FSIP IC3645SR4A403E1 Manuale utente

INSTALLATION AND OPERATION

SX TRANSISTOR CONTROL Page 1

November 2012

Note: The information contained herein is intended to assist OEM's, Dealers and Users of electric vehicles in the

application, installation and service of FSIP solid-state controllers. This manual does not purport to cover all

variations in OEM vehicle types. Nor does it provide for every possible contingency to be met involving vehicle

installation, operation or maintenance. For additional information and/or problem resolution, please refer the matter

to the OEM vehicle manufacturer through his normal field service channels. Do not contact FSIP directly for this

assistance.

FSIP Company November 2012

Section 1.0 INTRODUCTION .................................................................................................................. 3

1.1 Motor Characteristics ........................................................................................ 3

1.2 Solid-State Reversing ....................................................................................... 4

1.3 Flexible System Application .............................................................................. 4

1.4 More Features with Fewer Components........................................................... 4

Section 2.0 FEATURES OF SX FAMILY OF MOTOR CONTROLLERS............................................... 4

2.1 Performance...................................................................................................... 4

2.1.1 Oscillator Card Features............................................................................. 4

2.1.1.a Standard Operation.............................................................................. 4

2.1.1.b Control Acceleration ............................................................................ 5

2.1.2 Current Limit ............................................................................................... 5

2.1.3 Regenerative Braking to Base Speed ........................................................ 5

2.1.4 Auxiliary Speed Control.............................................................................. 5

2.1.4.a Field Weakening .................................................................................. 5

2.1.4.b Speed Limits ........................................................................................ 5

2.1.4.c Top Speed Regulation ...................................................................... .. 5

2.1.5 Ramp Start.................................................................................................. 5

2.1.6 On-Board Coil Drivers and Internal Coil Suppression ............................... 6

2.2 System Protective Override .............................................................................. 6

2.2.1 Static Return to Off (SRO) ......................................................................... 6

Table of Contents

SEPARATELY EXCITED (SX) TRANSISTORIZED MOTOR CONTROLLERS

FOR NEIGHBORHOOD ELECTRIC VEHICLE APPLICATIONS

INSTALLATION AND OPERATION MANUAL

FSIP MODEL IC3645SR4A403E1

INSTALLATION AND OPERATION

SX TRANSISTOR CONTROL Page 2

November 2012

2.2.2 Accelerator Volts Hold Off .......................................................................... 6

2.2.3 Pulse Monitor Trip (PMT)............................................................................ 6

2.2.4 Thermal Protector (TP)............................................................................... 6

2.2.5 Low Voltage ............................................................................................... 6

2.3 Diagnostics........................................................................................................ 6

2.3.1 Status Codes.............................................................................................. 6

2.3.1.a Standard Status Codes........................................................................ 6

2.3.1.b Stored Status Codes ........................................................................... 6

2.3.2 Odometer Readings ................................................................................... 6

2.3.3 RS-232 Communication Port ..................................................................... 7

2.3.4 Circuit Board Coil Driver Modules........................ ...................................... 7

Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS...................... 8

3.1 Ordering Information for Separately Excited Controls ...................................... 8

3.2 Outline: Package Size....................................................................................... 9

3.3 Standard Elementary for Neighborhood Electric Vehicle Application.............. 10

3.4 Standard Neighborhood Electric Vehicle Application Input/Output List............ 11

Section 4.0 TROUBLESHOOTING AND DIAGNOSTIC STATUS CODES........................................... 12

4.1 General Maintenance Instructions........................................................................... 12

4.2 Cable Routing and Separation ......................................................................... 12

4.2.1

Application Responsibility........................................................................................ 12

4.2.2 Signal/Power Level Definitions.......................................................................... 12

4.2.2.a Low Level Signals (Level L)........................................................................ 12

4.2.2.b High Level Signals (Level H) ...................................................................... 13

4.2.2.c Medium-Power Signals (Level MP)............................................................ 13

4.2.2.d High-Power Signals (Level HP).................................................................. 13

4.2.3 Cable Spacing Guidelines................................................................................. 13

4.2.3.a General Cable Spacing............................................................................... 13

4.2.4 Cabling for Vehicle Retrofits.............................................................................. 13

4.2.5 RF Interference ................................................................................................. 13

4.2.6 Suppression ...................................................................................................... 13

4.3 Recommended Lubrication of Pins and Sockets Prior to Installation...................... 14

4.4 General Troubleshooting Instructions...................................................................... 15

4.5 Traction Controller Status Codes ............................................................................ 16-29

Section 5.0 SET UP FUNCTIONS FOR TRACTION CONTROLLER.................................................... 30-33

Section 6.0 MEMORY MAP..................................................................................................................... 34-36

Table of Contents ( Continued )

BASIC OPERATION AND FEATURES

SX TRANSISTOR CONTROL Page 3

November 2012

Section 1. INTRODUCTION

Section 1.1 Motor Characteristics

The level of sophistication in the controllability of

traction motors has changed greatly over the past

several years. Vehicle manufacturers and users are

continuing to expect more value and flexibility in

electric vehicle motor and control systems as they

are applied today. In order to respond to these

market demands, traction system designers have

been forced to develop new approaches to reduce

cost and improve functions and features of the

overall system. Development is being done in a multi-

generational format that allows the market to take

advantage of today’s technology, while looking

forward to new advances on the horizon. FSIP has

introduced a second generation system using

separately excited DC shunt wound motors. The

separately excited DC motor system offers many of

the features that are generally found on the

advanced AC systems. Historically, most electric

vehicles have relied on series motor designs

because of their ability to produce very high levels of

torque at low speeds. But, as the demand for high

efficiency systems increases, i.e., systems that are

more closely applied to customers’ specific torque

requirements, shunt motors are now often being

considered over series motors. In most applications,

by independently controlling the field and armature

currents in the separately excited motor, the best

attributes of both the series and the shunt wound

motors can be combined.

NO LOAD CURRENT

FULL

LOAD CURRENT

STARTING

CURRENT

ARMATURE CURRENT

Figure 1

SPEED

TORQUE

As shown in the typical performance curves of Figure

1, the high torque at low speed characteristic of the

series motor is evident.

In a shunt motor, the field is connected directly

across the voltage source and is therefore

independent of variations in load and armature

current. If field strength is held constant, the torque

developed will vary directly with the armature current.

If the mechanical load on the motor increases, the

motor slows down, reducing the back EMF (which

depends on the speed, as well as the constant field

strength). The reduced back EMF allows the

armature current to increase, providing the greater

torque needed to drive the increased mechanical

load. If the mechanical load is decreased, the

process reverses. The motor speed and the back

EMF increase, while the armature current and the

torque developed decrease. Thus, whenever the load

changes, the speed changes also, until the motor is

again in electrical balance.

In a shunt motor, the variation of speed from no load

to normal full load on level ground is less than 10%.

For this reason, shunt motors are considered to be

constant speed motors (Figure 2).

NO LOAD CURRENT

FULL

LOAD CURRENT

STARTING

CURRENT

ARMATURE CURRENT

Figure 2

SPEED

TORQUE

In the separately excited motor, the motor is operated

as a fixed field shunt motor in the normal running

range. However, when additional torque is required,

for example, to climb non-level terrain, such as

ramps and the like, the field current is increased to

provide the higher level of torque. In most cases, the

armature to field ampere turn ratio can be very

similar to that of a comparable size series motor

(Figure 3.)

NO LOAD CURRENT

FULL

LOAD CURRENT

STARTING

CURRENT

ARMATURE CURRENT

Figure 3

SPEED

TORQUE

BASIC OPERATION AND FEATURES

SX TRANSISTOR CONTROL Page 4

November 2012

Aside from the constant horsepower characteristics

described above, there are many other features that

provide increased performance and lower cost. The

following description provides a brief introduction to

some of these features.

Section 1. 2 Solid-State Reversing

The direction of armature rotation on a shunt motor is

determined by the direction in which current flows

through the field windings. Because of the shunt

motor field, typically only requires about 10% of the

armature current at full torque, it is normally cost

effective to replace the double-pole, double-throw

reversing contactor with a low power transistor H-

Bridge circuit (Figure 4).

By energizing the transistors in pairs, current can be

made to flow in either direction in the field. The field

and armature control circuits typically operate at

12KHZ to 15KHZ, a frequency range normally above

human hearing. This high frequency, coupled with

the elimination of directional contactors, provides for

very quiet vehicle operation.

The line contactor is normally the only contactor

required for the shunt motor traction circuit. This

contactor is used for both pre-charge of the line

capacitors and for emergency shut down of the motor

circuit, in case of problems that would cause a full

motor torque condition. The line can be energized

and de-energized by the various logic combinations

of the vehicle, i.e. activate on key, seat or start switch

closure, and de-energize on time out of idle vehicle.

Again, these options add to the quiet operation of the

vehicle.

Section 1. 3 Flexible System Application

Because the shunt motor controller has the ability to

control both the armature and field circuits

independently, the system can normally be adjusted

for maximum system efficiencies at certain operating

parameters. Generally speaking, with the ability to

independently control the field and armature, the

motor performance curve can be maximized through

proper control application.

Section 1. 4 More Features with Fewer

Components

Field weakening with a series wound motor is

accomplished by placing a resistor in parallel with the

field winding of the motor. Bypassing some of the

current flowing in the field into the resistor causes the

field current to be less, or weakened. With the field

weakened, the motor speed will increase, giving

the effect of “overdrive”. To change the “overdrive

speed”, it is necessary to change the resistor

value. In a separately excited motor, independent

control of the field current provides for infinite

adjustments of “overdrive” levels, between the

motor base speed and maximum weak field. The

desirability of this feature is enhanced by the

elimination of the contactor and resistor required

for field weakening with a series motor.

With a separately excited motor, overhauling

speed limit, or downhill speed, will also be more

constant. By its nature, the shunt motor will try to

maintain a constant speed downhill. This

characteristic can be enhanced by increasing the

field strength with the control. Overhauling load

control works in just the opposite way of field

weakening, as armature rotation slows with the

increase of current in the field. An extension of this

feature is a zero-speed detect feature which prevents

the vehicle from free-wheeling down an incline,

should the operator neglect to set the brake.

Regenerative braking (braking energy returned to the

battery) may be accomplished completely with solid-

state technology. The main advantage of

regenerative braking is increased motor life. Motor

current is reduced by 50% or better during braking

while maintaining the same braking torque as

electrical braking with a diode clamp around the

armature. The lower current translates into longer

brush life and reduced motor heating. Solid state

regenerative braking also eliminates a power diode,

current sensor and contactor from the circuit.

For FSIP, the future is now, as we make available a

new generation of electric traction motor systems for

electric vehicles having separately excited DC shunt

motors and controls. Features that were once

thought to be only available on future AC or

brushless DC technology vehicles systems are now

achievable and affordable.

FUSE

LINE

CAP ARM F2F1

POS

NEG

Figure 4

A1 +

A2 -

BASIC OPERATION AND FEATURES

SX TRANSISTOR CONTROL Page 5

November 2012

Section 2. FEATURES OF SX FAMILY OF

TRANSISTOR MOTOR CONTROLLERS

Section 2.1 Performance

Section 2.1.1 Oscillator Card Features

Section 2.1.1.a Standard Operation

The oscillator section of the card has two adjustable

features, creep speed and minimum field current.

The creep speed can be adjusted by Function 2 of

the handset. The field control section allows the

adjustment of the field weakening level in order to set

the top speed of the motor. This top speed function

(Minimum Field Current) is enabled when the

armature current is less than the value set by

Function 24. Top Speed can be adjusted by Function

7 of the handset .

The % ON-time has a range of approximately 0 to

100 percent. The SX controllers operate at a

constant frequency and the % ON-time is controlled

by the pulse width of the voltage/current applied to

the motor circuits.

Section 2.1.1.b Control Acceleration

This feature allows for adjustment of the rate of time

it takes for the control to accelerate to 100% applied

battery voltage to the motor on hard acceleration.

Armature C/A is adjusted by Function 3 from 0.1 to

22 seconds.

Section 2.1.2 Current Limit

This circuit monitors motor current by utilizing

sensors in series with the armature and field

windings. The information detected by the sensor is

fed back to the card so that current may be limited to

a preset value. If heavy load currents are detected,

this circuit overrides the oscillator and limits the

average current to a value set by Function 4 and

Function 8 of the Handset. The C/L setting is based

on the maximum thermal rating of the control.

Because of the flyback current through 3REC, the

motor current is usually greater than battery current,

except at 100% ON time.

Section 2.1.3 Regenerative Braking to Zero Speed

Slow down is accomplished when

releasing accelerator pedal or

depressing brake pedal by

providing a regulated amount of

retarding torque for deceleration.

If the vehicle is moving, and the

accelerator pedal is released, the

regen signal is initiated. Once the

regen signal has been initiated,

the field current is increased

(armature circuit shown in Figure

5). Armature current is regulated to the regen current

limit as set by Function 9. As the vehicle slows

down, the field current continues to increase, and

transistor Q2 begins to chop. The field current will

increase until it reaches a preset value set by

Function 10, and transistor Q2 on-time will increase

until it reaches 100% on-time. Once both of the

above conditions have been met, and regen current

limit can no longer be maintained, the braking

function is canceled. Part of the energy produced by

the motor during regen is returned to the battery, and

part is dumped in the motor as heat.

Section 2.1.4 Auxiliary Speed Control

Section 2.1.4.a Field Weakening

This function allows the adjustment of the field

weakening level in order to set the top speed of the

motor. The function is enabled when the armature

current is less than the value set by Function 24 and

the accelerator input voltage is greater than 2.9 volts.

It is important to note that this function is used to

optimize motor and control performance, and this

setting will be determined by FSIP and OEM

engineers at the time of vehicle development. This

setting must not be changed by field personnel

without the permission of the OEM.

Section 2.1.4.b Speed Limits

This feature provides a means to control speed by

limiting motor volts utilizing "adjustable speed limits",

initiated by individual limit switches. The NC switches

are connected between input points on the control

card and battery positive. The lower motor volt limit

always takes priority when more than one switch

input is open. This motor volt limit regulates top

speed of the transistor controller, but actual vehicle

speed will vary at any set point depending on the

loading of the vehicle.

Section 2.1.4.c Top Speed Regulation

This feature requires a system tachometer. The

standard FSIP system tach is built into the motor and

provides four pulses per armature revolution. Once

ARM

Figure 5

BASIC OPERATION AND FEATURES

SX TRANSISTOR CONTROL Page 6

November 2012

the control has been calibrated to the vehicle

parameters (gear ratio

and wheel rolling radius), using Function 1, speed

can be measured with a resolution of +/- 1 mph.

When traveling down an incline, if the vehicle speed

increases to the overspeed setting, the control

automatically transitions to the regen mode. The

maximum incline on which the control will be able to

maintain regulation is determined by the

characteristics of the motor, the maximum regen

armature current limit setting (Function 9), and the

maximum regen field current limit setting (Function

10).

When the vehicle reaches the bottom of the incline,

and the vehicle speed decreases below the

overspeed setting on the level surface, the control

automatically transitions back to the normal running

mode.

Section 2.1.5 Ramp Start

This feature provides maximum control torque to

restart a vehicle on an incline. The memory for this

function is the directional switch. When stopping on

an incline, the directional switch must be left in its

original or neutral position to allow the control to

initiate full power when restarted. The accelerator

potentiometer input will modulate ramp start current.

Section 2.1.6 On-Board Coil Drivers and Internal

Coil Suppression

A coil driver for the LINE contactor is on-board the

control card. This contactor must have a coil rated for

the vehicle battery volts.

Section 2.2 System Protective Override

Section 2.2.1 Static Return to Off (SRO)

This inherent safety feature of the control is designed

to prevent the driver from starting the vehicle with the

accelerator pedal depressed. If the pedal is

depressed when the key is turned on, the control will

not operate until the accelerator pedal is no longer

depressed.

Section 2.2.2 Accelerator Volts Hold Off

This feature checks the voltage level at the

accelerator input whenever the key switch is

activated. If, at start-up, the voltage is greater than

0.9 volts, the control will not operate. This feature

assures that the control is calling for low speed

operation at start up.

Section 2.2.3 Pulse Monitor Trip (PMT)

The PMT design contains three features which shut

down, or lock out, control operation if a fault

conditions occurs that would cause a disruption of

normal vehicle operation:

Look ahead

Look again

Automatic look again and reset

The PMT circuit will not allow the control to start

under the following conditions:

The control monitors both armature and field

FET's at start-up and during running.

The control will not allow the line contactor to

close at start-up, or will drop it out during running,

if either the armature or field FET's are defective,

so as to cause uncontrolled truck movement.

Section 2.2.4 Thermal Protector (TP)

This temperature sensitive device is internal to the

power transistor (Q1) module. If the transistor's

temperature begins to exceed the design limits, the

thermal protector will lower the maximum current

limit, and maintain the transistors within their

temperature limits. As the control cools, the thermal

protector will automatically reset, returning the control

to full power.

Section 2.2.5 Low Voltage

Batteries under load, particularly if undersized or

more than 80 percent discharged, will produce low

voltages at the control terminals. The SX control is

designed for use down to 50 percent of a nominal

battery voltage of 36-84 volts, and 75 percent of a

nominal battery voltage of 24 volts. Lower battery

voltage may cause the control to operate improperly,

however, the resulting PMT should open the Line

contactor, in the event of a failure.

Section 2.3 Diagnostics

The control detects the system's present operating

status and this status can be displayed to either the

Dash Display or the Handset.

Section 2.3.1 Status Codes

Section 2.3.1a Standard Status Codes

The SX control has a wide variety of Status Codes

that assist the service technician and operator in

trouble shooting the vehicle. If mis-operation of the

vehicle occurs, a status code will be displayed on the

Dash Display for vehicles so equipped, or be

BASIC OPERATION AND FEATURES

SX TRANSISTOR CONTROL Page 7

November 2012

available from the status code displayed when the

Handset is plugged into the “Y” plug of the logic card.

With the status code number, follow the procedures

outlined in DIAGNOSTIC STATUS CODES to

determine the problem and appropriate corrective

action.

Note: The Status Code Instruction Sheets do not

purport to cover all possible causes of a display of a

"status code ". They do provide instructions for

checking the most direct inputs that can cause status

codes to appear.

Section 2.3.1.b Stored Status Codes

This feature records the last 16 "Stored Status

Codes" that have caused a PMT controller shut down

and/or disrupted normal vehicle operation. (PMT type

faults are reset by cycling the key switch). These

status codes, along with the corresponding BDI and

hourmeter readings, can be accessed with the

Handset, or by using the RS 232 communications

port and dumping the information to a Personal

Computer terminal.

Section 2.3.2 Odometer Readings

This feature will transmit the miles of use of the

traction control to the Dash Display.

Section 2.3.3 RS 232 Communication Port

This serial communication port can be used with

Interactive Custom Dash Displays to allow changes

to vehicle operating parameters by the operator. Or,

it can be used by service personnel to dump control

operating information and settings into a personal

computer program.

Section 2.3.4 Circuit Board Coil Driver Modules

A Coil driver is internal to the control card, and is the

power device that operate the Line contactor coil. On

command from the control card, these drivers initiate

opening and closing the contactor coils. All driver

modules are equipped with reverse battery

protection, such that, if the battery is connected

incorrectly, the contactors can not be closed

electrically.

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS

SX TRANSISTOR CONTROL Page 8

November 2012

Section 3.0 ORDERING INFORMATION, ELEMENTARY AND OUTLINE DRAWINGS

Section 3.1 Ordering Information for Separately Excited Controls

Example:

Part Number: IC3645 SR 4 A 40 3 E1

Argument Number: 01 02 03 04 05 06 07

Argument 01: Basic Electric Vehicle Control Number

Argument 02: Control Type:

SH = Separately Excited Control ( Plugging )

SR = Separately Excited Control ( Regen to Zero )

Argument 03: Operating Voltage:

1 = 120 volts 5 = 36/48 volts

2 = 24 volts 6 = 24/36 volts

3 = 36 volts 7 = 72/80 volts

4 = 48 volts

Argument 04: Package Size:

D = 6.86” X 6.67”

R = 6.86” X 8.15”

U = 8.66” X 8.13”

W = 8.66” X 10.83”

Argument 05: Armature Current

( 2 characters )

22 = 220 Amps

33 = 330 Amps

40 = 400 Amps

etc.

Argument 06: Field Current

( 1 character )

2 = 20 Amps

3 = 30 Amps

4 = 40 Amps

etc.

Argument 07: Customer / Revision

A1 = Customer A / Revision 1

B1 = Customer B / Revision 1

etc.

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS

SX TRANSISTOR CONTROL Page 9

November 2012

Section 3.2 Outline: Package Size

Section 3.3 Standard Elementary for Neighborhood Electric Vehicle Application

OUTLINE DRAWINGS, ELEMENTARY DRAWINGS AND INPUTS/OUTPUTS

SX TRANSISTOR CONTROL Page 10

November 2012

POWER CONNECTIONS

TO CONTROL

POS A1 F1

NEG A2 F2

FIELD

ARMATURE

FU1 *

LINE *

400A

FU3 *

10A

TOW SWITCH *

START

SWITCH *

DIRECTIONAL

SWITCH *

FORWARD

REVERSE

BUZZER *

ACCEL POT *

P1 P2 P3 P4 P5 P17 P10

P15

TACHOMETER *

P14 P16 P7 P9 P8

PLUG (23 PIN)

MOTOR CONNECTIONS

* CUSTOMER SUPPLIED

KEY

SWITCH *

RS232 RECEIVE

RS232 TRANSMIT

P13

P22

P23

Section 3.4 Neighborhood Electric Vehicle Application Input/Output List

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