Bucyrus MT 6300 IGBT Manual

BI617250
Bucyrus
All Rights Reserved
BUCYRUS
R
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
Title:
Number:
MT6300 IGBT Traction Inverter and Blower Drive Manual
20001-9500
Revision:
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
AC INVERTER FUNDAMENTALS ..................................................................................1

2.1
GENERAL............................................................................................................1
2.2
AC INVERTER BASICS .......................................................................................2
HARDWARE DESCRIPTION ..........................................................................................1
3.1
COMPONENT LAYOUT ......................................................................................1
3.2
COMPONENT DESCRIPTIONS ..........................................................................2
3.2.1 CIRCUIT BREAKERS CB1, CB2, CB3, CB4, AND CB5 ...........................2
3.2.2 POWER SUPPLY (PS1)...........................................................................3
3.2.3 ALTERNATOR FIELD EXCITER CHOPPER (A6) ....................................4
3.2.4 LOW VOLTAGE GROUND FAULT DETECTION AND PROTECTION
(A7) ..........................................................................................................5
3.2.5 CONTACTOR ACKNOWLEDGEMENT....................................................6
3.2.6 SYSTEM CONTROLLER (A1) ..................................................................7
3.2.7 ANALOG I/O MODULE (A3) .....................................................................8
3.2.8 DIGITAL I/O MODULE (A4) ......................................................................9
3.2.9 DIGITAL I/O MODULE (A5) ....................................................................10
3.2.10 RELAYS ...............................................................................................11
3.2.11 DIODES D5, D6, D7, D8 ......................................................................13
3.2.12 TERMINAL BARS TB1, TB3, TB4, TB7L, TB7R................................... 14
3.2.13 LEFT AND RIGHT INVERTERS (REFER TO CHAPTER 7 SCHEMATIC
20001-9106) ......................................................................................................17
3.2.14 INPUT FILTER CAPACITORS AND BLEEDER RESISTORS
ASSEMBLY .......................................................................................................18
3.2.15 EMI FILTER CAPACITOR AND RESISTOR ASSEMBLY..................... 19
3.2.16 AMBIENT TEMPERATURE SENSOR ..................................................20
3.2.17 TRUCK CONTROLLER (TC)................................................................20
3.2.18 RETARD CONTACTORS B1, B2, B3 ...................................................21
3.2.19 CONTACTOR ECONOMY RESISTORS RB1, RB2, RB3 .................... 22
3.2.20 TRANSIENT VOLTAGE SUPPRESSOR (TRANZORB) D11, D12, D1323
3.2.21 LEM VOLTAGE TRANSDUCER VDC ..................................................23
3.2.22 LEM CURRENT TRANSDUCERS IB, IC ..............................................24
3.2.23 SNUBBER RESISTORS R9, R10, R11 ................................................25
3.2.24 IGBT PHASE MODULE ........................................................................26
3.2.25 IGBT GATE DRIVER ............................................................................27
3.2.26 TRANSIENT CHOPPER.......................................................................28
3.2.27 CAB DISPLAY ......................................................................................29
3.2.28 WIRE IDENTIFICATION ......................................................................29
SOFTWARE DESCRIPTION ...........................................................................................1
4.1
BOOT MONITOR.................................................................................................1
4.2
SYSTEM CONTROLLER SOFTWARE................................................................3
4.2.1 START UP SEQUENCE ...........................................................................3
4.2.2 TRUCK STATE ........................................................................................4
4.2.3 TORQUE COMMAND ..............................................................................4
4.2.4 ACCEL .....................................................................................................4
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4.2.5 RETARD (BRAKING) ...............................................................................5

4.2.6 RETARD SPEED CONTROL ...................................................................5
4.2.7 ENGINE SPEED ......................................................................................6
4.2.8 TRACTION ALTERNATOR FIELD EXCITATION .....................................6
4.2.9 SHUT DOWN SEQUENCE ......................................................................6
4.2.10 FAULT MONITORING ............................................................................7
4.3
INVERTER SOFTWARE .....................................................................................7
4.3.1 TORQUE AND SPEED CONTROL ..........................................................7
4.3.2 ACTUAL CURRENT .................................................................................8
4.3.3 INTERLOCKS AND SAFEGUARDS .........................................................8
4.3.4 SPIN/SLIDE CONTROL ...........................................................................8
4.3.5 FAULT MONITORING ..............................................................................9
4.4
LIMP HOME SOFTWARE ...................................................................................9
PTU-TRUCK SOFTWARE ..............................................................................................1
5.1
INTRODUCTION .................................................................................................1
5.2
INITIAL INSTALLATION ......................................................................................1
5.3
CREATING A PTU-TRUCK SHORTCUT ON THE DESKTOP ............................3
5.4
PTU-TRUCK SOFTWARE UPDATES INSTALLATION .......................................4
5.5
START THE PTU-TRUCK APPLICATION ...........................................................4
5.5.1 NORMAL MODE PROCEDURE ...............................................................4
5.6
SYSTEM SOFTWARE .........................................................................................7
5.6.1 SYSTEM SOFTWARE LOADING PROCEDURE .....................................7
5.7
INVERTER SOFTWARE ...................................................................................11
5.7.1 INVERTER SOFTWARE LOADING PROCEDURE ............................... 12
5.8
REAL TIME MONITORING OPERATION ..........................................................13
5.8.1 SYSTEM REAL TIME DISPLAY SCREEN ............................................. 13
5.8.2 DIGITAL I/O SCREEN ............................................................................15
5.8.3 SYSTEM PERFORMANCE DISPLAY SCREEN..................................... 16
5.8.4 INVERTER REAL TIME DISPLAY..........................................................16
5.8.5 E- FAULT SCREEN................................................................................19
5.8.6 F-LOAD BOX .........................................................................................22
5.8.7 LOAD BOX TEST PROCEDURE ...........................................................22
5.8.8 SAVING DATA .......................................................................................24
5.8.9 RECALLING SAVED DATA....................................................................29
5.8.10 SETTING VARIABLES .........................................................................38
5.9
MISCELLANEOUS ............................................................................................44
5.10 VARIABLE AND SHORT CUT LIST...................................................................45
FAULT MESSAGES........................................................................................................1
6.1
GENERAL DESCRIPTION ..................................................................................1
6.2
TWO DIGIT DISPLAY..........................................................................................4
6.3
FAULT SCREEN, FAULT LOG ............................................................................7
6.4
SYSTEM CONTROLLER <ST> SYSTEM STATUS ..........................................9
6.5
TRUCK CONTROLLER <ST> SYSTEM STATUS........................................... 10
6.5.1 TROUBLESHOOTING HINTS ................................................................12
6.6
CAB DISPLAY ...................................................................................................13
6.7
FAULT TROUBLESHOOTING...........................................................................13
6.7.1 TRUCK DRIVE SYSTEM FAULT - TROUBLESHOOTING PROCEDURE13
6.7.2 SYSTEM CONTROLLER FAULT ...........................................................14
6.8
INVERTER FAULT ............................................................................................29
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6.8.1 PHASE A OVERCURRENT, PHASE B OVERCURRENT, PHASE C

OVERCURRENT ...............................................................................................29
6.8.2 DC LINK UNDERVOLTAGE ...................................................................29
6.8.3 DC LINK OVERVOLTAGE, HARDWARE OVERVOLTAGE ................... 30
6.8.4 PHASE A, B, OR C UPPER GATE FAULT; OR PHASE A, B, OR C
LOWER GATE FAULT ......................................................................................31
6.8.5 HARDWARE OVERCURRENT ..............................................................31
6.8.6 MOTOR OVERSPEED ...........................................................................32
6.8.7 PHASE A, B, OR C REPETITIVE OVERLOAD ...................................... 32
6.8.8 IGBT GATE STATUS FAIL.....................................................................32
6.8.9 HARDWARE FAULT (FROM ALTERA)..................................................33
6.8.10 +/-15V POWER SUPPLY FAILED ........................................................33
6.8.11 +/-24V POWER SUPPLY FAILED ........................................................33
6.8.12 PWM FAILURE ....................................................................................33
6.8.13 COMMUNICATIONS FAILURE ............................................................34
6.8.14 AMBIENT OVER TEMPERATURE (75CELSIUS) ............................... 34
6.8.15 PHASE MODULE OVER TEMPERATURE (85CELSIUS) ................... 35
6.8.16 IB LEM FAIL, IC LEM FAIL ...................................................................35
AC INVERTER SCHEMATICS ........................................................................................1
PREVENTIVE MAINTENANCE SCHEDULE...................................................................1
8.1
1000 HOUR / 2 MONTH PM ................................................................................1
8.2
3000 HOUR / 6 MONTH PM ................................................................................2
8.3
6000 HOUR / 1 YEAR PM ...................................................................................4
8.4
12,000 HOUR / 2 YEAR PM ................................................................................6
MISCELLANEOUS PROCEDURES................................................................................1
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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Figure 3-5b. 24V Unswitched Voltage Divider (schematic) .........................................................6

Figure 3-6. System Controller, Encompasses Numerous Functions described throughout this
Manual (photo and schematic) ....................................................................................................7
Figure 3-7. Analog I/O Module (A3) with View Showing the Eight Analog Inputs (photo and
schematic) ..................................................................................................................................8
Figure 3-8. Digital I/O Module (A4) has 16 Channels (photo and schematic) .............................9
Figure 3-9. Digital I/O Module (A5) PC Board has 16 Channels (photo and schematic) ........... 10
Figures 3-10. Relays K1 and K2 (picture and schematic).........................................................11
Figure 3-11a. Relays (K3, K4) are Controlled by the Digital I/O Module A5 Channels 6 and 7
(photo and schematic) ..............................................................................................................11
Figure 3-11b. Relays (K3, K4) (schematic) ..............................................................................12
Figure 3-12. Relays K11, K12, K13 (photo and schematic) ......................................................12
Figure 3-13. Diodes D5, D6, D7, D8 (photo and schematic) ....................................................13
Figure 3-14. TB1-1 (photo) ......................................................................................................14
Figure 3-15. Terminal Bars TB3 and TB4 Provide a Wiring Connection Interface for the Left
and Right EWGU Tacho Sensors (photo) .................................................................................15
Figure 3-16. TB7L and TB7R (photo) .......................................................................................15
Figure 3-17. TB7L (schematic).................................................................................................16
Figure 3-18. TB7R (photo) .......................................................................................................16
Figure 3-19. Terminal Bar TB7L Located in the Left Inverter Frame, and the Terminal Bar
TB7R Located in the Right Inverter Frame (schematic) ............................................................17
Figure 3-20. Input Filter Capacitors C1 and C2 Reduce the DC Link Ripple and Absorb Voltage
Spikes (photo and schematic) ...................................................................................................18
Figure 3-21. EMI Filter Capacitor and Resistor Assembly (photo and schematic) .................... 19
Figure 3-22. Ambient Temperature Sensor (photo) ..................................................................20
Figure 3-23. Truck Controller (photo) .......................................................................................20
Figure 3-24. Retard Contactors B1, B2, B3 (photo and schematic) .......................................... 21
Figure 3-25. Contactor Economy Resistors RB1, RB2, RB3 (photo and schematic) ................ 22
Figure 3-26. Transient Voltage Suppressor (Tranzorb) D11, D12, D13 (photo and schematic) 23
Figure 3-27. LEM Voltage Transducer VDC (photo and schematic) ......................................... 23
Figure 3-28. LEM Current Transducers lb, lc (photo and schematic) ....................................... 24
Figure 3-29. Snubber Resistors R9, R10, R11 (photo and schematic) ..................................... 25
Figure 3-30. IGBT Phase Module (photo and schematic) ........................................................26
Figure 3-31. IGBT Gate Driver (photo) .....................................................................................27
Figure 3-32. Transient Chopper (photo and schematic) ...........................................................28
Figure 3-33. Cab Display (photo) .............................................................................................29
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Figure 4-1. Truck PTU Boot Monitor Screen ..............................................................................1

Figure 4-2. Software Block Diagram ..........................................................................................2
Figure 5-1. PTU-Truck Installation Screen .................................................................................1
Figure 5-2. To Begin Installation of the PTU-Truck Software, Click on the Icon Button .............. 2
Figure 5-3. The Choose Program Group Screen .......................................................................2
Figure 5-4. This Prompt Appears after PT-Truck Software is Loaded ........................................3
Figure 5-5. The PTU-Truck Desktop Icon ..................................................................................3
Figure 5-6. Updated Software Shortcut Icon ..............................................................................4
Figure 5-7. The Open Comm. Port Dialog Box...........................................................................5
Figure 5-8. The PTU-Truck Main Screen ...................................................................................5
Figure 5-9. The Main PTU-Truck screen with Boot Monitor Running .........................................6
Figure 5-10. After Exiting the Boot Monitor Function, a Prompt Appears ...................................7
Figure 5-11. The Opening PTU-Truck Main Screen ....................................................................8
Figure 5-12. Keying in RST and Pressing Enter Opens this Screen...........................................8
Figure 5-13. The Main Screen After Typing D for D)ownload ..................................................9
Figure 5-14. The Open Intel Hex File which Lists All Stored Software Items ..............................9
Figure 5-15. After Downloading the New Updated Software, this Screen Appears .................. 10
Figure 5-16. Resetting the Fault Log ........................................................................................11
Figure 5-17. Truck Controller ...................................................................................................12
Figure 5-18. Real Time Pull Down Menu ..................................................................................14
Figure 5-19. System Real Time Display ...................................................................................14
Figure 5-20. System Digital I/O Screen ....................................................................................15
Figure 5-21. System Performance Display Screen...................................................................16
Figure 5-22. Truck Controller with Serial Port J9 ......................................................................17
Figure 5-23. Inverter Real Time Display ...................................................................................17
Figure 5-24. Inverter Power Data Display ................................................................................18
Figure 5-25. Inverter Vector Display.........................................................................................18
Figure 5-26. Fault Screen ........................................................................................................19
Figure 5-27. The Download Faults Pull Down Menu ................................................................20
Figure 5-28a. Fault Display ......................................................................................................20
Figure 5-28b. Fault Display ......................................................................................................21
Figure 5-28c. Fault Display ......................................................................................................21
Figure 5-29. Engine HP Set dialog Box ....................................................................................22
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Figure 5-32. Save System Real Time File ................................................................................26
Figure 5-33. Fault Screen with Download Faults Pull Down Menu ........................................... 27
Figure 5-34. Save Fault Log File ..............................................................................................27
Figure 5-35. Save Debug File Screen ......................................................................................28
Figure 5-36. Save Performance File Screen ............................................................................29
Figure 5-37. Real Time Drop Down Menu ................................................................................30
Figure 5-38. The Open Screen Allows Review of Files ............................................................30
Figure 5-39. System Real Time Display for Reviewing Files ....................................................31
Figure 5-40. The Blank Fault Screen .......................................................................................32
Figure 5-41. The Open Fault Log File Screen ..........................................................................32
Figure 5-42. A Specific Fault File May Be Accessed ................................................................33
Figure 5-43a. Debug File .........................................................................................................34
Figure 5-43b. Debug File .........................................................................................................34
Figure 5-43c. Saved Files ........................................................................................................35
Figure 5-43d. Debug Files that Need Plotting ..........................................................................35
Figure 5-43e. Graph 1..............................................................................................................36
Figure 5-43f. Debug File ..........................................................................................................37
Figure 5-43g. Debug File .........................................................................................................38
Figure 5-44. PTU-Truck Main Screen with the First Pedal Short Cut ....................................... 41
Figure 5-45. The Pull Down Menu Under File with Set Clock Highlighted ................................ 43
Figure 5-46. The Open Comm Port Selection Box ...................................................................44
Figure 5-47. PTU Main Screen ................................................................................................45
Figure 6-1. The System Controller 2-Digit Display .....................................................................5
Figure 6-2a. The Fault Screen ...................................................................................................7
Figure 6-2b. The Fault Screen ...................................................................................................8
Figure 6-3. The Main Screen Showing the Current System Status ............................................9
Figure 6-4. The Main Screen Showing System Status .............................................................11
Figure 6-5. The Main Screen Showing System Status When a Gate Fault Occurs .................. 12
Figure 6-6. The Cab Display Showing a Fault Text Message ...................................................13
Figure 8-1a. Interior Arc Chute Side Walls .................................................................................2
Figure 8-1b. Interior Arc Chute Side Walls .................................................................................3
Figure 8-1c. Interior Arc Chute Side Walls .................................................................................5
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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 alternator assembly, comprising of the main alternator, traction

system blowers, and the main rectifiers.
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.
The retard grid assembly with cooling fan.
Two electric motorized wheel gear units (EWGU).
The Blower Drive that controls the traction blower assembly.
This manual describes the Traction Inverter Group and provides information which
includes the following.
AC inverter control fundamentals
Hardware description
Software description
PTU-Truck software instructions
Troubleshooting guide
Schematics
Preventive maintenance schedule
Maintenance procedures
Also included in this manual is information on the Blower Drive Assembly with the
following topics:
General description
Schematics
Preventive maintenance schedule
Chapter 1
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AC INVERTER FUNDAMENTALS
GENERAL
A diesel/electric propulsion system contains an engine which drives a traction

alternator. The traction alternator output is in the form of three-phase ac power. The ac
is directed to a three-phase rectifier bridge which converts ac to dc power. The dc
power is sent to the two ac inverter inputs, referred to as the dc link.
The dc link consists of positive and negative buses providing dc power to six-phase
modules (three-phase modules in each inverter). The dc link has four input filter
capacitors (two capacitors in each inverter) to reduce ripple and filter spikes (refer to
Chapter 7 Schematic # 20001-9499 Power circuit, AC Drive, IGBT for further
information).
There are a number of schemes for inverting dc to ac power. Power Inverters uses
pulse width modulation (PWM) with a fixed frequency for low motor rpm and variable
frequency for the higher rpm range. The ac motor rotative speed is a function of the ac
power frequency. At low rpm, a fixed frequency is set and, in combination with PWM,
maximum torque is applied to the motor, resulting in maximum acceleration. As the
speed requirement increases, the frequency increases, resulting in higher motor
rotative speed.
The inverter maximum frequency is 133Hz, corresponding to a motor rotational speed
of 5000 rpm.
In retard (dynamic braking), the truck kinetic energy is transformed into electrical energy
by each of the motorized wheel units operating as generators.
The generated ac power output is rectified by each of the three-phase modules which
are acting as a three-phase rectifier bridge feeding the dc power back to the dc link.
In turn, retard contactors close, connecting the retard grid elements to the dc link. The
electrical energy will then be transformed into thermal energy (heat). An electrical
blower forces air through the retard grids to dissipate the heat.
As the retard grid elements become the dc link electrical load, the truck slows down.
At about 1 mph, a transition from torque control to speed control takes place.
At zero speed, the speed control allows a truck to remain stopped without applying any
friction brake.
Chapter 2
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AC INVERTER BASICS
As previously mentioned, three-phase modules are inverting dc power to ac power. An

appropriate sequence of pulses turns solid state power switching devices on and off.
The power device used in each inverter phase module is an insulated gate bipolar
transistor (IGBT).
IGBTs are equivalent to electrical switches that can be turned on and off many times
per second.
Currently, there are four IGBTs per phase module which are connected in a
series/parallel configuration (refer to Chapter 7 Schematic #20001-8553, Phase Module
for further information) as follows:
Figure 2-1. Two IGBTS in Parallel Allow for a Greater Power Capability
(schematic)
The above configuration may be simplified as follows:
Chapter 2
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+ DC LINK
AC OUTPUT
- DC LINK
Figure 2-2. Simplified Configuration of Figure 2-1 (schematic)

A typical three-phase inverter driving an AC motor may be simplified as follows:
+ DC LINK
- DC LINK
Figure 2-3. Simplified Configuration of Typical Three-Phase Inverter Driving an

AC Motor (schematic)
The next illustration combines the above inverter sketches in more detail.
Chapter 2
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Figure 2-4. Detailed Sketch of Inverter Shown in Figure 2-3 (schematic)

The following three illustrations show the current path for each of the three phases:
Figure 2-5. From Phase A with Return to Phase B (schematic)
Figure 2-6. From Phase B with Return to Phase C (schematic)
Chapter 2
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Figure 2-7. From Phase C with Return to Phase A (schematic)

The following illustration applies to retard mode. Inverters and corresponding electrical
wheel gear units (EWGU) as well as the retard contactors and the retard grids are
illustrated. The current path is shown from the dc link to the retard grids with only B1
contactor energized.
Figure 2-8. Retard Mode (schematic)
Chapter 2
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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)
Chapter 3
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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)
Circuit breakers CB1 and CB2 are rated 15 amp each.

o CB1 protects the 24V control voltage to the left Inverter.
o CB2 protects the 24V control voltage to the right Inverter.
Circuit breaker CB3 is rated 50 amp.

o CB3 protects the 24V circuit to the alternator field exciter chopper.
Circuit breakers CB4 and CB5 are rated 10 amp each:

o CB4 protects the 24V unswitched control voltage to the System Controller
and its power supply.
o CB5 protects the 24V switched control voltage to the System Controller.
NOTE: Turning off CB5 results in shutting the inverter cabinet down in a manner
equivalent to turning the truck master switch OFF.
Chapter 3
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3.2.2 POWER SUPPLY (PS1)

The power supply PS1 provides the 0V, -5V, +5V, -15V, and +15V analog and digital
supply voltages to the System Controller.
Figure 3-2. Power Supply PS1 (photo and schematic)
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3.2.3 ALTERNATOR FIELD EXCITER CHOPPER (A6)

The Field Exciter Chopper input (terminals FC1 and FC2) is fed with 24V. Its output
(terminals FC4 and FC5) provides the excitation current to the traction alternator exciter
windings. The three alternator phase current transducers are connected to terminals
FC6, FC7, FC8, and FC9. The field exciter chopper is connected (terminal J9) to the
System Controller.
Figure 3-3. Field Exciter Chopper (photo and schematic)
Chapter 3
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3.2.4 LOW VOLTAGE GROUND FAULT DETECTION AND PROTECTION (A7)

This PC board detects system controller analog and logic wiring leakage against the
truck ground. The information is sent to the System Controller terminals E37 and E38.
A tranzorb is mounted on the PC board and is connected between the 24V unswitched
and its return. The tranzorbs purpose is to bypass any voltage surge above 30V.
Figure 3-4. Low Voltage Ground Fault Detection and Protection (A7) (photo and
schematic)
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3.2.5 CONTACTOR ACKNOWLEDGEMENT
Figure 3-5a. PC Board Performs Several Functions (photo and schematic)

Three voltage dividers read the status of the three retard contactor auxiliary contacts.
The three voltage dividers (shown in Figure 3-5a above) allow recognizing the contactor
status (On/Off).
Figure 3-5b. 24V Unswitched Voltage Divider (schematic)

The schematic (Figure 3-5b above) shows the one voltage divider which reads the truck
24V unswitched.
Four thermistors are used to pre-charge C5L and C5R capacitors during the Inverter
cabinet start up sequence.
Three blocking diodes are used in the 24V control.
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3.2.6 SYSTEM CONTROLLER (A1)
Figure 3-6. System Controller, Encompasses Numerous Functions described

throughout this Manual (photo and schematic)
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3.2.7 ANALOG I/O MODULE (A3)

This PC board has eight analog inputs (listed below). The eight input data are
multiplexed and sent to the System Controller via a 26-conductor ribbon connection.
Alternator stator RTD (temperature)
Alternator bearing RTD (temperature)
Left wheel motor RTD (temperature)
Right wheel motor RTD (temperature)
Accel pedal
Retard pedal
Retard speed
24V unswitched monitoring
Figure 3-7. Analog I/O Module (A3) with View Showing the Eight Analog Inputs
(photo and schematic)
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3.2.8 DIGITAL I/O MODULE (A4)
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.
Channels 9 to 15 are output channels. Refer to the above illustration for

each channels functional description.
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3.2.9 DIGITAL I/O MODULE (A5)
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.
Figures 3-10. Relays K1 and K2 (picture and schematic)

The two relays (K1, K2) are controlled by the digital I/O module A5 channels 4 and 5.
Their contacts K1-NO1, K1-NO2, K2-NO2, and K2-NO3 are used for the Inverter
cabinet turn-on and shutdown sequences.
The contact K2-NO1 is used for the 24V alternator field exciter chopper input.
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.
Figure 3-11b. Relays (K3, K4) (schematic)
Figure 3-12. Relays K11, K12, K13 (photo and schematic)
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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.
K11 controls the retard contactor B1.
When energized, their normally open (NO) contact closes and energizes the retard
contactor coil.
3.2.11 DIODES D5, D6, D7, D8
Figure 3-13. Diodes D5, D6, D7, D8 (photo and schematic)

The four diodes act as blocking diodes and prevent power feedback in each of their
circuits.
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3.2.12 TERMINAL BARS TB1, TB3, TB4, TB7L, TB7R

The terminal bar TB1 provides a wiring connection interface for the following:
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
Dynamic retard lights
TB1-9
Spare
TB1-10 Spare
Figure 3-14. TB1-1 (photo)
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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)
Figure 3-16. TB7L and TB7R (photo)
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Figure 3-17. TB7L (schematic)
Figure 3-18. TB7R (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 contactor B1 is located in the right inverter frame.
The retard contactors B2 and B3 are located in the left inverter frame.
The transient chopper (TC) is located in the right inverter frame.
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3.2.14 INPUT FILTER CAPACITORS AND BLEEDER RESISTORS ASSEMBLY
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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3.2.15 EMI FILTER CAPACITOR AND RESISTOR ASSEMBLY
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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3.2.16 AMBIENT TEMPERATURE SENSOR
Figure 3-22. Ambient Temperature Sensor (photo)

The Inverter ambient temperature sensor is located beside the Truck Controller (TC). It
measures the ambient temperature to detect an abnormal temperature level (above 85
Celsius).
3.2.17 TRUCK CONTROLLER (TC)
Figure 3-23. Truck Controller (photo)

The Truck Controller receives the torque request from the System Controller, the
EWGU motor rotative speed, the dc link voltage, and the output phase current. Based
on this information, the TC generates the turn-on and turn-off pulses which control the
IGBT switching.
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3.2.18 RETARD CONTACTORS B1, B2, B3
B3
B2
B1
Figure 3-24. Retard Contactors B1, B2, B3 (photo and schematic)

The retard contactor, B1, is located at the bottom of the right Inverter frame.
The retard contactors, B2 and B3, are located at the bottom of the left inverter frame.
When energized in dynamic retard, each retard contactor connects one segment of the
retard grid to the dc link.
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3.2.19 CONTACTOR ECONOMY RESISTORS RB1, RB2, RB3
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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3.2.20 TRANSIENT VOLTAGE SUPPRESSOR (TRANZORB) D11, D12, D13
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
Figure 3-27. LEM Voltage Transducer VDC (photo and schematic)

The LEM voltage transducer sends the dc link voltage information to the Truck
Controller.
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3.2.22 LEM CURRENT TRANSDUCERS IB, IC
Figure 3-28. LEM Current Transducers lb, lc (photo and schematic)

The LEM current transducers Ib and Ic send Phase B and Phase C current information
to the Inverter Control.
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3.2.23 SNUBBER RESISTORS R9, R10, R11
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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3.2.24 IGBT PHASE MODULE
Figure 3-30. IGBT Phase Module (photo and schematic)

There are three phase modules per inverter. Each phase module holds four IGBTs
mounted to a copper heat sink, two clamp diodes (D1 and D2) and the clamp
capacitors. Interconnections are provided with a multilayer buss assembly.
The phase modules provide the power switching abilities required for the control and
the generation of a three-phase variable frequency.
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3.2.25 IGBT GATE DRIVER
Figure 3-31. IGBT Gate Driver (photo)

There is one gate driver PC board per phase module. The gate driver receives the
IGBT command signal via an optic fiber and sends the corresponding turn-on pulse to
the IGBT gate.
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3.2.26 TRANSIENT CHOPPER
Figure 3-32. Transient Chopper (photo and schematic)

The transient chopper (TC) is turned on when the dc link voltage exceeds 1950V. It
remains on until the voltage levels off to 1850V. The transient chopper eliminates
voltage transients/spikes.
The transient chopper has 4 LEDs for status and fault indication. Refer to the outline
drawing for LED locations. The LEDs are labeled Power, Fault, Temp, and Current. The
LED operation is as follows.
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.
CURRENT This is a red LED which lights if an overcurrent is detected in the

grid resistor. The fault LED is also lit if this condition occurs.
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3.2.27 CAB DISPLAY
Figure 3-33. Cab Display (photo)

Located in between the two cab seats, the cab display provides real time information
(refer to Chapter 6).
3.2.28 WIRE IDENTIFICATION
An identification label is attached to each wire and cable extremity. The labels are
made of shrink tube and show the following information:
Wire number
Wire origin and destination
Wires and cables are identified as follows:

#100
24V common, also referred to as the truck battery negative
#101 to #199
High Voltage
#200 to #450
Low Voltage
GRND
Truck chassis ground
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
System Controller software
Inverter software also referred to Truck Controller software
Limp Home software
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:
Initializes and starts up each processor.
Performs a self test (checks memory).
Checks for applications (system or inverter software)
Provides the user menu and allows performing each menu function shown
below:
Figure 4-1. Truck PTU Boot Monitor Screen

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The following block diagram shows the relationship between the different software:
Figure 4-2. Software Block Diagram
VDC is dc link voltage (volt)
Ib is the current in Phase B (amp)
Ic is the current in Phase C (amp)
n is the motor rotative speed (rpm)
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SYSTEM CONTROLLER SOFTWARE
The System Controller software has several functions:
Controls the start-up sequence
Controls the truck state
Builds the torque command sent to the Truck Controllers
Controls the engine speed
Controls the traction alternator field
Controls the braking (retard) contactors, relays, warning lights, etc.
Controls retard speed control
Controls overspeed
Controls the shutdown sequence
Fault monitoring
Each function is described in the following Sections.

4.2.1 START UP SEQUENCE
Refer to Chapter 7, drawing 20001-9372 for further information.
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.
Upon release of the park brake:
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).
4.2.2 TRUCK STATE

The Truck State defines the operating modes based on a number of inputs.
The inputs are the operator commands and consist of the accel and retard pedals, and
the shift selector for forward, neutral, and reverse.
The status of these inputs commands the truck operating modes: accel forward, accel
reverse, retard forward, retard reverse, retard stop, neutral, and roll back. Each of these
states commands a specific engine RPM.
The truck state also controls the operating mode changes so as to eliminate any
potential damage to the equipment. For example, a truck may move forward at a speed
of 15 mph, and the operator may choose to shift to reverse without slowing the vehicle!
It is evident that allowing such drastic change would result in severe damage to the
gearbox. If such a drastic change would be attempted, the software latches the current
operating mode and allows changing to reverse only when the speed is under a preset
level.
4.2.3 TORQUE COMMAND
The initial torque command is developed in the System Controller and is sent to the two
Truck Controllers. The System Controller imposes a number of corrections and
limitations (jerk rate) to the torque command.
4.2.4 ACCEL
The signal from the accel pedal defines the fundamental level of the torque command.
The software translates the accel pedal signal into the accel command. The signal
ramp is limited by a jerk limiter. The jerk limitation reduces the initial acceleration,
thereby causing a lesser instantaneous torque to be applied to the drive equipment
(particularly the gearbox).
The accel command is limited by the following criteria:
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 higher speed, the torque is limited by the characteristics of the motorized

wheel (Hp limit function of speed).
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 System software interrupts the traction alternator controls.
The relay K2 is de-energized, interrupting the 24V supply to the phase modules
gate drivers and the alternator field exciter chopper.
When the master switch is OFF:
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.
4.2.10 FAULT MONITORING

To protect the hardware, the System Controller monitors vital systems functions,
variables, and parameters. In the event a functional abnormality occurs, the drive
system may temporarily shut down automatically and a fault message is recorded into
the fault log.
For information about fault monitoring, refer to Chapter 6.
4.3
INVERTER SOFTWARE
The Inverter software has several functions:
Control the torque and speed of the motorized wheels
Calculate the actual current
Initiate interlocks and safeguards
Spin/slide control
Fault monitoring
Each function is described below.

4.3.1 TORQUE AND SPEED CONTROL
The main function of the Inverter software is to drive the phase modules. This means
translating the torque command into ON/OFF pulses to the gate drivers input. The gate
driver output commands the IGBTs to be turned on or off.
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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
resulting in: Ia = - (Ib+ Ic)
4.3.3 INTERLOCKS AND SAFEGUARDS

As previously described, each phase module includes four IGBTs and two diodes. The
Inverter software is constantly monitoring the dc link voltage and the phase current. In
the event of an overvoltage or overcurrent, the IGBT firing pulse will be disabled.
The Inverter software also insures the two upper IGBTs in series with the two lower
ones are not turned on at the same time. If this were to occur, there would be a direct
short circuit between the positive and negative dc link busses; such condition is called
shoot through.
Although the communication between gate drivers and the Truck Controller is achieved
with fiber optics that provide reliable and fast signal transfer, it is imperative to insure a
sent turn-off signal to the upper IGBTs is correctly received prior to sending a turn-on
signal to the lower ones. This is achieved by monitoring the command signal and the
corresponding status signal (acknowledgment).
In the event the status signal does not match the command signal, a fatal fault is
triggered, resulting in immediate shutdown of the inverters.
4.3.4 SPIN/SLIDE CONTROL
Due to loss of adhesion between the ground and the tire(s), one or two wheels may be
spinning in accel or sliding in retard. Spin/slide is detected during an instantaneous
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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
LIMP HOME SOFTWARE
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
Limp-home command, ignore Left inverter. The Right inverter is operational.
LIMPR
Limp-home command, ignore Right inverter. The Left inverter is operational.
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:
Loading software to the System Controller and Truck Controller
Monitoring in real time command signals, parameters, feedback information, and

equipment status
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
The PTU-Truck software must be loaded on a Microsoft Windows-based laptop or

desktop. The PTU-Truck software is available on CD.
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.
Figure 5-1. PTU-Truck Installation Screen
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Click OK
Figure 5-2. To Begin Installation of the PTU-Truck Software, Click on the Icon
Button
The PTU-Truck software automatically creates a PTU-Truck folder in the

Program Files directory. This is the default setting, and it is recommended you
accept that file path. Click the setup icon button.
Figure 5-3. The Choose Program Group Screen
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Select PTU-Truck, and click Continue.
The downloading process is now initiated. As part of the installation progress,

screens showing Installing data access components.. and downloading
files will briefly appear.
At the conclusion of the installation, this notification appears.
Figure 5-4. This Prompt Appears after PT-Truck Software is Loaded
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.
On your desktop, click My Computer.
Select Drive C.
Select and open the Program Files folder.
Select and open the PTU-Truck folder.
Right click and drag the PTU-Truck icon onto the desktop to the desired
location and release the right button.
Figure 5-5. The PTU-Truck Desktop Icon
A box will appear asking Create Shortcut. Click that choice.
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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PTU-TRUCK SOFTWARE UPDATES INSTALLATION
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.
Select and open the PTU-Truck folder
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.
Figure 5-6. Updated Software Shortcut Icon
5.5
A box will appear asking Create Shortcut. Click that choice.

START THE PTU-TRUCK APPLICATION
The PTU-Truck operates in two modes:
Online: when a laptop is connected to the truck ac drive controls.
Offline: when a laptop is NOT connected to the truck controls.
5.5.1 NORMAL MODE PROCEDURE
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.
The Open Comm Port dialog box appears.
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Figure 5-7. The Open Comm. Port Dialog Box
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).
Click OK and the following screen appears.
Figure 5-8. The PTU-Truck Main Screen

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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 a new System Controller PC board is installed.
When the last time the truck was shut down, the System Controller was in Boot
Monitor mode
When the System Controller battery is failing.
Type G to exit Boot Monitor. The following screen appears.
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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
where xxxxxx is the software version.
NOTE: Do not load software from a CD or e-mail attachment. Always save

software in the PTU-Truck folder.
5.6.1 SYSTEM SOFTWARE LOADING PROCEDURE
Open the main PTU-Truck screen:
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Figure 5-11. The Opening PTU-Truck Main Screen
Type RST, and then press Enter. The following screen appears.
Figure 5-12. Keying in RST and Pressing Enter Opens this Screen
Type D for D)ownload, and the following screen appears:
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Figure 5-13. The Main Screen After Typing D for D)ownload
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:
Once downloading is completed, Downloaded successfully. Flash burn

completed appears. This indicates the program download was
successful, and the flash memory was automatically burnt successfully.
If anything other than Downloaded successfully appears, try
downloading one more time.
If anything other than Flash burn completed appears, type F for
manual Flash burn.
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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Figure 5-16. Resetting the Fault Log

The download process is complete, and the system is ready to run.
The System Controller two-digit display should indicate 00 (no fault and
communication between the System Controller and the two Truck Controllers are
enabled).
5.7
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
where xxxxxx is the software version.
NOTE: Do not load software from a CD or E-mail attachment. Always save

software in the PTU-Truck folder.
5.7.1 INVERTER SOFTWARE LOADING PROCEDURE
Inverter software must be loaded in the Truck Controller one file at a time.
5.7.1.1
FRONT (LEFT) INVERTER
connector on the other end) between a laptop RS-232 serial port and the left Truck
Controller serial port (J9).
5.7.1.2
REAR (RIGHT) INVERTER
connector on the other end) between a laptop RS-232 serial port and the right Truck
Controller serial port (J9).
Figure 5-17. Truck Controller
Open the main PTU-Truck screen
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As Inverter software loading is identical to system software loading, refer to

the system software loading procedure.
Once the download is completed:

o Type F for F)lash burn
o Type G for G)o application
NOTE: Insure the SAME software version is loaded into each inverter.
5.8
REAL TIME MONITORING OPERATION
There are two real time monitoring modes:
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.
System Performance Real Time with a .3 second refreshing rate.
When the PTU is connected to either Inverter, the following displays are available.
Inverter Real Time Display with access to the power screen
Vector screen and a .3 second refreshing rate
5.8.1 SYSTEM REAL TIME DISPLAY SCREEN

To access the System Real Time screen, complete the following.
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.
Start the PTU-Truck program.
From the menu bar, select Real Time Display.
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Figure 5-18. Real Time Pull Down Menu

After selecting Real time Display, the following screen appears:
Figure 5-19. System Real Time Display

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The System Real Time display is divided into a number of quadrants.

On the left side are the commands values from the operator (pedals), the engine
commands, the alternator command and the general basic control commands initiated
by the System Controller.
The center part has information on fault occurrence and actual values corresponding to
the commands for the engine and alternator.
In the lower right corner is information from the left and right inverters.
Additionally, the retard grids status is provided and a number of temperature levels are
displayed.
5.8.2 DIGITAL I/O SCREEN
From the Real Time Display menu bar, select Digital I/O, and the following screen
appears:
Figure 5-20. System Digital I/O Screen
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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.
Figure 5-21. System Performance Display Screen

The System Performance Display screen is a simplified version of the System Real
Time Display.
5.8.4 INVERTER REAL TIME DISPLAY
To access the Inverter Real Time Display screen:
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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Figure 5-22. Truck Controller with Serial Port J9
Start the PTU-Truck program
From the menu bar, select Real Time Display. The following screen appears.
Figure 5-23. Inverter Real Time Display
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From the Inverter Real Time display menu bar, select Power. The following
screen appears.
Figure 5-24. Inverter Power Data Display
From the Inverter Real Time Display menu bar, select Vector, and the following
screen appears.
Figure 5-25. Inverter Vector Display

NOTE:
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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5.8.5 E- FAULT SCREEN

When a truck is in service, faults may occur. Faults are logged and saved in the System
Controller temporary memory. The following describes how to access the stored fault.
The fault summary is the Fault Log.
To access Fault Log
From the PTU-Truck main screen menu bar, click on Faults.
Figure 5-26. Fault Screen
On the Fault screen menu bar, click on the Download Faults pull down menu
and select Screen Only.
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Figure 5-27. The Download Faults Pull Down Menu
The Fault screen has the same format than the Real time screen and it displays
the most recent fault occurrence.
Figure 5-28a. Fault Display

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Figure 5-28b. Fault Display
Figure 5-28c. Fault Display
Selecting the Fault Record field and scrolling allows viewing of each recorded
fault. For each fault occurrence, the following relevant information is recorded:
NOTE:
The Fault screen is highly valuable in providing information for

troubleshooting purposes. For troubleshooting, refer to Chapter 6.
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5.8.6 F-LOAD BOX

The load box test is designed to test the engines power output capability. The engine
load is provided by the traction alternator. The load on the alternator is provided with
two of the retard resistors. Full engine load at approximately normal voltage and current
are achieved by using two retard resistors. The inverters are off for this test.
The test is performed in a closed loop mode where the system controller automatically
controls the alternator excitation to optimize the engine load. The optimum load is
defined as the following: when the engine speed is about 15 rpm below the engine
speed command. At full load, the engine speed should be 11795 to 1800 rpm. The
automatic mode of operation is designed to test the maximum engine power output and
should normally be used for a peak power test.
The Load Box test is useful for evaluating the traction alternator performances, the
characteristics of at least 2 out of 3 retard grids, and the functionality of the retard grid
blower.
5.8.7 LOAD BOX TEST PROCEDURE
DANGER: The load box test is performed up to full power. Although the park
brake is applied and the inverters are turned off during the process, it
is recommended the test is run with the truck parked on a level
surface. Insure all mine safety procedures are followed prior to
running the test.
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.
Figure 5-29. Engine HP Set dialog Box
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The 1200 HP value is the recommended default value. Set this at the test
beginning.
Click Set, and the following screen appears.

The load box screen is essentially identical to the System Real-Time screen. At the
screen bottom, a number of commands are available to perform the test. The RD
button is used to begin and stop the test. Once the test begins, the engine HP demand
can be adjusted in 100 HP increments and 1 HP.
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
TO SAVE A SYSTEM REAL TIME DATA FILE
Open the System Real Time Display; click the File button, located in the menu
bar.
Click Store in File, and the following window appears:
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Figure 5-32. Save System Real Time File
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
TO SAVE THE FAULT LOG
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
Select Save in File, and the following window appears.
Figure 5-34. Save Fault Log File
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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TO SAVE A DEBUG FILE
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.
Figure 5-35. Save Debug File Screen
Click Save. The Save Debug File window disappears, and the file is saved.
5.8.8.4
TO SAVE PERFORMANCE FILES
Click on Performance in the PTU-Truck Main Screen, and the following screen
appears.
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Figure 5-36. Save Performance File Screen
Click Save. The Save Performance File window disappears, and the file is
saved.
5.8.9 RECALLING SAVED DATA

Under some circumstances, it may be necessary to recall saved data for the purposes
of troubleshooting, viewing, and analyzing. Recalling saved data may be done in either
of the following methods:
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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TO RECALL SYSTEM REAL-TIME DISPLAY, INCLUDING LOAD BOX

TESTS
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:
Figure 5-37. Real Time Drop Down Menu
The following window appears.
Figure 5-38. The Open Screen Allows Review of Files
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Select the file name to review and click Open. The System Real Time Display
screen appears.
Figure 5-39. System Real Time Display for Reviewing Files
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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TO RECALL A FAULT LOG
From the PTU-Truck main screen, click on the Faults button. A blank fault
screen appears.
Figure 5-40. The Blank Fault Screen
On the menu bar, click on Open Fault File.
Figure 5-41. The Open Fault Log File Screen

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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.
Figure 5-42. A Specific Fault File May Be Accessed

The Fault screen displays a snapshot for each recorded fault.
The Off-line display is nearly identical to the online display with two exceptions:
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
TO RECALL A DEBUG FILE
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:
Figure 5-43a. Debug File
Select file from the menu bar and Open from the drop down menu:
Figure 5-43b. Debug File

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The main PTU folder appears showing all saved files:
Figure 5-43c. Saved Files
Select the debug file that need plotting:
Figure 5-43d. Debug Files that Need Plotting

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Select Graph 1 and graph from the drop down menu:
Figure 5-43e. Graph 1
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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Figure 5-43f. Debug File
Double click the plot window for changes to take effect.
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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Figure 5-43g. Debug File
Double click the plot window for changes to take effect.
5.8.10 SETTING VARIABLES

A number of variables require the setting to be configured.
The following variables require settings to match hardware characteristics:
Accel pedal minimum
Accel pedal maximum
Retard pedal minimum
Retard pedal maximum
The following variables require setting values provided by the customer mine operation
and the truck manufacturer:
Empty truck speed limit (overspeed)
Loaded truck speed limit (overspeed)
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Overspeed delta (penalty)
Dump body up maximum speed
Low blower pressure maximum speed
Speed event 1
Speed event 2
Truck ID number
Blower drive frequency (manual mode only BMAN command)
Speed limit (overspeed) preemption
Overspeed logging
The last setting is
Date and time
NOTE: If the System Controller PC board (P/N 20001-9507) is removed and

replaced, every setting value must be re-entered.
In the event an accel pedal or a retard pedal is removed and replaced,
only the corresponding setting must be re-entered.
The following table shows the variables name, short cut, and default value:
Table 5-1. Variables
Variable Name
Chapter 5
Short Cut
Default Value
Accel pedal minimum
C1
2000
Accel pedal maximum
C2
22000
Retard pedal minimum
C3
2000
Retard pedal maximum
C4
14000
Empty overspeed limit
C5
36
Loaded overspeed limit
C6
25
Overspeed delta
C7
Dump body up maximum speed
C8
Low blower pressure max speed
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
Blower drive frequency in manual

mode
C15
Overspeed preemption
C16
Overspeed logging
C17
Overload speed limit
C18
5.8.10.1 TO SET ALL VARIABLES TO THEIR DEFAULT VALUES
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.
5.8.10.2 TO SET EACH VARIABLE

The standard format for setting each value is as follows:
Short cut
Variable name
Current value
New value
5.8.10.3 TO VERIFY AND SET THE ACCEL AND RETARD PEDALS

With time, some mechanical components (accel and retard pedals) may deteriorate. It
is good practice to verify, at regular intervals, the validity of some of the values and
reset them, as needed.
The setting process is accomplished in two steps.
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
Type in the new value, and press Enter.
Repeat this process for C2, C3, and C4.
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.
5.8.10.4 OVERSPEEDS C5 AND C6

Based on the mine profile and the mine standard operating procedures, speed limits
may be set for unloaded (empty) and loaded trucks. For this second example, to set the
Empty Overspeed Limit with C5 shortcut, complete the following:
At the prompt >, type the shortcut (for this example, C5) and press Enter.
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Type the new value, and press Enter.
5.8.10.5 OVERSPEED DELTA (PENALTY) C7

Once a truck reaches the overspeed threshold, either loaded or empty, the overspeed
delta variable is a penalty that forces the trucks speed to be reduced to a specific level
prior releasing the controls back to the driver.
5.8.10.6 DUMP BODY UP MAX SPEED C8
This setting will limit the maximum speed at which the truck can move with the dump
body up. The truck will operate in forward only, reverse is disabled.
5.8.10.7 LOW BLOWER PRESSURE SPEED LIMIT C9
This setting will limit the truck maximum speed in the event the traction blower pressure
is too low. Low pressure is detected by the axle box pressure switch.
5.8.10.8 SPEED EVENTS 1 AND 2, C10 AND C11
Speed events 1 and 2 are the threshold set function of speed. These two functions are
used by the truck manufacturer. Refer to the truck manufacturers manual for details.
5.8.10.9 TRUCK NUMBER C12
This variable will set the truck number (usually the mine number). This number is used
in the file name when saving data (e.g., fault log, real time display, etc.).
5.8.10.10 BLOWER DRIVE FREQUENCY IN MANUAL MODE C15
This setting will set the frequency controlling the traction blower in manual mode only.
Requires command BMAN to switch blower manual mode ON/OFF.
5.8.10.11 SPEED LIMIT (OVERSPEED) PREEMPTION C16
This setting will dictate the speed at which the accel torque command decreases prior
reaching the speed limit set point.
5.8.10.12 SPEED LIMIT (OVERSPEED) LOGGING C17
This setting will add a delta value to the speed limit (overspeed) to set the speed at
which the overspeed event will be recorded in the fault log.
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5.8.10.13 OVERLOAD SPEED LIMIT C18

This setting will limit the maximum speed at which the truck can move when the
payload exceeds limit set in the weigh system. The speed limit applies while truck is in
forward or reverse.
5.8.10.14 DATE/TIME
Local date and time will be set into the System Controller. This information is used in
stamping date/time in data (e.g., Fault Log, Real Time Display, etc.).
Procedure to set Date/Time
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.
Figure 5-46. The Open Comm Port Selection Box
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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VARIABLE AND SHORT CUT LIST
Typing H at the PTU main screen prompt will display the following variable and short
cut list:
Figure 5-47. PTU Main Screen

Table 5-2. Variables and Short Cuts List
Short Cut
Chapter 5
Description
C1
Accel pedal minimum calibration
C2
Accel pedal maximum calibration
C3
Retard pedal minimum calibration
C4
Retard pedal maximum calibration
C5
Unloaded truck speed limit
C6
Loaded truck speed limit
C7
Over speed delta (penalty)
C8
Dump body up max speed
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Short Cut
C10
Speed event1
C11
Speed event2
C12
Truck number
C13
N/A
C14
N/A
C15
Blower manual mode frequency, works with <BMAN>
C16
C17
Speed limit (overspeed) logging
C18
Overload speed limit
BIGN
Ignore blower fault
BMAN
Blower manual mode ON/OFF

Clear faults, debug
CON
Display contactor usage
DEB
Start recording debug data
DEC
Stop recording debug data
DED
Display debug data

Clear fault log
Help
IP
Initialize Parameters (default values)
LIMPL
Limp-home command, ignore left inverter
LIMPR
Limp-home command, ignore right inverter
RST
Return to Boot Monitor
SW
Set word
SEE
See all parameters setting
SD
Set decimal word
ST
Display drive status
TS
Digital I/O test mode
TSON
VER
Chapter 5
Check Blower drive status, ON/OFF
CLR
ERASE
Description
C9
CB
Revision:
All I/Os ON during test mode

System software version and truck
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MT6300 Cheat Sheet

Short cut list:
C1
C2
C3
C4
C5
C6
C7
C8
C9
C10
C11
C12
C13
C14
C15
C16
C17
C18
BIGN
BMAN
CB
CLR
CON
DEB
DEC
DED
ERASE
H
IP
LIMPL
LIMPR
RST
SW
SD
ST
TS
TSON
VER
Accel pedal minimum calibration

Accel pedal maximum calibration
Retard pedal minimum calibration
Retard pedal maximum calibration
Unloaded truck speed limit
Loaded truck speed limit
Over speed delta (penalty)
Speed event1
Speed event2
Truck number
N/A
N/A
Blower manual mode frequency, works with <BMAN>
Speed limit (overspeed) logging
Overload
Ignore blower fault
Blower manual mode ON/OFF
Check Blower drive status, ON/OFF
Clear faults, debug
Display contactor usage
Start taking debug data
Stop taking debug data
Display debug data
Clear fault log
Help
Initialize Parameters (default values)
Limp-home command, ignore left inverter
Limp-home command, ignore right inverter
Return to Boot Monitor
Set word
Set decimal word
Display drive status
Digital I/O test mode
All I/Os ON during test mode
System software version and truck number
System software download:
Inverter Software download:
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
When a fault occurs, the following takes place.
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).
A number/letter shows on the two-digit display.
An entry is made in the Fault Log.
There are three types of faults.
Fatal fault with automatic reset

This results in:
o The light entitled System Fault, located in the cab, is turned ON and
the cab fault alarm is activated.
o The traction alternator is shut down. Accel is disabled. Dynamic retard
is disabled.
o A fault message is recorded in the Fault Log.
o The drive self resets within six seconds. If the fault condition has
cleared up, the drive system continues to operate normally. If the fatal
fault condition persists, the drive system shuts down again. In this
case, event diagnostics and repair are required.
Fatal fault requiring manual reset

This results in:
o The light entitled System Fault, located in the cab, is turned ON and
the cab fault alarm is activated.
o The traction alternator is shut down. Accel is disabled. Dynamic retard
is disabled.
o A fault message is recorded in the Fault Log.
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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)
Left drive fault
Right drive fault
+/-15vdc or 5V fault
24v under voltage
Comm Failure Left Inverter
10
Comm Failure Right Inverter
13
Alternator over current
14
Alt/DC link Ground Fault
15
24v over voltage
18
Alternator stator winding temp (180C)
22
Grid fan motor failure
23
Contactor failed to open
24
Axle box low pressure
27
Stop Engine
28
Engine underspeed
29
DC link voltage LEM fault
34
Traction Motor Ground fault
35
Incorrect B1 grid bank aux
36
37

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Event (System)
41
Blower Drive output ground fault
42
Service brake applied >3mph
NOTE: Faults number 14, 34, and 41 do not self reset.
The following advisory faults listed below are detailed later in this Section.
Table 6-2. Advisory Faults
Fault #
Event (System)
Transient chopper overload
24vdc unswitched power loss
11
Alternator Failed to Start
19
Alternator bearing temp (110C)
20
Left wheel motor, stator temp (210C)
21
Right wheel motor, stator temp (210C)
25
Truck over speed
26
Blower lost communication
30
Blower failure (undervoltage)
31
K1 Relay Opened
32
Overload
39
Inter-Inverter Comm Fail
40
ICM Overtemperature (85 C)
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
DC Link under voltage
PWM Failure
Five types of Fault information are available:

1) The System Controller Two Digit Display
2) The Fault log accessed through the Truck-PTU Faults screen
3) The System Controller <ST> System Status gives current/actual information
4) The Inverter Control <ST> System Status gives the current/actual information
including IGBT status
5) The Cab Display
6.2
TWO DIGIT DISPLAY
A two-digit display, located on the System Controller and displayed in

hexadecimal format, presents two values from 0 to E, as shown in Figure 6-1.
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Figure 6-1. The System Controller 2-Digit Display

When no fault has occurred, the display shows 00. When a fault is detected, the display
shows any combination of two digits. To match the two digits to the corresponding fault
message, refer to Table 6-4:
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Table 6-4. Two Digit Fault Message

0 No fatal fault
1 Alternator stator winding temp
2 Alternator bearing temp
3 Left wheel motor, stator temp
4 Right wheel motor, stator temp
5 Grid fan motor failure
2nd Digit
6 Contactor failed to open

7 Axle box low pressure
8 Truck over speed
9 Blower lost communication
A Stop engine
B Engine underspeed
C DC link voltage LEM fault
D Blower failure
E K1 Relay Opened
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
8 Communications Failure Left Inverter

9 Communications Failure Right Inverter
A Alternator Failed to Start
B N/A
C Alternator over current
D Ground Fault
E 24v over voltage
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In Table 6-4 above, the display shows 0A.
6.3
The first digit, A, indicates Alternator Failed to Start.
The second digit, 0, indicates No Advisory Fault.
Under a fault condition, it is possible a number of different faults are detected. As

the two-digit display shows only the top fault in the hierarchy of seriousness. The
information is, therefore, of limited value with regards to diagnostic and
troubleshooting and must be followed up with PTU interaction.
FAULT SCREEN, FAULT LOG
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:
Figure 6-2a. The Fault Screen
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Figure 6-2b. The Fault Screen

Contrary to the two-digit fault display which shows the most important fault, the fault
screen lists all the different faults that occurred. It provides a fault summary for the
entire ac drive (i.e., alternator, system controller, inverters, 24V, etc.).
As faults are recorded with a time stamp (date and time), scrolling through the list of
recorded faults reveals if a fault occurred only once or is repetitive. As mentioned
before, more than one fault message may be recorded at the time a fault is detected. It
is advisable to focus, for troubleshooting purposes, on the top fault as the other faults
may be of a consequential nature.
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Later is this chapter, troubleshooting guidelines are provided for each fault message.
6.4
SYSTEM CONTROLLER <ST> SYSTEM STATUS
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:
Connect the PTU to the System Controller.
Open the PTU-TRUCK main screen.
At the prompt (>), type ST and press Enter.
The following screen appears:
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:
Date and time
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Communication status with the left and right inverter
Current operating conditions
Speed, mode and command conditions.
Revision:
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,
Communications failure Left Inverter
Comm Left: 0F73
Comm Right: 0000
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
TRUCK CONTROLLER <ST> SYSTEM STATUS
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 can only be accessed from the Truck Controller.
It only provides information from the inverter to which the PTU is connected.
It displays the IGBT status.
To access the <ST> System Status
Connect the PTU to the J9 serial port located on the Truck Controller.
Open the PTU Truck main screen.
At the prompt >, type ST and press Enter.
The following screen appears:
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Figure 6-4. The Main Screen Showing System Status

The IGBT gate driver status consists of three groups of five bits. A normal status with
the inverter OFF and dc link voltage ON would be:
00000 00000 00000
The first group of bits indicates the status for Phase C.
The second group of bits indicates the status for Phase B.
The third group of bits indicates the status for Phase A.
For each phase, the gate driver status bits (numbered right to left) are as follows:
bit 0 -> Phase lower IGBT fault (0 = no fault)
bit 1 -> Phase upper IGBT fault (0 = no fault)
bit 2 -> Phase commanded state (1 = upper on, 0 = lower on)
bit 3 -> Phase lower IGBT status (0 = off)
bit 4 -> Phase upper IGBT status (0 = off)
The status displayed is different if a gate fault occurred. In the case of a gate fault, a
fault message will be displayed, followed by the same three groups of five bits.
For example:
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Figure 6-5. The Main Screen Showing System Status When a Gate Fault Occurs
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:
Failure of an IGBT to turn on when commanded
A bad command fiber optic
A defective gate driver
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:
The corresponding IGBT is shorted
The fiber optic link has failed (either command or status)
The gate driver board has lost power (24 Volts) or
The IGBT is ON.
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.
Figure 6-6. The Cab Display Showing a Fault Text Message

6.7
FAULT TROUBLESHOOTING
6.7.1 TRUCK DRIVE SYSTEM FAULT - TROUBLESHOOTING PROCEDURE
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.
6.7.2 SYSTEM CONTROLLER FAULT

6.7.2.1
2. LEFT DRIVE FAULT
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
3. RIGHT DRIVE FAULT
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
4. TRANSIENT CHOPPER OVERLOAD
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
Check the TC LEDs:

o A TEMP fault indicates excessive temperature of the transient chopped heat
sink. Remedies are to check for proper airflow over the heat sink, proper
temperature of the cooling air, and a less than maximum duty cycle.
Excessive duty cycles may be caused by the failure of a contactor for the
main grid resistors.
o A CURRENT fault indicates excessive current in the grid resistor. Remedies
are to check for proper resistance of the resistor element and to verify the
element is not shorted to ground.
o A FAULT LED, without either the current or the temp LED, indicates an
internal fault condition. Remedies are to check for proper logic supply
voltage.
Remove and replace the transient chopper assembly (# 20001-1401).
6.7.2.4
5. 24VDC UNSWITCHED POWER LOSS
Description
This fault is triggered when the unswitched 24VDC is interrupted.
Action
Refer to Chapter 7, Schematic # 20001-9372.
Check the voltage between TB1-1 and TB1-3. If the reading is below 24 volts,
refer to the truck manufacturers troubleshooting guide.
Check the status of the breaker CB4.
Measure the System Controller terminal E41 for presence of 24VDC.
Check the diode D5 in the System Controller assembly.
6.7.2.5
6. NOT USED
6.7.2.6
7. +/- 15V OR 5V FAULT
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 status of breakers CB4 and CB5.
Check diodes D5, D7, and D8.
Ensure the relay K3 (24V supply relay) is energized.
Ensure the K3 NO contact is closed.
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.
Check the status of breaker CB4.
Measure the System Controller terminal E41 for presence of 24 VDC.
Check the diode D5 in the System Controller assembly.
6.7.2.8
9. COMMUNICATIONS FAILURE LEFT INVERTER
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.
Measure the fiber attenuation (must be <21dB).
If fault persists, replace system controller PC board, or Truck controller, or fiber

optic.
6.7.2.9
10. COMMUNICATION FAILURE RIGHT INVERTER
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).
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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).
paper.

optic.
6.7.2.10 11. ALTERNATOR FAILED TO START

Description
This fault indicates failure of the traction alternator main rectifier output (dc link) to
reach 400V within 5 seconds.
Action
Check for proper engine operation (refer to the truck manufacturers manual).
Perform a load box test (refer to chapter 5).
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.
6.7.2.11 13. ALTERNATOR OVER CURRENT

Description
This fault is triggered when the alternator output current exceeds 2700 Amps.
Action
Check for any sign of the DC link short circuit.
Check the Inverter System Status (ST) screen for indication of shorted IGBTs.
Check for possible retard (braking) contactors stuck in closed position.
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6.7.2.12 14. ALT/DC LINK GROUND FAULT

Description
This fault is triggered when a leakage of more than 0.5 amps occurs between the
ground and the alternator winding including alternator blower motor or between the
ground and the DC link.
Action
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)
Check the neutral ground resistor ohm value (500 ohms).
Inspect the ground LEM wiring.
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.
6.7.2.13 15. 24V OVERVOLTAGE

Description
This fault is triggered when the 24V supply is larger than 32V. 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 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
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Revision:
6.7.2.14 18. ALTERNATOR STATOR WINDING TEMPERATURE

Description
This fault is triggered when the alternator stator winding temperature reaches 180C.
Action
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.
Ensure the blower motor is rotating in the correct direction.
This fault may be caused by overload or extreme duty cycle. Verify the truck
operating conditions.
6.7.2.15 19. ALTERNATOR BEARING TEMPERATURE

Description
This fault is triggered when the alternator bearing temperature reaches 110C.
Action
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.
Check the bearing lubrication. Refer to the alternator manufacturers manual.
6.7.2.16 20. LEFT WHEEL MOTOR STATOR TEMPERATURE

Description
This fault is triggered when the left EWGU motor stator temperature reaches 210C.
Action
Ensure there is no obstruction and/or leak in the air duct.
Check for proper operation of the traction blower drive.
Verify truck duty cycle and ensure the truck is not overloaded.
Chapter 6
Page 20 of 35
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Number:
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Revision:
6.7.2.17 21. RIGHT WHEEL MOTOR STATOR TEMPERATURE

Description
This fault is triggered when the right EWGU motor stator temperature reaches 210C.
Action
Check for proper operation of the traction blower drive.
Verify truck duty cycle and ensure the truck is not overloaded.
6.7.2.18 22. GRID FAN MOTOR FAILURE

Description
This fault is triggered when the retard grid blower motor current exceeds 300 Amp or is
less than 20 Amp for more than 5 seconds.
The system checks if the blower motor has a short or has mechanically seized (high
current) or if it starts at all (where under normal circumstances the current is higher than
20 Amp).
The goal is to insure proper cooling of the retard grid.
Action
Check if the blower rotates freely.
Insure motor brushes move freely within the brush holders
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.
Check for proper operation of the retard (braking) contactor B1.
Check the Real Time Screen.
6.7.2.19 23. CONTACTOR FAILED TO OPEN

Description
This fault is triggered when any of the three retard (braking) contactors fail to open.
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Revision:
Action
Check the contactor main contact for evidence of welded contact.
Check that the contactor plunger moves freely.
Open the Real Time screen and verify proper function of the auxiliary contacts.
6.7.2.20 24. AXLE BOX PRESSURE SWITCH

Description
This fault is triggered when the EWGUs cooling airflow pressure in the axle box is too
low.
Action
Check for obstruction or leak in the air duct.
Insure axle box door is closed.
Insure traction blower is rotating in the correct direction.
Verify axle pressure switch settings. Refer to the truck manufacturers

troubleshooting guidelines.
6.7.2.21 25. TRUCK OVERSPEED

Description
This event is triggered when the truck speed exceeds the maximum operating speed
set by the mine. Generally, the maximum speed allowed is the empty overspeed limit,
established when the variables are set (refer to chapter 5, setting variables).
Action
Drive the truck within the permitted speed limits.
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.
6.7.2.22 26. BLOWER LOST COMMUNICATION

Description
This fault is triggered when the communication link between the blower inverter and the
system controller is interrupted for more than 45 seconds.
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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.
Remove and replace the blower inverter control PC board.
Check the serial cable between the blower inverter RS232 and the system
controller.
Replace the blower inverter.
6.7.2.23 27. STOP ENGINE

Description
This fault message is a repeat of the STOP ENGINE light, located in the cab. It is
triggered by the engine control box.
Action
Refer to the truck manufacturers troubleshooting guidelines.
6.7.2.24 28. ENGINE UNDERSPEED
Description
This fault message is triggered when the actual engine rpm is lower than the idle rpm
less 50 rpm (i.e. 600 rpm for MT6300)
Action
Run a load box test, check engine rpm command varies with power demand. If
not remove and replace system controller PC board.
Have engine checked.
6.7.2.25 29. DC LINK VOLTAGE LEM FAULT

Description
This fault is triggered when a difference of 200 volts exists between the left and right
LEM voltage transducers and for more than 100 msec.
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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.
Prior to replacing hardware, please send fault log to GA.
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Revision:
6.7.2.27 31. K1 RELAY OPENED

Description
This event is recorded when the command signal to energize K1 is sent to I/O module
A4-4 and the relay does not close.
Action
This information allows for defining if a software control or hardware issue

resulted in loss of 24volts power to the ICMs and transient chopper.
It is to be treated as information only in conjunction with other information

provided by additional fault message.
6.7.2.28 32. OVERLOAD

Description
This event is recorded when the payload exceeds the overload limit set in the truck
weigh system
Action
Driver is to dump the payload. No trouble shooting required.
6.7.2.29 33. NOT USED
6.7.2.30 34. TRACTION MOTOR GROUND FAULT
Description
This fault is triggered when a ground condition is detected on the Inverter AC drive
output. It includes any three phase output of left and right inverter, associated cabling
from inverter to traction motor connections in the axle box, and the traction motors
themselves.
Action
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
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Number:
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Revision:
6.7.2.31 35. INCORRECT B1 GRID BANK AUX

Description
This fault is triggered when, within 360 msec, the contactor B1 feedback status does
not match the contactor B1 command.
Action
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.
Refer to chapter 7, schematic # 20001-9361, to check that the auxiliary contact

assembly is properly wired.
If the wiring is correct, remove and replace the contactor auxiliary contact
assembly (refer to Chapter 9).

Description
not match the contactor B2 command. Note that the contactors B2 and B3 cannot be
energized unless the contactor B1 is energized and closed.
Action
Chapter 6
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Description
not match the contactor B3 command. Note: contactors B2 and B3 cannot be energized
unless the contactor B1 is energized and closed.
Action

6.7.2.34 38. NOT USED

6.7.2.35 39. INTER-INVERTER COMMUNICATION FAIL
Description
This fault is triggered when truck controller inter-communication is interrupted for more
than 250 msec.
Action
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).
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paper.
If fault persists, replace Truck controller, or fiber optic.
6.7.2.36 40. ICM OVERTEMPERATURE (85C)

Description
This fault is triggered when the temperature within the truck controller exceeds 85C.
Action
Ensure the drive cabinet doors are closed and sealed.
If fault persists, replace the truck controller.
6.7.2.37 41. BLOWER DRIVE OUTPUT GROUND FAULT

Description
This fault is triggered when excessive leakage is detected between the blower drive
three phase output (includes cable to the motor and motor) and the ground.
Action
At the blower inverter output terminal bar, disconnect the three phase cable
going to the traction blower motor.
Megger and Hipot cable and motor against ground.
As needed repair cable or replace motor.
6.7.2.38 42. SERVICE BRAKE APPLIED >3MPH

Description
This event is triggered when service brake is applied at speed above 3 mph (4.8 km/h).
Action
No action required.
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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
Check the fault log for additional information:

o 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 fault is described).
o A gate driver may be defective, which would be indicated by the
corresponding Phase A, B, or C Upper or Lower Gate Fault message (later
in this chapter, action for such fault is described).
o Download and transmit debug to GA.
6.8.2 DC LINK UNDERVOLTAGE

Description
This fault is triggered when the dc link voltage is below 200 Volts.
Action
Access the System Real Time screen.
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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.
Perform a load Box up to maximum power demand.
Check the traction alternator for proper operation and voltage output.
Ensure engine is operating properly.
6.8.3 DC LINK OVERVOLTAGE, HARDWARE OVERVOLTAGE

Description
The dc link overvoltage fault is triggered when the DC link voltage is above 2000V.
The hardware overvoltage fault is triggered when the DC link voltage is above 2100V.
The DC link overvoltage is a software fault; hardware overvoltage is a fault triggered by
the hardware (PC board) and provides for additional protection.
Action
Insure the transient chopper is operating properly. Refer to system fault number
4, transient chopper overload, for troubleshooting.
Access the System Real Time screen.
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.
Perform a load Box up to maximum power demand.
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.
Download and transmit debug to GA.
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6.8.4 PHASE A, B, OR C UPPER GATE FAULT; OR PHASE A, B, OR C LOWER

GATE FAULT
Description
This fault is triggered when either the turn-on or the turn-off pulse status does not
match the corresponding command signal.
Action
Check the fiber optic link between the Truck Controller and the corresponding
gate driver.
paper.
Check for possible 24V power loss to the gate driver.
If the fault persists, remove and replace the faulty phase module gate driver.
6.8.5 HARDWARE 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.
This fault message is redundant to the Phase A, B, or C overcurrent fault message.
Action
Check the Fault Log for additional information:
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).
A gate driver may be defective, which would be indicated by the corresponding

Phase A, B, or C Upper or Lower Gate Fault message (later in this chapter,
action for such a fault is described).
Chapter 6
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6.8.6 MOTOR OVERSPEED

Description
This fault is triggered when any of the two EWGU motor rotative speeds exceed 4000
rpm corresponding to a 40 mph truck speed.
Action
No troubleshooting required.
Inform the mine of the overspeed situation.
Request operating the truck within the permitted speed limits.
6.8.7 PHASE A, B, OR C REPETITIVE OVERLOAD

Description
This fault is triggered when an instantaneous current over 2200 Amps is detected in a
phase. This fault will cause an immediate shutdown of the faulty phase. 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
Remove and replace the gate driver, if the fault persists, remove and replace the
phase module.
6.8.8 IGBT GATE STATUS FAIL

Description
This fault is triggered when the IGBTs are not completely turned off when gate
command is off.
Action
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.
Remove and replace the gate driver.
If the fault persists, replace the phase module.
Chapter 6
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Revision:
6.8.9 HARDWARE FAULT (FROM ALTERA)

Description
This fault message is a header and is triggered when any hardware fault is detected.
The processor will immediately turn off the faulty inverter.
Action
Check the fault log, the System Controller Status screen and then the Inverter
Status screen for additional fault message.
6.8.10 +/-15V POWER SUPPLY FAILED

Description
This fault is triggered when the +/-15 Volts Truck Controller power supply output is out
of range.
Action
Check if the 24 Volt input is present on connector J5 terminals 1 and 2, located

on the side of the Truck Controller.
Remove and replace the entire Truck Controller.
6.8.11 +/-24V POWER SUPPLY FAILED

Description
This fault is triggered when the +/-24 Volts Truck Controller power supply output is out
of range.
Action
Check if the 24 Volts input is present on connector J5 terminals 1 and 2, located

on the side of the truck controller.
Remove and replace the entire Truck Controller.
6.8.12 PWM FAILURE

Description
This fault is a header and will turn off the defective inverter. It is triggered when the
PWM check routine detects a defect.
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Action
Access the Fault Log, the System Controller status screen, and then the inverter
status screen for additional fault message.
6.8.13 COMMUNICATIONS FAILURE

Description
This fault is triggered when the Truck controller does not receive data from the System
controller for more than 250 msec (50 packets@ 5 msec).
Action
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).
paper.

optic.
6.8.14 AMBIENT OVER TEMPERATURE (75CELSIUS)

Description
This fault is triggered when the temperature inside the Inverter cabinet exceeds
75Celsius.
Action
Open the System Real Time screen and check the inverter ambient temperature.
Replace the ambient temperature sensor, as needed.
Check for any obstruction in the cooling air stream.
Chapter 6
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6.8.15 PHASE MODULE OVER TEMPERATURE (85CELSIUS)

Description
This fault is triggered when any IGBT phase module heatsink temperature exceeds
85Celsius.
Action
Open the Inverter Real Time screen and check each phase module heat sink
temperature.
Check for any obstruction in the cooling air stream.
Ensure the traction blower is rotating in the correct direction.
Ensure the blower drive is operating correctly.
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.
6.8.16 IB LEM FAIL, IC LEM FAIL

Description
A current LEM self test is done every time the inverter is turned on. The fault is
triggered when the read current value (LEM output) does not match the current pulse
value sent through the LEM current sensor.
Action
Check, for signs of damage, the wire harness between the LEM current sensor,
and the Truck Controller.
Remove and replace the LEM current sensor.
Chapter 6
Page 35 of 35
BI617250
10/18/2010
MT6300 Truck Fault cause and effect

Fault #
Event (System)
Fatal fault
Manual Advisory/Technician
Reset
Information
Inhibit
propulsion
No Action
Speed
Limited
Technician
action
Event (Inverter)
Fatal fault
Technician
action
Left drive fault
n/a
Phase A Lower Gate Fault
Troubleshoot
Right drive fault
n/a
Troubleshoot
Transient chopper overload
Troubleshoot
Phase C Lower Gate Fault
Troubleshoot
24vdc unswitched power loss
Troubleshoot
Phase A over current
Get debug
+/-15vdc or 5V fault
Troubleshoot
Phase B over current
Get debug
24v under voltage
Troubleshoot
Phase C over current
Get debug
Comm Failure Left Inverter
Troubleshoot
DC link Over voltage (2000 volts)
Get debug
10
Comm Failure Right Inverter
Troubleshoot
Phase A Upper Gate Fault
Troubleshoot
Start Up
Troubleshoot
Phase B Upper Gate Fault
Troubleshoot
Troubleshoot
Phase C Upper Gate Fault
Troubleshoot
Troubleshoot
Phase A repetitive overload
Dump the load
Troubleshoot
Phase B repetitive overload
Dump the load
Troubleshoot
Phase C repetitive overload
Dump the load
Troubleshoot
Hardware Over voltage (2100 volts)
Get debug
11
Alternator Failed to Start
13
Alternator over current
14
Alt/DC link Ground Fault
15
24v over voltage
18
Alternator stator winding temp (180C)
19
Alternator bearing temp (110C)
Y
Y
20
Left wheel motor, stator temp (210C)
Troubleshoot
Hardware over current
Get debug
21
Right wheel motor, stator temp (210C)
Troubleshoot
Motor overspeed (4000rpm)
Driver issue
22
Grid fan motor failure
Troubleshoot
IGBT start gate status fail
Troubleshoot
23
Contactor failed to open
Troubleshoot
Hardware Fault (from Altera)
Get debug
24
Axle box low pressure
25
Truck over speed
26
Blower lost communication
27
Stop Engine
C9
Troubleshoot
Troubleshoot
Go To Retard
C5
Driver issue
Troubleshoot
Troubleshoot
DC Link under voltage
Troubleshoot
Troubleshoot
PWM Failure
Get debug
Y
Y
28
Engine underspeed
29
DC link voltage LEM fault
30
Blower failure (undervoltage)
31
K1 Relay Opened
32
Overload
34
Traction Motor Ground fault
35
Y
Y
y
Y
Y
y
C18
Troubleshoot
System communication fail
Troubleshoot
Troubleshoot
Ambient overtemperature (75 C)
Troubleshoot
Troubleshoot
Phase module Overtemperature (85 C)
Troubleshoot
Troubleshoot
ib LEM fail
Troubleshoot
Dump payload
ic LEM fail
Troubleshoot
Troubleshoot
Troubleshoot
36
Troubleshoot
37
Troubleshoot
39
Inter-Inverter Comm Fail
Troubleshoot
40
ICM Overtemperature (85 C)
Troubleshoot
41
Blower Drive output ground fault
42
Troubleshoot
n/a
BI617250
Title:
Number:
20001-9500
Revision:
AC INVERTER SCHEMATICS
Drawing Number
Description
20001-9498
General Block Diagram, AC Drive, IGBT, 4000HP
20001-9499
Schematic, Power Circuit, AC Drive, IGBT, 4000HP
20001-8553
Schematic, Phase Module, IGBT
20001-9372
Schematic, Low Voltage Control, AC Drive, IGBT, 24V Field Exciter
20001-9361
Wiring, Retard Contactors, TB7L, TB7R, IGBT
20001-9435
Schematic, Cab Display
20001-9104
Wiring, Tacho sensor to System controller
Chapter 7
Page 1 of 1
A1A1-M
A1+
A6
GRIDFAN I
RIGHT MOTORIZED
WHEEL
E1
BI617250
9372 SHT 2 ZONE D-5
RETARD GRID RESISTOR
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
20001-9372 SHT 1 ZONE B-5
+ E2A
+ E2B
9104 ZONE C-2

9372 SHT 1
ZONE D-2
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
20001-9372 SHT 1 ZONE A-5

E2
GRD MON
A7
20001-9372 SHT 2 ZONE D-5

B
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
BLOWER DRIVE GROUND FAULT

20001-9372 SHT 2 -- ZONE D6
20001-8565
20001-8562
R
W
B
FOR DETAILS REFER TO
+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
REMOVE GND MON OPTION FROM BLOWER DR
N FARR
10-15-08
PER ECO 10-73
N FARR
10-26-10
Title
GENERAL BLOCK DIAGRAM, AC DRIVE, IGBT, 4000 HP

Size
Number
B
Date
File
9104 ZONE B-2

9372 SHT 1
ZONE D-1
Oct 26, 2010

20001-9498-C.ddb
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
SCHEMATIC, POWER CIRCUIT, AC DRIVE, IGBT, 4000 HP

Size
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
LEFT INVERTER (A2) RIGHT INVERTER (A3)
ITEM
DESCRIPTION
SPECIFICATION
R1, R2
DISCHARGE RESISTOR
10K, 750W
R5, R6
EMI FILTER RESISTOR
1M OHM, 2W
R9, R10, R11
PHASE MODULE SNUBBER RESISTOR
0.2 OHM, 5KW
C1, C2
DC LINK FILTER CAPACITOR
5800uF, 2200V
C4
EMI FILTER CAPACITOR
20uF, 1350V
CC
PHASE MODULE CLAMP CAPACITOR
200uF, 2200V
D1, D2
CLAMP DIODE
Q1 - Q4
IGBT / DIODE MODULE
VDC
LEM DC LINK VOLTAGE MEASUREMENT
IB, IC
LEM PHASE CURRENT MEASUREMENT
50uF
2200V (4X)
A
Title
SCHEMATIC, POWER CIRCUIT, AC DRIVE, IGBT, 4000 HP

Size
Date:
File:
1
Number
10-26-2010
20001-9499-B.ddb
20001-9499
Revision
Sheet 2 of 2
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
CHANGE TITLE, ADD FIBER OPTICS
Size
Revision
Number
B
Date:
File:
SCHEMATIC, PHASE MODULE, IGBT

20001-8553
June 15, 2007
20001-8553.ddb
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
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
SCHEMATIC, LOW VOLTAGE CTRL, AC DRIVE, IGBT,

24V FIELD EXCITER CHOPPER
Size
N FARR
N FARR
N FARR
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
OPTIC FIBER RIGHT INVERTER

SHEET 3 - B3
Tx
J14
Rx
J15
Tx
J16
Rx
J17
20001-9498 SHEETT 1 - A1
BLOWER DRIVE CONTROL
OPTIC FIBER LEFT INVERTER

SHEET 3 - B3
ENGINE SPEED CMD
J1
ENGINE SPEED MON.
31
TACHO OUT
29
B
SPEEDO OUT
27
CUSTOMER CONFIGURATION
DB9 FEMALE
J7
WEIGH SYSTEM
PULSE OUT
25
BLOWER CHOPPER RESET
24
SPARE OUTPUT # 1
SPEED EVENT 1
21
SERVICE BRAKE ALARM

(SPEED EVENT 2)
19
PROPULSION
17
50 COND.
SYSTEM FATAL FAULT LT.
15
LOW BLOWER PRESSURE LT.
13
PAYLOAD STATUS (24V = EMPTY)
11
(PG01) SERVICE BRAKE APPLIED
PARK BRAKE RELEASE
HAND/LOAD BRAKE APPLIED
REVERSE
SYSTEM FAULT RESET

( INACTIVE )
FORWARD
STOP DEBUG/DATA STORE

( INACTIVE )
RETARD SPEED CONTROL ON

1
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
CONNECTOR TO J6, SHOULD NOT BE GROUNDED
SHIELDS TO BE CONNECTED TO TB1-6

Size
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
24VDC CONTROL POWER
212 (RIGHT INVERTER)
SHEET 1 - D3
P36
1
2
203 (LEFT INVERTER)
SHEET 1 - D2
SHEET 1 - B3
100
Title

Size
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
SYSTEM CONTROL BOARD
A3
I/O ANALOG INPUT
A4, A5
I/O LOGIC INPUT/OUTPUT
A6
ALTERNATOR EXC. FIELD CHOPPER
A7
GROUNDING BOARD
PS1
LOGIC POWER SUPPLY
B1, B2, B3
RETARD CONTACTOR
K1
CONTROL SUPPLY RELAY
K2
EXCITATION RELAY
K3
24V HOLD SUPPLY RELAY
K4
DYNAMIC RETARD LIGHT RELAY
K11, K12, K13
SLAVE RELAY FOR B1, B2, B3
CB1, CB2
24V SUPPLY CIRCUIT BREAKER
15A
CB3
24V EXCITATION CIRCUIT BREAKER
50A
CB4
24V UNSWITCH CIRCUIT BREAKER
10A
CB5
24V SWITCH CIRCUIT BREAKER
10A
R1, R2
RESISTOR
19.1 KOHM, 1%, 1/4W
R3
RESISTOR
2.0 KOHM, 1%, 1/4W
R4, R5, R6
RESISTOR
200 OHM, 12W
R7
RESISTOR
OMIT
R8, R9, R10
RESISTOR
620 OHM, 3.25W
R11, R12, R13
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
RT1, RT2, RT3, RT4
THERMISTOR
8 OHM @ 25*C
D1, D2, D9
DIODE
1N4007
D3, D4
ZENER DIODE, 17V
OMIT
D5, D6, D7, D8
DIODE
DSI 2X55
RB1, BB2, RB3
RESISTOR
4.2 OHM, 100W
D10, D11, D12, D13
TRANZORB
30V, 5000W, 5KP30CA
Title

Size
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
NOTE: ALL WIRES AWG 14 600V

1
INITIAL RELEASE
NC
ENGINEERING RELEASE
WIRING LABEL CORRECTIONS
ENG.
WIRING, RETARD CONTACTORS, TB7L, TB7R FOR IGBT INVERTER
APPROVED
Size
Number
B
Date:
File:
5
Revision
20001-9361
29-Mar-2006
20001-9268.ddb
B
Sheet 1 of 1
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:
SCHEMATIC, CAB DISPLAY

A
Number
A
Revision
20001-9435
October 15, 2006

20001-9110.ddb
Sheet
Drawn
1 of 1
Nolan Farr
4
BI617250
SYSTEM CONTROLLER WIRING
TEREX TRUCKWIRING
GA WHEEL UNIT WIRING
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
TACH. SENSOR TO SYSTEM CONTROLLER WIRING
Revision
20001-9104
NOV 11, 2005

20001-9104.ddb
B
Sheet 1 of 1
Drawn By NOLAN FARR
BI617250
Title:
Number:
20001-9500
Revision:
D
PREVENTIVE MAINTENANCE SCHEDULE
The following Preventive Maintenance (PM) schedule is based on 6,000 Hours

truck operation per year.
WARNING: Hazardous voltages are present in this equipment. Prior to
opening cabinet doors or removing front or back cabinet
covers, insure that the Park Brake is applied and engine is
turned off. Wait for 3 minutes to allow the main filter
capacitors to discharge.
WARNING: Use a VOM to verify no voltage is present before touching any

terminal. Failure to comply with this precaution may result in
death or serious injury.
1000 HOUR / 2 MONTH PM
Inspect the inverter cabinet and its components for proper installation and
evidence of wear, damage, or cracks. Repair as needed.
Vacuum the system controller enclosure, phase modules, transient

chopper, retard contactors, and Truck Controller.
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. 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
Figure 8-1a. Interior Arc Chute Side Walls
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 transient suppressor, located on the contactor coil

terminals for evidence of damage. Replace the transient suppressor, as
needed.
Inspect the eight bolts, securing the inverter cabinet to the truck deck, for
tightness. Re-torque as needed.
Test all ground fault detections for proper operation:

o Alt/DC link ground fault detection
o Traction Motor ground fault detection
o Blower drive output ground fault detection
o Refer to Section 9 of this manual for all Ground Fault Detection Test
Procedures.
3000 HOUR / 6 MONTH PM

chopper, retard contactors, and Truck Controller.
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
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.
(see Figure 8-1b).
Figure 8-1b. Interior Arc Chute Side Walls
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
Visually inspect the transient suppressor located on the contactor coil

terminals for evidence of damage. Replace the transient suppressor, as
needed.

Procedures.
6000 HOUR / 1 YEAR PM

chopper, retard contactors, cabinet bottom, and Truck Controller.
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.
Visually inspect all cables, wires, terminals for evidence of looseness,

insulation for sign of chafing, particularly the snubber resistors
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.
Chapter 8
Page 4 of 7
BI617250
Title:
Number:
20001-9500
Revision:
D
9, Main Contact Replacement Procedure, of this manual for further
Actuate the contactors operating lever and insure the movable parts are
operating freely without binding. Do not lubricate. Repair as needed.
(see Figure 8-1c).
Figure 8-1c. Interior Arc Chute Side Walls
Visually inspect the transient suppressor, located on the contactor coil

terminals, for evidence of damage. Replace the transient suppressor, as
needed.

Chapter 8
Page 5 of 7
BI617250
Title:
Number:
20001-9500
Revision:
D

Procedures.
12,000 HOUR / 2 YEAR PM

chopper, retard contactors, cabinet bottom, and Truck Controller.
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.
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.
9, Main Contact Replacement Procedure, of this manual for further
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.

Procedures.
Chapter 8
Page 7 of 7
BI617250
Test Procedure
IGBT INVERTER GROUP FINAL TEST
Document No: 20001-9214
Revision: D
Original Issue Date: November 20th, 2006
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
Digital IO test updated
DZ
11/17/08
Updated (ECO # 10-44)
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
August 26th, 2010
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:
Schematic Diagram, Phase Module
2.1.2 PI Drawing No. 20001-9031:
Schematic Diagram, System Interface PWA
2.1.3 PI Drawing No. 20001-9058:
Schematic Diagram, System Control PWA
2.1.4 PI Drawing No. 20001-9372
Schematic Diagram, Low voltage Control Wiring
2.1.5 Test Sheet No. 20001-9438
Results of this test procedure to be recorded

on this document
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.
3.2 Test Instruments:

3.2.1 Fluke Model 87 multimeter.
Document No: 20001-9214 RevD
Page 2 of 11
BI617250
Test Procedure
August 26th, 2010
3.2.2 Northstar Tachometer with cable per PI Drawing No. 20001-9219-002

3.2.3 Various clip leads.
3.2.4 2 MHz Signal Generator or equivilent.
3.3
PTU Test Files and Software Components:
3.3.1 PC or Notebook computer with PTU-Truck Software Installed (PTU081103a.exe

or newer)..
3.3.2 System Control Test Software. Sys081103.H86
3.3.3 System Control software, Current Working Version
3.3.4 Inverter Test Software, MT6300_080829c.H86 or Current Working Version
3.3.5 Inverter Control Software, Current Working Version.
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
August 26th, 2010
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
4.3.10 Check between E1A positive (Left C-phase Module) and E4B negative for a
4.3.11 Check between E1A positive (Right A-phase Module) and E4B negative for a
4.3.12 Check between E1A positive (Right B-phase Module) and E4B negative for a
4.3.13 Check between E1A positive (Right C-phase Module) and E4B negative for a
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.
Page 4 of 11
BI617250
Test Procedure
August 26th, 2010
4.5 Digital I/O Tests

4.5.1 Press "alt-R" on the PTU to start the Real-Time display.
Press "alt-D" to open the Digital I/O map.
Verify that the 24V Unswitched and 24V Switched check boxes are checked.
Open CB4. Verify that the 24V Unswitched check box is not checked.
Close CB4 and open CB5. Verify that the 24V Switched check box is not
checked. Close CB5.
4.5.2 Braking Contactor Test Turn off engine signal generator. System cannot get into
test mode when engine is running.
At the PTU Main Screen, type TS to set the software into the digital input/output test
mode. Using shortcut commands test the contactors and making observations in the
following sequence:
1. <TS> command:
All contactors off. Start the Real-Time display
and open the digital I/O Window. Verify that the
corresponding B1, B2 and B3 check boxes are unchecked.
Close the Digital I/O Map and Real-Time windows for the
next test.
2. <X11>:
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
BI617250
Test Procedure
August 26th, 2010
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)
Retard Speed Control On
A4-3 (Ch 1)
Stop Debug
A4-5 (Ch 2)
System Fault Reset
A4-7 (Ch 3)
Forward
A4-9 (Ch 4)
Reverse
A4-11 (Ch 5)
Hand/Load Brake Applied
A4-13 (Ch 6)
Park Brake Released
A4-15 (Ch 7)
Service Brake Applied
A4-17 (Ch 8)
Truck Full ( Deselects )
A5-1 (Ch 0)
Dump Body Up ( Deselects )
A5-3 (Ch 1)
Engine Stop ( Deselects )
A5-5 (Ch 2)
Spare Input #2
A5-7 (Ch 3)
Axle Box Pressure Switch
A5-19 (Ch 9)
Contactor Status Feedback B3
A5-23 (Ch 11)
A5-27 (Ch 13)
A5-29 (Ch 14)
Spare Input #1
A5-31 (Ch 15)
Transient Chopper Overload (72V for

conversion units)
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.
Page 6 of 11
BI617250
Test Procedure
August 26th, 2010
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
Dynamic Retard Lamp (K4) (Note X40

2)
X41
A5 Ch 6
24V Power Hold (K3)
X50
X51
A5 Ch 5
Exciter Field On (K2)
X60
X61
A5 Ch 4
24V Inverter Power On (K1)
X70
X71
A4 Ch 15
Spare Output #2 (MT 5500)
X80
X81
Blower Chopper Reset (MT 6300)

A4 Ch 14
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
System Fault Lt.
XD0
XD1
A4 Ch 9
Low Blower Pressure Lt.
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)
Page 7 of 11
BI617250
Test Procedure
August 26th, 2010
4.6 Analog Signal Check

4.6.1 On the PTU Main Screen, set the accel pedal calibration using the C1 through C4
commands as follows:
C1
C2
C3
C4
MT-5500
2000
18000
2000
8000
MT-6300
3000
23000
2000
14000
*Type IP<cr> to set to default values*
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.
Page 8 of 11
BI617250
Test Procedure
August 26th, 2010
4.7 Left inverter Checkout

4.7.1 With control power on, connect the PTU serial cable to the Left Inverter Control
module (J1) serial port. Press "H" (help screen) and check the version of the installed
software. Otherwise, press "RST" to return to the boot monitor, press "D" to initiate
download. When prompted, press "alt-D" (or click the Download menu item) to open
the download file dialog box. Select the most current ICM truck software (Tr file) file
that is in use and press "OK". When downloading is complete, press F" (Flash-burn).
Continue by initiating control application by tying G (Go-Ram).
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
Page 9 of 11
BI617250
Test Procedure
August 26th, 2010
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
Accel pedal minimal
C1
Accel pedal maximal
C2
Retard pedal minimal
C3
Retard pedal maximal
C4
C8
Empty load overspeed limit
C5
Loaded overspeed limit
C6
Overspeed delta (penalty)
C7
Low blower pressure max

speed
C9
Speed event #1
C10
Speed event #2
C11
Truck serial number
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.
Page 10 of 11
BI617250
Test Procedure
August 26th, 2010
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.
4.9
Quad Communication and CI Check (GTO only)
4.9.1 See Test Procedure Document No. 20001-9267.

4.10 Grid Fan Current Checks.
4.10.1 Open real time screen. Run Inverter up manually to max. speed. Verify check
marks appear in retard grid squares one, two, and three, in box labeled Retard Grid.
4.11 Exciter Chopper Current Checks.
4.11.1 Connect cable roll ends to terminals FC4 and FC5 of Exciter chopper board
20001-9285. Turn on the Park Release switch. Take current reading of cable roll. Verify
that it matches current reading on real time screen.
4.12 Cab Display Checks.

4.13 Blower comm. and function
Page 11 of 11
BI617250
Procedure
IGBT Inverter Group Hipot Test
Document No:
20001-9432
Revision: B
Original Issue Date: June 26th, 2006

Rev
NC
A
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
BI617250
General Atomics-CAPE
Inverter Group Dielectric Test
September 27, 2010
1 General
1.1
Introduction - This test defines a production High Potential Test Procedure

(Hipot) which is to be performed on the MT-5500 IGBT Inverter Group Assembly
as a production test. This test is conducted to verify the integrity of all insulation
on the inverter group power and control wire harnesses. Electronic circuit boards
and related subassemblies are not tested by this procedure.
1.2
Applicability - This test is to be performed on the inverter group only. In any

circumstance, whether the inverter group installed in the test lab or installed
aboard a truck, all control and power circuit interfaces external to the inverter
group shall be removed prior to performing this test.
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:
Insulation testing, if not followed correctly, can damage sensitive electronic

circuitry, especially CMOS logic chips. All procedures for isolating, shorting and
disconnecting control circuits and components must be followed exactly. If not,
component damage is very likely to occur in the event of an insulation breakdown. In
many cases, the damage may cause intermittent failure or a delayed failure.
1.4
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
Associated Research Model 5560DT.or equivalent

"Megger" Capable of 1000VDC and >1000MOhm full-scale
reading.
2.3
Phase Module (IGBT) Jumper Harness (3)
PI drawing No. 20001-9224-001
2.4
Inverter Jumper Harness (1)
PI drawing No. 20001-9224-002
2.5
Control Wiring Test Board
Document No: 20001-9432 Rev B
PI Drawing No. 20001-9224-003
Page 2 of 11
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September 27, 2010
2.6
Contactor control grounding harness
PI drawing No. 20001-9224-004
2.7
3" Crocodile Clip Lead (2)
PI drawing No. 20001-9224-005
2.8
Contactor Power Harness
PI Drawing No. 20001-9224-006
2.9
Miscellaneous Harness
PI Drawing No. 20001-9224-007
2.10 #18 to #22 Bare Tinned copper bus wire (approx 15 ft.)
2.11
Test Sheet:
All data from this test shall be recorded on

the test data sheet: PI Document No. 200019225.
2.12
Schematic Documents:
Power Circuit AC drive

- 20001-9106
AC drive-low voltage (24v) - 20001-9372
3 Testing
3.1
Left Inverter (Major Assy. A2) Setup
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.
Page 3 of 11
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September 27, 2010
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.
Page 4 of 11
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September 27, 2010
Figure 1a: Close up of IGBT gate driver board wire harness bus wire shorting
connections.
Page 5 of 11
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September 27, 2010
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.
Page 6 of 11
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September 27, 2010
Figure 4: jumper lead across voltage monitor LEM HV+ and HV- (both cabinets).
3.2
Left Inverter Power Circuits Test
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
Left Inverter Control Circuits Test
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.
Page 7 of 11
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September 27, 2010
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
Page 8 of 11
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September 27, 2010
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
Right Inverter (Major Assy. A3) Setup
3.4.1 Repeat step 3.1.1 for the right inverter.

3.4.6 Repeat step 3.1.6 for the right inverter. Note that there is no E2B connection.
3.5
Right Inverter Power Circuits Test
3.5.1 Repeat step 3.2.1 for the Right Inverter

3.6
Right Inverter Control Circuits Test

Page 9 of 11
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September 27, 2010
4 Continuity Checks
4.1
Right Inverter ICM (P33).
4.1.1 Check continuity of the following wires: See Figure 6

Phase B current LEM
Phase C current LEM
Voltage LEM
P33-B < > current LEM- M
P33-N < > current LEM- M
P33-S < > voltage LEM- M
P33-C < > current LEM- (+)
P33-H < > current LEM- (+)
P33-M < > voltage LEM- (+)
P33-E < > current LEM- (-)
P33-R < > current LEM- (-)
P33-P < > 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
Left Inverter ICM (P33).
4.2.1 Repeat step 4.1.1 for Left Inverter
Figure 5
Page 10 of 11
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September 27, 2010
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
Original Issue Date: June 19th, 2006

Rev
Description
Eng.
Date
Appv.
Date
NC
Initial Release
DO
6/19/06
DO
6/23/06
Added PI part number to Kits
DO
6/11/07
DO
6/13/07
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.
Fig. 1- Retard Contactor (EC-0026)
Document No: 20001-9436 Rev A
Page 2 of 7
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Fig. 2 A - Retard Contactor Exploded View
Page 3 of 7
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NOTE: Item 297 is PI P/N EC-0027. Item 299 is PI P/N EC-0019

Fig. 2 B - Retard Contactor Parts Description
Page 4 of 7
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NOTE: In the following procedures, the number in parentheses refers to item number
shown in Figure 2.
2- Main Contact Replacement Procedure

1. Remove the arc chute by depressing the latch (237) and pull the arc chute
assembly (285).
2. Remove the stationary contacts (227) by first removing the blow out coil
assembly (273). This is done by removing the screws (281) and (283). Remove
the top terminal by removing the screws (233). Lift terminal up and remove the
old stationary contacts and discard them. As The Main Contact replacement Kit
contains new hardware, discard the springs (224), (225), and the spring caps
(226).
3. Remove movable contact (245) by removing first the screws (247). Remove old
movable contact and discard it. As The Main Contact replacement Kit contains
new hardware, discard the screws (247) and lock washers (246).
4. Carefully, place new stationary contacts (227) on the springs (224), (225), and
the spring caps (226). Install terminal (230) making sure that the stationary
contacts pivot freely. Secure the terminal (230) to the contactor using the screws
(233) and the lock washers (232).
5. With reference to Figure 3, the gap A between stationary contacts (227) and the
terminal (230) should be 0.025 to 0.050 inch when measured 0.120 inch down
from the top of the contact.
Fig. 3 Main Contact Alignment
Page 5 of 7
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The contacts (227) may be bent open or close to achieve the desired gap.
6. Re-install the blow out coil assembly (273).

7. Place the new movable contact (245) on the movable contact support (243) and
secure it with the new screws (245) and lock washers (232).
8. Re-install the arc chute assembly (285) by depressing the arc chute latch (237);
insert the arc chute assembly until the arc chute latch (237) springs up.
9. Check for freedom of movement by manually lifting up the operating lever (271).
3- Auxiliary Interlock Replacement Procedure
Auxiliary Contact Assembly (256) Removal:

1.
2.
3.
4.
5.
Disconnect from the auxiliary contact assembly all control wires.

Remove hardware (264), (265), (266), and interlock operator (263).
Remove the screws (267).
Remove the interlock support (260) with the auxiliary contact assembly attached.
Remove the screws (262) and the lock washers (261) from the interlock support,
separate and discard the old auxiliary contact assembly.
Auxiliary Contact Assembly (256) Installation:

1. Install the new auxiliary contact assembly onto the interlock support (260) with
the screws (262) and the lock washers (261).
2. Install the interlock support (260) with the auxiliary contact assembly to the
contactor with the screws (267).
3. Re-install interlock operator (263) hardware (264), (265), (266).
4. Re-connect all control wires to the auxiliary contact assembly.
Auxiliary Contact Assembly (256) Alignment:

1. Check for freedom of movement between the interlock operator (263) and the
operating lever (271).
2. With reference to figure 4, with contactor operating coil de-energized, verify that
the top of the interlock plunger is within 0.030 inch of the top of the auxiliary
contact assembly housing.
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.
Fig. 4 Auxiliary Contact Assembly Alignment

NOTE: Travel of the interlock plunger may be adjusted by bending both sides of
the operating lever in front of the spring cups.
Page 7 of 7
BI617250
Field Procedure
Alt/DC Link Ground Fault Detection Test
Revision: A
Original Issue Date: August 16th, 2006

Rev
Description
Eng.
Date
NC
Initial release
DO
8/16/06
ECO 10-64
DO
10/19/10
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
Shut the inverter cabinet door.

Start the engine and turn on the 24V switched. Let all alarms clear.
Turn off the park brake. Verify the system record an Alt/ DC Link Ground
Fault.
As fault is fatal and requires manual reset, verify that with selector in forward
and accel pedal depressed, the truck does not move.
Shut the truck down and insure DC link is totally discharged.
Remove the grounding jumper from B1.
Connect from any alternator phase output to ground (best practical location
may be blower motor fuse box):
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
Original Issue Date: October 26th, 2010

Rev
Description
Eng.
Date
Initial release
DO
10/26/10
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
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
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.
Page 2 of 2
BI617250
Field Procedure
Blower drive Output Ground Fault Detection Test
Revision: A
Original Issue Date: October 26th, 2010

Rev
Description
Eng.
Date
Initial release
DO
10/26/10
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
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
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
IGBT Phase Module

Field Test Procedure
Revision: B
Original Issue Date: August 30, 2007

Rev
Description
Eng.
Date
Appv.
Date
Initial Release
DO
8/30/07
DO
9/07/07
Updated, pictures added
DO
2/21/08
DO
2/22/08
20001-8618 Rev B.doc
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 fast-on terminals E1 to E10 from the gate driver.
Disconnect the DC link terminals E1A, E1B, E2A, E2B, E4A, and E4B.
Disconnect the AC output terminals E3A and E3B.
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.
20001-8618 Rev B.doc
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
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
Negative on E1
Positive on E3
0.267
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
Negative on E6
Positive on E8
0.267
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
Negative on E6
Positive on E10
0.267
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
C1, C2, C3, and C4
Negative on E1A/E1B
Positive on E2A/E2B
0.796
C1, C2, C3, and C4
20001-8618 Rev B.doc
Page 3 of 4
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20001-8618 Rev B.doc
Page 4 of 4
BI617250
10880 THORNMINT ROAD SAN DIEGO, CA 92127, USA 00-1-858-762-7008
BI617250
Document # 20001-9500
Revision D
BLOWER DRIVE MANUAL

FOR THE
MT6300 IGBT TRACTION INVERTER
Presented by:
Address:
Phone:
General Atomics
10880 Thornmint Road
San Diego, CA 92127, USA
00-1-858-762-7008
BI617250
Title:
Number:
Blower Drive Manual for the MT6300 IGBT Traction Inverter
20001-9500
Revision:
TABLE OF CONTENTS
1
INTRODUCTION .............................................................................................................1
OPERATION ...................................................................................................................1
GENERAL DESCRIPTION ..............................................................................................1

3.1
COMPONENT LAYOUT ......................................................................................1
3.2
CHOPPER MODULE ...........................................................................................2
3.3
CHOPPER CONTROL BOARD ...........................................................................3
3.4
SMOOTHING REACTOR (L1) .............................................................................3
3.5
AC INVERTER MODULE.....................................................................................4
3.6
TERMINAL BAR TB1 ...........................................................................................5
3.7
COMMUNICATION LINK .....................................................................................5
3.8
COOLING FANS (FAN1, FAN2) ..........................................................................6
3.9
KEYPAD ..............................................................................................................6
BLOWER DRIVE SCHEMATICS ....................................................................................1
4
5
PREVENTIVE MAINTENANCE SCHEDULE...................................................................1

5.1
2,000 HOUR / 6 MONTH PM ...............................................................................1
5.2
12,000 HOUR / 2 YEAR PM ................................................................................1
LIST OF FIGURES
Figure 1-1. Blower Drive Block Diagram ....................................................................................1

Figure 2-1. Chopper Module (photo and schematic) ..................................................................2
Figure 2-2. The Chopper Control Board (photo and schematic) .................................................3
Figure 2-3. The Smoothing Reactor (photo and schematic) .......................................................3
Figure 2-4. The AC Inverter Module (photo and schematic) .......................................................4
Figure 2-5. The 24 V Switched Control Voltage is Connected to TB1-1 and TB1-2. (photo and
schematic) ..................................................................................................................................5
Figure 2-6. The RS232 Communication Link is Connected to J3 (photo and schematic) ........... 5
Figure 2-7. Two Cooling Fans Circulate Air inside the Blower Drive (photo and schematic)....... 6
Figure 2-6. Chopper Manual Reset and Keypad ........................................................................6
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INTRODUCTION
The MT6300 IGBT Traction Inverter is air cooled.

A constant air flow is required allowing the AC Drive inverter to develop the maximum
power output of 4000 HP in accel and up to 6000 HP in retard.
A Traction blower drive consisting of a Chopper assembly, a smoothing reactor, and an
AC inverter module provides a three phase, 460 volts feed to the traction blower motor.
NOTE:
The Alternator blower motor is not controlled / powered by the blower

drive. It is powered directly from the alternator three phase output.
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
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OPERATION
The Blower drive power input is connected to the AC drive DC link.

The low voltage control is connected to the truck 24 VDC switched. The AC Inverter is
controlled via a RS232 communication link connected to the traction inverter system
controller.
As previously described in the AC drive inverter manual, the DC link voltage fluctuates
from a minimum 700 VDC in low idle to 1600 VDC in Accel and up to 1950 VDC in
Retard.
The Chopper module function is for regulating its output, regardless of the DC link
voltage, to a constant 650 VDC that is connected to the AC inverter thru a smoothing
reactor.
A commercial inverter is controlling output voltage and frequency to the blower motor.
The AC Inverter has its own software (proprietary to Rich-Electric). A number of
parameters are set and programmed via a key pad.
Figure 1-1. Blower Drive Block Diagram
Chapter 2
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3.1
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GENERAL DESCRIPTION
COMPONENT LAYOUT
Refer to the assembly drawings for component locations (drawings are on the following
pages).
Drawing #
Title
20001-8564
Assembly, Blower Drive
20001-8566
Blower Chopper Assembly
20001-8560
Smoothing Reactor, Blower Drive
Chapter 3
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CHOPPER MODULE
Figure 2-1. Chopper Module (photo and schematic)

The Chopper Modules sole function is to provide constant voltage to the AC Inverter
input (see Figure 2-1).
The Chopper regulates its output to a constant 650 VDC regardless of the AC Inverter
current draw and from a 700 to 1950 VDC DC link voltage level.
Chapter 3
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Revision:
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CHOPPER CONTROL BOARD
Figure 2-2. The Chopper Control Board (photo and schematic)

The Chopper Control Board sends the IGBTs the appropriate turn-on and turn-off
pulses to regulate the chopper output to a constant 650 VDC, as illustrated in Figure 22.
3.4
SMOOTHING REACTOR (L1)
Figure 2-3. The Smoothing Reactor (photo and schematic)

The Smoothing Reactors function is to reduce the amplitude of voltage spikes between
the Chopper Module output and the AC Inverter input.
Chapter 3
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AC INVERTER MODULE
Figure 2-4. The AC Inverter Module (photo and schematic)

The AC Inverter function is to control the blower motor rotating speed. Its three-phase
output is frequency controlled with a nominal voltage of 460 VAC and a maximum
current output of 165 Amps, which allows driving a blower motor of up to 125 HP. See
Figure 2-4
The AC Inverter Module is a commercial product manufactured by Rich-Electric and is
customized for this application.
Chapter 3
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TERMINAL BAR TB1
Figure 2-5. The 24 V Switched Control Voltage is Connected to TB1-1 and TB1-2.
(photo and schematic)
3.7
COMMUNICATION LINK
Figure 2-6. The RS232 Communication Link is Connected to J3 (photo and

schematic)
Chapter 3
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COOLING FANS (FAN1, FAN2)
Figure 2-7. Two Cooling Fans Circulate Air inside the Blower Drive (photo and
schematic)
3.9
KEYPAD
Figure 2-6. Chopper Manual Reset and Keypad
Chapter 3
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BLOWER DRIVE SCHEMATICS
Schematic #
Description
20001-8562
Power Schematic, Blower Drive
20001-8565
Control Schematic, Blower Drive
Chapter 4
Page 1 of 1
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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
BSM 300 GB 120 DL
FD600R17KE3_B2
4x3300uF
U6
BSM 300 GB 120 DL
U2B
U5
BSM 300 GB 120 DL
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
OUTPUT TO BLOWER MOTOR(S)
GND
REV
NC
A
B
BLOWER DRIVE ENCLOSURE
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
POWER SCHEMATIC, BLOWER DRIVE
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
24V SWITCHED FROM

TRUCK SYSTEM
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
HEAT TEMP SENSOR

+
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
HEAT SINK TEMP

U5,U6,U7 -8562
1uF
50V
E8
CHOPPER MODULE
SCHEMATIC: 20001-9346
J1-C
16CN-E1
BLK
-8562 ZONE C6
TEMP-1
U2A, U2B, U4A, U4B HEAT SINK

1N5352B
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
CONTROL SCHEMATIC, BLOWER DRIVE
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
The following Preventive Maintenance (PM) schedule is based on 6,000 hours of

opening cabinet door, insure the parking brake is applied, and
the engine is turned off. Wait for three minutes to allow the
main filter capacitors to discharge.

2,000 HOUR / 6 MONTH PM
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 all electrolytic capacitors for discoloration or odor. Replace the AC

Inverter when capacitors are discolored or are emitting an odor.
Inspect cooling fans, if abnormal noise (bearings) is detected, remove and

replace defective fan.
Chapter 5
Page 1 of 2
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Title:
Number:
20001-9500
Revision:
D
The following Preventive Maintenance (PM) schedule is based on 6,000 hours of

opening cabinet door, insure the parking brake is applied, and
the engine is turned off. Wait for three minutes to allow the
main filter capacitors to discharge.

2,000 HOUR / 6 MONTH PM


Inspect cooling fans, if abnormal noise (bearings) is detected, remove and

replace defective fan.
Chapter 5
Page 1 of 2
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Title:
Number:
20001-9500
Revision:
D


Chapter 5
Page 2 of 2
BI617250
10880 THORNMINT ROAD SAN DIEGO, CA 92127, USA 00-1-858-762-7008

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BI617250

MT6300 IGBT Traction Inverter and Blower Drive Manual

MT6300 IGBT Traction Inverter and Blower Drive Manual

AC INVERTER FUNDAMENTALS ..................................................................................1

MT6300 IGBT Traction Inverter and Blower Drive Manual

4.2.5 RETARD (BRAKING) ...............................................................................5

MT6300 IGBT Traction Inverter and Blower Drive Manual

6.8.1 PHASE A OVERCURRENT, PHASE B OVERCURRENT, PHASE C

MT6300 IGBT Traction Inverter and Blower Drive Manual

Figure 3-5b. 24V Unswitched Voltage Divider (schematic) .........................................................6

MT6300 IGBT Traction Inverter and Blower Drive Manual

Figure 4-1. Truck PTU Boot Monitor Screen ..............................................................................1

MT6300 IGBT Traction Inverter and Blower Drive Manual

Figure 5-31. System Real Time Display ...................................................................................25

MT6300 IGBT Traction Inverter and Blower Drive Manual

MT6300 IGBT Traction Inverter and Blower Drive Manual

The traction alternator assembly, comprising of the main alternator, traction

The retard grid assembly with cooling fan.

Two electric motorized wheel gear units (EWGU).

The Blower Drive that controls the traction blower assembly.

AC inverter control fundamentals

PTU-Truck software instructions

Preventive maintenance schedule

Preventive maintenance schedule

MT6300 IGBT Traction Inverter and Blower Drive Manual

A diesel/electric propulsion system contains an engine which drives a traction

MT6300 IGBT Traction Inverter and Blower Drive Manual

As previously mentioned, three-phase modules are inverting dc power to ac power. An

MT6300 IGBT Traction Inverter and Blower Drive Manual

Figure 2-2. Simplified Configuration of Figure 2-1 (schematic)

Figure 2-3. Simplified Configuration of Typical Three-Phase Inverter Driving an

MT6300 IGBT Traction Inverter and Blower Drive Manual

Figure 2-4. Detailed Sketch of Inverter Shown in Figure 2-3 (schematic)

Figure 2-5. From Phase A with Return to Phase B (schematic)

Figure 2-6. From Phase B with Return to Phase C (schematic)

MT6300 IGBT Traction Inverter and Blower Drive Manual

Figure 2-7. From Phase C with Return to Phase A (schematic)

Figure 2-8. Retard Mode (schematic)

MT6300 IGBT Traction Inverter and Blower Drive Manual

MT6300 IGBT Traction Inverter and Blower Drive Manual

Circuit breakers CB1 and CB2 are rated 15 amp each.

Circuit breaker CB3 is rated 50 amp.

Circuit breakers CB4 and CB5 are rated 10 amp each:

MT6300 IGBT Traction Inverter and Blower Drive Manual

3.2.2 POWER SUPPLY (PS1)

Figure 3-2. Power Supply PS1 (photo and schematic)

MT6300 IGBT Traction Inverter and Blower Drive Manual

3.2.3 ALTERNATOR FIELD EXCITER CHOPPER (A6)

Figure 3-3. Field Exciter Chopper (photo and schematic)

MT6300 IGBT Traction Inverter and Blower Drive Manual

3.2.4 LOW VOLTAGE GROUND FAULT DETECTION AND PROTECTION (A7)

MT6300 IGBT Traction Inverter and Blower Drive Manual

3.2.5 CONTACTOR ACKNOWLEDGEMENT

Figure 3-5a. PC Board Performs Several Functions (photo and schematic)

Figure 3-5b. 24V Unswitched Voltage Divider (schematic)

MT6300 IGBT Traction Inverter and Blower Drive Manual

3.2.6 SYSTEM CONTROLLER (A1)

Figure 3-6. System Controller, Encompasses Numerous Functions described

MT6300 IGBT Traction Inverter and Blower Drive Manual

3.2.7 ANALOG I/O MODULE (A3)

Alternator stator RTD (temperature)

Alternator bearing RTD (temperature)

Left wheel motor RTD (temperature)