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BI617250

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BUCYRUS R

Technical Manual

BI617250

Document # 20001-9500 Revision D

MT6300 IGBT TRACTION INVERTER AND BLOWER DRIVE MANUAL

Presented by: Address: Phone:

General Atomics 10880 Thornmint Road San Diego, CA 92127, USA 00-1-858-762-7008

BI617250

Title:

Number:

MT6300 IGBT Traction Inverter and Blower Drive Manual

20001-9500

Revision:

D

REVISION HISTORY Revision

Date

A

29 June 2007

B

31 October 2008

C

20 October 2010

D

22 February 2011

Description of Change Initial Release Chapter 7.0: updated and added schematics. Chapter 9.0: updated and added procedures. Blower drive chapter 4: updated schematics Chapter 5.0: Cumulative updates Chapter 6.0: Added new fault messages and description Chapter 7.0: Updated schematics Chapter 8.0: Updated PM Chapter 9.0: Added procedures Updated Document Format Traction Inverter: Chapter 3, pages 9-10: updated schematic and A4 description Chapter 6, pages 1-4: corrected motor over temperature fault Chapter 7: updated Sch 20001-9372 to Rev G Chapter 8: updated 6,000 and 12,000 hour PMs Blower Drive: Chapter 5, pages 1-2: updated 2,000 and 12,000 hour PMs

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TABLE OF CONTENTS REVISION HISTORY ..................................................................................................................ii 1

INTRODUCTION .............................................................................................................1

2

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

3

4

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

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

LIST OF FIGURES Figure 2-1. Two IGBTS in Parallel Allow for a Greater Power Capability (schematic) ................ 2 Figure 2-2. Simplified Configuration of Figure 2-1 (schematic) ..................................................3 Figure 2-3. Simplified Configuration of Typical Three-Phase Inverter Driving an AC Motor (schematic) .................................................................................................................................3 Figure 2-4. Detailed Sketch of Inverter Shown in Figure 2-3 (schematic)...................................4 Figure 2-5. From Phase A with Return to Phase B (schematic) .................................................4 Figure 2-6. From Phase B with Return to Phase C (schematic) .................................................4 Figure 2-7. From Phase C with Return to Phase A (schematic) .................................................5 Figure 2-8. Retard Mode (schematic).........................................................................................5 Figure 3-1. Circuit Breakers CB1, CB2, CB3, CB4, and CB5 (photo) .........................................2 Figure 3-2. Power Supply PS1 (photo and schematic) ...............................................................3 Figure 3-3. Field Exciter Chopper (photo and schematic) ..........................................................4 Figure 3-4. Low Voltage Ground Fault Detection and Protection (A7) (photo and schematic) .... 5 Figure 3-5a. PC Board Performs Several Functions (photo and schematic) ..............................6

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Figure 3-5b. 24V Unswitched Voltage Divider (schematic) .........................................................6 Figure 3-6. System Controller, Encompasses Numerous Functions described throughout this Manual (photo and schematic) ....................................................................................................7 Figure 3-7. Analog I/O Module (A3) with View Showing the Eight Analog Inputs (photo and schematic) ..................................................................................................................................8 Figure 3-8. Digital I/O Module (A4) has 16 Channels (photo and schematic) .............................9 Figure 3-9. Digital I/O Module (A5) PC Board has 16 Channels (photo and schematic) ........... 10 Figures 3-10. Relays K1 and K2 (picture and schematic).........................................................11 Figure 3-11a. Relays (K3, K4) are Controlled by the Digital I/O Module A5 Channels 6 and 7 (photo and schematic) ..............................................................................................................11 Figure 3-11b. Relays (K3, K4) (schematic) ..............................................................................12 Figure 3-12. Relays K11, K12, K13 (photo and schematic) ......................................................12 Figure 3-13. Diodes D5, D6, D7, D8 (photo and schematic) ....................................................13 Figure 3-14. TB1-1 (photo) ......................................................................................................14 Figure 3-15. Terminal Bars TB3 and TB4 Provide a Wiring Connection Interface for the Left and Right EWGU Tacho Sensors (photo) .................................................................................15 Figure 3-16. TB7L and TB7R (photo) .......................................................................................15 Figure 3-17. TB7L (schematic).................................................................................................16 Figure 3-18. TB7R (photo) .......................................................................................................16 Figure 3-19. Terminal Bar TB7L Located in the Left Inverter Frame, and the Terminal Bar TB7R Located in the Right Inverter Frame (schematic) ............................................................17 Figure 3-20. Input Filter Capacitors C1 and C2 Reduce the DC Link Ripple and Absorb Voltage Spikes (photo and schematic) ...................................................................................................18 Figure 3-21. EMI Filter Capacitor and Resistor Assembly (photo and schematic) .................... 19 Figure 3-22. Ambient Temperature Sensor (photo) ..................................................................20 Figure 3-23. Truck Controller (photo) .......................................................................................20 Figure 3-24. Retard Contactors B1, B2, B3 (photo and schematic) .......................................... 21 Figure 3-25. Contactor Economy Resistors RB1, RB2, RB3 (photo and schematic) ................ 22 Figure 3-26. Transient Voltage Suppressor (Tranzorb) D11, D12, D13 (photo and schematic) 23 Figure 3-27. LEM Voltage Transducer VDC (photo and schematic) ......................................... 23 Figure 3-28. LEM Current Transducers lb, lc (photo and schematic) ....................................... 24 Figure 3-29. Snubber Resistors R9, R10, R11 (photo and schematic) ..................................... 25 Figure 3-30. IGBT Phase Module (photo and schematic) ........................................................26 Figure 3-31. IGBT Gate Driver (photo) .....................................................................................27 Figure 3-32. Transient Chopper (photo and schematic) ...........................................................28 Figure 3-33. Cab Display (photo) .............................................................................................29

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Figure 4-1. Truck PTU Boot Monitor Screen ..............................................................................1 Figure 4-2. Software Block Diagram ..........................................................................................2 Figure 5-1. PTU-Truck Installation Screen .................................................................................1 Figure 5-2. To Begin Installation of the PTU-Truck Software, Click on the Icon Button .............. 2 Figure 5-3. The Choose Program Group Screen .......................................................................2 Figure 5-4. This Prompt Appears after PT-Truck Software is Loaded ........................................3 Figure 5-5. The PTU-Truck Desktop Icon ..................................................................................3 Figure 5-6. Updated Software Shortcut Icon ..............................................................................4 Figure 5-7. The Open Comm. Port Dialog Box...........................................................................5 Figure 5-8. The PTU-Truck Main Screen ...................................................................................5 Figure 5-9. The Main PTU-Truck screen with Boot Monitor Running .........................................6 Figure 5-10. After Exiting the Boot Monitor Function, a Prompt Appears ...................................7 Figure 5-11. The Opening PTU-Truck Main Screen ....................................................................8 Figure 5-12. Keying in RST and Pressing Enter Opens this Screen...........................................8 Figure 5-13. The Main Screen After Typing “D” for D)ownload ..................................................9 Figure 5-14. The Open Intel Hex File which Lists All Stored Software Items ..............................9 Figure 5-15. After Downloading the New Updated Software, this Screen Appears .................. 10 Figure 5-16. Resetting the Fault Log ........................................................................................11 Figure 5-17. Truck Controller ...................................................................................................12 Figure 5-18. Real Time Pull Down Menu ..................................................................................14 Figure 5-19. System Real Time Display ...................................................................................14 Figure 5-20. System Digital I/O Screen ....................................................................................15 Figure 5-21. System Performance Display Screen...................................................................16 Figure 5-22. Truck Controller with Serial Port J9 ......................................................................17 Figure 5-23. Inverter Real Time Display ...................................................................................17 Figure 5-24. Inverter Power Data Display ................................................................................18 Figure 5-25. Inverter Vector Display.........................................................................................18 Figure 5-26. Fault Screen ........................................................................................................19 Figure 5-27. The Download Faults Pull Down Menu ................................................................20 Figure 5-28a. Fault Display ......................................................................................................20 Figure 5-28b. Fault Display ......................................................................................................21 Figure 5-28c. Fault Display ......................................................................................................21 Figure 5-29. Engine HP Set dialog Box ....................................................................................22 Figure 5-30. System Real Time Display ...................................................................................23

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Figure 5-31. System Real Time Display ...................................................................................25 Figure 5-32. Save System Real Time File ................................................................................26 Figure 5-33. Fault Screen with Download Faults Pull Down Menu ........................................... 27 Figure 5-34. Save Fault Log File ..............................................................................................27 Figure 5-35. Save Debug File Screen ......................................................................................28 Figure 5-36. Save Performance File Screen ............................................................................29 Figure 5-37. Real Time Drop Down Menu ................................................................................30 Figure 5-38. The Open Screen Allows Review of Files ............................................................30 Figure 5-39. System Real Time Display for Reviewing Files ....................................................31 Figure 5-40. The Blank Fault Screen .......................................................................................32 Figure 5-41. The Open Fault Log File Screen ..........................................................................32 Figure 5-42. A Specific Fault File May Be Accessed ................................................................33 Figure 5-43a. Debug File .........................................................................................................34 Figure 5-43b. Debug File .........................................................................................................34 Figure 5-43c. Saved Files ........................................................................................................35 Figure 5-43d. Debug Files that Need Plotting ..........................................................................35 Figure 5-43e. Graph 1..............................................................................................................36 Figure 5-43f. Debug File ..........................................................................................................37 Figure 5-43g. Debug File .........................................................................................................38 Figure 5-44. PTU-Truck Main Screen with the First Pedal Short Cut ....................................... 41 Figure 5-45. The Pull Down Menu Under File with Set Clock Highlighted ................................ 43 Figure 5-46. The Open Comm Port Selection Box ...................................................................44 Figure 5-47. PTU Main Screen ................................................................................................45 Figure 6-1. The System Controller 2-Digit Display .....................................................................5 Figure 6-2a. The Fault Screen ...................................................................................................7 Figure 6-2b. The Fault Screen ...................................................................................................8 Figure 6-3. The Main Screen Showing the Current System Status ............................................9 Figure 6-4. The Main Screen Showing System Status .............................................................11 Figure 6-5. The Main Screen Showing System Status When a Gate Fault Occurs .................. 12 Figure 6-6. The Cab Display Showing a Fault Text Message ...................................................13 Figure 8-1a. Interior Arc Chute Side Walls .................................................................................2 Figure 8-1b. Interior Arc Chute Side Walls .................................................................................3 Figure 8-1c. Interior Arc Chute Side Walls .................................................................................5

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LIST OF TABLES Table 5-1. Variables .................................................................................................................39 Table 5-2. Variables and Short Cuts List ..................................................................................45 Table 6-1. System Fatal Faults ..................................................................................................2 Table 6-2. Advisory Faults .........................................................................................................3 Table 6-3. Inverter Faults ...........................................................................................................3 Table 6-4. Two Digit Fault Message...........................................................................................6

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INTRODUCTION

General Atomics, based in San Diego, California, designs and manufactures AC Drive Propulsion System components for mine hauling trucks. The AC Drive Propulsion System consists of six major components. •

The traction alternator assembly, comprising of the main alternator, traction system blowers, and the main rectifiers.

•

The traction inverter group assembly which includes three retard contactors; two separate inverters, each driving a motorized wheel; and the system controller enclosure that interfaces with ac drive equipment and truck subsystems.

•

The retard grid assembly with cooling fan.

•

Two electric motorized wheel gear units (EWGU).

•

The Blower Drive that controls the traction blower assembly.

This manual describes the Traction Inverter Group and provides information which includes the following. •

AC inverter control fundamentals

•

Hardware description

•

Software description

•

PTU-Truck software instructions

•

Troubleshooting guide

•

Schematics

•

Preventive maintenance schedule

•

Maintenance procedures

Also included in this manual is information on the Blower Drive Assembly with the following topics: •

General description

•

Schematics

•

Preventive maintenance schedule

Chapter 1

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AC INVERTER FUNDAMENTALS GENERAL

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

Chapter 2

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AC INVERTER BASICS

As previously mentioned, three-phase modules are inverting dc power to ac power. An appropriate sequence of pulses turns solid state power switching devices on and off. The power device used in each inverter phase module is an insulated gate bipolar transistor (IGBT). IGBTs are equivalent to electrical switches that can be turned on and off many times per second. Currently, there are four IGBTs per phase module which are connected in a series/parallel configuration (refer to Chapter 7 Schematic #20001-8553, Phase Module for further information) as follows:

Figure 2-1. Two IGBTS in Parallel Allow for a Greater Power Capability (schematic) The above configuration may be simplified as follows:

Chapter 2

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+ DC LINK

AC OUTPUT

- DC LINK

Figure 2-2. Simplified Configuration of Figure 2-1 (schematic) A typical three-phase inverter driving an AC motor may be simplified as follows:

+ DC LINK

- DC LINK

Figure 2-3. Simplified Configuration of Typical Three-Phase Inverter Driving an AC Motor (schematic) The next illustration combines the above inverter sketches in more detail.

Chapter 2

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Figure 2-4. Detailed Sketch of Inverter Shown in Figure 2-3 (schematic) The following three illustrations show the current path for each of the three phases:

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

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

Chapter 2

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Figure 2-7. From Phase C with Return to Phase A (schematic) The following illustration applies to retard mode. Inverters and corresponding electrical wheel gear units (EWGU) as well as the retard contactors and the retard grids are illustrated. The current path is shown from the dc link to the retard grids with only B1 contactor energized.

Figure 2-8. Retard Mode (schematic)

Chapter 2

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HARDWARE DESCRIPTION COMPONENT LAYOUT

Refer to the assembly drawings for component locations (drawings are on the following pages). Inverter Cabinet 20001-0210 Assembly, IGBT, Inverter Drive, 4000HP 20001-1285 Top Cover and Filtration Housing Assembly System Controller Enclosure 20001-1292 Inverter System Control Box Assembly, 24V-600 20001-9583 Multi-component Mounting Plate, Assembly-600 Right (Rear) Inverter 20001-1182 Inverter Assembly, Rear, IGBT, 4000HP (3 Sheets) Left (Front) Inverter 20001-1183 Inverter Assembly, Front, IGBT, 4000H (3 Sheets) Phase Module 20001-8550 Phase Module Assembly, IGBT (3 Sheets)

Chapter 3

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COMPONENT DESCRIPTIONS

Descriptions of system components for the System Control Enclosure follow below. For further information refer to Chapter 7, schematic 20001-9372. 3.2.1 CIRCUIT BREAKERS CB1, CB2, CB3, CB4, AND CB5

Figure 3-1. Circuit Breakers CB1, CB2, CB3, CB4, and CB5 (photo) •

Circuit breakers CB1 and CB2 are rated 15 amp each. o CB1 protects the 24V control voltage to the left Inverter. o CB2 protects the 24V control voltage to the right Inverter.

•

Circuit breaker CB3 is rated 50 amp. o CB3 protects the 24V circuit to the alternator field exciter chopper.

•

Circuit breakers CB4 and CB5 are rated 10 amp each: o CB4 protects the 24V unswitched control voltage to the System Controller and its power supply. o CB5 protects the 24V switched control voltage to the System Controller.

NOTE: Turning off CB5 results in shutting the inverter cabinet down in a manner equivalent to turning the truck master switch OFF.

Chapter 3

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3.2.2 POWER SUPPLY (PS1) The power supply PS1 provides the 0V, -5V, +5V, -15V, and +15V analog and digital supply voltages to the System Controller.

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

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3.2.3 ALTERNATOR FIELD EXCITER CHOPPER (A6) The Field Exciter Chopper input (terminals FC1 and FC2) is fed with 24V. Its output (terminals FC4 and FC5) provides the excitation current to the traction alternator exciter windings. The three alternator phase current transducers are connected to terminals FC6, FC7, FC8, and FC9. The field exciter chopper is connected (terminal J9) to the System Controller.

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

Chapter 3

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3.2.4 LOW VOLTAGE GROUND FAULT DETECTION AND PROTECTION (A7) This PC board detects system controller analog and logic wiring leakage against the truck ground. The information is sent to the System Controller terminals E37 and E38. A tranzorb is mounted on the PC board and is connected between the 24V unswitched and its return. The tranzorb’s purpose is to bypass any voltage surge above 30V.

Figure 3-4. Low Voltage Ground Fault Detection and Protection (A7) (photo and schematic)

Chapter 3

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3.2.5 CONTACTOR ACKNOWLEDGEMENT

Figure 3-5a. PC Board Performs Several Functions (photo and schematic) Three voltage dividers read the status of the three retard contactor auxiliary contacts. The three voltage dividers (shown in Figure 3-5a above) allow recognizing the contactor status (On/Off).

Figure 3-5b. 24V Unswitched Voltage Divider (schematic) The schematic (Figure 3-5b above) shows the one voltage divider which reads the truck 24V unswitched. Four thermistors are used to pre-charge C5L and C5R capacitors during the Inverter cabinet start up sequence. Three blocking diodes are used in the 24V control. Chapter 3

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3.2.6 SYSTEM CONTROLLER (A1)

Figure 3-6. System Controller, Encompasses Numerous Functions described throughout this Manual (photo and schematic)

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3.2.7 ANALOG I/O MODULE (A3) This PC board has eight analog inputs (listed below). The eight input data are multiplexed and sent to the System Controller via a 26-conductor ribbon connection. •

Alternator stator RTD (temperature)

•

Alternator bearing RTD (temperature)

•

Left wheel motor RTD (temperature)

•

Right wheel motor RTD (temperature)

•

Accel pedal

•

Retard pedal

•

Retard speed

•

24V unswitched monitoring

Figure 3-7. Analog I/O Module (A3) with View Showing the Eight Analog Inputs (photo and schematic) Chapter 3

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3.2.8 DIGITAL I/O MODULE (A4)

Figure 3-8. Digital I/O Module (A4) has 16 Channels (photo and schematic) As shown in Figure 3-8, this PC board has 16 channels with which data are multiplexed and sent to the System Controller via a 50-conductor ribbon connection. •

Channels 0 to 8 are input channels. Refer to the above illustration for each channel’s functional description.

•

Channels 9 to 15 are output channels. Refer to the above illustration for each channel’s functional description.

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3.2.9 DIGITAL I/O MODULE (A5)

Figure 3-9. Digital I/O Module (A5) PC Board has 16 Channels (photo and schematic) Channels 0 to 3 and 9, 11, 13, 14, 15 are input channels. Refer to the above illustration for each channel’s functional description. Channels 4, 5, 6, 7, 8, 10 and 12 are output channels. Refer to the above illustration for each channel’s functional description.

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3.2.10 RELAYS Seven relays are used for the Inverter cabinet control.

Figures 3-10. Relays K1 and K2 (picture and schematic) The two relays (K1, K2) are controlled by the digital I/O module A5 channels 4 and 5. Their contacts K1-NO1, K1-NO2, K2-NO2, and K2-NO3 are used for the Inverter cabinet turn-on and shutdown sequences. The contact K2-NO1 is used for the 24V alternator field exciter chopper input.

Figure 3-11a. Relays (K3, K4) are Controlled by the Digital I/O Module A5 Channels 6 and 7 (photo and schematic)

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The K3’s normally open (NO) contact 30/87 function is holding the 24V unswitched supply to the System Controller power supply (PS1) during the shutdown sequence. The K4’s normally open (NO) contact 30/87 function is to power the truck dynamic retard light when the truck is in dynamic retard mode.

Figure 3-11b. Relays (K3, K4) (schematic)

Figure 3-12. Relays K11, K12, K13 (photo and schematic)

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The three solid-state relays (K11, K12, and K13) are controlled by the digital I/O module A5 channels 8, 10, and 12. •

K11 controls the retard contactor B1.

•

K12 controls the retard contactor B2.

•

K13 controls the retard contactor B3.

When energized, their normally open (NO) contact closes and energizes the retard contactor coil. 3.2.11 DIODES D5, D6, D7, D8

Figure 3-13. Diodes D5, D6, D7, D8 (photo and schematic) The four diodes act as blocking diodes and prevent power feedback in each of their circuits.

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3.2.12 TERMINAL BARS TB1, TB3, TB4, TB7L, TB7R The terminal bar TB1 provides a wiring connection interface for the following: •

TB1-1

+24V unswitched

•

TB1-2

+24V unswitched

•

TB1-3

24V common

•

TB1-4

24V common

•

TB1-5

24V common

•

TB1-6

Ground

•

TB1-7

+24V switched

•

TB1-8

Dynamic retard lights

•

TB1-9

Spare

•

TB1-10 Spare

Figure 3-14. TB1-1 (photo)

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Figure 3-15. Terminal Bars TB3 and TB4 Provide a Wiring Connection Interface for the Left and Right EWGU Tacho Sensors (photo)

Figure 3-16. TB7L and TB7R (photo)

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Figure 3-17. TB7L (schematic)

Figure 3-18. TB7R (photo)

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Figure 3-19. Terminal Bar TB7L Located in the Left Inverter Frame, and the Terminal Bar TB7R Located in the Right Inverter Frame (schematic) Both TB7L and TB7R terminal bars provide wiring connection interface between the System Controller’s enclosure equipment and the left and right Inverter control wiring (refer to Chapter 7 schematic 20001-9361). 3.2.13 LEFT AND RIGHT INVERTERS (REFER TO CHAPTER 7 SCHEMATIC 200019106) The hardware in the left inverter frame is the same as in the right inverter frame. The only exceptions are as follows: •

The retard contactor B1 is located in the right inverter frame.

•

The retard contactors B2 and B3 are located in the left inverter frame.

•

The transient chopper (TC) is located in the right inverter frame.

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3.2.14 INPUT FILTER CAPACITORS AND BLEEDER RESISTORS ASSEMBLY

Figure 3-20. Input Filter Capacitors C1 and C2 Reduce the DC Link Ripple and Absorb Voltage Spikes (photo and schematic) Bleeder resistors R1 and R2 are connected to the dc link, in parallel with C1 and C2, and provide a method to discharge the input filter capacitors.

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3.2.15 EMI FILTER CAPACITOR AND RESISTOR ASSEMBLY

Figure 3-21. EMI Filter Capacitor and Resistor Assembly (photo and schematic) The Electromagnetic Interference (EMI) filter consists of one capacitor (C4) and two resistors (R5 and R6) connected in parallel between the dc link negative bus and the ground. The EMI filter grounds radiating electrical noise created by the IGBTs switching.

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3.2.16 AMBIENT TEMPERATURE SENSOR

Figure 3-22. Ambient Temperature Sensor (photo) The Inverter ambient temperature sensor is located beside the Truck Controller (TC). It measures the ambient temperature to detect an abnormal temperature level (above 85° Celsius). 3.2.17 TRUCK CONTROLLER (TC)

Figure 3-23. Truck Controller (photo) The Truck Controller receives the torque request from the System Controller, the EWGU motor rotative speed, the dc link voltage, and the output phase current. Based on this information, the TC generates the turn-on and turn-off pulses which control the IGBT switching.

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3.2.18 RETARD CONTACTORS B1, B2, B3

B3

B2

B1

Figure 3-24. Retard Contactors B1, B2, B3 (photo and schematic) The retard contactor, B1, is located at the bottom of the right Inverter frame. The retard contactors, B2 and B3, are located at the bottom of the left inverter frame. When energized in dynamic retard, each retard contactor connects one segment of the retard grid to the dc link.

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3.2.19 CONTACTOR ECONOMY RESISTORS RB1, RB2, RB3

Figure 3-25. Contactor Economy Resistors RB1, RB2, RB3 (photo and schematic) To minimize the mode change dead time between accel and retard, the retard contactors closing time is shortened by applying the 24V control voltage to a 12V contactor actuating coil. The economy resistor is connected in parallel with an auxiliary normally closed contact (NC). Once the contactor is closed, its NC contact opens; the economy resistor is then in series with the coil, providing a 12V nominal holding voltage to the contactor coil.

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3.2.20 TRANSIENT VOLTAGE SUPPRESSOR (TRANZORB) D11, D12, D13

Figure 3-26. Transient Voltage Suppressor (Tranzorb) D11, D12, D13 (photo and schematic) The transient suppressor limits the level of voltage spikes induced by the contactor coil. 3.2.21 LEM VOLTAGE TRANSDUCER VDC

Figure 3-27. LEM Voltage Transducer VDC (photo and schematic) The LEM voltage transducer sends the dc link voltage information to the Truck Controller. Chapter 3

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3.2.22 LEM CURRENT TRANSDUCERS IB, IC

Figure 3-28. LEM Current Transducers lb, lc (photo and schematic) The LEM current transducers Ib and Ic send Phase B and Phase C current information to the Inverter Control.

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3.2.23 SNUBBER RESISTORS R9, R10, R11

Figure 3-29. Snubber Resistors R9, R10, R11 (photo and schematic) There is one snubber resistor for each phase module; all three resistors are mounted together, below the input filter capacitor assembly. The snubber resistor in series with the clamp capacitor (CC) provides a means to bypass transients induced by the IGBT switching.

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3.2.24 IGBT PHASE MODULE

Figure 3-30. IGBT Phase Module (photo and schematic) There are three phase modules per inverter. Each phase module holds four IGBTs mounted to a copper heat sink, two clamp diodes (D1 and D2) and the clamp capacitors. Interconnections are provided with a multilayer buss assembly. The phase modules provide the power switching abilities required for the control and the generation of a three-phase variable frequency.

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3.2.25 IGBT GATE DRIVER

Figure 3-31. IGBT Gate Driver (photo) There is one gate driver PC board per phase module. The gate driver receives the IGBT command signal via an optic fiber and sends the corresponding turn-on pulse to the IGBT gate.

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3.2.26 TRANSIENT CHOPPER

Figure 3-32. Transient Chopper (photo and schematic) The transient chopper (TC) is turned on when the dc link voltage exceeds 1950V. It remains on until the voltage levels off to 1850V. The transient chopper eliminates voltage transients/spikes. The transient chopper has 4 LEDs for status and fault indication. Refer to the outline drawing for LED locations. The LEDs are labeled Power, Fault, Temp, and Current. The LED operation is as follows. •

POWER – This is a green LED that lights whenever logic power is available to the unit. If this LED is out, the transient chopper will not operate.

•

FAULT – This is a red LED which lights only when a fault condition exists.

•

TEMP – This is a red LED that lights when an over temperature condition exists. The fault LED is also lit if this condition occurs.

•

CURRENT – This is a red LED which lights if an overcurrent is detected in the grid resistor. The fault LED is also lit if this condition occurs.

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3.2.27 CAB DISPLAY

Figure 3-33. Cab Display (photo) Located in between the two cab seats, the cab display provides real time information (refer to Chapter 6). 3.2.28 WIRE IDENTIFICATION An identification label is attached to each wire and cable extremity. The labels are made of shrink tube and show the following information: •

Wire number

•

Wire origin and destination

Wires and cables are identified as follows: #100

24V common, also referred to as the truck battery negative

#101 to #199

High Voltage

#200 to #450

Low Voltage

GRND

Truck chassis ground

Label Format:

Wire # Origin/Destination←→Destination/Origin

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SOFTWARE DESCRIPTION

The AC Drive Control consists of three different CPUs. One is located in the System Controller PC board and one in each of the Truck Controllers. Specific software is associated with each CPU. There are three different sets of software, which are detailed below: •

Boot monitor

•

System Controller software

•

Inverter software also referred to Truck Controller software

•

Limp Home software

4.1

BOOT MONITOR

The application programs (system and inverter controls) do not initialize automatically. A boot monitor is firmware associated with each of the system and inverter programs and cannot be accessed by a field technician. The boot monitor performs the following functions: •

Initializes and starts up each processor.

•

Performs a self test (checks memory).

•

Checks for applications (system or inverter software)

•

Provides the user menu and allows performing each menu function shown below:

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

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The following block diagram shows the relationship between the different software:

Figure 4-2. Software Block Diagram •

VDC is dc link voltage (volt)

•

Ib is the current in Phase B (amp)

•

Ic is the current in Phase C (amp)

•

n is the motor rotative speed (rpm)

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SYSTEM CONTROLLER SOFTWARE

The System Controller software has several functions: •

Controls the start-up sequence

•

Controls the truck state

•

Builds the torque command sent to the Truck Controllers

•

Controls the engine speed

•

Controls the traction alternator field

•

Controls the braking (retard) contactors, relays, warning lights, etc.

•

Controls retard speed control

•

Controls overspeed

•

Controls the shutdown sequence

•

Fault monitoring

Each function is described in the following Sections. 4.2.1 START UP SEQUENCE Refer to Chapter 7, drawing 20001-9372 for further information. •

Once the truck is keyed up (master switch ON), the 24V is switched ON (TB1-7) and applied to the System Controller power supply (PS1) terminal P3-29, the System Controller terminal E42, and the channel 11 of the I/O assembly A4.

•

The System Controller energizes the relay K1 (control supply relay). The two NO contacts close, providing the 24VDC to the Truck Controllers, the transient chopper (TC), and the gate drivers through RT 1, 2, 3, and 4, which are limiting the charging current of a number of capacitors.

•

The relay K3 (24V hold supply relay) energizes. It’s NO contact closes, applying the unswitched 24V to the power supply PS1.

Upon release of the park brake: •

The System Controller energizes the relay K2 (excitation relay). The NO contacts (NO2 and NO3) bypass the charging resistor RT1, 2, 3, and 4. The NO contact (NO1) provides the 24VDC to the alternator field exciter chopper (A6).

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The alternator regulation process initializes. The System Controller monitors the alternator output voltage (dc link).

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

The EWGU motor characteristics where the actual speed average of the two motorized wheels defines that: o At low speed (below 250 rpm), the torque command signal is pegged to the maximum torque limit (25,000 lb-ft).

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o At speeds above 250 rpm, the torque is limited by the characteristics of the motorized wheel (horsepower limit function of speed). •

The engine torque limitation that caps the torque request to the maximum limit of the engine capability.

•

The alternator torque limitation that caps the torque request to the traction alternator output maximum limit.

Within these limitations, the torque command is sent to the two Truck Controllers. In accel, the torque command is a positive value. 4.2.5 RETARD (BRAKING) The signal from the retard pedal defines the fundamental torque level command. The actual average speed of the two EWGUs is the input criteria which defines certain limitations for the retard command: •

At a higher speed, the torque is limited by the characteristics of the motorized wheel (Hp limit function of speed).

•

At a lower speed, the torque command signal will be the maximum retarding torque limit (16500 lb-ft) down to a speed of one mph. At that level, the torque control is replaced by a speed control. The change in the retard regulation control allows for full use of dynamic braking down to zero speed. An anticipation loop allows for smooth transition between the torque control and the speed control.

In retard, there is no engine or alternator limitation. The torque command is limited only by the retard grid element characteristics and the dc link voltage. Within these limitations, the torque command is sent to the two Truck Controllers. In retard, the torque command is a negative value. The System Controller software controls the three retard contactors. Depending on the torque request and the inverter output, one, two, or three retard contactors are energized. 4.2.6 RETARD SPEED CONTROL The Retard Speed Control (RSC) allows controlling and maintaining a constant speed while in retard. The function is activated by turning ON the Retard Speed Control

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toggle switch and setting the retard speed potentiometer to the required speed (Refer to the Customer Manual for location). The RSC is operational only in forward mode. The function is disabled as soon as the accel pedal is depressed or at speed below 5mph. 4.2.7 ENGINE SPEED The System Controller software regulates the engine speed. In neutral or with load brake on, the engine speed is set at 650 rpm (low idle). In forward, the engine speed rises to high idle at 1300 rpm. The high idle engine speed allows a faster response time when going to accel. In accel, the engine speed increases to a maximum of 1800 rpm. In retard, the engine speed is set to 1300 rpm. 4.2.8 TRACTION ALTERNATOR FIELD EXCITATION The System Controller software directs the traction alternator output. The dc link voltage and the alternator three-phase output current are constantly monitored. At low idle, the DC link voltage is set to 700V. In accel, the DC link voltage is set to 1600V. As the accel torque demand rises, the current demand increases. To maintain a constant voltage, the System Controller compares the alternator actual voltage and current output with the alternator voltage and current command. The comparator output then sets the alternator field current which controls the alternator field excitation. 4.2.9 SHUT DOWN SEQUENCE Refer to Chapter 7, drawing 20001-9372. As soon as the park brake is applied: •

The System software interrupts the traction alternator controls.

•

The relay K2 is de-energized, interrupting the 24V supply to the phase modules gate drivers and the alternator field exciter chopper.

When the master switch is OFF: •

The shut-down sequence is initiated, the 24V (TB1-7) is switched OFF, and the voltage to the System Controller terminal E42 drops to zero. This triggers the shut-down sequence.

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•

As the relay K3 is still energized, the NO contact is closed and the 24V remains applied to the System Controller power supply (PS1) terminal P3-29 and the System Controller terminal E39.

•

The Inverter software initiates the Inverter shut down by interrupting all command signals to the phase modules.

•

The retard contactor B1 is temporarily energized, allowing the Inverter input filter capacitors to discharge into the retard grid elements.

•

The relay K1 is then de-energized, interrupting the 24V supply to both Truck Controllers.

•

Finally, the relay K3 is de-energized, interrupting the 24V supply to the System Controller power supply (PS1) terminal P3-29.

4.2.10 FAULT MONITORING To protect the hardware, the System Controller monitors vital systems functions, variables, and parameters. In the event a functional abnormality occurs, the drive system may temporarily shut down automatically and a fault message is recorded into the fault log. For information about fault monitoring, refer to Chapter 6. 4.3

INVERTER SOFTWARE

The Inverter software has several functions: •

Control the torque and speed of the motorized wheels

•

Calculate the actual current

•

Initiate interlocks and safeguards

•

Spin/slide control

•

Fault monitoring

Each function is described below. 4.3.1 TORQUE AND SPEED CONTROL The main function of the Inverter software is to drive the phase modules. This means translating the torque command into ON/OFF pulses to the gate drivers input. The gate driver output commands the IGBTs to be turned on or off.

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The processor receives five fundamental parameters: the torque command from the System Controller, the actual rotative speed of the EWGU motor, the DC link voltage, Phase B current, and Phase C current. The desired torque and speed are achieved by adjusting the frequency, relative to the actual speed of the motors. The variable frequency is developed out of a pulse width modulation (PWM) control with fixed amplitude. A modified sine wave is generated out of the pulse modulation to generate a maximum driving frequency of 133Hz. 4.3.2 ACTUAL CURRENT There are two LEM sensors, each measuring the actual current of Phase B and Phase C. The Inverter software calculates the resulting current of Phase A based on the formula: Ia + Ib + Ic = 0

resulting in: Ia = - (Ib+ Ic)

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

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variation of acceleration of left or right EWGU, or when the left and right EWGU rotative speed exceeds 350 rpm and 33% of actual truck speed. The Inverter software initiates a temporary torque reduction. This correction is applied to one wheel or, in the event of synchronous spin/slide, to both wheels. Once adhesion is re-gained, the torque command is brought back to its nominal value. 4.3.5 FAULT MONITORING To protect hardware, the Truck Controller monitors vital functions, variables, and parameters. In the event a functional abnormality occurs, the Inverter software initiates a fault. All Inverter faults are fatal and result in a drive system shutdown. The corresponding fault message is sent to the System Controller where it is recorded in the Fault Log. For further information about fault monitoring, refer to Chapter 6. 4.4

LIMP HOME SOFTWARE

Under normal circumstance, both left and right inverters are respectively controlling the left and right EWGUs. In the event of failure of the left or the right inverter, rather than towing the dead truck to the maintenance facility, a Limp-Home mode may be selected. That feature allows operating the truck with one inverter controlling its corresponding EWGU only. Selection of the operating inverter is done by accessing the PTU main screen and typing: LIMPL

Limp-home command, ignore Left inverter. The Right inverter is operational.

LIMPR

Limp-home command, ignore Right inverter. The Left inverter is operational.

NOTE: The DC Link is common to both inverters; therefore in the event of short circuit between the positive and negative dc link, both inverters become disabled and the Limp Home software may not be used.

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PTU-TRUCK SOFTWARE

5.1

INTRODUCTION

The Portable Test Unit (PTU) software is a Microsoft Windows-based program loaded into a laptop or onto a desktop. The PTU software allows for communication with the System Controller software and the Inverter control software. When installed, the PTU-Truck provides the ability to perform a number of operations: •

Loading software to the System Controller and Truck Controller

•

Monitoring in real time command signals, parameters, feedback information, and equipment status

•

Saving acquired data (i.e., fault logs, system real time display file, Inverter real time display)

•

Opening and analyzing saved data files either on site or at a remote location. This allows for further investigation and study of specific runs or performance evaluation

5.2

INITIAL INSTALLATION

The PTU-Truck software must be loaded on a Microsoft Windows-based laptop or desktop. The PTU-Truck software is available on CD. •

Insert the CD into the computer CD drive. If the computer is set to Auto Launch CD, the set up program will launch automatically. If it does not, browse to the CD drive and click on the icon setup. The following screen appears.

Figure 5-1. PTU-Truck Installation Screen

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Click OK

Figure 5-2. To Begin Installation of the PTU-Truck Software, Click on the Icon Button •

The PTU-Truck software automatically creates a PTU-Truck folder in the Program Files directory. This is the default setting, and it is recommended you accept that file path. Click the setup icon button.

Figure 5-3. The Choose Program Group Screen

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•

Select PTU-Truck, and click Continue.

•

The downloading process is now initiated. As part of the installation progress, screens showing “Installing data access components…..” and “downloading files” will briefly appear.

•

At the conclusion of the installation, this notification appears.

Figure 5-4. This Prompt Appears after PT-Truck Software is Loaded • 5.3

Click OK. CREATING A PTU-TRUCK SHORTCUT ON THE DESKTOP

During the setup process, an icon was loaded in the PTU-Truck folder. To open the PTU-Truck application, it is recommended you create a shortcut on the desktop. •

On your desktop, click My Computer.

•

Select Drive C.

•

Select and open the Program Files folder.

•

Select and open the PTU-Truck folder.

•

Right click and drag the PTU-Truck icon onto the desktop to the desired location and release the right button.

Figure 5-5. The PTU-Truck Desktop Icon •

A box will appear asking Create Shortcut. Click that choice.

NOTE: The above procedure is for initial loading of the PTU-Truck software. Version 050209J is used for example only. Other PTU versions may be loaded by following the same procedure. Chapter 5

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PTU-TRUCK SOFTWARE UPDATES INSTALLATION

Updated versions may be available on CD or sent via e-mail. In either case, update files are zipped. •

Unzip the update by clicking on it, and save it to the PTU-Truck folder

•

Delete the old icon from the desktop by right clicking on the icon and selecting Delete.

•

Select and open the PTU-Truck folder

•

Right click on the PTU-Truck new icon, showing the software update version. Drag it on the desktop to the desired location and release the right button.

Figure 5-6. Updated Software Shortcut Icon • 5.5

A box will appear asking Create Shortcut. Click that choice. START THE PTU-TRUCK APPLICATION

The PTU-Truck operates in two modes: •

Online: when a laptop is connected to the truck ac drive controls.

•

Offline: when a laptop is NOT connected to the truck controls.

5.5.1 NORMAL MODE PROCEDURE •

Connect a serial cable (with DB-9 male connector on one end and DB-9 female connector on the other end) between a laptop RS-232 serial port and the truck serial port located in the driver’s cab.

•

From the Start/Programs menu, select the PTU-Truck, or from the desktop, double click on the PTU-Truck icon.

•

The Open Comm Port dialog box appears.

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Figure 5-7. The Open Comm. Port Dialog Box •

The settings shown are the default communication settings. Click OK.

NOTE: If the laptop has two or more serial ports, under some circumstance (e.g., for troubleshooting purposes), two or three PTU-Truck windows may be opened simultaneously. To open a second and/or third window, connect a serial cable between each port and the Truck Controller left and/or Truck Controller right. Then, use the drop down menu to select a second and/or third communication port (i.e., COM2, COM3). •

Click OK and the following screen appears.

Figure 5-8. The PTU-Truck Main Screen Chapter 5

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The above screen is defined as the PTU-Truck main screen. This is the starting point for a number of activities. •

Press the space bar or Enter to get a prompt “>”. If the prompt “>” does not appear, the boot monitor program may be running, as shown in the following screen:

Figure 5-9. The Main PTU-Truck screen with Boot Monitor Running The System Controller is in Boot Monitor for the following reasons: •

When a new System Controller PC board is installed.

•

When the last time the truck was shut down, the System Controller was in Boot Monitor mode

•

When the System Controller battery is failing.

Type “G” to exit Boot Monitor. The following screen appears.

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Figure 5-10. After Exiting the Boot Monitor Function, a Prompt Appears The prompt “>” indicates the application is running. Only under this condition can the PTU-Truck be used. 5.6

SYSTEM SOFTWARE

The System software is a single text file, which is loaded into the System Controller memory with the PTU-Truck software. The following procedure applies to either loading new software or a software update. Updated versions may be available on CD or sent via e-mail. In either case, update files are zipped and prior to loading them, they must be unzipped and saved to the PTUTruck folder. The file will be saved in the following format: Sysxxxxxx.H86

where xxxxxx is the software version.

NOTE: Do not load software from a CD or e-mail attachment. Always save software in the PTU-Truck folder. 5.6.1 SYSTEM SOFTWARE LOADING PROCEDURE •

Open the main PTU-Truck screen:

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Figure 5-11. The Opening PTU-Truck Main Screen •

Type RST, and then press Enter. The following screen appears.

Figure 5-12. Keying in RST and Pressing Enter Opens this Screen •

Type “D” for D)ownload, and the following screen appears:

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Figure 5-13. The Main Screen After Typing “D” for D)ownload •

On the task bar, click on the Download button, The PTU-Truck folder opens, listing the all stored software. The following screen appears:

Figure 5-14. The Open Intel Hex File which Lists All Stored Software Items

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Double click the selected software version. The downloading begins, and the following screen appears.

Figure 5-15. After Downloading the New Updated Software, this Screen Appears NOTE:

Once downloading is completed, Downloaded successfully. Flash burn completed appears. This indicates the program download was successful, and the flash memory was automatically burnt successfully. If anything other than Downloaded successfully appears, try downloading one more time. If anything other than Flash burn completed appears, type “F” for manual Flash burn.

•

Type “G” for G)o flash. The Boot Monitor version, the System software version, and the prompt “>” will be displayed.

•

Type CLR and press Enter to reset the fault recording system (Fault Log).

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Figure 5-16. Resetting the Fault Log The download process is complete, and the system is ready to run. The System Controller two-digit display should indicate “00” (no fault and communication between the System Controller and the two Truck Controllers are enabled). 5.7

INVERTER SOFTWARE

As with the System software, the Inverter software is a single text file, which is loaded into the Truck Controller memory with the PTU-Truck software.

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Updated software versions may be available on CD or sent via e-mail. In either case, update files are zipped and prior to loading them, they must be unzipped and saved to the PTU-Truck folder. The file will be saved in the following format: MT6300_xxxxxxx.txt

where xxxxxx is the software version.

NOTE: Do not load software from a CD or E-mail attachment. Always save software in the PTU-Truck folder. 5.7.1 INVERTER SOFTWARE LOADING PROCEDURE Inverter software must be loaded in the Truck Controller one file at a time. 5.7.1.1

FRONT (LEFT) INVERTER

Connect a serial cable (with DB-9 male connector on one end and DB-9 female connector on the other end) between a laptop RS-232 serial port and the left Truck Controller serial port (J9). 5.7.1.2

REAR (RIGHT) INVERTER

Connect a serial cable (with DB-9 male connector on one end and DB-9 female connector on the other end) between a laptop RS-232 serial port and the right Truck Controller serial port (J9).

Figure 5-17. Truck Controller •

Open the main PTU-Truck screen

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•

As Inverter software loading is identical to system software loading, refer to the system software loading procedure.

•

Once the download is completed: o Type “F” for F)lash burn o Type “G” for G)o application

NOTE: Insure the SAME software version is loaded into each inverter. 5.8

REAL TIME MONITORING OPERATION

There are two real time monitoring modes: •

The System Real time allows real time monitoring of the whole ac drive system.

•

The Inverter Real Time allows real time monitoring of each Inverter.

When the PTU is connected to the System Controller, the following displays are available: •

System Real Time gives access to the Digital I/O screen with a .3 second refreshing rate.

•

System Performance Real Time with a .3 second refreshing rate.

When the PTU is connected to either Inverter, the following displays are available. •

Inverter Real Time Display with access to the power screen

•

Vector screen and a .3 second refreshing rate

5.8.1 SYSTEM REAL TIME DISPLAY SCREEN To access the System Real Time screen, complete the following. •

Connect the serial cable from the laptop to the J3 serial port, located on the lower left corner beside the two digit display on the System Controller board, or to the communication port located in the truck cab.

•

Start the PTU-Truck program.

•

From the menu bar, select Real Time Display.

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Figure 5-18. Real Time Pull Down Menu After selecting Real time Display, the following screen appears:

Figure 5-19. System Real Time Display Chapter 5

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

Figure 5-20. System Digital I/O Screen

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The System Digital I/O screen displays the status of a number of digital inputs and outputs. It is synchronized with the Real Time Display screen. 5.8.3 SYSTEM PERFORMANCE DISPLAY SCREEN The System Performance Display is accessed from the PTU-Truck main screen. Select Performance from the menu bar. The following screen appears.

Figure 5-21. System Performance Display Screen The System Performance Display screen is a simplified version of the System Real Time Display. 5.8.4 INVERTER REAL TIME DISPLAY To access the Inverter Real Time Display screen: •

Connect a serial cable (with DB-9 male connector on one end and DB-9 female connector on the other end) between a laptop RS-232 serial port and the left or right Truck Controller serial port (J9).

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Figure 5-22. Truck Controller with Serial Port J9 •

Start the PTU-Truck program

•

From the menu bar, select Real Time Display. The following screen appears.

Figure 5-23. Inverter Real Time Display

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From the Inverter Real Time display menu bar, select Power. The following screen appears.

Figure 5-24. Inverter Power Data Display •

From the Inverter Real Time Display menu bar, select Vector, and the following screen appears.

Figure 5-25. Inverter Vector Display NOTE:

The Inverter Performance Display and the Real Time Vector Display are of little value for troubleshooting. They are more relevant for the purpose of advanced engineering.

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5.8.5 E- FAULT SCREEN When a truck is in service, faults may occur. Faults are logged and saved in the System Controller temporary memory. The following describes how to access the stored fault. The fault summary is the Fault Log. To access Fault Log •

From the PTU-Truck main screen menu bar, click on Faults.

Figure 5-26. Fault Screen •

On the Fault screen menu bar, click on the Download Faults pull down menu and select Screen Only.

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Figure 5-27. The Download Faults Pull Down Menu •

The Fault screen has the same format than the Real time screen and it displays the most recent fault occurrence.

Figure 5-28a. Fault Display Chapter 5

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Figure 5-28b. Fault Display

Figure 5-28c. Fault Display •

Selecting the Fault Record field and scrolling allows viewing of each recorded fault. For each fault occurrence, the following relevant information is recorded:

NOTE:

The Fault screen is highly valuable in providing information for troubleshooting purposes. For troubleshooting, refer to Chapter 6.

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

Start the diesel engine and allow the engine to warm up in accordance with the engine manufacturer’s recommendation.

•

On the PTU-Truck Main Screen menu bar, click the Load Box button. The following screen appears.

Figure 5-29. Engine HP Set dialog Box

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•

The 1200 HP value is the recommended default value. Set this at the test beginning.

•

Click Set, and the following screen appears.

Figure 5-30. System Real Time Display The load box screen is essentially identical to the System Real-Time screen. At the screen bottom, a number of commands are available to perform the test. The RD button is used to begin and stop the test. Once the test begins, the engine HP demand can be adjusted in 100 HP increments and 1 HP. •

Click the RD: Toggle Run Closed Loop (RD) button to initiate the test. Increase the engine horse power demand to the desired value.

•

Let the engine run to speed and observe (on the Real Time Display) the actual engine power output.

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Only a limited number of variables on the real time screen are significant for the load box test: the engine speed command and the actual engine speed. The System Controller sets both the engine speed required for a given hp and the alternator excitation required to load the engine to the desired hp. The engine speed command and the actual engine speed are located at the upper left in the engine area of the real time screen. The only values of significance in the engine area of the Real Time screen are Engine Speed (Command), Engine Speed (Actual), Engine Power Actual (estimated using normal parasitic losses). NOTE:

Failure of the engine to meet the full power demand may indicate a defective engine or mechanical malfunction. A 10% loading does not necessarily mean 10% engine power output as engine power curve is not linear across the entire RPM range.

In the Alternator section of the Real Time screen, the dc link voltage (actual) is the average of the left and right Inverter dc link voltages measured with voltage sensors (LEM). The dc link current (Idc) is a calculated value; the exciter field current is a measured value. The alternator output power is calculated from dc link voltage and current and is accurate to 1%. The engine output power is estimated from the alternator output power using the expected alternator efficiency and the expected engine parasitic loads. The alternator bearing and stator temperatures, and the low voltage control, are monitored during the load box test. To stop the test and return to the PTU-Truck Main Screen, click the RD button. 5.8.8 SAVING DATA Data may be saved for further study or to be read in a remote location. •

When connected to the System Controller the following data may be saved to file: o System Real Time o Fault Log o Debug File o System Performance

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When connected to the Inverter, only the Inverter Real Time and the Debug File may be saved.

NOTE: All saved data have a distinctive file name and by default will be stored in the PTU-Truck folder. After saving information several times, files under the same folder may be cumbersome to manage. It may be useful to create, within the PTU-Truck folder, a number of folders (e.g., Fault, Software, Real-Time, etc.) and store each saved data in the appropriate folder. 5.8.8.1 •

TO SAVE A SYSTEM REAL TIME DATA FILE

Open the System Real Time Display; click the File button, located in the menu bar.

Figure 5-31. System Real Time Display •

Click Store in File, and the following window appears:

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Figure 5-32. Save System Real Time File •

The PTU-Truck application will automatically create a file name. The default file name may be changed. The file may be saved in the PTU-Truck folder or in any other PTU-Truck sub-folder.

•

Click Save. The Save System Real-Time File window disappears, and the file is saved.

NOTE:

As the Load Box test is monitored using the System Real-Time Display, the procedure for saving the test data is identical to saving System RealTime Display data files.

5.8.8.2 •

TO SAVE THE FAULT LOG

Open the Fault screen. In the bar menu, click the Download Faults button.

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Figure 5-33. Fault Screen with Download Faults Pull Down Menu •

Select Save in File, and the following window appears.

Figure 5-34. Save Fault Log File •

The PTU-Truck application will automatically create a file name which includes the truck identification number. The default file name may be changed. The file may be saved in the PTU-Truck folder or in any other PTU-Truck sub-folder.

•

Click Save. The Save Fault log File window disappears, and the file is saved.

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TO SAVE A DEBUG FILE

Debug is a tool allowing the recording of a number of selected analog and/or digital electrical signals. A trigger is set so when a specific event occurs, all information is recorded in a snapshot manner. •

On the PTU-Truck Main Screen, click on Save Debug. The following screen appears.

Figure 5-35. Save Debug File Screen •

The PTU-Truck application will automatically create a file name. The default file name may be changed. The file may be saved in the PTU-Truck folder or in any other PTU-Truck sub-folder.

•

Click Save. The Save Debug File window disappears, and the file is saved.

5.8.8.4 •

TO SAVE PERFORMANCE FILES

Click on Performance in the PTU-Truck Main Screen, and the following screen appears.

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Figure 5-36. Save Performance File Screen •

The PTU-Truck application will automatically create a file name. The default file name may be changed. The file may be saved in the PTU-Truck folder or in any other PTU-Truck sub-folder.

•

Click Save. The Save Performance File window disappears, and the file is saved.

5.8.9 RECALLING SAVED DATA Under some circumstances, it may be necessary to recall saved data for the purposes of troubleshooting, viewing, and analyzing. Recalling saved data may be done in either of the following methods: •

Online Mode while connected to the inverter group (System Controller and/or Truck Controllers).

•

Off-line mode when not connected to the inverter group at a remote location.

The recall procedure is identical regardless of which mode is used. The most commonly recalled data are the System Real-Time Display, including Load Box Test and the Fault Log.

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TO RECALL SYSTEM REAL-TIME DISPLAY, INCLUDING LOAD BOX TESTS

From the PTU-Truck Main Screen, select the Real Time button on the menu bar. From the drop down menu, click on Open Real-Time File:

Figure 5-37. Real Time Drop Down Menu •

The following window appears.

Figure 5-38. The Open Screen Allows Review of Files

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Select the file name to review and click Open. The System Real Time Display screen appears.

Figure 5-39. System Real Time Display for Reviewing Files •

The off-line display is nearly identical to the online display with two exceptions: o In the off-line mode, the file name and file path are shown in the bar located at the screen bottom. It also displays the number of records. Each record is a screen snapshot taken at a one second intervals,. In the above example, there were a total of 341 records and the screen displays record 1 of 341. o In the screen upper left corner, a box and two arrow buttons are shown. Clicking the bottom arrow will allow for scrolling through the records; the box will display the record number (clicking on the laptop keyboard Up and Down keys will also allow for scrolling the records).

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TO RECALL A FAULT LOG

From the PTU-Truck main screen, click on the Faults button. A blank fault screen appears.

Figure 5-40. The Blank Fault Screen •

On the menu bar, click on Open Fault File.

Figure 5-41. The Open Fault Log File Screen Chapter 5

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Select the file name (shown on the screen or click on a sub-folder if the file is stored in one of them and then select the file name), and click open.

Figure 5-42. A Specific Fault File May Be Accessed The Fault screen displays a snapshot for each recorded fault. The Off-line display is nearly identical to the online display with two exceptions: •

In Off-line mode, the file name and file path are shown in the bar located at the screen bottom. It also displays the number of records and the System Controller software version currently loaded.

•

In the screen upper right corner, a box and two arrow buttons are shown. Clicking the bottom arrow allows scrolling through the records. The box displays

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the record number (clicking on the laptop keyboard Up and Down keys also allows scrolling the records). The most recent fault is the default display. Scrolling to the oldest fault and working toward the most recent allows the display to be examined in chronological order. 5.8.9.3

TO RECALL A DEBUG FILE

Debug file may be viewed using a customized application named “Plot” that allows for presenting in chart format a preselected set of signals. •

From the PTU main screen, select “Plot” from the menu bar:

Figure 5-43a. Debug File •

Select file from the menu bar and “Open…” from the drop down menu:

Figure 5-43b. Debug File Chapter 5

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The main PTU folder appears showing all saved files:

Figure 5-43c. Saved Files •

Select the debug file that need plotting:

Figure 5-43d. Debug Files that Need Plotting Chapter 5

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Select “Graph 1” and graph from the drop down menu:

Figure 5-43e. Graph 1 •

Double click any curve label, the following screen allows for: o Removing the curve from the plot by removing the check mark beside “plot”. o Increasing the curve thickness by entering 2 or 3 in “line width”

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Figure 5-43f. Debug File •

Double click the plot window for changes to take effect.

•

In the event a curve has been removed, in the plot task bar, select “Auto scale” to reset” all curves.

•

Selecting “Main” in the plot task bar, bring the following screen, that allow for: o Eliminating curves by removing the check mark beside “Plot” o Selecting XX axes time by changing “Min’ and “Max”

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Figure 5-43g. Debug File •

Double click the plot window for changes to take effect.

5.8.10 SETTING VARIABLES A number of variables require the setting to be configured. The following variables require settings to match hardware characteristics: •

Accel pedal minimum

•

Accel pedal maximum

•

Retard pedal minimum

•

Retard pedal maximum

The following variables require setting values provided by the customer mine operation and the truck manufacturer: •

Empty truck speed limit (overspeed)

•

Loaded truck speed limit (overspeed)

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Overspeed delta (penalty)

•

Dump body up maximum speed

•

Low blower pressure maximum speed

•

Speed event 1

•

Speed event 2

•

Truck ID number

•

Blower drive frequency (manual mode only “BMAN” command)

•

Speed limit (overspeed) preemption

•

Overspeed logging

C

The last setting is •

Date and time

NOTE: If the System Controller PC board (P/N 20001-9507) is removed and replaced, every setting value must be re-entered. In the event an accel pedal or a retard pedal is removed and replaced, only the corresponding setting must be re-entered. The following table shows the variables name, short cut, and default value: Table 5-1. Variables Variable Name

Chapter 5

Short Cut

Default Value

Accel pedal minimum

C1

2000

Accel pedal maximum

C2

22000

Retard pedal minimum

C3

2000

Retard pedal maximum

C4

14000

Empty overspeed limit

C5

36

Loaded overspeed limit

C6

25

Overspeed delta

C7

3

Dump body up maximum speed

C8

6

Low blower pressure max speed

C9

10

Speed event 1

C10

n/a

Speed event 2

C11

n/a

Truck number

C12

n/a

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Variable Name

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C

Short Cut

Default Value

N/A

C13

n/a

N/A

C14

n/a

Blower drive frequency in manual mode

C15

0

Overspeed preemption

C16

4

Overspeed logging

C17

2

Overload speed limit

C18

6

5.8.10.1 TO SET ALL VARIABLES TO THEIR DEFAULT VALUES •

Connect the serial cable from the laptop to the J3 serial port located on the lower left corner beside the two digit display on the System Controller board or to the communication port located in the truck cab.

•

Open the PTU-Truck main screen, and press the space bar or Enter to get a prompt “>”.

•

At the prompt “>”, type IP (Initialize Parameters –default values), and then press Enter.

5.8.10.2 TO SET EACH VARIABLE The standard format for setting each value is as follows: Short cut

Variable name

Current value

New value

5.8.10.3 TO VERIFY AND SET THE ACCEL AND RETARD PEDALS With time, some mechanical components (accel and retard pedals) may deteriorate. It is good practice to verify, at regular intervals, the validity of some of the values and reset them, as needed. The setting process is accomplished in two steps. •

The first step is to enter the desired minimum and maximum torque values in lb-ft for each pedal. The following first example (accel pedal minimum) illustrates the process: o At the prompt “>”, type the short cut (for this example, C1), and press Enter.

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Figure 5-44. PTU-Truck Main Screen with the First Pedal Short Cut •

Type in the new value, and press Enter.

•

Repeat this process for C2, C3, and C4.

•

The second step is to verify each pedal value (minimum and maximum) when it is released and completely depressed (to the floor). To check the values: o Access the System Real Time Display. o With the pedals released, read the accel and retard values located in the upper left corner of the display. Exercise each pedal several times and read the values again. It should read 0 lb-ft. o Depress the pedals, read the accel and retard values. Exercise each pedal several times and read the values. These values will be the new actual maximum values which correspond to accel 25000 lb-ft and retard 16500 lbft.

5.8.10.4 OVERSPEEDS C5 AND C6 Based on the mine profile and the mine standard operating procedures, speed limits may be set for unloaded (empty) and loaded trucks. For this second example, to set the Empty Overspeed Limit with C5 shortcut, complete the following: •

At the prompt “>”, type the shortcut (for this example, C5) and press Enter.

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Type the new value, and press Enter.

5.8.10.5 OVERSPEED DELTA (PENALTY) C7 Once a truck reaches the overspeed threshold, either loaded or empty, the overspeed delta variable is a penalty that forces the truck’s speed to be reduced to a specific level prior releasing the controls back to the driver. 5.8.10.6 DUMP BODY UP MAX SPEED C8 This setting will limit the maximum speed at which the truck can move with the dump body up. The truck will operate in forward only, reverse is disabled. 5.8.10.7 LOW BLOWER PRESSURE SPEED LIMIT C9 This setting will limit the truck maximum speed in the event the traction blower pressure is too low. Low pressure is detected by the axle box pressure switch. 5.8.10.8 SPEED EVENTS 1 AND 2, C10 AND C11 Speed events 1 and 2 are the threshold set function of speed. These two functions are used by the truck manufacturer. Refer to the truck manufacturer’s manual for details. 5.8.10.9 TRUCK NUMBER C12 This variable will set the truck number (usually the mine number). This number is used in the file name when saving data (e.g., fault log, real time display, etc.). 5.8.10.10 BLOWER DRIVE FREQUENCY IN MANUAL MODE C15 This setting will set the frequency controlling the traction blower in manual mode only. Requires command “BMAN” to switch blower manual mode ON/OFF. 5.8.10.11 SPEED LIMIT (OVERSPEED) PREEMPTION C16 This setting will dictate the speed at which the accel torque command decreases prior reaching the speed limit set point. 5.8.10.12 SPEED LIMIT (OVERSPEED) LOGGING C17 This setting will add a delta value to the speed limit (overspeed) to set the speed at which the overspeed event will be recorded in the fault log.

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5.8.10.13 OVERLOAD SPEED LIMIT C18 This setting will limit the maximum speed at which the truck can move when the payload exceeds limit set in the weigh system. The speed limit applies while truck is in forward or reverse. 5.8.10.14 DATE/TIME Local date and time will be set into the System Controller. This information is used in stamping date/time in data (e.g., Fault Log, Real Time Display, etc.). Procedure to set Date/Time •

On the PTU-Truck main screen, click the File button located in the menu bar. Then, select Set Clock.

Figure 5-45. The Pull Down Menu Under File with Set Clock Highlighted •

Access the System Real Time Display screen to insure the date and time are correct.

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MISCELLANEOUS

On the PTU-Truck Main Screen menu bar, under the File button, four additional functions are available: •

Open Comm: selecting that function allows for opening a new and separate PTU-Truck session beginning with the Open Comm Port screen.

Figure 5-46. The Open Comm Port Selection Box •

Font: selecting this function allows the PTU user to choose a different font style.

•

Exit: selecting this function or clicking the X located in the PTU screen upper right corner closes the PTU session.

•

Manual. On the PTU-Truck Main Screen menu bar, click the Help button and from the pull down menu, click Manual. o The current version of this manual appears in pdf electronic format. o Access the Table of Contents by clicking the Bookmarks tab, located to the left of the screen. o Select the desired section, click to go directly to the selected section. A section name in Bookmarks which has a “+” before it, which indicates there are several subsections included within that subject. Click on the “+” to see the subsections listed. o To view a subsection located within a major heading in Bookmarks, click on the section, and the program moves you to the specific section.

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VARIABLE AND SHORT CUT LIST

Typing “H” at the PTU main screen prompt will display the following variable and short cut list:

Figure 5-47. PTU Main Screen Table 5-2. Variables and Short Cuts List Short Cut

Chapter 5

Description

C1

Accel pedal minimum calibration

C2

Accel pedal maximum calibration

C3

Retard pedal minimum calibration

C4

Retard pedal maximum calibration

C5

Unloaded truck speed limit

C6

Loaded truck speed limit

C7

Over speed delta (penalty)

C8

Dump body up max speed

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Short Cut

Low blower pressure max speed

C10

Speed event1

C11

Speed event2

C12

Truck number

C13

N/A

C14

N/A

C15

Blower manual mode frequency, works with

C16

Speed limit (overspeed) preemption

C17

Speed limit (overspeed) logging

C18

Overload speed limit

BIGN

Ignore blower fault

BMAN

Blower manual mode ON/OFF Clear faults, debug

CON

Display contactor usage

DEB

Start recording debug data

DEC

Stop recording debug data

DED

Display debug data Clear fault log

H

Help

IP

Initialize Parameters (default values)

LIMPL

Limp-home command, ignore left inverter

LIMPR

Limp-home command, ignore right inverter

RST

Return to Boot Monitor

SW

Set word

SEE

See all parameters setting

SD

Set decimal word

ST

Display drive status

TS

Digital I/O test mode

TSON VER

Chapter 5

Check Blower drive status, ON/OFF

CLR

ERASE

C

Description

C9

CB

Revision:

All I/Os ON during test mode System software version and truck

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MT6300 Cheat Sheet Short cut list: C1 C2 C3 C4 C5 C6 C7 C8 C9 C10 C11 C12 C13 C14 C15 C16 C17 C18 BIGN BMAN CB CLR CON DEB DEC DED ERASE H IP LIMPL LIMPR RST SW SD ST TS TSON VER

Accel pedal minimum calibration Accel pedal maximum calibration Retard pedal minimum calibration Retard pedal maximum calibration Unloaded truck speed limit Loaded truck speed limit Over speed delta (penalty) Dump body up max speed Low blower pressure max speed Speed event1 Speed event2 Truck number N/A N/A Blower manual mode frequency, works with Speed limit (overspeed) preemption Speed limit (overspeed) logging Overload Ignore blower fault Blower manual mode ON/OFF Check Blower drive status, ON/OFF Clear faults, debug Display contactor usage Start taking debug data Stop taking debug data Display debug data Clear fault log Help Initialize Parameters (default values) Limp-home command, ignore left inverter Limp-home command, ignore right inverter Return to Boot Monitor Set word Set decimal word Display drive status Digital I/O test mode All I/Os ON during test mode System software version and truck number

System software download:

Inverter Software download:

D) Download in task bar G) Go flash

D) Download in task bar F) Flash burn G) Go application

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FAULT MESSAGES

6.1

GENERAL DESCRIPTION

When a fault occurs, the following takes place. •

The light entitled System Fault, located in the cab, is turned on. The A4 I/O module channel # 10 energizes the light (refer to Chapter 7, drawing 20001- 9372).

•

A number/letter shows on the two-digit display.

•

An entry is made in the Fault Log.

There are three types of faults. •

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

•

Fatal fault requiring manual reset This results in: o The light entitled System Fault, located in the cab, is turned ON and the cab fault alarm is activated. o The traction alternator is shut down. Accel is disabled. Dynamic retard is disabled. o A fault message is recorded in the Fault Log.

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o The drive does not initiate the self reset cycle and remains shut down. Reset can be initiated by a technician only after the fault root cause has been investigated and the repair has been completed •

Advisory fault/event This type of fault/event will inhibit accel, trigger a speed limit, or simply result in “no action”. With this fault/event condition, the following occurs: o The drive system does not shut down and dynamic retard mode remains operational. o A message is recorded in the Fault Log.

System Fatal faults are listed in Table 6-1 below, and detailed later in this section. Table 6-1. System Fatal Faults Fault #

Chapter 6

Event (System)

2

Left drive fault

3

Right drive fault

7

+/-15vdc or 5V fault

8

24v under voltage

9

Comm Failure Left Inverter

10

Comm Failure Right Inverter

13

Alternator over current

14

Alt/DC link Ground Fault

15

24v over voltage

18

Alternator stator winding temp (180°C)

22

Grid fan motor failure

23

Contactor failed to open

24

Axle box low pressure

27

Stop Engine

28

Engine underspeed

29

DC link voltage LEM fault

34

Traction Motor Ground fault

35

Incorrect B1 grid bank aux

36

Incorrect B2 grid bank aux

37

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Fault #

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Event (System)

41

Blower Drive output ground fault

42

Service brake applied >3mph

NOTE: Faults number 14, 34, and 41 do not self reset.

The following advisory faults listed below are detailed later in this Section. Table 6-2. Advisory Faults Fault #

Event (System)

4

Transient chopper overload

5

24vdc unswitched power loss

11

Alternator Failed to Start

19

Alternator bearing temp (110°C)

20

Left wheel motor, stator temp (210°C)

21

Right wheel motor, stator temp (210°C)

25

Truck over speed

26

Blower lost communication

30

Blower failure (undervoltage)

31

K1 Relay Opened

32

Overload

39

Inter-Inverter Comm Fail

40

ICM Overtemperature (85° C)

42

Service brake applied >3mph

In addition to the fatal faults and the advisory faults, the System Controller records faults transmitted from each inverter. All inverter faults are fatal. The following inverter faults are discussed within this Section: Table 6-3. Inverter Faults Event (inverter) Phase A Lower Gate Fault Phase B Lower Gate Fault Phase C Lower Gate Fault Phase A over current

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Event (inverter) Phase B over current Phase C over current DC link Over voltage (2000 volts) Phase A Upper Gate Fault Phase B Upper Gate Fault Phase C Upper Gate Fault Phase A repetitive overload Phase B repetitive overload Phase C repetitive overload Hardware Over voltage (2100 volts) Hardware over current Motor overspeed (4000rpm) IGBT start gate status fail Hardware Fault (from Altera) +/-15v power supply failed +/-24v power supply failed DC Link under voltage PWM Failure

Five types of Fault information are available: 1) The System Controller Two Digit Display 2) The Fault log accessed through the Truck-PTU Faults screen 3) The System Controller System Status gives current/actual information 4) The Inverter Control System Status gives the current/actual information including IGBT status 5) The Cab Display 6.2

TWO DIGIT DISPLAY

A two-digit display, located on the System Controller and displayed in hexadecimal format, presents two values from 0 to E, as shown in Figure 6-1.

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Figure 6-1. The System Controller 2-Digit Display When no fault has occurred, the display shows 00. When a fault is detected, the display shows any combination of two digits. To match the two digits to the corresponding fault message, refer to Table 6-4:

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Table 6-4. Two Digit Fault Message 0  No fatal fault 1  Alternator stator winding temp 2  Alternator bearing temp 3  Left wheel motor, stator temp 4  Right wheel motor, stator temp 5  Grid fan motor failure

2nd Digit

6  Contactor failed to open 7  Axle box low pressure 8  Truck over speed 9  Blower lost communication A  Stop engine B  Engine underspeed C  DC link voltage LEM fault D  Blower failure E  K1 Relay Opened

0A

0  No advisory fault 1  Left drive fault 2  Right drive fault 3  Transient chopper overload 4  24vdc unswitched power loss 5  N/A 6  ±15V or 5V fault 7  24vdc under voltage

1st Digit

8  Communications Failure Left Inverter 9  Communications Failure Right Inverter A  Alternator Failed to Start B  N/A C  Alternator over current D  Ground Fault E  24v over voltage

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In Table 6-4 above, the display shows 0A.

6.3

•

The first digit, A, indicates Alternator Failed to Start.

•

The second digit, 0, indicates No Advisory Fault.

•

Under a fault condition, it is possible a number of different faults are detected. As the two-digit display shows only the top fault in the hierarchy of seriousness. The information is, therefore, of limited value with regards to diagnostic and troubleshooting and must be followed up with PTU interaction. FAULT SCREEN, FAULT LOG

Refer to Chapter 5 for accessing the Fault screen and viewing the Fault Log for further information. The Fault screen provides the truck operating conditions (neutral, forward, reverse, braking) and the value of several parameters at the time the fault occurred:

Figure 6-2a. The Fault Screen

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Figure 6-2b. The Fault Screen Contrary to the two-digit fault display which shows the most important fault, the fault screen lists all the different faults that occurred. It provides a fault summary for the entire ac drive (i.e., alternator, system controller, inverters, 24V, etc.). As faults are recorded with a time stamp (date and time), scrolling through the list of recorded faults reveals if a fault occurred only once or is repetitive. As mentioned before, more than one fault message may be recorded at the time a fault is detected. It is advisable to focus, for troubleshooting purposes, on the top fault as the other faults may be of a consequential nature.

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Later is this chapter, troubleshooting guidelines are provided for each fault message. 6.4

SYSTEM CONTROLLER “ SYSTEM STATUS”

The System Status displays current information from the instant the screen is accessed. It shows the ac drive health status. To access the System Status: •

Connect the PTU to the System Controller.

•

Open the PTU-TRUCK main screen.

•

At the prompt (>), type ST and press Enter.

The following screen appears:

Figure 6-3. The Main Screen Showing the Current System Status As mentioned above, the screen displays the current system status (Snapshot). Therefore, faults will be listed as they occur. Whether faults are present or not, the following information is always shown in the first five lines: •

Date and time

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•

Communication status with the left and right inverter

•

Current operating conditions

•

Speed, mode and command conditions.

Revision:

C

In the above example, several faults have occurred simultaneously. This example indicates that a loss of communication is the origin of the problem and guides maintenance personnel to begin troubleshooting. In the example, loss of communication between the System Controller and the Left Truck Controller is shown: 9 And,

Communications failure Left Inverter

Comm Left: 0F73

Comm Right: 0000

Under normal circumstances each of the above status codes should show 0000. NOTE:

In the above example, only system faults are shown. Had inverter faults existed, they would have been displayed also.

6.5

TRUCK CONTROLLER “ SYSTEM STATUS”

The Truck Controller System Status displays current information from the instant the screen is accessed. It is identical to the system Controller System Status with the following exceptions: •

It can only be accessed from the Truck Controller.

•

It only provides information from the inverter to which the PTU is connected.

•

It displays the IGBT status.

To access the System Status •

Connect the PTU to the J9 serial port located on the Truck Controller.

•

Open the PTU –Truck main screen.

•

At the prompt “>”, type ST and press Enter.

The following screen appears:

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Figure 6-4. The Main Screen Showing System Status The IGBT gate driver status consists of three groups of five bits. A normal status with the inverter OFF and dc link voltage ON would be: 00000 00000 00000 The first group of bits indicates the status for Phase C. The second group of bits indicates the status for Phase B. The third group of bits indicates the status for Phase A. For each phase, the gate driver status bits (numbered right to left) are as follows: bit 0 -> Phase lower IGBT fault (0 = no fault) bit 1 -> Phase upper IGBT fault (0 = no fault) bit 2 -> Phase commanded state (1 = upper on, 0 = lower on) bit 3 -> Phase lower IGBT status (0 = off) bit 4 -> Phase upper IGBT status (0 = off) The status displayed is different if a gate fault occurred. In the case of a gate fault, a fault message will be displayed, followed by the same three groups of five bits. For example: Chapter 6

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Figure 6-5. The Main Screen Showing System Status When a Gate Fault Occurs Phase B Lower Gate Fault 00000

01000

00000

In this case: Bit 3 indicates that phase B has a fault on the lower IGBT, a “1” indicates an IGBT “ON” status. 6.5.1 TROUBLESHOOTING HINTS A fault condition exists when either bit 0 or bit 1 shows 1. The fault may be caused by any of the following: •

Failure of an IGBT to turn on when commanded

•

A bad command fiber optic

•

A defective gate driver

•

A defective IGBT

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A fault condition exists when either bit 3 or bit 4 shows 1. The fault may be caused by any of the following: •

The corresponding IGBT is shorted

•

The fiber optic link has failed (either command or status)

•

The gate driver board has lost power (24 Volts) or

•

The IGBT is ON.

NOTE:

The Truck Controller checks the gate status prior to turning on any inverter IGBT. If the status is not all 0s, the inverter CANNOT operate.

6.6

CAB DISPLAY

The cab display shows the fault text message at the time the fault occurs. The fault message matches the System Controller two-digit display. For example, when the twodigit display shows “08,” it signifies Communication Failure Left Inverter, which is also shown on the cab display, as illustrated in Figure 6-6.

Figure 6-6. The Cab Display Showing a Fault Text Message 6.7

FAULT TROUBLESHOOTING

6.7.1 TRUCK DRIVE SYSTEM FAULT - TROUBLESHOOTING PROCEDURE •

Access the Fault Log, save it, and review the faults recorded as well as the corresponding parameter values.

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•

Access the System Controller System Status screen to check if the fault currently exists.

•

Access the Inverter Control System Status screen to check saved inverter faults and the IGBT status.

•

Analyze the available information and refer to the following list describing the corresponding defect information for each fault, the possible reason for the failure, and problem solving suggestion.

6.7.2 SYSTEM CONTROLLER FAULT 6.7.2.1

2. LEFT DRIVE FAULT

Description This fault message indicates failure of the left inverter and/or the left motorized wheel unit. By itself, it is of little value for troubleshooting. It will, however, be followed in the Fault Log by additional fault message(s), providing supplementary information, which will help in the troubleshooting process. Action Go to the Fault Log for extra information. 6.7.2.2

3. RIGHT DRIVE FAULT

Description This fault message indicates failure of the right inverter and/or the right Motorized Wheel Unit. By itself, it is of little value for troubleshooting. It is also followed in the fault log by additional fault message(s), providing supplementary information, which will help in the troubleshooting process. Action Go to the fault log for extra information. 6.7.2.3

4. TRANSIENT CHOPPER OVERLOAD

Description This fault is triggered when the transient chopper is either defective or unable to eliminate dc link overvoltage spikes.

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Action •

Check the TC LEDs: o A TEMP fault indicates excessive temperature of the transient chopped heat sink. Remedies are to check for proper airflow over the heat sink, proper temperature of the cooling air, and a less than maximum duty cycle. Excessive duty cycles may be caused by the failure of a contactor for the main grid resistors. o A CURRENT fault indicates excessive current in the grid resistor. Remedies are to check for proper resistance of the resistor element and to verify the element is not shorted to ground. o A FAULT LED, without either the current or the temp LED, indicates an internal fault condition. Remedies are to check for proper logic supply voltage.

•

Remove and replace the transient chopper assembly (# 20001-1401).

6.7.2.4

5. 24VDC UNSWITCHED POWER LOSS

Description This fault is triggered when the unswitched 24VDC is interrupted. Action •

Refer to Chapter 7, Schematic # 20001-9372.

•

Check the voltage between TB1-1 and TB1-3. If the reading is below 24 volts, refer to the truck manufacturer’s troubleshooting guide.

•

Check the status of the breaker CB4.

•

Measure the System Controller terminal E41 for presence of 24VDC.

•

Check the diode D5 in the System Controller assembly.

6.7.2.5

6. NOT USED

6.7.2.6

7. +/- 15V OR 5V FAULT

Description This fault is triggered when the plus or minus 15 volts or 5 volts supply is interrupted or out of range. Chapter 6

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Action •

Refer to Chapter 7, Schematic # 20001-9372.

•

Check the status of breakers CB4 and CB5.

•

Check diodes D5, D7, and D8.

•

Ensure the relay K3 (24V supply relay) is energized.

•

Ensure the K3 NO contact is closed.

•

Check the System Controller Power Supply PS1 output voltages and input voltage (24 Volts). Remove and replace the power supply PS1, as needed.

6.7.2.7

8. 24V UNDERVOLTAGE

Description This fault is triggered when the 24V supply is less than 22V. With this fault, the relay K1 opens, which results in turning off the 24V supply to the Truck Controllers. Action •

Refer to Chapter 7, Schematic # 20001-9372.

•

Check the voltage between TB1-1 and TB1-3. If the reading is below 22 volts, the fault may be with the truck battery charging system. Refer to the truck manufacturer’s troubleshooting guide.

•

If the reading is higher than 24 volts, check the voltage on the A3 I/O module between TB8-2 and TB8-3. The reading should be .05 x battery voltage.

•

Check the status of breaker CB4.

•

Measure the System Controller terminal E41 for presence of 24 VDC.

•

Check the diode D5 in the System Controller assembly.

6.7.2.8

9. COMMUNICATIONS FAILURE LEFT INVERTER

Description This fault is triggered when the System Controller does not receive data from the Left Truck Controller for more than 300 msec (15 packets@20 msec).

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Action •

Access the System Controller “ System Status”. Look at the status of comm left and comm right. Under normal circumstances with good communication, it shows 0000. When anything other than 0000 appears, it indicates which side has bad communication. In the event the left side has poor communication, perform the following:

•

Ensure the fiber optic between the System Controller Port J14 (Tx) is properly connected to A Rx, located on the Left Truck UIC board (20001-9400).

•

Ensure the fiber optic between the System Controller Port J15 (Rx) is properly connected to A Tx, located on the Left Truck UIC board (20001-9400).

•

Blow contamination off the ports using clean dry pressurized air.

•

Clean the fiber optic ferrule end with 99% Isopropyl alcohol and lint-free cleaning paper.

•

Measure the fiber attenuation (must be TS- Digital I/O Test ON Using the shortcut commands, test the outputs by set/reset each port as indicated in Table 2 and observing the LEDs on the corresponding digital I/O modules. The LED will light when the command is issued and will go dark when the hex word is reset to the values shown above.

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Test Procedure Inverter Group Final Test 20001-9214 Rev D

August 26th, 2010

Table 2. 24V Output Tests. Set the word (in hexadecimal) as indicated and observe the associated I/O module LED. Channel

Function

Shortcut RESET

Shortcut SET

A5 Ch 12

B1 Command(Note 1)

X10

X11

A5 Ch 10

B2 Command

X20

X21

A5 Ch 8

B3 Command

X30

X31

A5 Ch 7

Dynamic Retard Lamp (K4) (Note X40 2)

X41

A5 Ch 6

24V Power Hold (K3)

X50

X51

A5 Ch 5

Exciter Field On (K2)

X60

X61

A5 Ch 4

24V Inverter Power On (K1)

X70

X71

A4 Ch 15

Spare Output #2 (MT 5500)

X80

X81

Blower Chopper Reset (MT 6300) A4 Ch 14

Spare Output #1

X90

X91

A4 Ch 13

Speed Event 2

XA0

XA1

A4 Ch 12

Speed Event 1

XB0

XB1

A4 Ch 11

Propulsion to Weigh-System

XC0

XC1

A4 Ch 10

System Fault Lt.

XD0

XD1

A4 Ch 9

Low Blower Pressure Lt.

XE0

XE1

Note 1: B1 must be set in order for B2 or B3 to turn on. In addition, 24v power is routed through the interlock on B1 to the other 2 contactors and is a hardware failsafe to ensure that the dc cooling motor on the retard grid is always activated when dynamic retard contactors are closed. The power for the fan motor is tapped off of the B1 resistor segment. B2 and/or B3 turning on before B1 may also be prohibited by a software/firmware lockout as well on some versions. See section 4.5.2 for hex address values for operation of multiple contactor combinations. Note 2: For the dynamic retard lamp, check that 24VDC is present at A7TB1-8(+) and 3(-) [ -7(-) for conversion units] when the Ch7 LED is lit and that 0V is present when it is dark. 4.5.5 Exit I/O test mod (Type TS)

Document No: 20001-9214 RevD

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Test Procedure Inverter Group Final Test 20001-9214 Rev D

August 26th, 2010

4.6 Analog Signal Check 4.6.1 On the PTU Main Screen, set the accel pedal calibration using the C1 through C4 commands as follows: C1 C2 C3 C4

MT-5500 2000 18000 2000 8000

MT-6300 3000 23000 2000 14000

*Type IP to set to default values*

Start the Real-Time display, Verify that the Accel and Retard commands reads 0 lb-ft with no pedal input. The settings above insure that there is a free space at the beginning and end of the pedal’s travel to avoid erroneous inputs due to vibration and to insure that maximum torque command is achieved before the pedal is depressed to 100 percent. The full range is 0-22500 for Accel and 0-10700 for Dynamic Retard torque. Temporarily remove truck wiring from A3 inputs tested below before inserting test jumper. 4.6.2 Turn on Park Brake release. 4.6.3 Jump SysCtrl -E35 to A3TB5-3 (+5V to accel pedal input) Verify that the PTU reads an Accel command between 21,500 and 22,500 ft-lb (MT-6300=25000 ft-lb) 4.6.4 Jump SysCtrl -E35 to A3TB6-3 (+5V to retard pedal input) Verify that the PTU reads an Accel command between -10,700 and -10,000 ft-lb (MT-6300=-16500 ft-lb) 4.6.5 Turn off Park Brake release. Reconnect E35. 4.6.6 Connect a 140 Ohm resistor from A3TB1-3 to -2 (Alternator Stator RTD), a jumper from -4 to -3 of same TB. Verify that the Alternator stator temperature reading on the Real-Time Display is between 102 and 106 C. Record the reading. 4.6.7 Repeat the above step, making the same connections at A3TB3 (Left Wheel Motor Temp). 4.6.8 Repeat the above step, making the same connections at A3TB4 (Right Wheel Motor Temp). 4.6.9 Repeat the above step, making the same connections at A3TB2 (Alternator Bearing Temp). 4.6.10 Reconnect A3 truck wiring.

Document No: 20001-9214 RevD

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Test Procedure Inverter Group Final Test 20001-9214 Rev D

August 26th, 2010

4.7 Left inverter Checkout 4.7.1 With control power on, connect the PTU serial cable to the Left Inverter Control module (J1) serial port. Press "H" (help screen) and check the version of the installed software. Otherwise, press "RST" to return to the boot monitor, press "D" to initiate download. When prompted, press "alt-D" (or click the “Download” menu item) to open the download file dialog box. Select the most current ICM truck software (“Tr” file) file that is in use and press "OK". When downloading is complete, press “F" (Flash-burn). Continue by initiating control application by tying “G” (Go-Ram).

Caution: The following steps will result in hazardous power levels in and around the equipment. They should only be conducted by personnel trained in the operation of High Voltage/ High Power equipment. 4.7.2 The IGBT inverter group will need a voltage greater than 450V dc input to get saturation detection on the driver circuitry. There is no low voltage switching test into a simple load possible. Precautions are made by utilizing several steps to insure safe operation during the first power up of a new inverter group. Type “ST” to verify status bits at zero dc link voltage: 11000 11000 11000. 4.7.3 Bring up the Real-Time display. Verify that the three IGBT temperature readings "IGBT Temp A", IGBT Temp B" and IGBT Temp C" and the ambient temperature readings all agree to within 2 degrees C. Record the readings. 4.7.4 Turn off 24V control power. Connect the tacho and harness assembly per 200019219-002 to TB3. Restore 24V control power. With the PTU still connected to the left inverter, bring up the Real-Time Display. Spin the tachometer (or wheel motor rotor on in-house test stand) by hand in the direction indicated by the arrow for a few seconds. Verify that the "omega rotor" readout on the display gives a positive reading. Spin the tachometer in the opposite direction for a few seconds. Verify that the "omega rotor" readout gives a negative reading. A functioning tachometer is critical for proper inverter operation. 4.7.5 At the boot prompt, type "SY" and hit the space bar (Ignore System Controller). This setting allows for autonomous direct operation of the individual inverter and wheel motor by direct command to the ICM via the laptop PTU. Connect the PTU serial cable to J1 of the left Inverter Control Module (ICM). The ICM is now ready to accept a speed command. A slow setting is recommended. 10-20 Hz rotation (300-600 rotor rpm will be more than fast enough). The speed input command is CS. Input a number as directed at the prompt (10 Hz is entered as 1000. With voltage present from a power source on the DC link, the command “RD” can be typed in the ICM PTU screen to initiate rotation at the specified speed. Type “RD” again to stop the test at anytime. It would be a good idea to start and stop at zero speed (CS = 0). Note that the Left Inverter gate drivers will make an audible sound. This test can be performed on an Document No: 20001-9214 RevD

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Test Procedure Inverter Group Final Test 20001-9214 Rev D

August 26th, 2010

assembled mining haul truck with the rear wheels safely elevated using the diesel and traction alternator to provide power on the DC link. Extreme caution should be used to minimize excessive wheel speed and care should be taken to clear personnel away from the truck during such a test. The same procedure above applies for setting a speed and then commanding the drive to run using the RD command. Truck mechanical brakes will need to be functional should the inverter fault during operation. A more likely method for in-field testing would be to simply drive the empty truck after assembly checks have been completed. The software will provide over-current protection and a pre-check to phase current sensors before full power is applied should there be any catastrophic component failure or mis-wiring. Operational checks of overspeeds and limit settings: Command “IP” (Initialize Parameters) entered into the PTU screen will initialize settings to their default values. Note

Shortcut Address

Accel pedal minimal

C1

Accel pedal maximal

C2

Retard pedal minimal

C3

Retard pedal maximal

C4

Dump body up max speed

C8

Empty load overspeed limit

C5

Loaded overspeed limit

C6

Overspeed delta (penalty)

C7

Low blower pressure max speed

C9

Speed event #1

C10

Speed event #2

C11

Truck serial number

C12

Use the ‘SD’ command to enter the address from the above list and then hit enter for the prompt to enter a new value in decimal. The ‘SW’ command can be utilized, but the displayed value will be in hexadecimal and the entered value will need to be in hex as well.

Document No: 20001-9214 RevD

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Test Procedure Inverter Group Final Test 20001-9214 Rev D

August 26th, 2010

The shortcut commands can simply be typed in at the PTU screen and will prompt you for a decimal value. A functional test of all limits and functions must be conducted before a truck is entered into service to ensure all inputs and seed settings function correctly. 4.8 Right Inverter Checkout 4.8.1 Connect the power supply and test load to the right inverter (A3) power terminals. Turn on the 24V and 85V control power supplies. Connect the PTU serial cable to the Right Inverter Control Module (J1) serial port. Repeat the software checks of part 4.7.1. 4.8.2 Repeat step 4.7.2 for the Right Inverter. 4.8.3 Repeat step 4.7.3 for the Right Inverter. 4.8.4 Repeat step 4.7.4 for the Right Inverter. 4.8.5 Repeat step 4.7.5 for the Right Inverter. 4.9

Quad Communication and CI Check (GTO only)

4.9.1 See Test Procedure Document No. 20001-9267. 4.10 Grid Fan Current Checks. 4.10.1 Open real time screen. Run Inverter up manually to max. speed. Verify check marks appear in retard grid squares one, two, and three, in box labeled “Retard Grid”. 4.11 Exciter Chopper Current Checks. 4.11.1 Connect cable roll ends to terminals FC4 and FC5 of Exciter chopper board 20001-9285. Turn on the Park Release switch. Take current reading of cable roll. Verify that it matches current reading on real time screen.

4.12 Cab Display Checks. 4.13 Blower comm. and function

Document No: 20001-9214 RevD

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Procedure IGBT Inverter Group Hipot Test Document No:

20001-9432

Revision: B

Original Issue Date: June 26th, 2006 Rev NC A B

Description ORIGINAL ISSUE Text error changes (ECO 10-44) ECO 10-60

Eng. M.S. C.H. C.H.

Date 6/26/06 8/26/10 9/27/10

Proprietary Notice: The information contained in this document is the sole property of General Atomics and it may not be disclosed or communicated to outside parties. It may be used by the recipient only for the purpose for which it was submitted.

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General Atomics-CAPE Inverter Group Dielectric Test

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1 General 1.1

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

1.2

Applicability - This test is to be performed on the inverter group only. In any circumstance, whether the inverter group installed in the test lab or installed aboard a truck, all control and power circuit interfaces external to the inverter group shall be removed prior to performing this test.

1.3

Test Sequence- the test is divided into three parts: Left Inverter and Related Control wiring; Right Inverter and Related Control wiring; and System Control Wiring. The Control Wiring for the each inverter is done in four parts; signal wiring to ground, signal wiring to shield, temperature sensor wiring to shield and 24V circuits to ground.

Caution:

Insulation testing, if not followed correctly, can damage sensitive electronic circuitry, especially CMOS logic chips. All procedures for isolating, shorting and disconnecting control circuits and components must be followed exactly. If not, component damage is very likely to occur in the event of an insulation breakdown. In many cases, the damage may cause intermittent failure or a delayed failure. 1.4

Test harnesses - tests harnesses used below shall be used to minimize the possibility of damage due to setup error. When setting up, every clip shall be connected to the correct point; a dangling clip indicates that a connection is missed. When taking the setup apart, a missing lead or harness indicates that something is left behind. After every test, a check shall be made to ensure that all ten components of the harness are found. A lead left in the equipment could cause a catastrophic failure when power is applied.

2 Equipment Required 2.1

Hipot tester

2.2

Megohmmeter

Associated Research Model 5560DT.or equivalent "Megger" Capable of 1000VDC and >1000MOhm full-scale reading.

2.3

Phase Module (IGBT) Jumper Harness (3)

PI drawing No. 20001-9224-001

2.4

Inverter Jumper Harness (1)

PI drawing No. 20001-9224-002

2.5

Control Wiring Test Board

Document No: 20001-9432 Rev B

PI Drawing No. 20001-9224-003

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General Atomics-CAPE Inverter Group Dielectric Test

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2.6

Contactor control grounding harness

PI drawing No. 20001-9224-004

2.7

3" Crocodile Clip Lead (2)

PI drawing No. 20001-9224-005

2.8

Contactor Power Harness

PI Drawing No. 20001-9224-006

2.9

Miscellaneous Harness

PI Drawing No. 20001-9224-007

2.10 #18 to #22 Bare Tinned copper bus wire (approx 15 ft.) 2.11

Test Sheet:

All data from this test shall be recorded on the test data sheet: PI Document No. 200019225.

2.12

Schematic Documents:

Power Circuit AC drive - 20001-9106 AC drive-low voltage (24v) - 20001-9372

3 Testing 3.1

Left Inverter (Major Assy. A2) Setup

3.1.1 Remove all phase module covers and disconnect all IGBT gate driver board control leads (E1-E10) at the IGBT gate drive boards. Do the same for all phase module gate driver boards in A, B, and C phases for both sides. Short each set of 10 IGBT gate harness leads (E1-E10) with bus wire and/or alligator clip jumper leads. Bend the leads so that the terminals are at least 1 inch away from the IGBT gate drive terminals on the board. 3.1.2 On phase modules (A, B ,and C phases), install the three Phase Module Jumper Harnesses per section 2.3, above, connecting the terminals at the respective terminal points illustrated in Figure 1 and 1a, below. 3.1.3 At the inverter controller, A5, disconnect J2, J3, J4 and J5 and connect to the respective points on the Inverter Controller Test Board. Connect the SIG, TEMP and SHLD leads to ground. 3.1.4 Disconnect transient chopper power cabling and control power plug. Chopper module may be removed from cabinet to facilitate insulation of power cabling from frame. 3.1.5 Disconnect the ground return lead on C4 and apply a short across the same with the clip lead described above in section 2.7. See Figure 2. 3.1.6 Install the Inverter Jumper Harness per section 2.4, above to E1, E2A, E2B, E3A, and E3C (left Inverter) and E1, (E3A or E3B), and E2 (right inverter). AC output leads E4, E5, and E6 (left and right drives) should also be connected together with the other connections if the phase module output plates are not connected or if modules are removed. See Figure 3.

Document No: 20001-9432 Rev B

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3.1.7 Short both leads, HV+ and HV- at the voltage monitor, A1 with clip lead described above in section 2.7. See Figure 4. 3.1.8 Connect the contactor control grounding harness per section 2.6, above to the respective points at TB7-1 through -4 and TB7-6 through -12 on each side of the inverter group. ENSURE phase module IGBT gate driver control card power connectors (E11, E12) are disconnected for the control circuits test. 3.1.9 If the System Control is installed, disconnect all wiring from the system Control at P41 disconnect plug in system panel.

Figure 1: Connect the test harness (or bus wire) to the respective points on each of three phase modules.

Document No: 20001-9432 Rev B

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Figure 1a: Close up of IGBT gate driver board wire harness bus wire shorting connections.

Document No: 20001-9432 Rev B

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Figure 2: Disconnect grounding lead from frame (or at cap) and short EMI capacitor C4.

Figure 3: Main power cabling Hi-Pot / Megger jumper connections. Both inverter sides (left and right drive) shown connected simultaneously.

Document No: 20001-9432 Rev B

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Figure 4: jumper lead across voltage monitor LEM HV+ and HV- (both cabinets). 3.2

Left Inverter Power Circuits Test

Caution: The tests described below involve the application of high voltage to the equipment. They should be carried out only by personnel trained in working with test voltages of 5000VAC or DC. 3.2.1 Set the Megohmmeter to produce 1000VDC Output. Connect the GND lead to the inverter frame and the HV lead to E1. Measure the resistance and verify that it is no less than 5 Mohms at 1000VDC. If the reading is unstable at any level, it should be noted and brought to the attention of the cognizant test engineer. Use the megger to discharge the inverter under test and connect a ground clip from E1 to the inverter frame. 3.2.2 Connect the Hipot tester GND lead to the inverter frame. Connect the HV lead to the E1 lug and leave the other end disconnected. Set the Hipot tester for 5000VDC, 1 minute ramp and 1 minute dwell time. Connect the other end of the HV lead to the Hipotter. Press the "Test" button and note the leakage current as the voltage ramps up. Record the leakage current at the beginning of the dwell period and at the end. If a breakdown occurs, note the voltage at which it occurred. Connect a ground clip from E1 to the inverter frame to ensure that all circuits remain discharged for the next test. 3.3

Left Inverter Control Circuits Test

3.3.1 Megger Test of Signal Circuits to Ground - Set the Megohmmeter to produce 500VDC Output. Connect the GND lead to the inverter frame. On the inverter controller test board, disconnect the SHLD, TEMP and SIG leads from ground and connect all three to the HV lead of the Megohmmeter. Measure and record the resistance at 500VDC. Use the megger to discharge the circuit under test and connect a ground clip from the common lead to the inverter frame to ensure that all circuits remain discharged. Document No: 20001-9432 Rev B

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3.3.2 Hipot Test of Signal Circuits to Ground - As in the previous step, connect the Hipot tester leads between the frame ground and the SHLD, TEMP and SIG leads. Set the Hipot tester for 750VAC, 1 minute ramp and 1 minute dwell time. With the HV lead still disconnected at the hipot, press the "Test" button and note that Voltage, ramp and dwell settings are correct. Connect the HV lead to the Hipot. Press the "Test" button and note the AC leakage current as the voltage ramps up. Record the leakage current at the beginning of the dwell period and at the end. If a breakdown occurs, note the voltage at which it occurred. Connect a ground clip from the SHLD, TEMP and SIG leads to the inverter frame to ensure that all circuits are discharged and grounded for the following tests. 3.3.3 Megger Test of Signal Circuits to Shields - Set the Megohmmeter to produce 500VDC Output. Connect the GND lead to the inverter frame. Disconnect the SIG lead from ground and connect to the HV lead of the Megohmmeter. Leave the TEMP and SHLD leads grounded. Measure and record the resistance at 500VDC. Use the megger to discharge the circuit under test and ground the leads to ensure that all circuits remain discharged. 3.3.4 Hipot Test of Signal Circuits to Shields - As in the previous step, connect the Hipot tester leads between the frame ground and the SIG lead. Set the Hipot tester for 1050VAC, 1 minute ramp and 1 minute dwell time. With the HV lead still disconnected at the hipot, press the "Test" button and note that Voltage, ramp and dwell settings are correct. Connect the HV lead to the Hipot. Press the "Test" button and note the AC leakage current as the voltage ramps up. Record the leakage current at the beginning of the dwell period and at the end. If a breakdown occurs, note the voltage at which it occurred. Connect a ground clip from the SHLD, TEMP and SIG leads to the inverter frame to ensure that all circuits are discharged and grounded for the following tests. 3.3.5 Megger Test of Temperature Sensors - With the SHLD and SIG leads grounded, connect the megger between frame ground and the TEMP lead. Measure and record the insulation resistance at a test voltage of 150VDC. Reconnect the TEMP lead to ground. 3.3.6 Megger Test of 24V Control Circuits - CAUTION: Ensure that the 24v

power leads are disconnected from the IGBT gate driver card for the next two steps (E11, E12 on card) 3.3.7 Set the Megohmmeter to produce 500VDC Output. Connect the GND lead to the inverter frame. Disconnect the COM lead of the contactor grounding harness and connect to the HV lead of the megohmmeter. Leave all other leads grounded. Measure and record the resistance at 500VDC. Use the megger to discharge the circuit under test and ground the leads to ensure that all circuits remain discharged. 3.3.8 Hipot Test of 24V Control Circuits - As in the previous step, connect the Hipot tester leads between the frame ground and the COM lead of the contactor grounding harness. Set the Hipot tester for 1180VAC, 1 minute ramp and 1 minute dwell time. With the HV lead still disconnected at the hipot, press the "Test" button and note that Voltage, ramp and dwell settings are correct. Connect the HV lead to the Hipot. Press the "Test" button and note the AC leakage current as the voltage ramps up. Record the Document No: 20001-9432 Rev B

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leakage current at the beginning of the dwell period and at the end. If a breakdown occurs, note the voltage at which it occurred. Connect a ground clip from the SHLD, TEMP and SIG leads to the inverter frame to ensure that all circuits are discharged and grounded for the following tests. 3.3.9 Remove all wiring harnesses in preparation for the next step. 3.4

Right Inverter (Major Assy. A3) Setup

3.4.1 Repeat step 3.1.1 for the right inverter. 3.4.2 Repeat step 3.1.2 for the right inverter. 3.4.3 Repeat step 3.1.3 for the right inverter. 3.4.4 Repeat step 3.1.4 for the right inverter. 3.4.5 Repeat step 3.1.5 for the right inverter. 3.4.6 Repeat step 3.1.6 for the right inverter. Note that there is no E2B connection. 3.4.7 Repeat step 3.1.7 for the right inverter. 3.4.8 Repeat step 3.1.8 for the right inverter. 3.4.9 Repeat step 3.1.9 for the right inverter. 3.5

Right Inverter Power Circuits Test

3.5.1 Repeat step 3.2.1 for the Right Inverter 3.5.2 Repeat step 3.2.2 for the Right Inverter 3.6

Right Inverter Control Circuits Test

3.6.1 Repeat step 3.3.1 for the Right Inverter 3.6.2 Repeat step 3.3.2 for the Right Inverter 3.6.3 Repeat step 3.3.3 for the Right Inverter 3.6.4 Repeat step 3.3.4 for the Right Inverter 3.6.5 Repeat step 3.3.5 for the Right Inverter 3.6.6 Repeat step 3.3.6 for the Right Inverter 3.6.7 Repeat step 3.3.7 for the Right Inverter 3.6.8 Repeat step 3.3.8 for the Right Inverter

Document No: 20001-9432 Rev B

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4 Continuity Checks 4.1

Right Inverter ICM (P33).

4.1.1 Check continuity of the following wires: See Figure 6 Phase B current LEM

Phase C current LEM

Voltage LEM

P33-B < > current LEM- M

P33-N < > current LEM- M

P33-S < > voltage LEM- M

P33-C < > current LEM- (+)

P33-H < > current LEM- (+)

P33-M < > voltage LEM- (+)

P33-E < > current LEM- (-)

P33-R < > current LEM- (-)

P33-P < > voltage LEM- (-)

*The orientation of the terminals for the Phase B current LEM are leads facing down, Phase C current LEM leads are facing up.* 4.2

Left Inverter ICM (P33).

4.2.1 Repeat step 4.1.1 for Left Inverter

Figure 5

Document No: 20001-9432 Rev B

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5 Post-Inspection This step shall be performed by a qualified Quality Assurance delegate. 5.1.1 On all phase modules, check all IGBT gate leads and power connections to ensure that the polarity is correct and that the connections are adequately tightened. Inspect the interior of the phase module to ensure that no tools, debris, clips or clip leads are left inside and that all wire harnesses are intact. Install all phase module covers. 5.1.2 On both inverters, check that both shorting clip leads have been removed and that all leads have been replaced on C4. 5.1.3 Check that all Inverter Control Module (ICM) connections have been re-secured. 5.1.4 On the system control panel, make sure plug P41 is reconnected and fully locked 5.1.5 Ensure jumper wires have been removed from voltage monitor LEM’s at bottom frame.

Document No: 20001-9432 Rev B

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Maintenance Procedure Retard Contactor (PI Part # EC-0026) Main Contact and Auxiliary Interlock Replacement

Document No: 20001-9436

Revision: A

Original Issue Date: June 19th, 2006 Rev

Description

Eng.

Date

Appv.

Date

NC

Initial Release

DO

6/19/06

DO

6/23/06

A

Added PI part number to Kits

DO

6/11/07

DO

6/13/07

Proprietary Notice: The information contained in this document is the sole property of General Atomics and it may not be disclosed or communicated to outside parties. It may be used by the recipient only for the purpose for which it was submitted.

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1- Description The retard contactor is a DC contactor rated 1500 Volts, 1600 ADC with a 12 VDC operating coil. Although not part of the contactor, a transient suppressor is connected in parallel with the operating coil.

Fig. 1- Retard Contactor (EC-0026)

Document No: 20001-9436 Rev A

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Fig. 2 A - Retard Contactor Exploded View

Document No: 20001-9436 Rev A

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NOTE: Item 297 is PI P/N EC-0027. Item 299 is PI P/N EC-0019 Fig. 2 B - Retard Contactor Parts Description

Document No: 20001-9436 Rev A

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NOTE: In the following procedures, the number in parentheses refers to item number shown in Figure 2.

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

Fig. 3 – Main Contact Alignment

Document No: 20001-9436 Rev A

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The contacts (227) may be bent open or close to achieve the desired gap.

6. Re-install the blow out coil assembly (273). 7. Place the new movable contact (245) on the movable contact support (243) and secure it with the new screws (245) and lock washers (232). 8. Re-install the arc chute assembly (285) by depressing the arc chute latch (237); insert the arc chute assembly until the arc chute latch (237) springs up. 9. Check for freedom of movement by manually lifting up the operating lever (271).

3- Auxiliary Interlock Replacement Procedure

Auxiliary Contact Assembly (256) Removal: 1. 2. 3. 4. 5.

Disconnect from the auxiliary contact assembly all control wires. Remove hardware (264), (265), (266), and interlock operator (263). Remove the screws (267). Remove the interlock support (260) with the auxiliary contact assembly attached. Remove the screws (262) and the lock washers (261) from the interlock support, separate and discard the old auxiliary contact assembly.

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

Auxiliary Contact Assembly (256) Alignment: 1. Check for freedom of movement between the interlock operator (263) and the operating lever (271). 2. With reference to figure 4, with contactor operating coil de-energized, verify that the top of the interlock plunger is within ±0.030 inch of the top of the auxiliary contact assembly housing. Document No: 20001-9436 Rev A

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3. With reference to figure 4, with the contactor operating coil energized, verify that the bottom of the interlock plunger is within ±0.030 inch of the bottom of the auxiliary contact assembly housing.

Fig. 4 – Auxiliary Contact Assembly Alignment NOTE: Travel of the interlock plunger may be adjusted by bending both sides of the operating lever in front of the spring cups.

Document No: 20001-9436 Rev A

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Field Procedure Alt/DC Link Ground Fault Detection Test

Document No: 20001-9437

Revision: A

Original Issue Date: August 16th, 2006 Rev

Description

Eng.

Date

NC

Initial release

DO

8/16/06

A

ECO 10-64

DO

10/19/10

Proprietary Notice: The information contained in this document is the sole property of General Atomics and it may not be disclosed or communicated to outside parties. It may be used by the recipient only for the purpose for which it was submitted.

Page 1 of 3

BI617250

1- Description The purpose of the test is for insuring that the alternator AC circuit and the DC link ground fault detection is operational. This is achieved by connecting a ground simulation device from the alternator AC to ground, and from the DC Link to ground (Truck chassis). The ground simulation device (GA P/N 20001-9561) consists of a jumper protected by a fuse 6Amp, 1500 VDC (GA P/N EF-0013). In the event the ground fault detection does not detect the simulated ground, the fuse will blow. 2- Procedure: -

-

Insure the engine is shut off and the 24 V switched is OFF. This is to allow the B1 contactor to pick up and discharging the DC link input filter capacitors. Wait 2 minutes to allow residual voltage to collapse thru the bleeder resistors. With a Voltmeter, measure between the DC link and the ground to insure the filter capacitors are discharged. Check that the fuse is not opened, replace the fuse if necessary. Connect the “Grounding Jumper” between the contactor B1 bottom bus and the ground per the following illustration:

NOTE: Although the procedure recommends using the bus to the B1 contactor, It acceptable to connect the jumper between the ground and either B2 or B3.

Document No: 20001-9437 Rev A

Page 2 of 3

BI617250

-

-

-

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

Turn the truck on, turn off the park brake. Verify the system record an “Alt/ DC Link Ground Fault”. Shut the truck down and insure the DC link is totally discharged, remove the grounding jumper. In the event the ground fault detection fails, there will be no fault message and the fuse will blow; shut the engine off, discharge the DC link and proceed with trouble shooting the ground fault detection circuit. Repeat the test after trouble shooting and the repair are done.

Document No: 20001-9437 Rev A

Page 3 of 3

BI617250

Field Procedure Traction Motor Ground Fault Detection Test

Document No: 20001-9592

Revision: A

Original Issue Date: October 26th, 2010 Rev

Description

Eng.

Date

A

Initial release

DO

10/26/10

Proprietary Notice: The information contained in this document is the sole property of General Atomics and it may not be disclosed or communicated to outside parties. It may be used by the recipient only for the purpose for which it was submitted.

Page 1 of 2

BI617250

1- Description The purpose of the test is for insuring that the traction motor ground fault detection is operational. This is achieved by connecting a ground simulation device from any of the traction motor three phases to ground (Truck Chassis). 2- Procedure LEFT MOTOR: 1. Insure the engine is shut off and the 24 V switched is OFF. This is to allow the B1 contactor to pick up and discharge the DC link input filter capacitors. 2. Wait 2 minutes to allow residual voltage to collapse thru the bleeder resistors. 3. With a Voltmeter, measure between the DC link and the ground to insure the filter capacitors are discharged. 4. In the axle box, measure the voltage between each traction motor phase and ground to insure there is no remaining voltage. Measure for both left and right motors. 5. Connect one lead of the Traction motor ground simulation device (GA P/N 20001-9586) to any left motor phase and the other lead to ground. 6. Shut the axle box door. 7. Start the engine and turn on the 24V switched. Let all alarms clear. 8. Move reverser to “Forward” 9. Release the park brake. 10. Gently, depress the accel pedal for few seconds. Release the pedal as soon as fault alarm is triggered. 11. Verify the system record a “Traction Motor Ground Fault” and that message is displayed on the Cab display. 12. As fault is fatal and requires manual reset, verify that with selector in forward and accel pedal depressed, the truck does not move. 13. Shut the truck down. Right Motor: Repeat above steps 1 to 13 for right motor. 14. Shut the truck down and insure the DC link is totally discharged. 15. Remove the ground simulation device. NOTE: In the event the ground fault detection fails (no fault triggered within few seconds), shut the engine off, discharge the DC link and proceed with trouble shooting the ground fault detection circuit. Repeat the test after repair.

Document No: 20001-9592 Rev A

Page 2 of 2

BI617250

Field Procedure Blower drive Output Ground Fault Detection Test

Document No: 20001-9593

Revision: A

Original Issue Date: October 26th, 2010 Rev

Description

Eng.

Date

A

Initial release

DO

10/26/10

Proprietary Notice: The information contained in this document is the sole property of General Atomics and it may not be disclosed or communicated to outside parties. It may be used by the recipient only for the purpose for which it was submitted.

Page 1 of 2

BI617250

1- Description The purpose of the test is for insuring that the Blower Drive output ground fault detection is operational. This is achieved by connecting a ground simulation device from any of the traction blower motor three phases to ground (Truck Chassis). 2- Procedure 1. Insure the engine is shut off and the 24 V switched is OFF. This will allow the B1 contactor to pick up and discharge the DC link input filter capacitors. 2. Wait 2 minutes to allow residual voltage to collapse thru the bleeder resistors. 3. With a Voltmeter, measure between the DC link and the ground to insure the filter capacitors are discharged. 4. Connect one lead of the Blower drive ground simulation device (GA P/N 20001-9587) to any traction blower motor phase and the other lead to ground. NOTE: Do not connect to the terminal bar located at the bottom of blower inverter. Preferred location is at the motor junction box or fuse box. 5. Start the engine and turn on the 24V switched. Let all alarms clear. 6. Move reverser to “Forward” 7. Turn off the park brake. 8. Wait few seconds allowing the DC link to reach voltage allowing the blower drive to start and the blower motor to speed up. 9. Verify the system record a “Blower drive output Ground Fault” and that message is displayed on the Cab display. 10. As fault is fatal and requires manual reset, verify that with selector in forward and accel pedal depressed, the truck does not move. 11. Shut the truck down and insure the DC link is totally discharged. 12. Remove the ground simulation device. NOTE: In the event the ground fault detection fails (no fault triggered within few seconds), shut the engine off, discharge the DC link and proceed with trouble shooting the ground fault detection circuit. Repeat the test after repair.

Document No: 20001-9593 Rev A

Page 2 of 2

BI617250

IGBT Phase Module Field Test Procedure

Document No: 20001-8618

Revision: B

Original Issue Date: August 30, 2007 Rev

Description

Eng.

Date

Appv.

Date

A

Initial Release

DO

8/30/07

DO

9/07/07

B

Updated, pictures added

DO

2/21/08

DO

2/22/08

Proprietary Notice: The information contained in this document is the sole property of General Atomics and it may not be disclosed or communicated to outside parties. It may be used by the recipient only for the purpose for which it was submitted.

20001-8618 Rev B.doc

Page 1 of 4

BI617250

1- Description The purpose of this field test procedure is for allowing field personnel to test the phase module power components (IGBTs Q1 to Q4, Diodes D1 and D2, capacitors C1 to C4). Please refer to attached schematic 20001-8553 and check list. Note: Phase module power components are electrically connected by a buss assembly; do not attempt disconnecting any power components. If a test between two terminals does not match the value indicated in the check list, return the whole phase module.

2- Procedure: -

Disconnect the fast-on terminals E1 to E10 from the gate driver.

-

Disconnect the DC link terminals E1A, E1B, E2A, E2B, E4A, and E4B.

-

Disconnect the AC output terminals E3A and E3B.

-

With a multi-meter set to diode test, check from terminal to terminal per the attached check list.

-

If a reading varies drastically from the expected value, remove and replace the whole phase module.

Note: The multi-meter type, brand, and the battery level may affect the readings. As such, the readings shown in the test list are general indications; some difference in the readings is possible and this does not mean that tested components are defective.

20001-8618 Rev B.doc

Page 2 of 4

BI617250

Check list FROM

TO

Reading

Component tested

Positive on E4

Negative on E5

.OL

Q2 Gate-Emitter

Negative on E4

Positive on E5

.OL

Q2 Gate-Emitter

Positive on E1

Negative on E5

.OL

Q2 Emitter-Collector

negative on E1

Positive on E5

0.267

Q2 Emitter-Collector

Positive on E2

Negative on E3

.OL

Q1 Gate-Emitter

Negative on E2

Positive on E3

.OL

Q1 Gate-Emitter

Positive on E1

Negative on E3

.OL

Q1 Emitter-Collector

Negative on E1

Positive on E3

0.267

Q1 Emitter-Collector

Positive on E7

Negative on E8

.OL

Q3 Gate Emitter

Negative on E7

Positive on E8

.OL

Q3 Gate Emitter

Positive on E6

Negative on E8

1.1 increasing slowly to .OL

Q3 Emitter-Collector

Negative on E6

Positive on E8

0.267

Q3 Emitter-Collector

Positive on E9

Negative on E10

.OL

Q4 Gate Emitter

Negative on E9

Positive on E10

.OL

Q4 Gate Emitter

Positive on E6

Negative on E10

1.1 increasing slowly to .OL

Q4 Emitter-Collector

Negative on E6

Positive on E10

0.267

Q4 Emitter-Collector

Positive on E4A/E4B

Negative on E1A/E1B

0.267

D1 and D2

Negative on E4A/E4B

Positive on E1A/E1B

.OL

D1 and D2

Positive on E1A/E1B

Negative on E2A/E2B

.OL

C1, C2, C3, and C4

Negative on E1A/E1B

Positive on E2A/E2B

0.796

C1, C2, C3, and C4

20001-8618 Rev B.doc

Page 3 of 4

BI617250

20001-8618 Rev B.doc

Page 4 of 4

BI617250

10880 THORNMINT ROAD SAN DIEGO, CA 92127, USA 00-1-858-762-7008

BI617250

Document # 20001-9500 Revision D

BLOWER DRIVE MANUAL FOR THE MT6300 IGBT TRACTION INVERTER

Presented by: Address: Phone:

General Atomics 10880 Thornmint Road San Diego, CA 92127, USA 00-1-858-762-7008

BI617250

Title:

Number:

Blower Drive Manual for the MT6300 IGBT Traction Inverter

20001-9500

Revision:

C

TABLE OF CONTENTS 1

INTRODUCTION .............................................................................................................1

2

OPERATION ...................................................................................................................1

3

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

4 5

PREVENTIVE MAINTENANCE SCHEDULE...................................................................1 5.1 2,000 HOUR / 6 MONTH PM ...............................................................................1 5.2 12,000 HOUR / 2 YEAR PM ................................................................................1 LIST OF FIGURES

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

Page ii

BI617250

Title:

Number:

Blower Drive Manual for the MT6300 IGBT Traction Inverter

1

Revision:

20001-9500

C

INTRODUCTION

The MT6300 IGBT Traction Inverter is air cooled. A constant air flow is required allowing the AC Drive inverter to develop the maximum power output of 4000 HP in accel and up to 6000 HP in retard. A Traction blower drive consisting of a Chopper assembly, a smoothing reactor, and an AC inverter module provides a three phase, 460 volts feed to the traction blower motor. NOTE:

The Alternator blower motor is not controlled / powered by the blower drive. It is powered directly from the alternator three phase output.

The traction blower inverter output is set to a constant 83 Hz allowing the motor to run at its maximum rpm but still within the nameplate allowable phase current.

Chapter 1

Page 1 of 1

BI617250

Title:

Number:

Blower Drive Manual for the MT6300 IGBT Traction Inverter

2

20001-9500

Revision:

C

OPERATION

The Blower drive power input is connected to the AC drive DC link. The low voltage control is connected to the truck 24 VDC switched. The AC Inverter is controlled via a RS232 communication link connected to the traction inverter system controller. As previously described in the AC drive inverter manual, the DC link voltage fluctuates from a minimum 700 VDC in low idle to 1600 VDC in Accel and up to 1950 VDC in Retard. The Chopper module function is for regulating its output, regardless of the DC link voltage, to a constant 650 VDC that is connected to the AC inverter thru a smoothing reactor. A commercial inverter is controlling output voltage and frequency to the blower motor. The AC Inverter has its own software (proprietary to Rich-Electric). A number of parameters are set and programmed via a key pad.

Figure 1-1. Blower Drive Block Diagram

Chapter 2

Page 1 of 1

BI617250

Title:

Number:

Blower Drive Manual for the MT6300 IGBT Traction Inverter

3 3.1

20001-9500

Revision:

C

GENERAL DESCRIPTION COMPONENT LAYOUT

Refer to the assembly drawings for component locations (drawings are on the following pages). Drawing #

Title

20001-8564

Assembly, Blower Drive

20001-8566

Blower Chopper Assembly

20001-8560

Smoothing Reactor, Blower Drive

Chapter 3

Page 1 of 6

BI617250

BI617250

BI617250

BI617250

BI617250

BI617250

BI617250

BI617250

BI617250

BI617250

BI617250

BI617250

Title:

Number:

Blower Drive Manual for the MT6300 IGBT Traction Inverter

3.2

20001-9500

Revision:

C

CHOPPER MODULE

Figure 2-1. Chopper Module (photo and schematic) The Chopper Module’s sole function is to provide constant voltage to the AC Inverter input (see Figure 2-1). The Chopper regulates its output to a constant 650 VDC regardless of the AC Inverter current draw and from a 700 to 1950 VDC DC link voltage level.

Chapter 3

Page 2 of 6

BI617250

Title:

Number:

Blower Drive Manual for the MT6300 IGBT Traction Inverter

3.3

Revision:

20001-9500

C

CHOPPER CONTROL BOARD

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

SMOOTHING REACTOR (L1)

Figure 2-3. The Smoothing Reactor (photo and schematic) The Smoothing Reactor’s function is to reduce the amplitude of voltage spikes between the Chopper Module output and the AC Inverter input.

Chapter 3

Page 3 of 6

BI617250

Title:

Number:

Blower Drive Manual for the MT6300 IGBT Traction Inverter

3.5

20001-9500

Revision:

C

AC INVERTER MODULE

Figure 2-4. The AC Inverter Module (photo and schematic) The AC Inverter function is to control the blower motor rotating speed. Its three-phase output is frequency controlled with a nominal voltage of 460 VAC and a maximum current output of 165 Amps, which allows driving a blower motor of up to 125 HP. See Figure 2-4 The AC Inverter Module is a commercial product manufactured by Rich-Electric and is customized for this application.

Chapter 3

Page 4 of 6

BI617250

Title:

Number:

Blower Drive Manual for the MT6300 IGBT Traction Inverter

3.6

20001-9500

Revision:

C

TERMINAL BAR TB1

Figure 2-5. The 24 V Switched Control Voltage is Connected to TB1-1 and TB1-2. (photo and schematic) 3.7

COMMUNICATION LINK

Figure 2-6. The RS232 Communication Link is Connected to J3 (photo and schematic)

Chapter 3

Page 5 of 6

BI617250

Title:

Number:

Blower Drive Manual for the MT6300 IGBT Traction Inverter

3.8

20001-9500

Revision:

C

COOLING FANS (FAN1, FAN2)

Figure 2-7. Two Cooling Fans Circulate Air inside the Blower Drive (photo and schematic) 3.9

KEYPAD

Figure 2-6. Chopper Manual Reset and Keypad

Chapter 3

Page 6 of 6

BI617250

Title:

Number:

Blower Drive Manual for the MT6300 IGBT Traction Inverter

4

20001-9500

Revision:

C

BLOWER DRIVE SCHEMATICS

Schematic #

Description

20001-8562

Power Schematic, Blower Drive

20001-8565

Control Schematic, Blower Drive

Chapter 4

Page 1 of 1

1

2

3

4

BI617250

6

5

CHOPPER MODULE DC + LINK

+E1

102

F1

D1 182

150A 1500V

184

-8565 ZONE C2

ND261N24K

D

C1 -8565 ZONE C4

D

C1

U2A FD600R17KE3_B2 E1 E1

186

2

L1 5.5 mH

TB4-8

1

R3

E5

R5

103

C9

C

0.033uF 1600V

E2

E6

180

J2-A

P2-B

180

E7

FD600R17KE3_B2

4x3300uF

105

R6

200A = In Pri 1:2000 RATIO

C1 -8565 ZONE B4

M +

75K 130W

CS1

185

C1

-8565 ZONE B4

SMOOTHING REACTOR

-E2

101

150A 1500V

1

5

3

ZONE B6 -8565 -8565 ZONE B6

4

C

1

5

7

-8565 ZONE B6

2

ZONE B6 -8565

6 7

ORN RED BRN BLK

E12

-8565 ZONE C2

ND261N24K

7 2

CS3 ORN RED BRN BLK

+15 -15 OUT COM 4V/300A

192

E1

-8565 ZONE B6

2

6

187

G1

183

ZONE B6 -8565

6

PWA FUSE

D2 181

-8565 ZONE B6

4

CS2

E1

DC LINK

-8565 ZONE C6

TB4-9

3

-8565 ZONE B2

F2

ZONE B6 -8565

1

5

251 252 253

FD600R17KE3_B2 -8565 ZONE B4

4

RW B

U4A B

E4

ZONE C6 -8565

400V

75K 130W

500 130W NON-IND

E2

4

U7

C13-C16

R4 4x100uF 1200V

-8565 ZONE C6

0.033uF 1600V

U4B

C5-C8

ZONE C6 -8565

TB4-7

C10

C2

R2

400V

75K 130W

3

BSM 300 GB 120 DL

FD600R17KE3_B2

3

4x3300uF

U6

BSM 300 GB 120 DL

U2B

U5

BSM 300 GB 120 DL

C9-C12

500 130W NON-IND

+15 -15 OUT COM 4V/300A

189

TB4-1

CS4 ORN RED BRN BLK

TB4-2

E11

B

4V/300A

190

TB4-3

+15 -15 OUT COM

-8565 ZONE B5

C2

188

-8565 ZONE B5

4x100uF 1200V

75K 130W

E3

-8565 ZONE C5

C1-C4

R1

-8565 ZONE C2

-8565 ZONE C4

AC INVERTER MODULE

-8565 ZONE B2

-8565 ZONE C4

G1

TB4-4

191

TB4-5

TB4-6

OUTPUT TO BLOWER MOTOR(S)

GND

A

REV NC A B

BLOWER DRIVE ENCLOSURE

DESCRIPTION NEW RELEASE DELETE SHEET 2 PER ECO 10-72

DRAWN DATE N FARR N FARR 10-22-08 N FARR 10-26-10

A Title

POWER SCHEMATIC, BLOWER DRIVE

Size

Number

B Date: 10-22-08 File: 20001-8562-B.ddb 1

2

3

4

5

Rev

20001-8562

B

Sheet 1 of 1 Drawn: NOLAN FARR 6

BI617250 1

2

4

3

PCB2

J3

FAN1

D

TB1-3

1 6 2 Tx 7 3 Rx 8 4 9 5

TO BE CONNECTED TO J4 -9372 SHT 2 OF 3

TB2-1

250

P3

+ TB2-2 -

FAN2 TB3-1 TB3-2 D3

1 6 2 7 3 8 4 9 5

DB9 FEMALE

+

R11 10 2W

TW SH TW SH

J4 1 6 2 7 3 8 4 9 5

DB9 FEMALE

W B

262 TW SH

263

Tx Rx

6CN-1 6CN-2 6CN-4

TW SH

D

RICH ELECTRIC

264

INVERTER CONTROL

DB9 MALE

-

1.5KE26

PCB1

TB1-1 TB1-2

C

+24V SW.

200

24V COM

100

P1-A

J1-A

U1

E10 E16 P1-B

256

CONTROL BD RICH

C1

C1 Z1

440V

Z2

440V

Z3

440V

Z4

15V

-8562 ZONE D2

J1-B E11

TO U2A GND

24V SWITCHED FROM TRUCK SYSTEM

E9

E17 E18

ZONE D3 -8562

INPUT VOLTAGE SENSING

ZONE A3 -8562

184

257

G1

258

E1

VOLTAGE FEEDBACK

J2-A

-8562 ZONE B4

E1

-8562 ZONE D2 C -8562 ZONE D2

PCB3

GATE CLAMP 20001-9348

E15

-8565 SHT 1 ZONE A3

U3 183

E12

E19

259

C1

C1 Z1

P2-A

G1

188

E13 (+)

-8562 ZONE B2

440V

Z2

440V

Z3

440V

Z4

15V

-8562 ZONE B5 TO U4A

P2-C

J3-C

-8562 ZONE B4

187

E14 (-)

E20 E21

260

G1

261

E1

G1 E1

R W B

-8562 ZONE B3

251 252 253 1K 1W

HEAT TEMP SENSOR +

TS1

E1 E2 E3

W B

W B

-8562 ZONE B2

#16

E4 E5

SHLD

E6

265

E7

SHLD

-8562 ZONE B5

-8562 ZONE B6

ORN RED BRN BLK

13CN-1 13CN-2 13CN-3 13CN-4

ORN RED BRN BLK

14CN-1 14CN-2 14CN-4 14CN-4

15CN-1 15CN-2 15CN-5 15CN-4

TS2

T

16CN-G2

U5-4

WHITE

U5-5 -8562 ZONE C5

ORN

U5-6

16CN-E2

WHITE

U5-7

17CN-G1

BRN

U6-4

17CN-E1

WHITE

U6-5 -8562 ZONE C5

17CN-G2

YEL

U6-6

17CN-E2

WHITE

U6-7

18CN-G1

RED

U7-4 B

18CN-E1

WHITE

U7-5

18CN-G2

GRN

U7-6

18CN-E2

WHITE

U7-7

TEMP-2

CONTROL BD 9344

1CN-3 1CN-6

HEAT SINK TEMP U5,U6,U7 -8562

1uF 50V E8

CHOPPER MODULE

SCHEMATIC: 20001-9346

J1-C

16CN-E1

BLK

-8562 ZONE C6 TEMP-1

U2A, U2B, U4A, U4B HEAT SINK 1N5352B

HV-P HV-N

ORN RED BRN BLK

PWA CHOPPER CONTROL

254 255

16CN-G1

RED WHITE

-8562 ZONE B2

GATE CLAMP 20001-9348

B

189 187

AC INVERTER MODULE

RICH ELECTRIC GATE BOARD

P1-C

RESET MANUAL PB

TB1-4 A

265

RESET

TO BE CONNECTED TO A4-31 -9372 SHT 2 OF 3

A

KEYPAD 20001-8565-B-S2 20001-8565-B-S2.sch

REV NC A B

DESCRIPTION NEW RELEASE ADD RESET CKT. AND WIRE LABEL CORRECTIONS PER ECO 10-72

DRAWN N FARR N FARR N FARR

DATE 04-28-08 10-26-10

Title Size

CONTROL SCHEMATIC, BLOWER DRIVE

B

Number

20001-8565

Sheet 1 of 2 Drawn: NOLAN FARR

Date: 10-26-2010 File: 20001-8565-B.ddb 1

2

3

Revision

4

B

BI617250 1

2

4

3

D

D

CT

20001-9507 SYSTEM CONTROLLER +15V

TB1

E1

5

E5 +M

E2

-M

E3

-15V

E4

6

E6

C

7 8

20001-9576

9

E9

+15V

E10

+M

E12

-M

E13

-15V

E14

SHIELD

C

BLOWER DRIVE

B

B

A

A

Size

B

Number

20001-8565

Date: 10-26-2010 File: 20001-8565-B.ddb 1

2

3

Revision Sheet 2 of 2 Drawn: NOLAN FARR

4

B

BI617250

Title:

Number:

Blower Drive Manual for the MT6300 IGBT Traction Inverter

20001-9500

Revision: D

PREVENTIVE MAINTENANCE SCHEDULE

The following Preventive Maintenance (PM) schedule is based on 6,000 hours of truck operation per year. WARNING: Hazardous voltages are present in this equipment. Prior to opening cabinet door, insure the parking brake is applied, and the engine is turned off. Wait for three minutes to allow the main filter capacitors to discharge.

WARNING: Use a VOM to verify no voltage is present before touching any terminal. Failure to comply with this precaution may result in death or serious injury. 2,000 HOUR / 6 MONTH PM

•

Inspect the blower cabinet and its components for proper installation and evidence of wear, damage, or crack. Repair as needed.

•

Vacuum the chopper module, the control board, the AC Inverter, all PC boards, the smoothing reactor, and fans.

•

Visually inspect all cables, wires, terminals for evidence of looseness, cracking, and discoloration due to overheating. Inspect cable and wire insulation for sign of chafing. Repair as needed.

•

Inspect all electrolytic capacitors for discoloration or odor. Replace the AC Inverter when capacitors are discolored or are emitting an odor.

•

Inspect cooling fans, if abnormal noise (bearings) is detected, remove and replace defective fan.

12,000 HOUR / 2 YEAR PM

•

Inspect the blower cabinet and its components for proper installation and evidence of wear, damage, or crack. Repair as needed.

•

Vacuum the chopper module, the control board, the AC Inverter, all PC boards, the smoothing reactor, and fans.

Chapter 5

Page 1 of 2

BI617250

Title:

Number:

Blower Drive Manual for the MT6300 IGBT Traction Inverter

20001-9500

Revision: D

PREVENTIVE MAINTENANCE SCHEDULE

The following Preventive Maintenance (PM) schedule is based on 6,000 hours of truck operation per year. WARNING: Hazardous voltages are present in this equipment. Prior to opening cabinet door, insure the parking brake is applied, and the engine is turned off. Wait for three minutes to allow the main filter capacitors to discharge.

WARNING: Use a VOM to verify no voltage is present before touching any terminal. Failure to comply with this precaution may result in death or serious injury. 2,000 HOUR / 6 MONTH PM

•

Inspect the blower cabinet and its components for proper installation and evidence of wear, damage, or crack. Repair as needed.

•

Vacuum the chopper module, the control board, the AC Inverter, all PC boards, the smoothing reactor, and fans.

•

Visually inspect all cables, wires, terminals for evidence of looseness, cracking, and discoloration due to overheating. Inspect cable and wire insulation for sign of chafing. Repair as needed.

•

Inspect all electrolytic capacitors for discoloration or odor. Replace the AC Inverter when capacitors are discolored or are emitting an odor.

•

Inspect cooling fans, if abnormal noise (bearings) is detected, remove and replace defective fan.

12,000 HOUR / 2 YEAR PM

•

Inspect the blower cabinet and its components for proper installation and evidence of wear, damage, or crack. Repair as needed.

•

Vacuum the chopper module, the control board, the AC Inverter, all PC boards, the smoothing reactor, and fans.

Chapter 5

Page 1 of 2

BI617250

Title:

Number:

Blower Drive Manual for the MT6300 IGBT Traction Inverter

20001-9500

Revision: D

•

Visually inspect all cables, wires, terminals for evidence of looseness, cracking, and discoloration due to overheating. Inspect cable and wire insulation for sign of chafing. Repair as needed.

•

Inspect all electrolytic capacitors for discoloration or odor. Replace the AC Inverter when capacitors are discolored or are emitting an odor.

Chapter 5

Page 2 of 2

BI617250

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