GET–6869

VEHICLE TEST, DIAGNOSTIC, AND w PTU

PTUt
INSTRUCTIONS FOR
150 TON AC OHV PROPULSION SYSTEMS

ECopyright 2003 General Electric Company.

Company. All rights reserved. This copyrighted document may be reproduced free of charge by General
Electric Company customers (OEM’s) and their customers, if such reproduction is used exclusively in connection with equipment used in those
customers’ internal operations.

These instructions do not purport to cover all details or variations in equipment

equipment nor to provide for every possible contingency to be met in connection with installation, operation,
operation, or mainte-
nance. Should further information be desired or should particular problems arise which are not covered sufficiently for the user’s purposes, the matter should be referred to the General
Electric Company. Any applicable Federal, State or local regulations or company safety or operating rules must take precedence over any instructions given in this material. GE has no
obligation to keep the material up to date after the original publication.

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

Verify numbers for parts, tools, or material by using the Renewal Parts or Tool Catalogs, or
contact your General Electric representative for assistance.
Do not order from this publication.
 VTI For 150 Ton AC OHV Propulsion Systems, GET–6869

CONTENTS

Page

1. OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1. TO
T OOLS AND TEST EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2. HANDLING ELECTRONIC PANEL PRINTED CIRCUIT CARDS . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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

2.1. w PTU
PTUt ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.2. OHV w PTU
PTUt TOOLBOX OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.2.1 .Real–Time Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.2.2. Stored Event Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.2.3 .Statistical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.2.4. Setting Propulsion System Configuration Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2.5. Software Downloading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2.6. Data Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2.7. System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2.8. Self–Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2.9. Integrated Help . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2.10. One–Step Downloading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.3. w PTU
PTUt SCREEN SELECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.4. w PTU
PTUt STARTUP SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.5. View Datalogger and Data Graph Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.6. SASAVING SCREEN DISPLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.7. PASSWORDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

3. SELECTED SCREEN DESCRIPTIONS AND FUNCTIONS . . . . . . . . . . . . . . . . . . . . . 11

3.1. Product Service Data Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.2. Truck Specific Data Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.3. Vi
View Overspeeds Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.4. Set Wheel Motor Types Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.5. MO
MONITOR REAL TIME DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.5.1. PSC – Real Time Data Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.5.2. PSC – Serial Link Data Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.5.3. PSC – Analog Inputs Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.5.4. PSC – Temperatures Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3.6. CHECK PSC MODE LOGIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.6.1. Accessing PSC Logic Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
3.7. CHECK TCI ACCEL INHIBIT LOGIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.7.1. Accessing TCI Accel Inhibit Logic Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.8. CONSOLIDATED TRUCK DATA SAVE FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

4. CONFIGURATION FILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.1. GE Configuration File Name Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.2. View Truck Configuration Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.3. GE/OEM Default Configuration Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.4. GE/OEM Configuration Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
4.5. Saving New Configuration Files . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

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

CONTENTS (Cont’d)

Page
4.6. Configuration File Destination Directory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.7. Configuration File Source Directory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

5. INSTALLING AC PROPULSION SYSTEM SOFTWARE ON TRUCK . . . . . . . . . . . 33

5.1. Selecting The GE Configuration File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
5.2. Create The Truck/Mine Configuration File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
5.3. SAVE EXISTING TRUCK DATA (Not Applicable to New Trucks) . . . . . . . . . . . . . . . . . . . . . . . . 39
5.4. PROGRAM TCI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
5.5. PROGRAM PSC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
5.6. Program Inverters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
5.7. CHECKOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

6. TRUCK START–UP PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

6.1. CIRCUIT CONTINUITY AND RESISTANCE CHECKS
AND ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
6.1.1. VOM Circuit and Component Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
6.2. MEGGER TEST FOR GROUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
6.2.1. Preparation For Megger Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
6.2.2. Megger Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
6.2.3. Restore Circuitry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
6.3. TROUBLESHOOTING FOR GROUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
6.4. LOW VOLTAGE POWER SUPPLY CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.4.1. Preparation for Power Supply Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.4.2. Power Supply Voltage Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.5. PSC AND TCI CARD CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
6.6. LOAD AC OHV PROPULSION SYSTEM SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.7. REST MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
6.8. PSC MANUAL DIGITAL INPUT/OUTPUT TEST PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . 52
6.9. PEDAL, POT, AND LEVER ADJUSTMENT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
6.10. GAUGE CALIBRATION CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
6.11. CONFIGURATION CHANGES DUE TO CALIBRATION CHECKS . . . . . . . . . . . . . . . . . . . . . . . 61
6.12. SET TIME AND DATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
6.13. CHECK COMMUNICATION STATUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
6.14. TCI ANALOG INPUT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
6.15. TCI MANUAL DIGITAL OUTPUT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
6.16. TCI MANUAL DIGITAL INPUT CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
6.17. DIAGNOSTIC INFORMATION DISPLAY (DID) PANEL CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . 70
6.18. INVERTER CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
6.18.1. Inverter Phase Module Command and Feedback Circuitry Checks . . . . . . . . . . . . . . . . . . 70
6.19. SELF LOAD TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
6.19.1. Preparation for Self Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
6.19.2. Checks Prior to Self Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
6.19.3. Self Load Test Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
6.20. INVERTER LOAD TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
6.21. FUNCTIONAL GROUND FAULT DETECTION TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

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

CONTENTS (Cont’d)

Page

7. STATISTICAL DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
7.1. GENERAL DESCRIPTION AND DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
7.2. VIEW STATISTICAL COUNTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
7.3. VIEW STATISTICAL PROFILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
7.4. VIEW TRUCK STAT SERIAL REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
7.5. RESET STATISTICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
7.6. UPLOAD STATISTICAL DATA TO A FILE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
7.7. PROFILE (HISTOGRAM) DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102

8. DIAGNOSTIC INFORMATION DISPLAY (DID) PANEL . . . . . . . . . . . . . . . . . . . . . . 115

8.1. MODES DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
8.2. FAULTS DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
8.3. TEST DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
8.3.1. Self Load Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
8.3.2. Software Version Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
8.3.3. Link Capacitance Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
8.3.4. Overspeed Setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121

9. EVENT CODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

9.1. EVENT NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
9.2. EVENT RESTRICTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
9.3. TROUBLESHOOTING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
9.4. EVENT DATA ACCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
9.4.1. View TCI Event Summary Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
9.4.2. View TCI Trigger Data Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
9.4.3. View TCI Data Packs Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
9.5. Reset TCI Events Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
9.6. Erase TCI Events Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
9.7. Event and Inverter Parameters List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

10. SPECIAL OPERATIONS AND TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143

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

11. PHASE MODULE AND GATE DRIVER TROUBLESHOOTING

GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
11.1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
11.2. TEST/INSPECTION PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147

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

CONTENTS (Cont’d)

Page

12. 17FB144 AND 17FB147 CIRCUIT CARD TROUBLESHOOTING

GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
12.1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
12.2. CARD EDGE LIGHTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
12.3. Troubleshooting Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
12.4. USING HYPERTERMINAL TO COMMUNICATE TO 17FB144
AND 17FB147 BOARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
12.4.1. Pitfalls/Traps When Using HyperTerminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
12.4.2. Accessing HyperTerminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154

13. GLOSSARY OF TERMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165

14. SOFTWARE VERSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171

14.1. VERSION 19, JULY 2002 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
14.2. VERSIONS INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172

LIST OF TABLES

Table. No. Description Page

1. DEFAULT CONFIGURATION FILES AND DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

2. GE/OEM CONFIGURATION OPTIONS AND DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
3. STATISTICAL DATA CODES – COUNTERS .............................................. 88
4. STATISTICAL DATA CODES – PROFILES .............................................. 102
5. EVENT CODE DESCRIPTIONS AND INFORMATION .................................... 131
6. TYPICAL 17FB144 AND 17FB147 BOARD LED PATTERNS FOR VERSION 19 SOFTWARE . . . 150
7. GLOSSARY ......................................................................... 165
8. VERSION 19 SOFTWARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
9. SOFTWARE VERSIONS INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172

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

LIST OF ILLUSTRATIONS

Fig. No. Description Page

1. w PTUt STARTUP SCREEN SELECTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2. TCI WINDOW BROWSER SCREEN SELECTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
3. PSC WINDOW BROWSER SCREEN SELECTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4. w PTUt TOOLBOX STARTUP SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
6. PSC – SERIAL LINK DATA SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
7. PSC TEMPERATURES SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
8. PSC LOGIC SCREENS ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
9. PSC READY MODE LOGIC SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
10. PSC PROPEL MODE LOGIC SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
11. PSC RETARD MODE LOGIC SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
12. TCI ACCEL INHIBIT LOGIC SCREEN ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
13. TCI ACCEL INHIBIT LOGIC SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
14. CONSOLIDATED TRUCK DATA SAVE SELECTION FROM TOOLBAR. . . . . . . . . . . . . . . . . . . . . . . . . . . 22
15. CONSOLIDATED TRUCK DATA SAVE SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
16. COMPOSITION OF A GE AC OHV CONFIGURATION FILE NAME. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
17. TYPICAL TRUCK CONFIGURATION SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
18. OEM TRUCK CONFIGURATION FILE TREE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
19. OPEN AC CONFIGURATION TOOL SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
20. VIEW CONFIGURATION FILES SCREEN EXAMPLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
21. PTU SCREENS CONFIGURATION BROWSER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
22. SET GE / OEM OPTIONS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
23. SET WHEEL MOTOR TYPES SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
24. GE PRODUCT SERVICE DATA SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
25. TRUCK SPECIFIC DATA SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
26. OVERSPEEDS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
27. OHV PTU PROGRAMMING UTILITY SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
28. PROGRAMMING THE PANEL STATUS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
29. TCI SW VERSIONS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
30. TCI SET TIME AND DATE SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
31. RESET AND ERASE TCI EVENTS SELECTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
32. TCI RESET STATS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
33. PSC SOFTWARE VERSIONS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
34. PTU BROWSER PSC MANUAL TEST SCREEN ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . 53
35. PSC MANUAL TEST SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
36. PTU BROWSER TCI REAL TIME MENU ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
37. TCI ANALOG INPUTS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
38. PTU BROWSER PSC REAL TIME MENU ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
39. PSC ANALOG INPUT CHANNELS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
40. PSC REAL TIME DATA SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
41. PTU BROWSER TCI GAUGE CALIBRATION SCREEN ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . 61
42. TCI GAUGE CALIBRATION SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
43. PTU BROWSER SET TIME AND DATE SCREEN ACCESS SEQUENCES. . . . . . . . . . . . . . . . . . . . . . . 63
44. SET TIME AND DATE SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
45. BROWSER TCI REAL TIME DATA SCREEN ACCESS SEQUENCES. . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

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

LIST OF ILLUSTRATIONS (Cont’d)

Fig. No. Description Page

46. TCI REAL TIME SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
47. TCI MANUAL TEST TRUCK STATUS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
48. TCI MANUAL TEST SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
49. PTU BROWSER PSC CONFIGURATION MENU ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . 71
50. INVERTER PARAMETERS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
51. SELF LOAD ENGINE TEST SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
52. TCI STAT_MENU SELECTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
53. VIEW COUNTERS SCREEN EXAMPLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
54. MINE COUNTERS SCREEN (PSC_STATS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
55. VIEW PROFILES SCREEN EXAMPLE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
56. MINE PROFILES SCREEN (PSC_STATS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
57. STAT SERIAL REPORT SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
58. RESET STATS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
59. STAT PROFILE MINE RESET SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
60. RESET BOX QUESTION SELECTION SCREENS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
61. DID PANEL IDENTIFICATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
62. DID PANEL EXAMPLE – NORMAL DISPLAY (NO FAULTS). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
63. DID PANEL MESSAGE EXAMPLE – FAULTS DISPLAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
64. DID PANEL MESSAGE EXAMPLE – FAULTS DISPLAY FUNCTION KEYS. . . . . . . . . . . . . . . . . . . . . . 117
65. DID PANEL MESSAGE EXAMPLE – FAULT RESET FUNCTION KEYS. . . . . . . . . . . . . . . . . . . . . . . . . 118
66. DID PANEL MESSAGE EXAMPLE – TEST DISPLAY FUNCTION KEYS. . . . . . . . . . . . . . . . . . . . . . . . . 118
67. DID PANEL MESSAGE EXAMPLE – LOAD BOX TEST FUNCTION KEYS. . . . . . . . . . . . . . . . . . . . . . . 119
68. DID PANEL MESSAGE EXAMPLE – LOAD BOX TEST DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
69. DID PANEL MESSAGE EXAMPLE – PSC SOFTWARE VERSION DATA. . . . . . . . . . . . . . . . . . . . . . . . 120
70. DID PANEL MESSAGE EXAMPLE – LINK CAPACITANCE TEST DATA. . . . . . . . . . . . . . . . . . . . . . . . . 121
71. DID PANEL MESSAGE EXAMPLE – OVERSPEED SETTING DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
72. TCI EVENT_MENU SCREENS ACCESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
73. TCI EVENT SUMMARY SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
74. TCI TRIGGER DATA SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
75. TCI DATA PACKS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
76. RESET TCI EVENTS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
77. ERASE TCI EVENTS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
78. EVENTS & INV PARAMS SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
79. PSC CAPACITANCE TEST SCREEN ASSESS SEQUENCE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
80. CAPACITANCE TEST SCREEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
81. 17FB144 AND 17FB147 BOARD TROUBLESHOOTING PROCEDURE (SHEET 1 OF 2). . . . . . . . . . 151
71. 17FB144 AND 17FB147 BOARD TROUBLESHOOTING PROCEDURE (SHEET 2 OF 2). . . . . . . . . . 152
82. COM1 SERIAL PORT WINDOW MESSAGE FOR PROPER OPERATION. . . . . . . . . . . . . . . . . . . . . . . 153
83. HYPERTERMINAL ICON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
84. HYPERTERMINAL NEW CONNECTION WINDOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
85. HYPERTERMINAL CONNECT TO WINDOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
86. HYPERTERMINAL COM1 PROPERTIES WINDOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156

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

LIST OF ILLUSTRATIONS (Cont’d)

Fig. No. Description Page

87. HYPERTERMINAL MAIN WINDOW WHEN CONNECTED TO COM1 PORT. . . . . . . . . . . . . . . . . . . . . 157
88. HYPERTERMINAL MAIN WINDOW WHEN NOT CONNECTED TO COM1 PORT. . . . . . . . . . . . . . . . 158
89. HYPERTERMINAL MAIN WINDOW AFTER CYCLING CONTROL POWER,
PROGRAM INSTALLED AND RUNNING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
90. HYPERTERMINAL MAIN WINDOW AFTER CYCLING CONTROL POWER,
PROGRAM NOT INSTALLED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
91. HYPERTERMINAL MAIN WINDOW AFTER CYCLING CONTROL POWER, WITH TAB KEY
HELD DOWN (INTERRUPTING BOOT–UP ROUTINE). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
92. HYPERTERMINAL MAIN WINDOW AFTER ERASING CPU BOARD FLASH MEMORY. . . . . . . . . . . 162
93. HYPERTERMINAL MAIN WINDOW WHEN BOOT–UP DOES NOT RUN DUE TO OPEN
PTU SERIAL CABLE GROUND WIRE WITH THE PTU CONNECTED. . . . . . . . . . . . . . . . . . . . . . . . . . 163

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

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

1. OVERVIEW

This document describes the recommended truck start–up and checkout procedures at an Original Equipment
Manufacturer (OEM) facility or a customer’s mine. Special programming of specific mine software requirements, soft-
ware updating, system verification procedures, and troubleshooting information are also included.

Information on the screen content and functions of the w PTUt* Toolbox are also provided. Complete w PTUt
Toolbox operational procedures are in the OHV w PTUt TOOLBOX USER’S GUIDE, GEK–91712 .

1.1. TOOLS AND TEST EQUIPMENT

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

1. Simpson Multimeter or Digital Multimeter

2. Megger**, 0 to 1500 volt max. (0–2000 Megohms) @ 2 mA max.
3. Portable Test Unit (PTU) loaded with GE Transportation Systems (GETS) OHV w PTUt Toolbox software.
4. PTU cable, 9–pin RS232 communications cable with 1 male end connector and 1 female end connector
5. 1/4 in. thin wall socket
6. Connector pin extraction and insertion tooling as follows:
a. Pin Extraction, Amp Pt. 305183
b. Pin Insertion, Amp Pt. 91002–1
c. Pin Insertion, Amp Pt. 200893–2 (for high–density 104 pin connectors)
d. Pin Extraction, Pei–Genesis (ITT Cannon distributor) Pt. CET–F80–16 (external control
e. Pin Insertion, Pei–Genesis (ITT Cannon distributor) Pt. CIT–F80–16 (for external control cabinet connec-
tors)
7. Fluke 89 IV or equivalent with capacitance measurement capability.

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

1.2. HANDLING ELECTRONIC PANEL PRINTED CIRCUIT CARDS

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

* Trademark of GE Transportation Systems

** Trademark of James G. Biddle Co.

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

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2. PORTABLE TEST UNIT (PTU) DESCRIPTION

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

All adjustments, setup procedures, and diagnostic troubleshooting of the truck’s control system can be made
through this PTU when loaded with the OHV w PTUt Toolbox software.

NOTE: Refer to GEK–91712, OHV wPTU t User’s Guide, for complete information on installing and using 
the wPTU t Toolbox software.

Qualified GE and truck builder (OEM) specialists are able to download new software, troubleshoot system faults,
and establish the control system configuration (horsepower, etc.).

Customers’ qualified mine personnel are able to download new software, troubleshoot system faults, and set spe-
cific mine operating parameters.

2.1. w PTUt ABBREVIATIONS

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

Additional terms are defined in Section 13., Glossary of Terms, TABLE 7, Glossary.

2.2. OHV w PTUt TOOLBOX OVERVIEW

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

The w PTUt Toolbox includes the major functions described in this section.

2.2.1. Real–Time Data

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

2.2.2. Stored Event Data

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

2.2.3. Statistical Data

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

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

2.2.4. Setting Propulsion System Configuration Options

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

2.2.5. Software Downloading

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

2.2.6. Data Analysis

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

2.2.7. System Configuration

Many propulsion system parameters can be modified such as setting the on–board time and date, setting test ana-
log outputs, data logger setup, and system parameter modification.

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

2.2.9. Integrated Help

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

2.2.10. One–Step Downloading

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

2.3. w PTUt SCREEN SELECTIONS

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

NOTE: Refer to GEK–91712, OHV wPTU t User’s Guide, Sections 3.1 and 3.2 for complete information on 
installing and starting the wPTU t Toolbox software.

The Mode Options are either Normal Mode or Offline/Training Mode . In the Normal Mode the w PTUt at-
tempts a connection with the target. When the connection is established, the truck type and truck ID are obtained from
the target. (The mode options can be saved in a settings file.)

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

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Login Screen (FIG. 4)

Mode
Normal Mode
Offline/Training Mode
LOGIN to wPTU Toolbox
Panel Type
PSC
TCI
Program Panel (goes to OHV PTU Programming Utility)
Terminal Emulator Mode (HyperTerminal)
Options (w PTUt communication options)
Load Settings (select folder to load settings from)
Ac
Cfg_AC
Cfg_DC
Dc
Save Settings (select folder to save settings to)
Restore GETS Settings (restore GETS default settings)
Help (for w PTUt Startup and Communication)
Exit

FIG. 1. wPTU t STARTUP SCREEN SELECTIONS. E–44409B.

When the LOGIN to w PTUt Toolbox button is pressed, the entered password is verified and the user selects the
panel type, TCI or PSC.

The set of screens dedicated to TCI interaction and operation is outlined in Figure 2. The BOLD typeface indicates
a menu screen, whereas normal typeface indicates a dedicated purpose screen.

The set of screens dedicated to PSC interaction and operation is outlined in Figure 3. As in Fig. 2, BOLD typeface
indicates a menu screen, whereas normal typeface indicates a dedicated purpose screen.

Most of the truck startup procedures and troubleshooting procedures involve the w PTUt toolbox. Figure 1
through Figure 3 in this publication provide a reference to the figures associated with the various w PTUt screens to
guide the user to the desired w PTUt function screen.

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

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

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

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

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

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

2.4. w PTUt STARTUP SCREEN

The w PTUt Toolbox Startup screen is the initial selection screen that is displayed on the PC when the AC
w PTUt Toolbox is commanded (after splash screen). It is from this screen that access to all other operating menus is
obtained (Figs. 1 through 3).

When in the Offline / Training Mode , options on this screen are selected by clicking in the selection circle ( GE
System, Panel Type, or Mode ). When in the Normal Mode (connected to a truck), these selections are performed
automatically by the w PTUt Toolbox.

After entering a valid password, select any of the functions shown on the right side of the screen by clicking on the
button for the function.

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

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2.5. VIEW DATALOGGER AND DATA GRAPH SCREENS

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

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

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

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

2.6. SAVING SCREEN DISPLAYS

Any real time screen display can be saved for future viewing. Complete procedures for saving screens and data
are provided in GEK–91712, OHV w PTUt Toolbox User’s Guide , Section 3.5, MAIN WINDOW MENUS .

A saved screen can be replayed in both online and offline modes. The screens can be saved to a file and then can
be replayed, converted to CSV format, or graphed (screen is saved as a binary file). The user specifies the file name
and location where the file is saved.

2.7. PASSWORDS

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

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

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

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3. SELECTED SCREEN DESCRIPTIONS AND FUNCTIONS

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

3.1.
3.1. PROD
PRODUC
UCT
T SERV
SERVIC
ICE
E DA
DAT
TA SC
SCRE
REEN
EN
This screen is used to create a tracking record for a specific truck or series of trucks (Fig. 24). This record sets a
history as to ship date, where and when the truck was placed in service, and it ties that specific truck to its operational
settings for that period of service.

From the Product Service Data screen, six possible areas may be set or changed for the specific truck or series of
trucks chosen. Only those data items which have bee
beenn authorized and activated
activated can be set or changed. Perform the
following to change the data settings:

1. Either
Either click in
in the desire
desired
d box (outlin
(outlined
ed in red
red on the left
left of screen the TAB key to scroll continuously
screen)) or use the
down through the boxes.
2. Change the setting
setting by deleting
deleting the
the existing
existing setting
setting (press
(press any
any key and type
type the new
new setting,
setting, or simply
simply type
type over
the existing data).
3. Press Enter to enter the modified setting. (The box color changes from white to blue, indicating that it has been
changed and will remain blue for the present session until the file is saved.)

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

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

3.2.
3.2. TRUC
TRUCK
K SPEC
SPECIF
IFIC
IC DA
DATA SC
SCRE
REEN
EN
This screen is used to set the sensitivity and reactivity of the acceleration and retarding controls as desired, based
on specific operating conditions (Fig.25).

From the Truck Specific Data screen, eight possible parameters may be set or changed for the specific truck or
series of trucks chosen. In addition, the truck ID number may be entered and changed, thus choosing these settings
for a specific truck when saving the file. Only those parameters which have been authorized and activated
activated can be set
or changed. Perform the following to change the data settings

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

1. Either
Either click in
in the desire
desired
d box (outlin
(outlined
ed in red
red on the left
left of screen the TAB key to scroll continuously
screen)) or use the
down through the boxes.
2. Change the setting
setting by deleting
deleting the
the existing
existing setting
setting (press
(press any
any key and type
type the new
new setting,
setting, or simply
simply type
type over
the existing data).
3. Press Enter to enter the modified setting. (The box color changes from white to blue, indicating that it has been
changed and will remain blue for the present session until the file is saved.)

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

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

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

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

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

1. Percen
Percentt retard
retard pedal
pedal trave
travell indicati
indicating
ng retard
retard requ
request
est OFF
OFF
S This is the percent of pot reference volts at which the control is calibrated to have zero retard request.
See section, Foot Pedal Adjustments .
2. Percen
Percentt retard
retard pedal
pedal travel
travel indica
indicatin
ting
g retard
retard reques
requestt FULL ON
S This is the percent of pot reference volts at which the control is calibrated to have full retard request.
See section, Foot Pedal Adjustments .
3. Percen
Percentt retard
retard lever
lever trav
travel
el indicat
indicating
ing retar
retard
d request
request OFF
OFF
S This is the percent of pot reference volts at which the control is calibrated to have zero retard request.
See section, Retard Lever Adjustments.
4. Percent
Percent retard
retard lever travel
travel indicati
indicating
ng retard
retard request
request FULL
FULL O
ON
N
S This is the percent of pot reference volts at which the control is calibrated to have full retard request.
See section, Retard Lever Adjustments.
5. Hydrau
Hydraulic
lic brak
brake
e temper
temperatu
ature
re mete
meterr scale
scale facto
factorr
S This a value from 0.0 to 1.0 that calibrates the meter reading against actual temperature.
temperature. See section,
Meter Scale Adjustments.
6. Propuls
Propulsion
ion syst
system
em temp
tempera
eratur
ture
e meter
meter scale
scale ffact
actor
or
S This a value from 0.0 to 1.0 that calibrates the meter reading against actual temperature.
temperature. See section,
Meter Scale Adjustments.
7. Percen
Percentt accel
accel pedal
pedal trave
travell indicat
indicating
ing acce
accell reques
requestt OFF
S This is the percent of pot reference volts at which the control is calibrated to have zero accel request.
See section, Foot Pedal Adjustments .
8. Percen
Percentt accel
accel pedal
pedal travel
travel indica
indicatin
ting
g accel
accel request
request FULL
FULL ON
S This is the percent of pot reference volts at which the control is calibrated to have full accel request.
See section, Foot Pedal Adjustments .
9. Truck
ruck iden
identi
tifi
fica
cati
tion
on numb
number
er
S This is for the mine to enter the truck identification number.
number. Truck ID shows up with the event data and
must be unique for each truck.

3.3.
.3. VIEW
VIEW OVER
OVERS
SPEE
PEEDS SC
SCRE
REE
EN

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

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3.4. SET WHEEL MOTOR TYPES SCREEN

A continuous record of wheel motor types used on a truck can be created by updating the settings in this screen
(Fig. 23).

This screen is used to view and change the the type of wheel motors for a specific truck or series of trucks. A list of
possible models and their gear ratios is shown.

NOTE: Changing the wheel motor type may automatically change other default settings for the truck.
Make sure the correct wheel motor codes for this truck are entered before saving the file.

By entering the codes for the wheel motor models that are being used on this truck, two possible parameters may
be set or changed. Only those items which have been authorized and activated can be set or changed. Perform the
following to change the settings:

1. Either click in the desired box (outlined in red on the left of screen) or use the TAB key to toggle between the
boxes.
2. Change the setting by deleting the existing setting (press any key and type the new setting, or simply type over
the existing data).
3. Press ENTER to enter the modified setting. (The box color changes from white to blue, indicating that it has
been changed and will remain blue for the present session until the file is saved.)
4. Click on File and Save. Pop–up messages notify the user that the changed data has been saved, and offer
other Save options.

3.5. MONITOR REAL TIME DATA

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

Perform the following to monitor PSC real time data:

1. Connect the w PTUt to the PSC serial port (located in the operator cab), start the GE OHV w PTUt Toolbox,
enter password, select PSC Panel, select appropriate truck type, and click on LOGIN to wPTU Toolbox .
2. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Real_Time –> PSC – Real
Time Data (Fig. 38).
3. The PSC – Real Time Data screen is now displayed (Fig. 40).

3.5.1. PSC – Real Time Data Screen

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

NOTE: Refer to Section 13., TABLE 7, Glossary, for definitions of the signal names that appear on this 
and other screens.

The major sections of this screen are as follows:

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

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

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

3. Speeds – This section monitors various speed sensor signals and provides a processed truck speed indica-
tion.

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

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

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

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

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

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

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

3.5.2. PSC – Serial Link Data Screen

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

2. The PSC – Serial Link Data screen is now displayed (Fig. 6).
This screen monitors the status of the serial link signals sent to and received from TCI.
3. Close the PSC – Serial Link Data display screen by clicking on the X in the upper right corner of the screen.

3.5.3. PSC – Analog Inputs Screen

1. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Real_Time –> PSC – Ana-
log Inputs (Fig. 38).

2. The PSC – Analog Inputs screen is now displayed (Fig. 39).

This screen monitors the status of all analog input signals to PSC.
3. Close the PSC – Analog Inputs display screen by clicking on the X in the upper right corner of the screen.

3.5.4. PSC – Temperatures Screen

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

2. The PSC – Temperatures screen is now displayed (Fig. 7).

This screen monitors the status of various component temperatures provided either by sensors or by calcula-
tions.
3. Close the PSC – Temperatures display screen by clicking on the X in the upper right corner of the screen.

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

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

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

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

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3.6.
3.6. CHEC
CHECK
K PSC
PSC MOD
MODE
E LOGI
LOGIC
C OPER
OPERA
ATION
TION
The PSC Logic screens can be accessed by the w PTU PTUt user to check PSC Ready Mode, Propel Mode, and
Retard Mode operation. These screens display real–time ladder diagrams which show the necessary
necessary truck functions
and propulsion system operations that must occur in order to achieve the operating mode selected. When activated,
the various ladder diagram functions are displayed reversed (highlighted). In this manner, these logic screens can be
used as a troubleshooting aid in diagnosing why the propulsion system does not achieve a commanded mode of op-
eration.

3.6.1.
3.6.1. Accessin
Accessing
g PSC Logic
Logic Screen
Screens
s
Perform the following to access the PSC Logic screens:
1. Connect th
the w PTU
PTUt to the PSC serial port (located in the operator cab), start the GE OHV w PTU
PTUt Toolbox,
enter password, select PSC Panel, select appropriate truck type, and click on LOGIN to w PTU
PTUt Toolbox .
2. From
From the
the w
wind
indow
ow b
bro
rows
wser
er,, select PTU Screens –> PSC –> Normal_Operation –> Logic (Fig. 8).
select
3. The PSC Logic menu of screens is now displayed. Double–click on the desired screen to display it.

3.6.
3.6.1.
1.1.
1. Read
Ready
y Mod
Mode
e Log
Logic
ic Scre
Screen
en
1. From the Logic menu, double–click on Ready Mode to select that screen (Fig. 8).
2. The Ready Mode screen is now displayed (Fig. 9).
This screen displays the necessary requirements and the status of those requirements for the propulsion sys-
tem to achieve the Ready Mode in preparation for either a subsequent Propel Mode or Retard Mode of opera-
tion.
3. Close the Ready Mode display screen by clicking on the X in the upper right corner of the screen.

3.6.
3.6.1.
1.2.
2. Prop
Propel
el Mo
Mode
de Lo
Logi
gic
c Scr
Scree
een
n
1. From the Logic menu, double–click on Propel Mode to select that screen (Fig. 8).

FIG. 8. PSC LOGIC SCREENS ACCESS 

SEQUENCE. E–45238.

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

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

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

2. The Propel Mode screen is now displayed (Fig. 10).

This screen displays the necessary requirements and the status of those requirements for the propulsion sys-
tem to achieve the Propel Mode of operation.

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

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

3.6.
3.6.1.
1.3.
3. Reta
Retard
rd Mo
Mode
de Lo
Logi
gic
c Scr
Scree
een
n
1. From the Logic menu, double–click on Retard Mode to select that screen (Fig. 8).
2. The Retard Mode screen is now displayed (Fig. 11).
This screen displays the necessary requirements and the status of those requirements for the propulsion sys-
tem to achieve the Retard Mode of operation.
3. Close the Retard Mode display screen by clicking on the X in the upper right corner of the screen.

4. Click on the Target button to go back to the GE OHV w PTU

PTUt Toolbox Login screen, close the w PTU
PTUt Tool-
box, shut down the PTU, and disconnect it from the PSC serial port.

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

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3.7. CHECK TCI ACCEL INHIBIT LOGIC OPERATION

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

3.7.1. Accessing TCI Accel Inhibit Logic Screen

Perform the following to access the TCI Accel Inhibit Logic screen:

1. Connect the w PTUt to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox,
enter password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .
2. From the window browser, select PTU Screens –> TCI –> Normal_Operation –> Logic  –> Accel Inhibit
Logic (Fig. 12).
3. The Accel Inhibit Logic screen is now displayed (Fig. 13).

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

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

FIG. 12. TCI ACCEL INHIBIT LOGIC SCREEN 

ACCESS SEQUENCE. E–45239.

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

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3.8. CONSOLIDATED TRUCK DATA SAVE FUNCTION

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

To upload data, do the following:

1. Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .
2. From the PTU Screens –> TCI screen Menu Bar, select UpLoad –> Consolidated Truck Data Save (Fig 14,
refer to GEK–91712).

NOTE: Files are normally uploaded to the following: 

c:/program files/geohvptu_xx/data_ac/<truck id date time>

3. Select the type of report to be saved from the Reports Type list, choose a Save Directory, then click on the
Begin button to begin uploading (Fig. 15).
4. Click on Close when the uploading is complete, then click on the Target button in the screen Tool Bar to go to
the w PTUt startup screen.
5. Close the w PTUt Toolbox, shut down the PTU, and disconnect it from the TCI serial port.

NOTE: The statistical data is uploaded in the following formats: 

UPL – this is a compressed binary format that is preferred when the file information will be forwarded 
for GE headquarters review. This format can be converted to TXT at a later date 
TXT – this is an 80 column ASCII format that is suitable for subsequent user review 
CSV – this is a comma separated variable format that is suitable for import into a spreadsheet for sub- 
sequent manipulation 

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

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

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3.9. REST MODE

The GE OHV AC propulsion system has a mode of operation called REST that is called for numerous times in the
truck startup procedure. In this mode of operation, power is removed from the DC link of the propulsion system, there-
by preventing the propulsion system from either accelerating or retarding the truck.

REST mode is commanded by applying the Parking Brake. Applying the Parking Brake commands the propulsion
system to go to the REST mode of operation, provided that all necessary truck operating conditions are met, such as
truck stopped. Use the REST mode indicating light and the capacitor charged lights on the main control cabinet to
confirm that the REST mode has been successfully achieved after command.

The following are the major reasons for commanding the propulsion system to REST mode:

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

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

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

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

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

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4. CONFIGURATION FILES

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

1. Click the mouse on the AC Configuration Utility icon on the desktop or from the Start Menu go to START –>
Programs –> GEOHVPTU 1xx (current version) –> AC Tools –> CFG AC Vxxxx (current version) .
2. Select the appropriate GE configuration file for the truck (refer to Figure 20 for typical View Configuration
Files screen example and refer to TABLE 1 for description of files).
3. Click the on the file to select it and then click OK to go to the PTU Screens –> Configuration Browser.

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

4.1. GE CONFIGURATION FILE NAME DESCRIPTION

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

4.2. VIEW TRUCK CONFIGURATION SCREEN

To view the Truck Configuration screen, from the window browser, select PTU Screens –> Config –> Truck
Configuration . An example of a typical Truck Configuration screen is shown in Figure 17.

Close the Truck Configuration display screen by clicking on the X in the upper right corner of the screen.

A27005A.903

A27 005 A 9 03

A27 = AC 2700 HP OHV Object Code

Propulsion System Release Minor
Version Number
A35 = AC 3500 HP OHV
Propulsion System Least Significant
Digit of Object
A15 = AC 150 Ton OHV Code Release
Propulsion System Major Version
Number

Configuration Configuration File

File Number Revision Designation

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

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

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4.3. GE/OEM DEFAULT CONFIGURATION FILES

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

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

One OEM configuration file should be created by the GE Product Service representative or the OEM representa-
tive for each truck type at the mine location. The GE base configuration files in TABLE 1 should be used. The OEM
files should then be used to create an individual truck configuration file for each truck.

For example, if a mine location contained AC trucks of the following types:

S 930E – standard with DDC 4000

S 930E – standard with Cummins QSK60

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

GE default file for standard GE default file for standard

GE Defaults 930E with DDC4000 930E with QSK60
A27006a.903 A27012a.903

OEM file with OEM options OEM file with OEM options
OEM Files and mine information set and mine information set
OEM006a.903 OEM012a.903

Truck Files Truck #. . . . Truck #. . . .

Truck #. . . . Truck #. . . .

Truck #. . . . Truck #. . . .

Truck #. . . . Truck #. . . .

Truck #5 . . . . Truck #15 . . . .

with pedal settings etc. . . . with pedal settings etc. . . .

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

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TABLE 1. DEFAULT CONFIGURATION FILES AND DESCRIPTIONS

GE Standard Filename Notes Description
GE320AC – 2700 HP –– MTU Engine
Komatsu Mining Systems (KMS) 930E Standard MTU En-
1. A27005a.903 Standard
gine, 31.5 Gear ratio
GE320AC – 2700 HP –– DDC 4000 ENGINE
2. A27006a.903 Standard KMS 930E Standard DDC Engine, 31.5 Gear ratio
3. a27007a.903 Oil Sands KMS 930E Oil Sands, DDC Engine 38.8 Gear ratio
4. a27008a.903 Chuqui KMS 930E DDC Engine, 31.5 Gear ratio, 10,000 Ft.
5. a27009a.903 Freeport KMS 930E DDC Engine, 31.5 Gear ratio 14,000 Ft.
6. a27010a.903 Freeport KMS 930E DDC Engine, 38.5, Gear ratio 14,000 Ft.
7. a27011a.903 Autonomous KMS 930E Autonomous, DDC, 31.5
GE320AC – 2700 HP – CUMMINS QSK60 Engine
8. a27012a.903 Standard KMS 930E Standard QSK60 Engine, 31.5 Gear ratio
9. a27013a.903 Oil Sands KMS 930E Oil Sands, QSK60 Engine, 38.8 Gear ratio
10. a27014a.903 Chuqui KMS 930E QSK60 Engine, 31.5 Gear ratio, 10,000 Ft.
11. a27015a.903 Freeport KMS 930E QSK60 Engine, 31.5 Gear ratio 14,000 Ft.
12. a27016a.903 Freeport KMS 930E QSK60 Engine, 38.8 Gear Ratio, 14,000 Ft.
13. a27017a.903 2300NHP KMS 930E QSK60 Engine, 31.5 Gear ration 2300 NHP
GE320AC – 3500HP – 930E–2SE
14. a35001a.903 Standard KMS 930E–2SE, QSK78 engine, 32.6 Gear Ratio
GE150AC – 150 Ton AC – MT3300
15. a15001a.903 Standard Unit Rig MT3300, DDC–12V engine, 28.8 Gear Ratio

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4.4.
4.4. GE/O
GE/OEM
EM CONF
CONFIG
IGUR
URA
ATION
TION OPTI
OPTION
ONS
S

These configuration options are adjustable only by an OEM or GE representative,

representative, and can only be viewed at the
mine privilege level. Refer to Figure 22 for an example of the Set GE/OEM Options screen.

NOTE: To change GE/OEM Configuration Options requires use of the appropriate privilege level pass- 
word.

For Version 19, the features shown in TABLE 2, GE/OEM Configuration Options and Descriptions , are avail-
able as GE/OEM configurable
configurable options. Default settings are noted.

NOTE: Options that do not apply to 150 Ton

Ton vehicles are shaded.

TABLE 2. GE/OEM CONFIGURATION OPTIONS AND DESCRIPTIONS

DESCRIP TIONS
# OPTION NAME DESCRIPTION DEFAULT
1 Mine Adjustable Speed Limit Enables Overspeed Limits to be set by the Mine. Disabled
2 OEM Speed Option 1 Sets the speed at which Digital Output #5 (TCI) is ener- 10 mph
gized. The digital output signal is intended to be wired to
an external light to give indication of truck speed.
3 OEM Speed Option 2 Sets the speed at which Digital Output #6 (TCI) is ener- 25 mph
gized. The digital output signal is intended to be wired to
an external light to give indication of truck speed.
4 Engi
Engine
ne OEM
OEM spee
speed
d opt
optio
ion
n Set
Sets tthe
he spee
speed
d at
at whi
whic
ch Dig
Digit
ital
al Out
Output
put #22
#22 (TCI
(TCI)) is
is ene
ener-
r- 1700 rpm
gized. The digital output signal can be used to drive other
OEM devices based on engine speed.
5 Dump
Dump Body
Body UP Spee
Speed
d Lim
Limit
it Sets
Sets the
the spe
speed
ed limi
limitt app
appli
lied
ed to truc
truck
k whi
while
le dump
dump body
body is 5 mph
UP..
UP
6 Dump Body UP Speed Limit Sets the speed limit applied to truck while dump body is 15 mph
(With Override) UP and the Override button is pressed.
7 Dump Body UP RETARD Allows full speed control (PROPEL and RETARD effort 1 = Enabled
Enable At Max Speed modulation) at the
the maximum dump
dump body UP speed. If dis-
abled, RETARD is not automatically applied, only PROPEL
effort is removed.
8 Motor Pressure Event En- Sets which type of axle box pressure sensor is i s present in 0 = None
able the system. Set to 1 if an analog sensor
sensor is installed.
installed. Set 1 = Analog
to 2 if a digital sensor
sensor is installed. Without the option
turned on, the propulsion system is unable to detect a loss l oss 2 = Digital
of cooling air to the traction motors.
9 Seco
Second
nd Lang
Langua
uag
ge Sup
Suppo
port
rt Enab
Enable
les
s the
the seco
second
nd lang
langua
uage
ge supp
suppor
ortt on
on the
the Diag
Diagno
nost
stic
ic 1 = Enabled
Information Display (DID) panel (disabled will hide the ES-
PANOL key )

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TABLE 2. GE/OEM CONFIGURATION

CONFIGURATION OPTIONS AND DESCRIPTIONS
DESCRIP TIONS (Cont’d)

# OPTION NAME DESCRIPTION DEFAULT

10 Engine Cr
Cranking Pr
Protection Enables the engine cranking protection strategy,
strategy, (i.e. 30 0 = Disabled
Enabled second max crank time, cooldown periods, etc.).
NOTE: This option should only be enabled on trucks 
with an MTU or DDC engine. The Cummins QSK60 
engine has a pre–lube feature which requires addi- 
tional time and will cause engine cranking to time out.
Only QSK60 engines on trucks with KMS Truck Num- 
ber 186 or greater should have this option enabled.
11 Engine Speed Limit and Deleted in Version 19 software.
High Idle Enabled
12 Hydraulic Brake Outlet Enables monitoring of the hydraulic brake outlet cooling 0 = Disabled
Temp Monitor temperatures on a KMS 930E truck.
truck. To enable this option
an updated FB160 card and the additional hydraulic sen-
sors must be installed.
13 OEM Accel Inhibit Enables the external OEM Accel Inhibit Logic. If this flag 0 = Disabled
is set to 1, PSC Digital Input #16 is read to initiate an accel
inhibit.
14 Engine Warm–Up Mode Enables the Engine Warm–Up Mode. 0 = Disabled
15 Engi
Engine
ne Warm–
arm–Up
Up Spee
Speed
d Engi
Engine
ne spee
speed
d sett
etting
ing to use
use duri
during
ng Engi
Engine
ne Warm
arm–U
–Up
p 1200 RPM
Mode.
16 Left Wheel Mo
Motor Ty
Type Flag to ind
indica
icate the wheel mo
motor type of the le
left (drive
iver Configuration
side) wheel. Dependent
1 = 5GDY–85A/B
2 = 5GDY–85C
3 = 5GDY–85D
4 = 5GDY–85E
5 = 5GDY–85F
11 = 5GDY–106A
12 = 5GDY–106B
21 = GEB–23
22 = GEB–25
17 Righ
Rightt Whe
Wheel
el Motor
otor Type
ype Flag
Flag to indi
indic
cate
ate the
the wh
whee
eell mot
motor
or type
ype of
of the
the righ
rightt (pa
(pass
ssen
en-- Configuration
ger side) wheel. (See selections for Option 16.) Dependent
18 RP1 Hold–In Strategy Flag to indicate which RP1 Hold–In strategy to use. The 1 = RETARD
RP1 Hold–In feature reduces the cycles during RETARD
and helps reduce both RP1 and GY–19 grid blower motor
life. The three options are:
are:
0 = None
1 = RETARD Mode
2 = READY Mode

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4.5.
4.5. SAVI
SAVING
NG NE
NEW
W CON
CONFI
FIGU
GURA
RATI
TION
ON FILE
FILES
S

The activated specific options define the OEM configuration and are normally saved under a file name which can
be used to uniquely identify it at a later time.

Click on File –> Save to save the new configuration (changes) as the same file and overwrite the existing configu-
ration of that file name.

Click on File –> Save As to save the new configuration (changes) as a new file and retain the existing configuration
of the original file name.

Verify that the

the desired file name is displayed. Note that the name of the file that was chosen as the valid truck
configuration is displayed automatically. A new file name is entered by typing the entire new file name. Refer back to
Figure 16 for configuration file naming conventions.

This OEM truck configuration file would be the one normally loaded at the beginning of the software download
during a truck startup. It contains the correct option settings and the default truck
truck specific data.

4.6..
4.6 CONFIG
CONFIGURA
URATI
TION
ON FIL
FILE
E DEST
DESTINA
INATIO
TION
N DIRE
DIRECT
CTOR
ORY
Y

PTUt directory where configuration files are saved is displayed on the View Configuration Files
The active w PTU
screen (Fig. 21) in the Destination Directory menu. All configuration files that are commanded to be saved will be
saved in this directory.
directory.

To change the configuration save directory, click on the Browse button next to the Destination Directory menu
and choose a different existing directory or type in the new full directory path name.

4.7.
4.7. CONF
CONFIG
IGUR
URA
ATION
TION FIL
FILE
E SOUR
SOURCE
CE D
DIR
IREC
ECT
TORY
ORY

The active PTU directory where configuration files are retrieved from is displayed on the View Configuration
Files screen (Fig. 21) in the Source Directory menu. All configuration files that
that are available for retrieval
retrieval and manipu-
lation are in this directory.

To change the configuration file source directory, click on the Browse button next to the Source Directory menu
and choose a different existing directory or type in the new full directory path .

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5. INSTALLING AC PROPULSION SYSTEM SOFTWARE ON TRUCK

WARNING: Ensure that all mine, OEM, and GE safety procedures are followed during truck software 
installation. Ensure the truck is parked in a safe location with the Parking Brakes applied (propulsion 
system commanded to REST mode). Failure to do so could result in personal injury or death, as well as 
equipment damage and inadvertent truck movement.

Before new software can be loaded into a truck’s propulsion system, configuration files must be created and truck– 
specific parameters must be recorded. The following tasks must be completed in the order listed:

1. Select a GE Configuration file

2. Create a GE/OEM Options file
3. Create a Truck–Specific file
4. Save existing truck data (if applicable)
5. Program the TCI, PSC, and Inverters
6. Checkout to verify proper software installation

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

5.1. SELECTING THE GE CONFIGURATION FILE

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

1. Choose the appropriate GE configuration file.

a. Click on the AC Configuration Utility icon on the desktop or from the Start Menu go to START –> Pro-
grams –> GEOHVPTU xx (current version) –> AC Tools –> CFG AC Vxxxx (current version) (Fig. 19).
b. Select the appropriate GE configuration file for the truck (see Figure 20 for typical View Configuration
Files screen example and refer to Section 4., TABLE 1, Default Configuration Files and Descriptions
for description of files).
c. Click on the file to select it and then click OK to go to the PTU Screens –> Configuration Browser (Fig.
21).
2. Set the appropriate GE/OEM options for the mine location.
a. From the PTU Screens –> Configuration Browser, select Set GE/OEM Options .
b. Set the appropriate options for the specific mine environment. Section 4., TABLE 2, GE/OEM Configura-
tion Options and Descriptions , describes the available options and Figure 22 shows an example screen.
c. Press ENTER after modifying any field and click on the X in the upper right corner of the screen to close it.
d. From the PTU Screens –> Configuration Browser, select Set Wheel Motor Types.
e. Enter the number corresponding to the left and right wheel motor types, then click on the X in the upper right
corner of the screen to close it (Fig. 23).

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

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

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

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

FIG. 21. PTU SCREENS CONFIGURATION 

BROWSER. E–45203.

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

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

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

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5.2. CREATE THE TRUCK/MINE CONFIGURATION FILE

1. Determine and record the pedal, potentiometer (pot), and lever adjustment parameters according to the proce-
dure described in Section 6.8., PEDAL, POT, AND LEVER ADJUSTMENT CHECKS .
2. Determine and record the gauge calibration adjustment parameters according to the procedure described in
Section 6.9., GAUGE CALIBRATION CHECKS .
3. Click on the AC Configuration Utility icon on the desktop or from the Start Menu go to START –> Programs
 –> GEOHVPTU 1xx (current version) –> AC Tools –> CFG AC Vxxxx (current version) (Fig. 19).
4. Select 0 – Select a truck configuration, and choose the appropriate GE/OEM configuration file (created pre-
viously, Figure 20).
5. Click on the OK button to go to the PTU Screens –> Configuration Browser.
6. From the PTU Screens –> Configuration Browser, select Product Service Data.
7. The Product Service Data screen is now displayed (Fig. 24).
8. Set the following items in this screen and press ENTER after each change/entry:
a. OEM Truck Serial Number
b. OEM Ship Date
c. In Service Date
9. Close the Product Service Data screen by clicking on the X in the upper right corner of the screen.
10. From the PTU Screens –> Configuration Browser, select Truck Specific Data.
11. The Truck Specific Data screen is now displayed (Fig. 25).
12. Enter the Pedal and Gauge settings that were calculated previously and the truck number and press ENTER
after each change/entry.

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

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FIG. 26. OVERSPEEDS SCREEN. E–44561A.

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

5.3. SAVE EXISTING TRUCK DATA (Not Applicable to New Trucks)

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

1. Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .
2. From the PTU Screens –> TCI screen Menu Bar, select UpLoad –> Consolidated Truck Data Save (Fig 14,
also refer to GEK–91712).
3. Select All Reports, choose a Save Directory, then click on the Begin button to begin uploading (Fig. 15).
4. Click on Close when the uploading is complete.
5. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Tool-
box, shut down the PTU, and disconnect it from the TCI serial port.

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5.4. PROGRAM TCI

1. Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, and click on the Program Panel button (Fig. 4).
2. From the OHV PTU Toolbox Programming Utility screen, under AC Drive Systems, ALL, select TCI (Fig.
27).
3. Select the appropriate configuration file from the Select Configuration File menu by clicking Browse to open
the menu, then clicking on the desired file.
4. Click on the Begin Download button to start downloading and automatically open the Programming the Pan-
el status screen (Fig. 28). The OHV w PTUt Toolbox Programming Utility will automatically download the TCI
with the latest TCI software and the chosen configuration file.
NOTE: It may be necessary to cycle control power in order to download. Do so by turning the Control 
Power Switch or Keyswitch OFF, then back ON.
5. Click on the Exit button when the download is complete to go back to the OHV w PTUt Programming Utility
screen.
6. Click on the Exit button again to go back to the GE OHV w PTUt Toolbox Login screen, then close the
w PTUt Toolbox, shut down the PTU, and disconnect it from the TCI serial port.

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

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5.5. PROGRAM PSC

1. Connect the PTU to the PSC serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, and click on the Program Panel button (Fig. 4).
2. From the OHV w PTUt Toolbox Programming Utility screen, under AC Drive Systems, ALL, select PSC
(Fig. 27).
3. Select the appropriate configuration file from the Select Configuration File menu by clicking Browse to open
the menu, then clicking on the desired file.
4. Click on the Begin Download button to start downloading and automatically open the Programming the Pan-
el status screen (Fig. 28). The OHV w PTUt Toolbox Programming Utility will automatically download the PSC
with the latest PSC software and the chosen configuration file.

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

5. Click on the Exit button when the download is complete to go back to the OHV w PTUt Programming Utility
screen.
6. Click on the Exit button again to go back to the GE OHV w PTUt Toolbox Login screen, then close the
w PTUt Toolbox, shut down the PTU, and disconnect it from the PSC serial port.

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

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

5.6. PROGRAM INVERTERS

1. Apply the Parking Brake (propulsion system commanded to REST mode).
2. Open the control cabinet door and set the Ground Fault Cutout switch to the CUTOUT (Down) position.
3. Check the link charged lights and verify the link is discharged.
4. Connect the PTU to the CNG (Inverter #1) serial port located inside the group, start the GE OHV w PTUt Tool-
box, enter password, and click on the Program Panel button (Fig. 4).
5. From the OHV w PTUt Toolbox Programming Utility screen, under AC Drive Systems, GE150AC, select
Inverter (Fig. 27).
6. Select the appropriate object file from the Select Object File menu by clicking Browse to open the menu, then
clicking on the desired file.
7. Click on the Begin Download button to start downloading and automatically open the Programming the Pan-
el status screen (Fig. 28). The OHV w PTUt Toolbox Programming Utility will automatically download the
connected inverter with the latest software and the chosen object fil e.

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

8. Click on the Exit button when the download is complete to go back to the OHV w PTUt Programming Utility
screen.
9. Click on the Exit button again to go back to the GE OHV w PTUt Toolbox Login screen and disconnect the
w PTUt from the CNG (Inverter #1) serial port.
10. Connect the w PTUt to the CNH (Inverter #2) serial port and repeat steps 5 through 9 of this procedure.
11. Click on the Exit button again to go back to the GE OHV w PTUt Toolbox Login screen, then close the
w PTUt Toolbox, shut down the PTU, and disconnect it from the CNH (Inverter #2) serial port.
12. Set the Ground Fault Cutout switch back to the NORMAL (Up) position and close the control cabinet door.

5.7. CHECKOUT

Verify proper software installation by performing the follow ing steps:

1. Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .
2. From the window browser, select PTU Screens –> TCI –> Normal_Operation –> Configuration –> TCI SW
Versions.
3. The TCI SW Versions screen is now displayed (Fig. 29).
4. Verify the following version information on the display screen:
TCI VER: {current version}
TRUCK TYPE: {150 ton}
TRUCK ID: {current truck}
5. Close the TCI SW Versions display screen by clicking on the X in the upper right corner of the screen.
6. Verify the TCI’s time is set correctly as follows:
a. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Set Time and Date .

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

FIG. 30. TCI SET TIME AND DATE SCREEN. E–44380A.

b. The Set Time and Date screen is now displayed (Fig. 30)
c. Correct the date and time setting as necessary and click on SET CLOCK to enter the changes.
d. Close the Set Time and Date display screen by clicking on the X in the upper right corner of the screen.
7. Reset the TCI’s event information as follows: (Fig. 31)
a. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Event_Menu –> Reset TCI
Events .
b. The RESET the Active TCI Events selection screen is now displayed.
c. Click on Yes to reset the events and close the screen.
d. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Event_Menu –> Erase TCI
Events .
e. The ERASE the Stored TCI Events selection screen is now displayed.

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FIG. 31. RESET AND ERASE TCI EVENTS SELECTIONS. E–44367A.

f. Click on Yes to erase the events and close the screen.

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

8. Reset the TCI’s Statistical Information as follows: (Fig. 32)

a. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Stat_Menu –> Reset Stats.
b. The Reset Stats screen is now displayed.
c. Click on the selection box for Reset ALL <GE AND MINES> Statistics and click on Yes in the question
window that pops up.
d. Close the Reset Stats display screen by clicking on the X in the upper right corner of the screen.
9. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen and disconnect the
w PTUt from the TCI serial port.
10. Connect the w PTUt to the PSC serial port (located in the operator cab) and click on LOGIN to w PTUt Tool-
box.

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

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FIG. 33. PSC SOFTWARE VERSIONS SCREEN. E–45209.

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

12. The PSC SW Versions screen is now displayed (Fig. 33).

13. Verify the following version information on the display screen:
PSC VER: {current version}
TRUCK TYPE: {150 ton}
TRUCK ID: {current truck}
INV1 VER: {current version}
INV2 VER: {current version}
14. Close the PSC SW Versions display screen by clicking on the X in the upper right corner of the screen.
15. Reset the PSC’s event information as follows: (similar to Fig. 31)
a. From the window browser, select PTU Screens –> PSC –> Special_Tasks –> Event_Menu –> Reset
PSC Events.
b. The RESET the Active PSC Events selection screen is now displayed.
c. Click on Yes to reset the events and close the screen.
d. From the window browser, select PTU Screens –> PSC –> Special_Tasks –> Event_Menu –> Erase
PSC Events.
e. The ERASE the Stored PSC Events selection screen is now displayed.
f. Click on Yes to erase the events and close the screen.
16. Verify NO events are logged on the DID panel (refer to Section 8.2., Faults Display, for DID panel faults infor-
mation).
17. From the window browser, select PTU Screens –> PSC –> Normal_Operations –> Real_Time –> PSC –
Real Time Data.

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18. The PSC – Real Time Data screen is now displayed (Fig. 40).
19. On the PSC – Real Time Data screen, verify the following:
S ACCEL–SEL = 0.00 with the Accel Pedal at rest
S ACCEL–SEL = 1.00 with the Accel Pedal fully engaged
NOTE: The following verifications require that Service Brake/Wheel Lock/Load Brake is not applied. En- 
sure the Parking Brake is applied (propulsion system commanded to REST mode) and it is safe to re- 
move the service brakes.
S RETRD–SEL = 0.00 with the Retard Pedal and Lever (if equipped) set to the OFF position.
S RETRD–SEL = 1.0 with the Retard Pedal at FULL. (If a 1 pedal system, ensure the service brake is not
entered)
S RETRD–SEL = 1.0 with the Retard Lever (if equipped) at FULL and the retard pedal OFF.
20. Apply the Parking Brake if not done previously (propulsion system commanded to REST mode).
21. Using the appropriate mine procedures, start the diesel engine.
22. Verify the System Mode is REST on the DID panel (refer to Section 8.1., Modes Display, for DID panel modes
information).
23. Release the Parking Brake (propulsion system exits REST mode) and verify the System Mode changes to
TEST, then READY within one minute.
24. With the brakes applied, move the Direction Selector handle to FORWARD and verify torque is present on each
inverter (TQCMD1, TQCMD2, and TRQFB1, TRQFB2) shown on the PSC – Real Time Data screen.
25. Verify no EVENTS are logged as follows:
a. From the window browser, select PTU Screens –> PSC –> Special_Tasks –> Event_Menu –> PSC
Event Summary.
b. The PSC Event Summary screen is now displayed on top of the PSC – Real Time Data screen.
c. Verify that no EVENTS are logged, then close the PSC Events Summary display screen by clicking on the
X in the upper right corner of the screen.
26. Return the Direction Selector handle to NEUTRAL.
27. Using the appropriate mine procedures, initiate Load Box operation through the w PTUt or DID panel (for
w PTUt, from the window browser, select PTU Screens –> PSC –> Normal_Operation –> Tests –> Self
Load Engine Test) . (Fig. 51) (Refer to Section 8.3., Tests Display, for DID panel tests information.)
28. Maintain Load Box operation at full engine RPM for two minutes and verify that full horsepower is developed.
29. Verify no EVENTS log during Load Box Mode as follows:
a. From the window browser, select PTU Screens –> PSC –> Special_Tasks –> Event_Menu –> PSC
Event Summary.
b. The PSC Event Summary screen is now displayed (on top of the Self Load Engine Test screen if using
w PTUt for test).
c. Verify that no EVENTS are logged, then close the PSC Events Summary display screen by clicking on the
X in the upper right corner of the screen.
30. Exit Load Box.
31. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, then close the w PTUt
Toolbox, shut down the PTU, and disconnect it from the PSC serial port.

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6. TRUCK STARTUP PROCEDURES

6.1. CIRCUIT CONTINUITY AND RESISTANCE CHECKS AND ADJUSTMENTS

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

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

6.1.1. VOM Circuit and Component Checks

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

Circuit/Component VOM Connection VOM Positive Lead VOM Negative VOM Reading in
Note Connection Lead Connection Ohms (Approx.)
DC Link DC+ Link Bus Bar Cabinet Ground 2800
(Top Bus Bar)
NOTE: If GNDB1 (ground block) is disconnected from the Ground Resistor Panel 
(GRR), both the DC+ and DC– resistance to ground readings will be higher.
DC– Link Bus Bar Cabinet Ground 2800
(Bus Below DC+)
VOM on R1 Scale to DC+ Link Bus Bar DC– Link Bus Bar Infinity
avoid charging ca-
pacitors
VOM on R1 Scale to DC– Link Bus Bar DC+ Link Bus Bar 5.5
avoid charging ca-
pacitors

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6.2. MEGGER TEST FOR GROUNDS

WARNING: Electric shock can cause serious or fatal injury. To avoid such injury, personnel should take 
and observe proper precautions when making system adjustment or performing system or component 
electrical tests.

CAUTION: Check the polarity of the suppression modules and diodes across all coils: relays, contactors 
and reverser. If any are reversed, output channels on the digital input/output cards can be damaged dur- 
ing attempts at energization.

CAUTION: A bell ringer must not be used for wiring checks; use an ohmmeter or light continuity checker.

CAUTION: Before removing any of the cards in the 17FL375 electronics panel, turn battery power to the 
control system OFF.

The control equipment circuitry is classified in two major categories: main power circuit and alternator field control.
Both circuit categories must be separately prepared for meggering.

NOTE: Do not put shorting wire on terminal boards.

6.2.1. Preparation For Megger Test

Perform the following procedures to prepare the circuit categories for meggering by either removing wiring connec-
tions, insulating or jumpering, as indicated by the instructions. Use shorting wire for jumpering procedures, however,
be careful not to short devices to ground or to the wrong devices.

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

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

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

4. Disconnect Battery Power.

5. Disconnect the round power plug from the top of each phase and chopper module:
PM1A+, PM1A–, PM1B+, PM1B–, PM1C+, PM1C–, PM2A+, PM2A–, PM2B+, PM2B–, PM2C+, PM2C–,
CM1, CM2
6. Disconnect all 17FL375panel 104 pin connectors.

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

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

9. Disconnect the circular connectors from all VAM’s.

10. Remove all wires from ground block GNDB which is located to the left of the AFSE.

11. Remove the GF contactor arc chute and install a jumper between the main contactor tips on GF.

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6.2.2. Megger Test Procedure

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

6.2.2.1. Main Power Circuit

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

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

3. Turn off and disconnect the megger.

6.2.2.2. Alternator Field Circuit

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

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

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

4. Turn off and disconnect the megger.

This concludes the megger test. If any readings were below one megohm, an insulation fault is present and must
be located and repaired. If the reading is low because of moisture, the machine must be dried out by heating it for
several hours. Heat can be applied using several methods: 1) heat lamp, 2) hair dryer, 3) passing a controlled current
through the winding for a specific time period, 4) removing the machine from the truck and baking it in an oven at a
controlled temperature for a specific time period.

After repairs are made, remegger that circuit to ensure a good quality repair. To aid in finding a fault, see Section
6.3., Troubleshooting For Grounds .

6.2.3. Restore Circuitry

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

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

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

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

4. Reconnect all wires previously removed from ground block GNDB.

5. Reconnect the VAM connectors.

6. Reconnect the CCLR1 and CCLR2 connectors.

7. Reconnect all 17FL375 panel connectors.

8. Reconnect the power plug to all phase and chopper modules.

9. Reconnect Battery Power.

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6.3. TROUBLESHOOTING FOR GROUNDS

1. Give the truck a quick visual inspection looking for the following:

a. IMoisture, oil, or debris in or on motorized wheels, alternator, grid resistors, main control cabinet, and power
cables

b. Any wire or metal that might be touching exposed connections

c. IFrayed or rubbing cables

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

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

NOTE: Refer to the overall system schematic to obtain the most convenient points for subsection isola- 
tion.

NOTE: This subdividing of the grounded section should continue until the ground is isolated in a 
particular cable or piece of equipment. Appropriate measures can then be taken.

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

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

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

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

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

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

10. On trucks equipped with a blown Dynamic Retarding Assembly, if the ground occurs on the blower motor side,
disconnect the motor and check for grounds in the unit once again.

11. If the ground is still present in the Dynamic Retarding Assembly, it will be necessary to disconnect each resistor
section until the grounded section is found.

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6.4. LOW VOLTAGE POWER SUPPLY CHECKS

6.4.1. Preparation for Power Supply Check
1. Remove the 50 amp control circuit system fuse (BATFU) located near the bottom of the power section of the
control cabinet behind the center door.

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

6.4.2. Power Supply Voltage Checks

NOTE: If during the course of these checks a reading is significantly different from the expected value,
consult the system schematics, inspect the circuit, check connections, and replace components as re- 
quired.

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

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

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

6.4.2.2. System Power Supply

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

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

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

6.4.2.3. DID Power Supply

Check that the DID panel is illuminated.

6.5. PSC AND TCI CARD CHECKS

1. Turn the CPS OFF.

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

3. Locate the FAT1 LEDs at the bottom of the PSC CPU card (17FB147) and the TCI CPU card (17FB144) near
the card extractor for each. Turn the CPS ON and observe that both LEDs on both cards should initially turn ON
and then turn OFF. If any LED remains illuminated, it may indicate either a bad CPU card or a problem with the
+5V power supply in that panel. Determine the possible faulty card by turning the CPS OFF, removing one card
from the affected panel, and turning the CPS ON until the faulty card is identified.
CAUTION: Always turn the Control Power Switch (CPS) OFF before either removing or installing control 
cards in electronic panels. Failure to do so will result in card and/or panel equipment damage.

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6.6. LOAD AC OHV PROPULSION SYSTEM SOFTWARE

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

6.7. PSC MANUAL DIGITAL INPUT/OUTPUT TEST PROCEDURES

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

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

2. Ensure engine is OFF.

3. Connect the PTU to the PSC serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, select PSC Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .
4. From the window browser, select PTU Screens –> PSC –> Engine_Stopped_Tasks –> PSC Manual Test
(Fig. 34).
5. The PSC Manual Test screen is now displayed (Fig. 35).

FIG. 34. PTU BROWSER PSC MANUAL TEST 

SCREEN ACCESS SEQUENCE. E–45224.

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

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6. Perform the following digital output checks from the PSC Manual Test screen:

a. In the Toggle Digital Outputs (TDO) section of the screen, click on GF to highlight it. Verify that the GF
contactor picks up and that GFFB is highlighted in the Digital Input (DI) section of this screen. Click on GF
again in the TDO section of the screen to deenergize GF.

b. In the TDO section of the screen, click on GFR to highlight it. Verify (visually) that the GFR contactor picks
up. Click on GFR again in the TDO section of the screen to deenergize GFR.

c. In the TDO section of the screen, click on RP1 to highlight it. Verify that the RP1 contactor picks up and that
RP1FB is highlighted in the DI section of this screen. Click on RP1 again in the TDO section of the screen to
deenergize RP1.

d. In the TDO section of the screen, click on CPRL to highlight it. Verify that after turning the CPS OFF, control
power remains applied to the AC OHV propulsion system. Turn CPS back to the ON position. Click on
CPRL again in the TDO section of the screen to deenergize CPRL.

e. In the TDO section of the screen, click on AFSE to highlight it. Verify that there is 24V DC to ground on the
AFSEF1L and AFSEF2L wires on the AFSE terminal boards. Click on AFSE again in the TDO section of
the screen to deenergize AFSE.

NOTE: All LEDs, the Inverter #1 Cutout switch, and the Inverter #2 Cutout switch are not present in the 
17KG527B1 (or later) configurations of the 150 Ton AC Control Group.

NOTE: Steps 6f thru 6i and step 7 apply only to the 17KG527A1 Control Group.

f. In the TDO section of the screen, click on SYSRUN to highlight it. Verify that the CONTROL SYSTEM
OKAY LED inside the control area is illuminated. Click on SYSRUN again in the TDO section of the screen
to deenergize SYSRUN.

g. In the TDO section of the screen, click on TEST to highlight it. Verify that the TEST MODE LED inside the
control area is illuminated. Click on TEST again in the TDO section of the screen to deenergize TEST.

h. In the TDO section of the screen, click on REST to highlight it. Verify that the REST MODE LED inside the
control area is illuminated. Click on REST again in the TDO section of the screen to deenergize REST.

i. In the TDO section of the screen, click on SYSFLT to highlight it. Verify that the SYSTEM FAULT LED on
the side of the main control cabinet is illuminated. Click on SYSFLT again in the TDO section of the screen
to deenergize SYSFLT.

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7. Perform the following Digital Input checks:

a. With the Keyswitch and the CPS ON, verify that the following Digital Inputs are illuminated: KEYSW,
CPSFB, CNFB, CNIFB, CNXFB, and GFNCO .

b. Move the Inverter #1 Cutout switch, located inside the control area, to the CUTOUT position, INV1CO
should be highlighted. Move this switch back to the NORMAL position, INV1CO should then turn OFF.

c. Move the Inverter #2 Cutout switch, located inside the control area to the CUTOUT position, INV2CO
should be highlighted. Move this switch back to the NORMAL position, INV2CO should then turn OFF.

d. Digital Input BRAKEKON will be highlighted if the Service Brake is engaged, otherwise, it will be off.

e. Close the PSC Manual Test display screen by clicking on the X in the upper right corner of the screen.

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

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6.8. PEDAL, POT, AND LEVER ADJUSTMENT CHECKS

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

1. Remove control power from the AC OHV propulsion system.

2. Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .
3. Apply control power to the AC OHV propulsion system.
4. From the window browser, select PTU Screens –> TCI –> Normal_Operation –> Real_Time –> TCI Analog
Inputs (Fig. 36).
5. The TCI Analog Inputs screen is now displayed (Fig. 37). Perform the following from this screen:
a. Record the value for POTREF (typical value is 10.8 V).

b. Record the value for ACCEL PEDAL with the pedal FULL OFF (typical value is 1.6 V).

c. Record the value for ACCEL PEDAL with the pedal FULL ON (typical value is 8.5 V).

d. Pull up on the Retard Speed Control Switch, and record the value for RSC POT with the knob turned FULLY
CLOCKWISE (typical value is 0.1 V).

e. Record the value for RSC POT with the knob turned FULLY COUNTER–CLOCKWISE (typical value is 10.7
V).

f. Close the TCI Analog Inputs display screen by clicking on the X in the upper right corner of the screen.
6. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Tool-
box, shut down the PTU, and disconnect it from the TCI serial port.
7. Connect the PTU to the PSC serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, select PSC Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .

FIG. 36. PTU BROWSER TCI REAL TIME MENU 

ACCESS SEQUENCE. E–45225.

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

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FIG. 38. PTU BROWSER PSC REAL TIME 

MENU ACCESS SEQUENCE. E–44388B.

8. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Real_Time –> PSC – Ana-
log Inputs (Fig. 38).

9. The PSC – Analog Inputs screen is now displayed (Fig. 39). Perform the following from this screen:

a. Record the value for RETARD PEDAL with the pedal FULL OFF (typical value is 3.3 V).

b. Record the value for RETARD PEDAL with the pedal FULL ON (typical value is 9.5 V).

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

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

11. The PSC – Real Time Data screen is now displayed (Fig. 40). Perform the following from this screen:

a. With accel pedal FULLY RELEASED, verify that ACCEL–SEL = 0.00.

If it is not, calculate the accel pedal off percent by dividing the recorded value in step 5b of this procedure by
the recorded value in step 5a of this procedure (ACCEL PEDAL OFF VOLTS / POT REF). Record this as
the new CC_ACCEL_PEDAL_OFF_PCNT parameter value.
b. With accel pedal FULLY PRESSED, verify that ACCEL–SEL = 1.00 .
If it is not, calculate the accel pedal on percent by dividing the recorded value in step 5c of this procedure by
the recorded value in step 5a of this procedure (ACCEL PEDAL ON VOLTS / POT REF). Record this as the
new CC_ACCEL_PEDAL_ON_PCNT parameter value.
c. With retard pedal FULLY RELEASED, verify that RETRD–SEL = 0.00.
If it is not, calculate the retard pedal off percent by dividing the recorded value in step 9a of this procedure by
the recorded value in step 5a of this procedure (RETARD PEDAL OFF VOLTS / POT REF). Record this as
the new CC_RETARD_PEDAL_OFF_PCNT parameter value.

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d. With retard pedal FULLY PRESSED, verify that RETRD–SEL = 1.00.

If it is not, calculate the retard pedal on percent by dividing the recorded value in step 9b of this procedure by
the recorded value in step 5a of this procedure (RETARD PEDAL ON VOLTS / POT REF). Record this as
the new CC_RETARD_PEDAL_ON_PCNT parameter value.
e. With retard speed control knob PULLED OUT and knob turned FULLY CLOCKWISE (turned to TURTLE
icon), verify that RETSPD = 0.0.

f. With retard speed control knob PULLED OUT and knob turned FULLY CLOCKWISE (turned to RABBIT
icon), verify that RETSPD > 36 .

g. Close the PSC – Real Time Data display screen by clicking on the X in the upper right corner of the screen.
12. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Tool-
box, shut down the PTU, and disconnect it from the PSC serial port.

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

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

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FIG. 41. PTU BROWSER TCI GAUGE 

CALIBRATION SCREEN ACCESS SEQUENCE.
E–44382A.

6.9. GAUGE CALIBRATION CHECKS

The following is the procedure for recording and checking the AC OHV propulsion system adjustments for the spe-
cific truck gauges:

1. Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .
2. From the window browser, select PTU Screens –> TCI –> Engine_Stopped_Tasks –> Gauge Calibration
(Fig. 41).

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

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

6.10. CONFIGURATION CHANGES DUE TO CALIBRATION CHECKS

If, after performing the pedal, lever, pot, and gauge calibration checks, one or more configuration parameters re-
quired change, then do the following:

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

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

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

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

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

6.11. SET TIME AND DATE

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

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

1. Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .
2. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Set Time and Date (Fig. 43).

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

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

5. On the Set Time and Date screen (Fig. 44), click within the applicable window ( DAY, MONTH, YEAR, HOUR,
MINUTES ) and enter the new values, or highlight the existing values in the applicable window and enter the
new values.
6. Repeat step 4 for each of the five windows.
7. Click on the SET CLOCK button at the desired moment for the clock to be set to the time settings entered to set
the new values into memory
8. Verify that the time displayed in The NEW Date and time: line is correct. If not, repeat steps 5 through 7.
9. Close the Set Time and Date display screen by clicking on the X in the upper right corner of the screen.
10. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Tool-
box, shut down the PTU, and disconnect it from the TCI serial port.

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

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FIG. 45. BROWSER TCI REAL TIME DATA

SCREEN ACCESS SEQUENCES. E–45231.

6.12. CHECK COMMUNICATION STATUS

The following procedure verifies that PSC and TCI are communicating properly with each other.

1. Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .
2. From the window browser, select PTU Screens –> TCI –> Normal_Operation –> Real_Time –> TCI Real
Time Data (Fig. 45).

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

4. In the Modes section of the TCI Real Time Data screen, verify that COMMLINK is OK.
If not, check wiring between PSC and TCI. If that does not uncover the problem, remove power from the control
system, then reapply power. If that does not clear the problem, then replace one CPU card at a time in order to
determine the faulty card.
5. Close the TCI Real Time Data display screen by clicking on the X in the upper right corner of the screen.
6. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Tool-
box, shut down the PTU, and disconnect it from the TCI serial port.
7. Connect the PTU to the PSC serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, select PSC Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .

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

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

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

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FIG. 46. TCI REAL TIME SCREEN. E–44359A.

11. Close the PSC – Real Time Data display screen by clicking on the X in the upper right corner of the screen.
12. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Tool-
box, shut down the PTU, and disconnect it from the PSC serial port.

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6.13. TCI ANALOG INPUT CHECKS

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

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

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

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

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

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

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

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

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

9. Close the PSC – Real Time Data display screen by clicking on the X in the upper right corner of the screen.
10. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Tool-
box, shut down the PTU, and disconnect it from the TCI serial port.

6.14. TCI MANUAL DIGITAL OUTPUT CHECKS

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

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

2. From the window browser, select PTU Screens –> TCI –> Engine_Stopped_Tasks –> TCI Manual Test
(Fig. 41).
CAUTION: Do not proceed with TCI Manual Test checks until the Parking Brake is applied (propulsion 
system commanded to REST mode).

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

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

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

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

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6.15. TCI MANUAL DIGITAL INPUT CHECKS

The following procedure verifies the proper wiring between TCI and certain truck devices. If TCI does not respond
as indicated, check the device and the TCI wiring interface with that device. If those check out OK, replace the ap-
propriate TCI digital I/O card (consult system schematic to identify proper card).

For each digital input check, verify that the input on the Digital Inputs section of the TCI Manual Test screen (Fig.
48) responds appropriately to the input from the external truck device.

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

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

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

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

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

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

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

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

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

10. When the Load Brake is applied, LDBRK should be displayed.

11. When the Keyswitch is moved to the Engine Start position, ENGSTRTREQ should be displayed.

12. When the Retard Speed Control switch is pulled up, RSC should be displayed.

13. When the Payload Meter indicates that the truck payload is 25% of capacity or greater, FULL–PAYLD should
be displayed.

NOTE: The axle box pressure switch should be adjusted to trip when the axle box door is open 4” at 
normal blower speed.

14. When the axle box is pressurized, AXLEP should be displayed.

15. When the Control Power Switch is turned to the ON position, CONTROLON should be displayed.

16. Close the TCI Manual Test display screen by clicking on the X in the upper right corner of the screen.
17. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, close the w PTUt Tool-
box, shut down the PTU, and disconnect it from the TCI serial port.

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6.16. DIAGNOSTIC INFORMATION DISPLAY (DID) PANEL CHECK

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

6.17. INVERTER CHECKS

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

NOTE: The HyperTerminal* application program must be running on the wPTU t before applying control 
power to the propulsion system. If not, the Inverter Fault Checks procedure cannot be performed. Refer 
to Section 12.4., Using HyperTerminal To Communicate To 17FB144 and 17FB147 Boards, for additional 
information on using the HyperTerminal application program.

NOTE: If at any time, the wPTU t locks up or does not operate in an expected manner, type “X” three 
times in succession.

6.17.1. Inverter Phase Module Command and Feedback Circuitry Checks

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

2. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Configuration –> Invert-
er Parameters (Fig. 49).

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

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

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

5. Change the parameter by typing 0 in the Inv # all, Value field and press ENTER.
6. Close the Inverter Parameter display screen by clicking on the X in the upper right corner of the screen.
7. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen and click on Terminal
Emulator Mode to start HyperTerminal.
8. Disconnect the w PTUt serial cable from the PSC serial port and connect it to the CNG (Inverter #1) serial port.
9. Press T to command the Inverter Test screen.

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

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

* Tradename of Hilgraeve Incorporated

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FIG. 49. PTU BROWSER PSC 

CONFIGURATION MENU ACCESS 
SEQUENCE. E–44387B.

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

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NOTE: If any the following IGBT module checks fail, check IGBT module wiring. If wiring checks OK and 
problem persists, replace phase module in question and/or inverter control card(s) until problem is cor- 
rected.

12. Perform the following GTO/IGBT module command and feedback checks:

a. With the w PTUt connected to the CNG serial port, move the > sign to the letter F in the test column next to
GTO AUP.

b. Press T with the > sign at the letter F on the screen. Verify that the Fs in the command column and the Fs in
the feedback column should all turn to Ts.

c. Move the > sign to the letter the letter T in the test column next to GTO AUP.

d. Press F with the > sign at the letter T on the screen. Verify that the Ts in the command column and the Ts in
the feedback column should all turn to Fs.

e. Repeat steps a through d for each phase module or chopper in Inverter #1.

13. Restore all settings by performing the following steps:

a. With the w PTUt still connected to the CNG serial port, make certain that all T values are returned to F
values.

b. With the w PTUt still connected to the CNG serial port, press X until the prompt invcpu> appears.

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

d. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Configuration –> In-
verter Parameters (Fig. 50).

e. Reset the parameters for Inverter #1 from the Inverter Parameters screen.

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

15. With the w PTUt connected to the PSC serial port, click on CMCTL to highlight and turn them ON, then press
ENTER.

16. Disconnect the w PTUt serial cable from the PSC serial port and connect it to the CNH (Inverter #2) serial port.

17. Repeat steps 2 through 16 for Inverter #2 taking note of the following differences:
 – All references to Inverter #1 are now for Inverter #2.
 – All references to CNG are now for CNH.
 – Shutdown the w PTUt Toolbox and turn the PTU off before disconnecting it in step 16, then do not reconnect
it.

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6.18. SELF LOAD TESTING

6.18.1. Preparation for Self Load Testing

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

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

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

3. Verify that all tape and/or other obstructions are removed from the contactor and control cabinet enclosures for
proper air flow to the equipment.
WARNING: If a wheelmotor(s) has been removed, verify that its power cables are properly insulated in the 
axle box.

NOTE: Self load testing can also be commanded through the DID panel (see Section 8.3.1., Self Load 
Testing). If the DID panel is to be used, proceed to Section 6.18.2., Checks Prior to Self Load Testing.

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

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

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

6.18.2. Checks Prior to Self Load Testing

6.18.2.1. Battery Boost Check

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

1. Verify that engine is OFF.

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

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

4. Verify that all DC link voltage indicating lights are OFF.

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

6. Close the compartment door.

7. Start the engine.

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

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

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NOTE: If the voltmeter reading is significantly different from that stated above, remove voltage from the 
propulsion system. After verifying that voltage is removed from the propulsion system, check resistor 
R1 and its wiring, replace components and wiring as necessary, then repeat the above portion of the 
procedure before continuing.

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

11. Place the GF Cutout switch, located on the right hand side of the main control cabinet, in the CUTOUT (down)
position.

12. Shut down the engine.

13. Verify that all DC link voltage indicating lights are OFF.

14. Disconnect and remove the voltmeter and secure the compartment door.

6.18.3. Self Load Test Procedure

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

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

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

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

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

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

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

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

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

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

8. Monitor the ENGLOAD value on the Self Load Engine Test screen during load testing. (This is a 0 to 10 V
signal from the engine controller converted to a percentage value.)

a. If the value is 50% during load testing, loading is optimal.

b. If the value is below 50% during load testing, this is an indication of a weak engine and the propulsion system
must decrease its load HP.

c. If the value is above 50% during load testing, this is an indication of a strong engine and the propulsion
system can increase its load HP.

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

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

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

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6.19. INVERTER LOAD TEST

WARNING: The inverter load test involves developing torque on the individual wheel motors at stand- 
still. A location allowing for some movement of the truck is required. Personnel must stay clear of the 
front and rear of the truck when an inverter is providing power to a wheel motor in order to avoid the risk 
of injury, and possibly death, due to truck movement.

The truck cab must be manned at all times, or a means must be provided to stop the truck should motion 
occur when an inverter is providing power to a wheel motor.

1. Shutdown the engine and ensure the following in preparation for this test, correcting any problems before pro-
ceeding further:

a. The braking system is functional.

b. The wheel motors are clear for rotation and personnel are aware that wheels will be rotating one at a time.

c. If tires are not installed, verify that the truck is solidly mounted on jack stands and that the truck is stable.

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

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

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

5. Place the following switches in the positions indicated:

a. Parking Brake should be ON (propulsion system commanded to REST mode).

b. Inverter #2 Cutout switch should be in the CUTOUT (down) position.

c. Inverter #1 Cutout switch should be in the NORMAL (up) position.

6. Start the engine.

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

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

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

a. Record the torque command and feedback values for Inverter #1 ( TQCMD1 and TRQFB1 ). The minimum
torque command should be around 750 ft–lbs. Note any significant differences.

b. Record both Inverter #1 (I1LV) and Inverter #2 ( I2LV) link voltages. They should be approximately the
same with a maximum allowable difference of 7 V. The DC link volts should be approximately 700 V and the
DC link amps should be less than 50 amps.

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10. Place the Direction Selector switch in the NEUTRAL position.

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

NOTE: All LEDs, the Inverter #1 cutout switch and the Inverter #2 cutout switch are not present in the 
17KG527B1 (or later) configuration of the 150 Ton AC control group.

12. Repeat steps 5 through 10 for Inverter #2 (with Inverter #2 Cutout switch in NORMAL position and Inverter #1
Cutout switch in CUTOUT position in step 5), noting that if wheel rotation must be monitored, the right wheel
should be rotating clockwise when viewed from the transmission end and the left wheel should not be rotating.

13. Apply the Parking Brake (propulsion system commanded to REST mode), move both Inverter Cutout switches
to the NORMAL (up) position, then release the Parking Brake (propulsion system exits REST mode).

14. If wheels and tires are installed, verify that truck moves forward in a smooth manner. Stop the truck and move
Direction Selector switch to REVERSE. Again verify that truck moves in reverse in a smooth manner.
If wheels and/or tires are not installed, verify that the wheel motors rotate in an even manner and that the follow-
ing wheel motor rotations as viewed from the transmission side are correct:
a. Direction Selector switch in FORWARD – 

(1) Left wheel motor – counter clockwise rotation

(2) Right wheel motor – clockwise rotation

b. Direction Selector switch in REVERSE – 

(1) Left wheel motor – clockwise rotation

(2) Right wheel motor – counter clockwise rotation

NOTE: If problems are encountered during this testing, check the wheel motor speed sensors, the speed 
sensor wiring, wheel motor power cabling, and the inverter control card for problems.

15. When inverter testing is complete, move the Direction Selector switch to the NEUTRAL position, apply the
Parking Brake (propulsion system commanded to REST mode), move both Inverter Cutout switches to the
CUTOUT (down) position, and shut down the engine.

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6.20. FUNCTIONAL GROUND FAULT DETECTION TEST

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

WARNING: When installing or removing the test wire jumper for ground fault detection checking, always 
ensure that the truck is shut down, the engine is stopped, the Parking Brake is ON (propulsion system 
commanded to REST mode), and ALL DC link voltage indicating lights are OFF. Auxiliary DC link charged 
indicating lights are provided on the top of the control for visual indication. It is recommended that the 
auxiliary DC link be measured by separate instrumentation as well before proceeding with maintenance or 
trouble shooting. Failure to do so may result in personnel injury or death.

If, for any reason, this test encounters ground fault detection problems (fails to detect entered fault), immediately
stop any further testing and correct the problem. Each time a ground fault is detected, a ground fault event is logged in
the event summary log and propulsion power will be removed by the control system. Prior to removing the wire jumper,
ensure that the truck is shut down, the engine is stopped, the Parking Brake is applied (propulsion system commanded
to REST mode), and all DC link voltage indicating lights are OFF. With the jumper removed, the ground faults can be
cleared and erased before proceeding further with the test.

The following circuits in the propulsion system should be checked by connecting one lead of the ground fault test
wire jumper to it and the other end to truck frame ground:

1. Positive DC link bus

2. Negative DC link bus

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7. STATISTICAL DATA

7.1. GENERAL DESCRIPTION AND DEFINITION

The Statistical Data Collector uses Parameter Counters and Parameter Profiles to record operating condi-
tions for various occurrences on the truck.

To make data most useful, there are four counters for every Statistical Counter and five for every Statistical Profile.
These counts are named by the method used to reset the count to zero. For the counter, there is a lifetime count,
LCount , which is associated with its date, LCount Start. There are also three other counters, Last Qtr, This Qtr, and
This Day.

A parameter is a defined occurrence. Each parameter has an identification number called Par #, and a short name
called Description. Each parameter is an occurrence that is counted in some unit such as hours or the number of
times the conditions have been correct to declare that the occurrence happened.

The units in which the counters count are listed under Units in TABLE 3, Statistical Data Codes – Counters
(located in this section). TABLE 3 also contains an additional explanation of the conditions that define a statistical
parameter as having occurred in the column titled Count Conditions .

There are two types of parameters: Counters (TABLE 3) and Profiles (TABLE 4, Statistical Data Codes – Pro-
files, located in this section). The profile parameters have one more characteristic, Counter Range, identified by
Profile Number, which segments the possible range of values into a maximum of 17 ranges of values. The number or
count within a particular Counter Range or Profile Number is the time that the parameter had a value that was within
that range.

When examining the number of counts for a parameter, it is often useful to know over what period of time the counts
occurred. To aid in determining how long it took to get a certain number of counts for a Statistical Data Counter param-
eter, the Statistical Data is presented in the form of four counters.

The first counter, LCount , indicates how many counts have occurred since the LCount Start date. This is in-
tended to be a lifetime counter. It can be reset to zero by a privileged user, and the LCount Start will automatically be
set to the date on the CPU board when the user performed the reset.

The second counter, Last Qtr is just the total number of counts for the parameter over the last–fiscal–quarter, also
known as the last–three–months. This counter has the same value in it all quarter long. At midnight on a quarter
change, this counter is overwritten by the “This Qtr” value as this–quarter becomes last–quarter.

The third counter, This Qtr, keeps a moment by moment count of occurrences of the parameter. The counts are
not reset to zero until midnight of the next quarter.

The fourth counter, Last Mnth, keeps a moment by moment count of occurrences of the parameter over the last
month. This counter has the same value in it all month long. At midnight on a month change, this counter is overwritten
by the This Mnth value as this–month becomes last–month.

The fifth counter, This Mnth, keeps a moment by moment count of occurrences of the parameter just as This Qtr,
except the This Mnth count is reset to zero at midnight of the next month.

The sixth counter, Yesterday, keeps a moment by moment count of occurrences of the parameter over the pre-
vious day. This counter has the same value in it all day long. At midnight, this counter is overwritten by the This Day
value as this–day becomes yesterday.

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FIG. 52. TCI STAT_MENU SELECTIONS.

E–44371A.

The seventh counter, This Day, keeps a moment by moment count of occurrences of the parameter just as This
Qtr, except the This Day count is reset to zero every midnight.

If the GE control panel is shut off before midnight, any necessary resetting of counters is done when the panel next
powers up after midnight.

Whenever the truck is programmed, that is, whenever the CPU Card has the contents of the flash proms changed,
the LCount , Last Qtr, and This Qtr counts are not changed. However, the This Day count will be reset to zero.

7.2. VIEW STATISTICAL COUNTERS

NOTE: It may be desirable to upload Statistical Counters to a PC for later viewing/analysis. Refer to 
Section 3.8., Consolidated Truck Data Save Function, for procedures.

The w PTUt provides the capability to view the current values of the statistical counters as follows:
1. Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .
2. From the window browser, select PTU Screens –> TCI –> Special_tasks –> Stat_Menu –> View Counters
(Fig. 52).
3. The View Counters screen is now displayed (Fig. 53).
4. Select the COUNTER Group to view from the menu on the screen, then click on View Counter Group.
5. The Mine Counters screen displaying the selected COUNTER Group is now displayed (Fig. 54).
6. Close the Mine Counters display screen by clicking on the X in the upper right corner of the screen.
7. Select a different COUNTER Group if desired by repeating step 4 or close the View Counters screen by click-
ing on the X in the upper right corner of the screen.

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

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

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

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7.3. VIEW STATISTICAL PROFILES

NOTE: It may be desirable to upload Statistical Profiles to a PC for later viewing/analysis. Refer to Sec- 
tion 3.8., Consolidated Truck Data Save Function, for procedures.

The w PTUt provides the capability to view the current values of the statistical profiles as follows:

1. Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .
2. From the window browser, select PTU Screens –> TCI –> Special_tasks –> Stat_Menu –> View Profiles
(Fig. 52).
3. The View Mine Profiles screen is now displayed (Fig. 55).
4. Select the profile to view from the SELECT PROFILE TO VIEW menu on the screen, then click on VIEW PRO-
FILES .
5. The Mine Profiles screen displaying the selected profile is now displayed (Fig. 56).
6. Close the Mine Profiles display screen by clicking on the X in the upper right corner of the screen.
7. Select a different profile if desired by repeating step 4 or close the View Mine Profiles screen by clicking on the
X in the upper right corner of the screen.
8. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, then close the w PTUt
Toolbox, shut down the PTU, and disconnect it from the TCI serial port.

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

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

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7.4. VIEW TRUCK STAT SERIAL REPORT

NOTE: It may be desirable to upload Stat Serial Report to a PC for later viewing/analysis. Refer to Section 
3.8., Consolidated Truck Data Save Function, for procedures.

The w PTUt Toolbox provides the capability to view the truck serial and configuration report as follows:
1. Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .
2. From the window browser, select PTU Screens –> TCI –> Special_tasks –> Stat_Menu –> Stat Serial Re-
port (Fig. 52).
3. The Stat Serial Report screen displaying the Serial & Configuration Report is now displayed (Fig. 57).
4. Close the Stat Serial Report display screen by clicking on the X in the upper right corner of the screen.
5. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, then close the w PTUt
Toolbox, shut down the PTU, and disconnect it from the TCI serial port.

7.5. RESET STATISTICS

Provided that the user has the appropriate privilege level, the w PTUt Toolbox provides the capability to reset the
propulsion system statistics as follows:
1. Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .

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

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2. From the window browser, select PTU Screens –> TCI –> Special_tasks –> Stat_Menu –> Reset Stats (Fig.
52).
3. The Reset Stats screen displaying the Stat Reset Menu is now displayed (Fig. 58).
4. Reset the desired stat (or stats) on the Reset Stats screen using the following methods:

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

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

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

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

5. Close the Reset Stats display screen by clicking on the X in the upper right corner of the screen.
6. Click on the Target button to go back to the GE OHV w PTUt Toolbox Login screen, then close the w PTUt
Toolbox, shut down the PTU, and disconnect it from the TCI serial port.

FIG. 58. RESET STATS SCREEN. E–45220.

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

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

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7.6. UPLOAD STATISTICAL DATA TO A FILE

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

To upload statistical data, do the following:

1. Connect the PTU to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox, enter
password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .
2. From the PTU Screens –> TCI screen Menu Bar, select UpLoad –> Consolidated Truck Data Save (Fig 14,
refer to GEK–91712).

NOTE: Files are normally uploaded to the following: 

c:/program files/geohvptu_xx/data_ac/<truck id date time>

3. Select the type of report to be saved from the Reports Type list, choose a Save Directory, then click on the
Begin button to begin uploading (Fig. 15).
4. Click on Close when the uploading is complete, then click on the Target button in the screen Tool Bar to go to
the w PTUt startup screen.
5. Close the w PTUt Toolbox, shut down the PTU, and disconnect it from the TCI serial port.

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TABLE 3. STATISTICAL DATA CODES – COUNTERS

Cntr. No. Description Units Count Conditions
301 Truck Life Hours The number of calendar hours that have elapsed since the
CPU has been loaded with its current version of software.
NOTE: This counter only has non–zero values in the 
Lifetime Counter column.
302 Control Power On Hours The number of hours that the control power relay (CPR) has
been energized.
303 Engine Operate Hours The number of hours of engine operation above the engine
running threshold criteria.
304 Engine Idle Hours The number of hours when engine is idling and truck is sta-
tionary.
305 Truck Operate Hours The summation of the number of hours that the propulsion
system has operated in propulsion, retard, ready and test.
306 Truck Parked Hours The number of hours that the Park Brake applied feedback is
true while TCI is energized.
307 Truck Travel Miles The cumulative miles travelled by the truck. It is a calculated
value, based upon the integrated average of the four wheel-
motor speed signals. It is active when control power is on,
and it is not sensitive to vehicle direction.
308 Truck Travel Kilometers The cumulative kilometers travelled by the truck. It is a cal-
culated value, based upon the integrated average of the four
wheelmotor speed signals. It is active when control power is
on, and it is not sensitive to vehicle direction.
309 Wheel 1 Operate Hours The number of hours that wheel #1 was providing torque in
either propulsion or retard, and was moving .
310 Wheel 2 Operate Hours The number of hours that wheel #2 was providing torque in
either propulsion or retard, and was moving .
311 Propel Forward Hours The number of hours that the truck was moving forward in
the propulsion mode of operation.
312 Retard Forward Hours The number of hours that the truck was moving forward in
the retard mode of operation.
313 Propel Mode Hours The number of hours that the truck was moving in the propul-
sion mode of operation.
314 Retard Mode Hours The number of hours that the truck was moving in the retard
mode of operation.
315 CPR Pickup Occurrences The number of times when the Keyswitch was moved from
the STOP to the ON position.
316 GF Pickup Occurrences The number of times that the GF contactor feedback has
changed from deenergized to energized indication.
317 GFR Pickup Occurrences The number of times that the GFR relay feedback has
changed from deenergized to energized indication.
318 RP1 Pickup Occurrences The number of times that the RP1 contactor feedback has
changed from deenergized to energized indication.
319 RP2 Pickup Occurrences The number of times that the RP2 contactor feedback has
changed from deenergized to energized indication.

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TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d)

Cntr. No. Description Units Count Conditions
320 RP3 Pickup Occurrences The number of times that the RP3 contactor feedback has
changed from deenergized to energized indication.
321 Dump Body Up Occurrences The number of times that the Dump Body position sensor
input has changed from true to false, indicating that the dump
body has been raised.
322 Loaded Truck Occurrences The number of times that the Full Payload input has changed
from false to true.
323 Speed Set 1 Occurrences The number of times that the programmable speed set point
#1 has been exceeded.
324 Speed Set 2 Occurrences The number of times that the programmable speed set point
#2 has been exceeded.
325 Engine Start Switch Occurrences The number of times that the engine start request was actu-
ated by the operator’s Keyswitch.
326 Engine On & Start Occurrences The number of times that engine start request received while
the engine above its running threshold criteria.
327 Separate Batteries Occurrences The number of times that the control and cranking batteries
were commanded to separate.
328 Engine Crank Occurrences The number of times that a crank command has been issued
to the engine.
329 Engine Starts Occurrences The number of times that the measured engine speed has
exceeded the engine running criteria.
330 Engine Off Occurrences The number of times that the Engine Kill pushbutton was ac-
tuated.
331 Park Brake Request Occurrences The number of times that the Park Brake switch was actu-
ated.
332 Park Brake Applied Occurrences The number of times that the Park Brake pressure switch
feedback transitioned from false to true, indicating that the
Park Brake was applied.
333 SS to Reverse Occurrences The number of times that the Direction Selector switch was
moved to the Reverse position.
334 SS to Forward Occurrences The number of times that the Direction Selector switch was
moved to the Forward position.
335 SS When Moving Occurrences The number of times that the Direction Selector switch was
moved to command a change in direction while the truck was
moving.
336 RSC Switch On Occurrences The number of times that the Retard Speed Control switch was
moved from Off to On.
337 Rest Request Occurrences The number of times that the rest request was received by ac-
tuation of the Rest Request switch.
338 Override Switch Occurrences The number of times that the override command was received
by actuation of the Override switch.
339 Lamp Test Switch Occurrences The number of times that the lamp test request was received by
actuation of the Lamp Test switch.

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TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d)

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

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TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d)

Cntr. No. Description Units Count Conditions
365 Service Brake App Occurrences The number of times that the wet brake is applied and truck
speed is > no motion speed.
366 Load Box Mode Seconds The number of seconds that the system is in load box mode.

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TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d)

Cntr. No. Description Units Count Conditions
Note: Parameter Numbers 1000 through 1099 correspond to DID Panel PSC Events 000 through 099,
respectively (shown on DID panel and wPTU t Toolbox).
1000 spare
1001 spare
1002 Ground Fault Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1003 Failed Diode Panel Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1004 GFCO Not Reset Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1005 Propulsion System Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
Over Temp
1006 Both Inv Comms Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
Failed
1007 spare
1008 DC Link Over Volt Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1009 ALTF Over Amps Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1010 spare
1011 Retard Lever Signal Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1012 Retard Pedal Signal Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1013 Mid V Failure Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1014 Analog Sensor Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
Faults
1015 Restrictive Analog Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
Sensor Fault
1016 PSC CPU Card Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
Fault
1017 FB104 Digital Card Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1018 FB143 Analog Card Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1019 Riding Retard Pedal Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1020 High Torque Limit Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1021 TCI Comm Fault Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1022 Persistent TCI Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
Comm Fault
1023 Tertiary Overcurrent Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1024 CFG File Error Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1025 Blower Fault Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1026 Cap Overpressure Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1027 Panel Not Con- Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
nected at Power Up
1028 spare
1029 spare

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TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d)

Cntr. No. Description Units Count Conditions
1030 GF Contactor Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1031 Battery Boost Circuit Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1032 RP Contactors Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1033 RP–HP Balance Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1034 spare
1035 ESS Input Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1036 Grid Blower Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1037 Computer Power Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
Supply
1038 spare
1039 spare
1040 24V Positive Bad Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1041 24V Negative Bad Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1042 Self Load & Dir Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1043 Battery Volt Low Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1044 Battery Volt High Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1045 Chopper Open Cir- Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
cuit
1046 Retard Circuit Short Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1047 Engine Stall Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1048 Shorted DC Link Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1049 spare
1050 spare
1051 Tach Left Rear Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1052 Tach Right Rear Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1053 FLeft Speed Sig Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1054 FRight Speed Sig Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1055 Front Wheel Tachs Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1056 Inverter SW Version Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1057 spare
1058 spare
1059 spare
1060 spare
1061 Motor Over Speed Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1062 spare
1063 Engine Load Sig Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1064 spare

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TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d)

Cntr. No. Description Units Count Conditions
1065 Temp Input Bad Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1066 spare
1067 spare
1068 spare
1069 spare
1070 Link Cap Level Get- Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
ting Low
1071 Link Cap Level Too Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
Low
1072 Ground Fault Circuit Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
Problem
1073 Sensor Offset Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1074 INV1 Comm Failed Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1075 INV2 Comm Failed Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1076 FB173 Card Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1077 Inverter Failed VI Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
Test
1078 Inv Bkgnd Msg Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1079 spare
1080 spare
1081 spare
1082 spare
1083 spare
1084 CPS & Moving Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1085 Aux Cooling Fault Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1086 spare
1087 Engine HP Low Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1088 HP Over Limit Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1089 Engine Speed Com- Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
mand
1090 spare
1091 INV1 Cutout Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1092 INV2 Cutout Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1093 spare
1094 Limp Req Error Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1095 BBRAM Error Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1096 Unexpected System Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
Reset

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TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d)

Cntr. No. Description Units Count Conditions
1097 spare
1098 PTU Data Store Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1099 Software Event Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS

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TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d)

Cntr. No. Description Units Count Conditions
Note: Parameter Numbers 1100 through 1199 correspond to Inverter #1 Event Codes 
100 through 199, respectively (shown on DID panel and wPTU t Toolbox).
1100 INV1 CPU Card Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1101 INV1 CPU NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1102 INV1 I/O Card Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1103 INV1 I/O NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1104 INV1 FO Card Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1105 INV1 PS Card Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1106 INV1 DC Power Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1107 GDPS1 Fail Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1108 spare
1109 INV1 LinkV Fail Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1110 spare
1111 INV1 Input Volt Sen- Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
sor
1112 spare
1113 INV1 General Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1114 INV1 General NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1115 INV1 System Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1116 INV1 A Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1117 INV1 A+ Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1118 INV1 A+ Phase NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1119 INV1 A– Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1120 INV1 A– Phase NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1121 INV1 A Phase Amps Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1122 spare
1123 INV1 A Phase Volts Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1124 spare
1125 INV1 B Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1126 INV1 B+ Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1127 INV1 B+ Phase NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1128 INV1 B– Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1129 INV1 B– Phase NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1130 INV1 B Phase Amps Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1131 spare
1132 INV1 B Phase Volts Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1133 spare

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TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d)

Cntr. No. Description Units Count Conditions
1134 INV1 C Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1135 INV1 C+ Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1136 INV1 C+ Phase NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1137 INV1 C– Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1138 INV1 C– Phase NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1139 spare
1140 spare
1141 INV1 C Phase Volts Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1142 spare
1143 INV1 Tach 1 Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1144 INV1 Tach 1 NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1145 INV1 Tach 2 Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1146 INV1 Tach 2 NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1147 spare
1148 Chopper 1 NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1149 spare
1150 Chopper 2 NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1151 INV1 Misc Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1152 spare
1153 INV1 Motor Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1154 INV1 Motor Faults Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
NR
1155 INV1 Second Load Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1156 thru spare
1199

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TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d)

Cntr. No. Description Units Count Conditions
Note: Parameter Numbers 1200 through 1299 correspond to Inverter #2 Event Codes 
200 through 299, respectively (shown on DID panel and wPTU t Toolbox).
1200 INV2 CPU Card Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1201 INV2 CPU NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1202 INV2 I/O Card Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1203 INV2 I/O NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1204 INV2 FO Card Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1205 INV2 PS Card Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1206 INV2 DC Power Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1207 GDPS2 Fail Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1208 spare
1209 INV2 LinkV Fail Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1210 spare
1211 INV2 Input Volt Sen- Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
sor
1212 spare
1213 INV2 General Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1214 INV2 General NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1215 INV2 System Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1216 INV2 A Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1217 INV2 A+ Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1218 INV2 A+ Phase NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1219 INV2 A– Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1220 INV2 A– Phase NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1221 INV2 A Phase Amps Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1222 spare
1223 INV2 A Phase Volts Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1224 spare
1225 INV2 B Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1226 INV2 B+ Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1227 INV2 B+ Phase NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1228 INV2 B– Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1229 INV2 B– Phase NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1230 INV2 B Phase Amps Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1231 spare
1232 INV2 B Phase Volts Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1233 spare

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TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d)

Cntr. No. Description Units Count Conditions
1234 INV2 C Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1235 INV2 C+ Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1236 INV2 C+ Phase NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1237 INV2 C– Phase Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1238 INV2 C– Phase NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1239 spare
1240 spare
1241 INV2 C Phase Volts Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1242 spare
1243 INV2 Tach 1 Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1244 INV2 Tach 1 NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1245 INV2 Tach 2 Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1246 INV2 Tach 2 NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1247 spare
1248 Chopper 1 NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1249 spare
1250 Chopper 2 NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1251 INV2 Misc Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1252 spare
1253 INV2 Motor Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1254 INV2 Motor Faults Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
NR
1255 INV2 Second Load Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1256 thru spare
1299

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TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d)

Cntr. No. Description Units Count Conditions
Note: Parameter Numbers 1600 through 1699 correspond to TCI Events 600 through 699,
respectively (shown on DID panel and wPTU t Toolbox).
1600 spare
1601 FB144 CPU Card Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1602 FB104 Digital I/O Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1603 FB160 Analog I/O Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1604 PSC Comm Bad Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1605 Aux Comm Fault Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1606 spare
1607 5V Positive Bad Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1608 15V Positive Bad Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1609 15V Negative Bad Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1610 Pot Ref Bad Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1611 spare
1612 spare
1613 Analog Input Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1614 BSep Cont Fail Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1615 spare
1616 Forin & Revin Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1617 Eng Start Denied Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1618 spare
1619 Engine Warning Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1620 Eng Kill & Speed Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1621 spare
1622 Park Brake Problem Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1623 Hyd Brake Fluid Hot Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1624 Body Up & Load Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1625 Body Up & Speed Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1626 Load Brake & Speed Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1627 spare
1628 Battery Volts Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1629 Baro Press Signal Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1630 Motor Blower Press Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1631 Amb Temp Signal Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1632 CFG File Error Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1633 BBRAM Error Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS

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TABLE 3. STATISTICAL DATA CODES – COUNTERS (Cont’d)

Cntr. No. Description Units Count Conditions
1634 Overload Restrictive Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1635 Overload NR Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1636 Aux Inverter Faults Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1637 spare
1638 Engine Crank Time- Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
out
1639 Engine Start Re- Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
quest & Running
1640 Accel Pedal too High Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1641 Accel Pedal too Low Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1642 Crank Override Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1643 thru spare
1690
1691 spare
1692 spare
1693 spare
1694 spare
1695 spare
1696 Unexpected CPU Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
Reset
1697 spare
1698 Data Store Occurrences See TABLE 5 – EVENT CODE DESCRIPTIONS
1699 spare

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7.7. PROFILE (HISTOGRAM) DEFINITIONS

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

TABLE 4. STATISTICAL DATA CODES – PROFILES

Prof. No. Description Count Conditions
401 Alt HPNET In This is a histogram of alternator input horsepower. The sample time is 1.0
second. The clock starts whenever the truck is in the propel state. The his-
togram breaks the horsepower spectrum into 17 buckets, and displays the
time that was spent in each bucket. The buckets are defined as follows:
NUMBER NET INPUT HORSEPOWER RANGE
1. 450 and below
2. 451 to 650
3. 651 to 850
4. 851 to 1050
5. 1051 to 1250
6. 1251 to 1450
7. 1451 to 1650
8. 1651 to 1850
9. 1851 to 2050
10. 2051 to 2150
11. 2151 to 2250
12. 2251 to 2350
13. 2351 to 2450
14. 2451 to 2550
15. 2551 to 2650
16. 2651 to 2750
17. 2751 and above
402 Control Battery This is a histogram of Control Battery Voltage. The sample time is 1 second.
The clock will run whenever the control system is up.
NUMBER VOLTAGE RANGE
1. 12 and below
2. >12 to ≤14
3. >14 to ≤16
4. >16 to ≤18
5. >18 to ≤20
6. >20 to ≤22
7. >22 to ≤24
8. >24 to ≤26
9. >26 to ≤27
10. >27 to ≤28
11. >28 to ≤29
12. >29 to ≤30
13. >30 to ≤32
14. >32 to ≤34
15. >34 to ≤36
16. >36 to ≤38
17. 38 and above

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TABLE 4. STATISTICAL DATA CODES – PROFILES (Cont’d)

Prof. No. Description Count Conditions
403 Crank Battery ( 2700 This is a histogram of Crank Battery Voltage. The sample time is 1 second.
HP and 3500 HP The clock will run whenever the control system is up. (Truck_type = 320 Ton
Only) AC only.)
NUMBER VOLTAGE RANGE
1. ≤ 2
2. >2 to ≤4
3. >4 to ≤6
4. >6 to ≤8
5. >8 to ≤10
6. >10 to ≤12
7. >12 to ≤14
8. >14 to ≤16
9. >16 to ≤18
10. >18 to ≤20
11. >20 to ≤22
12. >22 to ≤24
13. >24 to ≤26
14. >26 to ≤28
15. >28 to ≤30
16. >30 to ≤32
17. >32
404 Spare
405 Retard Mode HP This is a histogram of DC link HP while in the retard mode. The sample time
is 1.0 second. The clock starts whenever the truck is in the retard mode.
The histogram breaks the horsepower spectrum into 17 buckets, and displays
the time that was spent in each bucket. The buckets are defined as follows:
NUMBER HORSEPOWER RANGE
1. 800 and below
2. 801 to 1200
3. 1201 to 1600
4. 1601 to 2000
5. 2001 to 2400
6. 2401 to 2800
7. 2801 to 3200
8. 3201 to 3600
9. 3601 to 3800
10. 3801 to 4000
11. 4001 to 4200
12. 4201 to 4400
13. 4401 to 4600
14. 4601 to 4800
15. 4801 to 5000
16. 5001 to 5200
17. 5201 and above
406 Spare

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TABLE 4. STATISTICAL DATA CODES – PROFILES (Cont’d)

Prof. No. Description Count Conditions
407 Truck Spd MPH This is a histogram of truck speed in mph for all modes of operation. The
clock starts whenever control power (CPR) is on. Sample time is every 1.0
second. The histogram breaks the MPH spectrum into 17 buckets, and dis-
plays the time that was spent in each bucket. The buckets are defined as
follows:
NUMBER TRUCK SPEED RANGE (MPH)
1. 2.0 and below
2. 2.1 to 4.0
3. 4.1 to 5.0
4. 5.1 to 6.0
5. 6.1 to 8.0
6. 8.1 to 10.0
7. 10.1 to 12.0
8. 12.1 to 17.0
9. 17.1 to 22.0
10. 22.1 to 27.0
11. 27.1 to 32.0
12. 32.1 to 37.0
13. 37.1 to 39.0
14. 39.1 to 41.0
15. 41.1 to 43.0
16. 43.1 to 45.0
17. 45.1 and above
408 Truck Spd KPH This is a histogram of truck speed in kph for all modes of operation. The
clock starts whenever control power (CPR) is on. Sample time is every 1.0
second. The histogram breaks the KPH spectrum into 17 buckets, and dis-
plays the time that was spent in each bucket. The buckets are defined as
follows:
NUMBER TRUCK SPEED RANGE (KPH)
1. 3.0 and below
2. 3.1 to 6.4
3. 6.5 to 8.0
4. 8.1 to 9.6
5. 9.7 to 12.8
6. 12.9 to 16.0
7. 16.1 to 19.0
8. 19.1 to 27.0
9. 27.1 to 35.0
10. 35.1 to 43.0
11. 43.1 to 51.0
12. 51.1 to 60.0
13. 60.1 to 63.0
14. 63.1 to 66.0
15. 66.1 to 69.0
16. 69.1 to 72.0
17. 72.1 and above

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TABLE 4. STATISTICAL DATA CODES – PROFILES (Cont’d)

Prof. No. Description Count Conditions
409 Motor 1 RPM This is a histogram of Motor #1 rpm for all modes of operation. The clock
starts whenever control power (CPR) is on. Sample time is every 1.0 se-
cond. The histogram breaks the RPM spectrum into 17 buckets, and dis-
plays the time that was spent in each bucket. The buckets are defined as
follows:
NUMBER MOTOR 1 SPEED RANGE (RPM)
1. 70 and below
2. 71 to 287
3. 288 to 452
4. 453 to 567
5. 568 to 735
6. 736 to 900
7. 901 to 1050
8. 1051 to 1200
9. 1201 to 1500
10. 1501 to 1800
11. 1801 to 2100
12. 2101 to 2400
13. 2401 to 2700
14. 2701 to 3000
15. 3001 to 3150
16. 3151 to 3300
17. 3301 and above
410 Motor 2 RPM This is a histogram of Motor #2 rpm for all modes of operation. The clock
starts whenever control power (CPR) is on. Sample time is every 1.0 se-
cond. The histogram breaks the RPM spectrum into 17 buckets, and dis-
plays the time that was spent in each bucket. The buckets are defined as
follows:
NUMBER MOTOR 2 SPEED RANGE (RPM)
1. 70 and below
2. 71 to 287
3. 288 to 452
4. 453 to 567
5. 568 to 735
6. 736 to 900
7. 901 to 1050
8. 1051 to 1200
9. 1201 to 1500
10. 1501 to 1800
11. 1801 to 2100
12. 2101 to 2400
13. 2401 to 2700
14. 2701 to 3000
15. 3001 to 3150
16. 3151 to 3300
17. 3301 and above

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TABLE 4. STATISTICAL DATA CODES – PROFILES (Cont’d)

Prof. No. Description Count Conditions
411 Event 636 Sub–id This is a histogram of the number of times each Event 636, Aux Blower Fail-
ure, sub–ID logs. Each time the aux controller sends a 636 sub–ID the ap-
propriate bucket is incremented by 1. (Truck_type = 320 Ton AC only.)
The buckets are defined as follows:
NUMBER
1. sub–ID 1
2. sub–ID 2
3. sub–ID 3
4. sub–ID 4
5. sub–ID 5
6. sub–ID 6
7. sub–ID 7
8. sub–ID 8
9. sub–ID 9
10. sub–ID 10
11. sub–ID 11
12. sub–ID 12
13. sub–ID 13
14. sub–ID 14
15. sub–ID 15
412 Service Brakes This is a histogram of the Service Brake applied input ( Wet or Dry brakes)
being active. The clock starts whenever control power (CPR) is on. Sample
time is every 1.0 seconds.
The buckets are defined as follows:
NUMBER
1. 2.0 or less
2. 2.1 to 4.0
3. 4.1 to 5.0
4. 5.1 to 6.0
5. 6.1 to 8.0
6. 8.1 to 10.0
7. 10.1 to 12.0
8. 12.1 to 17.0
9. 17.1 to 22.0
10. 22.1 to 27.0
11. 27.1 to 32.0
12. 32.1 to 37.0
13. 37.1 to 39.0
14. 39.1 to 41.0
15. 41.1 to 43.0
16. 43.1 to 45.0
17. 45.1 or greater

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TABLE 4. STATISTICAL DATA CODES – PROFILES (Cont’d)

Prof. No. Description Count Conditions
413 Ambient Temp Low This is a histogram of ambient temperature. The clock starts whenever con-
trol power (CPR) is on. Sample time is every 1.0 seconds. The histogram
breaks the temperature spectrum into 17 buckets, and displays the time that
was spent in each bucket. The buckets are defined as follows:
NUMBER TEMPERATURE RANGE (DEGREE C)
1. –40 and below
2. –39 to –30
3. –29 to –25
4. –24 to –20
5. –19 to –15
6. –14 to –10
7. –9 to –5
8. –4 to 0
9. 1 to 5
10. 6 to 10
11. 11 to 15
12. 16 to 20
13. 21 to 25
14. 26 to 30
15. 31 to 35
16. 36 to 40
17. 41 and above
414 Ambient Temp High This is a histogram of ambient temperature. The clock starts whenever con-
trol power (CPR) is on. Sample time is every 1.0 seconds. The histogram
breaks the temperature spectrum into 17 buckets, and displays the time that
was spent in each bucket. The buckets are defined as follows:
NUMBER TEMPERATURE RANGE (DEGREE C)
1. 35 and below
2. 36 to 37
3. 38 to 39
4. 40 to 41
5. 42 to 43
6. 44 to 45
7. 46 to 47
8. 48 to 49
9. 50 to 51
10. 52 to 53
11. 54 to 55
12. 56 to 57
13. 58 to 59
14. 60 to 61
15. 62 to 63
16. 64 to 65
17. 66 and above

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TABLE 4. STATISTICAL DATA CODES – PROFILES (Cont’d)

Prof. No. Description Count Conditions
415 Engine Speed This is a histogram of engine speed in rpm for all modes of operation. The
clock starts whenever control power (CPR) is on. The sample time is every
1.0 seconds. The histogram breaks the rpm spectrum into 17 buckets, and
displays the time spent in each bucket. The buckets are defined as follows:
NUMBER ENGINE SPEED RANGE (RPM)
1. 750 and below
2. 751 to 850
3. 851 to 950
4. 951 to 1050
5. 1051 to 1150
6. 1151 to 1250
7. 1251 to 1350
8. 1351 to 1450
9. 1451 to 1550
10. 1551 to 1650
11. 1651 to 1750
12. 1751 to 1850
13. 1851 to 1950
14. 1951 to 2050
15. 2051 to 2150
16. 2151 to 2250
17. 2251 and above
416 Engine Cranking This is a histogram of the time duration of active engine cranking commands
Command Active for each attempted crank. The histogram breaks the time duration spectrum
into 17 buckets, and displays the number of engine crank commands whose
time duration was in each bucket. The buckets are defined as follows:
NUMBER ENGINE CRANKING COMMAND ACTIVE (SEC)
1. 1 and below
2. 2 to 4
3. 5 to 6
4. 7 to 8
5. 9 to 10
6. 11 to 15
7. 16 to 20
8. 21 to 25
9. 26 to 30
10. 31 to 40
11. 41 to 50
12. 51 to 60
13. 61 to 70
14. 71 to 80
15. 81 to 90
16. 91 to 100
17. 101 and above

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TABLE 4. STATISTICAL DATA CODES – PROFILES (Cont’d)

Prof. No. Description Count Conditions
417 Engine Cranking In- This is a histogram of the time interval in minutes between engine cranking
tervals attempts. The histogram breaks the time interval spectrum into 17 buckets,
(in minutes) and displays the number of times each bucket’s time interval between engine
cranking attempts was recorded. The buckets are defined as follows:
NUMBER ENGINE CRANKING INTERVAL (MIN)
1. 0.5 and below
2. 1.0 to 2.0
3. 2.1 to 3.0
4. 3.1 to 4.0
5. 4.1 to 5.0
6. 5.1 to 6.0
7. 6.1 to 7.0
8. 7.1 to 8.0
9. 8.1 to 9.0
10. 9.1 to 10.0
11. 10.1 to 11.0
12. 11.1 to 12.0
13. 12.1 to 13.0
14. 13.1 to 14.0
15. 14.1 to 15.0
16. 15.1 to 20.0
17. 20.1 and above
418 Accel Pedal % This is a histogram of the Accel Pedal percentage during Propel. The sample
time is every 1.0 seconds. The buckets are defined as follows:
NUMBER
1. 6 or less
2. 6.1 to 12
3. 12.1 to 18
4. 18.1 to 24
5. 24.1 to 30
6. 30.1 to 36
7. 36.1 to 42
8. 42.1 to 48
9. 48.1 to 54
10. 54.1 to 60
11. 60.1 to 66
12. 66.1 to 72
13. 72.1 to 78
14. 78.1 to 84
15. 84.1 to 90
16. 90.1 to 96
17. 96.1 or greater

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TABLE 4. STATISTICAL DATA CODES – PROFILES (Cont’d)

Prof. No. Description Count Conditions
419 RSC Percentage This is a histogram of the Retard Speed Control Percentage The sample
time is every 1.0 seconds. The buckets are defined as follows:
NUMBER
1. 6 or less
2. 6.1 to 12
3. 12.1 to 18
4. 18.1 to 24
5. 24.1 to 30
6. 30.1 to 36
7. 36.1 to 42
8. 42.1 to 48
9. 48.1 to 54
10. 54.1 to 60
11. 60.1 to 66
12. 66.1 to 72
13. 72.1 to 78
14. 78.1 to 84
15. 84.1 to 90
16. 90.1 to 96
17. 96.1 or greater
420 Pot Reference This is a histogram of the pot reference value. The sample time is every 1.0
seconds. The buckets are defined as follows:
NUMBER
1. 5 or less
2. >5 to ≤8
3. >8 to ≤8.5
4. >8.5 to ≤9
5. >9 to ≤9.5
6. >9.5 to ≤10
7. >10 to ≤10.5
8. >10.5 to ≤11
9. >11 to ≤11.5
10. >11.5 to ≤12
11. >12 to ≤12.5
12. >12.5 to ≤13
13. >13 to ≤13.5
14. >13.5 to ≤14
15. >14 to ≤14.5
16. >14.5 to ≤15
17. >15.1 or greater

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TABLE 4. STATISTICAL DATA CODES – PROFILES (Cont’d)

Prof. No. Description Count Conditions
421 Speed Unloaded This is a histogram of the truck speed while the truck is unloaded The sam-
ple time is every 1.0 seconds. The buckets are defined as follows:
NUMBER
1. 2.5 or less
2. >2.5 to 5
3. >5 to ≤7.5
4. >7.5 to ≤10
5. >10 to ≤12.5
6. >12.5 to ≤15
7. >15 to ≤17.5
8. >17.5 to ≤20
9. >20 to ≤22.5
10. >22.5 to ≤25
11. >25 to ≤27.5
12. >27.5 to ≤30
13. >30 to ≤32.5
14. >32.5 to ≤35
15. >35 to ≤37.5
16. >37.5 to ≤40
17. 40 or greater
422 Speed Loaded This is a histogram of the truck speed while the truck is loaded The sample
time is every 1.0 seconds. The buckets are defined as follows:
NUMBER
1. 2.5 or less
2. >2.5 to 5
3. >5 to ≤7.5
4. >7.5 to ≤10
5. >10 to ≤12.5
6. >12.5 to ≤15
7. >15 to ≤17.5
8. >17.5 to ≤20
9. >20 to ≤22.5
10. >22.5 to ≤25
11. >25 to ≤27.5
12. >27.5 to ≤30
13. >30 to ≤32.5
14. >32.5 to ≤35
15. >35 to ≤37.5
16. >37.5 to ≤40
17. 40 or greater

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TABLE 4. STATISTICAL DATA CODES – PROFILES (Cont’d)

Prof. No. Description Count Conditions
422 Speed Loaded This is a histogram of the truck speed while the truck is loaded The sample
time is every 1.0 seconds. The buckets are defined as follows:
NUMBER
1. 2.5 or less
2. >2.5 to 5
3. >5 to ≤7.5
4. >7.5 to ≤10
5. >10 to ≤12.5
6. >12.5 to ≤15
7. >15 to ≤17.5
8. >17.5 to ≤20
9. >20 to ≤22.5
10. >22.5 to ≤25
11. >25 to ≤27.5
12. >27.5 to ≤30
13. >30 to ≤32.5
14. >32.5 to ≤35
15. >35 to ≤37.5
16. >37.5 to ≤40
17. 40 or greater
423 Hyd Brake Deg This is a histogram of Aux Blower Inverter temperature. The sample time is
every 1.0 seconds. The clock will start whenever control power (CPR) is on.
All temperatures are in degrees C. The histogram breaks the temperature
spectrum into 17 buckets and displays the time that was spent in each buck-
et. The buckets are defined as follows: (Truck_type = 320 Ton AC only.)
NUMBER TEMPERATURE RANGE
1. <20
2. >20 to ≤40
3. >40 to ≤50
4. >50 to ≤60
5. >60 to ≤70
6. >70 to ≤80
7. >80 to ≤90
8. >90 to ≤95
9. >95 to ≤100
10. >100 to ≤105
11. >105 to ≤110
12. >110 to ≤115
13. >115 to ≤120
14. >120 to ≤125
15. >125 to ≤130
16. >130 to ≤140
17. >140

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TABLE 4. STATISTICAL DATA CODES – PROFILES (Cont’d)

Prof. No. Description Count Conditions
424 Baro Pressure This is a histogram of the Barometric Pressure, ai_03 in TCI. The sample
time is every 1.0 seconds. The clock will start whenever control power (CPR)
is on. All pressure is in pounds per square inch (PSI). The histogram breaks
the pressure spectrum into 17 buckets, and displays the time that was spent
in each bucket. The buckets are defined as follows:
NUMBER PRESSURE RANGE (PSI)
1. < 7.5
2. >7.5 to 8.0
3. >8.0 to ≤8.5
4. >8.5 to ≤9.0
5. >9.0 to ≤9.5
6. >9.5 to ≤10.0
7. >10.0 to ≤10.5
8. >10.5 to ≤11.0
9. >11.0 to ≤11.5
10. >11.5 to ≤12.0
11. >12.0 to ≤12.5
12. >12.5 to ≤13.0
13. >13.0 to ≤13.5
14. >13.5 to ≤14.0
15. >14.0 to ≤14.5
16. >14.5 to ≤15.0
17. >15.0
425 Loadbox HP This is a histogram of Loadbox Horsepower. The sample time is every 1.0
seconds. If the system is in loadbox mode, the Total Engine Horsepower
(HP) is recorded. All values are in HP. The histogram breaks the HP spec-
trum into 17 buckets, and displays the time that was spent in each bucket.
The buckets are defined as follows:
NUMBER HP
1. ≤100
2. >100 to 650
3. >650 to ≤850
4. >850 to ≤1050
5. >1050 to ≤1250
6. >1250 to ≤1450
7. >1450 to ≤1650
8. >1650 to ≤1850
9. >1850 to ≤2050
10. >2050 to ≤2250
11. >2250 to ≤2450
12. >2450 to ≤2650
13. >2650 to ≤2850
14. >2850 to ≤3250
15. >3250 to ≤3450
16. >3450 to ≤3650
17. >3650

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TABLE 4. STATISTICAL DATA CODES – PROFILES (Cont’d)

Prof. No. Description Count Conditions
426 Motor 1 Hi RPM This is a histogram of the Motor 1 RPM. The sample time is every 1.0 sec-
onds. All values are in RPM. The histogram breaks the RPM spectrum into
17 buckets, and displays the time that was spent in each bucket. The buck-
ets are defined as follows:
NUMBER RPM
1. ≤3300
2. >3300 to 3400
3. >3400 to ≤3500
4. >3500 to ≤3600
5. >3600 to ≤3700
6. >3700 to ≤3800
7. >3800 to ≤3900
8. >3900 to ≤4000
9. >4000 to ≤4100
10. >4100 to ≤4200
11. >4200 to ≤4300
12. >4300 to ≤4400
13. >4400 to ≤4500
14. >4500 to ≤4600
15. >4600 to ≤4700
16. >4700 to ≤4800
17. >4800
427 Motor 2 Hi RPM This is a histogram of the Motor 2 RPM. The sample time is every 1.0 sec-
onds. All values are in RPM. The histogram breaks the RPM spectrum into
17 buckets, and displays the time that was spent in each bucket. The buck-
ets are defined as follows:
NUMBER RPM
1. ≤3300
2. >3300 to 3400
3. >3400 to ≤3500
4. >3500 to ≤3600
5. >3600 to ≤3700
6. >3700 to ≤3800
7. >3800 to ≤3900
8. >3900 to ≤4000
9. >4000 to ≤4100
10. >4100 to ≤4200
11. >4200 to ≤4300
12. >4300 to ≤4400
13. >4400 to ≤4500
14. >4500 to ≤4600
15. >4600 to ≤4700
16. >4700 to ≤4800
17. >4800
428 –  spare
440

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8. DIAGNOSTIC INFORMATION DISPLAY (DID) PANEL

The DID panel (17FM558) indicates the operating condition of the truck and is a primary troubleshooting aid for
maintenance and service personnel.

The AC OHV propulsion system utilizes the message lines and the function keys on the DID panel (Fig. 61). The
message lines provide propulsion system operating information, test status information, and function key label in-
formation, depending upon the DID panel’s mode of display. The function keys assume different functionality depend-
ing upon the DID panel’s mode of display.

8.1. MODES DISPLAY

This is the Normal display when there are no active faults and no AC OHV propulsion system tests have been
commanded through the DID panel (Fig. 62).

The display will indicate one of the following modes of operation:

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

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

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

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

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

MENU/MESSAGE LINE

MENU/MESSAGE LINE SOFT KEYS – SOFT

KEY FUNCTIONS
WILL BE DESCRIBED
F1 F2 F3 F4 F5 IN THE SECTION OF
THIS PUBLICATION
SOFT KEYS
WHERE THEY ARE
USED.

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

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

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8.2. FAULTS DISPLAY

Whenever there are active faults, this is the active DID panel message display (Fig. 63). The DID panel faults
display will show the most recent active fault as well as the number of active faults that are currently stored.

The function keys in the DID panel’s Faults Display mode screen provide the user with the following capabilities:
(Fig. 64)

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

2. Function key F2 (Down ) moves the display DOWN through the active fault list, thereby displaying detailed
information regarding the fault of interest.
3. Function key F3 (Return ) returns the user to the previous display.
4. Function key F4 (Reset) enables the user to subsequently perform fault reset functions as follows: (Fig. 65)
a. Pressing function key F1 (Reset1) after having pressed function key F4 above will reset the currently dis-
played fault.
b. Pressing function key F2 (RESET* ) after having pressed function key F4 above will reset ALL the currently
active faults.

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

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

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FIG. 65. DID PANEL MESSAGE EXAMPLE – FAULT RESET FUNCTION KEYS. E–45318.

c. Pressing function key F5 (cancel) exits the user from the fault reset screen and returns the user to the faults
display screen.

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

8.3. TEST DISPLAY

When function key F4 (MENU) is pressed when the DID panel’s Normal mode display is active, the DID panel’s
Test Display mode appears to the user (Fig. 66).

The function keys in the DID panel’s Test Display mode provide the user with the test capabilities described

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

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

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

8.3.1. Self Load Testing

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

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

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

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

8.3.2. Software Version Display

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

1. PSC software version (Fig. 69)

2. Inverter #1 software version

3. Inverter #2 software version

4. TCI software version

5. TCI base configuration version

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

8.3.3. Link Capacitance Testing

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

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

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

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

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

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

8.3.4. Overspeed Setting

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

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

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

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9. EVENT CODES

WARNING: Lethal Voltages may be present on some circuits. Always turn off and Safety Tag the KEY 
SWITCH in the Operator Cab and then verify that ALL lights on either Capacitor Charge Indicating Light 
Panel (CCL1 or CCL2) are extinguished before entering the Main Control Cabinet, Retarding Grid Box, or 
either Motorized Wheel and/or axle box.

WARNING: When troubleshooting the AC OHV propulsion system, unless stated otherwise, the truck en- 
gine should be shutdown and power removed from the DC link. Keep in mind that at 400 RPM engine 
speed, the DC link is commanded to be energized. DO NOT use the REST state to remove power from the 
DC link during the troubleshooting of propulsion system circuitry and components.

9.1. EVENT NUMBERS

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

Event Number Range Event Source

000 through 099 PSC – Propulsion System Controller
100 through 199 Inverter #1
200 through 299 Inverter #2
600 through 699 TCI – Truck Control Interface

9.2. EVENT RESTRICTIONS

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

Restriction Description
NO PROPEL / LOADBOX No Propel (red) light is illuminated in the operator cab. No propulsion effort
is allowed. Retard effort and DC link energization is allowed. Load Box
mode is restricted.
NO POWER No Retard (red) light is illuminated in the operator cab. No propulsion effort
or retard effort is allowed. The DC link is deenergized.
SPEED LIMIT / SYSWARN Propel System Caution (yellow) light is illuminated in the operator cab.
Propel and Retard effort is allowed. The DC link is energized. A speed limit
restriction is imposed on the truck.
INVERTER 1 DISABLE Inverter/wheel motor #1 is disabled. Limited propulsion and retard effort is
available.
INVERTER 2 DISABLE Inverter/wheel motor #2 is disabled. Limited propulsion and retard effort is
available.
ENGINE SPEED / RP The engine speed is raised and RP1 is closed in response to a potential
Retard circuit problem.
SYSEVENT No restrictions are imposed; the event is logged for information purposes
only.

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

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FIG. 72. TCI EVENT_MENU SCREENS 

ACCESS SEQUENCE. E–45241.

9.3. TROUBLESHOOTING INFORMATION

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

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

9.4. EVENT DATA ACCESS

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

Perform the following to gain access to TCI event data:

1. Connect the w PTUt to the TCI serial port (located in the operator cab), start the GE OHV w PTUt Toolbox,
enter password, select TCI Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .
2. From the window browser, select PTU Screens –> TCI –> Special_Tasks –> Event_Menu (Fig. 72).
3. The Event_Menu list of screens is now displayed. Double–click on the desired screen to display it.

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

9.4.1. View TCI Event Summary Screen

Perform the following to view the TCI Event Summary screen.

1. From the Event_Menu, double–click on TCI Event Summary to select that screen (Fig. 72).
2. The TCI Event Summary screen is now displayed (Fig. 73).
This screen contains the following information for each recorded event:
a. The name and number for each event

b. The sub–ID for each event. (Events with only one sub–ID will have 01 as their sub–ID.)

c. The time and date of the event occurrence

d. The time and date of the reset of the event (If the event is not reset, this column will display all zeroes for the
reset time and date.)

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

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

9.4.2. View TCI Trigger Data Screen

Perform the following to view the TCI Trigger Data screen.

1. From the Event_Menu, double–click on TCI Trigger Data to select that screen (Fig. 72).
2. The TCI Trigger Data screen is now displayed (Fig. 74).
The TCI Trigger Data screen is a real time screen, similar to Figure 46. It captures the propulsion and truck
system values at the time that the event of interest was detected and logged. This single data capture at the
time of event occurrence is called a “snapshot”. There is one “snapshot” for every event in the TCI summary
list.
3. Close the TCI Trigger Data display screen by clicking on the X in the upper right corner of the screen.

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

9.4.3. View TCI Data Packs Screen

Data packs are a series of, typically, 100 “snapshots” of the propulsion and truck system real time values taken 50
milliseconds apart. This provides a 5 second long record of propulsion system values before, during, and after an
event occurrence.

There are a limited number of available data packs, and not every event will trigger the recording of a data pack.
Typically, the recurrence of an event that already has a data pack that has NOT been reset, will NOT trigger the cre-
ation of another data pack.

Perform the following to view the TCI Data Packs screen.

1. From the Event_Menu, double–click on TCI Data Packs to select that screen (Fig. 72).
2. The TCI Data Packs screen is now displayed (Fig. 75).
This screen contains the following information for each data pack:
a. The data pack number

b. The associated event number and sub–ID for the data pack number

c. The time and date when the data pack was created

d. The time and date of the data pack reset (If the data pack is reset, it is enabled to be overwritten by the next
event that would trigger a data pack.)

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

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FIG. 76. RESET TCI EVENTS SCREEN.

E–45244.

9.5. RESET TCI EVENTS SCREEN

The reset of an event is typically done after the conditions for that event occurrence has been investigated and the
propulsion system is ready to resume normal operation.

Perform the following to view the Reset TCI Events screen.

1. From the Event_Menu, double–click on Reset TCI Events to select that screen (Fig. 72).
2. The Reset TCI Events screen is now displayed (Fig. 76).

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

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

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FIG. 77. ERASE TCI EVENTS SCREEN.

E–45245.

9.6. ERASE TCI EVENTS SCREEN

The erasure of event data only affects those events that have been reset. The erasure removes those reset events
from the event summary list, removes their associated “snapshots” and removes their data packs, if present.

Perform the following to view the Erase TCI Events screen.

1. From the Event_Menu, double–click on Erase TCI Events to select that screen (Fig. 72).
2. The Erase TCI Events screen is now displayed (Fig. 77).

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

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

9.7. EVENT AND INVERTER PARAMETERS LIST

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

Perform the following to access the Events & Inv Params screen:

1. Connect the w PTUt to the TCI or PSC serial port (located in the operator cab), start the GE OHV w PTUt
Toolbox, enter password, select PSC Panel or TCI Panel, select appropriate truck type, and click on LOGIN to
w PTUt Toolbox .
2. From the window browser, select PTU Screens –> TCI or PSC –> Special_Tasks –> Events & Inv Params
(Fig. 72).
3. The Events & Inv Params screen is now displayed (Fig. 78).
4. Click on the desired event list button (PSC Event List, TCI Event List, Inverter Event List ) to open. (Use the
scroll bar on the side to navigate through the list).

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

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

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

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

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TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION

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

:01–Auxiliary Blower Control Phase Control Rectifier (AUXPC)

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

:01–Persistently above a level

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

:01–Signal volts too high

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

:01–Signal volts too high

:02–Signal volts too low
013–Midvolt Test Failure NO POWER Inverter failed its mid–voltage self test.

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TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d)

Event Event Restrictions
Detection Information
Description (If Any)
014–Analog Sensor SPEED LIMIT The received signal from a sensor, identified by the following sub–ID,
Fault exceeded a limit:

:01–Alternator Field Current

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

:02–Link Current
016–PSC CPU Card NO POWER A problem occurred with a PSC CPU card task, as identified by the
following sub–ID:

:01–Task 1 failed to initialize

:02–Task 2 failed to initialize
:03–Task 3 failed to initialize
:04–Task 4 failed to initialize
:05–Task 5 failed to initialize
:06–Task 6 failed to initialize
:07–Maintenance task failed to initialize
:09–FLASH CRC computation did not match expected value
:10–BRAM CRC computation did not match expected value
:11–Tasks took too long to initialize
:12–BBRAM data pack pointers corrupted
017–PSC Digital I/O NO POWER PSC CPU lost communication with the FB104 PSC digital I/O card.
Card Fault
018–PSC Analog I/O NO POWER PSC CPU lost communication with the FB143 PSC analog I/O card,
Card Fault as further identified by the following sub–ID:

:01–PSC Analog I/O card missing

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

:01–Message Missing
:02–Bad Tick
:03–Bad CRC
:04–Overflow
:05–Bad Start
:06–Bad Stop

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TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d)

Event Event Restrictions
Detection Information
Description (If Any)
022–Persistent TCI NO POWER PSC detected persistent lost or corrupted communication from TCI
Comm Fault over a period of time with truck stopped.
023–Tertiary Overcurrent NO POWER Alternator field tertiary current limit exceeded.
024–PSC Config File NO POWER Incorrect or missing PSC configuration file detected, as further identi-
fied by the following sub–ID:

:01–Configuration file not loaded

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

:01–Auxiliary blower control speed feedback indicates no or incorrect

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

:01–Inverter No. 1 filter cap overpressure

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

:01–GFR failed to open

:02–GFR failed to close
:03–SCR3 failed
032–RP Contactor SPEED LIMIT & STUCK RP1 contactor command and feedback do not agree. Further identi-
RP fied by the following sub–ID:

:01–RP1
:02–RP2
:03–RP3
033–Retard Circuit SPEED LIMIT & STUCK
RP
035–Engine Speed SPEED LIMIT Engine speed signal exceeded upper or lower limit.
Sensor
036–GY19 Grid Blower NO POWER Grid blower failure detected, further identified by the following sub– 
ID:

:01–Grid blower no. 1 stalled

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

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TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d)

Event Event Restrictions
Detection Information
Description (If Any)
037–Computer Power SPEED LIMIT Computer Power Supply voltages exceeded upper or lower limit,
Supply further identified by the following sub–ID:

:01–5 V DC positive
:02–15 V DC positive
:03–15 V DC negative
040–Volts 24 Positive SPEED LIMIT +24V Power Supply exceeded upper or lower limit.
041–Volts 24 Negative SPEED LIMIT –24V Power Supply exceeded upper or lower limit.
042–Direction NO PROPEL Forward or Reverse Switch command received while in Selfload
Requested During Mode of operation.
Selfload
043–Propulsion Battery SPEED LIMIT Propulsion system battery voltage below low limit.
Voltage Low
044–Propulsion Battery SYS EVENT Propulsion system battery voltage above high limit.
Voltage High
045–Chopper Open SPEED LIMIT Chopper Module failed during chopper self test, further identified by
Circuit the following sub–ID:

:01–Chopper 1
:02–Chopper 2
046–Retard Short Circuit SPEED LIMIT & EN- Failure during chopper self test. Link voltage decayed too quickly
GINE SPD when AFSE command set low, prior to starting test.
047–Engine Stall NO POWER Engine stall condition detected.
048–Shorted DC Link NO POWER System detected a potential short on the DC link while attempting to
During Startup charge link.
051–Tach Left Rear INV1 DISABLE Problem occurred with tach on left rear wheelmotor, further defined
by the following sub–ID:

:01–Tach signal indicating zero wheel movement when others are

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

:01–Tach signal indicating zero wheel movement when others are

indicating movement
:02–Tach signal indicating wheel movement when others are
indicating zero movement
053–Tach Left Front SYS EVENT Problem occurred with tach on left front wheelmotor, further defined
by the following sub–ID:

:01–Tach signal indicating zero wheel movement when others are

indicating movement
:02–Tach signal indicating wheel movement when others are
indicating zero movement

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TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d)

Event Event Restrictions
Detection Information
Description (If Any)
054–Tach Right Front SYS EVENT Problem occurred with tach on right front wheelmotor, further defined
by the following sub–ID:

:01–Tach signal indicating zero wheel movement when others are

indicating movement
:02–Tach signal indicating wheel movement when others are
indicating zero movement
055–Front Wheel Tachs SYS EVENT Problem occurred with tachs on front wheel motors.
056–Inverter Software SYS EVENT Incorrect version of Inverter Software is installed. Further identified
Version by the following sub–ID:

:01–Inverter #1
:02–Inverter #2
061–Motor Overspeed SYS EVENT Truck exceeded motor overspeed limit.
063–Engine Load Signal SYS EVENT The Engine Load Signal feedback from the engine controller is out-
Fault side of limit, further defined by the following sub–ID:

:01–Below minimum value

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

:01–Auxiliary blower control phase controller temperature

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

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TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d)

Event Event Restrictions
Detection Information
Description (If Any)
071–Link Capacitance SPEED LIMIT (10 MPH) Link capacitance below acceptable limit for normal operation.
Low Warning
NOTE:
Nominal for 17KG498D2 and newer control: 21600 uF
Nominal for 17KG498D1 and earlier control: 24000 uF
Event declared when measurement below: 12500 uF
Nominal for 17KG527 control: 13500 uF
Event declared when measurement below: 7875 uF (527 group)
072–Ground Circuit SPEED LIMIT (10 MPH) Problem detected with ground fault detection circuit which is typically
associated with failure of the filter capacitor test to discharge the ca-
pacitors within 30 seconds.
074–Inverter1 Comm INV1 DISABLE Communication attempt with Inverter #1 timed out. Inverter 1 not cut-
Failed out. Further identified by the following sub–ID:

:01–No communication Inverter #1

:02–Inverter #1 customer option bit
075–Inverter 2 Comm INV2 DISABLE Communication attempt with Inverter #2 timed out. Inverter 2 not cut-
Failed out. Further identified by the following sub–ID:

:01–No communication Inverter #2

:02–Inverter #2 customer option bit
076–FB173 Card NO POWER A failure in the FB173 card was detected, further identified by the
following sub–ID:

:01–Speed FPGA did not download correctly

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

085–Auxiliary Cooling SYS EVENT Problem detected with auxiliary blower control system, further identi-
Fault fied by the following sub–ID:

:02–Auxiliary blower motor speed signal out of range

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

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TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d)

Event Event Restrictions
Detection Information
Description (If Any)
087–HP Low SYS EVENT Propulsion system adjusted HP load on engine has been reduced to
its minimum value for an excessive period of time.
088–HP Limit SYS EVENT Excessive propulsion system demand on available engine HP, fur-
ther identified by the following sub–ID:

:01–Propulsion system HP demand in propel mode exceeds

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

:02–Allowable difference between engine command and actual

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

:01–DC power connection open

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

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TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d)

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

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TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d)

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

:01–Motor connection open

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

:01–Motor rotor temperature high

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

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TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d)

Event Event Restrictions
Detection Information
Description (If Any)
601–TCI CPU Card NO PROPEL A problem was detected with the TCI CPU card, further identified by
FB144 the following sub–ID:

:01–10 msec task failed to initialize

:02–20 msec task failed to initialize
:03–50 msec task failed to initialize
:04–100 msec task failed to initialize
:05–200 msec task failed to initialize
:06–50 msec fault manager task failed to initialize
:07–Flash CRC computation did not match expected value
:09–Maintenance task failed to initialize
:10–Upon power–up, excessive bus time outs occurred
:11–Upon power–up, the status of key memory data in BBRAM was
found to be invalid
:12–CRC on protected areas of BBRAM did not match expected
value
602–FB104 TCI Digital NO PROPEL A problem was detected with the TCI digital I/O card.
I/O Card
603–FB160 TCI Analog NO PROPEL A problem was detected with the TCI analog I/O card.
I/O Card
604–TCI to PSC RS422 SPEED LIMIT (10 MPH) Serial link communication with PSC was lost for a persistent time
Comm period, further identified by the following sub–ID:

:01–Missing message
:02–Bad tick
:03–Bad CRC
:04–FIFO overflow
:05–Bad start bit
:06–Bad stop bit
605–Aux Comm Fault None Serial link communication with the Auxiliary Blower Control System
was lost for a persistent time period.
607–Positive 5 volts SPEED LIMIT (10 MPH) +5V Power Supply exceeded limits for a persistent period of time.
608–Positive 15 Volts SPEED LIMIT (10 MPH) +15V Power Supply exceeded limits.
609–Negative 15 Volts SPEED LIMIT (10 MPH) –15V Power Supply exceeded limits.
610–Pot Reference SPEED LIMIT (10 MPH) Pot Reference exceeded limits.
613–Analog Input SPEED LIMIT (10 MPH) An analog signal input on the analog I/O card exceeded its limits for
a persistent period of time, as defined by the following sub–ID:

:01–Ground (A2D)
:02–Gain Check (A2D)
614–Battery Separate SYS EVENT The battery separate contactor failed to operate in an expected man-
Contactor ner as further defined by the following sub–ID:

:01–Battery separate failure

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

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TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d)

Event Event Restrictions
Detection Information
Description (If Any)
617–Engine Start SYS EVENT The engine start request was denied for the following reason defined
Request Denied by the sub–ID:

:01–Engine warning signal received during cranking

:02–Engine Kill signal received during cranking

619–Engine Warning NO PROPEL The engine warning signal was received when the engine speed is
above the run threshold.

620–Engine Kill while NO PROPEL The engine kill signal was received while the truck was moving.
Moving

622–Park Brake NO PROPEL Unexpected park brake operation defined by the following sub–ID:

:01–Park brake command and feedback do not agree

:02–Park brake set feedback received while truck moving

623–Hydraulic Brake SYS EVENT The hydraulic brake fluid temperature signal exceeded its maximum
limit, further defined by the following sub–ID:

:01–Tank
:02– Left Front Outlet
:03– Right Front Outlet
:04– Left Rear Outlet
:05– Right Rear Outlet

624–Body Up and SPEED LIMIT (10 MPH) Simultaneous receipt of both full payload and body up signals for a
Payload Indication persistent time period.

625–Extended Battery None Excessive time has elapsed between battery separate and subse-
Reconnect Time quent battery reconnection.

628–Connected SYS EVENT Battery volts exceeded limits for a persistent period of time, while
Batteries engine speed is greater than idle and control power is ON; further
defined by the following sub–ID:

:01–Control battery volts below 20 V DC

:02–Control battery volts above 32 V DC
:03–Cranking battery volts below 20 V DC
:04–Cranking battery volts above 32 V DC

629–Barometric SYS EVENT Barometric pressure sensor signal exceeded limits for a persistent
Pressure period of time, further defined by the following sub–ID:

:01–Barometric pressure sensor value too low

:02–Barometric pressure sensor value too high

630–Motor Blower SPEED LIMIT Motor blower pressure signal exceeded limits, indicating a problem
Pressure with the sensor, duct work, or axle box sensor. Further defined by
the following sub–ID:

:01–No cooling air

:02–Low voltage
:03–High voltage
:04–Sensor reversed

631–Ambient SYS EVENT Ambient temperature sensor signal exceeded limits for a persistent
Temperature period of time, further defined by the following sub–ID:

:02–Ambient temperature signal too high

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TABLE 5. EVENT CODE DESCRIPTIONS AND INFORMATION (Cont’d)

Event Event Restrictions
Detection Information
Description (If Any)
632–TCI Configuration NO PROPEL A problem with the TCI configuration file has been detected, further
File defined by the following sub–ID:

:01–File not loaded

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

:00–No fault condition; initial state on application of control power

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

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10. SPECIAL OPERATIONS AND TESTS

10.1. WELDING ON THE TRUCK

When welding on trucks equipped with GE control panels, connect the welder’s ground cable such that welding
current does not flow through the truck’s control wires or cables. This ground connection should be made directly to (or
as close as possible to) the part being welded. For example, if welding is being done on the deck, connect the ground
directly to the deck – not to the control box or cab. If welding is being done on the control box door, connect the ground
to the control box door – not to the box frame.

Extreme care should also be taken to prevent electrical current from passing through bearings in the alternator or
motorized wheel motors as this will result in bearing damage and premature bearing failure.

DO NOT pull any control cards or remove panel connectors. This practice can cause more damage than it pre-
vents. It puts unnecessary cycles on the connector pins and may cause loose or dirty pins which could result in a
control system failure.

10.2. MOVING TRUCK WITH ONE WHEEL MOTOR

WARNING: The following procedure is intended for use under emergency or unusual conditions only 
and should not be used in lieu of proper troubleshooting and/or maintenance procedures. In any case,
extreme caution must be exercised and all standard safety procedures employed. When using this “spe- 
cial” procedure, the entire procedure should be read before proceeding.

The following procedure should be followed when it has been determined that either one inverter or one wheel
motor is faulty, and the truck must be moved for servicing using the single, operational inverter/wheel motor.

NOTE: Truck speed is limited to 10 mph by the propulsion system when operating with only one wheel 
motor.

1. With truck stopped and the engine running, apply the Parking Brake (propulsion system commanded to REST
mode) and place the Direction Selector handle in the NEUTRAL position.

CAUTION: Single inverter/wheel motor operation of the truck should only be done with an empty truck.
Operation of a loaded truck with one inverter/wheel motor may result in damage to that wheel motor.

2. Remove the load, if present, from the truck.

3. On the right side of the main control cabinet, move the affected inverter cutout switch to the CUTOUT position.
This will disable that inverter/wheel motor combination from either accelerating or retarding the truck.

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

5. Place the Direction Selector handle in FORWARD and move the truck to the desired location.

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10.3. VOLTAGE ATTENUATION MODULE (VAM) CHECKS

With all wiring removed from the suspect VAM, check that a nominal resistance of 2 Megohms exists between the
points in the charts below. Resistance to ground or to any other points on the VAM should be infinite. Refer to the
receptacle and plug diagrams in the system schematic for connector arrangement.

VAM1 AND VAM2, 17FM702, 8 CHANNELS

High Voltage Stud Low Voltage Connector
VH1 CN1–5
VH2 CN1–6
VH3 CN1–10
VH4 CN1–14
VH5 CN1–7
VH6 CN1–3
VH7 CN1–2
VH8 CN1–1

VAM1 AND VAM2, 17FM681, 5 CHANNELS

High Voltage Stud Low Voltage Connector
VH1 CN1–1
VH2 CN1–2
VH3 CN1–3
VH4 CN1–4
VH5 CN1–5

10.4. CURRENT MEASURING MODULE CHECKS

With all wiring removed from the suspect current measuring module, the following are the nominal resistance val-
ues between the connection points indicated:

S Between + and – : greater than 20 Kohm

S Between M and + : greater than 1 Megohm

S Between M and – : greater than 1 Megohm

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10.5. LINK CAPACITANCE TEST

The main propulsion DC link capacitance test can be performed through the DID panel (refer to Section 8.3.3.,
Link Capacitance Testing ) provided that truck conditions permit this test. Those conditions are as follows:

1. Engine running and DC link charged.

2. Truck stopped with no direction commanded and accelerator pedal not pressed.

When the DC link capacitance test is run, the AC OHV propulsion system commands the DC link to be charged to
operating level and then it monitors its decay rate from that level. This decay rate is then used to calculate the amount
of DC link capacitance.

The DC link capacitance test can be monitored and its results viewed on a w PTUt screen. This screen can be
accessed as follows:

1. Connect the w PTUt to the PSC serial port (located in the operator cab), start the GE OHV w PTUt Toolbox,
enter password, select PSC Panel, select appropriate truck type, and click on LOGIN to w PTUt Toolbox .
2. From the window browser, select PTU Screens –> PSC –> Normal_Operation –> Tests –> Capacitance
Test (Fig. 79).
3. The Capacitance Test screen is now displayed and the test data can be viewed (Fig. 80).

4. Close the Capacitance Test display screen by clicking on the X in the upper right corner of the screen.

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

FIG. 79. PSC CAPACITANCE TEST SCREEN 

ASSESS SEQUENCE. E–44403.

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FIG. 80. CAPACITANCE TEST SCREEN. E–44404.

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11. PHASE MODULE AND GATE DRIVER TROUBLESHOOTING GUIDE

11.1. INTRODUCTION
WARNING: Traction motor leads and the DC link may have high voltage present from charged capacitors.
Remove power and discharge capacitors per standard instructions before troubleshooting the equip- 
ment. Auxiliary DC link charged indicating lights are provided on the top of the control for visual indica- 
tion. It is recommended that the auxiliary DC link be measured by separate instrumentation as well before 
proceeding with maintenance or troubleshooting. Failure to do so may result in personnel injury or death.

WARNING: When troubleshooting this truck, unless stated otherwise the truck engine should be shut 
down and power removed from the DC link. At 400 RPM engine speed, the DC link is normally comman- 
ded to be energized. DO NOT use the REST mode to remove power while troubleshooting any of the truck 
circuits.

Phase module faults can be either related to the phase module itself or its associated gate driver. The fault text will
identify the phase module in question. For example, PM1A+ would refer to phase module (PM) in inverter #1 (1),
phase A (A), positive module (+).

11.2. TEST/INSPECTION PROCEDURE

1. Check the w PTUt PSC Real Time Data screen to determine if the inverter involved in the phase module fault
is active or not.

2. Run the Inverter VI Test as follows to determine if the fault occurs again:

a. Apply the Parking Brake (propulsion system commanded to REST mode) and place the Direction Selector
switch in the NEUTRAL position.

b. Start and run the engine.

c. When the engine has achieved its idle speed, release the Parking Brake (propulsion system exits REST
mode).

d. Monitor status messages on the w PTUt PSC Real Time Data screen, Inverters section. In the right side
of the Inverters section of the screen, Inverter VI Test State is shown. During the Inverter VI Test, the
status box should read Test. Upon completion, there should be the message Completed.

e. If no faults are logged, and there is no recent history of inverter faults, the truck can be released for service.
If faults are logged proceed with the remainder of this troubleshooting section.

3. Shut down the engine but maintain control power to the propulsion control. Go to the phase module in question
as identified by the fault, and pull out its gray fiber optic connector. The red LED should be ON.

WARNING: When viewed under some conditions, the optical port may expose the eye beyond the maxi- 
mum permissible exposure recommended in ANSI z136.2, 1993.

a. If the red LED is ON, the IGBT on the phase module is not shorted. Gate drivers, however, can intermittently
fail, therefore, the LED indication does not guarantee that the gate driver is OK.

b. If the red LED is OFF, that is usually an indication that the IGBT on the phase module is shorted or the gate
driver has failed.

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4. Check the gate drivers as follows:

a. Disconnect the GDPC plug from the gate driver and check for 90 to 100 V AC @ 25 Hz square wave signal at
the circular plug. (A Simpson analog meter is recommended for this measurement.)

b. Verify that the input power to the GDPC is at least 50 volts at its input terminals.

c. If the AC output is less than 90 V AC, unplug all the gate drivers on the inverter in question. Then plug them
in one at a time, waiting about five seconds before reading the AC output voltage as each gate driver is
plugged in.

d. If the output falls below 90 V AC, replace that gate driver.

e. Continue to check all the gate drivers for this 90 V AC threshold.

5. If the gate driver and the IGBT test OK, but the truck has a recent history of repeated failures, replace the phase
module.

6. Inspect all laminated bus bars for damage.

7. Use a volt–ohm meter to check resistance to ground on the DC link circuit. Using that same meter, check for
short circuits on the DC link from the positive horizontal bus bar to the negative horizontal bus bar.

8. Inspect all other phase modules for flash burns.

9. Check all phase module fuses for continuity (there are two fuses in parallel per phase module).

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12. 17FB144 AND 17FB147 CIRCUIT CARD TROUBLESHOOTING GUIDE

12.1. INTRODUCTION

Often, 17FB144 and 17FB147 boards used in 150 ton OHV propulsion systems have no defects found when re-
turned to the factory for unit exchange (UX) repair. It is believed that most of the perceived defects are the result of
problems communicating to the boards with the PTU, combined with a misunderstanding of the light patterns seen on
the bottom edge of the card. This section provides a definition of the light patterns on the card bottom edge and de-
scribes a procedure to use Microsoft HyperTerminal to troubleshoot 17FB144 and 17FB147 boards.

12.2. CARD EDGE LIGHTS

There are two LED indicators on the bottom front edge of the boards defined as follows:

LED1 / WDTIME – Watchdog timer indicator.

ON – Watchdog Timer timed out.

OFF – Watchdog Timer not timed out.

LED2 / FATL – Fail indicator.

ON – CPU reset or CPU fails its self test or EPROM checksum error.
OFF – No condition met for ON state.
The LED indicators flash during boot–up and can flash if no program is installed in the CPU board. LEDs can also
flash if the 5 V Power Supply is low. Normally, the CPU board is functional and can be communicated with, or down-
loaded to, if the LEDs are flashing.

NOTE: If using HyperTerminal while LEDs are flashing, text will be continuously scrolling with a variable 
time delay between messages.

The FATL indicator can be ON solid if the 5 V Power Supply is low or if there is a major failure of the board. Always
check the 5V Power Supply voltage if the FATL indicator is ON solid.

Typical LED patterns for Version 19 software are listed in TABLE 6.

12.3. TROUBLESHOOTING PROCEDURE

Figure 81 shows the troubleshooting flow chart for both 17FB144 and17FB147 boards.

The flow chart references other figures to provide details where necessary.

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TABLE 6. TYPICAL 17FB144 AND 17FB147 BOARD LED PATTERNS FOR

VERSION 19 SOFTWARE
BOARD OTHER
PRO- CPU
GRAMMED BOARD
(PROGRAM PRO-
BOARD PROB- IN FLASH GRAM–
CONDITION LEM MEMORY)? MED? 17FB144 BOARD 17FB147 BOARD
WDTIME LIGHT FATL WDTIME LIGHT FATL
LIGHT LIGHT
1 Running /   Major failure xx xx xx ON solid xx ON solid
Power–up
2 Running /   5V power 1 sup- xx xx ON solid or 2 ON solid or 2 ON solid or 2
Power–up ply low flashing flashing flashing
3 Running None / Onboard Yes xxx OFF OFF OFF OFF
battery low 3
4 Running None / Onboard No Yes OFF or 4 OFF or 4 OFF or 4 OFF or 4
battery low 3 1. Flash twice 1. xxx 1. Flash twice 1. xxx
2. Flash 2. Flash 2. Flash 2. Flash
3. 1 sec. delay 3. xxx 3. 1 sec. delay 3. xxx
4. Flash 4. xxx 4. Flash 4. xxx
5. Repeat after 5. Repeat after 5. Repeat after 5. Repeat after
variable variable variable variable
time delay time delay time delay time delay
5 Running None / Onboard No No OFF OFF OFF OFF
battery low 3
6 Power–up None / Onboard Yes xx 1. Flash 1. Flash 1. Flash 1. Flash
battery low 3 2. 1 sec. delay 2. 1 sec. delay
3. Flash 3. Flash
4. 3 sec. delay
5. Flash twice
7 Power–up None / Onboard No xx 1. Flash 1. Flash 1. Flash 1. Flash
battery low 3 2. 1 sec. delay 2. 1 sec. delay
3. Flash 3. Flash
8 Power–up None but serial xx xx Flash once only, Flash once only, Flash once only, Flash once only,
with PTU com cable prob- then OFF then OFF then OFF then OFF
attached lem between
board and PTU
5

NOTE: Voltages listed are approximate.

1– Measure voltage between TP4 – WDDIS and TP2 – GND on either the 17FB144 or 17FB147 board.
Reading should be at least 4.95 V.
2– Lights will be on solid for TP4 – WDDIS to TP2 – GND voltages below 4.9 V. Above 4.9 V to 4.95 V, lights
may flash. Lights my also flash if the 5 V power supply voltage is oscillating.
3 – Low battery will not effect microprocessor board operation. However, statistical data and other values stored
in RAM may be lost.
4 – Light pattern can vary per board as well as if the w PTUt (PC) is connected to the relevant board serial port.
5 – Open w PTUt serial communication ground wire with w PTUt connected can cause board boot–up (buck)
routine to not run during power–up.

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See Sheet 2 of 2
FIG. 81. 17FB144 AND 17FB147 BOARD TROUBLESHOOTING PROCEDURE (SHEET 1 OF 2). E–44732.

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See Sheet 1 of 2

FIG. 81. 17FB144 AND 17FB147 BOARD TROUBLESHOOTING PROCEDURE (SHEET 2 OF 2). E–44732.

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12.4. USING HYPERTERMINAL TO COMMUNICATE TO 17FB144 AND

17FB147 BOARDS

HyperTerminal is a terminal emulator package that is included in Microsoft Windows 95/98 and 2000. This soft-
ware package can be used to communicate to either CPU board through the normal PTU connection. It allows access
to boot–up text that can be used to determine if communications with the CPU are active, the CPU board has passed
self tests, whether software has been loaded onto the board, if the software is running (and PTU communication proto-
col is active), and if any other abnormal situation exists.

The CPU board flash memory can also be erased using HyperTerminal. This will subsequently allow PTU down-
loading of the software in cases where the CPU board is cycling messages and the PTU cannot break in and begin
downloading. HyperTerminal is used to break into the boot–up routine and then flash memory is erased.

12.4.1. Pitfalls/Traps When Using HyperTerminal

If having communications problems with the PTU, it is common to close the PTU window and try again. If the
window is closed while the PTU is trying to communicate, the COM1 port may not be released by the PTU and Hyper-
Terminal will not be able to connect to it. In this instance, HyperTerminal will generate a message Unable to Open
COM1 and the banner at the bottom left hand side of the main window will say Disconnected. Try to reset the COM1
port by disabling it and re–enabling it at the window shown in Figure 82. If this does not work, reboot the computer.

Should say this if com port is OK

FIG.82. COM1 SERIAL PORT WINDOW 

MESSAGE FOR PROPER OPERATION.
E–44733.

NOTE: The banner at the bottom left hand corner of the main window will say “Connected” and record 
connection time if the COM1 port is active.

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HyperTerminal saves previous session text (without asking). If it is necessary to verify that the text stored in the
HyperTerminal window is from only the present session only, start a new connection.

The HyperTerminal screen shows a white background for text that is in the latest window. If the window is scrolled
backwards, the background turns light blue. The boarder between the white and light blue background in no way
indicates anything about the timing of the text displayed, just that the text contained within the present HyperTerminal
connection is more than one window long.

12.4.2. Accessing HyperTerminal

Before beginning, connect the serial cable to the relevant CPU board serial port and to the COM1 port on the PC.

1. HyperTerminal is located under the Start Menu –> Program Files –> Accessories –> Communications –>
Hyper Terminal. Then double click on the Hypertrm.exe icon (see Figure 83).

NOTE: HyperTerminal can also be accessed from the wPTU t login window by selecting the Terminal 
Emulator Mode radio button (Fig 4).

2. The window shown in Figure 84 will appear and ask to name the new connection and pick an icon. If a connec-
tion was previously defined, just click Cancel. If defining a new connection, type in the new name, select an
icon from those provided, and click OK.

3. The Connect To window shown in Figure 85 will appear. Select Direct to Com1 in the Connect using menu
selection and then click OK.

4. The COM1 Properties window shown in Figure 86 will appear. Select the following and then click OK. (Ad-
vanced settings do not need to be adjusted):
Bits per second = 9600 (Default = 2400)
Data bits = 8 (Default)
Parity = None (Default)
Stop bits = 1 (Default)
Flow control = None (Default = Hardware)

Double click here

FIG. 83. HYPERTERMINAL ICON. E–44734.

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FIG. 84. HYPERTERMINAL NEW 

CONNECTION WINDOW. E–44735.

FIG. 85. HYPERTERMINAL CONNECT TO 

WINDOW. E–44736 

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FIG. 86. HYPERTERMINAL COM1

PROPERTIES WINDOW. E–44737 

5. After the COM1 properties are set, the main HyperTerminal window will look like that shown in Figure 87, if
HyperTerminal is able to connect to the COM1 port.

NOTE: The lower left hand banner will say “Connected” and count the connection time. This only indi- 
cates that HyperTerminal has access to the COM1 port, NOT that HyperTerminal can talk to the connected 
CPU board.

6. If HyperTerminal cannot connect to COM1, a message window appears that says Unable to Open COM1 and
the banner will say Disconnected as shown in Figure 88. If this happens, try to reset the COM1 port by disab-
ling it and re–enabling it at the window previously shown in Figure 82. If this does not work, reboot the computer.
7. Once HyperTerminal is connected to the COM1 port, cycle control power to the connected CPU board. The
screen will appear as shown in Figure 89 if the CPU board is already programmed and running. Only the
17FB144 board will show the text line pertaining to the battery test. Figure 89 shows the HyperTerminal main
window scrolled backwards 1 line to show the complete text that comes out of the CPU board.

NOTE: The HyperTerminal screen shows a white background for text that is in the latest window. If the 
window is scrolled backwards, the background turns light blue. The boarder between the white and light 
blue background in no way indicates anything about the timing of the text displayed, just that the text 
contained within the present HyperTerminal connection is more than one window long.

8. The screen will appear as shown in Figure 90 if the CPU board is not programmed. Only the 17FB144 board will
show the text line pertaining to the battery test.

NOTE: Unit Exchange (UX) cards are not programmed when shipped.

NOTE: The following text message will scroll with a variable time delay between cycles if the LED lights 
on the bottom edge of the CPU board are flashing. Lights may or may not flash if no program is installed 
in the CPU board.

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9. To erase the flash memory (program) on a CPU board, the boot–up routine must be interrupted. To do this, hold
down the TAB key and cycle control power to the board. Let the TAB key up when you see the Keyboard
interrupt accepted message as shown in Figure 91.

10. After the boot–up routine has been interrupted, the CPU board flash memory (program) can be erased by typ-
ing ef and hitting ENTER . When typing in the ef characters, they will most likely appear somewhere to the far
right of the =>. This is OK, just type them in and hit ENTER . The message shown in Figure 92 should appear if
the flash memory was erased successfully.

11. An open PTU serial communication ground wire with the PTU connected can cause the CPU board boot–up
(buck) routine to not run during power–up. If this happens, the text in HyperTerminal will stop after the 25MHZ
board detected message as shown in Figure 93.

12. When exiting HyperTerminal, it will ask you if you want to save the session. If you click OK, you can select the
session name the next time you enter HyperTerminal and you will not have to perform the communications
set–up.

NOTE: If you do save the session, any text that was in the HyperTerminal window (including that scrolled 
past the view window) will also be saved.

After the initial save, HyperTerminal saves session text (without asking) every time you close it. If it is necessary to
verify that the text stored in the HyperTerminal window is from the present session only, start a new connection.

Banner shows “Connected”

and counts connection time

FIG. 87. HYPERTERMINAL MAIN WINDOW WHEN CONNECTED TO COM1 PORT. E–44738 

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Message window

Banner shows “Disconnected”

FIG. 88. HYPERTERMINAL MAIN WINDOW WHEN NOT CONNECTED TO COM1 PORT. E–44739 

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Light blue screen

only because screen
scrolled back one line

This line only seen for

17FB144 board (TCI).

Program is installed and running.

CPU board has switched to PTU
protocol.

FIG. 89. HYPERTERMINAL MAIN WINDOW AFTER CYCLING CONTROL POWER, PROGRAM 
INSTALLED AND RUNNING. E–44740.

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Scroll up to see the beginning

of text message.
Program NOT installed.

This line only seen for 17FB144 board (TCI).

Program NOT installed.

Program NOT running.

FIG. 90. HYPERTERMINAL MAIN WINDOW AFTER CYCLING CONTROL POWER, PROGRAM NOT 
INSTALLED. E–44741

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Hold TAB key down until

this message appears
while cycling power.

FIG. 91. HYPERTERMINAL MAIN WINDOW AFTER CYCLING CONTROL POWER, WITH TAB KEY 
HELD DOWN (INTERRUPTING BOOT–UP ROUTINE). E–44742.

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Type in “ef” and hit Enter.

Characters may show up to
the far right of the =>.

Flash memory successfully erased

FIG. 92. HYPERTERMINAL MAIN WINDOW AFTER ERASING CPU BOARD 

FLASH MEMORY. E–44743 

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FIG. 93. HYPERTERMINAL MAIN WINDOW WHEN BOOT–UP (BUCK ROUTINE) DOES NOT RUN 
DUE TO OPEN PTU SERIAL CABLE GROUND WIRE WITH THE PTU CONNECTED. E–44744.

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13. GLOSSARY OF TERMS

Listed in TABLE 7 are terms used within this document and abbreviations as shown on the system schematic.

NOTE: Those components marked with an asterisk (*) may not be present in all control groups. Refer to 
truck specific schematic for configuration details.

TABLE 7. GLOSSARY
Term Description
AFSE Alternator Field Static Exciter (17FM689) panel regulates the current in the alternator field.
AFSER Alternator Field Static Exciter Resistor facilitates battery boost to AFSE. AFSER is used
in the low side driver circuit.
ALT Alternator (5GTA22) is a salient-pole, three-phase, Y-connected, AC machine that is
mounted solidly to the diesel engine and is driven by the engine crankshaft. The alternator
provides electrical power for propulsion and control systems.
AMBTS Ambient Temperature Sensor, located in the air inlet to the inverters, senses ambient air
temperature.
ANALOG I/O CARD PSC Analog Input/Output Card (17FB173) provides signal conditioning for analog signals
(PSC) to/from the Propulsion System Control Panel. This card monitors system voltages and cur-
rents along with frequency tachometer inputs from the hydraulic blower system and the
engine. It also contains the digital alternator field control system.
ANALOG I/O CARD TCI Analog Input/Output Card (17FB160) provides signal conditioning for analog signals
(TCI) to/from the Truck Control Interface Panel. This card monitors signals from sensors located
throughout the truck and provides driving signals for operator cab meters.
BAROP Barometric Pressure Sensor provides a barometric pressure signal to the control system
used in the calculations of control system cooling requirements.
BATFU Battery Power Fuse provides overload protection to the control equipment.
BATTSW OEM supplied Battery Switch is used to connect/disconnect battery voltage from the truck
control equipment.
BD1 Battery Blocking Diode provides isolation between the Battery Line Filter output voltage
and truck battery voltage.
BFC Battery Filter Capacitor Assembly is used to temporarily sustain control power to the elec-
tronics panels in the presence of battery voltage dips and outages.
BFCR* Battery Filter Capacitor Resistor is used to limit inrush current to the Battery Filter Capaci-
tor. NOTE: Used only in the 17KG527B1 Control Group configuration.
BLFP* Battery Line Filter Panel (17FM311) reduces voltage ripples in the control power lines from
the battery to provide “smooth” power for the Propulsion Control Panel and Truck Control
Interface. NOTE: Not used in 17KG527B1 configuration, since the 17FH41 Power 
Supply contains its own input filtering.
BM1 Blower Motor #1 (5GY19) is a DC motor located within the Retarding Grid assembly. The
motor drives two blowers (fans). The blowers provide cooling air for the Retarding Resis-
tors in the Retarding Grid assembly during dynamic retarding operations and self–load
testing.
BM1I Grid Blower Motor #1 Current Measuring Module used to measure the DC current flow
through the grid blower motor.
CCF1, CIF11, CIF12, Inverter #1 Filter Capacitors store and filter the Inverter #1 DC bus voltage to provide
CIF21, CIF22 instantaneous power when the Inverter1 GTO/IGBT Phase Modules first turn on.
CCL1, CCL2 Capacitor Charge Indicating Lights #1 and #2 are illuminated when 50 volts or more is pres-
ent on the DC link (the DC bus that connects the Alternator output, Chopper Module/Resis-
tor Grid circuits, and traction Inverters).

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TABLE 7. GLOSSARY (Cont’d)

Term Description
CCLR1, CCLR2 Capacitor Charge Resistor Panels #1 and #2 are connected across the DC link to provide
a voltage attenuated sample of the DC link voltage to the Capacitor Charge Indicating
Lights.
CD1, CD2 Chopper Diode #1, #2 same as positive IGBT module.
CF Chopper Fuses same as inverter phase fuses.
CGBM1, CGBM2* Blower Motor di/dt Reduction Capacitors are used to limit the rate of current change in the
retard grid blower motor circuit. NOTE: Used only in the 17KG527B1 Control Group 
configuration.
CMAF Alternator Field Current Sensor detects the amount of current flow through the Alternator
field winding.
CMT Alternator Tertiary Current Sensing Module detects the amount of AFSE current supplied
by the Alternator tertiary winding.
CM1, CM2 IGBT Chopper Modules #1 and #2 (17FM797) control the DC voltage applied to the grid
resistors during retarding operations same as negative inverter phase module.
CM1A, CM1B Phase 1A and 1B Current Sensing Modules detect the amount of current flow through the
A and B phases of Traction Motor #1.
CM2A, CM2B Phase 2A and 2B Current Sensing Modules detect the amount of current flow through the
A and B phases of Traction Motor #2.
CPR Control Power Relay (17LV66) is picked up when the Key Switch and Control Power Switch
are closed. CPR contacts are used to connect/disconnect battery voltage to the propulsion
system.
CPRD Control Power Blocking Diode provides diode blocking between the control power switch
input and the control power digital output.
CPRS CPR Suppression Module limits the transient voltage induced into the battery system
whenever power to the CPR coil is interrupted.
CPS Control Power Switch (mounted on the diagnostic panel) is used to connect/disconnect
battery voltage to/from the control system.
CPU CARD (PSC) System CPU Card (17FB147) in the ICP provides control system processing and serial link
communication.
CPU CARD (TCI) System CPU Card (17FB144) in the ICP provides the processing of truck systems I/O and
serial link communication.
CVB Laminated bus bar for IGBT inverter and chopper.
DID Diagnostic Information Display (17FM558) provides operator/maintenance personnel with
the ability to monitor the operational status of certain truck systems and perform system
diagnostic tests.
DIGITAL I/O CARD System Digital Input/Output Card (17FB104) provides battery–level drive signals to control
(PSC) relays, contactors and LEDs; and receives battery–level status feedbacks of relays, con-
tactors and switches.
DIGITAL I/O CARD System Digital Input/Output Card (17FB104) provides battery–level drive signals to control
(TCI) relays, contactors and lights; and receives battery–level status feedbacks of relays, con-
tactors and switches.
ESS Engine Speed Sensor that is mounted on the alternator, which is directly coupled to the
engine.
EWMS Engine Winter Mode Switch allows Detroit Diesel engines to run in Heat Keeping mode
when the engine controller commands it and the switch is in the Winter position.

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TABLE 7. GLOSSARY (Cont’d)

Term Description
FB1L, FB2L Filter Capacitor Bus Bar which connects the left–side filter capacitor to vertical laminated
bus bar.
FB1R, FB2R, FBCL Filter Capacitor Bus Bar which connects the right–side filter capacitors to vertical laminated
bus bar.
FDR* Filter Discharge Resistor Panel is a resistor divider connected across the DC link. FDR
discharges the DC link.
FIBER OPTIC AS- Fiber Optic Assembly provides voltage and noise isolation for the control and feedback sig-
SEMBLY nals between the Propulsion Control Panel and the Phase/Chopper Modules.
FP Filter Panel (17FM460) is connected across the three–phase output of the Alternator to
filter electrical noise.
GDPC Gate Drive Power Converter provides gate drive power for IGBT phase and chopper mod-
ules. GDPC contains both GDPC1 and GDPC2.
GF Generator (Alternator) Field Contactor (17CM55) connects the AFSE to the Alternator
field. GF is controlled by the Propulsion Control Panel.
GFCO GF contactor cut–out switch provides a means of mechanically preventing energization of
the GF contactor, thereby providing a means to ensure that the DC link is not energized.
GFM Gate Firing Module (17FM415) receives the incoming pulses from the Analog Input/Output
Card in the Propulsion Control Panel, converts them into appropriate AFSE control signals.
GFR Generator Field Relay (17LV66) picks up with the GF contactor and is used for alternator
field control.
GFRS GFR Suppression Module limits the transient voltage induced into the battery system
whenever power to the GFR coil is interrupted.
GFS GF Suppression Module limits the transient voltage induced into the battery system when-
ever power to the GF coil is interrupted.
GRR Ground Resistor Panel is a voltage divider connected across the DC link, used with GRR9
and GRR10 to detect system ground faults.
GRR9 GRR9 is used in conjunction with GRR and GRR10 to measure ground fault current.
GRR10 GRR10 is used in conjunction with GRR and GRR9 to measure ground fault current.
I1VB, I2VB Laminated vertical bus bar for IGBT inverter and chopper.
ICP Control electronics panel (17FL375) containing all functions formerly provided by the sepa-
rate PSC and TCI panels.
INV1 TMC CARD Inverter #1 Traction Motor Control (TMC) Card (17FB172) combines the functions pre-
viously provided in the CPU (17FB138) and I/O (17FB134) cards into a single inverter con-
trol card.
INV2 TMC CARD Inverter #2 Traction Motor Control (TMC) Card (17FB172) combines the functions pre-
viously provided in the CPU (17FB138) and I/O (17FB134) cards into a single Inverter Con-
trol Card.
I1CO* Inverter #1 Cut Out Switch (located in the Operator Interface area of the Main Control Cabi-
net), when closed, is used to cut out Inverter #1. NOTE: Not used on B1 or later configu- 
rations.
I2CO* Inverter #2 Cut Out Switch (located in the Operator Interface area of the Main Control Cabi-
net), when closed, is used to cut out Inverter #2. NOTE: Not used on B1 or later configu- 
rations.
KEYSW OEM supplied Keyswitch is used to connect/disconnect battery voltage to/from CPR.

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TABLE 7. GLOSSARY (Cont’d)

Term Description
LEDP* Light–Emitting Diode Panel (located in the Operator Interface area of the Main Control
Cabinet) provides a visual indication of system status:

CPR is illuminated when CPR is picked up

SYS
SYS RUN
RUN is ill
illum
umin
inat
ated
ed whe
when
n ICP
ICP (or
(or PSC,
PSC, as equ
equip
ippe
ped)
d) is ope
opera
rati
tion
onal
al

NAFL
NAFLT
T is illu
illumi
mina
natted wh
when
en a restr
estric
icti
tive
ve even
eventt cond
condit
itio
ion
n is pres
presen
entt

TE ST is illuminated when the system is in the Test state

REST
REST is illu
illum
minat
inated
ed wh
when
en the syst
syste
em is in the Re
Rest
st stat
state
e with
with powe
powerr rem
removed
oved
from the DC link
LINKI Link Current Sensing Module detects the amount of current flow through the DC link (the
DC bus that connects the Alternator output, Chopper Module/Resistor Grid circuits, and
traction Inverters).
PF1A, PF1B, PF1C Inverter phase fuses, mounted on laminated bus bars, provide short circuit protection for
PF2A, PF2B, PF2C inverter phases to limit damage from IGBT failures.
PM1A+, PM1B+, Phase Modules (IGBT,
(IGBT, 17FM796) provide the positive driving voltages for each of the three
PM1C+ windings of Traction Motor #1.
PM1A–, PM1B–, Phase Modules (IGBT, 17FM797) provide the negative driving voltages for each of the
PM1C– three windings of Traction Motor #1.
PM2A+, PM2B+, Phase Modules (IGBT,
(IGBT, 17FM796) provide the positive driving voltages for each of the three
PM2C+ windings of Traction Motor #2.
PM2A–, PM2B–, Phase Modules (IGBT, 17FM797) provide the negative driving voltages for each of the
PM2C– three windings of Traction Motor #2.
PS Power Supply (17FH41) which provides +5VDC, ±15VDC, ±24VDC regulated voltage.
PSC Propulsion System Controller, is one of the CPU cards (17FB147) in the ICP panel.
RD Rectifier Diode Panel (17FM528), also denoted as the main rectifier panel, converts the
output three–phase, AC voltage from the Alternator to DC voltage to power the two Invert-
ers.
RG1A, RG1B, RG1C, Grid Resistors dissipate power from the DC link during retarding, self–load, and Inverter
RG2A, RG2B, RG2C, Filter Capacitor discharge operations.
RG3A, RG3B, RG3C,
RGBM* Discharge Resistors for Blower Motor di/dt Reduction Capacitors are discharge resistors
for capacitors used to limit the rate of current change in the retard grid blower motor circuit.
NOTE: Used only in the 17KG527B1 Control Group configuration.
RP1 Retard Contactor,
Contactor, when closed, connects the Grid Resistors to the DC link during retard-
ing, self–load, and Inverter Filter Capacitor discharge operations.
RP1S RP1 Suppression Module limits the transient voltage induced into the battery system
whenever power to the RP1 coil is interrupted.
R1 Battery Boost Resistor limits surge current in the Alternator field circuit when the GFR con-
tacts initially close.
SS1, SS2 Traction Motor Speed Sensors which provide Traction Motor speed signals to the respec-
tive Inverter control cards.
SS3, SS4 Front Wheel Speed Sensors. Front Wheel Speeds are monitored for wheel slips/slide con-
trol logic.

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TABLE 7. GLOSSARY (Cont’d)

Term Description
TCI Truck Control Interface, is one of the CPU cards (17FB144) in the ICP panel.
TH1 Alternator Field Thyrite (Varistor) protects the Alternator field circuit from voltage tran-
sients.
TM1, TM2 Motorized
Motorize d Wheels 1 and 2 each consisting of a Traction Motor and a Transmission
Transmission Assem-
bly. The three–phase asynchronous Traction Motors convert electrical energy into me-
chanical
chanic al energy. This mechanical
mechanical energy is transmitted to the wheel hub through the speed
reducing Transmission Assembly.
Assembly.
VAM1, VAM2 Voltage Attenuation
Attenuation Modules #1 and #2 (17FM702) are eight–channel devices for the in-
verters. VAM1 and VAM2
VAM2 are used to attenuate high voltage motor to line neutral and DC
link values to a level acceptable to the control electronics.
VAM3, VAM4 Voltage Attenuation Modules #3 and #4 (17FM681) are five–channel devices for system
use. VAM3 and VAM4VAM4 are used to attenuate high voltages to a level acceptable to the con-
trol electronics.

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14. SOFTWARE VERSIONS

14.1. VERSION 19, JULY 2002

Version 19 was developed to support end–user and OEM requests as well as addressing reliability improvements
and product enhancements to the GE propulsion system.

Version 19 software is for the 17FL320 Propulsion System Controller panel, the 17FL349/17FL373 Truck Control
Interface panel, or the 17FL375 Integrated Control Panel, and a portable PC. It may be applied to all GETS OHV AC
propulsion systems, including the 17KG498xx, 17KG526Bx and 17KG527xx groups.

Version 19 includes all application software for the control system panels as well as the MS–Windows based PTU
(w PTUt) listed in TABLE 8.

NOTE: The FB173 card software is downloaded automatically at startup by the system.

General information for version 19 and previous versions of software is listed in TABLE 9. Refer to the SMI# shown
in the table for specific information.

TABLE 8. VERSION 19 SOFTWARE

Software Name Version Location
Controller Software
Propulsion System Controller (PSC) 19.03a 17FL320 or 375
Truck Control Interface (TCI) 19.03a 17FL349, 373, or 375
Inverter – IMC Version (17FB138/17FB134) 02.19.03 17FL320
Inverter – TMC Version (17FB172) 05.19.03 17FL320 or 375
Windows PTU and toolbox (Release 1.0)
AC PTU 19.03 PC
AC Mine and OEM Configuration Utility 19.03 PC
OHV Download Utility 2.0 PC
OHV Datalogger Utility X16, July 2001 PC
OHV Datalogger Graphing Utility B6.4 PC
FB173 Card Software (17FL375 Panel Only)
17FB173 Card – CPLD Version (17KG526, 527 Only) 3 or Higher 17FB173 Card
Software Name Version Location
17FB173 Micro–Controller Software (17KG526, 527 2.42 17FB173 Card
Only)
17FB173 Alternator Field Programmable Gate Array 3.2, 01/28/01 17FB173 Card
(FPGA) (17KG526, 527 Only)
17FB173 Speed FPGA (17KG526, 527 Only) 7.3, 09/26/00 17FB173 Card

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14.2. VERSIONS INFORMATION

TABLE 9. SOFTWARE VERSIONS INFORMATION

Version Date Released GETS SMI # Status Notes
19 July 2002 41A322501BD Active Current version for all propulsion
system models; includes support for
w PTUt
18 May 2001 41A322501BC Obsolete Added support for KG526 and
KG527 groups
17 August 1999 41A322501BB Obsolete General improvements
16 October 1998 41A322501BA Obsolete General improvements
14 June 1998 N/A Obsolete Added support for high altitude op-
eration
13 October 1997 N/A Obsolete Added support for Tar Sands opera-
tion
12 September 1997 N/A Obsolete First official version for KG498
groups

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