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BUCYRUS
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Technical Manual
BI617250
Document # 20001-9500
Revision D
MT6300 IGBT
TRACTION INVERTER
AND
BLOWER DRIVE
MANUAL
Presented by:
Address:
Phone:
General Atomics
10880 Thornmint Road
San Diego, CA 92127, USA
00-1-858-762-7008
BI617250
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Number:
20001-9500
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REVISION HISTORY
Revision
Date
29 June 2007
31 October 2008
20 October 2010
22 February 2011
Description of Change
Initial Release
Chapter 7.0: updated and added schematics.
Chapter 9.0: updated and added procedures.
Blower drive chapter 4: updated schematics
Chapter 5.0: Cumulative updates
Chapter 6.0: Added new fault messages and description
Chapter 7.0: Updated schematics
Chapter 8.0: Updated PM
Chapter 9.0: Added procedures
Updated Document Format
Traction Inverter:
Chapter 3, pages 9-10: updated schematic and A4 description
Chapter 6, pages 1-4: corrected motor over temperature fault
Chapter 7: updated Sch 20001-9372 to Rev G
Chapter 8: updated 6,000 and 12,000 hour PMs
Blower Drive:
Chapter 5, pages 1-2: updated 2,000 and 12,000 hour PMs
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TABLE OF CONTENTS
REVISION HISTORY ..................................................................................................................ii
1
INTRODUCTION .............................................................................................................1
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LIST OF FIGURES
Figure 2-1. Two IGBTS in Parallel Allow for a Greater Power Capability (schematic) ................ 2
Figure 2-2. Simplified Configuration of Figure 2-1 (schematic) ..................................................3
Figure 2-3. Simplified Configuration of Typical Three-Phase Inverter Driving an AC Motor
(schematic) .................................................................................................................................3
Figure 2-4. Detailed Sketch of Inverter Shown in Figure 2-3 (schematic)...................................4
Figure 2-5. From Phase A with Return to Phase B (schematic) .................................................4
Figure 2-6. From Phase B with Return to Phase C (schematic) .................................................4
Figure 2-7. From Phase C with Return to Phase A (schematic) .................................................5
Figure 2-8. Retard Mode (schematic).........................................................................................5
Figure 3-1. Circuit Breakers CB1, CB2, CB3, CB4, and CB5 (photo) .........................................2
Figure 3-2. Power Supply PS1 (photo and schematic) ...............................................................3
Figure 3-3. Field Exciter Chopper (photo and schematic) ..........................................................4
Figure 3-4. Low Voltage Ground Fault Detection and Protection (A7) (photo and schematic) .... 5
Figure 3-5a. PC Board Performs Several Functions (photo and schematic) ..............................6
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LIST OF TABLES
Table 5-1. Variables .................................................................................................................39
Table 5-2. Variables and Short Cuts List ..................................................................................45
Table 6-1. System Fatal Faults ..................................................................................................2
Table 6-2. Advisory Faults .........................................................................................................3
Table 6-3. Inverter Faults ...........................................................................................................3
Table 6-4. Two Digit Fault Message...........................................................................................6
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INTRODUCTION
General Atomics, based in San Diego, California, designs and manufactures AC Drive
Propulsion System components for mine hauling trucks.
The AC Drive Propulsion System consists of six major components.
The traction inverter group assembly which includes three retard contactors; two
separate inverters, each driving a motorized wheel; and the system controller
enclosure that interfaces with ac drive equipment and truck subsystems.
This manual describes the Traction Inverter Group and provides information which
includes the following.
Hardware description
Software description
Troubleshooting guide
Schematics
Maintenance procedures
Also included in this manual is information on the Blower Drive Assembly with the
following topics:
General description
Schematics
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AC INVERTER FUNDAMENTALS
GENERAL
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AC INVERTER BASICS
Figure 2-1. Two IGBTS in Parallel Allow for a Greater Power Capability
(schematic)
The above configuration may be simplified as follows:
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+ DC LINK
AC OUTPUT
- DC LINK
+ DC LINK
- DC LINK
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HARDWARE DESCRIPTION
COMPONENT LAYOUT
Refer to the assembly drawings for component locations (drawings are on the following
pages).
Inverter Cabinet
20001-0210 Assembly, IGBT, Inverter Drive, 4000HP
20001-1285 Top Cover and Filtration Housing Assembly
System Controller Enclosure
20001-1292 Inverter System Control Box Assembly, 24V-600
20001-9583 Multi-component Mounting Plate, Assembly-600
Right (Rear) Inverter
20001-1182 Inverter Assembly, Rear, IGBT, 4000HP (3 Sheets)
Left (Front) Inverter
20001-1183 Inverter Assembly, Front, IGBT, 4000H (3 Sheets)
Phase Module
20001-8550 Phase Module Assembly, IGBT (3 Sheets)
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COMPONENT DESCRIPTIONS
Descriptions of system components for the System Control Enclosure follow below. For
further information refer to Chapter 7, schematic 20001-9372.
3.2.1 CIRCUIT BREAKERS CB1, CB2, CB3, CB4, AND CB5
Figure 3-1. Circuit Breakers CB1, CB2, CB3, CB4, and CB5 (photo)
NOTE: Turning off CB5 results in shutting the inverter cabinet down in a manner
equivalent to turning the truck master switch OFF.
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Figure 3-4. Low Voltage Ground Fault Detection and Protection (A7) (photo and
schematic)
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Accel pedal
Retard pedal
Retard speed
Figure 3-7. Analog I/O Module (A3) with View Showing the Eight Analog Inputs
(photo and schematic)
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Figure 3-8. Digital I/O Module (A4) has 16 Channels (photo and schematic)
As shown in Figure 3-8, this PC board has 16 channels with which data are
multiplexed and sent to the System Controller via a 50-conductor ribbon
connection.
Channels 0 to 8 are input channels. Refer to the above illustration for each
channels functional description.
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Figure 3-9. Digital I/O Module (A5) PC Board has 16 Channels (photo and
schematic)
Channels 0 to 3 and 9, 11, 13, 14, 15 are input channels. Refer to the above
illustration for each channels functional description.
Channels 4, 5, 6, 7, 8, 10 and 12 are output channels. Refer to the above
illustration for each channels functional description.
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3.2.10 RELAYS
Seven relays are used for the Inverter cabinet control.
Figure 3-11a. Relays (K3, K4) are Controlled by the Digital I/O Module A5
Channels 6 and 7 (photo and schematic)
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The K3s normally open (NO) contact 30/87 function is holding the 24V unswitched
supply to the System Controller power supply (PS1) during the shutdown sequence.
The K4s normally open (NO) contact 30/87 function is to power the truck dynamic
retard light when the truck is in dynamic retard mode.
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The three solid-state relays (K11, K12, and K13) are controlled by the digital I/O module
A5 channels 8, 10, and 12.
When energized, their normally open (NO) contact closes and energizes the retard
contactor coil.
3.2.11 DIODES D5, D6, D7, D8
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TB1-1
+24V unswitched
TB1-2
+24V unswitched
TB1-3
24V common
TB1-4
24V common
TB1-5
24V common
TB1-6
Ground
TB1-7
+24V switched
TB1-8
TB1-9
Spare
TB1-10 Spare
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Figure 3-15. Terminal Bars TB3 and TB4 Provide a Wiring Connection Interface
for the Left and Right EWGU Tacho Sensors (photo)
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Figure 3-19. Terminal Bar TB7L Located in the Left Inverter Frame, and the
Terminal Bar TB7R Located in the Right Inverter Frame (schematic)
Both TB7L and TB7R terminal bars provide wiring connection interface between the
System Controllers enclosure equipment and the left and right Inverter control wiring
(refer to Chapter 7 schematic 20001-9361).
3.2.13 LEFT AND RIGHT INVERTERS (REFER TO CHAPTER 7 SCHEMATIC 200019106)
The hardware in the left inverter frame is the same as in the right inverter frame. The
only exceptions are as follows:
The retard contactors B2 and B3 are located in the left inverter frame.
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Figure 3-20. Input Filter Capacitors C1 and C2 Reduce the DC Link Ripple and
Absorb Voltage Spikes (photo and schematic)
Bleeder resistors R1 and R2 are connected to the dc link, in parallel with C1 and C2,
and provide a method to discharge the input filter capacitors.
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Figure 3-21. EMI Filter Capacitor and Resistor Assembly (photo and schematic)
The Electromagnetic Interference (EMI) filter consists of one capacitor (C4) and two
resistors (R5 and R6) connected in parallel between the dc link negative bus and the
ground.
The EMI filter grounds radiating electrical noise created by the IGBTs switching.
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B3
B2
B1
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Figure 3-25. Contactor Economy Resistors RB1, RB2, RB3 (photo and schematic)
To minimize the mode change dead time between accel and retard, the retard
contactors closing time is shortened by applying the 24V control voltage to a 12V
contactor actuating coil.
The economy resistor is connected in parallel with an auxiliary normally closed contact
(NC). Once the contactor is closed, its NC contact opens; the economy resistor is then
in series with the coil, providing a 12V nominal holding voltage to the contactor coil.
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Figure 3-26. Transient Voltage Suppressor (Tranzorb) D11, D12, D13 (photo and
schematic)
The transient suppressor limits the level of voltage spikes induced by the contactor coil.
3.2.21 LEM VOLTAGE TRANSDUCER VDC
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Figure 3-29. Snubber Resistors R9, R10, R11 (photo and schematic)
There is one snubber resistor for each phase module; all three resistors are mounted
together, below the input filter capacitor assembly.
The snubber resistor in series with the clamp capacitor (CC) provides a means to
bypass transients induced by the IGBT switching.
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POWER This is a green LED that lights whenever logic power is available to
the unit. If this LED is out, the transient chopper will not operate.
FAULT This is a red LED which lights only when a fault condition exists.
TEMP This is a red LED that lights when an over temperature condition exists.
The fault LED is also lit if this condition occurs.
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Wire number
#101 to #199
High Voltage
#200 to #450
Low Voltage
GRND
Label Format:
Wire #
Origin/DestinationDestination/Origin
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SOFTWARE DESCRIPTION
The AC Drive Control consists of three different CPUs. One is located in the System
Controller PC board and one in each of the Truck Controllers. Specific software is
associated with each CPU.
There are three different sets of software, which are detailed below:
Boot monitor
4.1
BOOT MONITOR
The application programs (system and inverter controls) do not initialize automatically.
A boot monitor is firmware associated with each of the system and inverter programs
and cannot be accessed by a field technician.
The boot monitor performs the following functions:
Provides the user menu and allows performing each menu function shown
below:
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The following block diagram shows the relationship between the different software:
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Controls overspeed
Fault monitoring
Once the truck is keyed up (master switch ON), the 24V is switched ON (TB1-7)
and applied to the System Controller power supply (PS1) terminal P3-29, the
System Controller terminal E42, and the channel 11 of the I/O assembly A4.
The System Controller energizes the relay K1 (control supply relay). The two NO
contacts close, providing the 24VDC to the Truck Controllers, the transient
chopper (TC), and the gate drivers through RT 1, 2, 3, and 4, which are limiting
the charging current of a number of capacitors.
The relay K3 (24V hold supply relay) energizes. Its NO contact closes, applying
the unswitched 24V to the power supply PS1.
The System Controller energizes the relay K2 (excitation relay). The NO contacts
(NO2 and NO3) bypass the charging resistor RT1, 2, 3, and 4. The NO contact
(NO1) provides the 24VDC to the alternator field exciter chopper (A6).
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The alternator regulation process initializes. The System Controller monitors the
alternator output voltage (dc link).
The EWGU motor characteristics where the actual speed average of the two
motorized wheels defines that:
o At low speed (below 250 rpm), the torque command signal is pegged to the
maximum torque limit (25,000 lb-ft).
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o At speeds above 250 rpm, the torque is limited by the characteristics of the
motorized wheel (horsepower limit function of speed).
The engine torque limitation that caps the torque request to the maximum limit of
the engine capability.
The alternator torque limitation that caps the torque request to the traction
alternator output maximum limit.
Within these limitations, the torque command is sent to the two Truck Controllers.
In accel, the torque command is a positive value.
4.2.5 RETARD (BRAKING)
The signal from the retard pedal defines the fundamental torque level command.
The actual average speed of the two EWGUs is the input criteria which defines certain
limitations for the retard command:
At a lower speed, the torque command signal will be the maximum retarding
torque limit (16500 lb-ft) down to a speed of one mph. At that level, the torque
control is replaced by a speed control. The change in the retard regulation
control allows for full use of dynamic braking down to zero speed. An anticipation
loop allows for smooth transition between the torque control and the speed
control.
In retard, there is no engine or alternator limitation. The torque command is limited only
by the retard grid element characteristics and the dc link voltage.
Within these limitations, the torque command is sent to the two Truck Controllers.
In retard, the torque command is a negative value.
The System Controller software controls the three retard contactors. Depending on the
torque request and the inverter output, one, two, or three retard contactors are
energized.
4.2.6 RETARD SPEED CONTROL
The Retard Speed Control (RSC) allows controlling and maintaining a constant speed
while in retard. The function is activated by turning ON the Retard Speed Control
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toggle switch and setting the retard speed potentiometer to the required speed
(Refer to the Customer Manual for location). The RSC is operational only in forward
mode. The function is disabled as soon as the accel pedal is depressed or at speed
below 5mph.
4.2.7 ENGINE SPEED
The System Controller software regulates the engine speed.
In neutral or with load brake on, the engine speed is set at 650 rpm (low idle).
In forward, the engine speed rises to high idle at 1300 rpm. The high idle engine speed
allows a faster response time when going to accel.
In accel, the engine speed increases to a maximum of 1800 rpm.
In retard, the engine speed is set to 1300 rpm.
4.2.8 TRACTION ALTERNATOR FIELD EXCITATION
The System Controller software directs the traction alternator output.
The dc link voltage and the alternator three-phase output current are constantly
monitored. At low idle, the DC link voltage is set to 700V. In accel, the DC link voltage is
set to 1600V. As the accel torque demand rises, the current demand increases. To
maintain a constant voltage, the System Controller compares the alternator actual
voltage and current output with the alternator voltage and current command. The
comparator output then sets the alternator field current which controls the alternator
field excitation.
4.2.9 SHUT DOWN SEQUENCE
Refer to Chapter 7, drawing 20001-9372.
As soon as the park brake is applied:
The relay K2 is de-energized, interrupting the 24V supply to the phase modules
gate drivers and the alternator field exciter chopper.
The shut-down sequence is initiated, the 24V (TB1-7) is switched OFF, and the
voltage to the System Controller terminal E42 drops to zero. This triggers the
shut-down sequence.
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As the relay K3 is still energized, the NO contact is closed and the 24V remains
applied to the System Controller power supply (PS1) terminal P3-29 and the
System Controller terminal E39.
The Inverter software initiates the Inverter shut down by interrupting all command
signals to the phase modules.
The retard contactor B1 is temporarily energized, allowing the Inverter input filter
capacitors to discharge into the retard grid elements.
The relay K1 is then de-energized, interrupting the 24V supply to both Truck
Controllers.
Finally, the relay K3 is de-energized, interrupting the 24V supply to the System
Controller power supply (PS1) terminal P3-29.
INVERTER SOFTWARE
Spin/slide control
Fault monitoring
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The processor receives five fundamental parameters: the torque command from the
System Controller, the actual rotative speed of the EWGU motor, the DC link voltage,
Phase B current, and Phase C current.
The desired torque and speed are achieved by adjusting the frequency, relative to the
actual speed of the motors.
The variable frequency is developed out of a pulse width modulation (PWM) control
with fixed amplitude. A modified sine wave is generated out of the pulse modulation to
generate a maximum driving frequency of 133Hz.
4.3.2 ACTUAL CURRENT
There are two LEM sensors, each measuring the actual current of Phase B and Phase
C. The Inverter software calculates the resulting current of Phase A based on the
formula:
Ia + Ib + Ic = 0
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variation of acceleration of left or right EWGU, or when the left and right EWGU rotative
speed exceeds 350 rpm and 33% of actual truck speed. The Inverter software initiates
a temporary torque reduction. This correction is applied to one wheel or, in the event of
synchronous spin/slide, to both wheels. Once adhesion is re-gained, the torque
command is brought back to its nominal value.
4.3.5 FAULT MONITORING
To protect hardware, the Truck Controller monitors vital functions, variables, and
parameters. In the event a functional abnormality occurs, the Inverter software initiates
a fault. All Inverter faults are fatal and result in a drive system shutdown. The
corresponding fault message is sent to the System Controller where it is recorded in the
Fault Log.
For further information about fault monitoring, refer to Chapter 6.
4.4
Under normal circumstance, both left and right inverters are respectively controlling the
left and right EWGUs.
In the event of failure of the left or the right inverter, rather than towing the dead truck to
the maintenance facility, a Limp-Home mode may be selected. That feature allows
operating the truck with one inverter controlling its corresponding EWGU only.
Selection of the operating inverter is done by accessing the PTU main screen and
typing:
LIMPL
LIMPR
NOTE: The DC Link is common to both inverters; therefore in the event of short
circuit between the positive and negative dc link, both inverters become
disabled and the Limp Home software may not be used.
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PTU-TRUCK SOFTWARE
5.1
INTRODUCTION
The Portable Test Unit (PTU) software is a Microsoft Windows-based program loaded
into a laptop or onto a desktop. The PTU software allows for communication with the
System Controller software and the Inverter control software.
When installed, the PTU-Truck provides the ability to perform a number of operations:
Saving acquired data (i.e., fault logs, system real time display file, Inverter real
time display)
Opening and analyzing saved data files either on site or at a remote location.
This allows for further investigation and study of specific runs or performance
evaluation
5.2
INITIAL INSTALLATION
Insert the CD into the computer CD drive. If the computer is set to Auto Launch
CD, the set up program will launch automatically. If it does not, browse to the CD
drive and click on the icon setup. The following screen appears.
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Click OK
Figure 5-2. To Begin Installation of the PTU-Truck Software, Click on the Icon
Button
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5.3
Click OK.
CREATING A PTU-TRUCK SHORTCUT ON THE DESKTOP
During the setup process, an icon was loaded in the PTU-Truck folder. To open the
PTU-Truck application, it is recommended you create a shortcut on the desktop.
Select Drive C.
Right click and drag the PTU-Truck icon onto the desktop to the desired
location and release the right button.
NOTE: The above procedure is for initial loading of the PTU-Truck software.
Version 050209J is used for example only. Other PTU versions may be
loaded by following the same procedure.
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Updated versions may be available on CD or sent via e-mail. In either case, update files
are zipped.
Unzip the update by clicking on it, and save it to the PTU-Truck folder
Delete the old icon from the desktop by right clicking on the icon and selecting
Delete.
Right click on the PTU-Truck new icon, showing the software update version.
Drag it on the desktop to the desired location and release the right button.
5.5
Connect a serial cable (with DB-9 male connector on one end and DB-9 female
connector on the other end) between a laptop RS-232 serial port and the truck
serial port located in the drivers cab.
From the Start/Programs menu, select the PTU-Truck, or from the desktop,
double click on the PTU-Truck icon.
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The settings shown are the default communication settings. Click OK.
NOTE: If the laptop has two or more serial ports, under some circumstance (e.g.,
for troubleshooting purposes), two or three PTU-Truck windows may be
opened simultaneously.
To open a second and/or third window, connect a serial cable between
each port and the Truck Controller left and/or Truck Controller right.
Then, use the drop down menu to select a second and/or third
communication port (i.e., COM2, COM3).
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The above screen is defined as the PTU-Truck main screen. This is the starting point
for a number of activities.
Press the space bar or Enter to get a prompt >. If the prompt > does not
appear, the boot monitor program may be running, as shown in the following
screen:
Figure 5-9. The Main PTU-Truck screen with Boot Monitor Running
The System Controller is in Boot Monitor for the following reasons:
When the last time the truck was shut down, the System Controller was in Boot
Monitor mode
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Figure 5-10. After Exiting the Boot Monitor Function, a Prompt Appears
The prompt > indicates the application is running. Only under this condition can the
PTU-Truck be used.
5.6
SYSTEM SOFTWARE
The System software is a single text file, which is loaded into the System Controller
memory with the PTU-Truck software.
The following procedure applies to either loading new software or a software update.
Updated versions may be available on CD or sent via e-mail. In either case, update files
are zipped and prior to loading them, they must be unzipped and saved to the PTUTruck folder. The file will be saved in the following format:
Sysxxxxxx.H86
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Type RST, and then press Enter. The following screen appears.
Figure 5-12. Keying in RST and Pressing Enter Opens this Screen
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On the task bar, click on the Download button, The PTU-Truck folder opens,
listing the all stored software. The following screen appears:
Figure 5-14. The Open Intel Hex File which Lists All Stored Software Items
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Double click the selected software version. The downloading begins, and the
following screen appears.
Figure 5-15. After Downloading the New Updated Software, this Screen Appears
NOTE:
Type G for G)o flash. The Boot Monitor version, the System software version,
and the prompt > will be displayed.
Type CLR and press Enter to reset the fault recording system (Fault Log).
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INVERTER SOFTWARE
As with the System software, the Inverter software is a single text file, which is loaded
into the Truck Controller memory with the PTU-Truck software.
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Updated software versions may be available on CD or sent via e-mail. In either case,
update files are zipped and prior to loading them, they must be unzipped and saved to
the PTU-Truck folder. The file will be saved in the following format:
MT6300_xxxxxxx.txt
Connect a serial cable (with DB-9 male connector on one end and DB-9 female
connector on the other end) between a laptop RS-232 serial port and the left Truck
Controller serial port (J9).
5.7.1.2
Connect a serial cable (with DB-9 male connector on one end and DB-9 female
connector on the other end) between a laptop RS-232 serial port and the right Truck
Controller serial port (J9).
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NOTE: Insure the SAME software version is loaded into each inverter.
5.8
The System Real time allows real time monitoring of the whole ac drive system.
The Inverter Real Time allows real time monitoring of each Inverter.
When the PTU is connected to the System Controller, the following displays are
available:
System Real Time gives access to the Digital I/O screen with a .3 second
refreshing rate.
When the PTU is connected to either Inverter, the following displays are available.
Connect the serial cable from the laptop to the J3 serial port, located on the
lower left corner beside the two digit display on the System Controller board, or
to the communication port located in the truck cab.
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The System Digital I/O screen displays the status of a number of digital inputs and
outputs. It is synchronized with the Real Time Display screen.
5.8.3 SYSTEM PERFORMANCE DISPLAY SCREEN
The System Performance Display is accessed from the PTU-Truck main screen.
Select Performance from the menu bar. The following screen appears.
Connect a serial cable (with DB-9 male connector on one end and DB-9 female
connector on the other end) between a laptop RS-232 serial port and the left or
right Truck Controller serial port (J9).
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From the menu bar, select Real Time Display. The following screen appears.
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From the Inverter Real Time display menu bar, select Power. The following
screen appears.
From the Inverter Real Time Display menu bar, select Vector, and the following
screen appears.
The Inverter Performance Display and the Real Time Vector Display are
of little value for troubleshooting. They are more relevant for the purpose
of advanced engineering.
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On the Fault screen menu bar, click on the Download Faults pull down menu
and select Screen Only.
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The Fault screen has the same format than the Real time screen and it displays
the most recent fault occurrence.
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Selecting the Fault Record field and scrolling allows viewing of each recorded
fault. For each fault occurrence, the following relevant information is recorded:
NOTE:
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Start the diesel engine and allow the engine to warm up in accordance with the
engine manufacturers recommendation.
On the PTU-Truck Main Screen menu bar, click the Load Box button. The
following screen appears.
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The 1200 HP value is the recommended default value. Set this at the test
beginning.
Click the RD: Toggle Run Closed Loop (RD) button to initiate the test. Increase
the engine horse power demand to the desired value.
Let the engine run to speed and observe (on the Real Time Display) the actual
engine power output.
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Only a limited number of variables on the real time screen are significant for the load
box test: the engine speed command and the actual engine speed.
The System Controller sets both the engine speed required for a given hp and the
alternator excitation required to load the engine to the desired hp. The engine speed
command and the actual engine speed are located at the upper left in the engine area
of the real time screen.
The only values of significance in the engine area of the Real Time screen are Engine
Speed (Command), Engine Speed (Actual), Engine Power Actual (estimated using
normal parasitic losses).
NOTE:
Failure of the engine to meet the full power demand may indicate a
defective engine or mechanical malfunction.
A 10% loading does not necessarily mean 10% engine power output as
engine power curve is not linear across the entire RPM range.
In the Alternator section of the Real Time screen, the dc link voltage (actual) is the
average of the left and right Inverter dc link voltages measured with voltage sensors
(LEM). The dc link current (Idc) is a calculated value; the exciter field current is a
measured value. The alternator output power is calculated from dc link voltage and
current and is accurate to 1%. The engine output power is estimated from the alternator
output power using the expected alternator efficiency and the expected engine parasitic
loads.
The alternator bearing and stator temperatures, and the low voltage control, are
monitored during the load box test.
To stop the test and return to the PTU-Truck Main Screen, click the RD button.
5.8.8 SAVING DATA
Data may be saved for further study or to be read in a remote location.
When connected to the System Controller the following data may be saved to
file:
o System Real Time
o Fault Log
o Debug File
o System Performance
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When connected to the Inverter, only the Inverter Real Time and the Debug File
may be saved.
NOTE: All saved data have a distinctive file name and by default will be stored in
the PTU-Truck folder. After saving information several times, files under
the same folder may be cumbersome to manage. It may be useful to
create, within the PTU-Truck folder, a number of folders (e.g., Fault,
Software, Real-Time, etc.) and store each saved data in the appropriate
folder.
5.8.8.1
Open the System Real Time Display; click the File button, located in the menu
bar.
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The PTU-Truck application will automatically create a file name. The default file
name may be changed. The file may be saved in the PTU-Truck folder or in any
other PTU-Truck sub-folder.
Click Save. The Save System Real-Time File window disappears, and the file is
saved.
NOTE:
As the Load Box test is monitored using the System Real-Time Display,
the procedure for saving the test data is identical to saving System RealTime Display data files.
5.8.8.2
Open the Fault screen. In the bar menu, click the Download Faults button.
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Figure 5-33. Fault Screen with Download Faults Pull Down Menu
The PTU-Truck application will automatically create a file name which includes
the truck identification number. The default file name may be changed. The file
may be saved in the PTU-Truck folder or in any other PTU-Truck sub-folder.
Click Save. The Save Fault log File window disappears, and the file is saved.
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Debug is a tool allowing the recording of a number of selected analog and/or digital
electrical signals. A trigger is set so when a specific event occurs, all information is
recorded in a snapshot manner.
On the PTU-Truck Main Screen, click on Save Debug. The following screen
appears.
The PTU-Truck application will automatically create a file name. The default file
name may be changed. The file may be saved in the PTU-Truck folder or in any
other PTU-Truck sub-folder.
Click Save. The Save Debug File window disappears, and the file is saved.
5.8.8.4
Click on Performance in the PTU-Truck Main Screen, and the following screen
appears.
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The PTU-Truck application will automatically create a file name. The default file
name may be changed. The file may be saved in the PTU-Truck folder or in any
other PTU-Truck sub-folder.
Click Save. The Save Performance File window disappears, and the file is
saved.
Online Mode while connected to the inverter group (System Controller and/or
Truck Controllers).
Off-line mode when not connected to the inverter group at a remote location.
The recall procedure is identical regardless of which mode is used. The most commonly
recalled data are the System Real-Time Display, including Load Box Test and the Fault
Log.
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From the PTU-Truck Main Screen, select the Real Time button on the menu
bar. From the drop down menu, click on Open Real-Time File:
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Select the file name to review and click Open. The System Real Time Display
screen appears.
The off-line display is nearly identical to the online display with two
exceptions:
o In the off-line mode, the file name and file path are shown in the bar located
at the screen bottom. It also displays the number of records. Each record is a
screen snapshot taken at a one second intervals,. In the above example,
there were a total of 341 records and the screen displays record 1 of 341.
o In the screen upper left corner, a box and two arrow buttons are shown.
Clicking the bottom arrow will allow for scrolling through the records; the box
will display the record number (clicking on the laptop keyboard Up and Down
keys will also allow for scrolling the records).
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From the PTU-Truck main screen, click on the Faults button. A blank fault
screen appears.
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Select the file name (shown on the screen or click on a sub-folder if the file is
stored in one of them and then select the file name), and click open.
In Off-line mode, the file name and file path are shown in the bar located at the
screen bottom. It also displays the number of records and the System Controller
software version currently loaded.
In the screen upper right corner, a box and two arrow buttons are shown.
Clicking the bottom arrow allows scrolling through the records. The box displays
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the record number (clicking on the laptop keyboard Up and Down keys also
allows scrolling the records).
The most recent fault is the default display. Scrolling to the oldest fault and working
toward the most recent allows the display to be examined in chronological order.
5.8.9.3
Debug file may be viewed using a customized application named Plot that allows for
presenting in chart format a preselected set of signals.
From the PTU main screen, select Plot from the menu bar:
Select file from the menu bar and Open from the drop down menu:
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Double click any curve label, the following screen allows for:
o Removing the curve from the plot by removing the check mark beside plot.
o Increasing the curve thickness by entering 2 or 3 in line width
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In the event a curve has been removed, in the plot task bar, select Auto scale
to reset all curves.
Selecting Main in the plot task bar, bring the following screen, that allow for:
o Eliminating curves by removing the check mark beside Plot
o Selecting XX axes time by changing Min and Max
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The following variables require setting values provided by the customer mine operation
and the truck manufacturer:
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Speed event 1
Speed event 2
Truck ID number
Overspeed logging
Chapter 5
Short Cut
Default Value
C1
2000
C2
22000
C3
2000
C4
14000
C5
36
C6
25
Overspeed delta
C7
C8
C9
10
Speed event 1
C10
n/a
Speed event 2
C11
n/a
Truck number
C12
n/a
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Short Cut
Default Value
N/A
C13
n/a
N/A
C14
n/a
C15
Overspeed preemption
C16
Overspeed logging
C17
C18
Connect the serial cable from the laptop to the J3 serial port located on the
lower left corner beside the two digit display on the System Controller board or to
the communication port located in the truck cab.
Open the PTU-Truck main screen, and press the space bar or Enter to get a
prompt >.
At the prompt >, type IP (Initialize Parameters default values), and then
press Enter.
Variable name
Current value
New value
The first step is to enter the desired minimum and maximum torque values in
lb-ft for each pedal. The following first example (accel pedal minimum) illustrates
the process:
o At the prompt >, type the short cut (for this example, C1), and press
Enter.
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Figure 5-44. PTU-Truck Main Screen with the First Pedal Short Cut
The second step is to verify each pedal value (minimum and maximum) when it
is released and completely depressed (to the floor). To check the values:
o Access the System Real Time Display.
o With the pedals released, read the accel and retard values located in the
upper left corner of the display. Exercise each pedal several times and read
the values again. It should read 0 lb-ft.
o Depress the pedals, read the accel and retard values. Exercise each pedal
several times and read the values. These values will be the new actual
maximum values which correspond to accel 25000 lb-ft and retard 16500 lbft.
At the prompt >, type the shortcut (for this example, C5) and press Enter.
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On the PTU-Truck main screen, click the File button located in the menu bar.
Then, select Set Clock.
Figure 5-45. The Pull Down Menu Under File with Set Clock Highlighted
Access the System Real Time Display screen to insure the date and time are
correct.
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MISCELLANEOUS
On the PTU-Truck Main Screen menu bar, under the File button, four additional
functions are available:
Open Comm: selecting that function allows for opening a new and separate
PTU-Truck session beginning with the Open Comm Port screen.
Font: selecting this function allows the PTU user to choose a different font style.
Exit: selecting this function or clicking the X located in the PTU screen upper
right corner closes the PTU session.
Manual. On the PTU-Truck Main Screen menu bar, click the Help button and
from the pull down menu, click Manual.
o The current version of this manual appears in pdf electronic format.
o Access the Table of Contents by clicking the Bookmarks tab, located to the
left of the screen.
o Select the desired section, click to go directly to the selected section. A
section name in Bookmarks which has a + before it, which indicates there
are several subsections included within that subject. Click on the + to see
the subsections listed.
o To view a subsection located within a major heading in Bookmarks, click on
the section, and the program moves you to the specific section.
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Typing H at the PTU main screen prompt will display the following variable and short
cut list:
Chapter 5
Description
C1
C2
C3
C4
C5
C6
C7
C8
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Short Cut
C10
Speed event1
C11
Speed event2
C12
Truck number
C13
N/A
C14
N/A
C15
C16
C17
C18
BIGN
BMAN
CON
DEB
DEC
DED
Help
IP
LIMPL
LIMPR
RST
SW
Set word
SEE
SD
ST
TS
TSON
VER
Chapter 5
CLR
ERASE
Description
C9
CB
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D)
Download in task bar
G) Go flash
D)
Download in task bar
F) Flash burn
G) Go application
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D
FAULT MESSAGES
6.1
GENERAL DESCRIPTION
The light entitled System Fault, located in the cab, is turned on. The A4
I/O module channel # 10 energizes the light (refer to Chapter 7, drawing
20001- 9372).
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o The drive does not initiate the self reset cycle and remains shut down.
Reset can be initiated by a technician only after the fault root cause
has been investigated and the repair has been completed
Advisory fault/event
This type of fault/event will inhibit accel, trigger a speed limit, or simply
result in no action. With this fault/event condition, the following occurs:
o The drive system does not shut down and dynamic retard mode
remains operational.
o A message is recorded in the Fault Log.
System Fatal faults are listed in Table 6-1 below, and detailed later in this
section.
Table 6-1. System Fatal Faults
Fault #
Chapter 6
Event (System)
+/-15vdc or 5V fault
10
13
14
15
18
22
23
24
27
Stop Engine
28
Engine underspeed
29
34
35
36
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Event (System)
41
42
The following advisory faults listed below are detailed later in this Section.
Table 6-2. Advisory Faults
Fault #
Event (System)
11
19
20
21
25
26
30
31
K1 Relay Opened
32
Overload
39
40
42
In addition to the fatal faults and the advisory faults, the System Controller
records faults transmitted from each inverter. All inverter faults are fatal.
The following inverter faults are discussed within this Section:
Table 6-3. Inverter Faults
Event (inverter)
Phase A Lower Gate Fault
Phase B Lower Gate Fault
Phase C Lower Gate Fault
Phase A over current
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Event (inverter)
Phase B over current
Phase C over current
DC link Over voltage (2000 volts)
Phase A Upper Gate Fault
Phase B Upper Gate Fault
Phase C Upper Gate Fault
Phase A repetitive overload
Phase B repetitive overload
Phase C repetitive overload
Hardware Over voltage (2100 volts)
Hardware over current
Motor overspeed (4000rpm)
IGBT start gate status fail
Hardware Fault (from Altera)
+/-15v power supply failed
+/-24v power supply failed
DC Link under voltage
PWM Failure
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2nd Digit
0A
0 No advisory fault
1 Left drive fault
2 Right drive fault
3 Transient chopper overload
4 24vdc unswitched power loss
5 N/A
6 15V or 5V fault
7 24vdc under voltage
1st Digit
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6.3
Refer to Chapter 5 for accessing the Fault screen and viewing the Fault Log for further
information.
The Fault screen provides the truck operating conditions (neutral, forward, reverse,
braking) and the value of several parameters at the time the fault occurred:
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Later is this chapter, troubleshooting guidelines are provided for each fault message.
6.4
The <ST> System Status displays current information from the instant the screen is
accessed. It shows the ac drive health status.
To access the <ST> System Status:
Figure 6-3. The Main Screen Showing the Current System Status
As mentioned above, the screen displays the current system status (Snapshot).
Therefore, faults will be listed as they occur.
Whether faults are present or not, the following information is always shown in the first
five lines:
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In the above example, several faults have occurred simultaneously. This example
indicates that a loss of communication is the origin of the problem and guides
maintenance personnel to begin troubleshooting.
In the example, loss of communication between the System Controller and the Left
Truck Controller is shown:
9
And,
Under normal circumstances each of the above status codes should show 0000.
NOTE:
In the above example, only system faults are shown. Had inverter faults
existed, they would have been displayed also.
6.5
The Truck Controller <ST> System Status displays current information from the instant
the screen is accessed. It is identical to the system Controller <ST> System Status with
the following exceptions:
It only provides information from the inverter to which the PTU is connected.
Connect the PTU to the J9 serial port located on the Truck Controller.
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Figure 6-5. The Main Screen Showing System Status When a Gate Fault Occurs
Phase B Lower Gate Fault
00000
01000
00000
In this case:
Bit 3 indicates that phase B has a fault on the lower IGBT, a 1 indicates an
IGBT ON status.
6.5.1 TROUBLESHOOTING HINTS
A fault condition exists when either bit 0 or bit 1 shows 1. The fault may be caused by
any of the following:
A defective IGBT
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A fault condition exists when either bit 3 or bit 4 shows 1. The fault may be caused by
any of the following:
NOTE:
The Truck Controller checks the gate status prior to turning on any
inverter IGBT. If the status is not all 0s, the inverter CANNOT operate.
6.6
CAB DISPLAY
The cab display shows the fault text message at the time the fault occurs. The fault
message matches the System Controller two-digit display. For example, when the twodigit display shows 08, it signifies Communication Failure Left Inverter, which is also
shown on the cab display, as illustrated in Figure 6-6.
FAULT TROUBLESHOOTING
Access the Fault Log, save it, and review the faults recorded as well as the
corresponding parameter values.
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Access the System Controller System Status screen to check if the fault
currently exists.
Access the Inverter Control System Status screen to check saved inverter
faults and the IGBT status.
Analyze the available information and refer to the following list describing the
corresponding defect information for each fault, the possible reason for the
failure, and problem solving suggestion.
Description
This fault message indicates failure of the left inverter and/or the left motorized wheel
unit. By itself, it is of little value for troubleshooting. It will, however, be followed in the
Fault Log by additional fault message(s), providing supplementary information, which
will help in the troubleshooting process.
Action
Go to the Fault Log for extra information.
6.7.2.2
Description
This fault message indicates failure of the right inverter and/or the right Motorized
Wheel Unit. By itself, it is of little value for troubleshooting. It is also followed in the fault
log by additional fault message(s), providing supplementary information, which will help
in the troubleshooting process.
Action
Go to the fault log for extra information.
6.7.2.3
Description
This fault is triggered when the transient chopper is either defective or unable to
eliminate dc link overvoltage spikes.
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Action
6.7.2.4
Description
This fault is triggered when the unswitched 24VDC is interrupted.
Action
Check the voltage between TB1-1 and TB1-3. If the reading is below 24 volts,
refer to the truck manufacturers troubleshooting guide.
6.7.2.5
6. NOT USED
6.7.2.6
Description
This fault is triggered when the plus or minus 15 volts or 5 volts supply is interrupted or
out of range.
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Action
Check the System Controller Power Supply PS1 output voltages and input
voltage (24 Volts). Remove and replace the power supply PS1, as needed.
6.7.2.7
8. 24V UNDERVOLTAGE
Description
This fault is triggered when the 24V supply is less than 22V. With this fault, the relay K1
opens, which results in turning off the 24V supply to the Truck Controllers.
Action
Check the voltage between TB1-1 and TB1-3. If the reading is below 22 volts,
the fault may be with the truck battery charging system. Refer to the truck
manufacturers troubleshooting guide.
If the reading is higher than 24 volts, check the voltage on the A3 I/O module
between TB8-2 and TB8-3. The reading should be .05 x battery voltage.
6.7.2.8
Description
This fault is triggered when the System Controller does not receive data from the Left
Truck Controller for more than 300 msec (15 packets@20 msec).
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Action
Access the System Controller <ST> System Status. Look at the status of comm
left and comm right. Under normal circumstances with good communication, it
shows 0000. When anything other than 0000 appears, it indicates which side
has bad communication. In the event the left side has poor communication,
perform the following:
Ensure the fiber optic between the System Controller Port J14 (Tx) is properly
connected to A Rx, located on the Left Truck UIC board (20001-9400).
Ensure the fiber optic between the System Controller Port J15 (Rx) is properly
connected to A Tx, located on the Left Truck UIC board (20001-9400).
Blow contamination off the ports using clean dry pressurized air.
Clean the fiber optic ferrule end with 99% Isopropyl alcohol and lint-free cleaning
paper.
6.7.2.9
Description
This fault is triggered when the System Controller does not receive data from the Right
Truck Controller for more than 300 msec (15 packets@20 msec).
Action
Access the System Controller <ST> System Status. Look at the status of comm
left and comm right. Under normal circumstances with good communication, it
shows 0000. When anything other than 0000 appears, it indicates which side
has bad communication. In the event the right side has poor communication,
perform the following:
Ensure the fiber optic between the System Controller Port J16 (Tx) is properly
connected to A Rx, located on the Right Truck Controller UIC board (200019400).
Chapter 6
Page 17 of 35
BI617250
Title:
Number:
20001-9500
Revision:
Ensure the fiber optic between the System Controller Port J17 (Rx) is properly
connected to A Tx, located on the Right Truck UIC board (20001-9400).
Blow contamination off the ports using clean dry pressurized air.
Clean the fiber optic ferrule end with 99% Isopropyl alcohol and lint-free cleaning
paper.
Check for proper engine operation (refer to the truck manufacturers manual).
Access the System Real Time screen to read engine RPM, DC link voltage,
alternator field current command, alternator field current actual.
If the field excitation current is OK, inspect the alternator main rectifier and the
AC filter for signs of arcing, broken connections, opened or shorted diodes.
Check the Inverter System Status (ST) screen for indication of shorted IGBTs.
Chapter 6
Page 18 of 35
BI617250
Title:
Number:
20001-9500
Revision:
Check for any evidence of arcing in the alternator, alternator blower motor, AC
filter, main rectifier, retard grid including grid fan motor, inspect drive cabinet
inside middle part (DC link caps, etc)
Disconnect the DC link cables from the inverter cabinet and perform galvanic
insulation test (Megger) or Hipot on the alternator side.
Disconnect the retard grid assembly and Megger or Hipot the retard grid.
If the ground is in the inverter cabinet, refer to Chapter 9, IGBT Inverter Group
Hipot Test Procedure, for performing a Hipot test on the inverter cabinet.
Check the voltage between TB1-1 and TB1-3. If the reading is above 32 volts,
the fault may be with the truck battery charging system. Refer to the truck
manufacturers troubleshooting guide for help in this area.
If the reading is below 32 volts, check the voltage on the A3 I/O module between
TB8-2 and TB8-3. The reading should be .05 x battery voltage.
Chapter 6
Page 19 of 35
BI617250
Title:
Number:
20001-9500
Revision:
Check for proper operation of the alternator cooling system. Refer to the truck
manufacturers troubleshooting guidelines.
Ensure there are no obstructions and/or leaks in the air intake duct.
This fault may be caused by overload or extreme duty cycle. Verify the truck
operating conditions.
Check for proper operation of the alternator cooling system. Refer to the truck
manufacturers troubleshooting guidelines.
Ensure there are no obstructions and/or leaks in the air intake duct.
Verify truck duty cycle and ensure the truck is not overloaded.
Chapter 6
Page 20 of 35
BI617250
Title:
Number:
20001-9500
Revision:
Verify truck duty cycle and ensure the truck is not overloaded.
Check for evidence of cable arcing, motor flash over, motor commutator
problems.
Check wiring and connections from the Grid Fan LEM sensor to the System
Controller Terminals E5 to E8.
Page 21 of 35
BI617250
Title:
Number:
20001-9500
Revision:
Action
Open the Real Time screen and verify proper function of the auxiliary contacts.
Access the Real Time Display and check that the left and right EWGU motors
speed (rpm) are close to each other. Note: the truck speed is calculated by
taking the average rotative speed of the two EWGUs.
Chapter 6
Page 22 of 35
BI617250
Title:
Number:
20001-9500
Revision:
Action
Insure the ribbon cable between the blower inverter control PC board and the
keypad is not damage, inspect for possible insulation damage. Replace ribbon
cable as needed.
Check the serial cable between the blower inverter RS232 and the system
controller.
Run a load box test, check engine rpm command varies with power demand. If
not remove and replace system controller PC board.
Chapter 6
Page 23 of 35
BI617250
Title:
Number:
20001-9500
Revision:
Action
Check on the PTU real-time the Alternator voltage command and compare with the
left and right DC volt readings. Replace the LEM voltage sensor that is displaying the
most erroneous reading when compared to the alternator voltage command.
6.7.2.26 30. BLOWER FAILURE
Description
This fault is triggered when the blower inverter detects any internal faults. Blower
inverter faults may be input undervoltage, output phase overcurrent, over 10 Hz delta
between output frequency command and actual, etc.
In essence, that message is a header for several possible fault conditions. Additional
information and fault would be available on the keypad screen. Unfortunately, upon
faulting the blower inverter will immediately self reset hence fault message will be
deleted.
The blower inverter control self resets 10 times from the initial powering on. Next fault
will result in the blower inverter shutting down.
Action
Reset the blower inverter by shutting the AC drive down for 1 minute and turning
back on.
Field experience has revealed that Input undervoltage has been an issue.
However scrutinizing the Blower VDC input and the DC link voltage will reveal
that under some circumstances the AC drive DC link voltage being too low
results in a blower fault.
Although inconvenient, this is a normal case and focus should go to find out the
DC link undervoltage root cause.
Field experience has revealed the blower drive chopper may be causing inverter
input undervoltage. This would be caused by chopper control resetting.
Chapter 6
Page 24 of 35
BI617250
Title:
Number:
20001-9500
Revision:
Disconnect each motor cables in the axle box and Hipot each motor. If Hipot
reveals leakage, remove and replaced the defective wheel motor.
Disconnect three phase motor cables at the inverter output (under the bench)
and Hipot each cable. If Hipot reveal leakage replace the defective cable.
Visually inspect inside the inverter drive for evidence of arcing particularly at
each phase module AC output. Repair as needed.
Chapter 6
Page 25 of 35
BI617250
Title:
Number:
20001-9500
Revision:
Open the PTU I/O screen to verify the contactor command and feedback status.
Visually check that the contactor is opened when no command signal is present.
Verify on the I/O screen that command and feedback status match the visually
observed contactor status.
Visually check that the contactor is closed when the command signal is present.
Verify on the I/O screen that command and feedback status match the visually
observed contactor status.
If the wiring is correct, remove and replace the contactor auxiliary contact
assembly (refer to Chapter 9).
Open the PTU I/O screen to verify the contactor command and feedback status.
Visually check that the contactor is opened when no command signal is present.
Verify on the I/O screen that command and feedback status match the visually
observed contactor status.
Visually check that the contactor is closed when the command signal is present.
Verify on the I/O screen that command and feedback status match the visually
observed contactor status.
Chapter 6
Page 26 of 35
BI617250
Title:
Number:
20001-9500
Revision:
If the wiring is correct, remove and replace the contactor auxiliary contact
assembly (refer to Chapter 9).
Open the PTU I/O screen to verify the contactor command and feedback status.
Visually check that the contactor is opened when no command signal is present.
Verify on the I/O screen that command and feedback status match the visually
observed contactor status.
Visually check that the contactor is closed when the command signal is present.
Verify on the I/O screen that command and feedback status match the visually
observed contactor status.
If the wiring is correct, remove and replace the contactor auxiliary contact
assembly (refer to Chapter 9).
Ensure the fiber optic between the left truck controller (C Tx) is properly
connected to right truck controller (C Rx), and left (C Rx) is connected to right (C
Tx).
Chapter 6
Page 27 of 35
BI617250
Title:
Number:
20001-9500
Revision:
Blow contamination off the ports using clean dry pressurized air.
Clean the fiber optic ferrule end with 99% Isopropyl alcohol and lint-free cleaning
paper.
At the blower inverter output terminal bar, disconnect the three phase cable
going to the traction blower motor.
Chapter 6
Page 28 of 35
BI617250
Title:
Number:
20001-9500
6.8
Revision:
INVERTER FAULT
All Inverter faults are FATAL. On the fault screen, inverter faults can be differentiated
from system faults since the inverter faults are not numbered.
Most faults are software faults and fault detection is built into the application code.
A number of faults are defined as hardware faults and the fault detection is built into the
PC boards. This allows for fault detection redundancy in the event software or hardware
fails.
NOTE: An inverter fault message is ALWAYS preceded by Left Drive Fault or
Right Drive Fault message, indicating which of the two inverters is
faulting.
6.8.1 PHASE A OVERCURRENT, PHASE B OVERCURRENT, PHASE C
OVERCURRENT
Description
This fault is triggered when the current in one of the three phases exceeds 2500 Amps
peak. This fault may occur infrequently and does not require attention. In the event the
fault occurs repeatedly or does not self reset, follow the troubleshooting guidelines.
Action
Chapter 6
Page 29 of 35
BI617250
Title:
Number:
20001-9500
Revision:
Test the two voltage LEM sensors by applying 700 Volts to the dc link (engine
should be running with drive system in neutral and park brake released), verify
the dc link voltage reading is same on each inverter. Remove and replace any
defective voltage LEM sensor.
Check the traction alternator for proper operation and voltage output.
Insure the transient chopper is operating properly. Refer to system fault number
4, transient chopper overload, for troubleshooting.
Test the two voltage LEM sensors by applying 700 Volts to the dc link (engine
should be running with drive system in neutral and park brake released). Verify
the dc link voltage reading is same on each inverter. Remove and replace any
defective voltage LEM sensor.
Visually inspect for signs of arcing or loose connection in the traction alternator
main rectifier AC filter.
Check the traction alternator for proper operation and voltage output.
Chapter 6
Page 30 of 35
BI617250
Title:
Number:
20001-9500
Revision:
Check the fiber optic link between the Truck Controller and the corresponding
gate driver.
Blow contamination off the ports using clean dry pressurized air.
Clean the fiber optic ferrule end with 99% Isopropyl alcohol and lint-free cleaning
paper.
If the fault persists, remove and replace the faulty phase module gate driver.
A phase current LEM sensor and/or associated wiring may be defective, which
would be indicated by the corresponding Ib or Ic LEM fail fault message (later
in this chapter, action for such a fault is described).
Chapter 6
Page 31 of 35
BI617250
Title:
Number:
20001-9500
Revision:
No troubleshooting required.
Remove and replace the gate driver, if the fault persists, remove and replace the
phase module.
Check that the gate driver 24VDC power and power OK LEDs are ON.
Check that, with the dc link voltage applied and the inverter off, the Q1/Q2 Sat,
and Q3/Q4 Sat. LEDs are ON.
Chapter 6
Page 32 of 35
BI617250
Title:
Number:
20001-9500
Revision:
Check the fault log, the System Controller Status screen and then the Inverter
Status screen for additional fault message.
Chapter 6
Page 33 of 35
BI617250
Title:
Number:
20001-9500
Revision:
Action
Access the Fault Log, the System Controller status screen, and then the inverter
status screen for additional fault message.
Ensure the fiber optic between the System Controller Ports J14 and J16 (Tx) is
properly connected to A Rx, located on the Left and Right Truck Controller UIC
board (20001-9400).
Ensure the fiber optic between the System Controller Port J15 and J17 (Rx) is
properly connected to A Tx, located on the Left and Right Truck Controller UIC
board (20001-9400).
Blow contamination off the ports using clean dry pressurized air.
Clean the fiber optic ferrule end with 99% Isopropyl alcohol and lint-free cleaning
paper.
Open the System Real Time screen and check the inverter ambient temperature.
Chapter 6
Page 34 of 35
BI617250
Title:
Number:
20001-9500
Revision:
Open the Inverter Real Time screen and check each phase module heat sink
temperature.
Remove the overheating phase module and inspect the heatsink fins for
obstruction or excessive dirt accumulation. Clean as needed.
Reinstall the phase module. If condition persists replace the phase module.
Check, for signs of damage, the wire harness between the LEM current sensor,
and the Truck Controller.
Chapter 6
Page 35 of 35
BI617250
10/18/2010
Event (System)
Fatal fault
Manual Advisory/Technician
Reset
Information
Inhibit
propulsion
No Action
Speed
Limited
Technician
action
Event (Inverter)
Fatal fault
Technician
action
n/a
Troubleshoot
n/a
Troubleshoot
Troubleshoot
Troubleshoot
Troubleshoot
Get debug
+/-15vdc or 5V fault
Troubleshoot
Get debug
Troubleshoot
Get debug
Troubleshoot
Get debug
10
Troubleshoot
Troubleshoot
Start Up
Troubleshoot
Troubleshoot
Troubleshoot
Troubleshoot
Troubleshoot
Troubleshoot
Troubleshoot
Troubleshoot
Get debug
11
13
14
15
18
19
Y
Y
20
Troubleshoot
Get debug
21
Troubleshoot
Driver issue
22
Troubleshoot
Troubleshoot
23
Troubleshoot
Get debug
24
25
26
27
Stop Engine
C9
Troubleshoot
Troubleshoot
Go To Retard
C5
Driver issue
Troubleshoot
Troubleshoot
Troubleshoot
Troubleshoot
PWM Failure
Get debug
Y
Y
28
Engine underspeed
29
30
31
K1 Relay Opened
32
Overload
34
35
Y
Y
y
Y
Y
y
C18
Troubleshoot
Troubleshoot
Troubleshoot
Troubleshoot
Troubleshoot
Troubleshoot
Troubleshoot
ib LEM fail
Troubleshoot
Dump payload
ic LEM fail
Troubleshoot
Troubleshoot
Troubleshoot
36
Troubleshoot
37
Troubleshoot
39
Troubleshoot
40
Troubleshoot
41
42
Troubleshoot
n/a
BI617250
Title:
Number:
20001-9500
Revision:
AC INVERTER SCHEMATICS
Drawing Number
Description
20001-9498
20001-9499
20001-8553
20001-9372
20001-9361
20001-9435
20001-9104
Chapter 7
Page 1 of 1
A1A1-M
A1+
A6
GRIDFAN I
RIGHT MOTORIZED
WHEEL
E1
BI617250
ALTERNATOR
BLOWER
R
W
B
E2
3
E1B+
A1
TRACTION
ALTERNATOR
2000KW
E2B-
646MCM
646MCM
1/0
RDC-
TB1-M
TB1-K
TB1-L
RED
TB1-H
TB1-J
WHT
BRN
TB1-F
TB1-G
BLK
TB1-D
TB1-A
TB1-B
TB1-C
R_CPHS
- E3B
E7
646MCM
E1A+
LDC+
+ E1
646MCM
LDC-
A2
- E3A
646MCM
646MCM
ALT CT
646MCM
- E3B
BPHS E5
CPHS E6
L_BPHS
L_CPHS
646MCM
+ E2A
+ E2B
646MCM
646MCM
#8 AWG
APHS E4
LEFT
TRACTION
INVERTER
R TACHO OUT
R TEMP
L_APHS
646MCM
R
W
B
646MCM
#8 AWG
ALT FLDALT FLD+
CPHS E6
R_BPHS
E2A-
R
W
B
RDC+
+ E2
BPHS E5
WHT
646MCM
RIGHT
TRACTION
INVERTER
TACHO
W
B
W
9372 SHT 2
ZONE D1
R_APHS
TEMP
646MCM
A3
- E3A
APHS E4
646MCM
646MCM
R5-2
R6-1
R3-2
R4-1
R1-2
R2-1
+ E1
ALT WDG TMP
ALT BRG TMP
A5
E3
WHT
FUSE
BOX
LEFT MOTORIZED
WHEEL
E1
- E3C
A7
A4
E3
SYSTEM CONTROLLER
FOR DETAILS SEE 20001-9372
TRACTION
BLOWER
BLOWER DRIVE
TB1-M
T12-K
TB1-J
TB1-H
TB1-G
TB1-F
TB1-L
RED
WHT
BRN
WHT
BLK
TB1-D
20001-8565
20001-8562
R
W
B
+15V
-15V
M+
M-
W
B
W
+
DC LINK
TACHO
WHT
TB1-A
TB1-B
TB1-C
TEMP
L TACHO OUT
L TEMP
BLOWER DRIVE CONTROL
20001-9372 SHT 2 ZONE B-5
NOTES:
1
LEFT MOTOR ROTATES COUNTER CLOCKWISE AS VIEWED INSIDE AXLE BOX WHEN VEHICLE GOES FORWARD.
RIGHT MOTOR ROTATES CLOCKWISE.
1
REV
DESCRIPTION
DRAWN
DATE
INITIAL RELEASE
N FARR
10-15-08
N FARR
10-26-10
Title
Number
B
Date
File
Rev
20001-9498
Sheet 1 of 1
NOLAN FARR
Drawn By
BI617250
102
PHASE "B"
PHASE "A"
D1
D2
D1
R9
D2
D1
R10
D2
E1
E3
R11
Q2
Q1
Q2
Q1
Q2
A4
Q1
LEFT
EWGU
PHASE "C"
3
4
5
20001-9372
SHT 3 - D1
R1
10K
750W
R2
10K
750W
C1
5800uF
2200V
110
C2
5800uF
2200V
120
130
136
IC
VDC
L
E2
20001-9372
SHT 3 - C1
CC
CC
Q3
CC
Q4
Q3
Q4
Q3
Q4
20001-9372
SHT 3 - D1
101
C4
20001-9372
SHT 3 - D6
TRACTION MOTOR
GROUND DETECTION
20001-9542
126
20uF
1350V
IB
100
R6
R5
1M
2W
1M
2W
116
102
PHASE "A"
D1
PHASE "B"
D2
D1
R9
PHASE "C"
D2
D1
R10
R11
Q2
Q1
Q2
Q1
E1
Q2
E3
Q1
RIGHT
EWGU
D2
3
4
5
A5
R1
10K
750W
R2
10K
750W
C1
5800uF
2200V
140
C2
5800uF
2200V
150
20001-9372
SHT 3 - D1
160
VDC
R
20001-9372
SHT 3 - C1
166
CC
CC
Q3
Q4
E2
IC
CC
Q3
Q4
Q3
Q4
20001-9372
SHT 3 - D1
101
C4
102
156
20uF
1350V
B3
TRANSIENT
CHOPPER
107
B2
108
2
R1
R6
R5
1M
2W
1M
2W
146
OUTSIDE INVERTER
CABINET
2
R3
R5
9372
SHEET 2
D-5
OUTSIDE INVERTER
CABINET
A
R2
100
B1
109
R4
R6A
3
IGF
170
REV
NC
A
B
DESCRIPTION
PRELIMINARY
UPDATES AND CORRECTIONS
PER ECO 10-73
20001-9499-B-S2
R6B
1
DRAWN
DATE
N FARR
6-15-07
N FARR
10-26-10
A
Title
M1
101
1
IB
Date:
File:
2
Number
Revision
20001-9499
10-26-2010
20001-9499-B.ddb
Sheet 1 of 2
Drawn By: Nolan Farr
6
BI617250
CC DETAIL
ITEM
DESCRIPTION
SPECIFICATION
R1, R2
DISCHARGE RESISTOR
10K, 750W
R5, R6
1M OHM, 2W
C1, C2
5800uF, 2200V
C4
20uF, 1350V
CC
200uF, 2200V
D1, D2
CLAMP DIODE
Q1 - Q4
VDC
IB, IC
50uF
2200V (4X)
A
Title
Number
10-26-2010
20001-9499-B.ddb
20001-9499
Revision
Sheet 2 of 2
Drawn By: Nolan Farr
6
BI617250
E2
E4A
E3
U5
E4B
CMD
UPPER
STA
Q2
U6
Q1
C
E1
D1
GATE CLAMP
20001-9348
J1
E4
E5
E11
E12
SH
DD400S33K2C
FZ1200R33KF2C
E3A
E1A
FZ1200R33KF2C
E1B
E3B
FZ1200R33KF2C
Q4
FZ1200R33KF2C
Q3
E6
QUAD IGBT
GATE DRIVER
20001-9290
DD400S33K2C
E
E
C
R
D2
GATE CLAMP
20001-9348
C1
GATE CLAMP
20001-9348
50uF
2200VDC
GATE CLAMP
20001-9348
E9
E10
C2
C3
50uF
2200VDC
C4
50uF
2200VDC
50uF
2200VDC
G
E
E
U12
CMD
LOWER
E2A
STA
U13
E2B
E7
E8
R
B
SH
HEAT SINK
TEMP
SENSOR
20001-9063
REV
ENG.
APPROVED
Title
NC
PRELIMINARY
ADD P/N TO HEAT SINK TEMP SENSOR
Size
Revision
Number
B
Date:
File:
B
Sheet 1 of 1
Drawn
NOLAN FARR
BI617250
1
3
200
201
1
SHEET 2
D2
202
C1
201
CB1
15A
203
SHEET 3
A4
TB7L-6
SHEET 3
A4
TB7R-6
1
CB4
10A
DYNAMIC
RETARD
LT
D6
212
C3
A1
CB5
10A
RT1
8W
25 C
NO3
RT2
8W
25 C
RT3
8W
25 C
K2
NO2
TO GATE
DRIVERS
RT4
8W
25 C
SHEET 3
C6
TB7L-8
204
2
302
E41
218
TO GATE
DRIVERS
SHEET 3
C6
TB7R-8
233
CB3
50A
+ C5 R
180,000uF
63V
C5 L
180,000uF
63V
311
309
E42
310
E39
100
E40
302
87
K4
ENA
30
-15V COM
219
100
100
2
RB3
4.2 OHMS
C
D
B3
B3
F
B2
F
B3
K3
RB1
4.2 OHM
303
312
+
K13
_
206
2
1
D12
30
87
+5V
GND
-5V COM
499
11
E44
400
14
E45
401
17
E46
499
20
E48
402
23
E47
403
314
+
K11
_
B1
100
219
3
K13
3
K12
4
17
3
K11
4
21
230
312A
313A
9
A5
11
13
+5V
-5V COM
50 COND.
ENGINE
STOP
OVER
LOAD
J2
PRES.
SW.
AXLE BOX
D10
31
K1
Z
D11
K2
86
K3
E38
86
212
K4
200
4
29
J6
85
85
305
306
307
308
11
13
E37
24V
UNSW
15
406
A7
R10
47K
2W
R11
10
2W
4
16 COND.
314A
10
0V
SHEET 3
B6
DUMP
BODY
UP
SPARE
INPUT #1
25
+15V
304
100
216
-15V
212
V1-
E43
TC OVER LOAD
100
+15V COM
P3
209
26
+15V
V1+
D11
32
310
SHEET 2
A2
D9
B1
313
+
K12
_
29
310
240
B2
PS1
241
D13
-15V
D8
E
B2
D7
B1
213
E
2
RB2
4.2 OHMS
1
242
SYSTEM
CONTROLLER
C2
K2
TO INVERTER
CONTROL AND TC
TB1-7
301
TB1-8
200
K1
NO2
TO INVERTER
CONTROL
+24V
SW
A7-5
211
200
201
C2
NO1
TB1-1
TB1-2
+24V
UNSW
D5
CB2
15A
K1
C1
12
14
15
7 J1
407
K2
NO1
B
18
19
20
22
23
24
27
28
26
32
30
10
12
14
C5
0.1uF
220
16
100
219
207
210
R8
R9
R10
620
3.25W
620
3.25W
620
3.25W
R4
200
12W
R5
200
12W
R6
200
12W
100
TO INVERTER CONTROL
GATE DRIVERS AND
TRANSIENT CHOPPER
24V
COM
TB1-3
TB1-4
TB1-5
FC4
ALT. FLD -
FC5
FC6
206
R12
700
8W
ENCLOSURE
GROUND
R13
700
8W
20001-9372-G-S4.sch
20001-9372-G-S3.Sch
20001-9372-G-S2.sch
DESCRIPTION
PRELIMINARY
RELEASE
CORRECTIONS AND UPDATES
UPDATES
CORRECTIONS AND UPDATES
CORRECTIONS AND UPDATES
PER ECO 10-73
PER ECO 11-02
REV
NC
A
B
C
D
E
F
G
DRAWN
J1
FC7
FC8
FC9
24V
ALTERNATOR
FIELD
EXCITER
CHOPPER
A6
P
D
A
FLOATING CIRCUIT DIGITAL CIRCUIT ANALOG CIRCUIT
COMMON
COMMON
COMMON
A
100
R
W
B
ALT.
CTS
TB1-6
209
FC3
FC2
ALT. FLD +
ALT.
FIELD
GND
216
R11
700
8W
FC1
217
DATE
Title
10-15-08
10-26-10
02-15-11
Date:
File:
Number
Rev
20001-9372
2/15/2011
20001-9372-G.ddb
Sheet 1 of 4
Drawn
NOLAN FARR
BI617250
1
RTD REPLACEMENT
100
SH
E7
E8
J1
J3
BLOWER DRIVE
CONTROL
(OPTIONAL)
10
11
12
13
14
A4
2
10
12
14
16
18
20
22
23
26
28
30
E23
E22
E21
E24
E25
E28
E27
E26
E31
E30
E29
E34
E33
E32
15
32
Tx
J14
Rx
J15
Tx
J16
Rx
J17
20001-9498 SHEETT 1 - A1
J1
31
TACHO OUT
29
B
SPEEDO OUT
27
CUSTOMER CONFIGURATION
DB9 FEMALE
J7
WEIGH SYSTEM
PULSE OUT
25
24
SPARE OUTPUT # 1
SPEED EVENT 1
21
19
PROPULSION
17
50 COND.
SYSTEM FATAL FAULT LT.
15
13
11
REVERSE
FORWARD
ACCESSORY
PORT 1
(CAB DISPLAY)
RS232
J6
RS232
J4
2
3
RS232
PTU
PORT
J5
DISPATCH
INTERFACE
PORT
RS232
A3
J6
J5
SH
P1
GND
-EXC
-IN
+IN
+EXC
-EXC
-IN
+IN
+EXC
J4
SH
-EXC
-IN
+IN
+EXC
J2
26 COND.
CONNECT TB-9 +5
TERMINAL TO P123, 24. DO NOT
CONNECT GND BOLT
J1
A1
SYSTEM CONTROLLER
JUMPER CONFIGURATION
P2-1
-15V
-EXC
-IN
+IN
+EXC
TB8
ACH4.7
M-
-EXC
-IN
+IN
+EXC
TB7
ACH4.6
M+
-EXC
-IN
+IN
+EXC
TB6
ACH4.5
+15V
-EXC
-IN
+IN
+EXC
TB5
ACH4.4
SH
-EXC
-IN
+IN
+EXC
TB4
ACH4.3
E36B
-15V
4 3 2 1
4 3 2 1
+15V
4 3 2 1
SH
4 3 2 1
-15V
4 3 2 1
4 3 2 1
+5V REF
TRACTION
MOTOR GROUND
DETECTION
E36A
+15V
4 3 2 1
TB3
ACH4.2
E6
E35
4 3 2 1
TB2
ACH4.1
BLOWER DRIVE
OUTPUT GROUND
DETECTION
(MT6300 ONLY)
100
B W R NC SH B W R NC SH B W R NC SH B W R NC SH
TB1
ACH4.0
E5
221
RETARD
SPEED
SH
RETARD
PEDAL
ACCELERATOR
PEDAL
E4
RIGHT WHEEL
MOTOR RTD
LEFT WHEEL
MOTOR RTD
E3
ALTERNATOR
BEARING RTD
GRID FAN
CURRENT MON.
(GRIDFAN_I)
100
100nF
50V
SHEET 1
D2
ALTERNATOR
STATOR RTD
GND MONITOR
C1
201
E20
120 OHMS
D
COM
E17
2K
1/4W
E16
19.1K
1/4W
E14
19.1K
1/4W
E13
R3
E12
R2
E10
R1
E9
E2
E1
100
100
310
Title
SHEET 1
C4
B
Date:
File:
Number
Rev
20001-9372
2/15/2011
20001-9372-G.ddb
Sheet 2 of 4
Drawn
NOLAN FARR
BI617250
1
P33
J4
LEM
D
R
W
B
+
M
-
IB
C
B
E
4000:1
+
M
-
+15
M
-15
R
W
B
H
N
R
4000:1
+HT
102
-HT
101
VDC
IC
K
M
S
P
LEM 2000V
VDC
J
P34
SHEET 3 - C6
W
B
A
B
J3
A PHS
TEMP
W
B
C
D
W
B
E
F
CMD
Tx
U6
Rx
UPPER STA
STA
Rx
U12
Tx
LOWER CMD
CMD
Tx
U13
Rx
LOWER STA
STA
Rx
(P/N: 20001-9370)
B LOWER
CMD
CPHS
TEMP
IGBT
PHASE
MODULE
Tx
J1
(SCH: 20001-8553)
B UPPER
STA
H/S
TEMP
STA
Rx
CMD
Tx
STA
Rx
CMD
Tx
STA
Rx
+R
SHIELD
C UPPER
C LOWER
P40
AMBIENT
AIR TEMP
SENSOR
A TxD
J2
A RxD
TRANSIENT
CHOPPER
Tx
B
L
+8V
COM
W
BRN
C
A
TACHA
TACHA*
C Tx
W
RED
N
M
TACHB
TACHB*
C Rx
SHLD
B
D
C
(SCH: 20001-1401)
Rx
212
SHEET 1 - D3
100
SHEET 1 - B3
230
SHEET 1 - C3
JUMPER FOR
VOLTAGE SETTING
MT5500: JUMPER
MT6300: NO JUMPER
W
BLK
SHEET 3 - C1
SHEET 2 - B4
P35
SHEET 1 - B3
A
K
(RIGHT INVERTER)
SHEET 1 - D2
-B
233
(P/N: 20001-9388)
(P/N: 20001-9076)
(LEFT INVERTER)
SHEET 1 - D1
100
Tx
204
P15
24V
Rx
CMD
MT6300:
TRUCK
CONTROLLER
B PHS
TEMP
P
SHEET 3 - C6
MT5500:
INVERTER
CONTROL
MODULE
A LOWER
OR
N
SHEET 3 - C6
UPPER CMD
A UPPER
LEM
IC
Tx
IB
G
R
W
B
U5
Tx
TO / FROM
LEFT OR RIGHT ICM
Rx
( MT6300 )
IGBT SOFTWARE
JUMPER
MT6300:
MT5500:
J1
J5
SHEET 1 - D3
P36
1
2
SHEET 1 - D2
SHEET 1 - B3
100
Title
B
Date:
File:
Number
Rev
20001-9372
2/15/2011
20001-9372-G.ddb
Sheet 3 of 4
Drawn
NOLAN FARR
BI617250
1
SYSTEM CONTROLLER
ITEM
DESCRIPTION
SPECIFICATION
A1
A3
A4, A5
A6
A7
GROUNDING BOARD
PS1
B1, B2, B3
RETARD CONTACTOR
K1
K2
EXCITATION RELAY
K3
K4
CB1, CB2
15A
CB3
50A
CB4
10A
CB5
10A
R1, R2
RESISTOR
R3
RESISTOR
R4, R5, R6
RESISTOR
R7
RESISTOR
OMIT
RESISTOR
RESISTOR
700 OHM, 8W
R10 (A7)
RESISTOR
47 KOHM, 2W
R11 (A7)
RESISTOR
10 OHM, 2W
C5 (A7)
CAPACITOR
0.1uF, 4000V
C1
CAPACITOR
100nF, 50V
C5 L, C5 R
CAPACITOR
180,000uF, 63V
THERMISTOR
8 OHM @ 25*C
D1, D2, D9
DIODE
1N4007
D3, D4
OMIT
DIODE
DSI 2X55
RESISTOR
TRANZORB
Title
B
Date:
File:
Number
Rev
20001-9372
2/15/2011
20001-9372-G.ddb
Sheet 4 of 4
Drawn
NOLAN FARR
BI617250
1
TRANSIENT CHOPPER
PHASE A
TCP40 A TCP40 B
PHASE B
PHASE C
213
TB7L-13
13
233
100
P41-M
230
12
100
233
100
233
P41-P
233
233
P41-S
100
212
P41-J
GND P41-A
GND
P41-L
11
10
230
100
+
C5L
233
100
212
INV. MOD. L
312
13
12
100
204
100
-
11
10
100
206
TB7R
2
216
314
213
TB7R-13
204
100
204
100
P41-K
100
204
P41-D
204
P41-U
100
P41-C
203
P41-B
GND
204
TB7L
C
PHASE A
GRND ICM R.
PHASE C
GRND ICM L.
GND
P41-G
P41-H
209
312
313
P41-T
SP4
P41-F
P41-V
SP3
SPARES
206
P41-R
SP2
P41-E
P41-N
SP1
PHASE B
+
C5R
INV. MOD. R
TC P40 D
216
209
314
313
-
B3
B
4.2 ohm
C
D
4.2 ohm
C
4.2 ohm
C
RB2
2
A
213
203
1
RB1
2
212
203
209
H
B1
1
RB3
2
206
F
240
B2
D
+
241
242
B
203
203
A
A
Title
REV
INITIAL RELEASE
NC
ENGINEERING RELEASE
ENG.
APPROVED
Size
Number
B
Date:
File:
5
Revision
20001-9361
29-Mar-2006
20001-9268.ddb
B
Sheet 1 of 1
Drawn By: Nolan Farr
6
BI617250
1
24V INPUT
(9 - 36V)
C1
+
F1
5V OUTPUT
PN: 20001-9110
P1
CN7
DISPLAY PANEL
PN: ID-0001
J1
5
GND
RXD
TXD
RS-232
RELEASE
RXD WAS TO P1-1, IS TO P1-4
TXD WAS TO P1-4, IS TO P1-1
REV
A
B
ENG.
APPROVED
Title
Size
Date:
File:
Number
A
Revision
20001-9435
Sheet
Drawn
1 of 1
Nolan Farr
4
BI617250
TEREX TRUCKWIRING
TB4
TB1R
F
1
WHT
WHT
WHT
G
2
BLK
BLK
TO RIGHT INVERTER
BLK
WHT
WHT
WHT
BRN
BRN
BRN
WHT
WHT
RED
RED
RED
WHT
WHT
BRN
BRN
WHT
WHT
RED
RED
WHT
L
BLK
BRN
K
5
WHT
BLK
WHT
CONTROL MODULE
WHT
BLK
H
WHT
WHT
RED
+8V
TACHGND
CHA
!CHA
CHB
!CHB
+8V
RIGHT EWGU
C
M
SHOULD NOT BE
CONNECTED
TB3
TB1L
F
1
WHT
WHT
2
BLK
BLK
TO LEFT INVERTER
CONTROL MODULE
H
WHT
WHT
BRN
J
RED
BRN
WHT
WHT
BRN
RED
WHT
BRN
BRN
WHT
WHT
RED
RED
RED
RED
WHT
WHT
L
BLK
BRN
K
5
WHT
BLK
WHT
WHT
WHT
BLK
BLK
WHT
WHT
WHT
TACHGND
CHA
!CHA
CHB
!CHB
LEFT EWGU
B
SHOULD NOT BE
CONNECTED
REV
DESCRIPTION
ENG.
NC
INITIAL RELEASE
UPDATES
UPDATES, CORRECTIONS
DATE
Title
Size
Revision
B
Date
File
Revision
20001-9104
B
Sheet 1 of 1
Drawn By NOLAN FARR
BI617250
Title:
Number:
20001-9500
Revision:
D
Inspect the inverter cabinet and its components for proper installation and
evidence of wear, damage, or cracks. Repair as needed.
NOTE:
Visually inspect all cables, wires, and terminals for evidence of looseness,
cracking, and discoloration due to overheating. Inspect cable and wire
insulation for sign of chafing. Repair as needed.
Remove the retard contactor arc chute, actuate the operating lever and
insure the movable parts are operating freely without binding. Do not
lubricate. Repair as needed.
Inspected the interior of arc chute side walls for evidence of excessive
wear. Replace arc chute (GA P/N EC-0028) as soon as a hole is observed
(see Figure 8-1).
Chapter 8
Page 1 of 7
BI617250
Title:
Number:
20001-9500
Revision:
D
Inspect the contactor operating lever rod for fracture, particularly close to
the spring bottom cup. Replace as needed (GA P/N EC-0033)
Inspect the eight bolts, securing the inverter cabinet to the truck deck, for
tightness. Re-torque as needed.
Inspect the inverter cabinet and its components for proper installation and
evidence of wear, damage, or cracks. Repair as needed.
Chapter 8
Page 2 of 7
BI617250
Title:
Number:
20001-9500
Revision:
D
NOTE: Do not use compressed air. Blown dirt particles may be forced in
the fiber optic connections resulting in equipment malfunction.
Visually inspect all cables, wires, and terminals for evidence of looseness,
cracking, and discoloration due to overheating. Inspect cable and wire
insulation for signs of chafing. Repair as needed.
Remove the retard contactor arc chute, actuate the operating lever and
insure the movable parts are operating freely without binding. Do not
lubricate. Repair as needed.
Inspected the interior of arc chute side walls for evidence of excessive
wear. Replace arc chute (GA P/N EC-0028) as soon as a hole is observed
(see Figure 8-1b).
Inspect the contactor operating lever rod for fracture, particularly close to
the spring bottom cup. Replace as needed (GA P/N EC-0033)
Visually inspect the retard contactors main contact assembly. Replace the
Main Contact as needed using Kit (GA part # EC-0027). Refer to Section
9, Main Contact Replacement Procedure, in this manual for further
information. In the event the main contact needs replacing, it may be more
convenient removing the contactor from the cabinet and replacing it with a
previously over hauled contactor.
Chapter 8
Page 3 of 7
BI617250
Title:
Number:
20001-9500
Revision:
D
Inspect the eight bolts, securing the inverter cabinet to the truck deck, for
tightness. Re-torque as needed.
Inspect the inverter cabinet and its components for proper installation and
evidence of wear, damage, or cracks. Repair as needed.
Remove the front left half skin and the rear upper half skin. Vacuum
components located in the cabinet center, the snubber resistors, and the
cabinet bottom.
Remove the four mesh filters (GA Part # AA-0001) located in the top cover
filtration housing (refer to section 3, Drawing 20001-1285 item 8). Clean
and remove any dirt accumulation. Re-install the filters.
NOTE: Do not use compressed air. Blown dirt particles may be forced in
the fiber optic connections resulting in equipment malfunction.
Inspect the input filter capacitors for evidence of oil leakage, particularly
around the terminals insulation. In case of leakage, replace the capacitor.
Chapter 8
Page 4 of 7
BI617250
Title:
Number:
20001-9500
Revision:
D
Visually inspect the retard contactors main contact assembly. Replace the
Main Contact as needed using Kit (GA part # EC-0027). Refer to Section
9, Main Contact Replacement Procedure, of this manual for further
information. In the event the main contact needs replacing, it may be more
convenient removing the contactor from the cabinet and replacing it with a
previously over hauled contactor.
Actuate the contactors operating lever and insure the movable parts are
operating freely without binding. Do not lubricate. Repair as needed.
Inspected the interior of arc chute side walls for evidence of excessive
wear. Replace arc chute (GA P/N EC-0028) as soon as a hole is observed
(see Figure 8-1c).
Inspect the contactor operating lever rod for fracture, particularly close to
the spring bottom cup. Replace as needed (GA P/N EC-0033)
Inspect the eight bolts, securing the inverter cabinet to the truck deck, for
tightness. Re-torque as needed.
Chapter 8
Page 5 of 7
BI617250
Title:
Number:
20001-9500
Revision:
D
Inspect the inverter cabinet and its components for proper installation and
evidence of wear, damage, or cracks. Repair as needed.
Remove the front left half skin and the rear upper half skin. Vacuum
components located in the cabinet center, the snubber resistors, and the
cabinet bottom.
Remove the four mesh filters (PI Part # AA-0001) located in the top cover
filtration housing (refer to section 3, Drawing 20001-1285 item 8). Clean
and remove any dirt accumulation. Reinstall the filters.
NOTE: Do not use compressed air. Blown dirt particles may be forced in
the fiber optic connections resulting in equipment malfunction.
Visually inspect all cables, wires, and terminals for evidence of looseness,
cracking, and discoloration due to overheating. Inspect cable and wire
insulation for sign of chafing, particularly the snubber resistor connections.
Repair as needed.
Inspect the input filter capacitors for evidence of oil leakage, particularly
around the terminals insulation. In case of leakage, replace the capacitor.
Visually inspect the retard contactors main contact assembly. Replace the
Main Contact as needed using Kit (GA part # EC-0027). Refer to Section
9, Main Contact Replacement Procedure, of this manual for further
information. In the event the main contact needs replacing, it may be more
convenient removing the contactor from the cabinet and replacing it with a
previously over hauled contactor.
Chapter 8
Page 6 of 7
BI617250
Title:
Number:
20001-9500
Revision:
D
Inspect the electrolytic capacitors (180 mF, 63V) located beside the retard
contactors (GA part # CU-0036) for evidence of leakage. In case of
leakage, replace the capacitor.
Inspect the eight bolts, securing the inverter cabinet to the truck deck, for
tightness. Re-torque as needed.
Chapter 8
Page 7 of 7
BI617250
Test Procedure
IGBT INVERTER GROUP FINAL TEST
Revision: D
Rev
Description
Eng. Date
Appv.
Date
NC
Initial Release
MS
6/23/06
DO
7/14/06
updated
MS
11/20/07
DO
11/20/07
updated
CH
9/05/08
DO
9/05/08
DZ
11/17/08
CH
8/26/10
8/30/10
Proprietary Notice: The information contained in this document is the sole property of General
Atomics and it may not be disclosed or communicated to outside parties. It may be used by the recipient only
for the purpose for which it was submitted.
BI617250
Test Procedure
Inverter Group Final Test 20001-9214 Rev D
1 Introduction
1.1 Introduction
This procedure defines a checkout test which is to be performed on the Inverter Group
prior to shipment. This test performs all needed low-power checkout and applies power
from an adjustable high power switching DC power supply to operate medium to high
power operation.
2 Reference
2.1 Documents
2.1.1 PI Drawing No. 20001-9101:
2.1.6 Test Procedure No. 20001-9310F System control board Test Procedure
3 Equipment Required
3.1 Equipment:
3.1.1 1500VDC adjustable switching P/S or truck mounted traction alternator.
3.1.2 100V, 50A power supply, Elgar Model No. DHP-100-50 or equivalent.
3.1.3 >24V, >4A power supply, Tektronix Model No. PS-280 or equivalent
3.1.4 Skoda traction motors coupled on test stand or truck elevated on stands for
individual low speed unloaded motor test.
Page 2 of 11
BI617250
Test Procedure
Inverter Group Final Test 20001-9214 Rev D
3.3
4 Testing Procedure
4.1 Setup
Connect the inverter group to test loads and power supplies as shown in the diagram of
PI drawing No. 20001-9219-001. Connect the main power input supply and motor loads
to both inverters. Connect a PTU serial cable to J3 (System Control board Serial Port
J3). Start the PTU-truck application.
4.2 Visual Inspection
4.2.1 Check the jumper configuration on A3 (Analog I/O module) against the illustration
on drawing No. 20001-9005 (for test stand configuration- normal full installation for on
truck operation).
4.3 Critical continuity checks - check the following wiring for errors:
4.3.1 Check for continuity between K1-NO1 and K2-C3.
4.3.2 Check for continuity between K1-NO2 and K2-C2.
4.3.3 Check for continuity between K2-NO3 and TB5-7. (204)
4.3.4 Check for continuity between K2-NO2 and TB5-8. (233)
4.3.5 Check for continuity between A4-23 and D8-Cathode (bottom right screw). (310)
Page 3 of 11
BI617250
Test Procedure
Inverter Group Final Test 20001-9214 Rev D
4.3.6 Check between K2-NO3(204) and TB7L-6(203) (Left Inverter) for a resistance
between 1.7 and 2.5 Ohms. Record the reading on the test sheet.
4.3.7 Check between K2-NO2(233) and TB7R-6(212) (Right Inverter) for a resistance
between 1.7 and 2.5 Ohms. Record the reading on the test sheet.
4.3.8 Check between E1A positive (Left A-phase Module) and E4B negative for a
resistance of approximately 0.2 Ohms.
4.3.9 Check between E1A positive (Left B-phase Module) and E4B negative for a
resistance of approximately 0.2 Ohms.
4.3.10 Check between E1A positive (Left C-phase Module) and E4B negative for a
resistance of approximately 0.2 Ohms.
4.3.11 Check between E1A positive (Right A-phase Module) and E4B negative for a
resistance of approximately 0.2 Ohms.
4.3.12 Check between E1A positive (Right B-phase Module) and E4B negative for a
resistance of approximately 0.2 Ohms.
4.3.13 Check between E1A positive (Right C-phase Module) and E4B negative for a
resistance of approximately 0.2 Ohms.
Be sure to compensate for meter lead resistance (actual reading may be about .4
ohms). A 4 wire milliohm meter may also be used for a more accurate reading.
4.4 Control Power Application Check
4.4.1 Turn on the 24V/ 72V power supply and verify that 24V/ 72V power is present
between TB1-1 and TB1-3. Close CB1 through CB5. Verify that the alpha-numeric
display on the System Controller lights up. Also verify that a boot prompt appears on
the PTU Main screen.
4.4.2 On the PTU, start the Real-Time display (press Alt-R). Verify that the left and
right inverter sub screens show no fault message of Communications Failure and that
the Comm. Check boxes are checked.
4.4.3 Verify that the voltage reading on the PTU display is within 1.5 V of the incoming
voltage. Close the Real-Time Display window.
4.4.4 Verify communications in all controllers. Move the PTU serial cable from system
control connector J3 to left ICM-J1 (Left Inverter Control Module Serial Port). Press the
space bar and verify that a response in the form of an "unknown command" message
occurs. Move the serial cable to right ICM-J1 (Right Inverter Control Module Serial
Port). Move the serial cable back to the system controller J3 connector.
4.4.5 Connect 2MHz signal generator (+) to system control board E24 and (-) to E22.
Apply 4KHz square wave to simulate engine signal.
Document No: 20001-9214 RevD
Page 4 of 11
BI617250
Test Procedure
Inverter Group Final Test 20001-9214 Rev D
First stage contactor (B1) on. On the Digital I/O map, verify
that the B2 and B3 check boxes are unchecked, that the B1
box is checked. Visually verify that B2 and B3 are open and
B1 is closed.
3. <X21>:
First & 2nd stages (B1 and B2) on. On the Digital I/O map,
verify that the B3 check box is unchecked; B1 and B2 boxes
are checked. Visually verify that B3 is open and that B1 and
B2 are closed.
4. <X31>:
First, 2nd and 3rd stages on. On the Digital I/O map, verify
that B1, B2 and B3 boxes are checked. Visually verify that
all 3 contactors are closed.
5. <X30> <X20> <X10>: Deactivate contactors. Type "TS" and press enter
to take the system out of the Digital I/O test mode.
4.5.3 24V Input Tests --Start the Real-Time display and select the Digital I/O map. With
a jumper wire, apply 24VDC to the digital I/O modules as indicated in Table 1 and verify
that the corresponding check box on the digital I/O map changes state.
Page 5 of 11
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Test Procedure
Inverter Group Final Test 20001-9214 Rev D
Table 1. Digital I/O Test Points. Jump 24VDC to the associated I/O Rack terminal and
observe the digital I/O map.
Ref
Designator
Function
A4-1 (Ch 0)
A4-3 (Ch 1)
Stop Debug
A4-5 (Ch 2)
A4-7 (Ch 3)
Forward
A4-9 (Ch 4)
Reverse
A4-11 (Ch 5)
A4-13 (Ch 6)
A4-15 (Ch 7)
A4-17 (Ch 8)
A5-1 (Ch 0)
A5-3 (Ch 1)
A5-5 (Ch 2)
Spare Input #2
A5-7 (Ch 3)
A5-19 (Ch 9)
Spare Input #1
4.5.4 24V Outputs - At the PTU Main Screen, type "TS" set the system into the Digital
I/O Test Mode. Initialize outputs as shown below:
>TS- Digital I/O Test ON Using the shortcut commands, test the outputs by set/reset each port as indicated in
Table 2 and observing the LEDs on the corresponding digital I/O modules. The LED will
light when the command is issued and will go dark when the hex word is reset to the
values shown above.
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Test Procedure
Inverter Group Final Test 20001-9214 Rev D
Table 2. 24V Output Tests. Set the word (in hexadecimal) as indicated and observe the
associated I/O module LED.
Channel
Function
Shortcut
RESET
Shortcut
SET
A5 Ch 12
B1 Command(Note 1)
X10
X11
A5 Ch 10
B2 Command
X20
X21
A5 Ch 8
B3 Command
X30
X31
A5 Ch 7
X41
A5 Ch 6
X50
X51
A5 Ch 5
X60
X61
A5 Ch 4
X70
X71
A4 Ch 15
X80
X81
Spare Output #1
X90
X91
A4 Ch 13
Speed Event 2
XA0
XA1
A4 Ch 12
Speed Event 1
XB0
XB1
A4 Ch 11
Propulsion to Weigh-System
XC0
XC1
A4 Ch 10
XD0
XD1
A4 Ch 9
XE0
XE1
Note 1: B1 must be set in order for B2 or B3 to turn on. In addition, 24v power is routed
through the interlock on B1 to the other 2 contactors and is a hardware failsafe to
ensure that the dc cooling motor on the retard grid is always activated when dynamic
retard contactors are closed. The power for the fan motor is tapped off of the B1
resistor segment. B2 and/or B3 turning on before B1 may also be prohibited by a
software/firmware lockout as well on some versions. See section 4.5.2 for hex address
values for operation of multiple contactor combinations.
Note 2: For the dynamic retard lamp, check that 24VDC is present at A7TB1-8(+) and 3(-) [ -7(-) for conversion units] when the Ch7 LED is lit and that 0V is present when it
is dark.
4.5.5 Exit I/O test mod (Type TS)
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Test Procedure
Inverter Group Final Test 20001-9214 Rev D
MT-5500
2000
18000
2000
8000
MT-6300
3000
23000
2000
14000
Start the Real-Time display, Verify that the Accel and Retard commands reads 0 lb-ft
with no pedal input. The settings above insure that there is a free space at the
beginning and end of the pedals travel to avoid erroneous inputs due to vibration and to
insure that maximum torque command is achieved before the pedal is depressed to 100
percent. The full range is 0-22500 for Accel and 0-10700 for Dynamic Retard torque.
Temporarily remove truck wiring from A3 inputs tested below before inserting
test jumper.
4.6.2 Turn on Park Brake release.
4.6.3 Jump SysCtrl -E35 to A3TB5-3 (+5V to accel pedal input) Verify that the PTU
reads an Accel command between 21,500 and 22,500 ft-lb (MT-6300=25000 ft-lb)
4.6.4 Jump SysCtrl -E35 to A3TB6-3 (+5V to retard pedal input) Verify that the PTU
reads an Accel command between -10,700 and -10,000 ft-lb (MT-6300=-16500 ft-lb)
4.6.5 Turn off Park Brake release. Reconnect E35.
4.6.6 Connect a 140 Ohm resistor from A3TB1-3 to -2 (Alternator Stator RTD), a jumper
from -4 to -3 of same TB. Verify that the Alternator stator temperature reading on the
Real-Time Display is between 102 and 106 C. Record the reading.
4.6.7 Repeat the above step, making the same connections at A3TB3 (Left Wheel
Motor Temp).
4.6.8 Repeat the above step, making the same connections at A3TB4 (Right Wheel
Motor Temp).
4.6.9 Repeat the above step, making the same connections at A3TB2 (Alternator
Bearing Temp).
4.6.10 Reconnect A3 truck wiring.
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Test Procedure
Inverter Group Final Test 20001-9214 Rev D
Caution: The following steps will result in hazardous power levels in and
around the equipment. They should only be conducted by personnel
trained in the operation of High Voltage/ High Power equipment.
4.7.2 The IGBT inverter group will need a voltage greater than 450V dc input to get
saturation detection on the driver circuitry. There is no low voltage switching test into a
simple load possible. Precautions are made by utilizing several steps to insure safe
operation during the first power up of a new inverter group. Type ST to verify status
bits at zero dc link voltage: 11000 11000 11000.
4.7.3 Bring up the Real-Time display. Verify that the three IGBT temperature readings
"IGBT Temp A", IGBT Temp B" and IGBT Temp C" and the ambient temperature
readings all agree to within 2 degrees C. Record the readings.
4.7.4 Turn off 24V control power. Connect the tacho and harness assembly per 200019219-002 to TB3. Restore 24V control power. With the PTU still connected to the left
inverter, bring up the Real-Time Display. Spin the tachometer (or wheel motor rotor on
in-house test stand) by hand in the direction indicated by the arrow for a few seconds.
Verify that the "omega rotor" readout on the display gives a positive reading. Spin the
tachometer in the opposite direction for a few seconds. Verify that the "omega rotor"
readout gives a negative reading. A functioning tachometer is critical for proper inverter
operation.
4.7.5 At the boot prompt, type "SY" and hit the space bar (Ignore System Controller).
This setting allows for autonomous direct operation of the individual inverter and wheel
motor by direct command to the ICM via the laptop PTU. Connect the PTU serial cable
to J1 of the left Inverter Control Module (ICM). The ICM is now ready to accept a speed
command. A slow setting is recommended. 10-20 Hz rotation (300-600 rotor rpm will
be more than fast enough). The speed input command is CS. Input a number as
directed at the prompt (10 Hz is entered as 1000<enter>. With voltage present from a
power source on the DC link, the command RD can be typed in the ICM PTU screen
to initiate rotation at the specified speed. Type RD again to stop the test at anytime. It
would be a good idea to start and stop at zero speed (CS = 0). Note that the Left
Inverter gate drivers will make an audible sound. This test can be performed on an
Document No: 20001-9214 RevD
Page 9 of 11
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Test Procedure
Inverter Group Final Test 20001-9214 Rev D
assembled mining haul truck with the rear wheels safely elevated using the diesel and
traction alternator to provide power on the DC link. Extreme caution should be used to
minimize excessive wheel speed and care should be taken to clear personnel away
from the truck during such a test. The same procedure above applies for setting a
speed and then commanding the drive to run using the RD command. Truck mechanical
brakes will need to be functional should the inverter fault during operation. A more likely
method for in-field testing would be to simply drive the empty truck after assembly
checks have been completed. The software will provide over-current protection and a
pre-check to phase current sensors before full power is applied should there be any
catastrophic component failure or mis-wiring.
Operational checks of overspeeds and limit settings:
Command IP (Initialize Parameters) entered into the PTU screen will initialize settings
to their default values.
Note
Shortcut
Address
C1
C2
C3
C4
C8
C5
C6
C7
C9
Speed event #1
C10
Speed event #2
C11
C12
Use the SD command to enter the address from the above list and then hit enter for
the prompt to enter a new value in decimal. The SW command can be utilized, but the
displayed value will be in hexadecimal and the entered value will need to be in hex as
well.
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Test Procedure
Inverter Group Final Test 20001-9214 Rev D
The shortcut commands can simply be typed in at the PTU screen and will prompt you
for a decimal value. A functional test of all limits and functions must be conducted
before a truck is entered into service to ensure all inputs and seed settings function
correctly.
4.8 Right Inverter Checkout
4.8.1 Connect the power supply and test load to the right inverter (A3) power terminals.
Turn on the 24V and 85V control power supplies. Connect the PTU serial cable to the
Right Inverter Control Module (J1) serial port. Repeat the software checks of part 4.7.1.
4.8.2 Repeat step 4.7.2 for the Right Inverter.
4.8.3 Repeat step 4.7.3 for the Right Inverter.
4.8.4 Repeat step 4.7.4 for the Right Inverter.
4.8.5 Repeat step 4.7.5 for the Right Inverter.
4.9
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Procedure
IGBT Inverter Group Hipot Test
Document No:
20001-9432
Revision: B
Description
ORIGINAL ISSUE
Text error changes (ECO 10-44)
ECO 10-60
Eng.
M.S.
C.H.
C.H.
Date
6/26/06
8/26/10
9/27/10
Proprietary Notice: The information contained in this document is the sole property of
General Atomics and it may not be disclosed or communicated to outside parties. It may be used
by the recipient only for the purpose for which it was submitted.
Page 1 of 11
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General Atomics-CAPE
Inverter Group Dielectric Test
1 General
1.1
1.2
1.3
Test Sequence- the test is divided into three parts: Left Inverter and Related
Control wiring; Right Inverter and Related Control wiring; and System Control
Wiring. The Control Wiring for the each inverter is done in four parts; signal wiring
to ground, signal wiring to shield, temperature sensor wiring to shield and 24V
circuits to ground.
Caution:
Test harnesses - tests harnesses used below shall be used to minimize the
possibility of damage due to setup error. When setting up, every clip shall be
connected to the correct point; a dangling clip indicates that a connection is
missed. When taking the setup apart, a missing lead or harness indicates that
something is left behind. After every test, a check shall be made to ensure that all
ten components of the harness are found. A lead left in the equipment could
cause a catastrophic failure when power is applied.
2 Equipment Required
2.1
Hipot tester
2.2
Megohmmeter
2.3
2.4
2.5
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General Atomics-CAPE
Inverter Group Dielectric Test
2.6
2.7
2.8
2.9
Miscellaneous Harness
2.10 #18 to #22 Bare Tinned copper bus wire (approx 15 ft.)
2.11
Test Sheet:
2.12
Schematic Documents:
3 Testing
3.1
3.1.1 Remove all phase module covers and disconnect all IGBT gate driver board
control leads (E1-E10) at the IGBT gate drive boards. Do the same for all phase
module gate driver boards in A, B, and C phases for both sides. Short each set of 10
IGBT gate harness leads (E1-E10) with bus wire and/or alligator clip jumper leads.
Bend the leads so that the terminals are at least 1 inch away from the IGBT gate drive
terminals on the board.
3.1.2 On phase modules (A, B ,and C phases), install the three Phase Module Jumper
Harnesses per section 2.3, above, connecting the terminals at the respective terminal
points illustrated in Figure 1 and 1a, below.
3.1.3 At the inverter controller, A5, disconnect J2, J3, J4 and J5 and connect to the
respective points on the Inverter Controller Test Board. Connect the SIG, TEMP and
SHLD leads to ground.
3.1.4 Disconnect transient chopper power cabling and control power plug. Chopper
module may be removed from cabinet to facilitate insulation of power cabling from
frame.
3.1.5 Disconnect the ground return lead on C4 and apply a short across the same with
the clip lead described above in section 2.7. See Figure 2.
3.1.6 Install the Inverter Jumper Harness per section 2.4, above to E1, E2A, E2B, E3A,
and E3C (left Inverter) and E1, (E3A or E3B), and E2 (right inverter). AC output leads
E4, E5, and E6 (left and right drives) should also be connected together with the other
connections if the phase module output plates are not connected or if modules are
removed. See Figure 3.
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General Atomics-CAPE
Inverter Group Dielectric Test
3.1.7 Short both leads, HV+ and HV- at the voltage monitor, A1 with clip lead described
above in section 2.7. See Figure 4.
3.1.8 Connect the contactor control grounding harness per section 2.6, above to the
respective points at TB7-1 through -4 and TB7-6 through -12 on each side of the
inverter group. ENSURE phase module IGBT gate driver control card power connectors
(E11, E12) are disconnected for the control circuits test.
3.1.9 If the System Control is installed, disconnect all wiring from the system Control at
P41 disconnect plug in system panel.
Figure 1: Connect the test harness (or bus wire) to the respective points on each of
three phase modules.
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General Atomics-CAPE
Inverter Group Dielectric Test
Figure 1a: Close up of IGBT gate driver board wire harness bus wire shorting
connections.
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General Atomics-CAPE
Inverter Group Dielectric Test
Figure 2: Disconnect grounding lead from frame (or at cap) and short EMI capacitor C4.
Figure 3: Main power cabling Hi-Pot / Megger jumper connections. Both inverter sides
(left and right drive) shown connected simultaneously.
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General Atomics-CAPE
Inverter Group Dielectric Test
Figure 4: jumper lead across voltage monitor LEM HV+ and HV- (both cabinets).
3.2
Caution: The tests described below involve the application of high voltage to the
equipment. They should be carried out only by personnel trained in working with test
voltages of 5000VAC or DC.
3.2.1 Set the Megohmmeter to produce 1000VDC Output. Connect the GND lead to
the inverter frame and the HV lead to E1. Measure the resistance and verify that it is no
less than 5 Mohms at 1000VDC. If the reading is unstable at any level, it should be
noted and brought to the attention of the cognizant test engineer. Use the megger to
discharge the inverter under test and connect a ground clip from E1 to the inverter
frame.
3.2.2 Connect the Hipot tester GND lead to the inverter frame. Connect the HV lead to
the E1 lug and leave the other end disconnected. Set the Hipot tester for 5000VDC, 1
minute ramp and 1 minute dwell time. Connect the other end of the HV lead to the
Hipotter. Press the "Test" button and note the leakage current as the voltage ramps up.
Record the leakage current at the beginning of the dwell period and at the end. If a
breakdown occurs, note the voltage at which it occurred. Connect a ground clip from E1
to the inverter frame to ensure that all circuits remain discharged for the next test.
3.3
3.3.1 Megger Test of Signal Circuits to Ground - Set the Megohmmeter to produce
500VDC Output. Connect the GND lead to the inverter frame. On the inverter
controller test board, disconnect the SHLD, TEMP and SIG leads from ground and
connect all three to the HV lead of the Megohmmeter. Measure and record the
resistance at 500VDC. Use the megger to discharge the circuit under test and connect
a ground clip from the common lead to the inverter frame to ensure that all circuits
remain discharged.
Document No: 20001-9432 Rev B
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General Atomics-CAPE
Inverter Group Dielectric Test
3.3.2 Hipot Test of Signal Circuits to Ground - As in the previous step, connect the
Hipot tester leads between the frame ground and the SHLD, TEMP and SIG leads. Set
the Hipot tester for 750VAC, 1 minute ramp and 1 minute dwell time. With the HV lead
still disconnected at the hipot, press the "Test" button and note that Voltage, ramp and
dwell settings are correct. Connect the HV lead to the Hipot. Press the "Test" button
and note the AC leakage current as the voltage ramps up. Record the leakage current
at the beginning of the dwell period and at the end. If a breakdown occurs, note the
voltage at which it occurred. Connect a ground clip from the SHLD, TEMP and SIG
leads to the inverter frame to ensure that all circuits are discharged and grounded for
the following tests.
3.3.3 Megger Test of Signal Circuits to Shields - Set the Megohmmeter to produce
500VDC Output. Connect the GND lead to the inverter frame. Disconnect the SIG lead
from ground and connect to the HV lead of the Megohmmeter. Leave the TEMP and
SHLD leads grounded. Measure and record the resistance at 500VDC. Use the
megger to discharge the circuit under test and ground the leads to ensure that all
circuits remain discharged.
3.3.4 Hipot Test of Signal Circuits to Shields - As in the previous step, connect the
Hipot tester leads between the frame ground and the SIG lead. Set the Hipot tester for
1050VAC, 1 minute ramp and 1 minute dwell time. With the HV lead still disconnected
at the hipot, press the "Test" button and note that Voltage, ramp and dwell settings are
correct. Connect the HV lead to the Hipot. Press the "Test" button and note the AC
leakage current as the voltage ramps up. Record the leakage current at the beginning
of the dwell period and at the end. If a breakdown occurs, note the voltage at which it
occurred. Connect a ground clip from the SHLD, TEMP and SIG leads to the inverter
frame to ensure that all circuits are discharged and grounded for the following tests.
3.3.5 Megger Test of Temperature Sensors - With the SHLD and SIG leads
grounded, connect the megger between frame ground and the TEMP lead. Measure
and record the insulation resistance at a test voltage of 150VDC. Reconnect the TEMP
lead to ground.
3.3.6 Megger Test of 24V Control Circuits - CAUTION: Ensure that the 24v
power leads are disconnected from the IGBT gate driver card for the next
two steps (E11, E12 on card)
3.3.7 Set the Megohmmeter to produce 500VDC Output. Connect the GND lead to the
inverter frame. Disconnect the COM lead of the contactor grounding harness and
connect to the HV lead of the megohmmeter. Leave all other leads grounded. Measure
and record the resistance at 500VDC. Use the megger to discharge the circuit under
test and ground the leads to ensure that all circuits remain discharged.
3.3.8 Hipot Test of 24V Control Circuits - As in the previous step, connect the Hipot
tester leads between the frame ground and the COM lead of the contactor grounding
harness. Set the Hipot tester for 1180VAC, 1 minute ramp and 1 minute dwell time.
With the HV lead still disconnected at the hipot, press the "Test" button and note that
Voltage, ramp and dwell settings are correct. Connect the HV lead to the Hipot. Press
the "Test" button and note the AC leakage current as the voltage ramps up. Record the
Document No: 20001-9432 Rev B
Page 8 of 11
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General Atomics-CAPE
Inverter Group Dielectric Test
leakage current at the beginning of the dwell period and at the end. If a breakdown
occurs, note the voltage at which it occurred. Connect a ground clip from the SHLD,
TEMP and SIG leads to the inverter frame to ensure that all circuits are discharged and
grounded for the following tests.
3.3.9 Remove all wiring harnesses in preparation for the next step.
3.4
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General Atomics-CAPE
Inverter Group Dielectric Test
4 Continuity Checks
4.1
Voltage LEM
*The orientation of the terminals for the Phase B current LEM are leads facing down,
Phase C current LEM leads are facing up.*
4.2
Figure 5
Page 10 of 11
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General Atomics-CAPE
Inverter Group Dielectric Test
5 Post-Inspection
This step shall be performed by a qualified Quality Assurance delegate.
5.1.1 On all phase modules, check all IGBT gate leads and power connections to
ensure that the polarity is correct and that the connections are adequately tightened.
Inspect the interior of the phase module to ensure that no tools, debris, clips or clip
leads are left inside and that all wire harnesses are intact. Install all phase module
covers.
5.1.2 On both inverters, check that both shorting clip leads have been removed and that
all leads have been replaced on C4.
5.1.3 Check that all Inverter Control Module (ICM) connections have been re-secured.
5.1.4 On the system control panel, make sure plug P41 is reconnected and fully locked
5.1.5 Ensure jumper wires have been removed from voltage monitor LEMs at bottom
frame.
Page 11 of 11
BI617250
Maintenance Procedure
Retard Contactor (PI Part # EC-0026)
Main Contact and Auxiliary Interlock Replacement
Revision: A
Description
Eng.
Date
Appv.
Date
NC
Initial Release
DO
6/19/06
DO
6/23/06
DO
6/11/07
DO
6/13/07
Proprietary Notice: The information contained in this document is the sole property of
General Atomics and it may not be disclosed or communicated to outside parties. It may be used
by the recipient only for the purpose for which it was submitted.
Page 1 of 7
BI617250
1- Description
The retard contactor is a DC contactor rated 1500 Volts, 1600 ADC with a 12 VDC
operating coil.
Although not part of the contactor, a transient suppressor is connected in parallel with
the operating coil.
Page 2 of 7
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Page 3 of 7
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NOTE: In the following procedures, the number in parentheses refers to item number
shown in Figure 2.
Page 5 of 7
BI617250
The contacts (227) may be bent open or close to achieve the desired gap.
Page 6 of 7
BI617250
3. With reference to figure 4, with the contactor operating coil energized, verify that
the bottom of the interlock plunger is within 0.030 inch of the bottom of the
auxiliary contact assembly housing.
Page 7 of 7
BI617250
Field Procedure
Alt/DC Link Ground Fault Detection Test
Revision: A
Description
Eng.
Date
NC
Initial release
DO
8/16/06
ECO 10-64
DO
10/19/10
Proprietary Notice: The information contained in this document is the sole property of General
Atomics and it may not be disclosed or communicated to outside parties. It may be used by the
recipient only for the purpose for which it was submitted.
Page 1 of 3
BI617250
1- Description
The purpose of the test is for insuring that the alternator AC circuit and the DC link
ground fault detection is operational.
This is achieved by connecting a ground simulation device from the alternator AC to
ground, and from the DC Link to ground (Truck chassis).
The ground simulation device (GA P/N 20001-9561) consists of a jumper protected by a
fuse 6Amp, 1500 VDC (GA P/N EF-0013). In the event the ground fault detection does
not detect the simulated ground, the fuse will blow.
2- Procedure:
-
Insure the engine is shut off and the 24 V switched is OFF. This is to allow the
B1 contactor to pick up and discharging the DC link input filter capacitors.
Wait 2 minutes to allow residual voltage to collapse thru the bleeder resistors.
With a Voltmeter, measure between the DC link and the ground to insure the
filter capacitors are discharged.
Check that the fuse is not opened, replace the fuse if necessary. Connect the
Grounding Jumper between the contactor B1 bottom bus and the ground per
the following illustration:
NOTE: Although the procedure recommends using the bus to the B1 contactor, It
acceptable to connect the jumper between the ground and either B2 or B3.
Page 2 of 3
BI617250
Turn the truck on, turn off the park brake. Verify the system record an Alt/ DC
Link Ground Fault.
Shut the truck down and insure the DC link is totally discharged, remove the
grounding jumper.
In the event the ground fault detection fails, there will be no fault message
and the fuse will blow; shut the engine off, discharge the DC link and proceed
with trouble shooting the ground fault detection circuit.
Repeat the test after trouble shooting and the repair are done.
Page 3 of 3
BI617250
Field Procedure
Traction Motor Ground Fault Detection Test
Revision: A
Description
Eng.
Date
Initial release
DO
10/26/10
Proprietary Notice: The information contained in this document is the sole property of General
Atomics and it may not be disclosed or communicated to outside parties. It may be used by the
recipient only for the purpose for which it was submitted.
Page 1 of 2
BI617250
1- Description
The purpose of the test is for insuring that the traction motor ground fault detection is
operational.
This is achieved by connecting a ground simulation device from any of the traction
motor three phases to ground (Truck Chassis).
2- Procedure
LEFT MOTOR:
1. Insure the engine is shut off and the 24 V switched is OFF. This is to allow the
B1 contactor to pick up and discharge the DC link input filter capacitors.
2. Wait 2 minutes to allow residual voltage to collapse thru the bleeder resistors.
3. With a Voltmeter, measure between the DC link and the ground to insure the
filter capacitors are discharged.
4. In the axle box, measure the voltage between each traction motor phase and
ground to insure there is no remaining voltage. Measure for both left and right
motors.
5. Connect one lead of the Traction motor ground simulation device (GA P/N
20001-9586) to any left motor phase and the other lead to ground.
6. Shut the axle box door.
7. Start the engine and turn on the 24V switched. Let all alarms clear.
8. Move reverser to Forward
9. Release the park brake.
10. Gently, depress the accel pedal for few seconds. Release the pedal as soon
as fault alarm is triggered.
11. Verify the system record a Traction Motor Ground Fault and that message is
displayed on the Cab display.
12. As fault is fatal and requires manual reset, verify that with selector in forward
and accel pedal depressed, the truck does not move.
13. Shut the truck down.
Right Motor:
Repeat above steps 1 to 13 for right motor.
14. Shut the truck down and insure the DC link is totally discharged.
15. Remove the ground simulation device.
NOTE:
In the event the ground fault detection fails (no fault triggered within few
seconds), shut the engine off, discharge the DC link and proceed with trouble
shooting the ground fault detection circuit.
Repeat the test after repair.
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BI617250
Field Procedure
Blower drive Output Ground Fault Detection Test
Revision: A
Description
Eng.
Date
Initial release
DO
10/26/10
Proprietary Notice: The information contained in this document is the sole property of General
Atomics and it may not be disclosed or communicated to outside parties. It may be used by the
recipient only for the purpose for which it was submitted.
Page 1 of 2
BI617250
1- Description
The purpose of the test is for insuring that the Blower Drive output ground fault detection
is operational.
This is achieved by connecting a ground simulation device from any of the traction
blower motor three phases to ground (Truck Chassis).
2- Procedure
1. Insure the engine is shut off and the 24 V switched is OFF. This will allow the
B1 contactor to pick up and discharge the DC link input filter capacitors.
2. Wait 2 minutes to allow residual voltage to collapse thru the bleeder resistors.
3. With a Voltmeter, measure between the DC link and the ground to insure the
filter capacitors are discharged.
4. Connect one lead of the Blower drive ground simulation device (GA P/N
20001-9587) to any traction blower motor phase and the other lead to ground.
NOTE: Do not connect to the terminal bar located at the bottom of blower
inverter. Preferred location is at the motor junction box or fuse box.
5. Start the engine and turn on the 24V switched. Let all alarms clear.
6. Move reverser to Forward
7. Turn off the park brake.
8. Wait few seconds allowing the DC link to reach voltage allowing the blower
drive to start and the blower motor to speed up.
9. Verify the system record a Blower drive output Ground Fault and that
message is displayed on the Cab display.
10. As fault is fatal and requires manual reset, verify that with selector in forward
and accel pedal depressed, the truck does not move.
11. Shut the truck down and insure the DC link is totally discharged.
12. Remove the ground simulation device.
NOTE:
In the event the ground fault detection fails (no fault triggered within few
seconds), shut the engine off, discharge the DC link and proceed with trouble
shooting the ground fault detection circuit.
Repeat the test after repair.
Page 2 of 2
BI617250
Revision: B
Description
Eng.
Date
Appv.
Date
Initial Release
DO
8/30/07
DO
9/07/07
DO
2/21/08
DO
2/22/08
Proprietary Notice: The information contained in this document is the sole property of
General Atomics and it may not be disclosed or communicated to outside parties. It may be used
by the recipient only for the purpose for which it was submitted.
Page 1 of 4
BI617250
1- Description
The purpose of this field test procedure is for allowing field personnel to test the phase
module power components (IGBTs Q1 to Q4, Diodes D1 and D2, capacitors C1 to C4).
Please refer to attached schematic 20001-8553 and check list.
Note:
Phase module power components are electrically connected by a buss assembly; do
not attempt disconnecting any power components. If a test between two terminals does
not match the value indicated in the check list, return the whole phase module.
2- Procedure:
-
Disconnect the DC link terminals E1A, E1B, E2A, E2B, E4A, and E4B.
With a multi-meter set to diode test, check from terminal to terminal per the
attached check list.
If a reading varies drastically from the expected value, remove and replace
the whole phase module.
Note:
The multi-meter type, brand, and the battery level may affect the readings. As such, the
readings shown in the test list are general indications; some difference in the readings is
possible and this does not mean that tested components are defective.
Page 2 of 4
BI617250
Check list
FROM
TO
Reading
Component tested
Positive on E4
Negative on E5
.OL
Q2 Gate-Emitter
Negative on E4
Positive on E5
.OL
Q2 Gate-Emitter
Positive on E1
Negative on E5
.OL
Q2 Emitter-Collector
negative on E1
Positive on E5
0.267
Q2 Emitter-Collector
Positive on E2
Negative on E3
.OL
Q1 Gate-Emitter
Negative on E2
Positive on E3
.OL
Q1 Gate-Emitter
Positive on E1
Negative on E3
.OL
Q1 Emitter-Collector
Negative on E1
Positive on E3
0.267
Q1 Emitter-Collector
Positive on E7
Negative on E8
.OL
Q3 Gate Emitter
Negative on E7
Positive on E8
.OL
Q3 Gate Emitter
Positive on E6
Negative on E8
1.1 increasing
slowly to .OL
Q3 Emitter-Collector
Negative on E6
Positive on E8
0.267
Q3 Emitter-Collector
Positive on E9
Negative on E10
.OL
Q4 Gate Emitter
Negative on E9
Positive on E10
.OL
Q4 Gate Emitter
Positive on E6
Negative on E10
1.1 increasing
slowly to .OL
Q4 Emitter-Collector
Negative on E6
Positive on E10
0.267
Q4 Emitter-Collector
Positive on E4A/E4B
Negative on E1A/E1B
0.267
D1 and D2
Negative on
E4A/E4B
Positive on E1A/E1B
.OL
D1 and D2
Positive on E1A/E1B
Negative on E2A/E2B
.OL
Negative on E1A/E1B
Positive on E2A/E2B
0.796
Page 3 of 4
BI617250
Page 4 of 4
BI617250
BI617250
Document # 20001-9500
Revision D
Presented by:
Address:
Phone:
General Atomics
10880 Thornmint Road
San Diego, CA 92127, USA
00-1-858-762-7008
BI617250
Title:
Number:
20001-9500
Revision:
TABLE OF CONTENTS
1
INTRODUCTION .............................................................................................................1
OPERATION ...................................................................................................................1
4
5
Page ii
BI617250
Title:
Number:
Revision:
20001-9500
INTRODUCTION
The traction blower inverter output is set to a constant 83 Hz allowing the motor to run
at its maximum rpm but still within the nameplate allowable phase current.
Chapter 1
Page 1 of 1
BI617250
Title:
Number:
20001-9500
Revision:
OPERATION
Chapter 2
Page 1 of 1
BI617250
Title:
Number:
3
3.1
20001-9500
Revision:
GENERAL DESCRIPTION
COMPONENT LAYOUT
Refer to the assembly drawings for component locations (drawings are on the following
pages).
Drawing #
Title
20001-8564
20001-8566
20001-8560
Chapter 3
Page 1 of 6
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Title:
Number:
3.2
20001-9500
Revision:
CHOPPER MODULE
Chapter 3
Page 2 of 6
BI617250
Title:
Number:
3.3
Revision:
20001-9500
Chapter 3
Page 3 of 6
BI617250
Title:
Number:
3.5
20001-9500
Revision:
AC INVERTER MODULE
Chapter 3
Page 4 of 6
BI617250
Title:
Number:
3.6
20001-9500
Revision:
Figure 2-5. The 24 V Switched Control Voltage is Connected to TB1-1 and TB1-2.
(photo and schematic)
3.7
COMMUNICATION LINK
Chapter 3
Page 5 of 6
BI617250
Title:
Number:
3.8
20001-9500
Revision:
Figure 2-7. Two Cooling Fans Circulate Air inside the Blower Drive (photo and
schematic)
3.9
KEYPAD
Chapter 3
Page 6 of 6
BI617250
Title:
Number:
20001-9500
Revision:
Schematic #
Description
20001-8562
20001-8565
Chapter 4
Page 1 of 1
BI617250
CHOPPER MODULE
DC +
LINK
+E1
102
F1
D1
182
150A
1500V
184
-8565 ZONE C2
ND261N24K
C1
-8565 ZONE C4
C1
U2A
FD600R17KE3_B2
E1
E1
186
L1
5.5 mH
TB4-8
R3
E5
R5
103
C9
0.033uF
1600V
E2
E6
180
J2-A
P2-B
180
E7
FD600R17KE3_B2
4x3300uF
105
R6
200A = In Pri
1:2000 RATIO
C1
-8565 ZONE B4
M
+
75K
130W
CS1
185
C1
-8565 ZONE B4
SMOOTHING
REACTOR
-E2
101
150A
1500V
ZONE B6
-8565
-8565
ZONE B6
-8565
ZONE B6
ZONE B6
-8565
6
7
ORN
RED
BRN
BLK
E12
-8565 ZONE C2
ND261N24K
7
2
CS3
ORN
RED
BRN
BLK
+15
-15
OUT
COM
4V/300A
192
E1
-8565
ZONE B6
187
G1
183
ZONE B6
-8565
PWA FUSE
D2
181
-8565
ZONE B6
CS2
E1
DC LINK
-8565
ZONE C6
TB4-9
-8565 ZONE B2
F2
ZONE B6
-8565
251
252
253
FD600R17KE3_B2
-8565 ZONE B4
RW B
U4A
B
E4
ZONE C6
-8565
400V
75K
130W
500
130W
NON-IND
E2
U7
C13-C16
R4
4x100uF
1200V
-8565
ZONE C6
0.033uF
1600V
U4B
C5-C8
ZONE C6
-8565
TB4-7
C10
C2
R2
400V
75K
130W
FD600R17KE3_B2
4x3300uF
U6
U2B
U5
C9-C12
500
130W
NON-IND
+15
-15
OUT
COM
4V/300A
189
TB4-1
CS4
ORN
RED
BRN
BLK
TB4-2
E11
4V/300A
190
TB4-3
+15
-15
OUT
COM
-8565 ZONE B5
C2
188
-8565 ZONE B5
4x100uF
1200V
75K
130W
E3
-8565 ZONE C5
C1-C4
R1
-8565 ZONE C2
-8565 ZONE C4
AC INVERTER MODULE
-8565 ZONE B2
-8565 ZONE C4
G1
TB4-4
191
TB4-5
TB4-6
GND
REV
NC
A
B
DESCRIPTION
NEW RELEASE
DELETE SHEET 2
PER ECO 10-72
DRAWN DATE
N FARR
N FARR 10-22-08
N FARR 10-26-10
A
Title
Size
Number
B
Date: 10-22-08
File: 20001-8562-B.ddb
1
Rev
20001-8562
Sheet 1 of 1
Drawn: NOLAN FARR
6
BI617250
1
PCB2
J3
FAN1
TB1-3
1
6
2 Tx
7
3 Rx
8
4
9
5
TO BE
CONNECTED
TO J4
-9372 SHT 2 OF 3
TB2-1
250
P3
+
TB2-2
-
FAN2
TB3-1
TB3-2
D3
1
6
2
7
3
8
4
9
5
DB9
FEMALE
R11
10
2W
TW SH TW SH
J4
1
6
2
7
3
8
4
9
5
DB9
FEMALE
W
B
262
TW SH
263
Tx
Rx
6CN-1
6CN-2
6CN-4
TW SH
RICH ELECTRIC
264
INVERTER
CONTROL
DB9
MALE
1.5KE26
PCB1
TB1-1
TB1-2
+24V
SW.
200
24V
COM
100
P1-A
J1-A
U1
E10
E16
P1-B
256
CONTROL BD RICH
C1
C1
Z1
440V
Z2
440V
Z3
440V
Z4
15V
-8562 ZONE D2
J1-B
E11
TO U2A
GND
E9
E17
E18
ZONE D3
-8562
INPUT VOLTAGE
SENSING
ZONE A3
-8562
184
257
G1
258
E1
VOLTAGE
FEEDBACK
J2-A
-8562 ZONE B4
E1
-8562 ZONE D2
C
-8562 ZONE D2
PCB3
GATE CLAMP
20001-9348
E15
-8565 SHT 1
ZONE A3
U3
183
E12
E19
259
C1
C1
Z1
P2-A
G1
188
E13 (+)
-8562 ZONE B2
440V
Z2
440V
Z3
440V
Z4
15V
-8562 ZONE B5
TO U4A
P2-C
J3-C
-8562 ZONE B4
187
E14 (-)
E20
E21
260
G1
261
E1
G1
E1
R
W
B
-8562 ZONE B3
251
252
253
1K 1W
TS1
E1
E2
E3
W
B
W
B
-8562 ZONE B2
#16
E4
E5
SHLD
E6
265
E7
SHLD
-8562 ZONE B5
-8562 ZONE B6
ORN
RED
BRN
BLK
13CN-1
13CN-2
13CN-3
13CN-4
ORN
RED
BRN
BLK
14CN-1
14CN-2
14CN-4
14CN-4
15CN-1
15CN-2
15CN-5
15CN-4
TS2
16CN-G2
U5-4
WHITE
U5-5
-8562 ZONE C5
ORN
U5-6
16CN-E2
WHITE
U5-7
17CN-G1
BRN
U6-4
17CN-E1
WHITE
U6-5
-8562 ZONE C5
17CN-G2
YEL
U6-6
17CN-E2
WHITE
U6-7
18CN-G1
RED
U7-4
B
18CN-E1
WHITE
U7-5
18CN-G2
GRN
U7-6
18CN-E2
WHITE
U7-7
TEMP-2
CONTROL BD 9344
1CN-3
1CN-6
1uF
50V
E8
CHOPPER MODULE
SCHEMATIC: 20001-9346
J1-C
16CN-E1
BLK
-8562 ZONE C6
TEMP-1
HV-P
HV-N
ORN
RED
BRN
BLK
PWA
CHOPPER CONTROL
254
255
16CN-G1
RED
WHITE
-8562 ZONE B2
GATE CLAMP
20001-9348
189
187
AC INVERTER MODULE
RICH ELECTRIC
GATE BOARD
P1-C
RESET MANUAL
PB
TB1-4
A
265
RESET
TO BE
CONNECTED
TO A4-31
-9372 SHT 2 OF 3
KEYPAD
20001-8565-B-S2
20001-8565-B-S2.sch
REV
NC
A
B
DESCRIPTION
NEW RELEASE
ADD RESET CKT. AND WIRE LABEL CORRECTIONS
PER ECO 10-72
DRAWN
N FARR
N FARR
N FARR
DATE
04-28-08
10-26-10
Title
Size
Number
20001-8565
Sheet 1 of 2
Drawn: NOLAN FARR
Date: 10-26-2010
File: 20001-8565-B.ddb
1
Revision
BI617250
1
CT
20001-9507
SYSTEM
CONTROLLER
+15V
TB1
E1
E5
+M
E2
-M
E3
-15V
E4
E6
7
8
20001-9576
E9
+15V
E10
+M
E12
-M
E13
-15V
E14
SHIELD
BLOWER DRIVE
Size
Number
20001-8565
Date: 10-26-2010
File: 20001-8565-B.ddb
1
Revision
Sheet 2 of 2
Drawn: NOLAN FARR
BI617250
Title:
Number:
20001-9500
Revision:
D
Inspect the blower cabinet and its components for proper installation and
evidence of wear, damage, or crack. Repair as needed.
Vacuum the chopper module, the control board, the AC Inverter, all PC
boards, the smoothing reactor, and fans.
Inspect the blower cabinet and its components for proper installation and
evidence of wear, damage, or crack. Repair as needed.
Vacuum the chopper module, the control board, the AC Inverter, all PC
boards, the smoothing reactor, and fans.
Chapter 5
Page 1 of 2
BI617250
Title:
Number:
20001-9500
Revision:
D
Inspect the blower cabinet and its components for proper installation and
evidence of wear, damage, or crack. Repair as needed.
Vacuum the chopper module, the control board, the AC Inverter, all PC
boards, the smoothing reactor, and fans.
Inspect the blower cabinet and its components for proper installation and
evidence of wear, damage, or crack. Repair as needed.
Vacuum the chopper module, the control board, the AC Inverter, all PC
boards, the smoothing reactor, and fans.
Chapter 5
Page 1 of 2
BI617250
Title:
Number:
20001-9500
Revision:
D
Chapter 5
Page 2 of 2
BI617250