Lista de Codigos

GET–6870
VEHICLE TEST, DIAGNOSTIC, AND wPTU

INSTRUCTIONS FOR
240 TON AC OHV PROPULSION SYSTEMS
Copyright 2005 General Electric Company. All rights reserved. This copyrighted document may be reproduced free of charge by General Electric
Company customers, if such reproduction is used exclusively in connection with equipment used in that customer’s internal operation.
These instructions do not purport to cover all details or variations in equipment nor to provide for every possible contingency to be met in connection with installation, operation, or mainte-
nance. Should further information be desired or should particular problems arise which are not covered sufficiently for the user’s purposes, the matter should be referred to the General
Electric Company. Any applicable Federal, State or local regulations or company safety or operating rules must take precedence over any instructions given in this material. GE has no
obligation to keep the material up to date after the original publication.
THERE ARE NO WARRANTIES OF ACCURACY, MERCHANTABILITY OR FITNESS FOR PARTICULAR PURPOSE.

Verify numbers for parts, tools, or material by using the Renewal Parts or Tool Catalogs, or contact your General Electric repre-
sentative for assistance.
Do not order from this publication.
VTI For 240 Ton AC OHV Propulsion Systems, GET–6870
CONTENTS
Page
1. OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1. TOOLS AND TEST EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2. HANDLING ELECTRONIC PANEL PRINTED CIRCUIT CARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.3. RELATED PUBLICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2. PORTABLE TEST UNIT (wPTU) DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.1. wPTU ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.2. OHV wPTU TOOLBOX OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.3. wPTU SCREEN SELECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.4. wPTU STARTUP SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.5. DATALOGGER FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.6. SAVING SCREEN DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.7. PASSWORDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3. SELECTED SCREEN DESCRIPTIONS AND FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.1. PRODUCT SERVICE DATA SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.2. TRUCK SPECIFIC DATA SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.3. VIEW OVERSPEEDS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.4. SET WHEEL MOTOR TYPES SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.5. MONITOR REAL TIME DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.6. CHECK PSC MODE LOGIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.7. CHECK TCI ACCEL INHIBIT LOGIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.8. CONSOLIDATED TRUCK DATA SAVE FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.9. REST MODE/PARK BRAKE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3.10. GAUGE CALIBRATION OFFSETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4. CONFIGURATION FILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.1. GE CONFIGURATION FILE NAME DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.2. VIEW TRUCK CONFIGURATION SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.3. GE/OEM DEFAULT CONFIGURATION FILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
4.4. GE/OEM CONFIGURATION OPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.5. SAVING NEW CONFIGURATION FILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4.6. CONFIGURATION FILE DESTINATION DIRECTORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
4.7. CONFIGURATION FILE SOURCE DIRECTORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
5. INSTALLING AC PROPULSION SYSTEM SOFTWARE ON TRUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
5.1. SELECTING THE GE CONFIGURATION FILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
5.2. CREATE THE TRUCK/MINE CONFIGURATION FILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
5.3. SAVE EXISTING TRUCK DATA (Not Applicable to New Trucks) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
5.4. PROGRAM TCI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
5.5. PROGRAM PSC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
5.6. PROGRAM INVERTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
5.7. CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
6. TRUCK START–UP PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.1. CIRCUIT CONTINUITY AND RESISTANCE CHECKS AND ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . 51
6.2. MEGGER TEST FOR GROUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.3. TROUBLESHOOTING FOR GROUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
6.4. LOW VOLTAGE POWER SUPPLY CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
6.5. PSC AND TCI CARD CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
6.6. LOAD AC OHV PROPULSION SYSTEM SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
6.7. PSC MANUAL DIGITAL INPUT/OUTPUT TEST PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
6.8. PEDAL, POT, AND LEVER ADJUSTMENT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.9. CONFIGURATION CHANGES DUE TO ADJUSTMENT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
6.10. SET TIME AND DATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
6.11. CHECK COMMUNICATION STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
6.12. TCI ANALOG INPUT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
6.13. TCI MANUAL DIGITAL OUTPUT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
6.14. TCI MANUAL DIGITAL INPUT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
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GET–6870, VTI For 240 Ton AC OHV Propulsion Systems
CONTENTS (Cont’d)
Page
6.15. DIAGNOSTIC INFORMATION DISPLAY (DID) PANEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
6.16. INVERTER CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
6.17. SELF LOAD TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
6.18. INVERTER LOAD TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
6.19. FUNCTIONAL GROUND FAULT DETECTION TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
7. STATISTICAL DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
7.1. GENERAL DESCRIPTION AND DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
7.2. VIEW STATISTICAL COUNTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
7.3. VIEW STATISTICAL PROFILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
7.4. VIEW TRUCK STAT SERIAL REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
7.5. RESET STATISTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
7.6. UPLOAD STATISTICAL DATA TO A FILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
7.7. PROFILE (HISTOGRAM) DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
8. DIAGNOSTIC INFORMATION DISPLAY (DID) PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
8.1. DISPLAY SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
8.2. MODES DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
8.3. FAULTS DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
8.4. MENUS DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
8.5. TEST DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
8.6. DISPLAY DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
9. EVENT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
9.1. EVENT NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
9.2. EVENT RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
9.3. TROUBLESHOOTING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
9.4. EVENT DATA ACCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
9.5. RESET TCI EVENTS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
9.6. ERASE TCI EVENTS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
9.7. EVENT AND INVERTER PARAMETERS LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
10. SPECIAL OPERATIONS AND TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
10.1. WELDING ON THE TRUCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
10.2. MOVING TRUCK WITH ONE WHEEL MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
10.3. VOLTAGE ATTENUATION MODULE (VAM) CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
10.4. CURRENT MEASURING MODULE CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
10.5. LINK CAPACITANCE TEST MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
11. PHASE MODULE AND GATE DRIVER TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
11.1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
11.2. TEST/INSPECTION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
12. 17FB174 CIRCUIT CARD TROUBLESHOOTING GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
12.1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
12.2. CARD EDGE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
12.3. TROUBLESHOOTING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
12.4. USING HYPERTERMINAL TO COMMUNICATE TO 17FB174 BOARDS . . . . . . . . . . . . . . . . . . . . . . . . 159
13. GLOSSARY OF TERMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
14. SOFTWARE VERSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
14.1. VERSION 20, MARCH 2003 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
14.2. PREVIOUS VERSIONS INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
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LIST OF TABLES
Table. No. Description Page

1. DEFAULT CONFIGURATION FILES AND DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
2. GE/OEM CONFIGURATION OPTIONS AND DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3. STATISTICAL DATA CODES – COUNTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
4. STATISTICAL DATA CODES – PROFILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
5. EVENT CODE DESCRIPTIONS AND INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
6. TYPICAL 17FB144 AND 17FB147 BOARD LED PATTERNS FOR
VERSION 19 SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
7. GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
8. VERSION 20 SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
9. SOFTWARE VERSIONS INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
LIST OF ILLUSTRATIONS
Figure No. Description Page

1. wPTU STARTUP SCREEN SELECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2. TCI WINDOW BROWSER SCREEN SELECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3. PSC WINDOW BROWSER SCREEN SELECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4. wPTU TOOLBOX STARTUP SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
5. wPTU PSC DATALOG SETUP SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
6. PSC DATALOGGER SETUP SCREEN WITH VARIABLE #13 DROP DOWN SELECTED . . . . . . . . . . . 10
7. DATALOG VERSION SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
8. START MENU – PASSWORD UTILITY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
9. PSC – SERIAL LINK DATA SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
10. PSC TEMPERATURES SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
11. PSC LOGIC SCREENS ACCESS SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
12. PSC READY MODE LOGIC SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
13. PSC PROPEL MODE LOGIC SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
14. PSC RETARD MODE LOGIC SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
15. TCI ACCEL INHIBIT LOGIC SCREEN ACCESS SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
16. TCI ACCEL INHIBIT LOGIC SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
17. CONSOLIDATED TRUCK DATA SAVE SELECTION FROM TOOLBAR . . . . . . . . . . . . . . . . . . . . . . . . . . 23
18. CONSOLIDATED TRUCK DATA SAVE SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
19. GAUGE CALIBRATION SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
20. COMPOSITION OF A GE AC OHV CONFIGURATION FILENAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
21. TYPICAL 240 TON TRUCK CONFIGURATION SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
22. OEM TRUCK CONFIGURATION FILE TREE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
23. OPEN AC CONFIGURATION TOOL SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
24. TYPICAL TRUCK CONFIGURATION SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
25. PTU SCREENS CONFIGURATION BROWSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
26. SET GE / OEM OPTIONS SCREEN (PART 1 OF 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
26. SET GE / OEM OPTIONS SCREEN (PART 2 OF 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
27. SET WHEEL MOTOR TYPES SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
28. GE PRODUCT SERVICE DATA SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
29. 240 TON TRUCK SPECIFIC DATA SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
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LIST OF ILLUSTRATIONS (Cont’d)

30. OVERSPEEDS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
31. OHV PTU PROGRAMMING UTILITY SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
32. PROGRAMMING THE PANEL STATUS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
33. 240 TON TRUCK TCI SW VERSIONS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
34. TCI SET TIME AND DATE SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
35. RESET AND ERASE TCI EVENTS SELECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
36. TCI RESET STATS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
37. PSC SOFTWARE VERSIONS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
38. PTU BROWSER PSC MANUAL TEST SCREEN ACCESS SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . 56
39. PSC MANUAL TEST SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
40. PTU BROWSER TCI REAL TIME MENU ACCESS SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
41. TCI ANALOG INPUTS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
42. PTU BROWSER PSC REAL TIME MENU ACCESS SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
43. PSC ANALOG INPUT CHANNELS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
44. PSC REAL TIME DATA SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
45. PTU BROWSER SET TIME AND DATE SCREEN ACCESS SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . 63
46. SET TIME AND DATE SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
47. BROWSER TCI REAL TIME DATA SCREEN ACCESS SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
48. TCI REAL TIME SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
49. PTU BROWSER TCI MANUAL TEST SCREEN ACCESS SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . 67
50. TCI MANUAL TEST TRUCK STATUS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
51. TCI MANUAL TEST SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
52. TYPICAL OPERATOR CAB INDICATING LIGHT PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
53. SELF LOAD ENGINE TEST SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
54. TCI STAT_MENU SELECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
55. VIEW COUNTERS SCREEN EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
56. MINE COUNTERS SCREEN (PSC_STATS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
57. VIEW PROFILES SCREEN EXAMPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
58. MINE PROFILES SCREEN (PSC_STATS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
59. STAT SERIAL REPORT SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
60. RESET STATS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
61. STAT PROFILE MINE RESET SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
62. RESET BOX QUESTION SELECTION SCREENS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
63. DID PANEL IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
64. DID PANEL HIERARCHY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
65. DID PANEL EXAMPLE – NORMAL DISPLAY (NO FAULTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
66. DID PANEL MESSAGE EXAMPLE – FAULTS DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
67. DID PANEL MESSAGE EXAMPLE – FAULTS DISPLAY FUNCTION KEYS . . . . . . . . . . . . . . . . . . . . . . 116
68. DID PANEL MESSAGE EXAMPLE – FAULT RESET FUNCTION KEYS . . . . . . . . . . . . . . . . . . . . . . . . . 116
69. DID PANEL MESSAGE EXAMPLE – MENUS DISPLAY FUNCTION KEYS . . . . . . . . . . . . . . . . . . . . . . 117
70. DID PANEL MESSAGE EXAMPLE – TEST MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
71. DID PANEL MESSAGE EXAMPLE – LOAD BOX TEST FUNCTION KEYS . . . . . . . . . . . . . . . . . . . . . . 118
72. DID PANEL MESSAGE EXAMPLE – LOAD BOX TEST DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
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LIST OF ILLUSTRATIONS (Cont’d)

73. DID PANEL MESSAGE EXAMPLE – PSC SOFTWARE VERSION DATA . . . . . . . . . . . . . . . . . . . . . . . . 119
74. DID PANEL MESSAGE EXAMPLE – V20 INFO MENU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
75. DID PANEL MESSAGE EXAMPLE – LINK CAPACITANCE TEST DATA. . . . . . . . . . . . . . . . . . . . . . . . . 120
76. DID PANEL MESSAGE EXAMPLE – OVERSPEED SETTING DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
77. DID PANEL MESSAGE EXAMPLE – GATE DRIVER TEST SELECTION . . . . . . . . . . . . . . . . . . . . . . . . 121
78. DID PANEL MESSAGE EXAMPLE – GATE DRIVER TEST WARNING. . . . . . . . . . . . . . . . . . . . . . . . . 122
79. DID PANEL MESSAGE EXAMPLE – GATE DRIVER TEST IN PROGRESS . . . . . . . . . . . . . . . . . . . . . 122
80. DID PANEL MESSAGE EXAMPLE – SPEEDOMETER TEST SELECTION . . . . . . . . . . . . . . . . . . . . . . 123
81. DID PANEL MESSAGE EXAMPLE – SPEEDOMETER TEST IN PROGRESS . . . . . . . . . . . . . . . . . . . 123
82. DID PANEL MESSAGE EXAMPLE – VIEW PARAMETERS SELECTION . . . . . . . . . . . . . . . . . . . . . . . . 124
83. DID PANEL MESSAGE EXAMPLE – VIEW PARAMETERS DISPLAY. . . . . . . . . . . . . . . . . . . . . . . . . . 124
84. DID PANEL MESSAGE EXAMPLE – VIEW STATS SELECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
85. DID PANEL MESSAGE EXAMPLE – VIEW STATS DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
86. DID PANEL MESSAGE EXAMPLE – VIEW STATS INTERVAL CHANGE . . . . . . . . . . . . . . . . . . . . . . . . 126
87. DID PANEL MESSAGE EXAMPLE – INVERTER CUTOUT SELECTION . . . . . . . . . . . . . . . . . . . . . . . . 127
88. DID PANEL MESSAGE EXAMPLE – INVERTER CUTOUT STATUS DISPLAY . . . . . . . . . . . . . . . . . . . 127
89. TCI EVENT_MENU SCREENS ACCESS SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
90. TCI EVENT SUMMARY SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
91. TCI TRIGGER DATA SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
92. TCI DATA PACKS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
93. RESET TCI EVENTS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
94. ERASE TCI EVENTS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
95. EVENTS & INV PARAMS SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
96. PSC CAPACITANCE TEST SCREEN ASSESS SEQUENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
97. CAPACITANCE TEST SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
98. 17FB174 BOARD TROUBLESHOOTING PROCEDURE (PART 1 OF 2) . . . . . . . . . . . . . . . . . . . . . . . . . 157
98. 17FB174 BOARD TROUBLESHOOTING PROCEDURE (PART 2 OF 2) . . . . . . . . . . . . . . . . . . . . . . . . . 158
99. COM1 SERIAL PORT WINDOW MESSAGE FOR PROPER OPERATION . . . . . . . . . . . . . . . . . . . . . . . 159
100. HYPERTERMINAL ICON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
101. HYPERTERMINAL NEW CONNECTION WINDOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
102. HYPERTERMINAL CONNECT TO WINDOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
103. HYPERTERMINAL COM1 PROPERTIES WINDOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
104. HYPERTERMINAL MAIN WINDOW WHEN CONNECTED TO COM1 PORT . . . . . . . . . . . . . . . . . . . . . 162
105. HYPERTERMINAL MAIN WINDOW WHEN NOT CONNECTED TO COM1 PORT . . . . . . . . . . . . . . . . 163
106. HYPERTERMINAL MAIN WINDOW AFTER CYCLING CONTROL POWER,
PROGRAM INSTALLED AND RUNNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
107. HYPERTERMINAL MAIN WINDOW AFTER CYCLING CONTROL POWER,
PROGRAM NOT INSTALLED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
108. HYPERTERMINAL MAIN WINDOW AFTER CYCLING CONTROL POWER, WITH
TAB KEY HELD DOWN (INTERRUPTING BOOT–UP ROUTINE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
109. HYPERTERMINAL MAIN WINDOW AFTER ERASING CPU BOARD FLASH MEMORY . . . . . . . . . . 167
110. HYPERTERMINAL MAIN WINDOW WHEN BOOT–UP (BUCK ROUTINE) DOES NOT RUN
DUE TO OPEN PTU SERIAL CABLE GROUND WIRE WITH THE PTU CONNECTED . . . . . . . . . . . . 168
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1. OVERVIEW
This document describes the recommended truck start–up and checkout procedures at an Original Equipment
Manufacturer (OEM) facility or a customer’s mine. Special programming of specific mine software requirements, soft-
ware updating, system verification procedures, and troubleshooting information are also included. Refer to SECTION
14., SOFTWARE VERSIONS, for current software version features.
These instructions cover 240 ton applications of the GE OHV AC 17KG535 control group.
NOTE: Screen content of the wPTU* Toolbox display screens may vary slightly from what is shown
when software upgrades occur.
Information on the screen content and functions of the wPTU Toolbox are also provided. Complete wPTU
Toolbox operational procedures are in the OHV wPTU TOOLBOX USER’S GUIDE, GEK–91712.
1.1. TOOLS AND TEST EQUIPMENT
The following are recommended tools and test equipment used in the start–up and troubleshooting of the AC Off–
Highway Vehicle (OHV) propulsion system:
1. Analog Multimeter and Digital Multimeter
2. Megger**, 0 to 1500 volt max. (0–2000 Megohms) @ 2 mA max.
3. Portable Test Unit (PTU) loaded with GE Transportation Systems (GETS) OHV wPTU Toolbox software.
4. PTU cable, 9–pin RS232 communications cable with 1 male end connector and 1 female end connector
5. 1/4 in. thin wall socket
6. Connector pin extraction and insertion tooling as follows:
a. Pin Extraction, Amp Pt. 305183 (for CNA–CNF ICP connectors), PS [FH41] connector, Gate Drive Power
Supply Connectors, and VAM low voltage connectors)
b. Pin Insertion, Amp Pt. 91002–1 (refer to above connectors)
c. Pin Insertion, Amp Pt. 200893–2 (for high–density 104 pin connectors)
d. Pin Extraction, Pei–Genesis (ITT Cannon distributor) Pt. CET–F80–16 (external control interface connec-
tors CNX1–5)
e. Pin Insertion, Pei–Genesis (ITT Cannon distributor) Pt. CIT–F80–16 (refer to above connectors)
7. Fluke 89 IV or equivalent with capacitance measurement capability.
NOTE: If a need arises to disassemble one of the 104–pin backplane connectors to an electronic control
card panel, a special thin wall socket or nut driver will be required to loosen and remove the assembly
hardware. The socket can be purchased. However, if not purchased, it is recommended that a standard
1/4 in. socket or nut driver be sufficiently machined on a grinder to enable its use in performing the disas-
sembly.
* Trademark of GE Transportation Systems

** Trademark of James G. Biddle Co.
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1.2. HANDLING ELECTRONIC PANEL PRINTED CIRCUIT CARDS
It is not recommended to pull cards from the panel any more times than necessary when starting up, testing, or
welding on the truck. This practice can cause more damage than it prevents because it puts unnecessary cycles on
the connector pins and may cause loose or dirty pins that could cause a control system malfunction.
CAUTION: If cards must be removed from a panel, power to the panel be turned OFF before removing or
inserting cards into the panel.
CAUTION: It is important to note that printed circuit cards in the electronic control card panels are sensitive
to static electricity. Handling cards without proper grounding precautions could damage electronic com-
ponents mounted on them. Also, when transporting or storing these cards, industry recommended special
static electricity–proof containers should be used.
1.3. RELATED PUBLICATIONS

Publications related to Vehicle Test Instructions are as follows:
GEK–91712A wPTU Toolbox
GEK–91730 Pocket PTU
GEK–91733 17KG535 Control Group
2
2. PORTABLE TEST UNIT (wPTU) DESCRIPTION
The PTU presently used by all GE field personnel is an IBM compatible, portable PC with a hard disk, compact disc
(CD), 3.5” floppy diskette drive(s), and RS232 communication port. Any PC to be used with the wPTU Toolbox
should have a 500 MHz or higher processor speed and at least 128 Meg of random access memory (RAM). The
wPTU Toolbox is for use with software Version 19.03 and higher and 17FB173 Cards Version 3 and higher (this is the
CPLD version that shows up on the wPTU Software Version screen).
All adjustments, setup procedures, and diagnostic troubleshooting of the truck’s control system can be made
through this PTU when loaded with the OHV wPTU Toolbox software.
Qualified GE and truck builder (OEM) specialists are able to download new software, troubleshoot system faults,
and establish the control system configuration (horsepower, etc.).
Customers’ qualified mine personnel are able to download new software, troubleshoot system faults, and set spe-
cific mine operating parameters.
2.1. wPTU ABBREVIATIONS
There may be wPTU abbreviations and terminology that are not familiar to the user. To help with understanding
these, the wPTU Toolbox software includes a feature to define abbreviations on the display screen. Hold the mouse/
pointer stationary over an abbreviation and a definition window for that abbreviation will appear.
Additional terms are defined in SECTION 13., GLOSSARY OF TERMS, TABLE 7, GLOSSARY.
2.2. OHV wPTU TOOLBOX OVERVIEW
The wPTU Toolbox includes the major functions described in this section.
2.2.1. Real–Time Data
The wPTU Toolbox can view propulsion system information such as voltages, currents, temperatures, and
speeds on a continuous basis. All propulsion system I/O can be monitored. The real–time data can be stored on the
laptop for future use.
2.2.2. Stored Event Data
The wPTU Toolbox can view and manipulate previously stored propulsion system information stored through the
on–board diagnostic system. Event data can be viewed in many formats including summaries or more detailed frame–
by–frame snapshots.
2.2.3. Statistical Data
The wPTU Toolbox can be used to view statistical information stored by the propulsion system’s on–board statis-
tical manager. Numerous aspects of propulsion system operation are tracked and can be viewed on the screen as well
as downloaded to the laptop for analysis off–board.
3
2.2.4. Setting Propulsion System Configuration Options
The wPTU Toolbox is used by the OEM and mine personnel to generate configuration files, which can customize
propulsion system settings. Propulsion system options, pedal calibrations, and truck identification names can be set.
2.2.5. Software Downloading
The wPTU Toolbox is used to download system software and configuration files to the propulsion system’s cen-
tral processing unit (CPU) cards. The propulsion system controller (PSC), truck control interface (TCI), and Inverter
software can be downloaded in a simple one–step process.
2.2.6. Data Analysis
The wPTU Toolbox software contains an integrated graphing package that allows all of the system data to be
graphed for more detailed analysis. Real–time data can be graphed while on the truck or graphs can be generated
from data previously saved. All saved data can also be converted to Comma Separated Variable (CSV) format for use
by third–party software packages such as spreadsheets.
2.2.7. System Configuration
Many propulsion system parameters can be modified such as setting the on–board time and date, setting test ana-
log outputs, data logger setup, and system parameter modification.
2.2.8. Self–Test
The wPTU Toolbox software can be used to initiate or view propulsion system test information. Load–box mode,
the capacitance test, and manual self–test mode can be monitored.
2.2.9. Integrated Help
The wPTU Toolbox software contains three levels of user help. Application help is available for major wPTU
Toolbox functions such as logging on, saving data, graphing, etc. Screen specific help is available to help understand
the purpose and use of each screen. Mouse–over help also provides a short description of each screen field.
2.2.10. One–Step Downloading

All possible data to download from a truck, including event summaries, five–second data packs, and statistical data
can be downloaded with the touch of a button. This insures that the right information is gathered.
2.3. wPTU SCREEN SELECTIONS
An outline of the wPTU startup screen selections is shown in Figure 1.
The Mode Options are either Normal Mode or Offline/Training Mode. In the Normal Mode the wPTU at-
tempts a connection with the target. When the connection is established, the truck type and truck ID are obtained from
the target. (The mode options can be saved in a settings file.)
In the Offline/Training Mode, the user enters the truck type. If the AC button is selected, the user also selects the
panel type. (If the DC button is selected, the panel type is disabled.)
4
Login Screen (Figure 4)

Mode
Normal Mode
Offline/Training Mode
LOGIN to wPTU Toolbox
Panel Type
PSC
TCI
Program Panel (goes to OHV PTU Programming Utility)
Terminal Emulator Mode (HyperTerminal)
Options (wPTU communication options)
Load Settings (select folder to load settings from)
Ac
Cfg_AC
Cfg_DC
Dc
Save Settings (select folder to save settings to)
Restore GETS Settings (restore GETS default settings)
Help (for wPTU Startup and Communication)
Publications (access to publications of the GE drive system)
Exit E–44409C
Figure 1. wPTU Startup Screen Selections.
NOTE: The Truck Type, Panel Type, and GE System selections are disabled in the Normal Mode. Proce-
dures in this manual are written for the Offline/Training Mode. Some portions of certain procedures will
be performed automatically when in the Normal Mode.
When the LOGIN to wPTU Toolbox button is pressed, the entered password is verified and the user selects the
panel type, TCI or PSC.
The set of screens dedicated to TCI interaction and operation is outlined in Figure 2. The BOLD typeface indicates
a menu screen, whereas normal typeface indicates a dedicated purpose screen.
The set of screens dedicated to PSC interaction and operation is outlined in Figure 3. As in Figure 2, BOLD type-
face indicates a menu screen, whereas normal typeface indicates a dedicated purpose screen.
Most of the truck startup procedures and troubleshooting procedures involve the wPTU toolbox. Figure 1
through Figure 3 in this publication provide a reference to the figures associated with the various wPTU screens to
guide the user to the desired wPTU function screen.
NOTE: A brief description of all wPTU screens is contained in the Help menu. In the Menu Bar, click on
Help –> Applications –> PTU Screen Help –> Desired Screen.
5
PTU Screens
TCI
Normal_Operation
Real_Time (Figure 47)
Drive Status
TCI – Real Time Data (Figure 48)
TCI – Serial Link Data
TCI – Analog Inputs (Figure 41)
TCI – Temperatures
Logic (Figure 15)
Accel Inhibit Logic (Figure 16)
Configuration
TCI Analog Outputs
TCI Truck Configs
TCI Software Versions
TCI Datalog Setup
Pedal Calibration
Set Truck ID
Special Tasks
Event_Menu (Figure 89)
TCI Event Summary (Figure 90)
TCI Trigger Data (Figure 91)
TCI Datapacks (Figure 92)
Reset TCI Events (Figure 93)
Erase TCI Events (Figure 94)
Stat_Menu (Figure 54)
Stat Serial Report (Figure 59)
View Counters (Figure 55)
View Profiles (Figure 57)
Reset Stats (Figure 36)
Stat Start Date
Set Time and Date (Figure 34)
TCI Dispatch Test
Events & Inv Params (Figure 95)
Engine_Stopped_Tasks (Figure 49)
TCI Manual Test (Figure 51)
Gauge Calibration (Figure 19)
Ctrl_Z_to_return_to_menu
E–44410C
Figure 2. TCI Window Browser Screen Selections.
6
PTU Screens
PSC
Normal_Operation
Real_Time (Figure 42)
Drive Status
PSC – Real Time Data (Figure 44)
PSC – Serial Link Data
PSC – Analog Inputs (Figure 43)
PSC – Temperatures (Figure 10)
FB173 Card Data
Inverter Info
Logic (Figure 11)
Ready Mode (Figure 12)
Propel Mode (Figure 13)
Retard Mode (Figure 14)
Configuration
PSC Analog Outputs
FB173 Analog Outputs
PSC Truck Configs
PSC Software Versions (Figure 37)
PSC Datalog Setup
Tests (Figure 96)
Self Load Engine Test (Figure 53)
Temperatures
Capacitance Test (Figure 97)
Inverter VI Test Data
Special Tasks (Figure 45)
Event_Menu
PSC Event Summary
PSC Trigger Data
PSC Datapacks
Reset PSC Events
Erase PSC Events
Set Time and Date (Figure 46)
Events & Inv Params (Figure 95)
Engine_Stopped_Tasks (Figure 38)
PSC Manual Test (Figure 39)
Ctrl_Z_to_return_to_menu
E–44411C
Figure 3. PSC Window Browser Screen Selections.
7
2.4. wPTU STARTUP SCREEN
The wPTU Toolbox Startup screen is the initial selection screen that is displayed on the PC when the AC
wPTU Toolbox is commanded (after splash screen). It is from this screen that access to all other operating menus is
obtained (Figures 1 through 3).
E–46731
Figure 4. wPTU Toolbox Startup Screen.
When in the Offline / Training Mode, options on this screen are selected by clicking in the selection circle (GE
System, Panel Type, or Mode). When in the Normal Mode (connected to a truck), these selections are performed
automatically by the wPTU Toolbox.
After entering a valid password, select any of the functions shown on the right side of the screen by clicking on the
button for the function.
2.5. DATALOGGER FUNCTION
A Datalogger function is contained in the GE OHV wPTU Toolbox (GEOHVPTU 1.0). Use this functions as
described in the following sections.
8
2.5.1. Setup Variables To Be Logged

1. Connect the PTU to the desired serial port (PSC or TCI, located in the operator cab), start the GE OHV wPTU
Toolbox, enter password, select PSC Panel, select appropriate truck type, and click on LOGIN to wPTU
Toolbox. (Procedure is the same if TCI Panel is selected except screens titled for TCI.)
2. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Configuration –> Data-
log Setup (Figure 5).
3. The PSC Datalog Setup screen is now displayed.
8. Click on the Datalogger Setup button to open the PSC Datalogger Setup screen, select the variables to data-
log and the rate at which to datalog them (Figure 6). Rate should be set to 20ms or slower for 15 or less selected
variables and to 40ms or slower for greater than 15 selected variables.
9. Click on the Exit button of the PSC Datalogger Setup screen to return to the PSC Datalog Setup screen.
10. Click on the numbered box in front of the variables to be datalogged. (Only the variables with a highlighted
green box will be datalogged.)
E–46732
Figure 5. wPTU PSC Datalog Setup Screen.
9
E–46733
Figure 6. PSC Datalogger Setup Screen with Variable #13 Drop Down Selected.
11. Close the PSC Datalog Setup display screen by clicking on the X in the upper right corner of the screen and
shutdown the wPTU Toolbox.
2.5.2. Begin Datalogging

1. From the Start Menu go to START –> Program Files –> GEOHVPTU 1xx (current version) –> AC Tools –>
Datalog –> Start Datalogger.
2. The Datalog xx.xx (current version) screen is now displayed (Figure 7). The Datalog xx.xx screen will show
how long the recording can be performed based on the number of variables being recorded, the record rate,
and the available PC memory.
12. In the Menu section of the screen, two options are available as follows:
<W>rite data & quit – This option will stop datalogging and save the data to a file c:\program
files\GEOHVPTU 1xx (current version)\datalog\dlogxxx (xxx is a sequential number)
<A>bort – This option stops datalogging and does not create a file with the data.
2.6. SAVING SCREEN DISPLAYS
Any real time screen display can be saved for future viewing. Complete procedures for saving screens and data
are provided in GEK–91712, OHV WPTU TOOLBOX USER’S GUIDE, SECTION 3.5, MAIN WINDOW MENUS.
10
E–45370
Figure 7. Datalog Version Screen.
A saved screen can be replayed in both online and offline modes. The screens can be saved to a file and then can
be replayed, converted to CSV format, or graphed (screen is saved as a binary file). The user specifies the filename
and location where the file is saved.
2.7. PASSWORDS
The ability to set passwords is provided using the Password Utility for the wPTU toolbox (Figure 8). Refer to
GEK–91712, OHV WPTU TOOLBOX USER’S GUIDE, SECTION 5, PASSWORD UTILITY for complete informa-
tion on setting passwords and password privilege levels. It is recommended that supervisors assign passwords and
privilege levels below their own.
E–45148
Figure 8. Start Menu – Password Utility.
11
12
3. SELECTED SCREEN DESCRIPTIONS AND FUNCTIONS
The following information describes selected screens and functions that are commonly used in the startup and
troubleshooting of the GE OHV AC Propulsion System. Sections 3.1 through 3.5 describe screens that are contained
in the wPTU Configuration Utility. Sections 3.6 through 3.8 describe screens and functions that are contained in
the wPTU Toolbox. The propulsion system’s REST mode and Park Brake functions are described in Section 3.9.
3.1. PRODUCT SERVICE DATA SCREEN
This screen is used to create a tracking record for a specific truck or series of trucks (Figure 28). This record sets a
history as to ship date, where and when the truck was placed in service, and it ties that specific truck to its operational
settings for that period of service.
From the Product Service Data screen, six possible areas may be set or changed for the specific truck or series of
trucks chosen. Only those data items which have been authorized and activated can be set or changed. Perform the
following to change the data settings:
1. Either click in the desired box (outlined in red on the left of screen) or use the TAB key to scroll continuously
down through the boxes.
2. Change the setting by deleting the existing setting (press any key and type the new setting, or simply type over
the existing data).
3. Press Enter to enter the modified setting. (The box color changes from white to blue, indicating that it has been
changed and will remain blue for the present session until the file is saved.)
NOTE: To keep the changes made to the Product Service Data settings, the file must be saved.
4. Click on File and Save. Pop–up messages notify the user that the changed data has been saved, and offer
other Save options.
3.2. TRUCK SPECIFIC DATA SCREEN
This screen is used to set the sensitivity and reactivity of the acceleration and retarding controls as desired, based
on specific operating conditions (Figure 29).
From the Truck Specific Data screen, eight possible parameters may be set or changed for the specific truck
chosen. In addition, the truck ID number may be entered and changed, thus choosing these settings for a specific
truck when saving the file. Only those parameters which have been authorized and activated can be set or changed.
Perform the following to change the data settings
NOTE: Holding the mouse cursor over an item displays Help information for that item.
1. Either click in the desired box (outlined in red on the left of screen) or use the TAB key to scroll continuously
down through the boxes.
the existing data).
3. Press Enter to enter the modified setting. (The box color changes from white to blue, indicating that it has been
changed and will remain blue for the present session until the file is saved.)
13
NOTE: If a parameter is out of limits, a warning message appears. Click OK to return to the Truck Specific
Data screen and correct the setting.
NOTE: To keep the changes made to the Truck Specific Data settings, the file must be saved.
other Save options.
The Truck Specific Data screen is used to enter the following information:
1. Percent retard pedal travel indicating retard request OFF

This is the percent of pot reference volts at which the control is calibrated to have zero retard request.
Refer to SECTION 6.8., POT, PEDAL, AND LEVER ADJUSTMENT CHECKS.
2. Percent retard pedal travel indicating retard request FULL ON
This is the percent of pot reference volts at which the control is calibrated to have full retard request. Refer
to SECTION 6.8., POT, PEDAL, AND LEVER ADJUSTMENT CHECKS.
3. Percent retard lever travel indicating retard request OFF
This is the percent of pot reference volts at which the control is calibrated to have zero retard request.
Refer to SECTION 6.8., POT, PEDAL, AND LEVER ADJUSTMENT CHECKS.
4. Percent retard lever travel indicating retard request FULL ON
This is the percent of pot reference volts at which the control is calibrated to have full retard request. Refer
5. Hydraulic brake temperature meter scale factor
This a value that calibrates the meter reading against actual temperature. Refer to SECTION 3.10.,
GAUGE CALIBRATION CHECKS.
6. Propulsion system temperature meter scale factor
This a value that calibrates the meter reading against actual temperature. Refer to SECTION 3.10.,
GAUGE CALIBRATION CHECKS.
7. Percent accel pedal travel indicating accel request OFF
This is the percent of pot reference volts at which the control is calibrated to have zero accel request. Refer
8. Percent accel pedal travel indicating accel request FULL ON
This is the percent of pot reference volts at which the control is calibrated to have full accel request. Refer
9. Truck identification number
This is for the mine to enter the truck identification number. Truck ID shows up with the event data and
must be unique for each truck.
14
3.3. VIEW OVERSPEEDS SCREEN
The View Overspeeds screen displays the current mine speed limit settings for the truck chosen (Figure 30).
3.4. SET WHEEL MOTOR TYPES SCREEN
A continuous record of wheel motor types used on a truck can be created by updating the settings in this screen
(Figure 27).
This screen is used to view and change the type of wheel motors for a specific truck or series of trucks. A list of
possible models and their gear ratios is shown.
NOTE: Changing the wheel motor type may automatically change other default settings for the truck.
Make sure the correct wheel motor codes for this truck are entered before saving the file.
By entering the codes for the wheel motor models that are being used on this truck, two possible parameters may
be set or changed. Only those items which have been authorized and activated can be set or changed. Perform the
following to change the settings:
1. Either click in the desired box (outlined in red on the left of screen) or use the TAB key to toggle between the
boxes.
the existing data).
3. Press ENTER to enter the modified setting. (The box color changes from white to blue, indicating that it has
been changed and will remain blue for the present session until the file is saved.)
other Save options.
3.5. MONITOR REAL TIME DATA
Real time data for both PSC and TCI can be viewed by using the wPTU. The PSC and TCI procedures and
screens are very similar and only require wPTU connection to the desired serial port in the operator cab.
Perform the following to monitor PSC real time data:
1. Connect the PTU to the PSC serial port (located in the operator cab), start the GE OHV wPTU Toolbox, enter
password, select PSC Panel, select appropriate truck type, and click on LOGIN to wPTU Toolbox.
2. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Real_Time –> PSC – Real
Time Data (Figure 42).
3. The PSC – Real Time Data screen is now displayed (Figure 44).
3.5.1. PSC – Real Time Data Screen
The PSC – Real Time Data screen is separated into various sections depending upon the type of signal being
monitored.
NOTE: Refer to SECTION 13., TABLE 7, GLOSSARY, for definitions of the signal names that appear on
this and other screens.
15
The major sections of this screen are as follows:
1. Analogs – This section monitors the status and values of analog signals from devices such as current sensors,
voltage sensors, temperature sensors, etc.
2. Modes – This section provides information regarding the mode of operation, the direction of operation, the
commanded percent of propel or retard effort, communication status with TCI, etc.
3. Speeds – This section monitors various speed sensor signals and provides a processed truck speed indica-
tion.
NOTE: When discrete signals are active, they are displayed inversed (highlighted). This display method
is used for Digital Inputs, Digital Outputs, and Serial Link Data To and From TCI.
4. Digital Inputs (DI) – This section monitors the status of discrete input signals to PSC such as contactor posi-
tion sensors, electronic connector continuity, etc.
5. Digital Outputs (DO) – This section monitors the status of discrete output signals from PSC such as contactor
commands, panel enabling signals (e.g. GD1E, AFSE), indicating light control, etc.
6. Serial from TCI – This section monitors the status of discrete signals received by PSC from TCI over the PSC–
TCI serial link.
7. Serial to TCI – This section monitors the status of discrete signals provided by PSC to TCI over the PSC–TCI
serial link.
8. Inverters – This section monitors the status of various signals related to inverter operation including run status,
torque command, torque feedback, etc.
Close the PSC – Real Time Data display screen by clicking on the X in the upper right corner of the screen.
3.5.2. PSC – Serial Link Data Screen

1. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Real_Time –> PSC – Seri-
al Link Data (Figure 42).
2. The PSC – Serial Link Data screen is now displayed (Figure 9).
This screen monitors the status of the serial link signals sent to and received from TCI.
3. Close the PSC – Serial Link Data display screen by clicking on the X in the upper right corner of the screen.
3.5.3. PSC – Analog Inputs Screen

1. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Real_Time –> PSC – Ana-
log Inputs (Figure 42).
5. The PSC – Analog Inputs screen is now displayed (Figure 43).

This screen monitors the status of all analog input signals to PSC.
2. Close the PSC – Analog Inputs display screen by clicking on the X in the upper right corner of the screen.
16
E–44390B
Figure 9. PSC – Serial Link Data Screen.
3.5.4. PSC – Temperatures Screen

1. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Real_Time –> PSC –
Temperatures (Figure 42).
2. The PSC – Temperatures screen is now displayed (Figure 10).

This screen monitors the status of various component temperatures provided either by sensors or by calcula-
tions.
3. Close the PSC – Temperatures display screen by clicking on the X in the upper right corner of the screen.
3.6. CHECK PSC MODE LOGIC OPERATION
The PSC Logic screens can be accessed by the wPTU user to check PSC Ready Mode, Propel Mode, and
Retard Mode operation. These screens display real–time ladder diagrams which show the necessary truck functions
and propulsion system operations that must occur in order to achieve the operating mode selected. When activated,
the various ladder diagram functions are displayed reversed (highlighted). In this manner, these logic screens can be
used as a troubleshooting aid in diagnosing why the propulsion system does not achieve a commanded mode of op-
eration.
17
E–44392B
Figure 10. PSC Temperatures Screen.
3.6.1. Accessing PSC Logic Screens
Perform the following to access the PSC Logic screens:
2. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Logic (Figure 11).
3. The PSC Logic menu of screens is now displayed. Double–click on the desired screen to display it.
3.6.1.1. Ready Mode Logic Screen

1. From the Logic menu, double–click on Ready Mode to select that screen (Figure 11).
2. The Ready Mode screen is now displayed (Figure 12).

This screen displays the necessary requirements and the status of those requirements for the propulsion sys-
tem to achieve the Ready Mode in preparation for either a subsequent Propel Mode or Retard Mode of opera-
tion.
3. Close the Ready Mode display screen by clicking on the X in the upper right corner of the screen.
18
E–45238
Figure 11. PSC Logic Screens Access Sequence.
E–44395B
Figure 12. PSC Ready Mode Logic Screen.
19
3.6.1.2. Propel Mode Logic Screen

1. From the Logic menu, double–click on Propel Mode to select that screen (Figure 11).
2. The Propel Mode screen is now displayed (Figure 13).

tem to achieve the Propel Mode of operation.
3. Close the Propel Mode display screen by clicking on the X in the upper right corner of the screen.
E–44396B
Figure 13. PSC Propel Mode Logic Screen.
3.6.1.3. Retard Mode Logic Screen

1. From the Logic menu, double–click on Retard Mode to select that screen (Figure 11).
2. The Retard Mode screen is now displayed (Figure 14).

tem to achieve the Retard Mode of operation.
3. Close the Retard Mode display screen by clicking on the X in the upper right corner of the screen.
4. Click on the Target button to go back to the GE OHV wPTU Toolbox Login screen, close the wPTU Tool-
box, shut down the PTU, and disconnect it from the PSC serial port.
20
E–44397B
Figure 14. PSC Retard Mode Logic Screen.
3.7. CHECK TCI ACCEL INHIBIT LOGIC OPERATION
The TCI Accel Inhibit Logic screen can be accessed by the wPTU user to check the TCI accel inhibit logic. This
screen displays real–time ladder diagrams that show the necessary truck functions and propulsion system operations
that must occur in order for an accel inhibit condition to occur. When activated, the various ladder diagram functions
are displayed reversed (highlighted). In this manner, this logic screen can be used as a troubleshooting aid in diagnos-
ing why an accel inhibit condition has occurred.
3.7.1. Accessing TCI Accel Inhibit Logic Screen
Perform the following to access the TCI Accel Inhibit Logic screen:
1. Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV wPTU Toolbox, enter
password, select TCI Panel, select appropriate truck type, and click on LOGIN to wPTU Toolbox.
2. From the window browser, select PTU Screens –> TCI –> Normal_Operation –> Logic –> Accel Inhibit
Logic (Figure 15).
3. The Accel Inhibit Logic screen is now displayed (Figure 16).
4. Close the Accel Inhibit Logic display screen by clicking on the X in the upper right corner of the screen.
box, shut down the PTU, and disconnect it from the TCI serial port.
21
E–45239
Figure 15. TCI Accel Inhibit Logic Screen Access Sequence.
E–44363A
Figure 16. TCI Accel Inhibit Logic Screen.
22
3.8. CONSOLIDATED TRUCK DATA SAVE FUNCTION
To aid in getting the data from the CPU card and into the office computer, the Consolidated Truck Data Save
function has been provided in the wPTU Toolbox. This function puts all the collected statistical data in a file which
can then be processed at a later time.
To upload data, do the following:
2. From the PTU Screens –> TCI screen Menu Bar, select UpLoad –> Consolidated Truck Data Save (Figure
17).
E–45249
Figure 17. Consolidated Truck Data Save Selection From Toolbar.
NOTE: Files are normally uploaded to the following:

c:/program files/geohvptu_xx/data_ac/<truck id date time>
3. Select the type of report to be saved from the Reports Type list, choose a Save Directory, then click on the
Begin button to begin uploading (Figure 18).
4. Click on Close when the uploading is complete, then click on the Target button in the screen Tool Bar to go to
the wPTU startup screen.
5. Close the wPTU Toolbox, shut down the PTU, and disconnect it from the TCI serial port.
NOTE: The statistical data is uploaded in the following formats:

UPL – this is a compressed binary format that is preferred when the file information will be forwarded
for GE headquarters review. This format can be converted to TXT at a later date
TXT – this is an 80 column ASCII format that is suitable for subsequent user review
CSV – this is a comma separated variable format that is suitable for import into a spreadsheet for sub-
sequent manipulation
3.9. REST MODE/PARK BRAKE
The GE OHV AC propulsion system has a mode of operation called REST that is entered automatically when the
Park Brake is set (provided that all necessary truck operating conditions are met, such as truck stopped). In this mode
of operation, power is removed from the DC link of the propulsion system, thereby preventing the propulsion system
from either accelerating or retarding the truck.
Use the REST mode indicating light, Park Brake indicating light, and the capacitor charged lights on the main con-
trol cabinet to confirm that the Park Brake has been set and the REST mode has been successfully achieved.
23
E–44354B
Figure 18. Consolidated Truck Data Save Screen.
The following are the major reasons for setting the Park Brake and commanding the propulsion system to REST
mode:
1. It should always be done when shutting down a truck, prior to turning off the engine.
2. It should always be done when the operator leaves the operator’s cab.
3. It is often done when the truck is expected to idle for an extended period of time.
4. It is often done during the course of truck start–up and troubleshooting.
To bring the GE OHV AC propulsion system out of REST mode, release the Park Brake. Provided that truck oper-
ating conditions are met, there will be a period of time while the propulsion system energizes the DC link and gets ready
for either accelerating and/or retarding mode truck operation.
24
3.10. GAUGE CALIBRATION OFFSETS
For test purposes, offsets can be made to several gauge readings provided by the control. Speed, brake cooling oil
temperature (if equipped) and propulsion temperature can be lowered or raised to perform test procedures. The set-
tings are temporary and will return to default readings after the power is cycled to the control.
E–46755
Figure 19. Gauge Calibration Screen.
25
26
4. CONFIGURATION FILES
Configuration files are contained in the GE Truck Configuration Utility (CFG AC Vxxxx) (current version). GE con-
figuration file descriptions are displayed when this utility is opened. The configuration utility is opened and files se-
lected as follows:
1. Click the mouse on the AC Configuration Utility icon on the desktop or from the Start Menu go to START –>
Programs –> GEOHVPTU 1xx (current version) –> AC Tools –> CFG AC Vxxxx (current version).
2. Enter an applicable password.
3. Select the appropriate GE configuration file for the truck (refer to Figure 24 for typical View Configuration
Files screen example and refer to TABLE 1 for description of files).
4. Click the on the file to select it and then click OK to go to the PTU Screens –> Configuration Browser.
NOTE: A truck configuration file must be selected before any of the other utility menu choices can be
used except Exit.
4.1. GE CONFIGURATION FILENAME DESCRIPTION
Configuration filenames are established using a specific set of guidelines. Each element in a filename represents a
piece of information which describes the application, revision, issue date, etc. (Figure 20).
A24002T.200
A24 002 T 2 00
Object Code
Release Minor
Version Number
A24 = AC 240 Ton OHV
Propulsion System Least Significant
Digit of Object
Code Release
Major Version
Number
Configuration Configuration File

File Number Revision Designation
E–44425C
Figure 20. Composition of a GE AC OHV Configuration Filename.
4.2. VIEW TRUCK CONFIGURATION SCREEN
To view the Truck Configuration screen, from the window browser, select PTU Screens –> Config –> Truck
Configuration. An example of a typical Truck Configuration screen is shown in Figure 21.
Close the Truck Configuration display screen by clicking on the X in the upper right corner of the screen.
27
E–46734
Figure 21. Typical 240 Ton Truck Configuration Screen.
4.3. GE/OEM DEFAULT CONFIGURATION FILES
There are 20 default GE configuration files for the OHV AC propulsion system. They are described in TABLE 1,
Default Configuration Files and Descriptions.
NOTE: Files that apply to 240 Ton vehicles are shaded. Files 1 – 13 are not included in Version 20.
One OEM configuration file should be created by the GE Product Service representative or the OEM representa-
tive for each truck type at the mine location. The GE base configuration files in TABLE 1 should be used. The OEM
files should then be used to create an individual truck configuration file for each truck.
For example, if a mine location contained an AC truck of the following type:

TMT 260AC – standard with Cummins QSK60
TMT 260AC – standard with Detroit Diesel DDC
The OEM configuration file would be as shown in Figure 22.
28
GE default file for standard GE default file for standard

GE Defaults TMT 260AC with QSK60 TMT 260AC with DDC
A24002t.200 A24001t.200
OEM file with OEM options OEM file with OEM options
OEM Files and mine information set and mine information set
OEM002t.200 OEM001t.200
Truck Files Truck #. . . . Truck #. . . .
Truck #. . . . Truck #. . . .
Truck #. . . . Truck #. . . .
Truck #. . . . Truck #. . . .
Truck #15 . . . . Truck #15 . . . .

with pedal settings etc. . . . with pedal settings etc. . . .
E–45286A
Figure 22. OEM Truck Configuration File Tree.
TABLE 1. DEFAULT CONFIGURATION FILES AND DESCRIPTIONS

GE Standard Filename Notes Description
GE150AC – 150 Ton AC (KG527xx)
1. a15001t.200 Standard Terex TMT150AC, DDC–12V Engine
GE240AC – 240 Ton AC (KG531xx)
2. a24001t.200 Detroit Diesel Terex TMT260AC, DDC Engine
3. a24002t.200 Cummins Terex TMT260AC, QSK60 Engine
GE320AC – 2700 HP (KG526Cx)
4. a27e01t.200 Standard KMS 930E–3, QSK60 Engine
5. a27e05ht.200 Oil Sands KMS 930E–3AT, Auton Engine
GE320AC – 3500HP (KG526Bx)
6. a35001t.200 Standard KMS 930E–2SE, QSK78 Engine
29
4.4. GE/OEM CONFIGURATION OPTIONS
These configuration options are adjustable only by an OEM or GE representative, and can only be viewed at the
mine privilege level. Refer to Figure 26 for an example of the Set GE/OEM Options screen.
NOTE: To change GE/OEM Configuration Options requires use of the appropriate privilege level pass-
word.
For Version 20, the features shown in TABLE 2, GE/OEM Configuration Options and Descriptions, are avail-
able as GE/OEM configurable options. Default settings are noted.
TABLE 2. GE/OEM CONFIGURATION OPTIONS AND DESCRIPTIONS

# OPTION NAME DESCRIPTION DEFAULT
OEM Output FET Options
1 OEM Speed Option 1 Sets the speed at which Digital Output #6 (TCI) is ener- 10 mph
gized. The digital output signal is intended to be wired to
an external light to give indication of truck speed.
2 OEM Speed Option 2 Sets the speed at which Digital Output #6 (TCI) is ener- 25 mph
gized. The digital output signal is intended to be wired to
an external light to give indication of truck speed.
3 Engine OEM speed option Sets the speed at which Digital Output #22 (TCI) is ener- 1700 rpm
gized. The digital output signal can be used to drive other
OEM devices based on engine speed.
Dump Body UP Speed Options
4 Dump Body UP Speed Limit Sets the speed limit applied to truck while dump body is 5 mph
UP.
5 Dump Body UP Speed Limit Sets the speed limit applied to truck while dump body is 15 mph
(With Override) UP and the Override button is pressed.
6 Dump Body UP RETARD Allows full speed control (PROPEL and RETARD effort 1 = Enabled
Enable At Max Speed modulation) at the maximum dump body UP speed. If dis-
abled, RETARD is not automatically applied, only PROPEL
effort is removed.
Add–On Options
7 Hydraulic Brake Outlet Enables monitoring of the hydraulic brake outlet cooling 0 = Disabled
Temp Monitor temperatures on a KMS 930E truck. To enable this option
an updated FB160 card and the additional hydraulic sen-
sors must be installed.
8 OEM Accel Inhibit Enables the external OEM Accel Inhibit Logic. If this flag 0 = Disabled
is set to 1, PSC Digital Input #16 is read to initiate an accel
inhibit.
30
TABLE 2. GE/OEM CONFIGURATION OPTIONS AND DESCRIPTIONS (Cont’d)

Add–On Options
9 Axle Box Sensor Type Option to set which type of axle box pressure sensor is 0 = None
present in the system. Set to 1 if an analog sensor is 1 = Analog
installed. Set to 2 if a digital sensor is installed. Without
the option turned on, the propulsion system is unable to 2 = Digital
detect a loss of cooling air to the traction motors.
10 Auxiliary Blower Type Option to set which type of Auxiliary Cooling system is 0 = Aux Inv
present on the truck. Set to 0 if an Auxiliary Inverter sys- 1 = Alt Blwr
tem is present. Set to 1 if an Alternator Blower system
(GTA–39, GTA–41) is present. Set to 2 if a Hydraulic 2 = Hydraulic
Blower is present.
11 VHMS System Present Option to indicate that the KMS Vehicle Health Monitoring 0 = Not Pres.
System (VHMS) system is installed on the truck.
12 PWM Style Engine Load Option to set which type of engine load signal is present. 1 = Present
Signal Set to 0 if the 0 – 10 V analog system is present. Set to 1
if the PWM signal is present.
Protection Options
13 Engine Cranking Protection Enables the engine cranking protection strategy, (i.e. 30 0 = Disabled
Enabled second max crank time, cool–down periods, etc.).
NOTE: This option should only be enabled on trucks
with an MTU or DDC engine. The Cummins QSK60
engine has a pre–lube feature which requires addi-
tional time and will cause engine cranking to time out.
Only QSK60 engines on trucks with KMS Truck Num-
ber 186 or greater should have this option enabled.
14 RP1 Hold–In Strategy Flag to indicate which RP1 Hold–In strategy to use. The 1 = RETARD
RP1 Hold–In feature reduces the cycles during RETARD
and helps reduce both RP1 and GY–19 grid blower motor
life. The three options are:
0 = None
1 = RETARD Mode
2 = READY Mode
Engine Warm–Up Options
15 Engine Warm–Up Mode Enables the Engine Warm–Up Mode. 0 = Disabled
16 Engine Warm–Up Speed Engine speed setting to use during Engine Warm–Up 1200 RPM
Mode.
31
TABLE 2. GE/OEM CONFIGURATION OPTIONS AND DESCRIPTIONS (Cont’d)

Overloaded Options
17 Overloaded Function Option to set the propulsion system response to an over- 0 = No Resp.
loaded truck.
0 = No response (Statistic Only)
1 = Speed Limited
2 = No Propel
18 Overloaded Sense Indicates the sense of the overload digital input. 1 = 24 V
0 = 0 V indicates active
1 = 24 V indicates active
Other Options
19 Mine Adjustable Speed Limit Enables Overspeed Limits to be set by the Mine. Disabled
20 Second Language Support Enables the second language support on the Diagnostic 1 = Enabled
Information Display (DID) panel (disabled will hide the ES-
PANOL key )
Wheel Motor Options
21 Left Wheel Motor Type Flag to indicate the wheel motor type of the left (driver Configuration
side) wheel. Dependent
1 = 5GDY–85A/B
2 = 5GDY–85C
3 = 5GDY–85D
4 = 5GDY–85E
5 = 5GDY–85F
11 = 5GDY–106A
12 = 5GDY–106B
21 = GEB–23
31 = GEB–25
22 Right Wheel Motor Type Flag to indicate the wheel motor type of the right (passen- Configuration
ger side) wheel. (Refer to selections for Option 21.) Dependent
4.5. SAVING NEW CONFIGURATION FILES
The activated specific options define the OEM configuration and are normally saved under a filename which can be
used to uniquely identify it at a later time.
Click on File –> Save to save the new configuration (changes) as the same file and overwrite the existing configu-
ration of that filename.
Click on File –> Save As to save the new configuration (changes) as a new file and retain the existing configuration
of the original filename.
32
Verify that the desired filename is displayed. Note that the name of the file that was chosen as the valid truck config-
uration is displayed automatically. A new filename is entered by typing the entire new filename. Refer to Figure 20 for
configuration file naming conventions.
This OEM truck configuration file would be the one normally loaded at the beginning of the software download
during a truck startup. It contains the correct option settings and the default truck specific data.
4.6. CONFIGURATION FILE DESTINATION DIRECTORY
The active wPTU directory where configuration files are saved is displayed on the View Configuration Files
screen (Figure 24) in the Destination Directory menu. All configuration files that are commanded to be saved will be
saved in this directory.
To change the configuration save directory, click on the Browse button next to the Destination Directory menu
and choose a different existing directory or type in the new full directory path name.
4.7. CONFIGURATION FILE SOURCE DIRECTORY
The active PTU directory where configuration files are retrieved from is displayed on the View Configuration
Files screen (Figure 24) in the Source Directory menu. All configuration files that are available for retrieval and ma-
nipulation are in this directory.
To change from Source Directory to Destination Directory, proceed as follows:
1. Click on the Browse button next to the Source Directory menu.
2. Highlight the Truck folder.
3. Click on Open Directory.
To change from Destination Directory to Source Directory, proceed as follows:
1. Click on the Browse button next to the Source Directory menu.
2. Scroll up (Up Arrow) to ACConfigFiles.
3. Highlight the ACConfigFiles.
4. Click on Open Directory.
33
34
5. INSTALLING AC PROPULSION SYSTEM SOFTWARE ON TRUCK
WARNING: Ensure that all mine, OEM, and GE safety procedures are followed during truck software instal-
lation. Ensure the truck is parked in a safe location with the Park Brake applied (places propulsion system
in REST mode). Failure to do so could result in personal injury or death, as well as equipment damage and
inadvertent truck movement.
Before new software can be loaded into a truck’s propulsion system, configuration files must be created and truck–
specific parameters must be recorded. The following tasks must be completed in the order listed:
1. Select a GE Configuration file
2. Create a GE/OEM Options file
3. Create a Truck–Specific file
4. Save existing truck data (if applicable)
5. Program the TCI, PSC, and Inverters
6. Checkout to verify proper software installation
NOTE: The OEM file only needs to be created one time. A truck–specific file must be created for each
individual truck. The full installation process takes approximately 40 minutes.
5.1. SELECTING THE GE CONFIGURATION FILE
NOTE: An appropriate level password is required to enter the Configuration tool.
1. Choose the appropriate GE configuration file.
a. Click on the AC Configuration Utility icon on the desktop or from the Start Menu go to START –> Pro-
grams –> GEOHVPTU xx (current version) –> AC Tools –> CFG AC Vxxxx (current version) (Figure
23).
b. Select the appropriate GE configuration file for the truck (refer to Figure 24 for typical View Configuration
Files screen example and refer to SECTION 4., TABLE 1, DEFAULT CONFIGURATION FILES AND DE-
SCRIPTIONS for description of files).
c. Click on the file to select it and then click OK to go to the PTU Screens –> Configuration Browser (Figure
25).
35
E–44345A
Figure 23. Open AC Configuration Tool Sequence.
36
E–46735
Figure 24. Typical Truck Configuration Screen.
E–45203A
Figure 25. PTU Screens Configuration Browser.
37
2. Set the appropriate GE/OEM options for the mine location.
a. From the PTU Screens –> Configuration Browser, select Set GE/OEM Options.
b. Set the appropriate options for the specific mine environment. SECTION 4., TABLE 2, GE/OEM CONFIG-
URATION OPTIONS AND DESCRIPTIONS, describes the available options and Figure 26 shows exam-
ple screens.
c. Press ENTER after modifying any field and click on the X in the upper right corner of the screen to close it.
d. From the PTU Screens –> Configuration Browser, select Set Wheel Motor Types.
E–46736
Figure 26. Set GE / OEM Options Screen (Part 1 of 2).
e. Enter the number corresponding to the left wheel motor type (and press Enter) and right wheel motor type
(and press Enter), then click on the X in the upper right corner of the screen to close it (Figure 27).
f. From the PTU Screens –> Configuration Browser, select Product Service Data (Figure 28). Set the
following items in this screen and press ENTER after each change/entry:
1) Mine Name
2) GE Mine Code
3) Model of Truck
38
E–46736
Figure 26. Set GE / OEM Options Screen (Part 2 of 2).
E–46737
Figure 27. Set Wheel Motor Types Screen.
39
E–46738
Figure 28. GE Product Service Data Screen.
g. Name the OEM configuration file according to the following convention and save the file. Replace the first
three digits of the GE configuration file with “OEM”. For example, OEM002t.200 would be the OEM configu-
ration file that is derived from GE configuration file A24002t.200.
5.2. CREATE THE TRUCK/MINE CONFIGURATION FILE

1. Determine and record the pedal, potentiometer (pot), and lever adjustment parameters according to the proce-
dure described in SECTION 6.8., PEDAL, POT, AND LEVER ADJUSTMENT CHECKS. (Truck must first be
programmed to enter these values.)
2. Select the appropriate GE/OEM configuration file as follows: (created previously, Figure 24).
a. Click on the AC Configuration Utility icon on the desktop or from the Start Menu go to START –> Pro-
grams –> GEOHVPTU 1xx (current version) –> AC Tools –> CFG AC Vxxxx (current version) (Figure
23).
b. Enter an appropriate password.
c. Click on Browse button next to Source Directory.
d. Click on Truck folder, then click on Open Directory.
e. Click on Configuration File that was created previously, then click on OK.
3. Click on the OK button to go to the PTU Screens –> Configuration Browser.
4. From the PTU Screens –> Configuration Browser, select Product Service Data.
5. The Product Service Data screen is now displayed (Figure 28).
6. Input the following items in this screen and press ENTER after each change/entry: (Other values may be
known and should be inputted also.)
40
a. OEM Truck Serial Number
b. OEM Ship Date
c. In Service Date
7. Close the Product Service Data screen by clicking on the X in the upper right corner of the screen.
8. From the PTU Screens –> Configuration Browser, select Truck Specific Data.
9. The Truck Specific Data screen is now displayed (Figure 29).
E–46756
Figure 29. 240 Ton Truck Specific Data Screen.
10. Follow screen instructions to set pedal calibration and truck ID. The pedal calibration and truck ID is done with
the Diagnostic Information Display (DID) process.
11. Close the Truck Specific Data screen by clicking on the X in the upper right corner of the screen.
12. If mine–selected speed limit is enabled, set the proper overspeeds as follows:
a. From the PTU Screens –> Configuration Browser, select Overspeeds.
b. The View Overspeeds screen is now displayed (Figure 30).
c. Enter the desired overspeed values and press ENTER after each change/entry.
d. Close the View Overspeeds screen by clicking on the X in the upper right corner of the screen.
13. Save the file to a truck–specific filename; acw1903.xxx is recommended, where xxx is the truck number.
41
E–46757
Figure 30. Overspeeds Screen.
5.3. SAVE EXISTING TRUCK DATA (Not Applicable to New Trucks)
For trucks that have had previous software installed, the truck’s event and statistical data should be saved prior to
downloading new software. (Also refer to SECTION 3.8., CONSOLIDATED TRUCK DATA SAVE FUNCTION.)
2. From the PTU Screens –> TCI screen Menu Bar, select UpLoad –> Consolidated Truck Data Save (Figure
17).
3. Select All Reports, choose a Save Directory, then click on the Begin button to begin uploading (Figure 18).
4. Click on Close when the uploading is complete.
5.4. PROGRAM TCI

password, and click on the Program Panel button (Figure 4).
2. From the OHV PTU Toolbox Programming Utility screen, under AC Drive Systems, ALL, select TCI (Fig-
ure 31).
3. Select the appropriate configuration file from the Select Configuration File menu by clicking Browse to open
the menu, then clicking on the desired file. (Also verify that correct Object File is shown, otherwise click on
Browse and select correct file before clicking on Begin Download button.)
4. Click on the Begin Download button to start downloading and automatically open the Programming the Pan-
el status screen (Figure 32). The OHV wPTU Toolbox Programming Utility will automatically download the
TCI with the latest TCI software and the chosen configuration file.
NOTE: It may be necessary to cycle control power in order to download. Do so by turning the Control
Power Switch or Keyswitch OFF, then back ON.
42
E–46739
Figure 31. OHV PTU Programming Utility Screen.
E–44356B
Figure 32. Programming the Panel Status Screen.
43
5. Click on the Exit button when the download is complete to go back to the OHV wPTU Programming Utility
screen.
6. Click on the Exit button again to go back to the GE OHV wPTU Toolbox Login screen, then close the
wPTU Toolbox, shut down the PTU, and disconnect it from the TCI serial port.
5.5. PROGRAM PSC

password, and click on the Program Panel button (Figure 4).
2. From the OHV wPTU Toolbox Programming Utility screen, under AC Drive Systems, ALL, select PSC
(Figure 31).
3. Select the appropriate configuration file from the Select Configuration File menu by clicking Browse to open
the menu, then clicking on the desired file. (Also verify that correct Object File is shown, otherwise click on
Browse and select correct file before clicking on Begin Download button.)
el status screen (Figure 32). The OHV wPTU Toolbox Programming Utility will automatically download the
PSC with the latest PSC software and the chosen configuration file.
screen.
wPTU Toolbox, shut down the PTU, and disconnect it from the PSC serial port.
5.6. PROGRAM INVERTERS

1. Apply the Park Brake (places propulsion system in REST mode) by placing the Park Brake rocker switch in the
ON position
2. Cutout both Inverter #1 and Inverter #2 using the DID panel per the procedure in SECTION 8.6.9., INVERTER
CUTOUT.
3. Verify the DC link charged lights are OFF and the DC link is discharged.
4. Connect the PTU to the Inverter #1 serial port (CNG), start the GE OHV wPTU Toolbox, enter password,
and click on the Program Panel button (Figure 4).
5. From the OHV wPTU Toolbox Programming Utility screen, under AC Drive Systems, GE240AC, select
KG531 (Figure 31).
6. Select the appropriate object file from the Select Object File menu by clicking Browse to open the menu, then
clicking on the desired file.
el status screen (Figure 32). The OHV wPTU Toolbox Programming Utility will automatically download
the connected inverter with the chosen object file.
44
screen.
9. Click on the Exit button again to go back to the GE OHV wPTU Toolbox Login screen and disconnect the
wPTU from the Inverter #1 serial port (CNG).
10. Connect the wPTU to the Inverter #2 serial port (CNH) and repeat steps 5 through 9 of this procedure.
wPTU Toolbox, shut down the PTU, and disconnect it from the Inverter #2 serial port (CNH).
12. Place Inverter #1 and Inverter #2 in the NORMAL mode using the DID panel per the procedure in SECTION
8.6.9., INVERTER CUTOUT and close the control cabinet door.
5.7. CHECKOUT
Verify proper software installation by performing the following steps:
2. From the window browser, select PTU Screens –> TCI –> Normal_Operation –> Configuration –> TCI SW
Versions.
3. The TCI SW Versions screen is now displayed (Figure 33).
E–46758
Figure 33. 240 TON Truck TCI SW Versions Screen.
4. Verify the following version information on the display screen:
TCI VER: {current version}

TRUCK TYPE: {applicable horsepower}
TRUCK ID: {current truck}
45
5. Close the TCI SW Versions display screen by clicking on the X in the upper right corner of the screen.
6. Verify the TCI’s time is set correctly as follows:
a. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Set Time and Date.
b. The Set Time and Date screen is now displayed (Figure 34)
E–44380A
Figure 34. TCI Set Time and Date Screen.
c. Correct the date and time setting as necessary and click on SET CLOCK to enter the changes. (Press
ENTER after each date and time entry.)
d. Close the Set Time and Date display screen by clicking on the X in the upper right corner of the screen.
7. Reset the TCI’s event information as follows: (Figure 35)
E–44367A
Figure 35. Reset and Erase TCI Events Selections.
a. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Event_Menu –> Reset TCI
Events.
b. The RESET the Active TCI Events selection screen is now displayed.
46
c. Click on Yes to reset the events and close the screen.
d. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Event_Menu –> Erase TCI
Events.
e. The ERASE the Stored TCI Events selection screen is now displayed.
f. Click on Yes to erase the events and close the screen.
NOTE: The following step must be performed the first time V20 or higher software is installed due to the
additional counter categories (yesterday, last month, this month). This step is not required for subse-
quent software downloads.
8. Reset the TCI’s Statistical Information as follows: (Figure 36)
E–45208
Figure 36. TCI Reset Stats Screen.
a. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Stat_Menu –> Reset Stats.
b. The Reset Stats screen is now displayed.
c. Click on the selection box for Reset ALL <GE AND MINES> Statistics and click on Yes in the question
window that pops up.
d. Close the Reset Stats display screen by clicking on the X in the upper right corner of the screen.
9. Click on the Target button to go back to the GE OHV wPTU Toolbox Login screen and disconnect the
wPTU from the TCI serial port.
10. Connect the wPTU to the PSC serial port (located in the operator cab) and click on LOGIN to wPTU Tool-
box.
47
11. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Configuration –> PSC
SW Versions.
12. The PSC SW Versions screen is now displayed (Figure 37).
E–46740
Figure 37. PSC Software Versions Screen.
13. Verify the following version information on the display screen:
PSC VER: {current version}

TRUCK TYPE: {applicable HP}
TRUCK ID: {current truck}
INV1 VER: {current version}
INV2 VER: {current version}
14. Close the PSC SW Versions display screen by clicking on the X in the upper right corner of the screen.
15. Reset the PSC’s event information as follows: (similar to Figure 35)
a. From the window browser, select PTU Screens –> PSC –> Special_Tasks –> Event_Menu –> Reset
PSC Events.
b. The RESET the Active PSC Events selection screen is now displayed.
c. Click on Yes to reset the events and close the screen.
d. From the window browser, select PTU Screens –> PSC –> Special_Tasks –> Event_Menu –> Erase
PSC Events.
e. The ERASE the Stored PSC Events selection screen is now displayed.
f. Click on Yes to erase the events and close the screen.
48
16. Verify NO events are logged on the DID panel (refer to SECTION 8.3., FAULTS DISPLAY, for DID panel faults
information).
17. From the window browser, select PTU Screens –> PSC –> Normal_Operations –> Real_Time –> PSC –
Real Time Data.
19. On the PSC – Real Time Data screen, verify the following: (The CPU cards must be reprogrammed with the
pedal percentages prior to verifying these values.)
ACCEL–SEL = 0.00 with the Accel Pedal at rest
ACCEL–SEL = 1.00 with the Accel Pedal fully engaged
NOTE: The following verifications require that Service Brake/Wheel Lock/Load Brake is not applied. En-
sure the Park Brake is applied (places propulsion system in REST mode), and that it is safe to remove the
service brakes.
RETRD–SEL = 0.00 with the Retard Pedal and Lever (if equipped) set to the OFF position.
RETRD–SEL = 1.0 with the Retard Pedal at FULL. (If a 1 pedal system, ensure the service brake is not
entered)
RETRD–SEL = 1.0 with the Retard Lever (if equipped) at FULL and the retard pedal OFF.
20. Apply the Park Brake (if not done previously) by placing the Park Brake rocker switch in the ON position.
21. Using the appropriate mine procedures, start the diesel engine.
22. Verify the System Mode is REST on the DID panel (refer to SECTION 8.2., MODES DISPLAY, for DID panel
modes information).
23. Release the Park Brake (propulsion system exits REST mode) by placing the Park Brake rocker switch in the
OFF position, and verify the System Mode changes to TEST, then READY within one minute.
24. With the service brakes applied, move the Direction Selector handle to FORWARD and verify torque is present
on each inverter (TQCMD1, TQCMD2, and TRQFB1, TRQFB2) shown on the PSC – Real Time Data screen.
25. Verify no EVENTS are logged as follows:
a. From the window browser, select PTU Screens –> PSC –> Special_Tasks –> Event_Menu –> PSC
Event Summary.
b. The PSC Event Summary screen is now displayed on top of the PSC – Real Time Data screen.
c. Verify that no EVENTS are logged, then close the PSC Events Summary display screen by clicking on the
X in the upper right corner of the screen.
26. Return the Direction Selector handle to NEUTRAL.
27. Using the appropriate mine procedures, initiate Load Box operation through the wPTU or DID panel (for
wPTU, from the window browser, select PTU Screens –> PSC –> Normal_Operation –> Tests –> Self
Load Engine Test), Figure 53. Refer to SECTION 8.5., TESTS DISPLAY, for DID panel tests information.
28. Maintain Load Box operation at full engine RPM for two minutes and verify that full horsepower is developed.
49
29. Verify no EVENTS log during Load Box Mode as follows:
a. From the window browser, select PTU Screens –> PSC –> Special_Tasks –> Event_Menu –> PSC
Event Summary.
b. The PSC Event Summary screen is now displayed (on top of the Self Load Engine Test screen if using
wPTU for test).
c. Verify that no EVENTS are logged, then close the PSC Events Summary display screen by clicking on the
30. Exit Load Box.
31. Click on the Target button to go back to the GE OHV wPTU Toolbox Login screen, then close the wPTU
Toolbox, shut down the PTU, and disconnect it from the PSC serial port.
50
6. TRUCK STARTUP PROCEDURES
6.1. CIRCUIT CONTINUITY AND RESISTANCE CHECKS AND ADJUSTMENTS

The following circuit continuity and resistance checks and adjustments should be performed prior to energizing the
AC OHV propulsion system equipment. These procedures require the use of a volt–ohmmeter (VOM) that is set for
resistance measurements.
WARNING: Electric shock can cause serious or fatal injury. To avoid such injury, personnel should take
and observe proper precautions when making system adjustment or performing system or component
electrical tests. For resistance checks, this should include, but not be limited to, ensuring that all equip-
ment is deenergized, including energy storage components such as capacitors.
6.1.1. VOM Circuit and Component Checks
If a VOM reading is significantly different from the value listed in the following chart, consult the system schematic
and inspect the affected circuit, checking connections and replacing components and wiring as required.
NOTE: An analog meter should be used for link resistance checks because a digital meter may give erro-
neous readings due to the high capacitance of the link.
Circuit/Component VOM Connection VOM Positive Lead VOM Negative VOM Reading in
Note Connection Lead Connection Ohms (KG531
Group) (Approx.)
DC Link DC+ Link Bus Bar Cabinet Ground 1185
(Top Bus Bar for
KG498)
NOTE: If GNDB1 (ground block) is disconnected from the Ground Resistor Panel
(GRR), both the DC+ and DC– resistance to ground readings will be higher.
DC– Link Bus Bar Cabinet Ground 1185
(Bus Below DC+ for
KG498)
VOM on R1 Scale to DC+ Link Bus Bar DC– Link Bus Bar 1500
avoid charging ca-
pacitors
VOM on R1 Scale to DC– Link Bus Bar DC+ Link Bus Bar 5.5
avoid charging ca-
pacitors
51
6.2. MEGGER TEST FOR GROUNDS
WARNING: Electric shock can cause serious or fatal injury. To avoid such injury, personnel should take
and observe proper precautions when making system adjustment or performing system or component
electrical tests.
CAUTION: Check the polarity of the suppression modules across all coils: relays, contactors and reverser.
If any are reversed, output channels on the digital input/output cards can be damaged during attempts at
energization.
CAUTION: A bell ringer must not be used for wiring checks; use an ohmmeter or light continuity checker.
CAUTION: Before removing any of the cards in the 17FL386 electronics panels, turn Battery Power to the
control system OFF.
The control equipment circuitry is classified in two major categories: main power circuit and alternator field control.
Both circuit categories must be separately prepared for megger.
NOTE: Do not put shorting wire on terminal boards.
6.2.1. Preparation For Megger Test
Perform the following procedures to prepare the circuit categories for megger by either removing wiring connec-
tions, insulating or jumpering, as indicated by the instructions. Use shorting wire for jumpering procedures, however,
be careful not to short devices to ground or to the wrong devices.
1. Ensure that the Park Brake is applied (places propulsion system in REST mode or place the Reset Switch into
REST if equipped) by placing the Park Brake rocker switch in the ON position.
2. Make sure engine is not running.
3. Place the GF Cutout switch, located inside the main control cabinet, in the CUTOUT (down) position.
4. Disconnect Battery Power.
5. Disconnect the round power plug from the top of each phase and chopper module:
P11A+, P11A–, P11B+, P11B–, P11C+, P11C–, P12A+, P12A–, P12B+, P12C+, P12C–, P21A+, P21A–,
P21B+, P21B–, P21C+, P21C–, P22A+, P22A–, P22B+, P22B–, P22C+, P22C–, CD1, CD2, CM1 and CM2
6. Disconnect all Integrated Control Panel (ICP, 17FL386) 104 pin connectors.
7. Install a jumper between the positive and negative DC link bus bars in the control cabinet.
8. Disconnect the CCL1 and CCL2 connectors.
9. Disconnect the circular connectors from all VAM’s and disconnect VAM grounds.
10. Remove all wires from ground block GND1 and GND2.
11. Remove the GF contactor arc chute and install a jumper between the main contactor tips on GF.
52
6.2.2. Megger Test Procedure

CAUTION: To prevent equipment damage, use a 1500 V DC max. @ 2 mA max. megger only.
6.2.2.1. Main Power Circuit

1. Install a jumper from the GF main contactor tip to ground.
2. Connect a megger between the power circuit DC positive bus bar and ground. Turn on the megger and test at
1500 V DC max. The reading should be approximately one megohm (typical reading is 11 megohm).
3. Turn off and disconnect the megger.
WARNING: The DC link will hold a capacitor charge after megger testing the main power circuit. Allow
sufficient time for it to discharge.
6.2.2.2. Alternator Field Circuit

1. Remove the jumper from the GF main contactor tip to ground.
2. Install a jumper from the power circuit DC positive bus bar to ground.
3. Connect a megger between the GF main contactor tip and ground. Turn on the megger and test at 1500 V DC
max. The reading should be at least two megohm (typical reading is infinity).
4. Turn off and disconnect the megger.
This concludes the megger test. If any readings were below one megohm, an insulation fault is present and must
be located and repaired. If the reading is low because of moisture, the machine must be dried out by heating it for
several hours. Heat can be applied using several methods: 1) heat lamp, 2) hair dryer, 3) passing a controlled current
through the winding for a specific time period, 4) removing the machine from the truck and baking it in an oven at a
controlled temperature for a specific time period.
After repairs are made, remegger that circuit to ensure a good quality repair. To aid in finding a fault, refer to SEC-
TION 6.3., TROUBLESHOOTING FOR GROUNDS.
6.2.3. Restore Circuitry
If no faults were found, remove shorting wires and reconnect all wires and cables previously disconnected for this
test as follows:
1. Remove the jumper wire between the GF contactor tips and reinstall the GF contactor arc chute.
2. Remove the jumper wire from the power circuit DC positive bus bar to ground.
3. Remove the jumper wire between the positive and negative DC link bus bars.
4. Reconnect all wires previously removed from ground block GND1 and GND2.
5. Reconnect the VAM connectors and the CCL1 and CCL2 connectors.
6. Reconnect all ICP (17FL386) connectors.
7. Reconnect the power plug to all phase and chopper modules.
8. Reconnect Battery Power.
53
6.3. TROUBLESHOOTING FOR GROUNDS

1. Give the truck a quick visual inspection looking for the following:
a. Moisture, oil, or debris in or on motorized wheels, alternator, grid resistors, main control cabinet, and power
cables
b. Any wire or metal that might be touching exposed connections
c. Frayed or rubbing cables
2. If the visual inspection does not locate the cause, follow the megger procedures to isolate the ground to one of
the three major loops.
3. Once the ground has been isolated to a particular loop, that loop should be broken down into smaller sections
and meggered again.
NOTE: Refer to the overall OEM provided system schematic to obtain the most convenient points for
subsection isolation.
NOTE: This subdividing of the grounded section should continue until the ground is isolated in a
particular cable or piece of equipment. Appropriate measures can then be taken.
4. If the ground occurs in a motorized wheel or alternator, the unit should be checked by removing all connections
and again megger the circuit.
5. Perform a vigorous inspection of the unit following the guidelines of the inspection made in step 1.
6. If no reason for the ground can be determined, or if the problem cannot be corrected, removal of the unit for
repair at an authorized shop will be necessary.
7. If the ground is isolated to the Dynamic Retarding Assembly, disconnect all cables leading to it and remegger
the Dynamic Retarding Assembly.
8. If the ground is still present, thoroughly inspect the Dynamic Retarding Assembly for any obvious problems
such as frayed or rubbing cables and water or debris inside the Dynamic Retarding Assembly.
9. If the inspection does not locate the cause, isolate the two halves of the Dynamic Retarding Assembly and
remegger to localize the ground to one side or the other.
10. ,If the ground occurs on the blower motor side of the Dynamic Retarding Assembly, disconnect the motor and
check for grounds in the unit once again.
11. If the ground is still present in the Dynamic Retarding Assembly, it will be necessary to disconnect each resistor
section until the grounded section is found.
6.4. LOW VOLTAGE POWER SUPPLY CHECKS

NOTE: 17KG535 control groups have only the System Power Supply (17FH41).
6.4.1. Preparation for Power Supply Check

1. Remove the 50 amp control circuit system fuse (BATFU) located on the upper left wall of the low voltage
cabinet.
54
2. Disconnect all of the ICP (17FL386) cards from their backplane connectors. Verify that all panel connectors are
connected.
6.4.2. Power Supply Voltage Checks
NOTE: If during the course of these checks a reading is significantly different from the expected value,
consult the system schematics, inspect the circuit, check connections, and replace components as re-
quired.
6.4.2.1. Battery
1. Turn the truck battery switch ON and check polarity of the battery voltage at the location where BATFU was
removed. The BATFU input side should read positive, and the other side should read negative (battery com-
mon).
2. Turn the truck battery switch OFF and reinstall the BATFU fuse.
3. Turn the battery switches and the key switch in the operator’s cab ON to enable control power availability to the
AC OHV propulsion system.
6.4.2.2. System Power Supply

1. Turn the Control Power Switch ON (CPS, located in the switch panel on the outside right of the main control
cabinet).
2. On the FH41 Power Supply (located in control area of cabinet left of the ICP panel), view the green status
LEDs. Verify that all five LEDs (+15V, –15V, +5V, +24V, –24V) are illuminated.
6.4.2.3. DID Power
Check that the DID panel is illuminated and shows DISPLAY IS READY message.
6.5. PSC AND TCI CARD CHECKS

1. Turn the CPS OFF.
2. Verify that all ICP (17FL386) cards are properly installed and connected to the backplane of the panel.
3. Check the cards as follows:
a. Locate the FATL LEDs at the bottom of the PSC CPU card (17FB174) and the TCI CPU card (17FB174)
near the card extractor for each.
b. Turn the CPS ON and observe that both LEDs on both cards should initially turn ON and then turn OFF. If
any LED remains illuminated, it may indicate either a bad CPU card or a problem with the +5V power supply
in that panel.
c. Determine the possible faulty card by turning the CPS OFF, removing one card from the affected panel, and
turning the CPS ON until the faulty card is identified.
CAUTION: Always turn the Control Power Switch (CPS) OFF before either removing or installing con-
trol cards in electronic panels. Failure to do so will result in card and/or panel equipment damage.
55
6.6. LOAD AC OHV PROPULSION SYSTEM SOFTWARE
Refer to SECTION 5., INSTALLING AC PROPULSION SYSTEM SOFTWARE ON TRUCK, for details regarding
downloading of software into the AC OHV propulsion system.
6.7. PSC MANUAL DIGITAL INPUT/OUTPUT TEST PROCEDURES
Perform the following procedure to manually check certain PSC–controlled outputs and PSC–monitored inputs to
verify proper wiring and component operation:
1. Apply the Park Brake (places the propulsion system in REST mode or place the Rest Switch into REST mode if
equipped) by placing the Park Brake rocker switch in the ON position.
2. Ensure engine is OFF.
4. From the window browser, select PTU Screens –> PSC –> Engine_Stopped_Tasks –> PSC Manual Test
(Figure 38).
E–45224
Figure 38. PTU Browser PSC Manual Test Screen Access Sequence.
5. The PSC Manual Test screen is now displayed (Figure 39).
6. Perform the following digital output checks from the PSC Manual Test screen:
a. In the Toggle Digital Outputs (TDO) section of the screen, click on GF to highlight it (GF Cutout Switch
must be in the NORMAL position). Verify that the GF contactor picks up and that GFFB is highlighted in the
Digital Input (DI) section of this screen. Click on GF again in the TDO section of the screen to deenergize
GF.
b. In the TDO section of the screen, click on GFR to highlight it. Verify (visually) that the GFR contactor picks
up. Click on GFR again in the TDO section of the screen to deenergize GFR.
c. In the TDO section of the screen, click on RP1 to highlight it. Verify that the RP1 contactor picks up and that
RP1FB is highlighted in the DI section of this screen. Click on RP1 again in the TDO section of the screen to
deenergize RP1.
56
E–46741
Figure 39. PSC Manual Test Screen.
d. In the TDO section of the screen, click on RP2 to highlight it. Verify that the RP2 contactor picks up and that
RP2FB is highlighted in the DI section of this screen. Click on RP2 again in the TDO section of the screen to
deenergize RP2.
e. In the TDO section of the screen, click on AFSE to highlight it. Verify that there is 24V DC to ground on the
AFSEL wire to ground (+25 on the GFM). Click on AFSE again in the TDO section of the screen to deener-
gize AFSE.
7. Perform the following Digital Input checks:
a. With the Keyswitch and the CPS ON, verify that the following Digital Inputs are illuminated: KEYSW,
CPSFB, CNFB, and GFNCO.
b. Digital Input BRAKEON will be highlighted if the Service Brake is engaged, otherwise, it will be off. (To
highlight BRAKEON, turn the service brake switch ON with the engine running or apply 24 V dc to wire 44R
[TB26] with the engine OFF.)
c. Close the PSC Manual Test display screen by clicking on the X in the upper right corner of the screen.
57
6.8. PEDAL, POT, AND LEVER ADJUSTMENT CHECKS
The following procedure is for recording and checking the AC OHV propulsion system adjustments for the specific
truck foot pedals and the retard speed control pot:
1. Remove control power from the AC OHV propulsion system.
3. Apply control power to the AC OHV propulsion system.
4. From the window browser, select PTU Screens –> TCI –> Normal_Operation –> Real_Time –> TCI Analog
Inputs (Figure 40).
E–46742
Figure 40. PTU Browser TCI Real Time Menu Access Sequence.
5. The TCI Analog Inputs screen is now displayed (Figure 41). Perform the following from this screen:
a. Record the value for POTREF (typical value is 10.8 V).
b. Record the value for ACCEL PEDAL with the pedal FULL OFF (typical value is 1.6 V).
c. Record the value for ACCEL PEDAL with the pedal FULL ON (typical value is 8.5 V).
d. Pull up on the Retard Speed Control Switch, and record the value for RSC POT with the knob turned FULLY
CLOCKWISE (typical value is 0.1 V).
e. Record the value for RSC POT with the knob turned FULLY COUNTER–CLOCKWISE (typical value is 10.7
V).
58
E–46743
Figure 41. TCI Analog Inputs Screen.
f. Close the TCI Analog Inputs display screen by clicking on the X in the upper right corner of the screen.
8. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Real_Time –> PSC – Ana-
log Inputs (Figure 42).
9. The PSC – Analog Inputs screen is now displayed (Figure 43). Perform the following from this screen:
a. Record the value for RETARD PEDAL with the pedal FULL OFF (typical value is 3.3 V).
b. Record the value for RETARD PEDAL with the pedal FULL ON (typical value is 9.5 V).
c. Record the value for RETARD LEVER with the lever FULL OFF (typical value is 0.3 V).
d. Record the value for RETARD LEVER with the lever FULL ON (typical value is 9.5 V).
e. Close the PSC – Analog Inputs display screen by clicking on the X in the upper right corner of the screen.
11. The PSC – Real Time Data screen is now displayed (Figure 44). Perform the following from this screen:
59
E–46744
Figure 42. PTU Browser PSC Real Time Menu Access Sequence.
E–46745
Figure 43. PSC Analog Input Channels Screen.
60
E–46746
Figure 44. PSC Real Time Data Screen.
a. With accel pedal FULLY RELEASED, verify that ACCEL–SEL = 0.00.

If it is not, calculate the accel pedal off percent by dividing the recorded value in step 5b of this procedure by
the recorded value in step 5a of this procedure (ACCEL PEDAL OFF VOLTS / POT REF). Record this as
the new CC_ACCEL_PEDAL_OFF_PCNT parameter value. (This quotient must be multiplied by 100 to
obtain the value to be used in SECTION 5.2., CREATE THE TRUCK/MINE CONFIGURATION FILE.)
b. With accel pedal FULLY PRESSED, verify that ACCEL–SEL = 1.00.
If it is not, calculate the accel pedal on percent by dividing the recorded value in step 5c of this procedure by
the recorded value in step 5a of this procedure (ACCEL PEDAL ON VOLTS / POT REF). Record this as the
new CC_ACCEL_PEDAL_ON_PCNT parameter value. (This quotient must be multiplied by 100 to obtain
the value to be used in SECTION 5.2., CREATE THE TRUCK/MINE CONFIGURATION FILE.)
c. With retard pedal FULLY RELEASED, verify that RETRD–SEL = 0.00.
If it is not, calculate the retard pedal off percent by dividing the recorded value in step 9a of this procedure by
the recorded value in step 5a of this procedure (RETARD PEDAL OFF VOLTS / POT REF). Record this as
61
the new CC_RETARD_PEDAL_OFF_PCNT parameter value. (This quotient must be multiplied by 100 to
d. With retard pedal FULLY PRESSED, verify that RETRD–SEL = 1.00.
If it is not, calculate the retard pedal on percent by dividing the recorded value in step 9b of this procedure by
the recorded value in step 5a of this procedure (RETARD PEDAL ON VOLTS / POT REF). Record this as
the new CC_RETARD_PEDAL_ON_PCNT parameter value. (This quotient must be multiplied by 100 to
e. With retard lever FULLY OFF, verify that RETRD–SEL = 0.00.
If it is not, calculate the retard lever off percent by dividing the recorded value in step 9c of this procedure by
the recorded value in step 5a of this procedure (RETARD PEDAL OFF VOLTS / POT REF). Record this as
the new CC_RETARD_LEVER_OFF_PCNT parameter value. (This quotient must be multiplied by 100 to
f. With retard lever FULLY ON, verify that RETRD–SEL = 1.00.
If it is not, calculate the retard pedal on percent by dividing the recorded value in step 9d of this procedure by
the recorded value in step 5a of this procedure (RETARD PEDAL ON VOLTS / POT REF). Record this as
the new CC_RETARD_LEVER_ON_PCNT parameter value. (This quotient must be multiplied by 100 to
g. With retard speed control knob PULLED OUT and knob turned FULLY COUNTERCLOCKWISE (turned to
TURTLE icon), verify that RETSPD = 5.0.
h. With retard speed control knob PULLED OUT and knob turned FULLY CLOCKWISE (turned to RABBIT
icon), verify that RETSPD > 36 (RETSPD = 31 with a 38:1 gear ratio).
i. Close the PSC – Real Time Data display screen by clicking on the X in the upper right corner of the screen.
6.9. CONFIGURATION CHANGES DUE TO ADJUSTMENT CHECKS
If, after performing the pedal, pot, and lever adjustment checks, one or more configuration parameters require
changes, then do the following:
1. Change the affected truck specific parameters in the truck specific configuration file following the procedure in
SECTION 5.2., CREATE THE TRUCK/MINE CONFIGURATION FILE.
2. Download the software into the AC OHV propulsion system following the procedures in SECTION 5.4., PRO-
GRAM TCI and SECTION 5.5., PROGRAM PSC.
3. After the new configuration has been downloaded, repeat the checks to verify the new settings.
6.10. SET TIME AND DATE
The date and time must be set for the PSC and TCI. The procedure for setting the date and time on either is the
same. In order to set the date and time on a particular computer, you must be connected to the appropriate port in the
operator’s cab. The following procedure is for TCI, but it is the same except for connecting to and selecting PSC:
62
NOTE: The PSC time is kept synchronized to the TCI time during operation. The TCI is considered the
master clock.
2. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Set Time and Date (Figure 45).
E–46747
Figure 45. PTU Browser Set Time and Date Screen Access Sequence.
3. The Set Time and Date screen is now displayed (Figure 46).
4. If the date and time displayed in The CURRENT date and time: line are correct, click on the X in the upper right
corner of the screen to exit without changing.
5. On the Set Time and Date screen (Figure 46), click within the applicable window (DAY, MONTH, YEAR,
HOUR, MINUTES) and enter the new values, or highlight the existing values in the applicable window and enter
the new values.
6. Repeat step 5 for each of the five windows.
7. Click on the SET CLOCK button at the desired moment for the clock to be set to the time settings entered to set
the new values into memory
8. Verify that the time displayed in The NEW Date and time: line is correct. If not, repeat steps 5 through 7.
9. Close the Set Time and Date display screen by clicking on the X in the upper right corner of the screen.
63
E–45227
Figure 46. Set Time and Date Screen.
6.11. CHECK COMMUNICATION STATUS
The following procedure verifies that PSC and TCI are communicating properly with each other.
2. From the window browser, select PTU Screens –> TCI –> Normal_Operation –> Real_Time –> TCI Real
3. The TCI Real Time Data screen is now displayed (Figure 48).
4. In the Modes section of the TCI Real Time Data screen, verify that COMMLINK is OK.
If not, check the RS422 wiring between PSC and TCI. If that does not uncover the problem, remove power from
the control system, then reapply power. If that does not clear the problem, then replace one CPU card at a time
in order to determine the faulty card.
5. Close the TCI Real Time Data display screen by clicking on the X in the upper right corner of the screen.
10. In the Modes section of the PSC – Real Time Data screen, verify that COMMLINK is OK.
64
E–46748
Figure 47. Browser TCI Real Time Data Screen Access Sequence.
E–46749
Figure 48. TCI Real Time Screen.
65
If not, check wiring between PSC and TCI. If that does not uncover the problem, remove power from the control
system, then reapply power. If that does not clear the problem, then replace one CPU card at a time in order to
determine the faulty card.
11. Close the PSC – Real Time Data display screen by clicking on the X in the upper right corner of the screen.
6.12. TCI ANALOG INPUT CHECKS
The following procedure verifies proper TCI analog input signal levels and measurements. If any of the following
measurements differ significantly from their nominal values, check the signal source and wiring interface to TCI. If
those check out OK, replace the TCI analog input card.
2. From the window browser, select PTU Screens –> TCI –> Normal_Operation –> Real_Time –> TCI Analog
Inputs (Figure 47).
3. The TCI Analog Inputs screen is now displayed (Figure 41).
4. Check the POTREF reading on the TCI Analog Inputs screen. It should be within 1.0 V of the measurement at
TB18 (wire number 10V) in the OEM cab shifter console. (Typical value is 15.0 V.)
5. Measure the voltage at TB18 (wire number 10V) in the OEM electronics cabinet. This processed Pot Refer-
ence voltage should be approximately 11.0 V.
6. Check the CONTROL BATT reading on the TCI Analog Inputs screen. It should be within 1.0 V of the mea-
surement on the battery fuse panel located inside the control cabinet.
5. Check the CRANKING BATT reading on the TCI Analog Inputs screen. It should be within 1.0 V of the mea-
surement at TB28 (wire number 11ST) in the auxiliary cabinet.
7. Check the GROUND reading on the TCI Analog Inputs screen. It should be 0.0 V.
8. Check the GAIN CHECK reading on the TCI Analog Inputs screen. It should be 10.0 V.
NOTE: It is also recommended to check all temperature inputs and control voltages.
9. Close the TCI – Real Time Data display screen by clicking on the X in the upper right corner of the screen.
6.13. TCI MANUAL DIGITAL OUTPUT CHECKS
The following procedure verifies the proper wiring and component operation of certain discrete devices controlled
by TCI. If any of the following devices do not respond as indicated, check the device and the TCI wiring interface with
that device. If those check out OK, replace the appropriate TCI digital I/O card (consult system schematic to identify
proper card).
66
E–46750
Figure 49. PTU Browser TCI Manual Test Screen Access Sequence.
2. From the window browser, select PTU Screens –> TCI –> Engine_Stopped_Tasks –> TCI Manual Test
(Figure 49).
CAUTION: Do not proceed with TCI Manual Test checks until the Park Brake is applied (places the propul-
sion system in REST mode or set the Rest Switch to REST if equipped).
3. The TCI Manual Test Truck Status screen will request truck status; verify correct status and click on OK to
proceed (Figure 50).
E–45232
Figure 50. TCI Manual Test Truck Status Screen.
4. The TCI Manual Test screen is now displayed (Figure 51).
6. With the Park Brake switch ON, measure zero volts from 52CS (TB26) to ground.
If voltages are incorrect, troubleshoot per the OEM recommendations.
NOTE: Refer to the location grid in Figure 52 determine the referenced location for many of the indicating
lights checked in this portion of the procedure. It is an example of the operator cab indicating lights that
are located overhead of the front windshield.
NOTE: The ENGCRANK digital output is NOT enabled for manual test, since it potentially could start the
engine.
5. Perform the following digital output checks from the TCI Manual Test screen:
67
E–46751
Figure 51. TCI Manual Test Screen.
a. In the Toggle Digital Outputs (TDO) section of the screen, click on RESTLT to highlight it. Verify that the
Rest light in operator’s cab turns ON (grid location 6B). Click on RESTLT again in the TDO section of the
screen to turn RESTLT OFF.
b. In the TDO section of the screen, click on PSCNOTRDY to highlight it. Verify that the Propulsion System
Not Ready light in operator’s cab turns ON (grid location 6C). Click on PSCNOTRDY again in the TDO
section of the screen to turn PSCNOTRDY OFF.
c. In the TDO section of the screen, click on REDUCELT to highlight it. Verify that the Propulsion System
Reduced Power light in operator’s cab turns ON (grid location 6D). Click on REDUCELT again in the TDO
section of the screen to turn REDUCELT OFF.
d. In the TDO section of the screen, click on LINKONLT to highlight it. Verify that the Propulsion System DC
Link Power On light located adjacent to the DID panel in the rear of the operator’s cab turns ON. Click on
LINKONLT again in the TDO section of the screen to turn LINKONLT OFF.
e. In the TDO section of the screen, click on TEMPWARN to highlight it. Verify that the Propulsion System
Temperature Warning light in operator’s cab turns ON (grid location 5C). Click on TEMPWARN again in
the TDO section of the screen to turn TEMPWARN OFF.
68
1 2 3 4 5 6
E–45377
Figure 52. Typical Operator Cab Indicating Light Panel.
f. In the TDO section of the screen, click on NORETARD to highlight it. Verify that the Propulsion System
No Retard Capability light in operator’s cab turns ON (grid location 5A). Click on NORETARD again in the
TDO section of the screen to turn NORETARD OFF.
g. In the TDO section of the screen, click on NOPROPEL to highlight it. Verify that the Propulsion System
No Propel Capability light in operator’s cab turns ON (grid location 6A). Click on NOPROPEL again in the
TDO section of the screen to turn NOPROPEL OFF.
h. In the TDO section of the screen, click on PSCWARNLT to highlight it. Verify that the Propulsion System
PSC Warn light in operator’s cab turns ON (grid location 5B). Click on PSCWARNLT again in the TDO
section of the screen to turn PSCWARNLT OFF.
i. In the TDO section of the screen, click on RTRDCON to highlight it. Verify that the Propulsion System
Retard Effort At Continuous Capability Level light in operator’s cab turns ON (grid location 6E). Click on
RTRDCON again in the TDO section of the screen to turn RTRDCON OFF.
69
j. In the TDO section of the screen, click on HYDBHOTLT to highlight it. Verify that the Hydraulic Brake
Fluid Hot Temperature light in operator’s cab turns ON (grid location 5D). Click on HYDBHOTLT (if
equipped) again in the TDO section of the screen to turn HYDBHOTLT OFF.
k. In the TDO section of the screen, click on PKBRKON to highlight it. Verify that the Park Brake Solenoid
On light in operator’s cab turns ON (grid location 3A). Click on PKBRKON (or turn on dash Park Brake
Switch) again in the TDO section of the screen to turn PKBRKON OFF.
l. In the TDO section of the screen, click on RETARDLT to highlight it. Verify that the Propulsion System
Retard Operation light in operator’s cab turns ON (grid location 3D). Click on RETARDLT again in the TDO
section of the screen to turn RETARDLT OFF.
m. In the TDO section of the screen, click on RETARDXLT to highlight it. Verify that the Propulsion System
Retard Operation light located outside of the operator’s cab turns ON. Click on RETARDXLT again in the
TDO section of the screen to turn RETARDXLT OFF.
6. In the TDO section of the screen, click on BATSPEC (or BATTCHRGR) to highlight it. Measure the presence
of control battery voltage (24 V) at the coil terminals of the battery separate contactor, located in the battery
control box. Click on BATSPEC again in the TDO section of the screen to turn BATSPEC OFF. Verify that the
control battery voltage measurement goes to 0 V.
7. In the TDO section of the screen, click on REVERSELT to highlight it. Check that the backup horn sounds and
that the reverse lights are ON. Click on REVERSELT again in the TDO section of the screen to turn REVER-
SELT OFF. Verify that the backup horn no longer sounds and that the reverse lights turn OFF.
6.14. TCI MANUAL DIGITAL INPUT CHECKS
The following procedure verifies the proper wiring between TCI and certain truck devices. If TCI does not respond
as indicated, check the device and the TCI wiring interface with that device. If those check out OK, replace the ap-
propriate TCI digital I/O card (consult system schematic to identify proper card).
For each digital input check, verify that the input on the Digital Inputs section of the TCI Manual Test screen
(Figure 51) responds appropriately to the input from the external truck device.
1. When the Lamp Test switch in the operator’s cab is activated, LAMPTEST (if equipped) should be displayed.
2. When the Engine System Controller issues an “Engine Caution” output, ENGCAUTION should be displayed.
3. When the Engine System Controller issues an “Engine Warning” output, ENGWARN should be displayed.
4. When the REST switch in the operator cab is placed in the ON position, RESTSW should be displayed.
5. When the Reset switch in the operator cab is actuated, RESET should be displayed.
6. When the Direction Selector handle in the operator cab is moved to the FORWARD position, FORREQ should
be displayed.
7. When the Direction Selector handle in the operator cab is moved to the REVERSE position, REVREQ should
be displayed.
8. When any Engine Shutdown switch is actuated, ENGKILL should be displayed.
9. When the Data Store switch in the operator cab is activated, DATASTORE should be displayed.
70
10. When the dump body is down, BODYDWN should be displayed. When the dump body is raised, BODYDWN
should no longer be displayed.
11. When the Park Brake Request switch in the operator’s cab is moved to the Request Brake position,
PRKBRKSW (if equipped) should be displayed.
12. When the Park Brake is applied, PRKBRKFDBK should be displayed.
13. When the Keyswitch is moved to the Engine Start position, ENGSTRTREQ should be displayed.
14. When the Retard Speed Control switch is pulled up, RSC should be displayed.
15. When the Payload Meter indicates that the truck payload is 70% of capacity or greater, MIDPAYLD (if
equipped) should be displayed.
16. When the Payload Meter indicates that the truck payload is 100% of capacity or greater, FULLPAYLD should
be displayed.
17. When the Payload Meter indicates that the truck payload is greater than the truck’s overload rating, OVER-
PAYLD should be displayed.
NOTE: The axle box pressure switch should be adjusted to trip when the axle box door is open 4” at
normal blower speed.
18. When the axle box is pressurized, AXLEP should be displayed (if equipped, OEM Option).
19. When the Control Power Switch is turned to the ON position, CONTROLON should be displayed.
20. Close the TCI Manual Test display screen by clicking on the X in the upper right corner of the screen.
6.15. DIAGNOSTIC INFORMATION DISPLAY (DID) PANEL CHECK
View the DID panel (17FM558). The cursor to the right of the event code should appear to spin. If it does not,
remove power from the control system, then reapply power. If the problem persists, check that TCI is powered up and
operational and check the wiring between TCI and the DID panel. If no problem is found there, first replace the TCI
CPU card and then replace the DID panel until the problem is corrected.
6.16. INVERTER CHECKS
The following procedures verify proper inverter control operation.
NOTE: The HyperTerminal* application program must be running on the wPTU before applying control
power to the propulsion system. If not, the Inverter Fault Checks procedure cannot be performed. Refer
to Section 12.4., Using HyperTerminal To Communicate To 17FB144 and 17FB147 Boards, for additional
information on using the HyperTerminal application program.
NOTE: If at any time, the wPTU locks up or does not operate in an expected manner, type “X” three
times in succession.
* Trademark of Hilgraeve Incorporated
71
6.17. SELF LOAD TESTING
6.17.1. Preparation for Self Load Testing
Perform the following steps prior energizing equipment for the purpose of self load testing:
1. Apply the Park Brake (places the propulsion system in REST mode) by placing the Park Brake rocker switch in
the ON position.
2. Cutout both Inverter #1 and Inverter #2 using the DID panel per the procedure in SECTION 8.6.9., INVERTER
CUTOUT.
3. Ensure the engine is shut down and verify that all tape and/or other obstructions are removed from the contac-
tor and control cabinet enclosures for proper air flow to the equipment.
WARNING: If a wheelmotor(s) has been removed, verify that its power cables are properly insulated in the
axle box.
NOTE: Self load testing can also be commanded through the DID panel (refer to SECTION 8.6.1., SELF
LOAD TESTING). If the DID panel is to be used, proceed to SECTION 6.17.2., CHECKS PRIOR TO SELF
LOAD TESTING.
6.17.2. Checks Prior to Self Load Testing
WARNING: This procedure MUST be performed exactly as written. Failure to do so may result in personnel
injury or death. The contactors in the contactor cabinet may be energized while the engine is running. The
available potential even at engine idle is 700 volts at 180,000 amps.
1. Verify that engine is OFF.
2. Ensure that the Park Brake is applied (places the propulsion system in REST mode) by placing the Park Brake
rocker switch in the ON position.
3. Place the GF Cutout switch, located inside the control area of the main control cabinet, in the CUTOUT (down)
position.
4. Verify that all DC link voltage indicating lights are OFF.
5. Connect a voltmeter across resistor R1 which is located in the power area of the main control cabinet. Connect
the positive lead to the R1 resistor terminal with wire number BAT, and the negative lead to the R1 resistor
terminal with wire number F101.
6. Close the compartment door.
7. Start the engine.
72
8. Place the GF Cutout switch in the NORMAL (up) position.

9. Apply the Load Brake, release the Park Brake (propulsion system exits REST mode), and note that the voltme-
ter will momentarily read approximately 18 V and then drop to zero volts.
NOTE: If the voltmeter reading is significantly different from that stated above, remove voltage from the
propulsion system. After verifying that voltage is removed from the propulsion system, check resistor
R1 and its wiring, replace components and wiring as necessary, then repeat the above portion of the
procedure before continuing.
the ON position.
11. Place the GF Cutout switch, located on the right hand side of the main control cabinet, in the CUTOUT (down)
position.
12. Shut down the engine.
13. Verify that all DC link voltage indicating lights are OFF.
14. Disconnect and remove the voltmeter and secure the compartment door.
6.17.3. Self Load Test Procedure
After the procedures in SECTION 6.17.1., PREPARATION FOR SELF LOAD TESTING and SECTION 6.17.2.,
CHECKS PRIOR TO SELF LOAD TESTING have been completed successfully, conduct the Self Load Test as fol-
lows:
1. Verify that the Direction Selector handle is in the NEUTRAL position.

2. Ensure that the Park Brake is applied (places the propulsion system in REST mode) by placing the Park Brake
rocker switch in the ON position.
NOTE: Self load testing can also be commanded through the DID panel (refer to SECTION 8.6.1., SELF
LOAD TESTING). If the DID panel is to be used without a wPTU, skip the remainder of this procedure
and follow the DID panel self load test procedure.
3. Close the PSC – Real Time Data display screen by clicking on the X in the upper right corner of the screen.
4. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Tests –> Self Load En-
gine Test (Figure 42).
5. The Self Load Engine Test screen is now displayed (Figure 53).
6. Click on the ENTER LDBX button and verify on the Self Load Engine Test screen that the PSCMODE:
changes to TEST and the SUBSTATE: changes to LOADBOX before proceeding.
7. Press on the accelerator pedal. Engine speed must be above 1200 RPM in order for RP1 to pickup which will
connect retarding grids across the alternator output.
NOTE: In the Loading section of the screen, if the HP ADJ value is consistently minus 400 (–400) or the
ENGLOAD value is 0.0%, that is an indication that the engine load signal is not being communicated to
PSC.
8. Monitor DC link parameters GFAULT and LINKV as engine loading increases. Make certain that the GFAULT
value increases as the LINKV value does. If it does not, abort the test and troubleshoot the ground fault circuit-
73
E–46752
Figure 53. Self Load Engine Test Screen.
ry. (Refer to SECTION 6.19. FUNCTIONAL GROUND FAULT DETECTION TEST, SECTION 6.2. MEGGER
TEST FOR GROUNDS, and SECTION 6.3. TROUBLESHOOTING FOR GROUNDS for procedures.)
9. Monitor Engine HORSEPOWER Section. If HP ELEC is within 5% of engine rating then the engine is running
optimally. If HP ELEC is below or above 5%, contact the engine distributor for additional investigation.
a. If the value is 50% during load testing, loading is optimal.
b. If the value is below 50% during load testing, this is an indication of a weak engine and the propulsion system
must decrease its load HP.
c. If the value is above 50% during load testing, this is an indication of a strong engine and the propulsion
system can increase its load HP.
10. When self load testing is complete, release the accelerator pedal and click on the EXIT LDBX button. Self load
testing should stop.
11. Close the Self Load Engine Test display screen by clicking on the X in the upper right corner of the screen.
74
6.18. INVERTER LOAD TEST

WARNING: The inverter load test involves developing torque on the individual wheel motors at standstill.
A location allowing for some movement of the truck is required. Personnel must stay clear of the front and
rear of the truck when an inverter is providing power to a wheel motor in order to avoid the risk of injury, and
possibly death, due to truck movement.
The truck cab must be manned at all times, or a means must be provided to stop the truck should motion
occur when an inverter is providing power to a wheel motor.
1. Shut down the engine and ensure the following in preparation for this test, correcting any problems before pro-
ceeding further:
a. The braking system is functional.
b. The wheel motors are clear for rotation and personnel are aware that wheels will be rotating one at a time.
c. If tires are not installed, verify that the truck is solidly mounted on jack stands and that the truck is stable.
5. Place the following switches in the positions indicated:
a. Park Brake rocker switch should be ON (places propulsion system in REST mode).
7. Release the Park Brake (propulsion system exits REST mode) by placing the Park Brake rocker switch in the
OFF position.
CAUTION: Do not accelerate the wheel motors if the truck is on jack stands.
8. Place the Direction Selector handle in the FORWARD position and verify that the truck moves forward if wheels
and tires are installed on the truck.
If the truck is on jack stands due to the absence of tires and/or wheels, view the left wheel motor. It should rotate
in a counter clockwise direction when viewed from the transmission end. The right wheel motor should not be
rotating.
If the truck movement or the wheel rotation is incorrect, stop the truck, stop the engine and correct the problem
before proceeding.
9. Record the following readings on the PSC – Real Time Data screen:
a. Record the torque command and feedback values for Inverter #1 (TQCMD1 and TRQFB1) and Inverter #2
(TQCMD2 and TRQFB2). The minimum torque command should be around 750 ft–lbs. Note any signifi-
cant differences.
b. Record both Inverter #1 (I1LV) and Inverter #2 (I2LV) link voltages. They should be approximately the
same with a maximum allowable difference of 7 V. The DC link volts should be approximately 700 V and the
DC link amps should be less than 50 amps.
75
10. Place the Direction Selector handle in the NEUTRAL position.
the ON position.
12. If wheels and tires are installed, verify that truck moves forward in a smooth manner. Stop the truck and move
Direction Selector switch to REVERSE. Again verify that truck moves in reverse in a smooth manner.
If wheels and/or tires are not installed, verify that the wheel motors rotate in an even manner and that the follow-
ing wheel motor rotations as viewed from the transmission side are correct:
a. Direction Selector handle in FORWARD –
1) Left wheel motor – counterclockwise rotation
2) Right wheel motor – clockwise rotation
b. Direction Selector handle in REVERSE –
1) Left wheel motor – clockwise rotation
2) Right wheel motor – counterclockwise rotation
NOTE: If problems are encountered during this testing, check the wheel motor speed sensors, the speed
sensor wiring, wheel motor power cabling, and the inverter control card for problems.
13. When inverter testing is complete, move the Direction Selector handle to the NEUTRAL position, apply the
Park Brake (places the propulsion system in REST mode) by placing the Park Brake rocker switch in the ON
position, cut out both Inverter #1 and Inverter #2 using the DID panel per the procedure in SECTION 8.6.9.,
INVERTER CUTOUT, and shut down the engine.
6.19. FUNCTIONAL GROUND FAULT DETECTION TEST
This is a test procedure to ensure that the ground fault detection circuit is operational by placing a test wire jumper
from the propulsion system section of interest to truck frame ground. It is expected that ground faults will be detected
by the control system during this test.
If, for any reason, this test encounters ground fault detection problems (fails to detect entered fault), immediately
stop any further testing and correct the problem. Each time a ground fault is detected, a ground fault event is logged in
the event summary log and propulsion power will be removed by the control system. Prior to removing the wire jumper,
ensure that the truck is shut down, the engine is stopped, the Parking Brake is applied (propulsion system commanded
to REST mode), and all DC link voltage indicating lights are OFF. With the jumper removed, the ground faults can be
cleared and erased before proceeding further with the test.
The following procedure test the ground fault circuit using the procedure in SECTION 6.17., SELF LOAD TEST-
ING.
WARNING: When installing or removing the test wire jumper for ground fault detection checking, always
ensure that the truck is shut down, the engine is stopped, the Park Brake is ON (places propulsion system is
in REST mode) and ALL DC link voltage indicating lights are OFF. Auxiliary DC link charged indicating
lights are provided on the top of the control for visual indication. It is recommended that the auxiliary DC
link be measured by separate instrumentation as well before proceeding with maintenance or trouble
shooting. Failure to do so may result in personnel injury or death.
76
1. Install a test wire jumper between the DC bus and a ground point in a convenient location (refer to WARNING
above).
3. Perform steps 1 – 8 of the procedure in SECTION 6.17.3., SELF LOAD TEST PROCEDURE.
4. A ground fault event with accompanying loss of propel should be generated shortly after the RP1 contactor
closes.
5. If a fault event is not generated, abort the test and troubleshoot the ground fault circuitry. (Refer to SECTION
6.2. MEGGER TEST FOR GROUNDS and SECTION 6.3. TROUBLESHOOTING FOR GROUNDS for proce-
dures.)
6. Shut down the engine and remove the test wire jumper (refer to WARNING above).
77
78
7. STATISTICAL DATA
7.1. GENERAL DESCRIPTION AND DEFINITION

The Statistical Data Collector uses Parameter Counters and Parameter Profiles to record operating condi-
tions for various occurrences on the truck.
To make data most useful, there are four counters for every Statistical Counter and five for every Statistical Profile.
These counts are named by the method used to reset the count to zero. For the counter, there is a lifetime count,
LCount, which is associated with its date, LCount Start. There are also three other counters, Last Qtr, This Qtr, and
This Day.
A parameter is a defined occurrence. Each parameter has an identification number called Par #, and a short name
called Description. Each parameter is an occurrence that is counted in some unit such as hours or the number of
times the conditions have been correct to declare that the occurrence happened.
The units in which the counters count are listed under Units in TABLE 3, Statistical Data Codes – Counters
(located in this section). TABLE 3 also contains an additional explanation of the conditions that define a statistical
parameter as having occurred in the column titled Count Conditions.
There are two types of parameters: Counters (TABLE 3) and Profiles (TABLE 4, Statistical Data Codes – Pro-
files, located in this section). The profile parameters have one more characteristic, Counter Range, identified by
Profile Number, which segments the possible range of values into a maximum of 17 ranges of values. The number or
count within a particular Counter Range or Profile Number is the time that the parameter had a value that was within
that range.
When examining the number of counts for a parameter, it is often useful to know over what period of time the counts
occurred. To aid in determining how long it took to get a certain number of counts for a Statistical Data Counter param-
eter, the Statistical Data is presented in the form of four counters.
The first counter, LCount, indicates how many counts have occurred since the LCount Start date. This is in-
tended to be a lifetime counter. It can be reset to zero by a privileged user, and the LCount Start will automatically be
set to the date on the CPU board when the user performed the reset.
The second counter, Last Qtr is just the total number of counts for the parameter over the last–fiscal–quarter, also
known as the last–three–months. This counter has the same value in it all quarter long. At midnight on a quarter
change, this counter is overwritten by the “This Qtr” value as this–quarter becomes last–quarter.
The third counter, This Qtr, keeps a moment by moment count of occurrences of the parameter. The counts are
not reset to zero until midnight of the next quarter.
The fourth counter, Last Mnth, keeps a moment by moment count of occurrences of the parameter over the last
month. This counter has the same value in it all month long. At midnight on a month change, this counter is overwritten
by the This Mnth value as this–month becomes last–month.
The fifth counter, This Mnth, keeps a moment by moment count of occurrences of the parameter just as This Qtr,
except the This Mnth count is reset to zero at midnight of the next month.
79
The sixth counter, Yesterday, keeps a moment by moment count of occurrences of the parameter over the pre-
vious day. This counter has the same value in it all day long. At midnight, this counter is overwritten by the This Day
value as this–day becomes yesterday.
The seventh counter, This Day, keeps a moment by moment count of occurrences of the parameter just as This
Qtr, except the This Day count is reset to zero every midnight.
If the GE control panel is shut off before midnight, any necessary resetting of counters is done when the panel next
powers up after midnight.
Whenever the truck is programmed, that is, whenever the CPU Card has the contents of the flash proms changed,
the LCount, Last Qtr, and This Qtr counts are not changed. However, the This Day count will be reset to zero.
7.2. VIEW STATISTICAL COUNTERS
NOTE: It may be desirable to upload Statistical Counters to a PC for later viewing/analysis. Refer to
SECTION 3.8., CONSOLIDATED TRUCK DATA SAVE FUNCTION, for procedures.
The wPTU provides the capability to view the current values of the statistical counters as follows:
2. From the window browser, select PTU Screens –> TCI –> Special_tasks –> Stat_Menu –> View Counters
(Figure 54).
3. The View Counters screen is now displayed (Figure 55).
4. Select the ALL Stats or Truck Stats button from the menu on the screen.
E–46753
Figure 54. TCI Stat Menu Selections.
80
E–46754
Figure 55. View Counters Screen Example.
5. The Mine Counters screen displaying the selected COUNTER Group is now displayed (Figure 56).
E–45212
Figure 56. Mine Counters Screen (PSC_STATS).
81
6. Close the Mine Counters display screen by clicking on the X in the upper right corner of the screen.
7. Select a different group if desired from the menu or close the selection by clicking on the X in the upper right
corner of the opened counters box.
Toolbox, shut down the PTU, and disconnect it from the TCI serial port.
7.3. VIEW STATISTICAL PROFILES
NOTE: It may be desirable to upload Statistical Profiles to a PC for later viewing/analysis. Refer to SEC-
TION 3.8., CONSOLIDATED TRUCK DATA SAVE FUNCTION, for procedures.
The wPTU provides the capability to view the current values of the statistical profiles as follows:
2. From the window browser, select PTU Screens –> TCI –> Special_tasks –> Stat_Menu –> View Profiles
(Figure 54).
3. The View Mine Profiles screen is now displayed (Figure 57).
E–45213
Figure 57. View Profiles Screen Example.
4. Select the profile to view from the SELECT PROFILE TO VIEW menu on the screen, then click on VIEW PRO-
FILES.
5. The Mine Profiles screen displaying the selected profile is now displayed (Figure 58).
6. Close the Mine Profiles display screen by clicking on the X in the upper right corner of the screen.
7. Select a different profile if desired by repeating step 4 or close the View Mine Profiles screen by clicking on the
82
E–45214
Figure 58. Mine Profiles Screen (PSC_STATS).
7.4. VIEW TRUCK STAT SERIAL REPORT
NOTE: It may be desirable to upload Stat Serial Report to a PC for later viewing/analysis. Refer to SEC-
TION 3.8., CONSOLIDATED TRUCK DATA SAVE FUNCTION, for procedures.
The wPTU Toolbox provides the capability to view the truck serial and configuration report as follows:
2. From the window browser, select PTU Screens –> TCI –> Special_tasks –> Stat_Menu –> Stat Serial Re-
port (Figure 54).
3. The Stat Serial Report screen displaying the Serial & Configuration Report is now displayed (Figure 59).
4. Close the Stat Serial Report display screen by clicking on the X in the upper right corner of the screen.
7.5. RESET STATISTICS
Provided that the user has the appropriate privilege level, the wPTU Toolbox provides the capability to reset the
propulsion system statistics as follows:
83
E–45219
Figure 59. Stat Serial Report Screen.
2. From the window browser, select PTU Screens –> TCI –> Special_tasks –> Stat_Menu –> Reset Stats (Fig-
ure 54).
3. The Reset Stats screen displaying the Stat Reset Menu is now displayed (Figure 60).
4. Reset the desired stat (or stats) on the Reset Stats screen using the following methods:
Enter the counter to be reset in the RESET Individual COUNTER box and click on RESET Individual
COUNTER to perform the reset.
Enter the profile to be reset in the Or, Enter Profile box and click on Or, Enter Profile to perform the reset.
Select an individual profile to reset from the RESET Individual PROFILE menu and the Stat Profile Mine
Reset screen displays. Click on the desired timeframe for the profile to select it (highlighted on screen),
then click in the YES, RESET THE SELECTED PROFILE box at the bottom of the screen to reset (Figure
61). Close either display screen by clicking on the X in the upper right corner of the screen.
Click on any of the four reset selection boxes and a question screen displays. Click on Yes to reset the
selected statistics or No to leave the current statistics intact (Figure 62).
5. Close the Reset Stats display screen by clicking on the X in the upper right corner of the screen.
84
E–45220
Figure 60. Reset Stats Screen.
E–45221
Figure 61. Stat Profile Mine Reset Screen.
85
E–45223
Figure 62. Reset Box Question Select Screens.
7.6. UPLOAD STATISTICAL DATA TO A FILE
In order to use the Statistical Data Collector to monitor maintenance of the vehicle, it is recommended that an office
spread sheet or data base computer program be used to keep periodic records of the statistical data. Also refer to
SECTION 3.8., CONSOLIDATED TRUCK DATA SAVE FUNCTION.
To upload statistical data, do the following:
2. From the PTU Screens –> TCI screen Menu Bar (upper horizontal menu bar), select UpLoad –> Consoli-
dated Truck Data Save (Figure 17, refer to GEK–91712).
NOTE: Files are normally uploaded to the following:

c:/program files/geohvptu_xx/data_ac/<truck id date time>
3. Select the type of report to be saved from the Reports Type list, choose a Save Directory, then click on the
Begin button to begin uploading (Figure 18).
4. Click on Close when the uploading is complete, then click on the Target button in the screen Tool Bar to go to
the wPTU startup screen.
5. Close the wPTU Toolbox, shut down the PTU, and disconnect it from the TCI serial port.
86
TABLE 3. STATISTICAL DATA CODES – COUNTERS

Cntr. No. Description Units Count Conditions
301 Truck Life Hours The number of calendar hours that have elapsed since the
CPU has been loaded with its current version of software.
NOTE: This counter only has non–zero values in the
Lifetime Counter column.
302 Control Power On Hours The number of hours that the control power relay (CPR) has
been energized.
303 Engine Operate Hours The number of hours of engine operation above the engine
running threshold criteria.
304 Engine Idle Hours The number of hours when engine is idling and truck is sta-
tionary.
305 Truck Operate Hours The summation of the number of hours that the propulsion
system has operated in propulsion, retard, ready and test.
306 Truck Parked Hours The number of hours that the Park Brake applied feedback is
true while TCI is energized.
307 Truck Travel Miles The cumulative miles travelled by the truck. It is a calculated
value, based upon the integrated average of the four wheel-
motor speed signals. It is active when control power is on,
and it is not sensitive to vehicle direction.
308 Truck Travel Kilometers The cumulative kilometers travelled by the truck. It is a cal-
culated value, based upon the integrated average of the four
wheelmotor speed signals. It is active when control power is
on, and it is not sensitive to vehicle direction.
309 Wheel 1 Operate Hours The number of hours that wheel #1 was providing torque in
either propulsion or retard, and was moving.
310 Wheel 2 Operate Hours The number of hours that wheel #2 was providing torque in
either propulsion or retard, and was moving.
311 Propel Forward Hours The number of hours that the truck was moving forward in
the propulsion mode of operation.
312 Retard Forward Hours The number of hours that the truck was moving forward in
the retard mode of operation.
313 Propel Mode Hours The number of hours that the truck was moving in the propul-
sion mode of operation.
314 Retard Mode Hours The number of hours that the truck was moving in the retard
mode of operation.
315 CPR Pickup Occurrences The number of times when the Keyswitch was moved from
the STOP to the ON position.
316 GF Pickup Occurrences The number of times that the GF contactor feedback has
changed from deenergized to energized indication.
317 GFR Pickup Occurrences The number of times that the GFR relay feedback has
318 RP1 Pickup Occurrences The number of times that the RP1 contactor feedback has
87
TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d)

321 Dump Body Up Occurrences The number of times that the Dump Body position sensor
input has changed from true to false, indicating that the dump
body has been raised.
322 Loaded Truck Occurrences The number of times that the Full Payload input has changed
from false to true.
323 Speed Set 1 Occurrences The number of times that the programmable speed set point
#1 has been exceeded.
324 Speed Set 2 Occurrences The number of times that the programmable speed set point
#2 has been exceeded.
325 Engine Start Switch Occurrences The number of times that the engine start request was actu-
ated by the operator’s Keyswitch.
326 Engine On & Start Occurrences The number of times that engine start request received while
the engine above its running threshold criteria.
327 Separate Batteries Occurrences The number of times that the control and cranking batteries
were commanded to separate.
328 Engine Crank Occurrences The number of times that a crank command has been issued
to the engine.
329 Engine Starts Occurrences The number of times that the measured engine speed has
exceeded the engine running criteria.
330 Engine Off Occurrences The number of times that the Engine Kill pushbutton was ac-
tuated.
331 Park Brake Request Occurrences The number of times that the Park Brake switch was actu-
ated.
332 Park Brake Applied Occurrences The number of times that the Park Brake pressure switch
feedback transitioned from false to true, indicating that the
Park Brake was applied.
333 SS to Reverse Occurrences The number of times that the Direction Selector switch was
moved to the Reverse position.
334 SS to Forward Occurrences The number of times that the Direction Selector switch was
moved to the Forward position.
335 SS When Moving Occurrences The number of times that the Direction Selector switch was
moved to command a change in direction while the truck was
moving.
336 RSC Switch On Occurrences The number of times that the Retard Speed Control switch was
moved from Off to On.
337 Rest Request Occurrences The number of times that the rest request was received by ac-
tuation of the Rest Request switch.
338 Override Switch Occurrences The number of times that the override command was received
by actuation of the Override switch.
339 Lamp Test Switch Occurrences The number of times that the lamp test request was received by
actuation of the Lamp Test switch.
88

340 Engine Cautions Occurrences The number of times that the Engine Cautions signal from the
Engine Controller transitioned from low to high.
341 Engine OEM Over- Occurrences The number of times that the Engine Speed increases above
speed an OEM–selected limit.
342 Load Brake Occurrences (150 Ton) The number of times that the Load Brake input
transitioned from low to high.
343 Load Brake Seconds The amount of time that the Load Brake is applied.
344 Service Brake at Occurrences The number of times that the Service Brake is applied at
Speed speed.
345 Service Brake at Seconds The amount of time that the Service Brake is applied at
Speed speed.
346 Aux Shutdowns Occurrences The number of times that the aux_shutdown signal transi-
tioned from low to high.
347 Starter Failure Occurrences The number of times the engine_starter_fail_di24 input tran-
sitions to true.
348 Coasting Hours The number of hours that are spent coasting. Ready mode
is active and Wheel #1 or Wheel #2 speed is above 50 rpm.
349 Rest Hours The number of hours that are spent in the Rest mode. Rest
mode is active.
350 Test Hours The number of hours that are spent in the Test mode. Test
mode is active.
351 Enter READY Occurrences The number of times that the READY mode has been en-
tered.
352 Enter Test Occurrences The number of times that the Test mode has been entered.
353 Enter Propel Occurrences The number of times that the Propel mode has been entered.
354 Enter Retard Occurrences The number of times that the Retard mode has been en-
tered.
355 Speed Control Ac- Occurrences The number of times that propel torque is regulated in the
tive speed limit mode.
356 M1 Spin Time Seconds The number of seconds that Wheel #1 Spin Control is active.
357 M1 Slide Time Seconds The number of seconds that Wheel #1 Slide Control is active.
358 M2 Spin Time Seconds The number of seconds that Wheel #2 Spin Control is active.
359 M2 Slide Time Seconds The number of seconds that Wheel #2 Slide Control is active.
360 M1 Spin Count Occurrences The number of times that Wheel #1 Spin Control is active.
361 M1 Slide Count Occurrences The number of times that Wheel #1 Slide Control is active.
362 M2 Spin Count Occurrences The number of times that Wheel #2 Spin Control is active.
363 M2 Slide Count Occurrences The number of times that Wheel #2 Slide Control is active.
364 Service Brake Time Seconds The number of seconds that the wet brake is applied and
truck speed is > no motion speed.
365 Service Brake App Occurrences The number of times that the wet brake is applied and truck
speed is > no motion speed.
366 Load Box Mode Seconds The number of seconds that the system is in load box mode.
89

Note: Parameter Numbers 1000 through 1099 correspond to DID Panel PSC Events 000 through 099,
respectively (shown on DID panel and wPTU Toolbox).
1000 spare
1001 spare
1002 Ground Fault Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1003 Failed Diode Panel Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1004 GFCO Not Reset Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1005 Propulsion System Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
Over Temp
1006 Both Inv Comms Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
Failed
1007 spare
1008 DC Link Over Volt Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1009 ALTF Over Amps Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1010 spare
1011 Retard Lever Signal Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1012 Retard Pedal Signal Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1013 Mid V Failure Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1014 Analog Sensor Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
Faults
1015 Restrictive Analog Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
Sensor Fault
1016 PSC CPU Card Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
Fault
1017 FB104 Digital Card Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1018 FB143 Analog Card Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1019 Riding Retard Pedal Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1020 High Torque Limit Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1021 TCI Comm Fault Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1022 Persistent TCI Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
Comm Fault
1023 Tertiary Overcurrent Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1024 CFG File Error Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1025 Blower Fault Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1026 Cap Overpressure Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1027 Panel Not Con- Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
nected at Power Up
1028 spare
1029 spare
90

1030 GF Contactor Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1031 Battery Boost Circuit Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1032 RP Contactors Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1033 RP–HP Balance Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1034 spare
1035 ESS Input Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1036 Grid Blower Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1037 Computer Power Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
Supply
1038 spare
1039 spare
1040 24V Positive Bad Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1041 24V Negative Bad Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1042 Self Load & Dir Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1043 Battery Volt Low Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1044 Battery Volt High Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1045 Chopper Open Cir- Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
cuit
1046 Retard Circuit Short Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1047 Engine Stall Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1048 Shorted DC Link Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1049 spare
1050 spare
1051 Tach Left Rear Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1052 Tach Right Rear Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1053 FLeft Speed Sig Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1054 FRight Speed Sig Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1055 Front Wheel Tachs Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1056 Inverter SW Version Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1057 spare
1058 spare
1059 spare
1060 spare
1061 Motor Over Speed Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1062 spare
1063 Engine Load Sig Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1064 spare
91

1065 Temp Input Bad Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1066 spare
1067 spare
1068 spare
1069 spare
1070 Link Cap Level Get- Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
ting Low
1071 Link Cap Level Too Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
Low
1072 Ground Fault Circuit Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
Problem
1073 Sensor Offset Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1074 INV1 Comm Failed Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1075 INV2 Comm Failed Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1076 FB173 Card Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1077 Inverter Failed VI Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
Test
1078 Inv Bkgnd Msg Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1079 spare
1080 spare
1081 spare
1082 spare
1083 spare
1084 CPS & Moving Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1085 Aux Cooling Fault Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1086 spare
1087 Engine HP Low Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1088 HP Over Limit Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1089 Engine Speed Com- Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
mand
1090 spare
1091 INV1 Cutout Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1092 INV2 Cutout Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1093 spare
1094 Limp Req Error Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1095 BBRAM Error Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1096 Unexpected System Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
Reset
92

1097 spare
1098 PTU Data Store Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1099 Software Event Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
Note: Parameter Numbers 1100 through 1199 correspond to Inverter #1 Event Codes
100 through 199, respectively (shown on DID panel and wPTU Toolbox).
1100 INV1 CPU Card Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1101 INV1 CPU NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1102 INV1 I/O Card Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1103 INV1 I/O NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1104 INV1 FO Card Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1105 INV1 PS Card Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1106 INV1 DC Power Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1107 GDPS1 Fail Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1108 spare
1109 INV1 LinkV Fail Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1110 spare
1111 INV1 Input Volt Sen- Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
sor
1112 spare
1113 INV1 General Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1114 INV1 General NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1115 INV1 System Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1116 INV1 A Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1117 INV1 A+ Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1118 INV1 A+ Phase NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1119 INV1 A– Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1120 INV1 A– Phase NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1121 INV1 A Phase Amps Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1122 spare
1123 INV1 A Phase Volts Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1124 spare
1125 INV1 B Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1126 INV1 B+ Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1127 INV1 B+ Phase NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1128 INV1 B– Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1129 INV1 B– Phase NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1130 INV1 B Phase Amps Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
93

1131 spare
1132 INV1 B Phase Volts Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1133 spare
1134 INV1 C Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1135 INV1 C+ Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1136 INV1 C+ Phase NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1137 INV1 C– Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1138 INV1 C– Phase NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1139 spare
1140 spare
1141 INV1 C Phase Volts Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1142 spare
1143 INV1 Tach 1 Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1144 INV1 Tach 1 NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1147 spare
1148 Chopper 1 NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1149 spare
1151 INV1 Misc Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1152 spare
1153 INV1 Motor Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1154 INV1 Motor Faults Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
NR
1155 INV1 Second Load Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1156 thru spare
1199
Note: Parameter Numbers 1200 through 1299 correspond to Inverter #2 Event Codes
200 through 299, respectively (shown on DID panel and wPTU Toolbox).
1200 INV2 CPU Card Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1201 INV2 CPU NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1202 INV2 I/O Card Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1203 INV2 I/O NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1204 INV2 FO Card Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1205 INV2 PS Card Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1206 INV2 DC Power Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
94

1207 GDPS2 Fail Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1208 spare
1209 INV2 LinkV Fail Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1210 spare
1211 INV2 Input Volt Sen- Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
sor
1212 spare
1213 INV2 General Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1214 INV2 General NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1215 INV2 System Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1216 INV2 A Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1217 INV2 A+ Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1218 INV2 A+ Phase NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1219 INV2 A– Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1220 INV2 A– Phase NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1221 INV2 A Phase Amps Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1222 spare
1223 INV2 A Phase Volts Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1224 spare
1225 INV2 B Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1226 INV2 B+ Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1227 INV2 B+ Phase NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1228 INV2 B– Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1229 INV2 B– Phase NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1230 INV2 B Phase Amps Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1231 spare
1232 INV2 B Phase Volts Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1233 spare
1234 INV2 C Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1235 INV2 C+ Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1236 INV2 C+ Phase NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1237 INV2 C– Phase Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1238 INV2 C– Phase NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1239 spare
1240 spare
1241 INV2 C Phase Volts Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
95

1242 spare
1247 spare
1249 spare
1251 INV2 Misc Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1252 spare
1253 INV2 Motor Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1254 INV2 Motor Faults Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
NR
1255 INV2 Second Load Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1256 thru spare
1299
Note: Parameter Numbers 1600 through 1699 correspond to TCI Events 600 through 699,
respectively (shown on DID panel and wPTU Toolbox).
1600 spare
1601 FB144 CPU Card Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1602 FB104 Digital I/O Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1603 FB160 Analog I/O Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1604 PSC Comm Bad Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1605 Aux Comm Fault Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1606 spare
1609 15V Negative Bad Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1610 Pot Ref Bad Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1611 spare
1612 spare
1613 Analog Input Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1614 BSep Cont Fail Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1615 spare
1616 Forin & Revin Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1617 Eng Start Denied Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
96

1618 spare
1619 Engine Warning Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1620 Eng Kill & Speed Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1621 spare
1622 Park Brake Problem Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1623 Hyd Brake Fluid Hot Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1624 Body Up & Load Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1625 Body Up & Speed Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1626 Load Brake & Speed Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1627 spare
1628 Battery Volts Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1629 Baro Press Signal Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1630 Motor Blower Press Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1631 Amb Temp Signal Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1632 CFG File Error Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1633 BBRAM Error Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1634 Overload Restrictive Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1635 Overload NR Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1636 Aux Inverter Faults Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1637 spare
1638 Engine Crank Time- Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
out
1639 Engine Start Re- Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
quest & Running
1640 Accel Pedal too High Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1641 Accel Pedal too Low Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1642 Crank Override Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1643 thru spare
1690
1691 spare
1692 spare
1693 spare
1694 spare
1695 spare
1696 Unexpected CPU Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
Reset
1697 spare
97

1698 Data Store Occurrences Refer to TABLE 5 – EVENT CODE DESCRIPTIONS
1699 spare
7.7. PROFILE (HISTOGRAM) DEFINITIONS
The word histogram is used in the definitions of the various statistical profiles in the following table. A histogram
is a collection of statistical data organized into defined ranges of values. The graphical representation of a histogram
is typically a bar chart.
TABLE 4. STATISTICAL DATA CODES – PROFILES

Prof. No. Description Count Conditions
401 Alt HPNET In This is a histogram of alternator input horsepower. The sample time is 1.0
second. The clock starts whenever the truck is in the propel state. The his-
togram breaks the horsepower spectrum into 17 buckets, and displays the
time that was spent in each bucket. The buckets are defined as follows:
NUMBER NET INPUT HORSEPOWER RANGE
1. 450 and below
2. 451 to 650
3. 651 to 850
4. 851 to 1050
5. 1051 to 1250
6. 1251 to 1450
7. 1451 to 1650
8. 1651 to 1850
9. 1851 to 2050
10. 2051 to 2150
11. 2151 to 2250
12. 2251 to 2350
13. 2351 to 2450
14. 2451 to 2550
15. 2551 to 2650
16. 2651 to 2750
17. 2751 and above
98
TABLE 4. STATISTICAL DATA CODES – PROFILES (Cont’d)

402 Control Battery This is a histogram of Control Battery Voltage. The sample time is 1 second.
The clock will run whenever the control system is up.
NUMBER VOLTAGE RANGE
1. 12 and below
2. >12 to ≤14
3. >14 to ≤16
4. >16 to ≤18
5. >18 to ≤20
6. >20 to ≤22
7. >22 to ≤24
8. >24 to ≤26
9. >26 to ≤27
10. >27 to ≤28
11. >28 to ≤29
12. >29 to ≤30
13. >30 to ≤32
14. >32 to ≤34
15. >34 to ≤36
16. >36 to ≤38
17. 38 and above
403 Crank Battery (2700 This is a histogram of Crank Battery Voltage. The sample time is 1 second.
HP and 3500 HP The clock will run whenever the control system is up. (Truck_type = 320 Ton
Only) AC only.)
NUMBER VOLTAGE RANGE
1. ≤2
2. >2 to ≤4
3. >4 to ≤6
4. >6 to ≤8
5. >8 to ≤10
6. >10 to ≤12
7. >12 to ≤14
8. >14 to ≤16
9. >16 to ≤18
10. >18 to ≤20
11. >20 to ≤22
12. >22 to ≤24
13. >24 to ≤26
14. >26 to ≤28
15. >28 to ≤30
16. >30 to ≤32
17. >32
404 Spare
99

405 Retard Mode HP This is a histogram of DC link HP while in the retard mode. The sample time
is 1.0 second. The clock starts whenever the truck is in the retard mode.
The histogram breaks the horsepower spectrum into 17 buckets, and displays
the time that was spent in each bucket. The buckets are defined as follows:
NUMBER HORSEPOWER RANGE
1. 800 and below
2. 801 to 1200
3. 1201 to 1600
4. 1601 to 2000
5. 2001 to 2400
6. 2401 to 2800
7. 2801 to 3200
8. 3201 to 3600
9. 3601 to 3800
10. 3801 to 4000
11. 4001 to 4200
12. 4201 to 4400
13. 4401 to 4600
14. 4601 to 4800
15. 4801 to 5000
16. 5001 to 5200
17. 5201 and above
406 Spare
407 Truck Spd MPH This is a histogram of truck speed in mph for all modes of operation. The
clock starts whenever control power (CPR) is on. Sample time is every 1.0
second. The histogram breaks the MPH spectrum into 17 buckets, and dis-
plays the time that was spent in each bucket. The buckets are defined as
follows:
NUMBER TRUCK SPEED RANGE (MPH)
1. 2.0 and below
2. 2.1 to 4.0
3. 4.1 to 5.0
4. 5.1 to 6.0
5. 6.1 to 8.0
6. 8.1 to 10.0
7. 10.1 to 12.0
8. 12.1 to 17.0
9. 17.1 to 22.0
10. 22.1 to 27.0
11. 27.1 to 32.0
12. 32.1 to 37.0
13. 37.1 to 39.0
14. 39.1 to 41.0
15. 41.1 to 43.0
16. 43.1 to 45.0
17. 45.1 and above
100

408 Truck Spd KPH This is a histogram of truck speed in kph for all modes of operation. The
clock starts whenever control power (CPR) is on. Sample time is every 1.0
second. The histogram breaks the KPH spectrum into 17 buckets, and dis-
follows:
NUMBER TRUCK SPEED RANGE (KPH)
1. 3.0 and below
2. 3.1 to 6.4
3. 6.5 to 8.0
4. 8.1 to 9.6
5. 9.7 to 12.8
6. 12.9 to 16.0
7. 16.1 to 19.0
8. 19.1 to 27.0
9. 27.1 to 35.0
10. 35.1 to 43.0
11. 43.1 to 51.0
12. 51.1 to 60.0
13. 60.1 to 63.0
14. 63.1 to 66.0
15. 66.1 to 69.0
16. 69.1 to 72.0
17. 72.1 and above
409 Motor 1 RPM This is a histogram of Motor #1 rpm for all modes of operation. The clock
starts whenever control power (CPR) is on. Sample time is every 1.0 se-
cond. The histogram breaks the RPM spectrum into 17 buckets, and dis-
follows:
NUMBER MOTOR 1 SPEED RANGE (RPM)
1. 70 and below
2. 71 to 287
3. 288 to 452
4. 453 to 567
5. 568 to 735
6. 736 to 900
7. 901 to 1050
8. 1051 to 1200
9. 1201 to 1500
10. 1501 to 1800
11. 1801 to 2100
12. 2101 to 2400
13. 2401 to 2700
14. 2701 to 3000
15. 3001 to 3150
16. 3151 to 3300
17. 3301 and above
101

410 Motor 2 RPM This is a histogram of Motor #2 rpm for all modes of operation. The clock
starts whenever control power (CPR) is on. Sample time is every 1.0 se-
cond. The histogram breaks the RPM spectrum into 17 buckets, and dis-
follows:
NUMBER MOTOR 2 SPEED RANGE (RPM)
1. 70 and below
2. 71 to 287
3. 288 to 452
4. 453 to 567
5. 568 to 735
6. 736 to 900
7. 901 to 1050
8. 1051 to 1200
9. 1201 to 1500
10. 1501 to 1800
11. 1801 to 2100
12. 2101 to 2400
13. 2401 to 2700
14. 2701 to 3000
15. 3001 to 3150
16. 3151 to 3300
17. 3301 and above
411 Event 636 Sub–id This is a histogram of the number of times each Event 636, Aux Blower Fail-
ure, sub–ID logs. Each time the aux controller sends a 636 sub–ID the ap-
propriate bucket is incremented by 1. (Truck_type = 320 Ton AC only.)
The buckets are defined as follows:
NUMBER
1. sub–ID 1
2. sub–ID 2
3. sub–ID 3
4. sub–ID 4
5. sub–ID 5
6. sub–ID 6
7. sub–ID 7
8. sub–ID 8
9. sub–ID 9
10. sub–ID 10
11. sub–ID 11
12. sub–ID 12
13. sub–ID 13
14. sub–ID 14
15. sub–ID 15
102

412 Service Brakes This is a histogram of the Service Brake applied input ( Wet or Dry brakes)
being active. The clock starts whenever control power (CPR) is on. Sample
time is every 1.0 seconds.
NUMBER
1. 2.0 or less
2. 2.1 to 4.0
3. 4.1 to 5.0
4. 5.1 to 6.0
5. 6.1 to 8.0
6. 8.1 to 10.0
7. 10.1 to 12.0
8. 12.1 to 17.0
9. 17.1 to 22.0
10. 22.1 to 27.0
11. 27.1 to 32.0
12. 32.1 to 37.0
13. 37.1 to 39.0
14. 39.1 to 41.0
15. 41.1 to 43.0
16. 43.1 to 45.0
17. 45.1 or greater
413 Ambient Temp Low This is a histogram of ambient temperature. The clock starts whenever con-
trol power (CPR) is on. Sample time is every 1.0 seconds. The histogram
breaks the temperature spectrum into 17 buckets, and displays the time that
was spent in each bucket. The buckets are defined as follows:
NUMBER TEMPERATURE RANGE (DEGREE C)
1. –40 and below
2. –39 to –30
3. –29 to –25
4. –24 to –20
5. –19 to –15
6. –14 to –10
7. –9 to –5
8. –4 to 0
9. 1 to 5
10. 6 to 10
11. 11 to 15
12. 16 to 20
13. 21 to 25
14. 26 to 30
15. 31 to 35
16. 36 to 40
17. 41 and above
103

414 Ambient Temp High This is a histogram of ambient temperature. The clock starts whenever con-
trol power (CPR) is on. Sample time is every 1.0 seconds. The histogram
breaks the temperature spectrum into 17 buckets, and displays the time that
was spent in each bucket. The buckets are defined as follows:
NUMBER TEMPERATURE RANGE (DEGREE C)
1. 35 and below
2. 36 to 37
3. 38 to 39
4. 40 to 41
5. 42 to 43
6. 44 to 45
7. 46 to 47
8. 48 to 49
9. 50 to 51
10. 52 to 53
11. 54 to 55
12. 56 to 57
13. 58 to 59
14. 60 to 61
15. 62 to 63
16. 64 to 65
17. 66 and above
415 Engine Speed This is a histogram of engine speed in rpm for all modes of operation. The
clock starts whenever control power (CPR) is on. The sample time is every
1.0 seconds. The histogram breaks the rpm spectrum into 17 buckets, and
displays the time spent in each bucket. The buckets are defined as follows:
NUMBER ENGINE SPEED RANGE (RPM)
1. 750 and below
2. 751 to 850
3. 851 to 950
4. 951 to 1050
5. 1051 to 1150
6. 1151 to 1250
7. 1251 to 1350
8. 1351 to 1450
9. 1451 to 1550
10. 1551 to 1650
11. 1651 to 1750
12. 1751 to 1850
13. 1851 to 1950
14. 1951 to 2050
15. 2051 to 2150
16. 2151 to 2250
17. 2251 and above
104

416 Engine Cranking This is a histogram of the time duration of active engine cranking commands
Command Active for each attempted crank. The histogram breaks the time duration spectrum
into 17 buckets, and displays the number of engine crank commands whose
time duration was in each bucket. The buckets are defined as follows:
NUMBER ENGINE CRANKING COMMAND ACTIVE (SEC)
1. 1 and below
2. 2 to 4
3. 5 to 6
4. 7 to 8
5. 9 to 10
6. 11 to 15
7. 16 to 20
8. 21 to 25
9. 26 to 30
10. 31 to 40
11. 41 to 50
12. 51 to 60
13. 61 to 70
14. 71 to 80
15. 81 to 90
16. 91 to 100
17. 101 and above
417 Engine Cranking In- This is a histogram of the time interval in minutes between engine cranking
tervals attempts. The histogram breaks the time interval spectrum into 17 buckets,
(in minutes) and displays the number of times each bucket’s time interval between engine
cranking attempts was recorded. The buckets are defined as follows:
NUMBER ENGINE CRANKING INTERVAL (MIN)
1. 0.5 and below
2. 1.0 to 2.0
3. 2.1 to 3.0
4. 3.1 to 4.0
5. 4.1 to 5.0
6. 5.1 to 6.0
7. 6.1 to 7.0
8. 7.1 to 8.0
9. 8.1 to 9.0
10. 9.1 to 10.0
11. 10.1 to 11.0
12. 11.1 to 12.0
13. 12.1 to 13.0
14. 13.1 to 14.0
15. 14.1 to 15.0
16. 15.1 to 20.0
17. 20.1 and above
105

418 Accel Pedal % This is a histogram of the Accel Pedal percentage during Propel. The sample
time is every 1.0 seconds. The buckets are defined as follows:
NUMBER
1. 6 or less
2. 6.1 to 12
3. 12.1 to 18
4. 18.1 to 24
5. 24.1 to 30
6. 30.1 to 36
7. 36.1 to 42
8. 42.1 to 48
9. 48.1 to 54
10. 54.1 to 60
11. 60.1 to 66
12. 66.1 to 72
13. 72.1 to 78
14. 78.1 to 84
15. 84.1 to 90
16. 90.1 to 96
17. 96.1 or greater
419 RSC Percentage This is a histogram of the Retard Speed Control Percentage The sample
NUMBER
1. 6 or less
2. 6.1 to 12
3. 12.1 to 18
4. 18.1 to 24
5. 24.1 to 30
6. 30.1 to 36
7. 36.1 to 42
8. 42.1 to 48
9. 48.1 to 54
10. 54.1 to 60
11. 60.1 to 66
12. 66.1 to 72
13. 72.1 to 78
14. 78.1 to 84
15. 84.1 to 90
16. 90.1 to 96
17. 96.1 or greater
106

420 Pot Reference This is a histogram of the pot reference value. The sample time is every 1.0
seconds. The buckets are defined as follows:
NUMBER
1. 5 or less
2. >5 to ≤8
3. >8 to ≤8.5
4. >8.5 to ≤9
5. >9 to ≤9.5
6. >9.5 to ≤10
7. >10 to ≤10.5
8. >10.5 to ≤11
9. >11 to ≤11.5
10. >11.5 to ≤12
11. >12 to ≤12.5
12. >12.5 to ≤13
13. >13 to ≤13.5
14. >13.5 to ≤14
15. >14 to ≤14.5
16. >14.5 to ≤15
17. >15.1 or greater
421 Speed Unloaded This is a histogram of the truck speed while the truck is unloaded The sam-
ple time is every 1.0 seconds. The buckets are defined as follows:
NUMBER
1. 2.5 or less
2. >2.5 to 5
3. >5 to ≤7.5
4. >7.5 to ≤10
5. >10 to ≤12.5
6. >12.5 to ≤15
7. >15 to ≤17.5
8. >17.5 to ≤20
9. >20 to ≤22.5
10. >22.5 to ≤25
11. >25 to ≤27.5
12. >27.5 to ≤30
13. >30 to ≤32.5
14. >32.5 to ≤35
15. >35 to ≤37.5
16. >37.5 to ≤40
17. 40 or greater
107

422 Speed Loaded This is a histogram of the truck speed while the truck is loaded The sample
NUMBER
1. 2.5 or less
2. >2.5 to 5
3. >5 to ≤7.5
4. >7.5 to ≤10
5. >10 to ≤12.5
6. >12.5 to ≤15
7. >15 to ≤17.5
8. >17.5 to ≤20
9. >20 to ≤22.5
10. >22.5 to ≤25
11. >25 to ≤27.5
12. >27.5 to ≤30
13. >30 to ≤32.5
14. >32.5 to ≤35
15. >35 to ≤37.5
16. >37.5 to ≤40
17. 40 or greater
422 Speed Loaded This is a histogram of the truck speed while the truck is loaded The sample
NUMBER
1. 2.5 or less
2. >2.5 to 5
3. >5 to ≤7.5
4. >7.5 to ≤10
5. >10 to ≤12.5
6. >12.5 to ≤15
7. >15 to ≤17.5
8. >17.5 to ≤20
9. >20 to ≤22.5
10. >22.5 to ≤25
11. >25 to ≤27.5
12. >27.5 to ≤30
13. >30 to ≤32.5
14. >32.5 to ≤35
15. >35 to ≤37.5
16. >37.5 to ≤40
17. 40 or greater
108

423 Hyd Brake Deg This is a histogram of Aux Blower Inverter temperature. The sample time is
every 1.0 seconds. The clock will start whenever control power (CPR) is on.
All temperatures are in degrees C. The histogram breaks the temperature
spectrum into 17 buckets and displays the time that was spent in each buck-
et. The buckets are defined as follows: (Truck_type = 320 Ton AC only.)
NUMBER TEMPERATURE RANGE
1. <20
2. >20 to ≤40
3. >40 to ≤50
4. >50 to ≤60
5. >60 to ≤70
6. >70 to ≤80
7. >80 to ≤90
8. >90 to ≤95
9. >95 to ≤100
10. >100 to ≤105
11. >105 to ≤110
12. >110 to ≤115
13. >115 to ≤120
14. >120 to ≤125
15. >125 to ≤130
16. >130 to ≤140
17. >140
424 Baro Pressure This is a histogram of the Barometric Pressure, ai_03 in TCI. The sample
time is every 1.0 seconds. The clock will start whenever control power (CPR)
is on. All pressure is in pounds per square inch (PSI). The histogram breaks
the pressure spectrum into 17 buckets, and displays the time that was spent
in each bucket. The buckets are defined as follows:
NUMBER PRESSURE RANGE (PSI)
1. < 7.5
2. >7.5 to 8.0
3. >8.0 to ≤8.5
4. >8.5 to ≤9.0
5. >9.0 to ≤9.5
6. >9.5 to ≤10.0
7. >10.0 to ≤10.5
8. >10.5 to ≤11.0
9. >11.0 to ≤11.5
10. >11.5 to ≤12.0
11. >12.0 to ≤12.5
12. >12.5 to ≤13.0
13. >13.0 to ≤13.5
14. >13.5 to ≤14.0
15. >14.0 to ≤14.5
16. >14.5 to ≤15.0
17. >15.0
109

425 Loadbox HP This is a histogram of Loadbox Horsepower. The sample time is every 1.0
seconds. If the system is in loadbox mode, the Total Engine Horsepower
(HP) is recorded. All values are in HP. The histogram breaks the HP spec-
trum into 17 buckets, and displays the time that was spent in each bucket.
NUMBER HP
1. ≤100
2. >100 to 650
3. >650 to ≤850
4. >850 to ≤1050
5. >1050 to ≤1250
6. >1250 to ≤1450
7. >1450 to ≤1650
8. >1650 to ≤1850
9. >1850 to ≤2050
10. >2050 to ≤2250
11. >2250 to ≤2450
12. >2450 to ≤2650
13. >2650 to ≤2850
14. >2850 to ≤3250
15. >3250 to ≤3450
16. >3450 to ≤3650
17. >3650
426 Motor 1 Hi RPM This is a histogram of the Motor 1 RPM. The sample time is every 1.0 sec-
onds. All values are in RPM. The histogram breaks the RPM spectrum into
17 buckets, and displays the time that was spent in each bucket. The buck-
ets are defined as follows:
NUMBER RPM
1. ≤3300
2. >3300 to 3400
3. >3400 to ≤3500
4. >3500 to ≤3600
5. >3600 to ≤3700
6. >3700 to ≤3800
7. >3800 to ≤3900
8. >3900 to ≤4000
9. >4000 to ≤4100
10. >4100 to ≤4200
11. >4200 to ≤4300
12. >4300 to ≤4400
13. >4400 to ≤4500
14. >4500 to ≤4600
15. >4600 to ≤4700
16. >4700 to ≤4800
17. >4800
110

427 Motor 2 Hi RPM This is a histogram of the Motor 2 RPM. The sample time is every 1.0 sec-
onds. All values are in RPM. The histogram breaks the RPM spectrum into
17 buckets, and displays the time that was spent in each bucket. The buck-
ets are defined as follows:
NUMBER RPM
1. ≤3300
2. >3300 to 3400
3. >3400 to ≤3500
4. >3500 to ≤3600
5. >3600 to ≤3700
6. >3700 to ≤3800
7. >3800 to ≤3900
8. >3900 to ≤4000
9. >4000 to ≤4100
10. >4100 to ≤4200
11. >4200 to ≤4300
12. >4300 to ≤4400
13. >4400 to ≤4500
14. >4500 to ≤4600
15. >4600 to ≤4700
16. >4700 to ≤4800
17. >4800
428 – spare
440
111
112
8. DIAGNOSTIC INFORMATION DISPLAY (DID) PANEL
The DID panel (17FM558) indicates the operating condition of the truck and is a primary troubleshooting aid for
maintenance and service personnel.
The AC OHV propulsion system utilizes the message lines and the function keys on the DID panel (Figure 63). The
message lines provide propulsion system operating information, test status information, and function key label in-
formation, depending upon the DID panel’s mode of display. The function keys assume different functionality depend-
ing upon the DID panel’s mode of display.
MENU/MESSAGE LINE
MENU/MESSAGE LINE SOFT KEYS – SOFT

KEY FUNCTIONS
WILL BE DESCRIBED
F1 F2 F3 F4 F5 IN THE SECTION OF
THIS PUBLICATION
SOFT KEYS
WHERE THEY ARE
USED.
E–44469B
Figure 63. DID Panel Identification.
8.1. DISPLAY SELECTION
Pressing Menu (F4) from the Normal or Faults display accesses the first layer of menu selections for Test, Info,
and Inv Cut Out. Pressing the desired function key (F1, F2, F3) then accesses the menu for that function key. Test,
Info, or Inv Cut Out selection is then made by pressing the desired function key from this menu layer. Display selec-
tion function keys (soft keys) are shown in Figure 63.
Refer to Figure 64 for an overview of the hierarchy of the displays available.
8.2. MODES DISPLAY
This is the Normal display when there are no active faults and no AC OHV propulsion system tests have been
commanded through the DID panel (Figure 65).
The display will indicate one of the following modes of operation:
1. REST – The Park Brake rocker switch is in the ON position and both the AC OHV propulsion system and the
truck are in the appropriate condition for the REST mode to be active.
2. TEST – The AC OHV propulsion system is in a self–test mode of operation.
113
MENU
F4
TEST INFO INV

MENU
MENU CUTOUT
F1 F2 F3
INV INV
LOAD CAP GD SPEEDO #1 #2
BOX TEST TEST TEST F1 F2
F1 F2 F3 F4
Sec. 8.6.9 Sec. 8.6.9
Sec. 8.6.1 Sec. 8.6.3 Sec. 8.6.5 Sec. 8.6.6
SW OVER VIEW VIEW

VER SPEED PARAMS STATS
F1 F2 F3 F4
Sec. 8.6.2 Sec. 8.6.4 Sec. 8.6.7 Sec. 8.6.8
E–45386A
Figure 64. DID Panel Hierarchy.
3. READY – The AC OHV propulsion system is ready for powering.
4. PROPEL – The AC OHV propulsion system is powered up and the Direction Selector switch is either in FOR-
WARD or REVERSE.
5. RETARD – The AC OHV propulsion system is powered up and retard effort is commanded either from the
retard pedal or retard speed control.
8.3. FAULTS DISPLAY
Whenever there are active faults, this is the active DID panel message display (Figure 66). The DID panel faults
display will show the most recent active fault as well as the number of active faults that are currently stored.
The function keys in the DID panel’s Faults Display mode screen provide the user with the following capabilities:
(Figure 67)
1. Function key F1 (Up) moves the display UP through the active fault list, thereby displaying detailed information
regarding the fault of interest.
2. Function key F2 (Down) moves the display DOWN through the active fault list, thereby displaying detailed
information regarding the fault of interest.
114
E–45315
Figure 65. DID Panel Example – Normal Display (No Faults).
E–45316
Figure 66. DID Panel Message Example – Fault Display.
115
E–45317
Figure 67. DID Panel Message Example – Faults Display Function Keys.
3. Function key F3 (Return) returns the user to the previous display.
4. Function key F4 (Reset) enables the user to subsequently perform fault reset functions as follows: (Figure 68)
a. Pressing function key F1 (Reset1) after having pressed function key F4 above will reset the currently dis-
played fault.
b. Pressing function key F2 (RESET*) after having pressed function key F4 above will reset ALL the currently
active faults.
c. Pressing function key F5 (cancel) exits the user from the fault reset screen and returns the user to the faults
display screen.
5. Function key F5 displays additional information regarding the currently displayed fault.
E–45318
Figure 68. DID Panel Message Example – Fault Reset Function Keys.
116
8.4. MENUS DISPLAY
When function key F4 (MENU) is pressed when the DID panel’s Normal mode display is active, the DID panel’s
Menus Display mode appears to the user (Figure 69).
E–45387
Figure 69. DID Panel Message Example – Menus Display Function Keys.
The function keys in the DID panel’s Menus Display mode provide selection of the next layer of menus as shown.
8.5. TEST DISPLAY
When function key F4 (MENU) is pressed when the DID panel’s Normal mode display is active, the DID panel’s
Test Display mode appears to the user (Figure 70).
The function keys in the DID panel’s Test Display mode provide the user with the test capabilities described.
E–45388
Figure 70. DID Panel Message Example – Test Menu.
117
8.6. DISPLAY DESCRIPTIONS
The following sections describe the displays that are available.
8.6.1. Self Load Testing
Press the applicable function keys (F4 –> F1 –> F1) to access the Load Box screen. Commands now available to
the user are as follows:
1. Pressing function key F2 (Enter) requests Load Box mode of operation (Figure 71). Press F2 to enter the
Loadbox mode. With the engine running and the accelerator pedal fully pressed, the engine net horsepower,
the engine load signal, the AC OHV propulsion system horsepower adjust level, and the ground fault current
are displayed to the user (Figure 72).
2. Pressing function key F5 (Return) stops the Load Box Test and returns the user to the DID Test Menu mode
(Figure 70).
E–45320
Figure 71. DID Panel Message Example – Load Box Test Function Keys.
E–45321
Figure 72. DID Panel Message Example – Load Box Test Data.
118
8.6.2. Software Version Display
Press the applicable function keys (F4 –> F2 –> F1) to access the PSC Software Version display. This displays
the PSC Software Version that is loaded in the AC OHV propulsion system. Subsequent pressing of the F2 (Next)
function key will display the following information in the order listed:
1. PSC software version (Figure 73)
2. Inverter #1 software version
3. Inverter #2 software version
4. TCI software version
5. TCI base configuration version
E–45322
Figure 73. DID Panel Message Example – PSC Software Version Data.
Pressing function key F5 (Return) at any time while in the Software Version display will return the user to the DID
panel Info Menu mode (Figure 74).
E–45389
Figure 74. DID Panel Message Example – V20 Info Menu.
119
8.6.3. Link Capacitance Testing
Press the applicable function keys (F4 –> F1 –> F2) to invoke the Link Capacitance Test. The results of the Link
Capacitance Test are then automatically displayed (Figure 75). Commands now available to the user are as follows:
1. Pressing function key F2 (Start) will start the Link Capacitance Test again.
2. Pressing function key F5 (Return) will return the user to the DID panel Test Menu mode (Figure 70).
3. Pressing function key F5 (Return) again will return the user to the DID panel Menus Display mode (Figure 69).
E–45323
Figure 75. DID Panel Message Example – Link Capacitance Test Data.
8.6.4. Overspeed Setting
Press the applicable function keys (F4 –> F2 –> F2) to access the Overspeed Settings display. This displays the
Overspeed Settings that are loaded in the AC OHV propulsion system (Figure 76).
1. Pressing function key F5 (Return) will return the user to the DID panel Info Menu mode (Figure 74).
2. Pressing function key F5 (Return) again will return the user to the DID panel Menus Display mode (Figure 69).
E–45324
Figure 76. DID Panel Message Example – Overspeed Setting Data.
120
8.6.5. Gate Driver Test

WARNING: Traction motor leads and the DC link may have high voltage present from charged capacitors.
Remove power and discharge capacitors per standard instructions before troubleshooting the equipment.
Auxiliary DC link charged indicating lights are provided on the top of the control for visual indication. It is
recommended that the auxiliary DC link be measured by separate instrumentation as well before proceed-
ing with maintenance or troubleshooting. Failure to do so may result in personnel injury or death.
WARNING: When troubleshooting this truck, unless stated otherwise the truck engine should be shut
down and power removed from the DC link. At 400 RPM engine speed, the DC link is normally commanded
to be energized. DO NOT use the REST mode to remove power while troubleshooting any of the truck cir-
cuits.
Press the applicable function keys (F4 –> F1 –> F3) to display the Gate Driver Test (Figure 77). The Gate Driver
Test turns the gate drivers ON so that the fiber optics can be manually checked. Commands now available to the user
are as follows:
E–45390
Figure 77. DID Panel Message Example – Gate Driver Test Selection.
WARNING: When viewed under some conditions, the optical port may expose the eye beyond the maxi-
mum permissible exposure recommended in ANSI z136.2, 1993.
1. Press function key F2 (Proceed) to start the Gate Driver Test (begin turning on the gate drivers).
2. A Warning displays and F4 (Proceed) must be pressed to acknowledge the Warning and begin turning on the
gate drivers (Figure 78).
WARNING: When the Gate Drivers are ON, 100 V AC is applied at the module. Follow all standard safety
precautions for checks at this voltage level.
3. The gate drivers will now turn ON (Figure 79). Press function key F5 (Exit) to turn the gate drivers OFF and
return to the DID panel Test Menu mode (Figure 70).
121
E–45391
Figure 78. DID Panel Message Example – Gate Driver Test Warning.
E–45392
Figure 79. DID Panel Message Example – Gate Driver Test in Progress.
122
8.6.6. Speedometer Test
Press the applicable function keys (F4 –> F1 –> F4) to display the Speedometer Test (Figure 80). The Speedom-
E–45393
Figure 80. DID Panel Message Example – Speedometer Test Selection.
eter Test generates a specific mph reading so that the speedometer can be tested or calibrated (default is 20 mph).
Commands now available to the user are as follows:
1. Press function key F2 (Begin) to start the Speedometer Test.
2. Press function keys F1, F2, F3, F4 as required to calibrate the speedometer (Figure 81).
E–45394
Figure 81. DID Panel Message Example – Speedometer Test in Progress.
3. Press function key F5 (Exit) to exit the Speedometer Test and return to the DID panel Test Menu mode (Fig-
ure 70).
123
8.6.7. View Parameters
Press the applicable function keys (F4 –> F2 –> F3) to display View Parameters (Figure 82). Enter the known
parameter number (or enter any number) using the 0 – 9 numbered keys, press F3 (Enter), and the parameter value
will be displayed in real time (Figure 83). (Press F5, Cancel, to cancel the entered number.) Commands now available
to the user are as follows:
E–45395
Figure 82. DID Panel Message Example – View Parameters Selection.
E–45396
Figure 83. DID Panel Message Example – View Parameters Display.
1. Press function key F1 (New) to return to the View Parameters display (Figure 82) and enter a new parameter
number directly.
2. Press function key F2 (Prev) or F3 (Next) to proceed sequentially through the parameter list.
3. Press function key F5 (Exit) to exit View Parameters and return to the DID panel Info Menu mode (Figure 74).
124
8.6.8. View Stats
Press the applicable function keys (F4 –> F2 –> F4) to display View Stats (Figure 84). This feature displays the
Mine Level Counters one at a time. Enter the desired number using the 0 – 9 numbered keys, press F3 (Enter), and
the stat value will be displayed in real time (Figure 85). (Press F5, Cancel, to cancel the entered number.) Commands
now available to the user are as follows:
E–45397
Figure 84. DID Panel Message Example – View Stats Selection.
E–45398
Figure 85. DID Panel Message Example – View Stats Display.
1. Press function key F1 (New) to return to the View Stats display (Figure 84) and enter a new stat number direct-
ly.
2. Press function key F2 (Prev) or F3 (Next) to proceed sequentially through the statistic list.
3. Press function key F4 (Time) to proceed to the Time Interval display (Figure 86) and select the desired interval
using the 1 – 7 numbered keys. When the desired key is pressed, that time interval will be selected and the
View Stats display will appear again automatically (function keys F1 – F5 are not active on this display).
4. Press function key F5 (Exit) to exit View Stats and return to the DID panel Info Menu mode (Figure 74).
125
E–45399
Figure 86. DID Panel Message Example – View Stats Interval Change.
126
E–45400
Figure 87. DID Panel Message Example – Inverter Cutout Selection.
8.6.9. Inverter Cutout
Press the applicable function keys (F4 –> F3) to display Inverter Cutout (Figure 87). This displays the inverter
selections (Inv #1, Inv #2). (Press F5, Return, to return to the DID panel Menus mode, Figure 69). Commands now
available to the user are as follows:
1. Press function key F1 (Inv #1) or F2 (Inv #2) to select the inverter and proceed to the Inverter Status display
(Figure 88).
2. Press function key F4 (Toggle) to change the status of the selected inverter.
E–45401
Figure 88. DID Panel Message Example – Inverter Cutout Status Display.
3. Press function key F5 (Return) to return to the Inverter Cutout display (Figure 87).
4. Repeat steps 1 – 3 for the other inverter if desired, then press function key F5 (Return) to exit Inverter Cutout
and return to the DID panel’s Menus mode (Figure 69).
127
128
9. EVENT CODES
WARNING: Lethal Voltages may be present on some circuits. Always turn off and Safety Tag the KEY
SWITCH in the Operator Cab and then verify that ALL lights on either Capacitor Charge Indicating Light
Panel (CCL1 or CCL2) are extinguished before entering the Main Control Cabinet, Retarding Grid Box, or
either Motorized Wheel and/or axle box.
WARNING: When troubleshooting the AC OHV propulsion system, unless stated otherwise, the truck en-
gine should be shutdown and power removed from the DC link. Keep in mind that at 400 RPM engine speed,
the DC link is commanded to be energized. DO NOT use the REST mode to remove power from the DC link
during the troubleshooting of propulsion system circuitry and components.
9.1. EVENT NUMBERS
The event numbers that appear on the DID panel display in the operator’s cab (and the wPTU Toolbox) consist of
three (3) digits. The source of the event detection information is as follows:
Event Number Range Event Source

000 through 099 PSC – Propulsion System Controller
100 through 199 Inverter #1
200 through 299 Inverter #2
600 through 699 TCI – Truck Control Interface
9.2. EVENT RESTRICTIONS
Each event has an assigned restriction which indicates the limitations, if any, placed on propulsion system opera-
tion when that event is active. A brief description of each event restriction is in the chart that follows:
Restriction Description
NO PROPEL / LOADBOX No Propel (red) light is illuminated in the operator cab. No propulsion effort
is allowed. Retard effort and DC link energization is allowed. Load Box
mode is restricted.
NO POWER No Retard (red) light is illuminated in the operator cab. No propulsion effort
or retard effort is allowed. The DC link is de–energized.
SPEED LIMIT / SYSWARN Propel System Caution (yellow) light is illuminated in the operator cab.
Propel and Retard effort is allowed. The DC link is energized. A speed limit
restriction is imposed on the truck.
INVERTER 1 DISABLE Inverter/wheel motor #1 is disabled. Limited propulsion and retard effort is
available. A speed limit restriction is imposed on the truck.
INVERTER 2 DISABLE Inverter/wheel motor #2 is disabled. Limited propulsion and retard effort is
available. A speed limit restriction is imposed on the truck.
ENGINE SPEED / RP The engine speed is raised and RP1 is closed in response to a potential
Retard circuit problem.
SYSEVENT No restrictions are imposed; the event is logged for information purposes
only.
TABLE 5 lists all the events for the GE OHV AC propulsion system and their associated restriction levels.
129
9.3. TROUBLESHOOTING INFORMATION
In the following tables, troubleshooting recommendations are provided for each event. Unless noted otherwise,
perform each step in the order listed until the fault is corrected.
TABLE 5 lists all the events for the GE OHV AC propulsion system and their associated troubleshooting recom-
mendations.
9.4. EVENT DATA ACCESS
NOTE: The following section describes TCI event data access in detail. A similar process is followed for
PSC event data access using the PSC menu and screen hierarchy (refer to Figure 3 for details).
Perform the following to gain access to TCI event data:
2. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Event_Menu (Figure 89).
3. The Event_Menu list of screens is now displayed. Double–click on the desired screen to display it.
E–45241
Figure 89. TCI Event_Menu Screens Access Sequence.
130
9.4.1. View TCI Event Summary Screen
Perform the following to view the TCI Event Summary screen.
1. From the Event_Menu, double–click on TCI Event Summary to select that screen (Figure 89).
2. The TCI Event Summary screen is now displayed (Figure 90).
This screen contains the following information for each recorded event:
a. The name and number for each event
b. The sub–ID for each event. (Events with only one sub–ID will have 01 as their sub–ID.)
c. The time and date of the event occurrence
d. The time and date of the reset of the event (If the event is not reset, this column will display all zeroes for the
reset time and date.)
3. Close the TCI Event Summary display screen by clicking on the X in the upper right corner of the screen.
E–44368B
Figure 90. TCI Event Summary Screen.
131
E–45242
Figure 91. TCI Trigger Data Screen.
9.4.2. View TCI Trigger Data Screen
Perform the following to view the TCI Trigger Data screen.
1. From the Event_Menu, double–click on TCI Trigger Data to select that screen (Figure 89).
2. The TCI Trigger Data screen is now displayed (Figure 91).
The TCI Trigger Data screen is a real time screen, similar to Figure 48. It captures the propulsion and truck system
values at the time that the event of interest was detected and logged. This single data capture at the time of event
occurrence is called a “snapshot”. There is one “snapshot” for every event in the TCI summary list.
3. Close the TCI Trigger Data display screen by clicking on the X in the upper right corner of the screen.
132
9.4.3. View TCI Data Packs Screen
Data packs are a series of, typically, 100 “snapshots” of the propulsion and truck system real time values taken 50
milliseconds apart. This provides a 5 second long record of propulsion system values before, during, and after an
event occurrence.
There are a limited number of available data packs, and not every event will trigger the recording of a data pack.
Typically, the recurrence of an event that already has a data pack that has NOT been reset, will NOT trigger the cre-
ation of another data pack.
Perform the following to view the TCI Data Packs screen.
1. From the Event_Menu, double–click on TCI Data Packs to select that screen (Figure 89).
2. The TCI Data Packs screen is now displayed (Figure 92).
E–44369B
Figure 92. TCI Data Packs Screen.
This screen contains the following information for each data pack:
a. The data pack number

b. The associated event number and sub–ID for the data pack number
c. The time and date when the data pack was created
d. The time and date of the data pack reset (If the data pack is reset, it is enabled to be overwritten by the next
event that would trigger a data pack.)
3. Close the TCI Data Packs display screen by clicking on the X in the upper right corner of the screen.
133
9.5. RESET TCI EVENTS SCREEN
The reset of an event is typically done after the conditions for that event occurrence has been investigated and the
propulsion system is ready to resume normal operation.
Perform the following to view the Reset TCI Events screen.
1. From the Event_Menu, double–click on Reset TCI Events to select that screen (Figure 89).
2. The Reset TCI Events screen is now displayed (Figure 93).
E–45244
Figure 93. Reset TCI Events Screen.
3. The user will then be asked if all active TCI events are to be reset. Click on Yes to reset all active TCI events or
No to abort this action. The screen automatically closes upon either selection.
NOTE: When events are reset, their data packs are enabled to be overwritten by subsequent events. Re-
set events remain in the event summary list until they are erased, however.
9.6. ERASE TCI EVENTS SCREEN
The erasure of event data only affects those events that have been reset. The erasure removes those reset events
from the event summary list, removes their associated “snapshots” and removes their data packs, if present.
Perform the following to view the Erase TCI Events screen.
1. From the Event_Menu, double–click on Erase TCI Events to select that screen (Figure 89).
2. The Erase TCI Events screen is now displayed (Figure 94).
E–45245
Figure 94. Erase TCI Events Screen.
3. The user will then be asked if all stored TCI events are to be erased. Click on Yes to erase all stored TCI events
or No to abort this action. The screen automatically closes upon either selection.
NOTE: Only events that have been reset will be erased by this action. Events that are not reset will remain
in the event summary, and any associated data packs will remain as well.
134
9.7. EVENT AND INVERTER PARAMETERS LIST
A short description of all TCI events, PSC events, and inverter events is provided on the Events & Inv Params
screen. This screen lists all the events in numerical order and provides a brief description of the event. It can be
accessed from either the PTU_Screens TCI browser or PTU_Screens PSC browser.
Perform the following to access the Events & Inv Params screen:
1. Connect the PTU to the TCI or PSC serial port (located in the operator cab), start the GE OHV wPTU Toolbox,
enter password, select PSC Panel or TCI Panel, select appropriate truck type, and click on LOGIN to wPTU
Toolbox.
2. From the window browser, select PTU Screens –> TCI or PSC –> Special_Tasks –> Events & Inv Params
(Figure 89).
3. The Events & Inv Params screen is now displayed (Figure 95).
E–46759
Figure 95. Events & Inv Params Screen.
4. Click on the desired event list button (PSC Event List, TCI Event List, Inverter Event List, TCI DID Parame-
ter List) to open. (Use the scroll bar on the side to navigate through the list).
5. Close the list by clicking on the X in the upper right corner of the screen.
6. Close the Events & Inv Params display screen by clicking on the X in the upper right corner of the screen.
box, shut down the PTU, and disconnect it from the serial port.
135
136
TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION

Event Event Restrictions
Detection Information
Description (If Any)
NOTE: Not all faults are present on all propulsion systems. Certain faults apply to specific propulsion systems
only and will only be detected on those propulsion systems.
000–No Fault None No faults present.
002–High Ground Fault NO POWER Ground fault detected.
For voltage < 1000 V, detection threshold is 166 mA
For voltage >= 1000 V, detection threshold ramps from 166 mA at
1000 V down to approximately 70 mA at approximately 1500 V
003–Failed Diode NO POWER Failed diode in main rectifier detected.
004–GF Cutout Not SYS EVENT Generator Field Cut–Out switch (GFCO) moved to cut–out position
Reset while propulsion system not in REST Mode (link is energized).
005–Drive System NO PROPEL A component of the propulsion system, identified by the following
Overtemp sub–ID, exceeded its operational temperature limit:
:01–Auxiliary Blower Control Phase Control Rectifier (AUXPC)

:02–Auxiliary Blower Control Inverter (AUXINV)
:03–Alternator Field Static Exciter (AFSE)
:04–Alternator
:05–Left Wheelmotor Stator
:06–Left Wheelmotor Rotor
:07–Right Wheelmotor Stator
:08–Right Wheelmotor Rotor
:09–Chopper Module IGBT
:10–Chopper Module Diode
:11–Left Wheelmotor Inverter IGBT
:12–Left Wheelmotor Inverter Diode
:13–Right Wheelmotor Inverter IGBT
:14–Right Wheelmotor Inverter Diode
:15–Rectifier Diode
006–Both INV Comms NO POWER PSC lost communication with both inverters.
Failed
008–DC Link NO POWER DC link exceeded a voltage limit, identified by the following sub–ID:
Overvoltage
:01–Persistently above a level while not in retard operation
:02–Persistently above a level while in retard operation
:03–Instantaneously above a level regardless of operating mode
009–Alt Field NO POWER Alternator field current exceeded a limit, identified by the following
Overcurrent sub–ID:
:01–Persistently above a level

:02–Instantaneously above a higher level
:03–With persistence due to low engine speed
011–Retard Lever SYS EVENT The received signal from the Retard Lever exceeded a limit, as iden-
tified by the following sub–ID:
:01–Signal volts too high

:02–Signal volts too low
012–Retard Pedal Bad SYS EVENT The received signal from the Retard Pedal exceeded a limit, as iden-
tified by the following sub–ID:
:01–Signal volts too high

:02–Signal volts too low
013–Midvolt Test Failure NO POWER Inverter failed its mid–voltage self test.
137
TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d)

014–Analog Sensor SPEED LIMIT The received signal from a sensor, identified by the following sub–ID,
Fault exceeded a limit:
:01–Alternator Field Current

:03–Loadbox Current (LDBX)
:04–Alternator 3–Phase Voltage
:05–Alternator Field Volts
:10–PSC Link Voltage
:11–Inverter No. 1 Link Voltage
:12–Inverter No. 2 Link Voltage
:13–A2D Ground
:14–A2D Gain
:15–Fault Current
:16–ATOC
:21–DB Grid Blower No. 1 Current
:22–DB Grid Blower No. 2 Current
015–Restrictive Analog NO POWER The received signal from a sensor, identified by the following sub–ID,
Sensor Fault exceeded a limit:
:02–Link Current
016–PSC CPU Card NO POWER A problem occurred with a PSC CPU card task, as identified by the
following sub–ID:
:01–Task 1 failed to initialize

:07–Maintenance task failed to initialize
:09–FLASH CRC computation did not match expected value
:10–BRAM CRC computation did not match expected value
:11–Tasks took too long to initialize
:12–BBRAM data pack pointers corrupted
017–PSC Digital I/O NO POWER PSC CPU lost communication with the FB104 PSC digital I/O card.
Card Fault
018–PSC Analog I/O NO POWER PSC CPU lost communication with the FB143 PSC analog I/O card,
Card Fault as further identified by the following sub–ID:
:01–PSC Analog I/O card missing

:02–PSC Analog I/O communication timed out
019–Riding Retard Pedal SYS EVENT Brake and Propel Pedal signals simultaneously received and truck
speed greater than 5 mph.
020–High Torque NO PROPEL Low speed torque limit exceeded.
Timeout
021–TCI Comm Fault NO PROPEL PSC lost or received corrupted communication from TCI, as further
identified by the following sub–ID:
:01–Message Missing
:02–Bad Tick
:03–Bad CRC
:04–Overflow
:05–Bad Start
:06–Bad Stop
138

022–Persistent TCI NO POWER PSC detected persistent lost or corrupted communication from TCI
Comm Fault over a period of time with truck stopped.
023–Tertiary Overcurrent NO POWER Alternator field tertiary current limit exceeded.
024–PSC Config File NO POWER Incorrect or missing PSC configuration file detected, as further identi-
fied by the following sub–ID:
:01–Configuration file not loaded

:02–Configuration file CRC computation failed
:03–Configuration file has incorrect major release number
:04–Overspeed values in configuration file are incorrectly set.
025–Aux Blower System NO POWER Problem with the auxiliary blower control system detected, as further
identified by the following sub–ID:
:01–Auxiliary blower control speed feedback indicates no or incorrect

blower speed
:02–Frequent auxiliary blower control fault shutdowns
026–Cap Overpressure NO POWER Filter capacitor overpressure failure detected, as further identified by
the following sub–ID:
:01–Inverter No. 1 filter cap overpressure

:02–Inverter No. 2 filter cap overpressure
027–Panel Not NO POWER One of PSC panel connectors not connected properly. Further identi-
Connected at Power fied by the following sub–ID:
Up
:01–CNFB
:02–CNI/CNX (3500 HP, 150 Ton)
:03–Aux blower connector
030–GF Contactor SPEED LIMIT GF contactor command and feedback do not agree.
031–Battery Boost SPEED LIMIT GFR contactor failed to open or close when commanded. Further
Circuit identified by the following sub–ID:
:01–GFR failed to open

:02–GFR failed to close
:03–SCR3 failed
032–RP Contactor SPEED LIMIT & STUCK RP1 contactor command and feedback do not agree. Further identi-
RP fied by the following sub–ID:
:01–RP1
:02–RP2
:03–RP3
033–Retard Circuit SPEED LIMIT & STUCK
RP
035–Engine Speed SPEED LIMIT Engine speed signal exceeded upper or lower limit.
Sensor
036–GY19 Grid Blower NO POWER Grid blower failure detected, further identified by the following sub–
ID:
:01–Grid blower no. 1 stalled

:02–Grid blower no. 2 stalled
:03–Grid blower no. 1 open
:04–Grid blower no. 2 open
:05–Excessive difference between grid blower motor currents
139

037–Computer Power SPEED LIMIT Computer Power Supply voltages exceeded upper or lower limit,
Supply further identified by the following sub–ID:
:01–5 VDC positive

:02–15 VDC positive
:03–15 VDC negative
040–Volts 24 Positive SPEED LIMIT +24V Power Supply exceeded upper or lower limit.
041–Volts 24 Negative SPEED LIMIT –24V Power Supply exceeded upper or lower limit.
042–Direction NO PROPEL Forward or Reverse Switch command received while in Selfload
Requested During Mode of operation.
Selfload
043–Propulsion Battery SPEED LIMIT Propulsion system battery voltage below low limit.
Voltage Low
044–Propulsion Battery SYS EVENT Propulsion system battery voltage above high limit.
Voltage High
045–Chopper Open SPEED LIMIT Chopper Module failed during chopper self test, further identified by
Circuit the following sub–ID:
:01–Chopper 1
:02–Chopper 2
046–Retard Short Circuit SPEED LIMIT & EN- Failure during chopper self test. Link voltage decayed too quickly
GINE SPD when AFSE command set low, prior to starting test.
047–Engine Stall NO POWER Engine stall condition detected.
048–Shorted DC Link NO POWER System detected a potential short on the DC link while attempting to
During Startup charge link.
051–Tach Left Rear INV1 DISABLE Problem occurred with tach on left rear wheelmotor, further defined
by the following sub–ID:
:01–Tach signal indicating zero wheel movement when others are

indicating movement
:02–Tach signal indicating wheel movement when others are
indicating zero movement
052–Tach Right Rear INV2 DISABLE Problem occurred with tach on right rear wheelmotor, further defined

indicating movement
053–Tach Left Front SYS EVENT Problem occurred with tach on left front wheelmotor, further defined

indicating movement
140

054–Tach Right Front SYS EVENT Problem occurred with tach on right front wheelmotor, further defined

indicating movement
055–Front Wheel Tachs SYS EVENT Problem occurred with tachs on front wheel motors.
056–Inverter Software SYS EVENT Incorrect version of Inverter Software is installed. Further identified
Version by the following sub–ID:
:01–Inverter #1
:02–Inverter #2
061–Motor Overspeed SYS EVENT Truck exceeded motor overspeed limit.
063–Engine Load Signal SYS EVENT The Engine Load Signal feedback from the engine controller is out-
Fault side of limit, further defined by the following sub–ID:
:01–Below minimum value

:02–Above maximum value
:03–PWM signal failed low
:04–PWM signal failed high
:05–PWM signal failed incorrect period
065–Analog Input Range SPEED LIMIT (10 MPH) Analog input outside its design range, further identified by the follow-
Check ing sub–ID:
:01–Auxiliary blower control phase controller temperature

:02–Auxiliary blower control inverter temperature
:03–Alternator field static exciter temperature
:04–Alternator temperature
:05–Left rear wheel motor stator temperature
:06–Left rear wheel motor rotor temperature
:07–Right rear wheel motor stator temperature
:08–Right rear wheel motor rotor temperature
:09–Chopper module IGBT temperature
:10–Chopper module diode temperature
:11–Left rear wheel motor inverter IGBT temperature
:12–Left rear wheel motor inverter diode temperature
:13–Right rear wheel motor inverter IGBT temperature
:14–Right rear wheel motor inverter diode temperature
:15–Rectifier diode temperature
070–Link Capacitance SYS EVENT Link capacitance low, but acceptable for operation.
Low Caution
NOTE:
Nominal for 17KG498D2 and newer control: 21600 µF
Nominal for 17KG498D1 and earlier control: 24000 µF
Event declared when measurement below: 15000 µF
Nominal for 17KG527 control: 13500 µF
Event declared when measurement below: 7875 µF (527 group)
141

071–Link Capacitance SPEED LIMIT (10 MPH) Link capacitance below acceptable limit for normal operation.
Low Warning
NOTE:
Nominal for 17KG498D2 and newer control: 21600 µF
Nominal for 17KG498D1 and earlier control: 24000 µF
Event declared when measurement below: 12500 µF
Nominal for 17KG527 control: 13500 µF
Event declared when measurement below: 7875 µF (527 group)
072–Ground Circuit SPEED LIMIT (10 MPH) Problem detected with ground fault detection circuit which is typically
associated with failure of the filter capacitor test to discharge the ca-
pacitors within 30 seconds.
074–Inverter1 Comm INV1 DISABLE Communication attempt with Inverter #1 timed out. Inverter 1 not cut-
Failed out. Further identified by the following sub–ID:
:01–No communication Inverter #1

:02–Inverter #1 customer option bit
075–Inverter 2 Comm INV2 DISABLE Communication attempt with Inverter #2 timed out. Inverter 2 not cut-
Failed out. Further identified by the following sub–ID:
:01–No communication Inverter #2

:02–Inverter #2 customer option bit
076–FB173 Card NO POWER A failure in the FB173 card was detected, further identified by the
following sub–ID:
:01–Speed FPGA did not download correctly

:02–Speed count update not changing
:03–Alternator FPGA did not download correctly
:04–Microcontroller SRAM did not program
:05–Slow task counter is less than minimum value
:06–Medium task counter is less than minimum value
:07–Fast task timer is less than minimum value
:08–FD task timer is less than minimum value
:09–Link current value is out of limits
:10–Alternator FPGA timed out
077–Inverter Failed VI NO POWER Inverter 1 or Inverter 2 failed during VI test. System forced to link
Test discharged state. System resets and attempts test sequence again.
Does not lock out; other inverter is allowed to pass, or user can cut
out failed inverter.
078–Inverter Background SYS EVENT A failure in the inverter background communication was detected.
Communication Further identified by the following sub–ID:
Failure
:01–Inverter #1
:02–Inverter #2
084–Control Power SYS EVENT Loss of control power switch feedback while truck moving.
Switch
085–Auxiliary Cooling SYS EVENT Problem detected with auxiliary blower control system, further identi-
Fault fied by the following sub–ID:
:02–Auxiliary blower motor speed signal out of range

:03–Excessive difference between auxiliary blower motor speed
feedback and auxiliary blower motor speed command
:04–Abnormal shutdown of auxiliary blower control system
142

087–HP Low SYS EVENT Propulsion system adjusted HP load on engine has been reduced to
its minimum value for an excessive period of time.
088–HP Limit SYS EVENT Excessive propulsion system demand on available engine HP, fur-
ther identified by the following sub–ID:
:01–Propulsion system HP demand in propel mode exceeds

available engine HP for a persistent period of time
:02–Propulsion system HP demand in propel or ready mode could
result in engine stall
089–Engine Speed SYS EVENT Engine speed does not match engine command, further identified by
Command the following sub–ID:
:02–Allowable difference between engine command and actual

engine speed exceeded
091–Inverter 1 cutout SYS EVENT Inverter 1 is cutout.
092–Inverter 2 cutout SYS EVENT Inverter 2 is cutout.
094–Illegal Limp Mode SYS EVENT Limp Mode requested (i.e. inverter 1 or 2 cutout switch actuated)
when truck is moving.
095–Bad BRAM Battery SYS EVENT BRAM battery voltage below acceptable limit.
096–Unexpected System SYS EVENT PSC CPU reset detected without reset request.
Reset
098–Data Store SYS EVENT PSC data store commanded via PTU.
NOTE: Faults 100 – 199 as shown in this table apply to Inverter #1. The same respective faults, 200 – 299 (not
shown in this table) apply to Inverter #2. For Example, Fault 100 is an Inverter #1 CPU Card Restrictive fault and
Fault 200 is an Inverter #2 CPU Card Restrictive fault.
100–Inverter 1/2 CPU INV 1/2 OFF SPEED Restrictive Inverter 1/2 CPU card problem detected.
Card Restrictive LIMIT (10 MPH)
101–Inverter 1/2 CPU INV 1/2 OFF SPEED Non–Restrictive Inverter 1/2 CPU card problem detected.
Card LIMIT (10 MPH)
Non–Restrictive
102–Inverter 1/2 I/O INV 1/2 OFF SPEED Restrictive Inverter 1/2 I/O card problem detected.
Card Restrictive LIMIT (10 MPH)
103–Inverter 1/2 CPU SYS EVENT Non–Restrictive Inverter 1/2 I/O card problem detected.
Card
Non–Restrictive
104–Inverter 1/2 Fiber INV 1/2 OFF SPEED Inverter 1/2 fiber optic card problem detected.
Optic Card LIMIT (10 MPH)
105–Inverter 1/2 Power INV 1/2 OFF SPEED Inverter 1/2 power supply card problem detected.
Supply Card LIMIT (10 MPH)
106–Inverter 1/2 DC INV 1/2 OFF SPEED DC power wiring problem detected, further defined by the following
Power Wiring LIMIT (10 MPH) sub–ID:
:01–DC power connection open

:02–Link and phase voltage mismatch
107–Inverter 1/2 Gate SYS EVENT Inverter 1/2 gate drive power supply problem detected.
Drive Power Supply
109–Inverter 1/2 Link INV 1/2 OFF SPEED Inverter 1/2 link voltage sensor problem detected.
Voltage Sensor LIMIT (10 MPH)
143

111–Inverter 1/2 Input INV 1/2 OFF SPEED Inverter 1/2 input filter voltage sensor problem detected.
Filter Voltage Sensor LIMIT (10 MPH)
113–General Inverter 1/2 INV 1/2 OFF SPEED Inverter 1/2 phase current or voltage unbalance or exceeded limit
Restrictive LIMIT (10 MPH) detected.
114–General Inverter 1/2 SYS EVENT Inverter 1/2 electrical noise detected on signal channels or operation-
Non–Restrictive al voltage limits exceeded.
115–Inverter 1/2/System INV 1/2 OFF SPEED Inverter#1/System Controller interface problem detected such as
Controller Interface LIMIT (10 MPH) inconsistent commands, loss of communication, or sensor signals
beyond limits.
116–Inverter 1/2 Phase A INV 1/2 OFF SPEED Inverter#1 Phase A problem detected such as IGBT failure to follow
LIMIT (10 MPH) command or Phase A overcurrent.
117–Inverter 1/2 Phase A INV 1/2 OFF SPEED Restrictive Inverter#1 Phase A Positive (+) problem detected such as
Positive (+) LIMIT (10 MPH) module failure to follow command.
Restrictive
118–Inverter 1/2 Phase A SYS EVENT Non–Restrictive Inverter#1 Phase A Positive (+) problem detected.
Positive (+)
Non–Restrictive
119–Inverter 1/2 Phase A INV 1/2 OFF SPEED Restrictive Inverter#1 Phase A Negative (–) problem detected such
Negative (–) LIMIT (10 MPH) as module failure to follow command.
Restrictive
120–Inverter 1/2 Phase SYS EVENT Non–Restrictive Inverter#1 Phase A Negative (–) problem detected.
A Negative (–)
Non–Restrictive
121–Inverter 1/2 Phase INV 1/2 OFF SPEED Inverter#1 Phase A current sensor or Phase A current problem de-
A Current LIMIT (10 MPH) tected.
123–Inverter 1/2 Phase INV 1/2 OFF SPEED Inverter#1 Phase A voltage sensor or Phase A voltage problem de-
A Voltage LIMIT (10 MPH) tected.
125–Inverter 1/2 Phase INV 1/2 OFF SPEED Inverter#1 Phase B problem detected such as IGBT failure to follow
B LIMIT (10 MPH) command or Phase B overcurrent.
126–Inverter 1/2 Phase INV 1/2 OFF SPEED Restrictive Inverter#1 Phase B Positive (+) problem detected such as
B Positive (+) LIMIT (10 MPH) module failure to follow command.
Restrictive
127–Inverter 1/2 Phase SYS EVENT Non–Restrictive Inverter#1 Phase B Positive (+) problem detected.
B Positive (+)
Non–Restrictive
128–Inverter 1/2 Phase INV 1/2 OFF SPEED Restrictive Inverter#1 Phase B Negative (–) problem detected such
B Negative (–) LIMIT (10 MPH) as module failure to follow command.
Restrictive
129–Inverter 1/2 Phase SYS EVENT Non–Restrictive Inverter#1 Phase B Negative (–) problem detected.
B Negative (–)
Non–Restrictive
130–Inverter 1/2 Phase INV 1/2 OFF SPEED Inverter#1 Phase B current sensor or Phase B current problem de-
B Current LIMIT (10 MPH) tected.
132–Inverter 1/2 Phase INV 1/2 OFF SPEED Inverter#1 Phase B voltage sensor or Phase B voltage problem de-
B Voltage LIMIT (10 MPH) tected.
134–Inverter 1/2 Phase INV 1/2 OFF SPEED Inverter#1 Phase C problem detected such as IGBT failure to follow
C LIMIT (10 MPH) command or Phase C overcurrent.
144

135–Inverter 1/2 Phase INV 1/2 OFF SPEED Restrictive Inverter#1 Phase C Positive (+) problem detected such as
C Positive (+) LIMIT (10 MPH) module failure to follow command.
Restrictive
136–Inverter 1/2 Phase SYS EVENT Non–Restrictive Inverter#1 Phase C Positive (+) problem detected.
C Positive (+)
Non–Restrictive
137–Inverter 1/2 Phase INV 1/2 OFF SPEED Restrictive Inverter#1 Phase C Negative (–) problem detected such
C Negative (–) LIMIT (10 MPH) as module failure to follow command.
Restrictive
138–Inverter 1/2 Phase SYS EVENT Non–Restrictive Inverter#1 Phase C Negative (–) problem detected.
C Negative (–)
Non–Restrictive
141–Inverter 1/2 Phase INV 1/2 OFF SPEED Inverter#1 Phase C voltage sensor or Phase C voltage problem de-
C Voltage LIMIT (10 MPH) tected.
143–Inverter 1/2 Tach 1 INV 1/2 OFF SPEED Restrictive Inverter#1 Tach 1 signal problem detected.
Restrictive LIMIT (10 MPH)
144–Inverter 1/2 Tach 1 SYS EVENT Non–Restrictive Inverter#1 Tach 1 signal problem detected.
Non–Restrictive
145–Inverter 1/2 Tach 2 SYS EVENT Restrictive Inverter#1 Tach 2 signal problem detected.
Restrictive
146–Inverter 1/2 Tach 2 SYS EVENT Non–Restrictive Inverter#1 Tach 2 signal problem detected.
Non–Restrictive
148–Inverter 1/2 INV 1/2 OFF SPEED Inverter#1 Chopper 1 operational problem detected.
Chopper 1 LIMIT (10 MPH)
150–Inverter 1/2 INV 1/2 OFF SPEED Inverter#1 Chopper 2 operational problem detected.
Chopper 2 LIMIT (10 MPH)
151–Inverter 1/2 Tach INV 1/2 OFF SPEED Excessive difference between Inverter 1/2 Tachs 1 and 2.
Differential LIMIT (10 MPH)
153–Inverter 1/2 Motor INV 1/2 OFF SPEED Inverter 1/2 detected a motor connection problem further defined by
Restrictive LIMIT (10 MPH) the following sub–ID:
:01–Motor connection open

:02–Motor connection short
154–Inverter 1/2 Motor SYS EVENT Inverter 1/2 detected a motor temperature exceeding its limit further
Non–Restrictive defined by the following sub–ID:
:01–Motor rotor temperature high

:02–Motor stator temperature high
155–Second Load SYS EVENT Inverter 1/2 detected a second open load connection.
Connection Open
145

601–TCI CPU Card NO PROPEL A problem was detected with the TCI CPU card, further identified by
FB144 the following sub–ID:
:01–10 msec task failed to initialize

:06–50 msec fault manager task failed to initialize
:07–Flash CRC computation did not match expected value
:09–Maintenance task failed to initialize
:10–Upon power–up, excessive bus time outs occurred
:11–Upon power–up, the status of key memory data in BBRAM was
found to be invalid
:12–CRC on protected areas of BBRAM did not match expected
value
602–FB104 TCI Digital NO PROPEL A problem was detected with the TCI digital I/O card.
I/O Card
603–FB160 TCI Analog NO PROPEL A problem was detected with the TCI analog I/O card.
I/O Card
604–TCI to PSC RS422 SPEED LIMIT (10 MPH) Serial link communication with PSC was lost for a persistent time
Comm period, further identified by the following sub–ID:
:01–Missing message
:02–Bad tick
:03–Bad CRC
:04–FIFO overflow
:05–Bad start bit
:06–Bad stop bit
605–Aux Comm Fault None Serial link communication with the Auxiliary Blower Control System
was lost for a persistent time period.
607–Positive 5 volts SPEED LIMIT (10 MPH) +5V Power Supply exceeded limits for a persistent period of time.
608–Positive 15 Volts SPEED LIMIT (10 MPH) +15V Power Supply exceeded limits.
609–Negative 15 Volts SPEED LIMIT (10 MPH) –15V Power Supply exceeded limits.
610–Pot Reference SPEED LIMIT (10 MPH) Pot Reference exceeded limits.
613–Analog Input SPEED LIMIT (10 MPH) An analog signal input on the analog I/O card exceeded its limits for
a persistent period of time, as defined by the following sub–ID:
:01–Ground (A2D)
:02–Gain Check (A2D)
614–Battery Separate SYS EVENT The battery separate contactor failed to operate in an expected man-
Contactor ner as further defined by the following sub–ID:
:01–Battery separate failure

:02–Crank battery > control battery
:03–Control battery > crank battery
616–Simultaneous NO PROPEL Simultaneous receipt of forward and reverse direction commands.
Forward and
Reverse Command
146

617–Engine Start SYS EVENT The engine start request was denied for the following reason defined
Request Denied by the sub–ID:
:01–Engine warning signal received during cranking

:02–Engine Kill signal received during cranking
619–Engine Warning NO PROPEL The engine warning signal was received when the engine speed is
above the run threshold.
620–Engine Kill while NO PROPEL The engine kill signal was received while the truck was moving.
Moving
622–Park Brake NO PROPEL Unexpected park brake operation defined by the following sub–ID:
:01–Park brake command and feedback do not agree

:02–Park brake set feedback received while truck moving
623–Hydraulic Brake SYS EVENT The hydraulic brake fluid temperature signal exceeded its maximum
limit, further defined by the following sub–ID:
:01–Tank
:02– Left Front Outlet
:03– Right Front Outlet
:04– Left Rear Outlet
:05– Right Rear Outlet
624–Body Up and SPEED LIMIT (10 MPH) Simultaneous receipt of both full payload and body up signals for a
Payload Indication persistent time period.
625–Extended Battery None Excessive time has elapsed between battery separate and subse-
Reconnect Time quent battery reconnection.
628–Connected SYS EVENT Battery volts exceeded limits for a persistent period of time, while
Batteries engine speed is greater than idle and control power is ON; further
defined by the following sub–ID:
:01–Control battery volts below 20 VDC

:02–Control battery volts above 32 VDC
:03–Cranking battery volts below 20 VDC
:04–Cranking battery volts above 32 VDC
629–Barometric SYS EVENT Barometric pressure sensor signal exceeded limits for a persistent
Pressure period of time, further defined by the following sub–ID:
:01–Barometric pressure sensor value too low

:02–Barometric pressure sensor value too high
630–Motor Blower SPEED LIMIT Motor blower pressure signal exceeded limits, indicating a problem
Pressure with the sensor, duct work, or axle box sensor. Further defined by
the following sub–ID:
:01–No cooling air

:02–Low voltage
:03–High voltage
:04–Sensor reversed
631–Ambient SYS EVENT Ambient temperature sensor signal exceeded limits for a persistent
Temperature period of time, further defined by the following sub–ID:
:02–Ambient temperature signal too high
147

632–TCI Configuration NO PROPEL A problem with the TCI configuration file has been detected, further
File defined by the following sub–ID:
:01–File not loaded

:02–File loaded improperly, resulting in bad CRC
:03–Wrong version of file loaded
633–BBRAM Battery SYS EVENT Battery–backed RAM (BBRAM) battery has failed.
Failure
634–Truck Overloaded NO PROPEL Truck operation restricted when overloaded signal received and TCI
Restrictive configured for restrictive response.
635–Truck Overloaded SYS EVENT Truck operation not restricted when overloaded signal received and
Non–Restrictive TCI configured for non–restrictive response.
636–Aux Inverter Faults SYS EVENT Auxiliary blower control failure has occurred.
:00–No fault condition; initial state on application of control power

:01–Low DC bus voltage detected during powerup
:02–High DC bus voltage detected during operation
:03–Overcurrent condition detected during operation
:06–High DC bus voltage detected after phase controller powerup
:07–Low DC bus voltage detected after phase controller powerup
:09–Overcurrent condition detected after phase controller powerup
:10–Sustained current overload exists (above rated conditions but
below component safe operating range)
:11–Overcurrent fault due to low DC link voltage
:12–Sustained current overload fault due to low DC link voltage
:13–IGBT protection circuit detected overcurrent
:14–Low or missing AC input voltage detected
638–Engine cranking SYS EVENT The diesel engine was cranking longer than the maximum allowed
timeout cranking time.
639–Engine Start SYS EVENT An Engine Start Request was received while the diesel engine was
Request While running. The engine speed must be greater than 600 rpm and the
Running start request signal must be present for three seconds minimum for
this event to be logged.
640–Accel Pedal Too NO PROPEL Accelerator Pedal input is greater than the maximum value for a spe-
High cified period of time.
641–Accel Pedal Too SYS EVENT Accelerator Pedal input is less than the minimum value for a speci-
Low fied period of time.
696–Unexpected CPU SYS EVENT The TCI CPU was reset while the system was in Self Load, Propel,
Reset Retard, or Ready mode.
698–PTU Data Store SYS EVENT The DATASTORE command was received by the TCI. No corrective
action required.
However, if DATASTORE was not commanded and the event was
logged, check DATASTORE switch and wiring.
148
10. SPECIAL OPERATIONS AND TESTS
10.1. WELDING ON THE TRUCK

When welding on trucks equipped with GE control panels, connect the welder’s ground cable such that welding
current does not flow through the truck’s control wires or cables. This ground connection should be made directly to (or
as close as possible to) the part being welded. For example, if welding is being done on the deck, connect the ground
directly to the deck – not to the control box or cab. If welding is being done on the control box door, connect the ground
to the control box door – not to the box frame.
Extreme care should also be taken to prevent electrical current from passing through bearings in the alternator or
motorized wheel motors as this will result in bearing damage and premature bearing failure.
DO NOT pull any control cards or remove panel connectors. This practice can cause more damage than it pre-
vents. It puts unnecessary cycles on the connector pins and may cause loose or dirty pins which could result in a
control system failure.
10.2. MOVING TRUCK WITH ONE WHEEL MOTOR
WARNING: The following procedure is intended for use under emergency or unusual conditions only and
should not be used in lieu of proper troubleshooting and/or maintenance procedures. In any case, extreme
caution must be exercised and all standard safety procedures employed. When using this “special” proce-
dure, the entire procedure should be read before proceeding.
The following procedure should be followed when it has been determined that either one inverter or one wheel
motor is faulty, and the truck must be moved for servicing using the single, operational inverter/wheel motor.
NOTE: Truck speed is limited to 10 mph by the propulsion system when operating with only one wheel
motor.
1. With truck stopped and the engine running, apply the Park Brake (places the propulsion system in REST mode
or, if equipped, move the Rest Switch to the REST position) by placing the Park Brake rocker switch in the ON
position and place the Direction Selector handle in the NEUTRAL position.
CAUTION: Single inverter/wheel motor operation of the truck should only be done with an empty truck.
Operation of a loaded truck with one inverter/wheel motor may result in damage to that wheel motor.
2. Remove the load, if present, from the truck.
3. Cut out the affected inverter using the DID Panel per the procedure in SECTION 8.6.9., INVERTER CUTOUT.
This will disable that inverter/wheel motor combination from either accelerating or retarding the truck.
4. Release the Park Brake (propulsion system exits REST mode or, if equipped, move the Rest Switch to the
operational position) by placing the Park Brake rocker switch in the OFF position.
5. Place the Direction Selector handle in FORWARD and move the truck to the desired location.
149
10.3. VOLTAGE ATTENUATION MODULE (VAM) CHECKS
With all wiring removed from the suspect VAM, check that a nominal resistance of 2 Megohms exists between the
points in the charts below. Resistance to ground or to any other points on the VAM should be infinite. Refer to the
receptacle and plug diagrams in the system schematic for connector arrangement.
VAM1 AND VAM2, 17FM702, 8 CHANNELS

High Voltage Stud Low Voltage Connector
VH1 CN1–5
VH2 CN1–6
VH3 CN1–10
VH4 CN1–14
VH5 CN1–7
VH6 CN1–3
VH7 CN1–2
VH8 CN1–1
VAM1 AND VAM2, 17FM681, 5 CHANNELS

High Voltage Stud Low Voltage Connector
VH1 CN1–1
VH2 CN1–2
VH3 CN1–3
VH4 CN1–4
VH5 CN1–5
10.4. CURRENT MEASURING MODULE CHECKS
With all wiring removed from the suspect current measuring module, the following are the nominal resistance val-
ues between the connection points indicated:
Between + and – : greater than 20 K ohm
Between M and + : greater than 1 Megohm
Between M and – : greater than 1 Megohm
10.5. LINK CAPACITANCE TEST MONITORING
The main propulsion DC link capacitance test can be performed through the DID panel (refer to SECTION 8.6.3.,
LINK CAPACITANCE TESTING) provided that truck conditions permit this test. Those conditions are as follows:
1. Engine running and DC link charged.
2. Truck stopped with no direction commanded and accelerator pedal not pressed.
150
When the DC link capacitance test is run, the AC OHV propulsion system commands the DC link to be charged to
operating level and then it monitors its decay rate from that level. This decay rate is then used to calculate the amount
of DC link capacitance.
The DC link capacitance test can be monitored and its results viewed on a wPTU screen. This screen can be
accessed as follows:
2. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Tests –> Capacitance
Test (Figure 96).
E–46760
Figure 96. PSC Capacitance Test Screen Assess Sequence.
3. The Capacitance Test screen is now displayed and the test data can be viewed (Figure 97).
4. Close the Capacitance Test display screen by clicking on the X in the upper right corner of the screen.
151
E–44404
Figure 97. Capacitance Test Screen.
152
11. PHASE MODULE AND GATE DRIVER TROUBLESHOOTING GUIDE
11.1. INTRODUCTION
WARNING: Traction motor leads and the DC link may have high voltage present from charged capacitors.
Remove power and discharge capacitors per standard instructions before troubleshooting the equipment.
Auxiliary DC link charged indicating lights are provided on the top of the control for visual indication. It is
recommended that the auxiliary DC link be measured by separate instrumentation as well before proceed-
ing with maintenance or troubleshooting. Failure to do so may result in personnel injury or death.
WARNING: When troubleshooting this truck, unless stated otherwise the truck engine should be shut
down and power removed from the DC link. At 400 RPM engine speed, the DC link is normally commanded
to be energized. DO NOT use the REST mode (entered by applying Park Brake) to remove power while trou-
bleshooting any of the truck circuits.
Phase module faults can be either related to the phase module itself or its associated gate driver. The fault text will
identify the phase module in question. The 17KG535 control group is a dual IGBT drive. Each phase of each Motor-
ized Wheel has two IGBT modules per phase polarity. For example, P11A+ and P12A+ feed phase A positive (+) to
Motorized Wheel TM1(left), P11A– and P12A– feed phase A negative (–) to Motorized Wheel TM1 (left). This is phase
A positive and negative cycle of the three phase power to TM1 (left). Phase B of the three phase is supplied by P11B+
and P12B+ feed phase B positive (+), and P11B– and P12B–. Phase C positive and negative cycle is done with P11C+
and P12C+, and P11C– and P12C–.
The same process is done for supplying three phase power to Motorized Wheel TM2 (right). TM2 phase A supply is
generated by P21A+ and P22A+, and P21A– and P22A–. TM2 phase B supply is P21B+ and P22B+, and P21B– and
P22B–. TM2 phase C supply is P21C+ and P22C+, and P21C– and P22C–.
11.2. TEST/INSPECTION PROCEDURE

1. Check the wPTU PSC Real Time Data screen to determine if the inverter involved in the phase module fault
is active or not. Use the wPTU Manual Test Screen to turn on the Gate Driver Power Supply (GDPS) of the
relevant inverter. (Refer to SECTION 6.7., PSC MANUAL DIGITAL INPUT/OUTPUT TEST PROCEDURES.)
2. Run the Inverter VI Test as follows to determine if the fault occurs again:
a. Apply the Park Brake (places the propulsion system in REST mode or, if equipped, place the Rest Switch in
REST mode) by placing the Park Brake rocker switch in the ON position and place the Direction Selector
handle in the NEUTRAL position.
b. Start and run the engine.
c. When the engine has achieved its idle speed, release the Park Brake (propulsion system exits REST mode
or, if equipped, activate the Rest Switch to operational mode) by placing the Park Brake rocker switch in the
OFF position.
d. Monitor status messages on the wPTU PSC Real Time Data screen, Inverters section. In the right side
of the Inverters section of the screen, Inverter VI Test State is shown. During the Inverter VI Test, the
status box should read Test. Upon completion, there should be the message Completed.
e. If no faults are logged, and there is no recent history of inverter faults, the truck can be released for service.
If faults are logged proceed with the remainder of this troubleshooting section.
153
3. Shutdown the engine and the control. Allow the capacitor charge to drain down.
WARNING: Hazardous voltages are present in this equipment. Ensure that the Control Power Switch (CPS)
is in the OFF position and that the Generator Field Contactor (GFCO) switch is in the CUTOUT position
before attempting any work on 17KG535 components. Check that Capacitor Charge Lights (CCLs) are not
illuminated. Use a VOM to VERIFY that no voltage is present before touching any terminal. Failure to ob–
serve these precautions may result in death or serious personal injury.
a. Replace any phase module shown as failed in the test procedure. Refer to publication GEK–91733 CON-
TROL GROUP 17KG535 for detailed instructions for removal and replacement of inverter components.
b. Run the inverter test again starting in Section 11.2. to verify correct operation of the inverter packages.
154
12. 17FB174 CIRCUIT CARD TROUBLESHOOTING GUIDE
12.1. INTRODUCTION
Often, 17FB174 boards used in 240 ton OHV propulsion systems have no defects found when returned to the
factory for unit exchange (UX) repair. It is believed that most of the perceived defects are the result of problems com-
municating to the boards with the PTU, combined with a misunderstanding of the light patterns seen on the bottom
edge of the card. This section provides a definition of the light patterns on the card bottom edge and describes a
procedure to use Microsoft HyperTerminal to troubleshoot 17FB174 boards.
12.2. CARD EDGE LIGHTS
There are two LED indicators on the bottom front edge of the boards defined as follows:
LED1 / WDTIME – Watchdog timer indicator.

ON – Watchdog Timer timed out.
OFF – Watchdog Timer not timed out.
LED2 / FATL – Fail indicator.

ON – CPU reset or CPU fails its selftest or EPROM checksum error.
OFF – No condition met for ON state.
The LED indicators flash during boot–up and can flash if no program is installed in the CPU board. LEDs can also
flash if the 5 V Power Supply is low. Normally, the CPU board is functional and can be communicated with, or down-
loaded to, if the LEDs are flashing.
NOTE: If using HyperTerminal while LEDs are flashing, text will be continuously scrolling with a variable
time delay between messages.
The FATL indicator can be ON solid if the 5 V Power Supply is low or if there is a major failure of the board. Always
check the 5V Power Supply voltage if the FATL indicator is ON solid.
Typical LED patterns for Version 20 software are listed in TABLE 6.
12.3. TROUBLESHOOTING PROCEDURE
Figure 98 shows the troubleshooting flow chart for both 17FB144 and17FB147 boards.
The flow chart (Figure 98) references other figures to provide details where necessary.
155
TABLE 6. TYPICAL 17FB144 AND 17FB147 BOARD LED PATTERNS FOR VERSION 20
SOFTWARE
BOARD PRO-
GRAMMED
(PROGRAM IN OTHER CPU
FLASH BOARD PRO-
CONDITION BOARD PROBLEM MEMORY)? GRAM–MED? 17FB174 BOARD
WDTIME LIGHT FATL
LIGHT
1 Running / Major failure xx xx xx ON solid
Power–up
2 Running / 5V power 1 supply low xx xx ON solid or 2 flashing
Power–up
3 Running None / Onboard bat- Yes xxx OFF OFF
tery low 3
4 Running None / Onboard bat- No Yes OFF or 4 OFF or 4
tery low 3 1. Flash twice 2. Flash 1. xxx
3. 1 sec. delay 2. Flash
4. Flash 3. xxx
5. Repeat after 4. xxx
variable 5. Repeat after
time delay variable
time delay
5 Running None / Onboard bat- No No OFF OFF
tery low 3
6 Power–up None / Onboard bat- Yes xx 1. Flash 1. Flash
tery low 3 2. 1 sec. delay
3. Flash
4. 3 sec. delay
5. Flash twice
7 Power–up None / Onboard bat- No xx 1. Flash 1. Flash
tery low 3 2. 1 sec. delay
3. Flash
8 Power–up with None but serial com xx xx Flash once only, then Flash once only, then
PTU attached cable problem between OFF OFF
board and PTU 5
NOTE: Voltages listed are approximate.
1– Measure voltage between TP4 – WDDIS and TP2 – GND on either the 17FB174 board.
Reading should be at least 4.95 V.
2– Lights will be on solid for TP4 – WDDIS to TP2 – GND voltages below 4.9 V. Above 4.9 V to 4.95 V, lights
may flash. Lights my also flash if the 5 V power supply voltage is oscillating.
3 – Low battery will not effect microprocessor board operation. However, statistical data and other values stored
in RAM may be lost.
4 – Light pattern can vary per board as well as if the wPTU (PC) is connected to the relevant board serial port.
5 – Open wPTU serial communication ground wire with wPTU connected can cause board boot–up (buck)
routine to not run during power–up.
156
Refer to Sheet 2 of 2 E–44732
Figure 98. 17FB174 Board Troubleshooting Procedure (Part 1 of 2).
157
Refer to Sheet 1 of 2
E–44732
Figure 98. 17FB174 Board Troubleshooting Procedure (Part 2 of 2).
158
12.4. USING HYPERTERMINAL TO COMMUNICATE TO 17FB174 BOARDS
HyperTerminal is a terminal emulator package that is included in Microsoft Windows 95/98 and 2000. This soft-
ware package can be used to communicate to either CPU board through the normal PTU connection. It allows access
to boot–up text that can be used to determine if communications with the CPU are active, the CPU board has passed
self tests, whether software has been loaded onto the board, if the software is running (and PTU communication proto-
col is active), and if any other abnormal situation exists.
The CPU board flash memory can also be erased using HyperTerminal. This will subsequently allow PTU down-
loading of the software in cases where the CPU board is cycling messages and the PTU cannot break in and begin
downloading. HyperTerminal is used to break into the boot–up routine and then flash memory is erased.
12.4.1. Pitfalls/Traps When Using HyperTerminal

If having communications problems with the PTU, it is common to close the PTU window and try again. If the
window is closed while the PTU is trying to communicate, the COM1 port may not be released by the PTU and Hyper-
Terminal will not be able to connect to it. In this instance, HyperTerminal will generate a message Unable to Open
COM1 and the banner at the bottom left hand side of the main window will say Disconnected. Try to reset the COM1
port by disabling it and re–enabling it at the window shown in Figure 99. If this does not work, reboot the computer.
Should say this if com port is OK
E–44733
Figure 99. COM1 Serial Port Window Message for Proper Operation.
NOTE: The banner at the bottom left hand corner of the main window will say “Connected” and record
connection time if the COM1 port is active.
HyperTerminal saves previous session text (without asking). If it is necessary to verify that the text stored in the
HyperTerminal window is from only the present session only, start a new connection.
159
The HyperTerminal screen shows a white background for text that is in the latest window. If the window is scrolled
backwards, the background turns light blue. The boarder between the white and light blue background in no way
indicates anything about the timing of the text displayed, just that the text contained within the present HyperTerminal
connection is more than one window long.
12.4.2. Accessing HyperTerminal
Before beginning, connect the serial cable to the relevant CPU board serial port and to the COM1 port on the PC.
1. HyperTerminal is located under the Start Menu –> Program Files –> Accessories –> Communications –>
Hyper Terminal. Then double click on the Hypertrm.exe icon (Refer to Figure 100).
NOTE: HyperTerminal can also be accessed from the wPTU login window by selecting the Terminal
Emulator Mode button (Figure 4).
2. The window shown in Figure 101 will appear and ask to name the new connection and pick an icon. If a connec-
tion was previously defined, just click Cancel. If defining a new connection, type in the new name, select an
icon from those provided, and click OK.
Double click here

E–44734 E–44735
Figure 100. Hyperterminal Icon. Figure 101. Hyperterminal New Connection Window.
3. The Connect To window shown in Figure 102 will appear. Select Direct to Com1 in the Connect using menu
selection and then click OK.
4. The COM1 Properties window shown in Figure 103 will appear. Select the following and then click OK. (Ad-
vanced settings do not need to be adjusted):
Bits per second = 9600 (Default = 2400)
Data bits = 8 (Default)
Parity = None (Default)
Stop bits = 1 (Default)
Flow control = None (Default = Hardware)
160
E–44736 E–44737
Figure 102. Hyperterminal Connect to Window. Figure 103. Hyperterminal Com1 Properties Window.
5. After the COM1 properties are set, the main HyperTerminal window will look like that shown in Figure 104, if
HyperTerminal is able to connect to the COM1 port.
NOTE: The lower left hand banner will say “Connected” and count the connection time. This only indi-
cates that HyperTerminal has access to the COM1 port, NOT that HyperTerminal can talk to the connected
CPU board.
6. If HyperTerminal cannot connect to COM1, a message window appears that says Unable to Open COM1 and
the banner will say Disconnected as shown in Figure 105. If this happens, try to reset the COM1 port by disab-
ling it and re–enabling it at the window previously shown in Figure 99. If this does not work, reboot the computer.
7. Once HyperTerminal is connected to the COM1 port, cycle control power to the connected CPU board. The
screen will appear as shown in Figure 106 if the CPU board is already programmed and running. Only the
17FB144 board will show the text line pertaining to the battery test. Figure 106 shows the HyperTerminal main
window scrolled backwards 1 line to show the complete text that comes out of the CPU board.
NOTE: The HyperTerminal screen shows a white background for text that is in the latest window. If the
window is scrolled backwards, the background turns light blue. The boarder between the white and light
blue background in no way indicates anything about the timing of the text displayed, just that the text
contained within the present HyperTerminal connection is more than one window long.
161
Banner shows “Connected”

and counts connection time
E–44738
Figure 104. Hyperterminal Main Window When Connected to Com1 Port.
162
Message window
Banner shows “Disconnected”
E–44739s
Figure 105. Hyperterminal Main Window When Not Connected to Com1 Port.
163
Light blue screen

only because screen
scrolled back one line
This line only seen for

17FB144 board (TCI).
Program is installed and running.

CPU board has switched to PTU
protocol.
E–44740
Figure 106. Hyperterminal Main Window After Cycling Control Power, Program Installed and Running.
164
Scroll up to see the beginning

of text message.
Program NOT installed.
This line only seen for 17FB144 board (TCI).
Program NOT installed.
Program NOT running.
E–44741
Figure 107. Hyperterminal Main Window After Cycling Control Power, Program Not Installed.
8. The screen will appear as shown in Figure 107 if the CPU board is not programmed. Only the 17FB144 board
will show the text line pertaining to the battery test.
NOTE: Unit Exchange (UX) cards are not programmed when shipped.
NOTE: The following text message will scroll with a variable time delay between cycles if the LED lights
on the bottom edge of the CPU board are flashing. Lights may or may not flash if no program is installed
in the CPU board.
9. To erase the flash memory (program) on a CPU board, the boot–up routine must be interrupted. To do this, hold
down the TAB key and cycle control power to the board. Let the TAB key up when you see the Keyboard
interrupt accepted message as shown in Figure 108.
10. After the boot–up routine has been interrupted, the CPU board flash memory (program) can be erased by typ-
ing ef and hitting ENTER. When typing in the ef characters, they will most likely appear somewhere to the far
right of the =>. This is OK, just type them in and hit ENTER. The message shown in Figure 109 should appear if
the flash memory was erased successfully.
11. An open PTU serial communication ground wire with the PTU connected can cause the CPU board boot–up
(buck) routine to not run during power–up. If this happens, the text in HyperTerminal will stop after the 25MHZ
board detected message as shown in Figure 110.
165
Hold TAB key down until

this message appears
while cycling power.
E–44742
Figure 108. Hyperterminal Main Window After Cycling Control Power, With Tab Key Held Down
(Interrupting Boot–Up Routine).
12. When exiting HyperTerminal, it will ask you if you want to save the session. If you click OK, you can select the
session name the next time you enter HyperTerminal and you will not have to perform the communications
set–up.
NOTE: If you do save the session, any text that was in the HyperTerminal window (including that scrolled
past the view window) will also be saved.
After the initial save, HyperTerminal saves session text (without prompting) every time you close it. If it is neces-
sary to verify that the text stored in the HyperTerminal window is from the present session only, start a new connection.
166
Type in “ef” and hit Enter.

Characters may show up to
the far right of the =>.
Flash memory successfully erased
E–44743
Figure 109. Hyperterminal Main Window After Erasing CPU Board Flash Memory.
167
E–44744
Figure 110. Hyperterminal Main Window When Boot–Up (Buck Routine)

Does Not Run Due to Open PYU Serial Cable Ground Wire With the PTU Connected.
168
13. GLOSSARY OF TERMS

Listed in TABLE 7 are terms used within this document and abbreviations as shown on the system schematic.
NOTE: Those components marked with an asterisk (*) may not be present in all control groups. Refer to
truck specific schematic for configuration details.
TABLE 7. GLOSSARY
Term Description
AFSE Alternator Field Static Exciter panel regulates the current in the alternator field.
AFSER Alternator Field Static Exciter Resistor facilitates battery boost to AFSE. AFSER is used
in the low side driver circuit.
ALT Alternator is a salient-pole, three-phase, Y-connected, AC machine that is mounted solidly
to the diesel engine and is driven by the engine crankshaft. The alternator provides electri-
cal power for propulsion and control systems.
AMBTS Ambient Temperature Sensor senses ambient air temperature (located in the contactor
area).
ANALOG I/O CARD PSC Analog Input/Output Card provides signal conditioning for analog signals to/from the
(PSC) Propulsion System Control. This card monitors system voltages and currents along with
frequency input from the engine speed sensor. It also contains the digital alternator field
regulator control.
ANALOG I/O CARD TCI Analog Input/Output Card provides signal conditioning for analog signals to/from the
(TCI) Truck Control Interface. This card monitors signals from sensors located throughout the
truck and provides driving signals for operator cab meters.
BAROP Barometric Pressure Sensor provides a barometric pressure signal to the control system
used in the calculations of control system cooling requirements.
BATFU Battery Power Fuse provides overload protection to the control equipment.
BATTSW OEM supplied Battery Switch is used to connect/disconnect battery voltage from the truck
control equipment.
BD1 Battery Blocking Diode provides isolation between the Battery Line Filter output voltage
and truck battery voltage.
BFC Battery Filter Capacitor Assembly is used to temporarily sustain control power to the elec-
tronics panels in the presence of battery voltage dips and outages.
BFCR* Battery Filter Capacitor Resistor is used to limit inrush current to the Battery Filter Capaci-
tor.
BM1, BM2 Blower Motors #1 and #2 (5GY19) are DC motors located within the Dynamic Retarding
Assembly. The motors drive two blowers (fans) each. The blowers provide cooling air for
the Retarding Resistors in the Dynamic Retarding Assembly during dynamic retarding op-
erations and self–load testing.
BM1I*, BM2I* Grid Blower Motors #1 and #2 Current Measuring Modules is used to measure the DC cur-
rent flow through the grid blower motors.
CCF1, CIF11, CIF12, Inverter #1 Filter Capacitors store the Inverter #1 DC bus voltage to provide instantaneous
CIF13, CIF14, power when the Inverter1 IGBT Phase Modules first turn on.
CIF15*, CIF16*
CCF2, CIF21, CIF22, Inverter #2 Filter Capacitors store the Inverter #2 DC bus voltage to provide instantaneous
CIF23, CIF24, power when the Inverter2 IGBT Phase Modules first turn on.
CIF25*, CIF26*
CCL1, CCL2 Capacitor Charge Indicating Lights #1 and #2 are illuminated when 50 volts or more is pres-
ent on the DC link (the DC bus that connects the Alternator output, Chopper Module/Resis-
tor Grid circuits, and traction Inverters).
169
TABLE 7. GLOSSARY (Cont’d)

Term Description
CCLR1, CCLR2 Capacitor Charge Resistor Panels #1 and #2 are connected across the DC link to provide
a voltage attenuated sample of the DC link voltage to the Capacitor Charge Indicating
Lights.
CGBM1, CGBM2* Blower Motor di/dt Reduction Capacitors are used to limit the rate of current change in the
retard grid blower motor circuit.
CMAF Alternator Field Current Sensor detects the amount of current flow through the Alternator
field winding.
CMT Alternator Tertiary Current Sensing Module detects the amount of AFSE current supplied
by the Alternator tertiary winding.
CM1, CM2 IGBT Chopper Modules #1 and #2 control the DC voltage applied to the grid resistors dur-
ing retarding operations.
CM1A, CM1B Phase 1A and 1B Current Sensing Modules detect the amount of current flow through the
A and B phases of Traction Motor #1.
CM2A, CM2B Phase 2A and 2B Current Sensing Modules detect the amount of current flow through the
A and B phases of Traction Motor #2.
CPR Control Power Relay (17LV66) is picked up when the Key Switch and Control Power Switch
are closed. CPR contacts are used to connect/disconnect battery voltage to the propulsion
system.
CPRD Control Power Blocking Diode provides diode blocking between the control power switch
input and the control power digital output.
CPRS CPR Suppression Module limits the transient voltage induced into the battery system
whenever power to the CPR coil is interrupted.
CPS Control Power Switch (mounted on the diagnostic panel) is used to connect/disconnect
battery voltage to/from the control system.
CPU CARD (PSC) System CPU Card (17FB147) provides control system processing and serial link commu-
nication.
CPU CARD (TCI) System CPU Card (17FB144) provides the processing of truck systems I/O and serial link
communication.
DID Diagnostic Information Display (17FM558) provides operator/maintenance personnel with
the ability to monitor the operational status of certain truck systems and perform system
diagnostic tests.
DIGITAL I/O CARD System Digital Input/Output Card (17FB104) provides battery–level drive signals to control
(PSC) relays, contactors and LEDs; and receives battery–level status feedbacks of relays, con-
tactors and switches.
DIGITAL I/O CARD System Digital Input/Output Card (17FB104) provides battery–level drive signals to control
(TCI) relays, contactors and lights; and receives battery–level status feedbacks of relays, con-
tactors and switches.
DIT1A, 1B, 1C DI/DT Transformers reduce current overshoots, or spikes, in the PWM/square wave power
applied to Traction Motor 1.
DIT2A, 2B, 2C DI/DT Transformers reduce current overshoots, or spikes, in the PWM/square wave power
applied to Traction Motor 2.
ESS Engine Speed Sensor that is mounted on the alternator, which is directly coupled to the
engine.
FDR* Filter Discharge Resistor Panel is a resistor divider connected across the DC link. FDR
discharges the DC link.
FIBER OPTIC AS- Fiber Optic Assembly provides voltage and noise isolation for the control and feedback sig-
SEMBLY nals between the Propulsion Control Panel and the Phase/Chopper Modules.
170

Term Description
FP Filter Panel (17FM460) is connected across the three–phase output of the Alternator to
filter electrical noise.
GDFU1, 2 Gate Driver Power Source Fuses 1 and 2 provide overload protection for the Gate Drive
Power Supply.
GDPC Gate Drive Power Converter provides gate drive power for IGBT phase and chopper mod-
ules. GDPC contains both GDPC1 and GDPC2.
GDPS Gate Drive Power Supply (17FM645) provides a power output that is used by the GDPCs
to provide power to the Inverter IGBT Phase and Chopper Modules.
GF Generator (Alternator) Field Contactor connects the AFSE to the Alternator field. GF is
controlled by the Propulsion Control Panel.
GFCO GF contactor cut–out switch provides a means of mechanically preventing energization of
the GF contactor, thereby providing a means to ensure that the DC link is not energized.
GFM Gate Firing Module receives the incoming pulses from the Analog Input/Output Card in the
Propulsion Control Panel, converts them into appropriate AFSE control signals.
GFR Generator Field Relay (17LV66) picks up with the GF contactor and is used for alternator
field control.
GFRS GFR Suppression Module limits the transient voltage induced into the battery system
whenever power to the GFR coil is interrupted.
GFS GF Suppression Module limits the transient voltage induced into the battery system when-
ever power to the GF coil is interrupted.
GRR Ground Resistor Panel is a voltage divider connected across the DC link, used with GRR9
and GRR10 to detect system ground faults.
GRR9 GRR9 is used in conjunction with GRR and GRR10 to measure ground fault current.
GRR10 GRR10 is used in conjunction with GRR and GRR9 to measure ground fault current.
ICP Control electronics panel (17FL386) containing all functions formerly provided by the sepa-
rate PSC and TCI panels.
INV1 TMC CARD Inverter #1 Traction Motor Control (TMC) Card (17FB172) combines the functions pre-
viously provided in the CPU (17FB138) and I/O (17FB134) cards into a single inverter con-
trol card.
INV2 TMC CARD Inverter #2 Traction Motor Control (TMC) Card (17FB172) combines the functions pre-
viously provided in the CPU (17FB138) and I/O (17FB134) cards into a single Inverter Con-
trol Card.
I1CO* Inverter #1 Cut Out Switch (located in the Operator Interface area of the Main Control Cabi-
net), when closed, is used to cut out Inverter #1.
I2CO* Inverter #2 Cut Out Switch (located in the Operator Interface area of the Main Control Cabi-
net), when closed, is used to cut out Inverter #2.
KEYSW OEM supplied Keyswitch is used to connect/disconnect battery voltage to/from CPR.
LINKI Link Current Sensing Module detects the amount of current flow through the DC link (the
DC bus that connects the Alternator output, Chopper Module/Resistor Grid circuits, and
traction Inverters).
PM1A+, PM1B+, Phase Modules (IGBT, 17FM628 on KG498 and KG526C groups, 17FM793 on KG526B
PM1C+ groups) provide the positive driving voltages for each of the three windings of Traction Mo-
tor #1.
PM1A–, PM1B–, Phase Modules (IGBT, 17FM629 on KG498 and KG526C groups, 17FM794 on KG526B
PM1C– groups) provide the negative driving voltages for each of the three windings of Traction Mo-
tor #1.
171

Term Description
PM2A+, PM2B+, Phase Modules (IGBT, 17FM628 on KG498 and KG526C groups, 17FM793 on KG526B
PM2C+ groups) provide the positive driving voltages for each of the three windings of Traction Mo-
tor #2.
PM2A–, PM2B–, Phase Modules (IGBT, 17FM629 on KG498 and KG526C groups, 17FM794 on KG526B
PM2C– groups) provide the negative driving voltages for each of the three windings of Traction Mo-
tor #2.
PS Power Supply (17FH41) which provides +5 V DC, ±15 V DC, ±24 V DC regulated voltage.
PSC Propulsion System Controller, is one of the CPU cards (17FB147).
RDA, RDB, RDC Rectifier Diode Panel, also denoted as the main rectifier panel, converts the output three–
phase, AC voltage from the Alternator to DC voltage to power the two Inverters. RD is three
separate panels (RDA, RDB, RDC).
RG1A, RG1B, RG1C, Grid Resistors dissipate power from the DC link during retarding, self–load, and Inverter
RG1D, RG2A, RG2B, Filter Capacitor discharge operations. KG531 systems have 20 resistor grids (17EM136
RG2C, RG3A, RG3B, assembly)
RG3C, RG4A, RG4B,
RG4C, RG5A, RG5B,
RG5C
RGBM1, RGBM2* Discharge Resistors for Blower Motor di/dt Reduction Capacitors are discharge resistors
for capacitors used to limit the rate of current change in the retard grid blower motor circuit.
RP1, RP2 Retard Contactors 1 and 2 (17CM55), when closed, connect the Grid Resistors to the DC
link during retarding, self–load, and Inverter Filter Capacitor discharge operations.
RP1S, RP2S RP1 and RP2 Suppression Modules limit the transient voltage induced into the battery sys-
tem whenever power to the RP1 or RP2 coil is interrupted.
R1 Battery Boost Resistor limits surge current in the Alternator field circuit when the GFR con-
tacts initially close.
SS1, SS2 Traction Motor Speed Sensors which provide Traction Motor speed signals to the respec-
tive Inverter control cards.
SS3, SS4 Front Wheel Speed Sensors. Front Wheel Speeds are monitored for wheel slips/slide con-
trol logic.
TCI* Truck Control Interface, is one of the CPU cards (17FB144).
TH1 Alternator Field Thyrite (Varistor) protects the Alternator field circuit from voltage tran-
sients.
TM1, TM2 Motorized Wheels 1 and 2 each consisting of a Traction Motor and a Transmission Assem-
bly. The three–phase asynchronous Traction Motors convert electrical energy into me-
chanical energy. This mechanical energy is transmitted to the wheel hub through the speed
reducing Transmission Assembly.
VAM1, VAM2 Voltage Attenuation Modules #1 and #2 (17FM702) are eight–channel devices for the in-
verters. VAM1 and VAM2 are used to attenuate high voltage motor to line neutral and dc
link values to a level acceptable to the control electronics.
VAM3, VAM4 Voltage Attenuation Modules #3 and #4 (17FM681) are five–channel devices for system
use. VAM3 and VAM4 are used to attenuate high voltages to a level acceptable to the con-
trol electronics.
172
14. SOFTWARE VERSIONS
14.1. VERSION 20, MARCH 2003

Version 20 was developed to support the 17KG535 Control Group based GETS OHV AC propulsion systems.
Version 20 software is for the 17FL386 Propulsion System Controller panel and a portable PC. It may be applied to
17KG526xx, 17KG527xx, 17KG531xx and 17KG535xx Control Groups of GETS OHV AC propulsion systems.
Version 20 includes all application software for the control system panels as well as the MS–Windows based PTU
(wPTU) listed in TABLE 8.
General information for Version 20 and previous versions of software is listed in TABLE 9. Refer to the SMI#
shown in the table for specific information.
TABLE 8. VERSION 20 SOFTWARE

Software Name Version Location
Controller Software
Propulsion System Controller (PSC) 20.01a 17FL375
Truck Control Interface (TCI) 20.01a 17FL375
Inverter – TMC Version (17FB172) 05.20.13 17FL320 or 375
Windows PTU and toolbox (Release 1.5)
AC PTU 20.01 PC
AC Mine and OEM Configuration Utility 20.01 PC
OHV Download Utility 2.00 PC
OHV Datalogger Utility X18, Sept 2002 PC
FB173 Card Software (17FL375 Panel Only)
17FB173 Card – CPLD Version 3 or Higher 17FB173 Card
17FB173 Micro–Controller Software 2.42 17FB173 Card
17FB173 Alternator Field Programmable Gate Array 3.2, 01/28/01 17FB173 Card
(FPGA)
17FB173 Speed FPGA (17KG526, 527 Only) 8.4, 11/25/02 17FB173 Card
173
14.2. PREVIOUS VERSIONS INFORMATION
TABLE 9. SOFTWARE VERSIONS INFORMATION

Version Date Released GETS SMI # Status Notes
20 March 2003 41A322501BE Active Current version for propulsion sys-
tem control groups 17KG526, 527,
531; includes support for wPTU
19 July 2002 41A322501BD Active Current version for all propulsion
system models; includes support for
wPTU
18 May 2001 41A322501BC Obsolete Added support for KG526 and
KG527 groups
17 August 1999 41A322501BB Obsolete General improvements
16 October 1998 41A322501BA Obsolete General improvements
14 June 1998 N/A Obsolete Added support for high altitude op-
eration
13 October 1997 N/A Obsolete Added support for Tar Sands opera-
tion
12 September 1997 N/A Obsolete First official version for KG498
groups
174
NEW 02/05, PAB PRINTED
IN
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GET–6870

VEHICLE TEST, DIAGNOSTIC, AND wPTU

THERE ARE NO WARRANTIES OF ACCURACY, MERCHANTABILITY OR FITNESS FOR PARTICULAR PURPOSE.

Table. No. Description Page

Figure No. Description Page

LIST OF ILLUSTRATIONS (Cont’d)

Figure No. Description Page

LIST OF ILLUSTRATIONS (Cont’d)

Figure No. Description Page

1.1. TOOLS AND TEST EQUIPMENT

1. Analog Multimeter and Digital Multimeter

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

5. 1/4 in. thin wall socket

6. Connector pin extraction and insertion tooling as follows:

b. Pin Insertion, Amp Pt. 91002–1 (refer to above connectors)

7. Fluke 89 IV or equivalent with capacitance measurement capability.

* Trademark of GE Transportation Systems

1.2. HANDLING ELECTRONIC PANEL PRINTED CIRCUIT CARDS

1.3. RELATED PUBLICATIONS

2. PORTABLE TEST UNIT (wPTU) DESCRIPTION

2.1. wPTU ABBREVIATIONS

2.2. OHV wPTU TOOLBOX OVERVIEW

2.2.1. Real–Time Data

2.2.2. Stored Event Data

2.2.3. Statistical Data

2.2.4. Setting Propulsion System Configuration Options

2.2.5. Software Downloading

2.2.6. Data Analysis

2.2.7. System Configuration

2.2.9. Integrated Help

2.2.10. One–Step Downloading

2.3. wPTU SCREEN SELECTIONS

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

Login Screen (Figure 4)

Figure 1. wPTU Startup Screen Selections.

Figure 2. TCI Window Browser Screen Selections.

Figure 3. PSC Window Browser Screen Selections.

2.4. wPTU STARTUP SCREEN

Figure 4. wPTU Toolbox Startup Screen.

2.5. DATALOGGER FUNCTION

2.5.1. Setup Variables To Be Logged

3. The PSC Datalog Setup screen is now displayed.

Figure 5. wPTU PSC Datalog Setup Screen.

2.5.2. Begin Datalogging

2.6. SAVING SCREEN DISPLAYS

Figure 7. Datalog Version Screen.

Figure 8. Start Menu – Password Utility.

3. SELECTED SCREEN DESCRIPTIONS AND FUNCTIONS

3.1. PRODUCT SERVICE DATA SCREEN

3.2. TRUCK SPECIFIC DATA SCREEN

1. Percent retard pedal travel indicating retard request OFF

3.3. VIEW OVERSPEEDS SCREEN

3.4. SET WHEEL MOTOR TYPES SCREEN

3.5. MONITOR REAL TIME DATA

Perform the following to monitor PSC real time data:

3.5.1. PSC – Real Time Data Screen

The major sections of this screen are as follows:

3.5.2. PSC – Serial Link Data Screen

3.5.3. PSC – Analog Inputs Screen