiring between TCI and the DID panel. If no problem is found there, first replace the TCI CPU card and then replace the DID panel until the problem is corrected.

6.17. INVERTER CHECKS The following procedures verify proper inverter control operation. If a particular step of this procedure cannot be completed properly, replace the 17FB172 Inverter Control card(s).

NOTE: The HyperTerminal* application program must be running on the wPTU t before applying control power to the propulsion system. If not, the Inverter Fault Checks procedure cannot be performed. Refer to Section 12.4., Using HyperTerminal To Communicate To 17FB144 and 17FB147 Boards, for additional information on using the HyperTerminal application program. NOTE: If at any time, the wPTU t locks up or does not operate in an expected manner, type “X” three times in succession.

6.17.1.

Inverter Phase Module Command and Feedback Circuitry Checks

1.

Connect the PTU to the PSC serial port (located inside operator cab), start the GE OHV w PTUt Toolbox, enter password, select PSC Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .

2.

From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Configuration –> Inverter Parameters (Fig. 49).

3.

The Inverter Parameters screen is now displayed (Fig. 50).

NOTE: Parameter 25019 can only be changed through the Inverter Parameters screen. 4.

In the Inverter Parameter screen, in the Inv # all, Param # field, type in 25019 and press ENTER. The value will return as 1.

5.

Change the parameter by typing 0 in the Inv # all, Value field and press ENTER.

6.

Close the Inverter Parameter display screen by clicking on the X in the upper right corner of the screen.

7.

Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen and click on Terminal Emulator Mode to start HyperTerminal.

8.

Disconnect the w PTUt serial cable from the PSC serial port and connect it to the CNG (Inverter #1) serial port.

9.

Press T to command the Inverter Test screen.

10. Press G to command the GTO test. The screen will display the following: gto_switch_mode[HNWX1]: 11. Press N to access the GTO/CHOPPER Test, Command and Feedback screen.

NOTE: The switch modules on the GE150AC system are IGBT’s. However, the inverter software refers to GTO’s. For the purposes of this testing, the terms are used interchangably. * Tradename of Hilgraeve Incorporated 70


FIG. 49. PTU BROWSER PSC CONFIGURATION MENU ACCESS SEQUENCE. E–44387B.

FIG. 50. INVERTER PARAMETERS SCREEN. E–45234.

71


NOTE: If any the following IGBT module checks fail, check IGBT module wiring. If wiring checks OK and problem persists, replace phase module in question and/or inverter control card(s) until problem is corrected. 12. Perform the following GTO/IGBT module command and feedback checks: a. With the w PTUt connected to the CNG serial port, move the > sign to the letter F in the test column next to GTO AUP. b. Press T with the > sign at the letter F on the screen. Verify that the Fs in the command column and the Fs in the feedback column should all turn to Ts. c. Move the > sign to the letter the letter T in the test column next to GTO AUP. d. Press F with the > sign at the letter T on the screen. Verify that the Ts in the command column and the Ts in the feedback column should all turn to Fs. e. Repeat steps a through d for each phase module or chopper in Inverter #1. 13. Restore all settings by performing the following steps: a. With the w PTUt still connected to the CNG serial port, make certain that all T values are returned to F values. b. With the w PTUt still connected to the CNG serial port, press X until the prompt invcpu> appears. c. Disconnect the w PTUt serial cable from the CNG (Inverter #1) serial port and connect it to the PSC serial port. d. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Configuration –> Inverter Parameters (Fig. 50). e. Reset the parameters for Inverter #1 from the Inverter Parameters screen. 14. Close the Inverter Parameters display screen by clicking on the X in the upper right corner of the screen. 15. With the w PTUt connected to the PSC serial port, click on CMCTL to highlight and turn them ON, then press ENTER. 16. Disconnect the w PTUt serial cable from the PSC serial port and connect it to the CNH (Inverter #2) serial port. 17. Repeat steps 2 through 16 for Inverter #2 taking note of the following differences: – All references to Inverter #1 are now for Inverter #2. – All references to CNG are now for CNH. – Shutdown the w PTUt Toolbox and turn the PTU off before disconnecting it in step 16, then do not reconnect it.

72


6.18. SELF LOAD TESTING 6.18.1.

Preparation for Self Load Testing

Perform the following steps prior energizing equipment for the purpose of self load testing: 1.

Place both Inverter Cutout switches, located on the right hand side of the main control cabinet, in the CUTOUT (down) position.

2.


3.

Verify that all tape and/or other obstructions are removed from the contactor and control cabinet enclosures for proper air flow to the equipment.

WARNING: If a wheelmotor(s) has been removed, verify that its power cables are properly insulated in the axle box. NOTE: Self load testing can also be commanded through the DID panel (see Section 8.3.1., Self Load Testing). If the DID panel is to be used, proceed to Section 6.18.2., Checks Prior to Self Load Testing. 4.


5.


6.


6.18.2.

Checks Prior to Self Load Testing

6.18.2.1. Battery Boost Check WARNING: This procedure MUST be performed exactly as written. Failure to do so may result in personnel injury or death. The contactors in the contactor cabinet may be energized while the engine is running. The available potential even at engine idle is 700 volts at 180,000 amps. 1.

Verify that engine is OFF.

2.


3.

Place the GF Cutout switch, located inside the control area of the main control cabinet, in the CUTOUT (down) position.

4.

Verify that all DC link voltage indicating lights are OFF.

5.

Connect a voltmeter across resistor R1 which is located in the power area of the main control cabinet. Connect the positive lead to the R1 resistor terminal with wire number BAT, and the negative lead to the R1 resistor terminal with wire number F101.

6.

Close the compartment door.

7.

Start the engine.

8.

Place the GF Cutout switch in the NORMAL (up) position.

9.

Apply the Load Brake, release the Parking Brake (propulsion system exits REST mode), and note that the voltmeter will momentarily read approximately 18 V and then drop to zero volts. 73


NOTE: If the voltmeter reading is significantly different from that stated above, remove voltage from the propulsion system. After verifying that voltage is removed from the propulsion system, check resistor R1 and its wiring, replace components and wiring as necessary, then repeat the above portion of the procedure before continuing. 10. Apply the Parking Brake (propulsion system commanded to REST mode). 11. Place the GF Cutout switch, located on the right hand side of the main control cabinet, in the CUTOUT (down) position. 12. Shut down the engine. 13. Verify that all DC link voltage indicating lights are OFF. 14. Disconnect and remove the voltmeter and secure the compartment door.

6.18.3.

Self Load Test Procedure

After the procedures in Section 6.18.1.,Preparation for Self Load Testing and Section 6.18.2., Checks Prior to Self Load Testing have been completed successfully, conduct the Self Load Test as follows: 1.

Verify that the Direction Selector switch is in the NEUTRAL position.

2.

Verify that the Parking Brake is ON (propulsion system commanded to REST mode).

NOTE: Self load testing can also be commanded through the DID panel (see Section 8.3.1., Self Load Testing). If the DID panel is to be used without a wPTU t, skip the remainder of this procedure and follow the DID panel self load test procedure. 3.


4.

From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Tests –> Self Load Engine Test (Fig. 38).

5.

The Self Load Engine Test screen is now displayed (Fig. 51).

6.

Click on the ENTER LDBX button and verify on the Self Load Engine Test screen that the PSCMODE: changes to TEST and the SUBSTATE: changes to LOADBOX before proceeding.

7.

Press on the accelerator pedal. Engine speed must be above 1200 RPM in order for RP1 to pickup which will connect retarding grids across the alternator output.

NOTE: In the Loading section of the screen, if the HP ADJ value is consistently minus 200 (–200) or the ENGLOAD value is 0.0%, that is an indication that the PWM engine load signal is not being communicated to PSC. 8.

Monitor the ENGLOAD value on the Self Load Engine Test screen during load testing. (This is a 0 to 10 V signal from the engine controller converted to a percentage value.) a. If the value is 50% during load testing, loading is optimal. b. If the value is below 50% during load testing, this is an indication of a weak engine and the propulsion system must decrease its load HP. c. If the value is above 50% during load testing, this is an indication of a strong engine and the propulsion system can increase its load HP.

74


FIG. 51. SELF LOAD ENGINE TEST SCREEN. E–44394A. 9.

When self load testing is complete, release the accelerator pedal and click on the EXIT LDBX button. Self load testing should stop.

10. Close the Self Load Engine Test display screen by clicking on the X in the upper right corner of the screen. 11. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Toolbox, shut down the PTU, and disconnect it from the PSC serial port.

75


6.19. INVERTER LOAD TEST WARNING: The inverter load test involves developing torque on the individual wheel motors at stand- still. A location allowing for some movement of the truck is required. Personnel must stay clear of the front and rear of the truck when an inverter is providing power to a wheel motor in order to avoid the risk of injury, and possibly death, due to truck movement. The truck cab must be manned at all times, or a means must be provided to stop the truck should motion occur when an inverter is providing power to a wheel motor. 1.

Shutdown the engine and ensure the following in preparation for this test, correcting any problems before proceeding further: a. The braking system is functional. b. The wheel motors are clear for rotation and personnel are aware that wheels will be rotating one at a time. c. If tires are not installed, verify that the truck is solidly mounted on jack stands and that the truck is stable.

2.


3.


4.


5.

Place the following switches in the positions indicated: a. Parking Brake should be ON (propulsion system commanded to REST mode). b. Inverter #2 Cutout switch should be in the CUTOUT (down) position. c. Inverter #1 Cutout switch should be in the NORMAL (up) position.

6.

Start the engine.

7.

Release the Parking Brake (propulsion system exits REST mode).

CAUTION: Do not accelerate the wheel motors if the truck is on jack stands. 8.

Place the Direction Selector switch in the FORWARD position and verify that the truck moves forward if wheels and tires are installed on the truck. If the truck is on jack stands due to the absence of tires and/or wheels, view the left wheel motor. It should rotate in a counter clockwise direction when viewed from the transmission end. The right wheel motor should not be rotating. If the truck movement or the wheel rotation is incorrect, stop the truck, stop the engine and correct the problem before proceeding.

9.

Record the following readings on the PSC – Real Time Data screen: a. Record the torque command and feedback values for Inverter #1 ( TQCMD1 and TRQFB1 ). The minimum torque command should be around 750 ft–lbs. Note any significant differences. b. Record both Inverter #1 (I1LV) and Inverter #2 ( I2LV) link voltages. They should be approximately the same with a maximum allowable difference of 7 V. The DC link volts should be approximately 700 V and the DC link amps should be less than 50 amps.

76


10. Place the Direction Selector switch in the NEUTRAL position. 11. Apply the Parking Brake (propulsion system commanded to REST mode).

NOTE: All LEDs, the Inverter #1 cutout switch and the Inverter #2 cutout switch are not present in the 17KG527B1 (or later) configuration of the 150 Ton AC control group. 12. Repeat steps 5 through 10 for Inverter #2 (with Inverter #2 Cutout switch in NORMAL position and Inverter #1 Cutout switch in CUTOUT position in step 5), noting that if wheel rotation must be monitored, the right wheel should be rotating clockwise when viewed from the transmission end and the left wheel should not be rotating. 13. Apply the Parking Brake (propulsion system commanded to REST mode), move both Inverter Cutout switches to the NORMAL (up) position, then release the Parking Brake (propulsion system exits REST mode). 14. If wheels and tires are installed, verify that truck moves forward in a smooth manner. Stop the truck and move Direction Selector switch to REVERSE. Again verify that truck moves in reverse in a smooth manner. If wheels and/or tires are not installed, verify that the wheel motors rotate in an even manner and that the following wheel motor rotations as viewed from the transmission side are correct: a. Direction Selector switch in FORWARD – (1) Left wheel motor – counter clockwise rotation (2) Right wheel motor – clockwise rotation b. Direction Selector switch in REVERSE – (1) Left wheel motor – clockwise rotation (2) Right wheel motor – counter clockwise rotation

NOTE: If problems are encountered during this testing, check the wheel motor speed sensors, the speed sensor wiring, wheel motor power cabling, and the inverter control card for problems. 15. When inverter testing is complete, move the Direction Selector switch to the NEUTRAL position, apply the Parking Brake (propulsion system commanded to REST mode), move both Inverter Cutout switches to the CUTOUT (down) position, and shut down the engine.

77


6.20. FUNCTIONAL GROUND FAULT DETECTION TEST This is a test procedure to ensure that the ground fault detection circuit is operational by placing a test wire jumper from the propulsion system section of interest to truck frame ground. It is expected that ground faults will be detected by the control system during this test.

WARNING: When installing or removing the test wire jumper for ground fault detection checking, always ensure that the truck is shut down, the engine is stopped, the Parking Brake is ON (propulsion system commanded to REST mode), and ALL DC link voltage indicating lights are OFF. Auxiliary DC link charged indicating lights are provided on the top of the control for visual indication. It is recommended that the auxiliary DC link be measured by separate instrumentation as well before proceeding with maintenance or trouble shooting. Failure to do so may result in personnel injury or death. If, for any reason, this test encounters ground fault detection problems (fails to detect entered fault), immediately stop any further testing and correct the problem. Each time a ground fault is detected, a ground fault event is logged in the event summary log and propulsion power will be removed by the control system. Prior to removing the wire jumper, ensure that the truck is shut down, the engine is stopped, the Parking Brake is applied (propulsion system commanded to REST mode), and all DC link voltage indicating lights are OFF. With the jumper removed, the ground faults can be cleared and erased before proceeding further with the test. The following circuits in the propulsion system should be checked by connecting one lead of the ground fault test wire jumper to it and the other end to truck frame ground: 1.

Positive DC link bus

2.

Negative DC link bus

78


7. STATISTICAL DATA

7.1.

GENERAL DESCRIPTION AND DEFINITION

The Statistical Data Collector uses Parameter Counters and Parameter Profiles to record operating conditions for various occurrences on the truck. To make data most useful, there are four counters for every Statistical Counter and five for every Statistical Profile. These counts are named by the method used to reset the count to zero. For the counter, there is a lifetime count, LCount , which is associated with its date, LCount Start. There are also three other counters, Last Qtr, This Qtr, and This Day. A parameter is a defined occurrence. Each parameter has an identification number called Par #, and a short name called Description. Each parameter is an occurrence that is counted in some unit such as hours or the number of times the conditions have been correct to declare that the occurrence happened. The units in which the counters count are listed under Units in TABLE 3, Statistical Data Codes – Counters (located in this section). TABLE 3 also contains an additional explanation of the conditions that define a statistical parameter as having occurred in the column titled Count Conditions . There are two types of parameters: Counters (TABLE 3) and Profiles (TABLE 4, Statistical Data Codes – Profiles, located in this section). The profile parameters have one more characteristic, Counter Range, identified by Profile Number, which segments the possible range of values into a maximum of 17 ranges of values. The number or count within a particular Counter Range or Profile Number is the time that the parameter had a value that was within that range. When examining the number of counts for a parameter, it is often useful to know over what period of time the counts occurred. To aid in determining how long it took to get a certain number of counts for a Statistical Data Counter parameter, the Statistical Data is presented in the form of four counters. The first counter, LCount , indicates how many counts have occurred since the LCount Start date. This is intended to be a lifetime counter. It can be reset to zero by a privileged user, and the LCount Start will automatically be set to the date on the CPU board when the user performed the reset. The second counter, Last Qtr is just the total number of counts for the parameter over the last–fiscal–quarter, also known as the last–three–months. This counter has the same value in it all quarter long. At midnight on a quarter change, this counter is overwritten by the “This Qtr” value as this–quarter becomes last–quarter. The third counter, This Qtr, keeps a moment by moment count of occurrences of the parameter. The counts are not reset to zero until midnight of the next quarter. The fourth counter, Last Mnth, keeps a moment by moment count of occurrences of the parameter over the last month. This counter has the same value in it all month long. At midnight on a month change, this counter is overwritten by the This Mnth value as this–month becomes last–month. The fifth counter, This Mnth, keeps a moment by moment count of occurrences of the parameter just as This Qtr, except the This Mnth count is reset to zero at midnight of the next month. The sixth counter, Yesterday, keeps a moment by moment count of occurrences of the parameter over the previous day. This counter has the same value in it all day long. At midnight, this counter is overwritten by the This Day value as this–day becomes yesterday. 79


FIG. 52. TCI STAT_MENU SELECTIONS. E–44371A. The seventh counter, This Day, keeps a moment by moment count of occurrences of the parameter just as This Qtr, except the This Day count is reset to zero every midnight. If the GE control panel is shut off before midnight, any necessary resetting of counters is done when the panel next powers up after midnight. Whenever the truck is programmed, that is, whenever the CPU Card has the contents of the flash proms changed, the LCount , Last Qtr, and This Qtr counts are not changed. However, the This Day count will be reset to zero.

7.2.

VIEW STATISTICAL COUNTERS

NOTE: It may be desirable to upload Statistical Counters to a PC for later viewing/analysis. Refer to Section 3.8., Consolidated Truck Data Save Function, for procedures. The w PTUt provides the capability to view the current values of the statistical counters as follows: 1.


2.

From the window browser, select PTU Screens –> TCI –> Special_tasks –> Stat_Menu –> View Counters (Fig. 52).

3.

The View Counters screen is now displayed (Fig. 53).

4.

Select the COUNTER Group to view from the menu on the screen, then click on View Counter Group.

5.

The Mine Counters screen displaying the selected COUNTER Group is now displayed (Fig. 54).

6.

Close the Mine Counters display screen by clicking on the X in the upper right corner of the screen.

7.

Select a different COUNTER Group if desired by repeating step 4 or close the View Counters screen by clicking on the X in the upper right corner of the screen.

80


8.

Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, then close the w PTUt Toolbox, shut down the PTU, and disconnect it from the TCI serial port.

FIG. 53. VIEW COUNTERS SCREEN EXAMPLE. E–45211.

FIG. 54. MINE COUNTERS SCREEN (PSC_STATS). E–45212.

81


7.3.

VIEW STATISTICAL PROFILES

NOTE: It may be desirable to upload Statistical Profiles to a PC for later viewing/analysis. Refer to Sec- tion 3.8., Consolidated Truck Data Save Function, for procedures. The w PTUt provides the capability to view the current values of the statistical profiles as follows: 1.


2.

From the window browser, select PTU Screens –> TCI –> Special_tasks –> Stat_Menu –> View Profiles (Fig. 52).

3.

The View Mine Profiles screen is now displayed (Fig. 55).

4.

Select the profile to view from the SELECT PROFILE TO VIEW menu on the screen, then click on VIEW PROFILES .

5.

The Mine Profiles screen displaying the selected profile is now displayed (Fig. 56).

6.

Close the Mine Profiles display screen by clicking on the X in the upper right corner of the screen.

7.

Select a different profile if desired by repeating step 4 or close the View Mine Profiles screen by clicking on the X in the upper right corner of the screen.

8.


FIG. 55. VIEW PROFILES SCREEN EXAMPLE. E–45213.

82


FIG. 56. MINE PROFILES SCREEN (PSC_STATS). E–45214.

83


7.4.

VIEW TRUCK STAT SERIAL REPORT

NOTE: It may be desirable to upload Stat Serial Report to a PC for later viewing/analysis. Refer to Section 3.8., Consolidated Truck Data Save Function, for procedures. The w PTUt Toolbox provides the capability to view the truck serial and configuration report as follows: 1.


2.

From the window browser, select PTU Screens –> TCI –> Special_tasks –> Stat_Menu –> Stat Serial Report (Fig. 52).

3.

The Stat Serial Report screen displaying the Serial & Configuration Report is now displayed (Fig. 57).

4.

Close the Stat Serial Report display screen by clicking on the X in the upper right corner of the screen.

5.


7.5.

RESET STATISTICS

Provided that the user has the appropriate privilege level, the w PTUt Toolbox provides the capability to reset the propulsion system statistics as follows: 1.


FIG. 57. STAT SERIAL REPORT SCREEN. E–45219.

84


2.

From the window browser, select PTU Screens –> TCI –> Special_tasks –> Stat_Menu –> Reset Stats (Fig. 52).

3.

The Reset Stats screen displaying the Stat Reset Menu is now displayed (Fig. 58).

4.

Reset the desired stat (or stats) on the Reset Stats screen using the following methods: S

Enter the counter to be reset in the RESET Individual COUNTER box and click on RESET Individual COUNTER to perform the reset.

S

Enter the profile to be reset in the Or, Enter Profile box and click on Or, Enter Profile to perform the reset.

S

Select an individual profile to reset from the RESET Individual PROFILE menu and the Stat Profile Mine Reset screen displays. Click on the desired timeframe for the profile to select it (highlighted on screen), then click in the YES, RESET THE SELECTED PROFILE box at the bottom of the screen to reset (Fig. 59). Close either display screen by clicking on the X in the upper right corner of the screen.

S

Click on any of the four reset selection boxes and a question screen displays. Click on Yes to reset the selected statistics or No to leave the current statistics intact (Fig. 60).

5.

Close the Reset Stats display screen by clicking on the X in the upper right corner of the screen.

6.


FIG. 58. RESET STATS SCREEN. E–45220.

85


FIG. 59. STAT PROFILE MINE RESET SCREEN. E–45221.

FIG. 60. RESET BOX QUESTION SELECTION SCREENS. E–45223.

86


7.6.

UPLOAD STATISTICAL DATA TO A FILE

In order to use the Statistical Data Collector to monitor maintenance of the vehicle, it is recommended that an office spread sheet or data base computer program be used to keep periodic records of the statistical data. Also refer to Section 3.8., Consolidated Truck Data Save Function . To upload statistical data, do the following: 1.


2.

From the PTU Screens –> TCI screen Menu Bar, select UpLoad –> Consolidated Truck Data Save (Fig 14, refer to GEK–91712).

NOTE: Files are normally uploaded to the following: c:/program files/geohvptu_xx/data_ac/ 3.

Select the type of report to be saved from the Reports Type list, choose a Save Directory, then click on the Begin button to begin uploading (Fig. 15).

4.

Click on Close when the uploading is complete, then click on the Target button in the screen Tool Bar to go to the w PTUt startup screen.

5.

Close the w PTUt Toolbox, shut down the PTU, and disconnect it from the TCI serial port.

87


TABLE 3. STATISTICAL DATA CODES – COUNTERS Cntr. No.

88

Description

Units

Count Conditions

301

Truck Life

Hours

The number of calendar hours that have elapsed since the CPU has been loaded with its current version of software. NOTE: This counter only has non–zero values in the Lifetime Counter column.

302

Control Power On

Hours

The number of hours that the control power relay (CPR) has been energized.

303

Engine Operate

Hours

The number of hours of engine operation above the engine running threshold criteria.

304

Engine Idle

Hours

The number of hours when engine is idling and truck is stationary.

305

Truck Operate

Hours

The summation of the number of hours that the propulsion system has operated in propulsion, retard, ready and test.

306

Truck Parked

Hours

The number of hours that the Park Brake applied feedback is true while TCI is energized.

307

Truck Travel

Miles

The cumulative miles travelled by the truck. It is a calculated value, based upon the integrated average of the four wheelmotor speed signals. It is active when control power is on, and it is not sensitive to vehicle direction.

308

Truck Travel

Kilometers

The cumulative kilometers travelled by the truck. It is a calculated value, based upon the integrated average of the four wheelmotor speed signals. It is active when control power is on, and it is not sensitive to vehicle direction.

309

Wheel 1 Operate

Hours

The number of hours that wheel #1 was providing torque in either propulsion or retard, and was moving .

310

Wheel 2 Operate

Hours

The number of hours that wheel #2 was providing torque in either propulsion or retard, and was moving .

311

Propel Forward

Hours

The number of hours that the truck was moving forward in the propulsion mode of operation.

312

Retard Forward

Hours

The number of hours that the truck was moving forward in the retard mode of operation.

313

Propel Mode

Hours

The number of hours that the truck was moving in the propulsion mode of operation.

314

Retard Mode

Hours

The number of hours that the truck was moving in the retard mode of operation.

315

CPR Pickup

Occurrences

The number of times when the Keyswitch was moved from the STOP to the ON position.

316

GF Pickup

Occurrences

The number of times that the GF contactor feedback has changed from deenergized to energized indication.

317

GFR Pickup

Occurrences

The number of times that the GFR relay feedback has changed from deenergized to energized indication.

318

RP1 Pickup

Occurrences

The number of times that the RP1 contactor feedback has changed from deenergized to energized indication.

319

RP2 Pickup

Occurrences



TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d) Cntr. No.

Description

Units

Count Conditions

320

RP3 Pickup

Occurrences


321

Dump Body Up

Occurrences

The number of times that the Dump Body position sensor input has changed from true to false, indicating that the dump body has been raised.

322

Loaded Truck

Occurrences

The number of times that the Full Payload input has changed from false to true.

323

Speed Set 1

Occurrences

The number of times that the programmable speed set point #1 has been exceeded.

324

Speed Set 2

Occurrences

The number of times that the programmable speed set point #2 has been exceeded.

325

Engine Start Switch

Occurrences

The number of times that the engine start request was actuated by the operator’s Keyswitch.

326

Engine On & Start

Occurrences

The number of times that engine start request received while the engine above its running threshold criteria.

327

Separate Batteries

Occurrences

The number of times that the control and cranking batteries were commanded to separate.

328

Engine Crank

Occurrences

The number of times that a crank command has been issued to the engine.

329

Engine Starts

Occurrences

The number of times that the measured engine speed has exceeded the engine running criteria.

330

Engine Off

Occurrences

The number of times that the Engine Kill pushbutton was actuated.

331

Park Brake Request

Occurrences

The number of times that the Park Brake switch was actuated.

332

Park Brake Applied

Occurrences

The number of times that the Park Brake pressure switch feedback transitioned from false to true, indicating that the Park Brake was applied.

333

SS to Reverse

Occurrences

The number of times that the Direction Selector switch was moved to the Reverse position.

334

SS to Forward

Occurrences

The number of times that the Direction Selector switch was moved to the Forward position.

335

SS When Moving

Occurrences

The number of times that the Direction Selector switch was moved to command a change in direction while the truck was moving.

336

RSC Switch On

Occurrences

The number of times that the Retard Speed Control switch was moved from Off to On.

337

Rest Request

Occurrences

The number of times that the rest request was received by actuation of the Rest Request switch.

338

Override Switch

Occurrences

The number of times that the override command was received by actuation of the Override switch.

339

Lamp Test Switch

Occurrences

The number of times that the lamp test request was received by actuation of the Lamp Test switch. 89



90

Description

Units

Count Conditions

340

Engine Cautions

Occurrences

The number of times that the Engine Cautions signal from the Engine Controller transitioned from low to high.

341

Engine OEM Overspeed

Occurrences

The number of times that the Engine Speed increases above an OEM–settable limit.

342

Load Brake

Occurrences

(150 Ton) The number of times that the Load Brake input transitioned from low to high.

343

Load Brake

Seconds

The amount of time that the Load Brake is applied.

344

Service Brake at Speed

Occurrences

The number of times that the Service Brake is applied at speed.

345

Service Brake at Speed

Seconds

The amount of time that the Service Brake is applied at speed.

346

Aux Shutdowns

Occurrences

The number of times that the aux_shutdown signal transitioned from low to high.

347

Starter Failure

Occurrences

The number of times the engine_starter_fail_di24 input transitions to true.

348

Coasting

Hours

The number of hours that are spent coasting. Ready mode is active and Wheel #1 or Wheel #2 speed is above 50 rpm.

349

Rest

Hours

The number of hours that are spent in the Rest mode. Rest mode is active.

350

Test

Hours

The number of hours that are spent in the Test mode. Test mode is active.

351

Enter READY

Occurrences

The number of times that the READY mode has been entered.

352

Enter Test

Occurrences

The number of times that the Test mode has been entered.

353

Enter Propel

Occurrences

The number of times that the Propel mode has been entered.

354

Enter Retard

Occurrences

The number of times that the Retard mode has been entered.

355

Speed Control Active

Occurrences

The number of times that propel torque is regulated in the speed limit mode.

356

M1 Spin Time

Seconds

The number of seconds that Wheel #1 Spin Control is active.

357

M1 Slide Time

Seconds

The number of seconds that Wheel #1 Slide Control is active.

358

M2 Spin Time

Seconds

The number of seconds that Wheel #2 Spin Control is active.

359

M2 Slide Time

Seconds

The number of seconds that Wheel #2 Slide Control is active.

360

M1 Spin Count

Occurrences

The number of times that Wheel #1 Spin Control is activated.

361

M1 Slide Count

Occurrences

The number of times that Wheel #1 Slide Control is activated.

362

M2 Spin Count

Occurrences

The number of times that Wheel #2 Spin Control is activated.

363

M2 Slide Count

Occurrences

The number of times that Wheel #2 Slide Control is activated.

364

Service Brake Time

Seconds

The number of seconds that the wet brake is applied and truck speed is > no motion speed.



Description

Units

Count Conditions

365

Service Brake App

Occurrences

The number of times that the wet brake is applied and truck speed is > no motion speed.

366

Load Box Mode

Seconds

The number of seconds that the system is in load box mode.

91


TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d) Cntr. No. Note:

Description

Units

Count Conditions

Parameter Numbers 1000 through 1099 correspond to DID Panel PSC Events 000 through 099, respectively (shown on DID panel and wPTU t Toolbox).

1000

spare

1001

spare

1002

Ground Fault

Occurrences

See TABLE 5 – EVENT CODE DESCRIPTIONS

1003

Failed Diode Panel

Occurrences


1004

GFCO Not Reset

Occurrences


1005

Propulsion System Over Temp

Occurrences


1006

Both Inv Comms Failed

Occurrences


1007

spare

1008

DC Link Over Volt

Occurrences


1009

ALTF Over Amps

Occurrences


1010

spare

1011

Retard Lever Signal

Occurrences


1012

Retard Pedal Signal

Occurrences


1013

Mid V Failure

Occurrences


1014

Analog Sensor Faults

Occurrences


1015

Restrictive Analog Sensor Fault

Occurrences


1016

PSC CPU Card Fault

Occurrences


1017

FB104 Digital Card

Occurrences


1018

FB143 Analog Card

Occurrences


1019

Riding Retard Pedal

Occurrences


1020

High Torque Limit

Occurrences


1021

TCI Comm Fault

Occurrences


1022

Persistent TCI Comm Fault

Occurrences


1023

Tertiary Overcurrent

Occurrences


1024

CFG File Error

Occurrences


1025

Blower Fault

Occurrences


1026

Cap Overpressure

Occurrences


1027

Panel Not Connected at Power Up

Occurrences


1028

spare

1029

spare

92



Description

Units

Count Conditions

1030

GF Contactor

Occurrences


1031

Battery Boost Circuit Occurrences


1032

RP Contactors

Occurrences


1033

RP–HP Balance

Occurrences


1034

spare

1035

ESS Input

Occurrences


1036

Grid Blower

Occurrences


1037

Computer Power Supply

Occurrences


1038

spare

1039

spare

1040

24V Positive Bad

Occurrences


1041

24V Negative Bad

Occurrences


1042

Self Load & Dir

Occurrences


1043

Battery Volt Low

Occurrences


1044

Battery Volt High

Occurrences


1045

Chopper Open Circuit

Occurrences


1046

Retard Circuit Short

Occurrences


1047

Engine Stall

Occurrences


1048

Shorted DC Link

Occurrences


1049

spare

1050

spare

1051

Tach Left Rear

Occurrences


1052

Tach Right Rear

Occurrences


1053

FLeft Speed Sig

Occurrences


1054

FRight Speed Sig

Occurrences


1055

Front Wheel Tachs

Occurrences


1056

Inverter SW Version

Occurrences


1057

spare

1058

spare

1059

spare

1060

spare

1061

Motor Over Speed

Occurrences


1062

spare

1063

Engine Load Sig

Occurrences


1064

spare 93



Description

Units

Count Conditions

Occurrences


Link Cap Level Getting Low

Occurrences


1071

Link Cap Level Too Low

Occurrences


1072

Ground Fault Circuit Problem

Occurrences


1073

Sensor Offset

Occurrences


1074

INV1 Comm Failed

Occurrences


1075

INV2 Comm Failed

Occurrences


1076

FB173 Card

Occurrences


1077

Inverter Failed VI Test

Occurrences


1078

Inv Bkgnd Msg

Occurrences


1079

spare

1080

spare

1081

spare

1082

spare

1083

spare

1084

CPS & Moving

Occurrences


1085

Aux Cooling Fault

Occurrences


1086

spare

1087

Engine HP Low

Occurrences


1088

HP Over Limit

Occurrences


1089

Engine Speed Command

Occurrences


1090

spare

1091

INV1 Cutout

Occurrences


1092

INV2 Cutout

Occurrences


1093

spare

1094

Limp Req Error

Occurrences


1095

BBRAM Error

Occurrences


1096

Unexpected System Reset

Occurrences


1065

Temp Input Bad

1066

spare

1067

spare

1068

spare

1069

spare

1070

94



Description

Units

Count Conditions

1097

spare

1098

PTU Data Store

Occurrences


1099

Software Event

Occurrences


95



96

Description

Units

Count Conditions

Parameter Numbers 1100 through 1199 correspond to Inverter #1 Event Codes 100 through 199, respectively (shown on DID panel and wPTU t Toolbox).

1100

INV1 CPU Card

Occurrences


1101

INV1 CPU NR

Occurrences


1102

INV1 I/O Card

Occurrences


1103

INV1 I/O NR

Occurrences


1104

INV1 FO Card

Occurrences


1105

INV1 PS Card

Occurrences


1106

INV1 DC Power

Occurrences


1107

GDPS1 Fail

Occurrences


1108

spare

1109

INV1 LinkV Fail

Occurrences


1110

spare

1111

INV1 Input Volt Sensor

Occurrences


1112

spare

1113

INV1 General

Occurrences


1114

INV1 General NR

Occurrences


1115

INV1 System

Occurrences


1116

INV1 A Phase

Occurrences


1117

INV1 A+ Phase

Occurrences


1118

INV1 A+ Phase NR

Occurrences


1119

INV1 A– Phase

Occurrences


1120

INV1 A– Phase NR

Occurrences


1121

INV1 A Phase Amps Occurrences


1122

spare

1123

INV1 A Phase Volts

1124

spare

1125

Occurrences


INV1 B Phase

Occurrences


1126

INV1 B+ Phase

Occurrences


1127

INV1 B+ Phase NR

Occurrences


1128

INV1 B– Phase

Occurrences


1129

INV1 B– Phase NR

Occurrences


1130

INV1 B Phase Amps Occurrences


1131

spare

1132

INV1 B Phase Volts

1133

spare

Occurrences




Description

Units

Count Conditions

1134

INV1 C Phase

Occurrences


1135

INV1 C+ Phase

Occurrences


1136

INV1 C+ Phase NR

Occurrences


1137

INV1 C– Phase

Occurrences


1138

INV1 C– Phase NR

Occurrences


1139

spare

1140

spare

1141

INV1 C Phase Volts

Occurrences


1142

spare

1143

INV1 Tach 1

Occurrences


1144

INV1 Tach 1 NR

Occurrences


1145

INV1 Tach 2

Occurrences


1146

INV1 Tach 2 NR

Occurrences


1147

spare

1148

Chopper 1 NR

Occurrences


1149

spare

1150

Chopper 2 NR

Occurrences


1151

INV1 Misc

Occurrences


1152

spare

1153

INV1 Motor

Occurrences


1154

INV1 Motor Faults NR

Occurrences


1155

INV1 Second Load

Occurrences


1156 thru spare 1199

97



Description

Units

Count Conditions

Parameter Numbers 1200 through 1299 correspond to Inverter #2 Event Codes 200 through 299, respectively (shown on DID panel and wPTU t Toolbox).

1200

INV2 CPU Card

Occurrences


1201

INV2 CPU NR

Occurrences


1202

INV2 I/O Card

Occurrences


1203

INV2 I/O NR

Occurrences


1204

INV2 FO Card

Occurrences


1205

INV2 PS Card

Occurrences


1206

INV2 DC Power

Occurrences


1207

GDPS2 Fail

Occurrences


1208

spare

1209

INV2 LinkV Fail

Occurrences


1210

spare

1211

INV2 Input Volt Sensor

Occurrences


1212

spare

1213

INV2 General

Occurrences


1214

INV2 General NR

Occurrences


1215

INV2 System

Occurrences


1216

INV2 A Phase

Occurrences


1217

INV2 A+ Phase

Occurrences


1218

INV2 A+ Phase NR

Occurrences


1219

INV2 A– Phase

Occurrences


1220

INV2 A– Phase NR

Occurrences


1221

INV2 A Phase Amps Occurrences


1222

spare

1223

INV2 A Phase Volts

1224

spare

1225

Occurrences


INV2 B Phase

Occurrences


1226

INV2 B+ Phase

Occurrences


1227

INV2 B+ Phase NR

Occurrences


1228

INV2 B– Phase

Occurrences


1229

INV2 B– Phase NR

Occurrences


1230

INV2 B Phase Amps Occurrences


1231

spare

1232

INV2 B Phase Volts

1233

spare

98

Occurrences




Description

Units

Count Conditions

1234

INV2 C Phase

Occurrences


1235

INV2 C+ Phase

Occurrences


1236

INV2 C+ Phase NR

Occurrences


1237

INV2 C– Phase

Occurrences


1238

INV2 C– Phase NR

Occurrences


1239

spare

1240

spare

1241

INV2 C Phase Volts

Occurrences


1242

spare

1243

INV2 Tach 1

Occurrences


1244

INV2 Tach 1 NR

Occurrences


1245

INV2 Tach 2

Occurrences


1246

INV2 Tach 2 NR

Occurrences


1247

spare

1248

Chopper 1 NR

Occurrences


1249

spare

1250

Chopper 2 NR

Occurrences


1251

INV2 Misc

Occurrences


1252

spare

1253

INV2 Motor

Occurrences


1254

INV2 Motor Faults NR

Occurrences


1255

INV2 Second Load

Occurrences


1256 thru spare 1299

99



Description

Units

Count Conditions

Parameter Numbers 1600 through 1699 correspond to TCI Events 600 through 699, respectively (shown on DID panel and wPTU t Toolbox).

1600

spare

1601

FB144 CPU Card

Occurrences


1602

FB104 Digital I/O

Occurrences


1603

FB160 Analog I/O

Occurrences


1604

PSC Comm Bad

Occurrences


1605

Aux Comm Fault

Occurrences


1606

spare

1607

5V Positive Bad

Occurrences


1608

15V Positive Bad

Occurrences


1609

15V Negative Bad

Occurrences


1610

Pot Ref Bad

Occurrences


1611

spare

1612

spare

1613

Analog Input

Occurrences


1614

BSep Cont Fail

Occurrences


1615

spare

1616

Forin & Revin

Occurrences


1617

Eng Start Denied

Occurrences


1618

spare

1619

Engine Warning

Occurrences


1620

Eng Kill & Speed

Occurrences


1621

spare

1622

Park Brake Problem

Occurrences


1623

Hyd Brake Fluid Hot

Occurrences


1624

Body Up & Load

Occurrences


1625

Body Up & Speed

Occurrences


1626

Load Brake & Speed Occurrences


1627

spare

1628

Battery Volts

Occurrences


1629

Baro Press Signal

Occurrences


1630

Motor Blower Press

Occurrences


1631

Amb Temp Signal

Occurrences


1632

CFG File Error

Occurrences


1633

BBRAM Error

Occurrences


100



Description

Units

Count Conditions

1634

Overload Restrictive

Occurrences


1635

Overload NR

Occurrences


1636

Aux Inverter Faults

Occurrences


1637

spare

1638

Engine Crank Timeout

Occurrences


1639

Engine Start Request & Running

Occurrences


1640

Accel Pedal too High Occurrences


1641

Accel Pedal too Low

Occurrences


1642

Crank Override

Occurrences


Occurrences


Occurrences


1643 thru spare 1690 1691

spare

1692

spare

1693

spare

1694

spare

1695

spare

1696

Unexpected CPU Reset

1697

spare

1698

Data Store

1699

spare

101


7.7.

PROFILE (HISTOGRAM) DEFINITIONS

The word histogram is used in the definitions of the various statistical profiles in the following table. A histogram is a collection of statistical data organized into defined ranges of values. The graphical representation of a histogram is typically a bar chart.

TABLE 4. STATISTICAL DATA CODES – PROFILES Prof. No. Description 401

Alt HPNET In

Count Conditions This is a histogram of alternator input horsepower. The sample time is 1.0 second. The clock starts whenever the truck is in the propel state. The histogram breaks the horsepower spectrum into 17 buckets, and displays the time that was spent in each bucket. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

402

Control Battery

This is a histogram of Control Battery Voltage. The sample time is 1 second. The clock will run whenever the control system is up. NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

102

NET INPUT HORSEPOWER RANGE 450 and below 451 to 650 651 to 850 851 to 1050 1051 to 1250 1251 to 1450 1451 to 1650 1651 to 1850 1851 to 2050 2051 to 2150 2151 to 2250 2251 to 2350 2351 to 2450 2451 to 2550 2551 to 2650 2651 to 2750 2751 and above

VOLTAGE RANGE 12 and below >12 to ≤14 >14 to ≤16 >16 to ≤18 >18 to ≤20 >20 to ≤22 >22 to ≤24 >24 to ≤26 >26 to ≤27 >27 to ≤28 >28 to ≤29 >29 to ≤30 >30 to ≤32 >32 to ≤34 >34 to ≤36 >36 to ≤38 38 and above


TABLE 4. STATISTICAL DATA CODES – PROFILES (Cont’d) Prof. No. Description 403

Count Conditions

Crank Battery ( 2700 This is a histogram of Crank Battery Voltage. The sample time is 1 second. HP and 3500 HP The clock will run whenever the control system is up. (Truck_type = 320 Ton Only) AC only.) NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

404

Spare

405

Retard Mode HP

This is a histogram of DC link HP while in the retard mode. The sample time is 1.0 second. The clock starts whenever the truck is in the retard mode. The histogram breaks the horsepower spectrum into 17 buckets, and displays the time that was spent in each bucket. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

406

VOLTAGE RANGE ≤ 2 >2 to ≤4 >4 to ≤6 >6 to ≤8 >8 to ≤10 >10 to ≤12 >12 to ≤14 >14 to ≤16 >16 to ≤18 >18 to ≤20 >20 to ≤22 >22 to ≤24 >24 to ≤26 >26 to ≤28 >28 to ≤30 >30 to ≤32 >32

HORSEPOWER RANGE 800 and below 801 to 1200 1201 to 1600 1601 to 2000 2001 to 2400 2401 to 2800 2801 to 3200 3201 to 3600 3601 to 3800 3801 to 4000 4001 to 4200 4201 to 4400 4401 to 4600 4601 to 4800 4801 to 5000 5001 to 5200 5201 and above

Spare

103



Truck Spd MPH

Count Conditions This is a histogram of truck speed in mph for all modes of operation. The clock starts whenever control power (CPR) is on. Sample time is every 1.0 second. The histogram breaks the MPH spectrum into 17 buckets, and displays the time that was spent in each bucket. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

408

Truck Spd KPH

This is a histogram of truck speed in kph for all modes of operation. The clock starts whenever control power (CPR) is on. Sample time is every 1.0 second. The histogram breaks the KPH spectrum into 17 buckets, and displays the time that was spent in each bucket. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

104

TRUCK SPEED RANGE (MPH) 2.0 and below 2.1 to 4.0 4.1 to 5.0 5.1 to 6.0 6.1 to 8.0 8.1 to 10.0 10.1 to 12.0 12.1 to 17.0 17.1 to 22.0 22.1 to 27.0 27.1 to 32.0 32.1 to 37.0 37.1 to 39.0 39.1 to 41.0 41.1 to 43.0 43.1 to 45.0 45.1 and above

TRUCK SPEED RANGE (KPH) 3.0 and below 3.1 to 6.4 6.5 to 8.0 8.1 to 9.6 9.7 to 12.8 12.9 to 16.0 16.1 to 19.0 19.1 to 27.0 27.1 to 35.0 35.1 to 43.0 43.1 to 51.0 51.1 to 60.0 60.1 to 63.0 63.1 to 66.0 66.1 to 69.0 69.1 to 72.0 72.1 and above



Motor 1 RPM

Count Conditions This is a histogram of Motor #1 rpm for all modes of operation. The clock starts whenever control power (CPR) is on. Sample time is every 1.0 second. The histogram breaks the RPM spectrum into 17 buckets, and displays the time that was spent in each bucket. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

410

Motor 2 RPM

MOTOR 1 SPEED RANGE (RPM) 70 and below 71 to 287 288 to 452 453 to 567 568 to 735 736 to 900 901 to 1050 1051 to 1200 1201 to 1500 1501 to 1800 1801 to 2100 2101 to 2400 2401 to 2700 2701 to 3000 3001 to 3150 3151 to 3300 3301 and above

This is a histogram of Motor #2 rpm for all modes of operation. The clock starts whenever control power (CPR) is on. Sample time is every 1.0 second. The histogram breaks the RPM spectrum into 17 buckets, and displays the time that was spent in each bucket. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

MOTOR 2 SPEED RANGE (RPM) 70 and below 71 to 287 288 to 452 453 to 567 568 to 735 736 to 900 901 to 1050 1051 to 1200 1201 to 1500 1501 to 1800 1801 to 2100 2101 to 2400 2401 to 2700 2701 to 3000 3001 to 3150 3151 to 3300 3301 and above

105



Event 636 Sub–id

Count Conditions This is a histogram of the number of times each Event 636, Aux Blower Failure, sub–ID logs. Each time the aux controller sends a 636 sub–ID the appropriate bucket is incremented by 1. (Truck_type = 320 Ton AC only.) The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.

412

Service Brakes

This is a histogram of the Service Brake applied input ( Wet or Dry brakes) being active. The clock starts whenever control power (CPR) is on. Sample time is every 1.0 seconds. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

106

sub–ID 1 sub–ID 2 sub–ID 3 sub–ID 4 sub–ID 5 sub–ID 6 sub–ID 7 sub–ID 8 sub–ID 9 sub–ID 10 sub–ID 11 sub–ID 12 sub–ID 13 sub–ID 14 sub–ID 15

2.0 or less 2.1 to 4.0 4.1 to 5.0 5.1 to 6.0 6.1 to 8.0 8.1 to 10.0 10.1 to 12.0 12.1 to 17.0 17.1 to 22.0 22.1 to 27.0 27.1 to 32.0 32.1 to 37.0 37.1 to 39.0 39.1 to 41.0 41.1 to 43.0 43.1 to 45.0 45.1 or greater



Ambient Temp Low

Count Conditions This is a histogram of ambient temperature. The clock starts whenever control power (CPR) is on. Sample time is every 1.0 seconds. The histogram breaks the temperature spectrum into 17 buckets, and displays the time that was spent in each bucket. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

414

Ambient Temp High

TEMPERATURE RANGE (DEGREE C) –40 and below –39 to –30 –29 to –25 –24 to –20 –19 to –15 –14 to –10 –9 to –5 –4 to 0 1 to 5 6 to 10 11 to 15 16 to 20 21 to 25 26 to 30 31 to 35 36 to 40 41 and above

This is a histogram of ambient temperature. The clock starts whenever control power (CPR) is on. Sample time is every 1.0 seconds. The histogram breaks the temperature spectrum into 17 buckets, and displays the time that was spent in each bucket. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

TEMPERATURE RANGE (DEGREE C) 35 and below 36 to 37 38 to 39 40 to 41 42 to 43 44 to 45 46 to 47 48 to 49 50 to 51 52 to 53 54 to 55 56 to 57 58 to 59 60 to 61 62 to 63 64 to 65 66 and above

107



Engine Speed

Count Conditions This is a histogram of engine speed in rpm for all modes of operation. The clock starts whenever control power (CPR) is on. The sample time is every 1.0 seconds. The histogram breaks the rpm spectrum into 17 buckets, and displays the time spent in each bucket. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

416

Engine Cranking Command Active

This is a histogram of the time duration of active engine cranking commands for each attempted crank. The histogram breaks the time duration spectrum into 17 buckets, and displays the number of engine crank commands whose time duration was in each bucket. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

108

ENGINE SPEED RANGE (RPM) 750 and below 751 to 850 851 to 950 951 to 1050 1051 to 1150 1151 to 1250 1251 to 1350 1351 to 1450 1451 to 1550 1551 to 1650 1651 to 1750 1751 to 1850 1851 to 1950 1951 to 2050 2051 to 2150 2151 to 2250 2251 and above

ENGINE CRANKING COMMAND ACTIVE (SEC) 1 and below 2 to 4 5 to 6 7 to 8 9 to 10 11 to 15 16 to 20 21 to 25 26 to 30 31 to 40 41 to 50 51 to 60 61 to 70 71 to 80 81 to 90 91 to 100 101 and above



Engine Cranking Intervals (in minutes)

Count Conditions This is a histogram of the time interval in minutes between engine cranking attempts. The histogram breaks the time interval spectrum into 17 buckets, and displays the number of times each bucket’s time interval between engine cranking attempts was recorded. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

418

Accel Pedal %

ENGINE CRANKING INTERVAL (MIN) 0.5 and below 1.0 to 2.0 2.1 to 3.0 3.1 to 4.0 4.1 to 5.0 5.1 to 6.0 6.1 to 7.0 7.1 to 8.0 8.1 to 9.0 9.1 to 10.0 10.1 to 11.0 11.1 to 12.0 12.1 to 13.0 13.1 to 14.0 14.1 to 15.0 15.1 to 20.0 20.1 and above

This is a histogram of the Accel Pedal percentage during Propel. The sample time is every 1.0 seconds. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

6 or less 6.1 to 12 12.1 to 18 18.1 to 24 24.1 to 30 30.1 to 36 36.1 to 42 42.1 to 48 48.1 to 54 54.1 to 60 60.1 to 66 66.1 to 72 72.1 to 78 78.1 to 84 84.1 to 90 90.1 to 96 96.1 or greater

109



RSC Percentage

Count Conditions This is a histogram of the Retard Speed Control Percentage The sample time is every 1.0 seconds. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

420

Pot Reference

This is a histogram of the pot reference value. The sample time is every 1.0 seconds. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

110

6 or less 6.1 to 12 12.1 to 18 18.1 to 24 24.1 to 30 30.1 to 36 36.1 to 42 42.1 to 48 48.1 to 54 54.1 to 60 60.1 to 66 66.1 to 72 72.1 to 78 78.1 to 84 84.1 to 90 90.1 to 96 96.1 or greater

5 or less >5 to ≤8 >8 to ≤8.5 >8.5 to ≤9 >9 to ≤9.5 >9.5 to ≤10 >10 to ≤10.5 >10.5 to ≤11 >11 to ≤11.5 >11.5 to ≤12 >12 to ≤12.5 >12.5 to ≤13 >13 to ≤13.5 >13.5 to ≤14 >14 to ≤14.5 >14.5 to ≤15 >15.1 or greater



Speed Unloaded

Count Conditions This is a histogram of the truck speed while the truck is unloaded The sample time is every 1.0 seconds. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

422

Speed Loaded

2.5 or less >2.5 to 5 >5 to ≤7.5 >7.5 to ≤10 >10 to ≤12.5 >12.5 to ≤15 >15 to ≤17.5 >17.5 to ≤20 >20 to ≤22.5 >22.5 to ≤25 >25 to ≤27.5 >27.5 to ≤30 >30 to ≤32.5 >32.5 to ≤35 >35 to ≤37.5 >37.5 to ≤40 40 or greater

This is a histogram of the truck speed while the truck is loaded The sample time is every 1.0 seconds. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.


111



Speed Loaded

Count Conditions This is a histogram of the truck speed while the truck is loaded The sample time is every 1.0 seconds. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

423

Hyd Brake Deg

This is a histogram of Aux Blower Inverter temperature. The sample time is every 1.0 seconds. The clock will start whenever control power (CPR) is on. All temperatures are in degrees C. The histogram breaks the temperature spectrum into 17 buckets and displays the time that was spent in each bucket. The buckets are defined as follows: (Truck_type = 320 Ton AC only.) NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

112


TEMPERATURE RANGE <20 >20 to ≤40 >40 to ≤50 >50 to ≤60 >60 to ≤70 >70 to ≤80 >80 to ≤90 >90 to ≤95 >95 to ≤100 >100 to ≤105 >105 to ≤110 >110 to ≤115 >115 to ≤120 >120 to ≤125 >125 to ≤130 >130 to ≤140 >140



Baro Pressure

Count Conditions This is a histogram of the Barometric Pressure, ai_03 in TCI. The sample time is every 1.0 seconds. The clock will start whenever control power (CPR) is on. All pressure is in pounds per square inch (PSI). The histogram breaks the pressure spectrum into 17 buckets, and displays the time that was spent in each bucket. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

425

Loadbox HP

PRESSURE RANGE (PSI) < 7.5 >7.5 to 8.0 >8.0 to ≤8.5 >8.5 to ≤9.0 >9.0 to ≤9.5 >9.5 to ≤10.0 >10.0 to ≤10.5 >10.5 to ≤11.0 >11.0 to ≤11.5 >11.5 to ≤12.0 >12.0 to ≤12.5 >12.5 to ≤13.0 >13.0 to ≤13.5 >13.5 to ≤14.0 >14.0 to ≤14.5 >14.5 to ≤15.0 >15.0

This is a histogram of Loadbox Horsepower. The sample time is every 1.0 seconds. If the system is in loadbox mode, the Total Engine Horsepower (HP) is recorded. All values are in HP. The histogram breaks the HP spectrum into 17 buckets, and displays the time that was spent in each bucket. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

HP ≤100 >100 to 650 >650 to ≤850 >850 to ≤1050 >1050 to ≤1250 >1250 to ≤1450 >1450 to ≤1650 >1650 to ≤1850 >1850 to ≤2050 >2050 to ≤2250 >2250 to ≤2450 >2450 to ≤2650 >2650 to ≤2850 >2850 to ≤3250 >3250 to ≤3450 >3450 to ≤3650 >3650

113



Motor 1 Hi RPM

Count Conditions This is a histogram of the Motor 1 RPM. The sample time is every 1.0 seconds. All values are in RPM. The histogram breaks the RPM spectrum into 17 buckets, and displays the time that was spent in each bucket. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

427

Motor 2 Hi RPM

This is a histogram of the Motor 2 RPM. The sample time is every 1.0 seconds. All values are in RPM. The histogram breaks the RPM spectrum into 17 buckets, and displays the time that was spent in each bucket. The buckets are defined as follows: NUMBER 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

428 – 440

114

spare

RPM ≤3300 >3300 to 3400 >3400 to ≤3500 >3500 to ≤3600 >3600 to ≤3700 >3700 to ≤3800 >3800 to ≤3900 >3900 to ≤4000 >4000 to ≤4100 >4100 to ≤4200 >4200 to ≤4300 >4300 to ≤4400 >4400 to ≤4500 >4500 to ≤4600 >4600 to ≤4700 >4700 to ≤4800 >4800

RPM ≤3300 >3300 to 3400 >3400 to ≤3500 >3500 to ≤3600 >3600 to ≤3700 >3700 to ≤3800 >3800 to ≤3900 >3900 to ≤4000 >4000 to ≤4100 >4100 to ≤4200 >4200 to ≤4300 >4300 to ≤4400 >4400 to ≤4500 >4500 to ≤4600 >4600 to ≤4700 >4700 to ≤4800 >4800


8. DIAGNOSTIC INFORMATION DISPLAY (DID) PANEL

The DID panel (17FM558) indicates the operating condition of the truck and is a primary troubleshooting aid for maintenance and service personnel. The AC OHV propulsion system utilizes the message lines and the function keys on the DID panel (Fig. 61). The message lines provide propulsion system operating information, test status information, and function key label information, depending upon the DID panel’s mode of display. The function keys assume different functionality depending upon the DID panel’s mode of display.

8.1.

MODES DISPLAY

This is the Normal display when there are no active faults and no AC OHV propulsion system tests have been commanded through the DID panel (Fig. 62). The display will indicate one of the following modes of operation: 1.

REST – The Parking Brake is applied and both the AC OHV propulsion system and the truck are in the appropriate condition for the REST mode to be active.

2.

TEST – The AC OHV propulsion system is in a self–test mode of operation.

3.

READY – The AC OHV propulsion system is ready for powering.

4.

PROPEL – The AC OHV propulsion system is powered up and the Direction Selector switch is either in FORWARD or REVERSE.

5.

RETARD – The AC OHV propulsion system is powered up and retard effort is commanded either from the retard pedal or retard speed control.

MENU/MESSAGE LINE

MENU/MESSAGE LINE F1

F2

F3

F4

F5

SOFT KEYS

SOFT KEYS – SOFT KEY FUNCTIONS WILL BE DESCRIBED IN THE SECTION OF THIS PUBLICATION WHERE THEY ARE USED.

FIG. 61. DID PANEL IDENTIFICATION. E–44469B.

115


FIG. 62. DID PANEL EXAMPLE – NORMAL DISPLAY (NO FAULTS). E–45315.

116


8.2.

FAULTS DISPLAY

Whenever there are active faults, this is the active DID panel message display (Fig. 63). The DID panel faults display will show the most recent active fault as well as the number of active faults that are currently stored. The function keys in the DID panel’s Faults Display mode screen provide the user with the following capabilities: (Fig. 64) 1.

Function key F1 (Up) moves the display UP through the active fault list, thereby displaying detailed information regarding the fault of interest.

2.

Function key F2 (Down ) moves the display DOWN through the active fault list, thereby displaying detailed information regarding the fault of interest.

3.

Function key F3 (Return ) returns the user to the previous display.

4.

Function key F4 (Reset) enables the user to subsequently perform fault reset functions as follows: (Fig. 65) a. Pressing function key F1 (Reset1) after having pressed function key F4 above will reset the currently displayed fault. b. Pressing function key F2 (RESET* ) after having pressed function key F4 above will reset ALL the currently active faults.

FIG. 63. DID PANEL MESSAGE EXAMPLE – FAULTS DISPLAY. E–45316.

FIG. 64. DID PANEL MESSAGE EXAMPLE – FAULTS DISPLAY FUNCTION KEYS. E–45317.

117


FIG. 65. DID PANEL MESSAGE EXAMPLE – FAULT RESET FUNCTION KEYS. E–45318. c. Pressing function key F5 (cancel) exits the user from the fault reset screen and returns the user to the faults display screen. 5.

8.3.

Function key F5 displays additional information regarding the currently displayed fault.

TEST DISPLAY

When function key F4 (MENU) is pressed when the DID panel’s Normal mode display is active, the DID panel’s Test Display mode appears to the user (Fig. 66). The function keys in the DID panel’s Test Display mode provide the user with the test capabilities described

FIG. 66. DID PANEL MESSAGE EXAMPLE – TEST DISPLAY FUNCTION KEYS. E–45319.

118


FIG. 67. DID PANEL MESSAGE EXAMPLE – LOAD BOX TEST FUNCTION KEYS. E–45320.

FIG. 68. DID PANEL MESSAGE EXAMPLE – LOAD BOX TEST DATA. E–45321.

8.3.1. Self Load Testing Function key F1 (Load Box) displays the Load Box screen to the user (Fig. 66). Commands now available to the user are as follows: 1.

Pressing function key F2 (Enter) requests Load Box mode of operation (Fig. 67). Press F2 to enter the Loadbox mode. With the engine running and the accelerator pedal fully pressed, the engine net horsepower, the engine load signal, the AC OHV propulsion system horsepower adjust level, and the ground fault current are displayed to the user (Fig. 68).

2.

Pressing function key F5 (Return) stops the Load Box Test and returns the user to the top level DID Test Display mode (Fig. 66).

119


FIG. 69. DID PANEL MESSAGE EXAMPLE – PSC SOFTWARE VERSION DATA. E–45322.

8.3.2. Software Version Display Function key F2 (SW Vers) displays the PSC Software Version that is loaded in the AC OHV propulsion system (Fig. 66). Subsequent pressing of the F2 (Next) function key will display the following information in the order listed: 1.

PSC software version (Fig. 69)

2.

Inverter #1 software version

3.

Inverter #2 software version

4.

TCI software version

5.

TCI base configuration version

Pressing function key F5 (Return ) at any while in the Software Version display will return the user to the top level DID panel Test Display mode (Fig. 66).

8.3.3. Link Capacitance Testing Pressing function key F3 (Cap Test) will invoke the Link Capacitance Test (Fig. 66). The results of the Link Capacitance Test are then automatically displayed (Fig. 70). Commands now available to the user are as follows: 1.

Pressing function key F2 (Start) will start the Link Capacitance Test again.

2.

Pressing function key F5 (Return ) will return the user to the top level DID panel Test Display mode (Fig. 66).

3.

Pressing function key F5 (Return ) again will return the user to the DID panel’s Normal mode display screen (Fig. 62).

120


FIG. 70. DID PANEL MESSAGE EXAMPLE – LINK CAPACITANCE TEST DATA. E–45323.

FIG. 71. DID PANEL MESSAGE EXAMPLE – OVERSPEED SETTING DATA. E–45324.

8.3.4. Overspeed Setting 1.

Pressing F4 (Over Speed) displays the Overspeed Settings that are loaded into the AC OHV propulsion system (Fig. 71).

2.

Pressing function key F5 (Return ) will return the user to the top level DID panel Test Display mode (Fig. 66).

3.

Pressing function key F5 (Return ) again will return the user to the DID panel’s Normal mode display screen (Fig. 62).

121


122


9. EVENT CODES

WARNING: Lethal Voltages may be present on some circuits. Always turn off and Safety Tag the KEY SWITCH in the Operator Cab and then verify that ALL lights on either Capacitor Charge Indicating Light Panel (CCL1 or CCL2) are extinguished before entering the Main Control Cabinet, Retarding Grid Box, or either Motorized Wheel and/or axle box. WARNING: When troubleshooting the AC OHV propulsion system, unless stated otherwise, the truck engine should be shutdown and power removed from the DC link. Keep in mind that at 400 RPM engine speed, the DC link is commanded to be energized. DO NOT use the REST state to remove power from the DC link during the troubleshooting of propulsion system circuitry and components.

9.1.

EVENT NUMBERS

The event numbers that appear on the DID panel display in the operator’s cab (and the w PTUt Toolbox) consist of three (3) digits. The source of the event detection information is as follows:

9.2.

Event Number Range

Event Source

000 through 099

PSC – Propulsion System Controller

100 through 199

Inverter #1

200 through 299

Inverter #2

600 through 699

TCI – Truck Control Interface

EVENT RESTRICTIONS

Each event has an assigned restriction which indicates the limitations, if any, placed on propulsion system operation when that event is active. A brief description of each event restriction follows:

Restriction

Description

NO PROPEL / LOADBOX

No Propel (red) light is illuminated in the operator cab. No propulsion effort is allowed. Retard effort and DC link energization is allowed. Load Box mode is restricted.

NO POWER

No Retard (red) light is illuminated in the operator cab. No propulsion effort or retard effort is allowed. The DC link is deenergized.

SPEED LIMIT / SYSWARN

Propel System Caution (yellow) light is illuminated in the operator cab. Propel and Retard effort is allowed. The DC link is energized. A speed limit restriction is imposed on the truck.

INVERTER 1 DISABLE

Inverter/wheel motor #1 is disabled. Limited propulsion and retard effort is available.

INVERTER 2 DISABLE

Inverter/wheel motor #2 is disabled. Limited propulsion and retard effort is available.

ENGINE SPEED / RP

The engine speed is raised and RP1 is closed in response to a potential Retard circuit problem.

SYSEVENT

No restrictions are imposed; the event is logged for information purposes only.

TABLE 5 lists all the events for the GE OHV AC propulsion system and their associated restriction levels. 123


FIG. 72. TCI EVENT_MENU SCREENS ACCESS SEQUENCE. E–45241.

9.3.

TROUBLESHOOTING INFORMATION

In the following tables, troubleshooting recommendations are provided for each event. Unless noted otherwise, perform each step in the order listed until the fault is corrected.

TABLE 5 lists all the events for the GE OHV AC propulsion system and their associated troubleshooting recommendations.

9.4.

EVENT DATA ACCESS

NOTE: The following section describes TCI event data access in detail. A similar process is followed for PSC event data access using the PSC menu and screen hierarchy (refer to Figure 3) for details. Perform the following to gain access to TCI event data: 1.


2.

From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Event_Menu (Fig. 72).

3.

The Event_Menu list of screens is now displayed. Double–click on the desired screen to display it.

124


FIG. 73. TCI EVENT SUMMARY SCREEN. E–44368B.

9.4.1.

View TCI Event Summary Screen

Perform the following to view the TCI Event Summary screen. 1.

From the Event_Menu, double–click on TCI Event Summary to select that screen (Fig. 72).

2.

The TCI Event Summary screen is now displayed (Fig. 73). This screen contains the following information for each recorded event: a. The name and number for each event b. The sub–ID for each event. (Events with only one sub–ID will have 01 as their sub–ID.) c. The time and date of the event occurrence d. The time and date of the reset of the event (If the event is not reset, this column will display all zeroes for the reset time and date.)

3.

Close the TCI Event Summary display screen by clicking on the X in the upper right corner of the screen.

125


FIG. 74. TCI TRIGGER DATA SCREEN. E–45242.

9.4.2.

View TCI Trigger Data Screen

Perform the following to view the TCI Trigger Data screen. 1.

From the Event_Menu, double–click on TCI Trigger Data to select that screen (Fig. 72).

2.

The TCI Trigger Data screen is now displayed (Fig. 74). The TCI Trigger Data screen is a real time screen, similar to Figure 46. It captures the propulsion and truck system values at the time that the event of interest was detected and logged. This single data capture at the time of event occurrence is called a “snapshot”. There is one “snapshot” for every event in the TCI summary list.

3.

126

Close the TCI Trigger Data display screen by clicking on the X in the upper right corner of the screen.


FIG. 75. TCI DATA PACKS SCREEN. E–44369B.

9.4.3.

View TCI Data Packs Screen

Data packs are a series of, typically, 100 “snapshots” of the propulsion and truck system real time values taken 50 milliseconds apart. This provides a 5 second long record of propulsion system values before, during, and after an event occurrence. There are a limited number of available data packs, and not every event will trigger the recording of a data pack. Typically, the recurrence of an event that already has a data pack that has NOT been reset, will NOT trigger the creation of another data pack. Perform the following to view the TCI Data Packs screen. 1.

From the Event_Menu, double–click on TCI Data Packs to select that screen (Fig. 72).

2.

The TCI Data Packs screen is now displayed (Fig. 75). This screen contains the following information for each data pack: a. The data pack number b. The associated event number and sub–ID for the data pack number c. The time and date when the data pack was created d. The time and date of the data pack reset (If the data pack is reset, it is enabled to be overwritten by the next event that would trigger a data pack.)

3.

Close the TCI Data Packs display screen by clicking on the X in the upper right corner of the screen. 127


FIG. 76. RESET TCI EVENTS SCREEN. E–45244.

9.5.

RESET TCI EVENTS SCREEN

The reset of an event is typically done after the conditions for that event occurrence has been investigated and the propulsion system is ready to resume normal operation. Perform the following to view the Reset TCI Events screen. 1.

From the Event_Menu, double–click on Reset TCI Events to select that screen (Fig. 72).

2.

The Reset TCI Events screen is now displayed (Fig. 76).

3.

The user will then be asked if all active TCI events are to be reset. Click on Yes to reset all active TCI events or No to abort this action. The screen automatically closes upon either selection.

NOTE: When events are reset, their data packs are enabled to be overwritten by subsequent events. Re- set events remain in the event summary list until they are erased, however.

128


FIG. 77. ERASE TCI EVENTS SCREEN. E–45245.

9.6.

ERASE TCI EVENTS SCREEN

The erasure of event data only affects those events that have been reset. The erasure removes those reset events from the event summary list, removes their associated “snapshots” and removes their data packs, if present. Perform the following to view the Erase TCI Events screen. 1.

From the Event_Menu, double–click on Erase TCI Events to select that screen (Fig. 72).

2.

The Erase TCI Events screen is now displayed (Fig. 77).

3.

The user will then be asked if all stored TCI events are to be erased. Click on Yes to erase all stored TCI events or No to abort this action. The screen automatically closes upon either selection.

NOTE: Only events that have been reset will be erased by this action. Events that are not reset will remain in the event summary, and any associated data packs will remain as well.

9.7.

EVENT AND INVERTER PARAMETERS LIST

A short description of all TCI events, PSC events, and inverter events is provided on the Events & Inv Params screen. This screen lists all the events in numerical order and provides a brief description of the event. It can be accessed from either the PTU_Screens TCI browser or PTU_Screens PSC browser. Perform the following to access the Events & Inv Params screen: 1.

Connect the w PTUt to the TCI or PSC serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter password, select PSC Panel or TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .

2.

From the window browser, select PTU Screens –> TCI or PSC –> Special_Tasks –> Events & Inv Params (Fig. 72).

3.

The Events & Inv Params screen is now displayed (Fig. 78).

4.

Click on the desired event list button (PSC Event List, TCI Event List, Inverter Event List ) to open. (Use the scroll bar on the side to navigate through the list).

5.

Close the list by clicking on the X in the upper right corner of the screen.

6.

Close the Events & Inv Params display screen by clicking on the X in the upper right corner of the screen.

7.

Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Toolbox, shut down the PTU, and disconnect it from the serial port. 129


FIG. 78. EVENTS & INV PARAMS SCREEN. E–44370A.

130


TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION Event Description

Event Restrictions (If Any)

Detection Information

NOTE: Not all faults are present on all propulsion systems. Certain faults apply to specific propulsion systems only and will only be detected on those propulsion systems. 000–No Fault

None

No faults present.

002–High Ground Fault

NO POWER

Ground fault detected. For voltage < 1000 V, detection threshold is 166 mA For voltage >= 1000 V, detection threshold ramps from 166 mA at 1000 V down to approximately 70 mA at approximately 1500 V

003–Failed Diode

NO POWER

Failed diode in main rectifier detected.

004–GF Cutout Not Reset

SYS EVENT

Generator Field Cut–Out switch (GFCO) moved to cut–out position while propulsion system not in REST Mode (link is energized).

005–Drive System Overtemp

NO PROPEL

A component of the propulsion system, identified by the following sub–ID, exceeded its operational temperature limit: :01–Auxiliary Blower Control Phase Control Rectifier (AUXPC) :02–Auxiliary Blower Control Inverter (AUXINV) :03–Alternator Field Static Exciter (AFSE) :04–Alternator :05–Left Wheel motor Stator :06–Left Wheel motor Rotor :07–Right Wheel motor Stator :08–Right Wheel motor Rotor :09–Chopper Module GTO :10–Chopper Module Diode :11–Left Wheel motor Inverter GTO :12–Left Wheel motor Inverter Diode :13–Right Wheel motor Inverter GTO :14–Right Wheel motor Inverter Diode :15–Rectifier Diode

006–Both INV Comms Failed

NO POWER

PSC lost communication with both inverters.

008–DC Link Overvoltage

NO POWER

DC link exceeded a voltage limit, identified by the following sub–ID: :01–Persistently above a level while not in retard operation :02–Persistently above a level while in retard operation :03–Instantaneously above a level regardless of operating mode

009–Alt Field Overcurrent

NO POWER

Alternator field current exceeded a limit, identified by the following sub–ID: :01–Persistently above a level :02–Instantaneously above a higher level :03–With persistence due to low engine speed

011–Retard Lever

SYS EVENT

The received signal from the Retard Lever exceeded a limit, as identified by the following sub–ID: :01–Signal volts too high :02–Signal volts too low

012–Retard Pedal Bad

SYS EVENT

The received signal from the Retard Pedal exceeded a limit, as identified by the following sub–ID: :01–Signal volts too high :02–Signal volts too low

013–Midvolt Test Failure

NO POWER

Inverter failed its mid–voltage self test.

131


TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d) Event Description 014–Analog Sensor Fault

Event Restrictions (If Any) SPEED LIMIT

Detection Information The received signal from a sensor, identified by the following sub–ID, exceeded a limit: :01–Alternator Field Current :03–Loadbox Current (LDBX) :04–Alternator 3–Phase Voltage :05–Alternator Field Volts :10–PSC Link Voltage :11–Inverter No. 1 Link Voltage :12–Inverter No. 2 Link Voltage :13–A2D Ground :14–A2D Gain :15–Fault Current :16–ATOC :21–DB Grid Blower No. 1 Current :22–DB Grid Blower No. 2 Current

015–Restrictive Analog Sensor Fault

NO POWER

The received signal from a sensor, identified by the following sub–ID, exceeded a limit: :02–Link Current

016–PSC CPU Card

NO POWER

A problem occurred with a PSC CPU card task, as identified by the following sub–ID: :01–Task 1 failed to initialize :02–Task 2 failed to initialize :03–Task 3 failed to initialize :04–Task 4 failed to initialize :05–Task 5 failed to initialize :06–Task 6 failed to initialize :07–Maintenance task failed to initialize :09–FLASH CRC computation did not match expected value :10–BRAM CRC computation did not match expected value :11–Tasks took too long to initialize :12–BBRAM data pack pointers corrupted

017–PSC Digital I/O Card Fault

NO POWER

PSC CPU lost communication with the FB104 PSC digital I/O card.

018–PSC Analog I/O Card Fault

NO POWER

PSC CPU lost communication with the FB143 PSC analog I/O card, as further identified by the following sub–ID: :01–PSC Analog I/O card missing :02–PSC Analog I/O communication timed out

019–Riding Retard Pedal

SYS EVENT

Brake and Propel Pedal signals simultaneously received and truck speed greater than 5 mph.

020–High Torque Timeout

NO PROPEL

Low speed torque limit exceeded.

021–TCI Comm Fault

NO PROPEL

PSC lost or received corrupted communication from TCI, as further identified by the following sub–ID: :01–Message Missing :02–Bad Tick :03–Bad CRC :04–Overflow :05–Bad Start :06–Bad Stop

132


TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d) Event Description



022–Persistent TCI Comm Fault

NO POWER

PSC detected persistent lost or corrupted communication from TCI over a period of time with truck stopped.

023–Tertiary Overcurrent

NO POWER

Alternator field tertiary current limit exceeded.

024–PSC Config File

NO POWER

Incorrect or missing PSC configuration file detected, as further identified by the following sub–ID: :01–Configuration file not loaded :02–Configuration file CRC computation failed :03–Configuration file has incorrect major release number :04–Overspeed values in configuration file are incorrectly set.

025–Aux Blower System

NO POWER

Problem with the auxiliary blower control system detected, as further identified by the following sub–ID: :01–Auxiliary blower control speed feedback indicates no or incorrect blower speed :02–Frequent auxiliary blower control fault shutdowns

026–Cap Overpressure

NO POWER

Filter capacitor overpressure failure detected, as further identified by the following sub–ID: :01–Inverter No. 1 filter cap overpressure :02–Inverter No. 2 filter cap overpressure

027–Panel Not Connected at Power Up

NO POWER

One of PSC panel connectors not connected properly. Further identified by the following sub–ID: :01–CNFB :02–CNI/CNX (3500 HP, 150 Ton) :03–Aux blower connector

030–GF Contactor

SPEED LIMIT

GF contactor command and feedback do not agree.

031–Battery Boost Circuit

SPEED LIMIT

GFR contactor failed to open or close when commanded. Further identified by the following sub–ID: :01–GFR failed to open :02–GFR failed to close :03–SCR3 failed

032–RP Contactor

SPEED LIMIT & STUCK RP

RP1 contactor command and feedback do not agree. Further identified by the following sub–ID: :01–RP1 :02–RP2 :03–RP3

033–Retard Circuit

SPEED LIMIT & STUCK RP

035–Engine Speed Sensor

SPEED LIMIT

Engine speed signal exceeded upper or lower limit.

036–GY19 Grid Blower

NO POWER

Grid blower failure detected, further identified by the following sub– ID: :01–Grid blower no. 1 stalled :02–Grid blower no. 2 stalled :03–Grid blower no. 1 open :04–Grid blower no. 2 open :05–Excessive difference between grid blower motor currents

133


TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d) Event Description 037–Computer Power Supply

Event Restrictions (If Any) SPEED LIMIT

Detection Information Computer Power Supply voltages exceeded upper or lower limit, further identified by the following sub–ID: :01–5 V DC positive :02–15 V DC positive :03–15 V DC negative

040–Volts 24 Positive

SPEED LIMIT

+24V Power Supply exceeded upper or lower limit.

041–Volts 24 Negative

SPEED LIMIT

–24V Power Supply exceeded upper or lower limit.

042–Direction Requested During Selfload

NO PROPEL

Forward or Reverse Switch command received while in Selfload Mode of operation.

043–Propulsion Battery Voltage Low

SPEED LIMIT

Propulsion system battery voltage below low limit.

044–Propulsion Battery Voltage High

SYS EVENT

Propulsion system battery voltage above high limit.

045–Chopper Open Circuit

SPEED LIMIT

Chopper Module failed during chopper self test, further identified by the following sub–ID: :01–Chopper 1 :02–Chopper 2

046–Retard Short Circuit

SPEED LIMIT & ENGINE SPD

Failure during chopper self test. Link voltage decayed too quickly when AFSE command set low, prior to starting test.

047–Engine Stall

NO POWER

Engine stall condition detected.

048–Shorted DC Link During Startup

NO POWER

System detected a potential short on the DC link while attempting to charge link.

051–Tach Left Rear

INV1 DISABLE

Problem occurred with tach on left rear wheelmotor, further defined by the following sub–ID: :01–Tach signal indicating zero wheel movement when others are indicating movement :02–Tach signal indicating wheel movement when others are indicating zero movement

052–Tach Right Rear

INV2 DISABLE

Problem occurred with tach on right rear wheelmotor, further defined by the following sub–ID: :01–Tach signal indicating zero wheel movement when others are indicating movement :02–Tach signal indicating wheel movement when others are indicating zero movement

053–Tach Left Front

SYS EVENT

Problem occurred with tach on left front wheelmotor, further defined by the following sub–ID: :01–Tach signal indicating zero wheel movement when others are indicating movement :02–Tach signal indicating wheel movement when others are indicating zero movement

134


TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d) Event Description 054–Tach Right Front

Event Restrictions (If Any) SYS EVENT

Detection Information Problem occurred with tach on right front wheelmotor, further defined by the following sub–ID: :01–Tach signal indicating zero wheel movement when others are indicating movement :02–Tach signal indicating wheel movement when others are indicating zero movement

055–Front Wheel Tachs

SYS EVENT

Problem occurred with tachs on front wheel motors.

056–Inverter Software Version

SYS EVENT

Incorrect version of Inverter Software is installed. Further identified by the following sub–ID: :01–Inverter #1 :02–Inverter #2

061–Motor Overspeed

SYS EVENT

Truck exceeded motor overspeed limit.

063–Engine Load Signal Fault

SYS EVENT

The Engine Load Signal feedback from the engine controller is outside of limit, further defined by the following sub–ID: :01–Below minimum value :02–Above maximum value :03–PWM signal failed low :04–PWM signal failed high :05–PWM signal failed incorrect period

065–Analog Input Range Check

SPEED LIMIT (10 MPH)

Analog input outside its design range, further identified by the following sub–ID: :01–Auxiliary blower control phase controller temperature :02–Auxiliary blower control inverter temperature :03–Alternator field static exciter temperature :04–Alternator temperature :05–Left rear wheelmotor stator temperature :06–Left rear wheelmotor rotor temperature :07–Right rear wheelmotor stator temperature :08–Right rear wheelmotor rotor temperature :09–Chopper module GTO temperature :10–Chopper module diode temperature :11–Left rear wheelmotor inverter GTO temperature :12–Left rear wheelmotor inverter diode temperature :13–Right rear wheelmotor inverter GTO temperature :14–Right rear wheelmotor inverter diode temperature :15–Rectifier diode temperature

070–Link Capacitance Low Caution

SYS EVENT

Link capacitance low, but acceptable for operation. NOTE: Nominal for 17KG498D2 and newer control: 21600 uF Nominal for 17KG498D1 and earlier control: 24000 uF Event declared when measurement below: 15000 uF Nominal for 17KG527 control: 13500 uF Event declared when measurement below: 7875 uF (527 group)

135


TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d) Event Description 071–Link Capacitance Low Warning

Event Restrictions (If Any) SPEED LIMIT (10 MPH)

Detection Information Link capacitance below acceptable limit for normal operation. NOTE: Nominal for 17KG498D2 and newer control: 21600 uF Nominal for 17KG498D1 and earlier control: 24000 uF Event declared when measurement below: 12500 uF Nominal for 17KG527 control: 13500 uF Event declared when measurement below: 7875 uF (527 group)

072–Ground Circuit


Problem detected with ground fault detection circuit which is typically associated with failure of the filter capacitor test to discharge the capacitors within 30 seconds.

074–Inverter1 Comm Failed

INV1 DISABLE

Communication attempt with Inverter #1 timed out. Inverter 1 not cutout. Further identified by the following sub–ID: :01–No communication Inverter #1 :02–Inverter #1 customer option bit

075–Inverter 2 Comm Failed

INV2 DISABLE

Communication attempt with Inverter #2 timed out. Inverter 2 not cutout. Further identified by the following sub–ID: :01–No communication Inverter #2 :02–Inverter #2 customer option bit

076–FB173 Card

NO POWER

A failure in the FB173 card was detected, further identified by the following sub–ID: :01–Speed FPGA did not download correctly :02–Speed count update not changing :03–Alternator FPGA did not download correctly :04–Microcontroller SRAM did not program :05–Slow task counter is less than minimum value :06–Medium task counter is less than minimum value :07–Fast task timer is less than minimum value :08–FD task timer is less than minimum value :09–Link current value is out of limits :10–Alternator FPGA timed out

077–Inverter Failed VI Test

NO POWER

078–Inverter Background SYS EVENT Communication Failure

Inverter 1 or Inverter 2 failed during VI test. System forced to link discharged state. System resets and attempts test sequence again. Does not lock out; other inverter is allowed to pass, or user can cut out failed inverter. A failure in the inverter background communication was detected. Further identified by the following s ub–ID: :01–Inverter #1 :02–Inverter #2

084–Control Power Switch

SYS EVENT

Loss of control power switch feedback while truck moving.

085–Auxiliary Cooling Fault

SYS EVENT

Problem detected with auxiliary blower control system, further identified by the following sub–ID: :02–Auxiliary blower motor speed signal out of range :03–Excessive difference between auxiliary blower motor speed feedback and auxiliary blower motor speed command :04–Abnormal shutdown of auxiliary blower control system

136





087–HP Low

SYS EVENT

Propulsion system adjusted HP load on engine has been reduced to its minimum value for an excessive period of time.

088–HP Limit

SYS EVENT

Excessive propulsion system demand on available engine HP, further identified by the following sub–ID: :01–Propulsion system HP demand in propel mode exceeds available engine HP for a persistent period of time :02–Propulsion system HP demand in propel or ready mode could result in engine stall

089–Engine Speed Command

SYS EVENT

Engine speed does not match engine command, further identified by the following sub–ID: :02–Allowable difference between engine command and actual engine speed exceeded

091–Inverter 1 cutout

SYS EVENT

Inverter 1 is cutout.

092–Inverter 2 cutout

SYS EVENT

Inverter 2 is cutout.

094–Illegal Limp Mode

SYS EVENT

Limp Mode requested (i.e. inverter 1 or 2 cutout switch actuated) when truck is moving.

095–Bad BRAM Battery

SYS EVENT

BRAM battery voltage below acceptable limit.

096–Unexpected System SYS EVENT Reset

PSC CPU reset detected without reset request.

098–Data Store

PSC data store commanded via PTU.

SYS EVENT

NOTE: Faults 100 – 199 as shown in this table apply to Inverter #1. The same respective faults, 200 – 299 (not shown in this table) apply to Inverter #2. For Example, Fault 100 is an Inverter #1 CPU Card Restrictive fault and Fault 200 is an Inverter #2 CPU Card Restrictive fault. 100–Inverter 1/2 CPU Card Restrictive

INV 1/2 OFF SPEED LIMIT (10 MPH)

Restrictive Inverter 1/2 CPU card problem detected.

101–Inverter 1/2 CPU Card Non–Restrictive


Non–Restrictive Inverter 1/2 CPU card problem detected.

102–Inverter 1/2 I/O Card Restrictive


Restrictive Inverter 1/2 I/O card problem detected.

103–Inverter 1/2 CPU Card Non–Restrictive

SYS EVENT

Non–Restrictive Inverter 1/2 I/O card problem detected.

104–Inverter 1/2 Fiber Optic Card


Inverter 1/2 fiber optic card problem detected.

105–Inverter 1/2 Power Supply Card


Inverter 1/2 power supply card problem detected.

106–Inverter 1/2 DC Power Wiring


DC power wiring problem detected, further defined by the following sub–ID: :01–DC power connection open :02–Link and phase voltage mismatch

107–Inverter 1/2 Gate Drive Power Supply

SYS EVENT

Inverter 1/2 gate drive power supply problem detected.

109–Inverter 1/2 Link Voltage Sensor


Inverter 1/2 link voltage sensor problem detected.

137





111–Inverter 1/2 Input INV 1/2 OFF SPEED Filter Voltage Sensor LIMIT (10 MPH)

Inverter 1/2 input filter voltage sensor problem detected.

113–General Inverter 1/2 Restrictive


Inverter 1/2 phase current or voltage unbalance or exceeded limit detected.

114–General Inverter 1/2 Non–Restrictive

SYS EVENT

Inverter 1/2 electrical noise detected on signal channels or operational voltage limits exceeded.

115–Inverter 1/2/System Controller Interface


Inverter#1/System Controller interface problem detected such as inconsistent commands, loss of communication, or sensor signals beyond limits.

116–Inverter 1/2 Phase A INV 1/2 OFF SPEED LIMIT (10 MPH)

Inverter#1 Phase A problem detected such as GTO failure to follow command or Phase A overcurrent.

117–Inverter 1/2 Phase A Positive (+) Restrictive


Restrictive Inverter#1 Phase A Positive (+) problem detected such as module failure to follow command.

118–Inverter 1/2 Phase A Positive (+) Non–Restrictive

SYS EVENT

Non–Restrictive Inverter#1 Phase A Positive (+) problem detected.

119–Inverter 1/2 Phase A Negative (–) Restrictive


Restrictive Inverter#1 Phase A Negative (–) problem detected such as module failure to follow command.

120–Inverter 1/2 Phase A Negative (–) Non–Restrictive

SYS EVENT

Non–Restrictive Inverter#1 Phase A Negative (–) problem detected.

121–Inverter 1/2 Phase A Current


Inverter#1 Phase A current sensor or Phase A current problem detected.

123–Inverter 1/2 Phase A Voltage


Inverter#1 Phase A voltage sensor or Phase A voltage problem detected.

125–Inverter 1/2 Phase B


Inverter#1 Phase B problem detected such as GTO failure to follow command or Phase B overcurrent.

126–Inverter 1/2 Phase B Positive (+) Restrictive


Restrictive Inverter#1 Phase B Positive (+) problem detected such as module failure to follow command.

127–Inverter 1/2 Phase B Positive (+) Non–Restrictive

SYS EVENT

Non–Restrictive Inverter#1 Phase B Positive (+) problem detected.

128–Inverter 1/2 Phase B Negative (–) Restrictive


Restrictive Inverter#1 Phase B Negative (–) problem detected such as module failure to follow command.

129–Inverter 1/2 Phase B Negative (–) Non–Restrictive

SYS EVENT

Non–Restrictive Inverter#1 Phase B Negative (–) problem detected.

130–Inverter 1/2 Phase B Current


Inverter#1 Phase B current sensor or Phase B current problem detected.

132–Inverter 1/2 Phase B Voltage


Inverter#1 Phase B voltage sensor or Phase B voltage problem detected.

134–Inverter 1/2 Phase C


Inverter#1 Phase C problem detected such as GTO failure to follow command or Phase C overcurrent.

138





135–Inverter 1/2 Phase C Positive (+) Restrictive


Restrictive Inverter#1 Phase C Positive (+) problem detected such as module failure to follow command.

136–Inverter 1/2 Phase C Positive (+) Non–Restrictive

SYS EVENT

Non–Restrictive Inverter#1 Phase C Positive (+) problem detected.

137–Inverter 1/2 Phase C Negative (–) Restrictive


Restrictive Inverter#1 Phase C Negative (–) problem detected such as module failure to follow command.

138–Inverter 1/2 Phase C Negative (–) Non–Restrictive

SYS EVENT

Non–Restrictive Inverter#1 Phase C Negative (–) problem detected.

141–Inverter 1/2 Phase C Voltage


Inverter#1 Phase C voltage sensor or Phase C voltage problem detected.

143–Inverter 1/2 Tach 1 Restrictive


Restrictive Inverter#1 Tach 1 signal problem detected.

144–Inverter 1/2 Tach 1 Non–Restrictive

SYS EVENT

Non–Restrictive Inverter#1 Tach 1 signal problem detected.

145–Inverter 1/2 Tach 2 Restrictive

SYS EVENT

Restrictive Inverter#1 Tach 2 signal problem detected.

146–Inverter 1/2 Tach 2 Non–Restrictive

SYS EVENT

Non–Restrictive Inverter#1 Tach 2 signal problem detected.

148–Inverter 1/2 Chopper 1


Inverter#1 Chopper 1 operational problem detected.

150–Inverter 1/2 Chopper 2


Inverter#1 Chopper 2 operational problem detected.

151–Inverter 1/2 Tach Differential


Excessive difference between Inverter 1/2 Tachs 1 and 2.

153–Inverter 1/2 Motor Restrictive


Inverter 1/2 detected a motor connection problem further defined by the following sub–ID: :01–Motor connection open :02–Motor connection short

154–Inverter 1/2 Motor Non–Restrictive

SYS EVENT

Inverter 1/2 detected a motor temperature exceeding its limit further defined by the following sub–ID: :01–Motor rotor temperature high :02–Motor stator temperature high

155–Second Load Connection Open

SYS EVENT

Inverter 1/2 detected a second open load connection.

139


TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d) Event Description 601–TCI CPU Card FB144

Event Restrictions (If Any) NO PROPEL

Detection Information A problem was detected with the TCI CPU card, further identified by the following sub–ID: :01–10 msec task failed to initialize :02–20 msec task failed to initialize :03–50 msec task failed to initialize :04–100 msec task failed to initialize :05–200 msec task failed to initialize :06–50 msec fault manager task failed to initialize :07–Flash CRC computation did not match expected value :09–Maintenance task failed to initialize :10–Upon power–up, excessive bus time outs occurred :11–Upon power–up, the status of key memory data in BBRAM was found to be invalid :12–CRC on protected areas of BBRAM did not match expected value

602–FB104 TCI Digital I/O Card

NO PROPEL

A problem was detected with the TCI digital I/O card.

603–FB160 TCI Analog I/O Card

NO PROPEL

A problem was detected with the TCI analog I/O card.

604–TCI to PSC RS422 Comm


Serial link communication with PSC was lost for a persistent time period, further identified by the following sub–ID: :01–Missing message :02–Bad tick :03–Bad CRC :04–FIFO overflow :05–Bad start bit :06–Bad stop bit

605–Aux Comm Fault

None

Serial link communication with the Auxiliary Blower Control System was lost for a persistent time period.

607–Positive 5 volts


+5V Power Supply exceeded limits for a persistent period of time.

608–Positive 15 Volts


+15V Power Supply exceeded limits.

609–Negative 15 Volts


–15V Power Supply exceeded limits.

610–Pot Reference


Pot Reference exceeded limits.

613–Analog Input


An analog signal input on the analog I/O card exceeded its limits for a persistent period of time, as defined by the following sub–ID: :01–Ground (A2D) :02–Gain Check (A2D)

614–Battery Separate Contactor

SYS EVENT

The battery separate contactor failed to operate in an expected manner as further defined by the following sub–ID: :01–Battery separate failure :02–Crank battery > control battery :03–Control battery > crank battery

616–Simultaneous Forward and Reverse Command

140

NO PROPEL

Simultaneous receipt of forward and reverse direction commands.


TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d) Event Description 617–Engine Start Request Denied

Event Restrictions (If Any) SYS EVENT

Detection Information The engine start request was denied for the following reason defined by the sub–ID: :01–Engine warning signal received during cranking :02–Engine Kill signal received during cranking

619–Engine Warning

NO PROPEL

The engine warning signal was received when the engine speed is above the run threshold.

620–Engine Kill while Moving

NO PROPEL

The engine kill signal was received while the truck was moving.

622–Park Brake

NO PROPEL

Unexpected park brake operation defined by the following sub–ID: :01–Park brake command and feedback do not agree :02–Park brake set feedback received while truck moving

623–Hydraulic Brake

SYS EVENT

The hydraulic brake fluid temperature signal exceeded its maximum limit, further defined by the following sub–ID: :01–Tank :02– Left Front Outlet :03– Right Front Outlet :04– Left Rear Outlet :05– Right Rear Outlet

624–Body Up and Payload Indication


Simultaneous receipt of both full payload and body up signals for a persistent time period.

625–Extended Battery Reconnect Time

None

Excessive time has elapsed between battery separate and subsequent battery reconnection.

628–Connected Batteries

SYS EVENT

Battery volts exceeded limits for a persistent period of time, while engine speed is greater than idle and control power is ON; further defined by the following sub–ID: :01–Control battery volts below 20 V DC :02–Control battery volts above 32 V DC :03–Cranking battery volts below 20 V DC :04–Cranking battery volts above 32 V DC

629–Barometric Pressure

SYS EVENT

Barometric pressure sensor signal exceeded limits for a persistent period of time, further defined by the following sub–ID: :01–Barometric pressure sensor value too low :02–Barometric pressure sensor value too high

630–Motor Blower Pressure

SPEED LIMIT

Motor blower pressure signal exceeded limits, indicating a problem with the sensor, duct work, or axle box sensor. Further defined by the following sub–ID: :01–No cooling air :02–Low voltage :03–High voltage :04–Sensor reversed

631–Ambient Temperature

SYS EVENT

Ambient temperature sensor signal exceeded limits for a persistent period of time, further defined by the following sub–ID: :02–Ambient temperature signal too high

141


TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d) Event Description 632–TCI Configuration File

Event Restrictions (If Any) NO PROPEL

Detection Information A problem with the TCI configuration file has been detected, further defined by the following sub–ID: :01–File not loaded :02–File loaded improperly, resulting in bad CRC :03–Wrong version of file loaded

633–BBRAM Battery Failure

SYS EVENT

Battery–backed RAM (BBRAM) battery has failed.

634–Truck Overloaded Restrictive

NO PROPEL

Truck operation restricted when overloaded signal received and TCI configured for restrictive response.

635–Truck Overloaded Non–Restrictive

SYS EVENT

Truck operation not restricted when overloaded signal received and TCI configured for non–restrictive response.

636–Aux Inverter Faults

SYS EVENT

Auxiliary blower control failure has occurred. :00–No fault condition; initial state on application of control power :01–Low DC bus voltage detected during powerup :02–High DC bus voltage detected during operation :03–Overcurrent condition detected during operation :05–High DC bus voltage detected during operation :06–High DC bus voltage detected after phase controller powerup :07–Low DC bus voltage detected after phase controller powerup :08–High DC bus voltage detected during operation :09–Overcurrent condition detected after phase controller powerup :10–Sustained current overload exists (above rated conditions but below component safe operating range) :11–Overcurrent fault due to low DC link voltage :12–Sustained current overload fault due to low DC link voltage :13–IGBT protection circuit detected overcurrent :14–Low or missing AC input voltage detected

638–Engine cranking timeout

SYS EVENT

The diesel engine was cranking longer than the maximum allowed cranking time.

639–Engine Start Request While Running

SYS EVENT

An Engine Start Request was received while the diesel engine was running. The engine speed must be greater than 600 rpm and the start request signal must be present for three seconds minimum for this event to be logged.

640–Accel Pedal Too High

NO PROPEL

Accelerator Pedal input is greater than the maximum value for a specified period of time.

641–Accel Pedal Too Low

SYS EVENT

Accelerator Pedal input is less than the minimum value for a specified period of time.

696–Unexpected CPU Reset

SYS EVENT

The TCI CPU was reset while the system was in Self Load, Propel, Retard, or Ready mode.

698–PTU Data Store

SYS EVENT

The DATASTORE command was received by the TCI. No corrective action required. However, if DATASTORE was not commanded and the event was logged, check DATASTORE switch and wiring.

142


10. SPECIAL OPERATIONS AND TESTS

10.1. WELDING ON THE TRUCK When welding on trucks equipped with GE control panels, connect the welder’s ground cable such that welding current does not flow through the truck’s control wires or cables. This ground connection should be made directly to (or as close as possible to) the part being welded. For example, if welding is being done on the deck, connect the ground directly to the deck – not to the control box or cab. If welding is being done on the control box door, connect the ground to the control box door – not to the box frame. Extreme care should also be taken to prevent electrical current from passing through bearings in the alternator or motorized wheel motors as this will result in bearing damage and premature bearing failure. DO NOT pull any control cards or remove panel connectors. This practice can cause more damage than it prevents. It puts unnecessary cycles on the connector pins and may cause loose or dirty pins which could result in a control system failure.

10.2. MOVING TRUCK WITH ONE WHEEL MOTOR WARNING: The following procedure is intended for use under emergency or unusual conditions only and should not be used in lieu of proper troubleshooting and/or maintenance procedures. In any case, extreme caution must be exercised and all standard safety procedures employed. When using this “special” procedure, the entire procedure should be read before proceeding. The following procedure should be followed when it has been determined that either one inverter or one wheel motor is faulty, and the truck must be moved for servicing using the single, operational inverter/wheel motor.

NOTE: Truck speed is limited to 10 mph by the propulsion system when operating with only one wheel motor. 1.

With truck stopped and the engine running, apply the Parking Brake (propulsion system commanded to REST mode) and place the Direction Selector handle in the NEUTRAL position.

CAUTION: Single inverter/wheel motor operation of the truck should only be done with an empty truck. Operation of a loaded truck with one inverter/wheel motor may result in damage to that wheel motor. 2.

Remove the load, if present, from the truck.

3.

On the right side of the main control cabinet, move the affected inverter cutout switch to the CUTOUT position. This will disable that inverter/wheel motor combination from either accelerating or retarding the truck.

4.

Release the Parking Brake (propulsion system exits REST mode).

5.

Place the Direction Selector handle in FORWARD and move the truck to the desired location.

143


10.3. VOLTAGE ATTENUATION MODULE (VAM) CHECKS With all wiring removed from the suspect VAM, check that a nominal resistance of 2 Megohms exists between the points in the charts below. Resistance to ground or to any other points on the VAM should be infinite. Refer to the receptacle and plug diagrams in the system schematic for connector arrangement.

VAM1 AND VAM2, 17FM702, 8 CHANNELS High Voltage Stud

Low Voltage Connector

VH1

CN1–5

VH2

CN1–6

VH3

CN1–10

VH4

CN1–14

VH5

CN1–7

VH6

CN1–3

VH7

CN1–2

VH8

CN1–1

VAM1 AND VAM2, 17FM681, 5 CHANNELS High Voltage Stud

Low Voltage Connector

VH1

CN1–1

VH2

CN1–2

VH3

CN1–3

VH4

CN1–4

VH5

CN1–5

10.4. CURRENT MEASURING MODULE CHECKS With all wiring removed from the suspect current measuring module, the following are the nominal resistance values between the connection points indicated: S

Between + and – : greater than 20 Kohm

S

Between M and + : greater than 1 Megohm

S

Between M and – : greater than 1 Megohm

144


10.5. LINK CAPACITANCE TEST The main propulsion DC link capacitance test can be performed through the DID panel (refer to Section 8.3.3., Link Capacitance Testing ) provided that truck conditions permit this test. Those conditions are as follows: 1.

Engine running and DC link charged.

2.

Truck stopped with no direction commanded and accelerator pedal not pressed.

When the DC link capacitance test is run, the AC OHV propulsion system commands the DC link to be charged to operating level and then it monitors its decay rate from that level. This decay rate is then used to calculate the amount of DC link capacitance. The DC link capacitance test can be monitored and its results viewed on a w PTUt screen. This screen can be accessed as follows: 1.

Connect the w PTUt to the PSC serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter password, select PSC Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .

2.

From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Tests –> Capacitance Test (Fig. 79).

3.

The Capacitance Test screen is now displayed and the test data can be viewed (Fig. 80).

4.

Close the Capacitance Test display screen by clicking on the X in the upper right corner of the screen.

5.

Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Toolbox, shut down the PTU, and disconnect it from the PSC serial port.

FIG. 79. PSC CAPACITANCE TEST SCREEN ASSESS SEQUENCE. E–44403.

145


FIG. 80. CAPACITANCE TEST SCREEN. E–44404.

146


11. PHASE MODULE AND GATE DRIVER TROUBLESHOOTING GUIDE

11.1. INTRODUCTION WARNING: Traction motor leads and the DC link may have high voltage present from charged capacitors. Remove power and discharge capacitors per standard instructions before troubleshooting the equipment. Auxiliary DC link charged indicating lights are provided on the top of the control for visual indication. It is recommended that the auxiliary DC link be measured by separate instrumentation as well before proceeding with maintenance or troubleshooting. Failure to do so may result in personnel injury or death. WARNING: When troubleshooting this truck, unless stated otherwise the truck engine should be shut down and power removed from the DC link. At 400 RPM engine speed, the DC link is normally commanded to be energized. DO NOT use the REST mode to remove power while troubleshooting any of the truck circuits. Phase module faults can be either related to the phase module itself or its associated gate driver. The fault text will identify the phase module in question. For example, PM1A+ would refer to phase module (PM) in inverter #1 (1), phase A (A), positive module (+).

11.2. TEST/INSPECTION PROCEDURE 1.

Check the w PTUt PSC Real Time Data screen to determine if the inverter involved in the phase module fault is active or not.

2.

Run the Inverter VI Test as follows to determine if the fault occurs again: a. Apply the Parking Brake (propulsion system commanded to REST mode) and place the Direction Selector switch in the NEUTRAL position. b. Start and run the engine. c. When the engine has achieved its idle speed, release the Parking Brake (propulsion system exits REST mode). d. Monitor status messages on the w PTUt PSC Real Time Data screen, Inverters section. In the right side of the Inverters section of the screen, Inverter VI Test State is shown. During the Inverter VI Test, the status box should read Test. Upon completion, there should be the message Completed. e. If no faults are logged, and there is no recent history of inverter faults, the truck can be released for service. If faults are logged proceed with the remainder of this troubleshooting section.

3.

Shut down the engine but maintain control power to the propulsion control. Go to the phase module in question as identified by the fault, and pull out its gray fiber optic connector. The red LED should be ON.

WARNING: When viewed under some conditions, the optical port may expose the eye beyond the maximum permissible exposure recommended in ANSI z136.2, 1993. a. If the red LED is ON, the IGBT on the phase module is not shorted. Gate drivers, however, can intermittently fail, therefore, the LED indication does not guarantee that the gate driver is OK. b. If the red LED is OFF, that is usually an indication that the IGBT on the phase module is shorted or the gate driver has failed. 147


4.

Check the gate drivers as follows: a. Disconnect the GDPC plug from the gate driver and check for 90 to 100 V AC @ 25 Hz square wave signal at the circular plug. (A Simpson analog meter is recommended for this measurement.) b. Verify that the input power to the GDPC is at least 50 volts at its input terminals. c. If the AC output is less than 90 V AC, unplug all the gate drivers on the inverter in question. Then plug them in one at a time, waiting about five seconds before reading the AC output voltage as each gate driver is plugged in. d. If the output falls below 90 V AC, replace that gate driver. e. Continue to check all the gate drivers for this 90 V AC threshold.

5.

If the gate driver and the IGBT test OK, but the truck has a recent history of repeated failures, replace the phase module.

6.

Inspect all laminated bus bars for damage.

7.

Use a volt–ohm meter to check resistance to ground on the DC link circuit. Using that same meter, check for short circuits on the DC link from the positive horizontal bus bar to the negative horizontal bus bar.

8.

Inspect all other phase modules for flash burns.

9.

Check all phase module fuses for continuity (there are two fuses in parallel per phase module).

148


12. 17FB144 AND 17FB147 CIRCUIT CARD TROUBLESHOOTING GUIDE

12.1. INTRODUCTION Often, 17FB144 and 17FB147 boards used in 150 ton OHV propulsion systems have no defects found when returned to the factory for unit exchange (UX) repair. It is believed that most of the perceived defects are the result of problems communicating to the boards with the PTU, combined with a misunderstanding of the light patterns seen on the bottom edge of the card. This section provides a definition of the light patterns on the card bottom edge and describes a procedure to use Microsoft HyperTerminal to troubleshoot 17FB144 and 17FB147 boards.

12.2. CARD EDGE LIGHTS There are two LED indicators on the bottom front edge of the boards defined as follows:

LED1 / WDTIME – Watchdog timer indicator. ON – Watchdog Timer timed out. OFF – Watchdog Timer not timed out.

LED2 / FATL – Fail indicator. ON – CPU reset or CPU fails its self test or EPROM checksum error. OFF – No condition met for ON state. The LED indicators flash during boot–up and can flash if no program is installed in the CPU board. LEDs can also flash if the 5 V Power Supply is low. Normally, the CPU board is functional and can be communicated with, or downloaded to, if the LEDs are flashing.

NOTE: If using HyperTerminal while LEDs are flashing, text will be continuously scrolling with a variable time delay between messages. The FATL indicator can be ON solid if the 5 V Power Supply is low or if there is a major failure of the board. Always check the 5V Power Supply voltage if the FATL indicator is ON solid. Typical LED patterns for Version 19 software are listed in TABLE 6.

12.3. TROUBLESHOOTING PROCEDURE Figure 81 shows the troubleshooting flow chart for both 17FB144 and17FB147 boards. The flow chart references other figures to provide details where necessary.

149


TABLE 6. TYPICAL 17FB144 AND 17FB147 BOARD LED PATTERNS FOR VERSION 19 SOFTWARE

CONDITION

BOARD PROBLEM

1

Running / Power–up

Major failure

2

Running / 5V power 1 supPower–up ply low

BOARD PROGRAMMED (PROGRAM IN FLASH MEMORY)?

OTHER CPU BOARD PROGRAM– MED?

17FB144 BOARD

17FB147 BOARD

WDTIME LIGHT

FATL LIGHT

WDTIME LIGHT

FATL LIGHT

xx

ON solid

xx

xx

xx

ON solid

xx

xx

ON solid or 2 flashing


OFF

OFF


3

Running

None / Onboard battery low 3

Yes

xxx

4

Running


No

Yes

5

Running


No

No

6

Power–up


Yes

xx

1. Flash 2. 1 sec. delay 3. Flash

1. Flash

1. Flash 2. 1 sec. delay 3. Flash 4. 3 sec. delay 5. Flash twice

1. Flash

7

Power–up


No

xx


1. Flash


1. Flash

8

Power–up with PTU attached

None but serial com cable problem between board and PTU 5

xx

xx

Flash once only, then OFF




OFF or 4 1. Flash twice 2. Flash 3. 1 sec. delay 4. Flash 5. Repeat after variable time delay OFF

OFF or 4 1. xxx 2. Flash 3. xxx 4. xxx 5. Repeat after variable time delay OFF

OFF OFF or 4 1. Flash twice 2. Flash 3. 1 sec. delay 4. Flash 5. Repeat after variable time delay

OFF OFF or 4 1. xxx 2. Flash 3. xxx 4. xxx 5. Repeat after variable time delay

OFF

OFF

NOTE: Voltages listed are approximate. 1

– Measure voltage between TP4 – WDDIS and TP2 – GND on either the 17FB144 or 17FB147 board. Reading should be at least 4.95 V. 2

– Lights will be on solid for TP4 – WDDIS to TP2 – GND voltages below 4.9 V. Above 4.9 V to 4.95 V, lights may flash. Lights my also flash if the 5 V power supply voltage is oscillating. 3

– Low battery will not effect microprocessor board operation. However, statistical data and other values stored in RAM may be lost. 4

– Light pattern can vary per board as well as if the w PTUt (PC) is connected to the relevant board serial port.

5

– Open w PTUt serial communication ground wire with w PTUt connected can cause board boot–up (buck) routine to not run during power–up.

150


See Sheet 2 of 2 FIG. 81. 17FB144 AND 17FB147 BOARD TROUBLESHOOTING PROCEDURE (SHEET 1 OF 2). E–44732. 151


See Sheet 1 of 2

FIG. 81. 17FB144 AND 17FB147 BOARD TROUBLESHOOTING PROCEDURE (SHEET 2 OF 2). E–44732.

152


12.4. USING HYPERTERMINAL TO COMMUNICATE TO 17FB144 AND 17FB147 BOARDS HyperTerminal is a terminal emulator package that is included in Microsoft Windows 95/98 and 2000. This software package can be used to communicate to either CPU board through the normal PTU connection. It allows access to boot–up text that can be used to determine if communications with the CPU are active, the CPU board has passed self tests, whether software has been loaded onto the board, if the software is running (and PTU communication protocol is active), and if any other abnormal situation exists. The CPU board flash memory can also be erased using HyperTerminal. This will subsequently allow PTU downloading of the software in cases where the CPU board is cycling messages and the PTU cannot break in and begin downloading. HyperTerminal is used to break into the boot–up routine and then flash memory is erased.

12.4.1.

Pitfalls/Traps When Using HyperTerminal

If having communications problems with the PTU, it is common to close the PTU window and try again. If the window is closed while the PTU is trying to communicate, the COM1 port may not be released by the PTU and HyperTerminal will not be able to connect to it. In this instance, HyperTerminal will generate a message Unable to Open COM1 and the banner at the bottom left hand side of the main window will say Disconnected. Try to reset the COM1 port by disabling it and re–enabling it at the window shown in Figure 82. If this does not work, reboot the computer.

Should say this if com port is OK

FIG.82. COM1 SERIAL PORT WINDOW MESSAGE FOR PROPER OPERATION. E–44733.

NOTE: The banner at the bottom left hand corner of the main window will say “Connected” and record connection time if the COM1 port is active. 153


HyperTerminal saves previous session text (without asking). If it is necessary to verify that the text stored in the HyperTerminal window is from only the present session only, start a new connection. The HyperTerminal screen shows a white background for text that is in the latest window. If the window is scrolled backwards, the background turns light blue. The boarder between the white and light blue background in no way indicates anything about the timing of the text displayed, just that the text contained within the present HyperTerminal connection is more than one window long.

12.4.2.

Accessing HyperTerminal

Before beginning, connect the serial cable to the relevant CPU board serial port and to the COM1 port on the PC. 1.

HyperTerminal is located under the Start Menu –> Program Files –> Accessories –> Communications –> Hyper Terminal. Then double click on the Hypertrm.exe icon (see Figure 83).

NOTE: HyperTerminal can also be accessed from the wPTU t login window by selecting the Terminal Emulator Mode radio button (Fig 4). 2.

The window shown in Figure 84 will appear and ask to name the new connection and pick an icon. If a connection was previously defined, just click Cancel. If defining a new connection, type in the new name, select an icon from those provided, and click OK.

3.

The Connect To window shown in Figure 85 will appear. Select Direct to Com1 in the Connect using menu selection and then click OK.

4.

The COM1 Properties window shown in Figure 86 will appear. Select the following and then click OK. (Advanced settings do not need to be adjusted): Bits per second = 9600 (Default = 2400) Data bits = 8 (Default) Parity = None (Default) Stop bits = 1 (Default) Flow control = None (Default = Hardware)

Double click here FIG. 83. HYPERTERMINAL ICON. E–44734.

154


FIG. 84. HYPERTERMINAL NEW CONNECTION WINDOW. E–44735.

FIG. 85. HYPERTERMINAL CONNECT TO WINDOW. E–44736

155


FIG. 86. HYPERTERMINAL COM1 PROPERTIES WINDOW. E–44737 5.

After the COM1 properties are set, the main HyperTerminal window will look like that shown in Figure 87, if HyperTerminal is able to connect to the COM1 port.

NOTE: The lower left hand banner will say “Connected” and count the connection time. This only indicates that HyperTerminal has access to the COM1 port, NOT that HyperTerminal can talk to the connected CPU board. 6.

If HyperTerminal cannot connect to COM1, a message window appears that says Unable to Open COM1 and the banner will say Disconnected as shown in Figure 88. If this happens, try to reset the COM1 port by disabling it and re–enabling it at the window previously shown in Figure 82. If this does not work, reboot the computer.

7.

Once HyperTerminal is connected to the COM1 port, cycle control power to the connected CPU board. The screen will appear as shown in Figure 89 if the CPU board is already programmed and running. Only the 17FB144 board will show the text line pertaining to the battery test. Figure 89 shows the HyperTerminal main window scrolled backwards 1 line to show the complete text that comes out of the CPU board.

NOTE: The HyperTerminal screen shows a white background for text that is in the latest window. If the window is scrolled backwards, the background turns light blue. The boarder between the white and light blue background in no way indicates anything about the timing of the text displayed, just that the text contained within the present HyperTerminal connection is more than one window long. 8.

The screen will appear as shown in Figure 90 if the CPU board is not programmed. Only the 17FB144 board will show the text line pertaining to the battery test.

NOTE: Unit Exchange (UX) cards are not programmed when shipped. NOTE: The following text message will scroll with a variable time delay between cycles if the LED lights on the bottom edge of the CPU board are flashing. Lights may or may not flash if no program is installed in the CPU board. 156


9.

To erase the flash memory (program) on a CPU board, the boot–up routine must be interrupted. To do this, hold down the TAB key and cycle control power to the board. Let the TAB key up when you see the Keyboard interrupt accepted message as shown in Figure 91.

10. After the boot–up routine has been interrupted, the CPU board flash memory (program) can be erased by typing ef and hitting ENTER . When typing in the ef characters, they will most likely appear somewhere to the far right of the =>. This is OK, just type them in and hit ENTER . The message shown in Figure 92 should appear if the flash memory was erased successfully. 11. An open PTU serial communication ground wire with the PTU connected can cause the CPU board boot–up (buck) routine to not run during power–up. If this happens, the text in HyperTerminal will stop after the 25MHZ board detected message as shown in Figure 93. 12. When exiting HyperTerminal, it will ask you if you want to save the session. If you click OK, you can select the session name the next time you enter HyperTerminal and you will not have to perform the communications set–up.

NOTE: If you do save the session, any text that was in the HyperTerminal window (including that scrolled past the view window) will also be saved. After the initial save, HyperTerminal saves session text (without asking) every time you close it. If it is necessary to verify that the text stored in the HyperTerminal window is from the present session only, start a new connection.

Banner shows “Connected” and counts connection time

FIG. 87. HYPERTERMINAL MAIN WINDOW WHEN CONNECTED TO COM1 PORT. E–44738 157


Message window

Banner shows “Disconnected”

FIG. 88. HYPERTERMINAL MAIN WINDOW WHEN NOT CONNECTED TO COM1 PORT. E–44739

158


Light blue screen only because screen scrolled back one line

This line only seen for 17FB144 board (TCI).

Program is installed and running. CPU board has switched to PTU protocol.

FIG. 89. HYPERTERMINAL MAIN WINDOW AFTER CYCLING CONTROL POWER, PROGRAM INSTALLED AND RUNNING. E–44740.

159


Scroll up to see the beginning of text message. Program NOT installed.

This line only seen for 17FB144 board (TCI). Program NOT installed. Program NOT running.

FIG. 90. HYPERTERMINAL MAIN WINDOW AFTER CYCLING CONTROL POWER, PROGRAM NOT INSTALLED. E–44741

160


Hold TAB key down until this message appears while cycling power.

FIG. 91. HYPERTERMINAL MAIN WINDOW AFTER CYCLING CONTROL POWER, WITH TAB KEY HELD DOWN (INTERRUPTING BOOT–UP ROUTINE). E–44742.

161


Type in “ef” and hit Enter. Characters may show up to the far right of the =>.

Flash memory successfully erased

FIG. 92. HYPERTERMINAL MAIN WINDOW AFTER ERASING CPU BOARD FLASH MEMORY. E–44743

162


FIG. 93. HYPERTERMINAL MAIN WINDOW WHEN BOOT–UP (BUCK ROUTINE) DOES NOT RUN DUE TO OPEN PTU SERIAL CABLE GROUND WIRE WITH THE PTU CONNECTED. E–44744.

163


164


13. GLOSSARY OF TERMS Listed in TABLE 7 are terms used within this document and abbreviations as shown on the system schematic.

NOTE: Those components marked with an asterisk (*) may not be present in all control groups. Refer to truck specific schematic for configuration details.

TABLE 7. GLOSSARY Term

Description

AFSE

Alternator Field Static Exciter (17FM689) panel regulates the current in the alternator field.

AFSER

Alternator Field Static Exciter Resistor facilitates battery boost to AFSE. AFSER is used in the low side driver circuit.

ALT

Alternator (5GTA22) is a salient-pole, three-phase, Y-connected, AC machine that is mounted solidly to the diesel engine and is driven by the engine crankshaft. The alternator provides electrical power for propulsion and control systems.

AMBTS

Ambient Temperature Sensor, located in the air inlet to the inverters, senses ambient air temperature.

ANALOG I/O CARD (PSC)

PSC Analog Input/Output Card (17FB173) provides signal conditioning for analog signals to/from the Propulsion System Control Panel. This card monitors system voltages and currents along with frequency tachometer inputs from the hydraulic blower system and the engine. It also contains the digital alternator field control system.

ANALOG I/O CARD (TCI)

TCI Analog Input/Output Card (17FB160) provides signal conditioning for analog signals to/from the Truck Control Interface Panel. This card monitors signals from sensors located throughout the truck and provides driving signals for operator cab meters.

BAROP

Barometric Pressure Sensor provides a barometric pressure signal to the control system used in the calculations of control system cooling requirements.

BATFU

Battery Power Fuse provides overload protection to the control equipment.

BATTSW

OEM supplied Battery Switch is used to connect/disconnect battery voltage from the truck control equipment.

BD1

Battery Blocking Diode provides isolation between the Battery Line Filter output voltage and truck battery voltage.

BFC

Battery Filter Capacitor Assembly is used to temporarily sustain control power to the electronics panels in the presence of battery voltage dips and outages.

BFCR*

Battery Filter Capacitor Resistor is used to limit inrush current to the Battery Filter Capacitor. NOTE: Used only in the 17KG527B1 Control Group configuration.

BLFP*

Battery Line Filter Panel (17FM311) reduces voltage ripples in the control power lines from the battery to provide “smooth” power for the Propulsion Control Panel and Truck Control Interface. NOTE: Not used in 17KG527B1 configuration, since the 17FH41 Power Supply contains its own input filtering.

BM1

Blower Motor #1 (5GY19) is a DC motor located within the Retarding Grid assembly. The motor drives two blowers (fans). The blowers provide cooling air for the Retarding Resistors in the Retarding Grid assembly during dynamic retarding operations and self–load testing.

BM1I

Grid Blower Motor #1 Current Measuring Module used to measure the DC current flow through the grid blower motor.

CCF1, CIF11, CIF12, CIF21, CIF22

Inverter #1 Filter Capacitors store and filter the Inverter #1 DC bus voltage to provide instantaneous power when the Inverter1 GTO/IGBT Phase Modules first turn on.

CCL1, CCL2

Capacitor Charge Indicating Lights #1 and #2 are illuminated when 50 volts or more is present on the DC link (the DC bus that connects the Alternator output, Chopper Module/Resistor Grid circuits, and traction Inverters). 165


TABLE 7. GLOSSARY (Cont’d) Term

Description

CCLR1, CCLR2

Capacitor Charge Resistor Panels #1 and #2 are connected across the DC link to provide a voltage attenuated sample of the DC link voltage to the Capacitor Charge Indicating Lights.

CD1, CD2

Chopper Diode #1, #2 same as positive IGBT module.

CF

Chopper Fuses same as inverter phase fuses.

CGBM1, CGBM2*

Blower Motor di/dt Reduction Capacitors are used to limit the rate of current change in the retard grid blower motor circuit. NOTE: Used only in the 17KG527B1 Control Group configuration.

CMAF

Alternator Field Current Sensor detects the amount of current flow through the Alternator field winding.

CMT

Alternator Tertiary Current Sensing Module detects the amount of AFSE current supplied by the Alternator tertiary winding.

CM1, CM2

IGBT Chopper Modules #1 and #2 (17FM797) control the DC voltage applied to the grid resistors during retarding operations same as negative inverter phase module.

CM1A, CM1B

Phase 1A and 1B Current Sensing Modules detect the amount of current flow through the A and B phases of Traction Motor #1.

CM2A, CM2B

Phase 2A and 2B Current Sensing Modules detect the amount of current flow through the A and B phases of Traction Motor #2.

CPR

Control Power Relay (17LV66) is picked up when the Key Switch and Control Power Switch are closed. CPR contacts are used to connect/disconnect battery voltage to the propulsion system.

CPRD

Control Power Blocking Diode provides diode blocking between the control power switch input and the control power digital output.

CPRS

CPR Suppression Module limits the transient voltage induced into the battery system whenever power to the CPR coil is interrupted.

CPS

Control Power Switch (mounted on the diagnostic panel) is used to connect/disconnect battery voltage to/from the control system.

CPU CARD (PSC)

System CPU Card (17FB147) in the ICP provides control system processing and serial link communication.

CPU CARD (TCI)

System CPU Card (17FB144) in the ICP provides the processing of truck systems I/O and serial link communication.

CVB

Laminated bus bar for IGBT inverter and chopper.

DID

Diagnostic Information Display (17FM558) provides operator/maintenance personnel with the ability to monitor the operational status of certain truck systems and perform system diagnostic tests.

DIGITAL I/O CARD (PSC)

System Digital Input/Output Card (17FB104) provides battery–level drive signals to control relays, contactors and LEDs; and receives battery–level status feedbacks of relays, contactors and switches.

DIGITAL I/O CARD (TCI)

System Digital Input/Output Card (17FB104) provides battery–level drive signals to control relays, contactors and lights; and receives battery–level status feedbacks of relays, contactors and switches.

ESS

Engine Speed Sensor that is mounted on the alternator, which is directly coupled to the engine.

EWMS

Engine Winter Mode Switch allows Detroit Diesel engines to run in Heat Keeping mode when the engine controller commands it and the switch is in the Winter position.

166



Description

FB1L, FB2L

Filter Capacitor Bus Bar which connects the left–side filter capacitor to vertical laminated bus bar.

FB1R, FB2R, FBCL

Filter Capacitor Bus Bar which connects the right–side filter capacitors to vertical laminated bus bar.

FDR*

Filter Discharge Resistor Panel is a resistor divider connected across the DC link. FDR discharges the DC link.

FIBER OPTIC ASSEMBLY

Fiber Optic Assembly provides voltage and noise isolation for the control and feedback signals between the Propulsion Control Panel and the Phase/Chopper Modules.

FP

Filter Panel (17FM460) is connected across the three–phase output of the Alternator to filter electrical noise.

GDPC

Gate Drive Power Converter provides gate drive power for IGBT phase and chopper modules. GDPC contains both GDPC1 and GDPC2.

GF

Generator (Alternator) Field Contactor (17CM55) connects the AFSE to the Alternator field. GF is controlled by the Propulsion Control Panel.

GFCO

GF contactor cut–out switch provides a means of mechanically preventing energization of the GF contactor, thereby providing a means to ensure that the DC link is not energized.

GFM

Gate Firing Module (17FM415) receives the incoming pulses from the Analog Input/Output Card in the Propulsion Control Panel, converts them into appropriate AFSE control signals.

GFR

Generator Field Relay (17LV66) picks up with the GF contactor and is used for alternator field control.

GFRS

GFR Suppression Module limits the transient voltage induced into the battery system whenever power to the GFR coil is interrupted.

GFS

GF Suppression Module limits the transient voltage induced into the battery system whenever power to the GF coil is interrupted.

GRR

Ground Resistor Panel is a voltage divider connected across the DC link, used with GRR9 and GRR10 to detect system ground faults.

GRR9

GRR9 is used in conjunction with GRR and GRR10 to measure ground fault current.

GRR10

GRR10 is used in conjunction with GRR and GRR9 to measure ground fault current.

I1VB, I2VB

Laminated vertical bus bar for IGBT inverter and chopper.

ICP

Control electronics panel (17FL375) containing all functions formerly provided by the separate PSC and TCI panels.

INV1 TMC CARD

Inverter #1 Traction Motor Control (TMC) Card (17FB172) combines the functions previously provided in the CPU (17FB138) and I/O (17FB134) cards into a single inverter control card.

INV2 TMC CARD

Inverter #2 Traction Motor Control (TMC) Card (17FB172) combines the functions previously provided in the CPU (17FB138) and I/O (17FB134) cards into a single Inverter Control Card.

I1CO*

Inverter #1 Cut Out Switch (located in the Operator Interface area of the Main Control Cabinet), when closed, is used to cut out Inverter #1. NOTE: Not used on B1 or later configurations.

I2CO*

Inverter #2 Cut Out Switch (located in the Operator Interface area of the Main Control Cabinet), when closed, is used to cut out Inverter #2. NOTE: Not used on B1 or later configurations.

KEYSW

OEM supplied Keyswitch is used to connect/disconnect battery voltage to/from CPR. 167


TABLE 7. GLOSSARY (Cont’d) Term LEDP*

Description Light–Emitting Diode Panel (located in the Operator Interface area of the Main Control Cabinet) provides a visual indication of system status: CPR

is illuminated when CPR is picked up

SYS SYS RUN RUN

is ill illum umin inat ated ed whe when n ICP ICP (or (or PSC, PSC, as equ equip ippe ped) d) is ope opera rati tion onal al

NAFL NA FLT T

is illu illumi mina natted wh when en a restr estric icti tive ve even eventt cond condit itio ion n is pres presen entt

TE ST

is illuminated when the system is in the Test state

REST RE ST

is illu illum minat inated ed wh when en the syst syste em is in the Re Rest st stat state e with with powe powerr rem removed oved from the DC link

LINKI

Link Current Sensing Module detects the amount of current flow through the DC link (the DC bus that connects the Alternator output, Chopper Module/Resistor Grid circuits, and traction Inverters).

PF1A, PF1B, PF1C PF2A, PF2B, PF2C

Inverter phase fuses, mounted on laminated bus bars, provide short circuit protection for inverter phases to limit damage from IGBT failures.

PM1A+, PM1B+, PM1C+

Phase Modules (IGBT, (IGBT, 17FM796) provide the positive driving voltages for each of the three windings of Traction Motor #1.

PM1A–, PM1B–, PM1C–

Phase Modules (IGBT, 17FM797) provide the negative driving voltages for each of the three windings of Traction Motor #1.

PM2A+, PM2B+, PM2C+

Phase Modules (IGBT, (IGBT, 17FM796) provide the positive driving voltages for each of the three windings of Traction Motor #2.

PM2A–, PM2B–, PM2C–

Phase Modules (IGBT, 17FM797) provide the negative driving voltages for each of the three windings of Traction Motor #2.

PS

Power Supply (17FH41) which provides +5VDC, ±15VDC, ±24VDC regulated voltage.

PSC

Propulsion System Controller, is one of the CPU cards (17FB147) in the ICP panel.

RD

Rectifier Diode Panel (17FM528), also denoted as the main rectifier panel, converts the output three–phase, AC voltage from the Alternator to DC voltage to power the two Inverters.

RG1A, RG1B, RG1C, RG2A, RG2B, RG2C, RG3A, RG3B, RG3C,

Grid Resistors dissipate power from the DC link during retarding, self–load, and Inverter Filter Capacitor discharge operations.

RGBM*

Discharge Resistors for Blower Motor di/dt Reduction Capacitors are discharge resistors for capacitors used to limit the rate of current change in the retard grid blower motor circuit. NOTE: Used only in the 17KG527B1 Control Group configuration.

RP1

Retard Contactor, Contactor, when closed, connects the Grid Resistors to the DC link during retarding, self–load, and Inverter Filter Capacitor discharge operations.

RP1S

RP1 Suppression Module limits the transient voltage induced into the battery system whenever power to the RP1 coil is interrupted.

R1

Battery Boost Resistor limits surge current in the Alternator field circuit when the GFR contacts initially close.

SS1, SS2

Traction Motor Speed Sensors which provide Traction Motor speed signals to the respective Inverter control cards.

SS3, SS4

Front Wheel Speed Sensors. Front Wheel Speeds are monitored for wheel slips/slide control logic.

168



Description

TCI

Truck Control Interface, is one of the CPU cards (17FB144) in the ICP panel.

TH1

Alternator Field Thyrite (Varistor) protects the Alternator field circuit from voltage transients.

TM1, TM2

Motorized Motorize d Wheels 1 and 2 each consisting of a Traction Motor and a Transmission Transmission Assembly. The three–phase asynchronous Traction Motors convert electrical energy into mechanical chanic al energy. This mechanical mechanical energy is transmitted to the wheel hub through the speed reducing Transmission Assembly. Assembly.

VAM1, VAM2

Voltage Attenuation Attenuation Modules #1 and #2 (17FM702) are eight–channel devices for the inverters. VAM1 and VAM2 VAM2 are used to attenuate high voltage motor to line neutral and DC link values to a level acceptable to the control electronics.

VAM3, VAM4

Voltage Attenuation Modules #3 and #4 (17FM681) are five–channel devices for system use. VAM3 and VAM4 VAM4 are used to attenuate high voltages to a level acceptable to the control electronics.

169


170


14. SOFTWARE VERSIONS

14.1. VERSION 19, JULY 2002 Version 19 was developed to support end–user and OEM requests as well as addressing reliability improvements and product enhancements to the GE propulsion system. Version 19 software is for the 17FL320 Propulsion System Controller panel, the 17FL349/17FL373 Truck Control Interface panel, or the 17FL375 Integrated Control Panel, and a portable PC. It may be applied to all GETS OHV AC propulsion systems, including the 17KG498xx, 17KG526Bx and 17KG527xx groups. Version 19 includes all application software for the control system panels as well as the MS–Windows based PTU (w PTUt) listed in TABLE 8.

NOTE: The FB173 card software is downloaded automatically at startup by the system. General information for version 19 and previous versions of software is listed in TABLE 9. Refer to the SMI# shown in the table for specific information.

TABLE 8. VERSION 19 SOFTWARE Software Name

Version

Location

Propulsion System Controller (PSC)

19.03a

17FL320 or 375

Truck Control Interface (TCI)

19.03a

17FL349, 373, or 375

Inverter – IMC Version (17FB138/17FB134)

02.19.03

17FL320

Inverter – TMC Version (17FB172)

05.19.03

17FL320 or 375

AC PTU

19.03

PC

AC Mine and OEM Configuration Utility

19.03

PC

OHV Download Utility

2.0

PC

OHV Datalogger Utility

X16, July 2001

PC

OHV Datalogger Graphing Utility

B6.4

PC

17FB173 Card – CPLD Version (17KG526, 527 Only)

3 or Higher

17FB173 Card

Software Name

Version

Location

17FB173 Micro–Controller Software (17KG526, 527 Only)

2.42

17FB173 Card

17FB173 Alternator Field Programmable Gate Array (FPGA) (17KG526, 527 Only)

3.2, 01/28/01

17FB173 Card

17FB173 Speed FPGA (17KG526, 527 Only)

7.3, 09/26/00

17FB173 Card

Controller Software

Windows PTU and toolbox (Release 1.0)

FB173 Card Software (17FL375 Panel Only)

171


14.2. VERSIONS INFORMATION TABLE 9. SOFTWARE VERSIONS INFORMATION

172

Version

Date Released

GETS SMI #

Status

Notes

19

July 2002

41A322501BD

Active

Current version for all propulsion system models; includes support for w PTUt

18

May 2001

41A322501BC

Obsolete

Added support for KG526 and KG527 groups

17

August 1999

41A322501BB

Obsolete

General improvements

16

October 1998

41A322501BA

Obsolete

General improvements

14

June 1998

N/A

Obsolete

Added support for high altitude operation

13

October 1997

N/A

Obsolete

Added support for Tar Sands operation

12

September 1997

N/A

Obsolete

First official version for KG498 groups

Manual Fallas Terex

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