GE Troubleshooting Aid AC Machines

TROUBLESHOOTING AID
FOR 17KG535 AND 17KG537 CONTROL GROUPS

ON GE200AC™, GE240AC™, GE320AC™, and GE360AC™ MINING TRUCKS
Contents
Page
1. GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.2. Related Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.3. Safety Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2. TROUBLESHOOTING PREPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.2. Equipment and Tools Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
3. EVENT CODE AND SUBCODE LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4. INDIVIDUAL COMPONENT INFORMATION AND CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
4.1. Integrated Control Panel (ICP) 17FL386 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
4.2. Ambient Air Temperature Sensor (AMBTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
4.3. Barometric Air Pressure Sensor (BAROP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
4.4. Voltage Attenuation Modules (VAMs) Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
4.5. Current Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
4.6. Wheel Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
4.7. 17FH41 Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
4.8. Gate Drive Power Converter (GDPC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
4.9. Engine Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
4.10. Ground Event Circuit Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
4.11. Alternator Field Static Exciter (AFSE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
4.12. Operator Cab Variable Pot Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
4.13. Control Contactors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
4.14. Phase Modules (IGBT) Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
1. GENERAL INFORMATION
1.1. INTRODUCTION
This publication is a troubleshooting aid for Event Codes generated by the Control Group 17KG537 used on
GE200AC™ mining trucks and Control Group 17KG535 used on GE240AC™, GE320AC™, and GE360AC™ mining
trucks. Event Codes and Subcodes are displayed on the Diagnostic Information Display (DID) or viewed with the
Portable Test Unit (PTU).
Removal and replacement of components are not covered in this publication. Use the appropriate publication
listed in section 1.2. RELATED PUBLICATIONS in this publication for removal and replacement procedures.
NOTE: This publication does not cover all possible causes of event occurrences. Typical causes of event
occurrences are listed as a guide for troubleshooting the drive system. Contact the local GE Representative
for additional information.
1.2. RELATED PUBLICATIONS

When using the related publications, ensure the most current revision of the publication (highest letter
revision) is used for the appropriate components and software version on the truck.
Publications for all drive systems:

OHV wPTU™ TOOLBOX USER’S GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GEK–91712
OHV DRIVE SYSTEM PLANNED MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GEK–91739
GE200AC™ publications:
17KG537 CONTROL GROUP FOR 200 TON AC OHV DRIVE SYSTEM . . . . . . . . . . . . . GEK–91734
VEHICLE TEST, DIAGNOSTIC, AND wPTU™ INSTRUCTIONS FOR GE200AC™ . . . . . . GET–6871
17KG535 CONTROL GROUP AC OHV DRIVE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . GEK–91733
1.3. SAFETY INFORMATION

Safety precautions appear throughout this publication and must be observed when working on this system.
WARNINGS indicate the potential for personal injury, and CAUTIONS indicate the potential for equipment damage.
Follow local maintenance practices and procedures when troubleshooting equipment.
After the truck has been shutdown there may still be high voltage present in the control group. The high
voltage will bleed off after a short time interval. Read, understand, and follow the warning listed below before working
on this equipment.
WARNING: Hazardous voltages are present in this equipment. Ensure that the Control Power Switch (CPS) is
in the OFF position and that the Generator Field Contactor (GFCO) switch is in the CUTOUT position before
attempting any work on system components. Check that Capacitor Charge Lights (CCLs) are not illuminated.
Use a VOM to VERIFY that no voltage is present before touching any terminal. Failure to observe these
precautions may result in death or serious personal injury.
2
2. TROUBLESHOOTING PREPARATION
2.1. INTRODUCTION
The Event Codes typically indicate that a monitored parameter is above or below the expected value in the
given operating mode at that time. Parameter values vary as operating modes, speed, and operator requests
changes. The control group monitors the parameters for expected values based on the conditions at a specific time
of operation.
For troubleshooting purposes, the first response to an Event Code would be to investigate why the
parameter is above or below the expected value. If no cause can be found for the Event Code after investigation, the
detection device or circuit may be causing a false reading to the control group generating a false Event Code.
For example, if a ground fault is indicated (Event 002), it is a likely that a cable, motor, or grid package
component in the power circuit has a partial or complete connection to ground due to water, mud, damaged
insulation, or a failed component. After isolating the power circuit, check the cables or components that have caused
a ground. If there is no apparent ground in the power circuit, it may be necessary to check the ground detection
circuit or components. The ground detection circuits and components are exposed to the same environmental
conditions as the drive components such as water, mud, or damage to insulation.
For clarity and simplification of the Event Code list, troubleshooting tips on individual drive system
component checks are listed in section 4. INDIVIDUAL COMPONENT INFORMATION AND CHECKS in this
publication. Frequent references will be made to component checks in the Event Code listing. When viewing this
document electronically, Hyperlinks are present within this publication for ease of use when moving between the
Event Code list and individual component checks. To use the hyperlinks, click on the link (blue, italic and underlined)
to go to the referenced section. To return from the linked location to the event being reviewed, select the “Alt” key
and the left arrow key ( ). After a link has been selected, toggle back and forth from the link to the event by
pressing the Alt key and the left and right arrow keys.
attempting any work on 17KG527 components. Check that Capacitor Charge Lights (CCLs) are not
illuminated. Use a VOM to VERIFY that no voltage is present before touching any terminal. Failure to observe
these precautions may result in death or serious personal injury.
2.2. EQUIPMENT AND TOOLS

When troubleshooting, the following equipment may be needed during diagnosis of Event Codes:
1. Digital VOM multimeter
2. Long leads or wires for multimeter checks between control cabinet and components
3. Megger™*
4. The truck OEM electrical schematic and/or GE electrical schematic. The following GE schematics were
used for reference for this troubleshooting guide:
a. GE200AC™ – 84B519993AB
b. GE240AC™ – 84B522336AC
c. GE320AC™ – 84B523721AB
d. GE360AC™ – 84B522859AB
*Trademark of the James G. Biddle Co.

3
2.3. CONTROL SYSTEM OVERVIEW
The GE 17KG537 and 17KG537 control groups are computer controlled electric drive systems. The drive
system consists of:
1. The electronic computer control components within the 17FL368 card panel.
2. The control cabinet with various electronic, electrical, and mechanical devices for truck functions
including the 17FL386 card panel.
3. Operator control devices within the operator cab.
4. The main alternator generating 3 phase power for the traction motors (wheel motors or motorized
wheels).
5. The traction motors providing forward and reverse truck movement.
6. Dynamic Retarding Assembly providing a resistive load for the traction motor generated power.
The 17FL386 Integrated Control Panel (ICP) contains Central Processor Units (CPU) and Input/Output
interface cards for propulsion control, operator interface, alternator control, retarding control, wheel motor 1 control,
and wheel motor 2 control. The card panel is located inside the control cabinet on the truck deck. The CPUs control
all drive system functions based on operator inputs, alternator power generation or traction motor power generation,
truck speed, voltage, amperage, and various operating parameters of the drive system components. For additional
details on the 17FL386 card panel, refer to section 4.1. INTEGRATED CONTROL PANEL (ICP) 17FL386 in this
publication.
The control cabinet houses electronic devices for the drive system. The control cabinet is located on the
truck deck between the operator cab and the retarding assembly. Sensors, power control devices, remote device
connection points, power cable connections points, and cooling ducts for electronic devices are housed inside the
control cabinet. For detailed information on individual electronic devices and components, refer to section 4.
INDIVIDUAL COMPONENT INFORMATION AND CHECKS in this publication.
The control devices in the operator cab provide the operator’s request for the drive system through switches,
pedals, and levers. Feedback to the operator on the drive system condition, truck speed, event codes, and various
functions are done by means of lights and gauges. The Diagnostic Information Display (DID) in the operator cab
allows the operator and maintenance personnel to communicate to the drive system to change parameters, evaluate
system event codes, and reset system events. A Portable Test Unit (PTU) can be plugged into the drive system for
detailed information and programming of PSC and TCI CPUs. For detailed information on the devices in the operator
cab, refer to the appropriate control group publication and vehicle test instruction publication listed in section 1.2.
RELATED PUBLICATIONS in this publication. For electrical connection of the operator cab devices, refer to the
appropriate OEM of GE electrical schematic.
The main alternator is bolted directly to the diesel engine and provides power for the traction motor
propulsion system. The alternator output is controlled by the Alternator Field Static Exciter (AFSE) based on operator
request power and power available at a given engine RPM. The Rectifier Modules or Rectifier Diode assembly,
depending on the model of the control group, converts the alternator three–phase AC output to DC. The DC power
becomes the DC Link for the propulsion system.
The Traction Motors (TM1 and TM2) convert the electrical power from the alternator to mechanical power to
move the truck. The DC Link provides the power to the inverters which create AC for the traction motors. The
inverters control the traction motors separately. The traction motors voltage, current, and speed are measured by
sensors and are supplied to the drive system which monitors the feedbacks.
The dynamic retarding system provides the traction motors with an electrical load during the retarding mode.
This electrical load provides opposition to the traction motors rotation and aids in slowing the truck. The retarding
mode is activated manually by the operator or automatically by the drive system.
4
2.4. ACRONYMS
ACRONYM DEFINITION ACRONYM DEFINITION

AFSE Alternator Field Static Exciter LINKI Current Module on the DC Link
AMBTS Ambient Temperature Sensor OEM Original Equipment Manufacture
BAROP Barometric Pressure Sensor P11A+ Inverter 11 Phase A+ Phase Module
BM1 Grid Blower Motor 1 P11A– Inverter 11 Phase A– Phase Module
BM2 Grid Blower Motor 2 P11B+ Inverter 11 Phase B+ Phase Module
BM1I Grid Blower Motor 1 Current Module P11B– Inverter 11 Phase B– Phase Module
BM2I Grid Blower Motor 2 Current Module P11C+ Inverter 11 Phase C+ Phase Module
CB1 Circuit Breaker on GDPC1 or GDPC2 P11C– Inverter 11 Phase C– Phase Module
CB2 Circuit Breaker on GDPC1 or GDPC2 P12A+ Inverter 12 Phase A+ Phase Module
CCL1 – CCL3 Capacitor Charge Lights P12A– Inverter 12 Phase A– Phase Module
CD1 Chopper Diode 1 P12B+ Inverter 12 Phase B+ Phase Module
CD2 Chopper Diode 2 P12B– Inverter 12 Phase B– Phase Module
CM1 Chopper Module 1 P12C+ Inverter 12 Phase C+ Phase Module
CM2 Chopper Module 2 P12C– Inverter 12 Phase C– Phase Module
CM11A Inverter 11 Phase A Current Sensor P21A+ Inverter 21 Phase A+ Phase Module
CM11B Inverter 11 Phase B Current Sensor P21A– Inverter 21 Phase A– Phase Module
CM11C Inverter 11 Phase C Current Sensor P21B+ Inverter 21 Phase B+ Phase Module
CM12A Inverter 12 Phase A Current Sensor P21B– Inverter 21 Phase B– Phase Module
CM12B Inverter 12 Phase B Current Sensor P21C+ Inverter 21 Phase C+ Phase Module
CM12C Inverter 12 Phase C Current Sensor P21C– Inverter 21 Phase C– Phase Module
CM21A Inverter 21 Phase A Current Sensor P22A+ Inverter 22 Phase A+ Phase Module
CM21B Inverter 21 Phase B Current Sensor P22A– Inverter 22 Phase A– Phase Module
CM21C Inverter 21 Phase C Current Sensor P22B+ Inverter 22 Phase B+ Phase Module
CM22A Inverter 22 Phase A Current Sensor P22B– Inverter 22 Phase B– Phase Module
CM22B Inverter 22 Phase B Current Sensor P22C+ Inverter 22 Phase C+ Phase Module
CM22C Inverter 22 Phase C Current Sensor P22C– Inverter 22 Phase C– Phase Module
CMAF Alternator Field (Rotor) Current Sensor PS Power Supply
CMT Alternator Tertiary Current Sensor PSC Propulsion System Control
CPR Control Power Relay PTU Portable Test Unit
CPS Control Power Switch RP1 Retarding Contactor 1
CPU Central Processor Unit RP2 Retarding Contactor 2
DID Diagnostic Information Display RP3 Retarding Contactor 3 (if equipped)
ESS Engine Speed Sensor SCR Silicon Controlled Rectifier
F11A1 – F11C2 Phase Fuses Inverter 11 SS1 Left Rear Speed Sensor
F12A1 – F12C2 Phase Fuses Inverter 12 SS2 Right Rear Speed Sensor
F21A1 – F21C2 Phase Fuses Inverter 21 SS3 Left Front Speed Sensor
F22A1 – F22C2 Phase Fuses Inverter 22 SS4 Right Front Speed Sensor
FODC1 Fiber Optic Card 1 TB Terminal Board
FODC2 Fiber Optic Card 2 TCI Truck Control Interface
GDPC1 Gate Drive Power Converter 1 TM1 Traction Motor 1 (Left)
GDPC2 Gate Drive Power Converter 2 TM2 Traction Motor 2 (Right)
GF Generator Field Contactor TMC1 Traction Motor Control 1 Card
GFCO Generator Field Cut Out Switch TMC2 Traction Motor Control 2 Card
GFR Generator Field Relay TS1 Temperature Sensor 1
GTO Gate Turn Off Semiconductor VAM1 Voltage Attenuation Module 1
I/O Input/Output VAM2 Voltage Attenuation Module 2
5
ACRONYM (Cont')
ACRONYM DEFINITION ACRONYM DEFINITION
ICP Integrated Control Panel VAM3 Voltage Attenuation Module 3
IGBT Insulated Gate Bipolar Transistor VAM4 Voltage Attenuation Module 4
LED Light Emitting Diode VOM Volt Ohm Milliamp Meter
LEM Alternate Name of Current Sensor
6
3. EVENT CODE AND SUBCODE LIST
NOTE: This publication does not cover all possible causes of event occurrences. Typical causes of event
occurrences are listed as a guide for troubleshooting the drive system. Contact the local GE Representative
for additional information.
CAUTION: Always take precautions for static electricity when handling ICP cards. Use the following static
precautions:
1. The technician should be wearing a wrist strap connected to ground. Typically there is a 1 Meg
ohm between the wrist contact and the ground connection.
2. When putting the ICP card on a table or other surfaces, use a static mat connected to ground.
Typically there is a 1 Meg ohm between the static mat and the ground connection.
3. Always store spare ICP in antistatic bags for protection.
4. Always use antistatic bags when shipping ICP cards.
5. Never work on truck under a high voltage electrical line. Induced voltage may fail the ICP card.
EVENT 002 – GROUND FAULT

Only a ground in the power circuit generation or distribution (three phase main alternator output, rectifiers,
DC Link, grid package, wheel motor, etc.) can cause a ground fault. A grounded wire or component within
the control group is not detected. When troubleshooting for a ground, it may be necessary to isolate
components or power wires from the power distribution system. For specific troubleshooting aids, refer to
section 4.10. GROUND EVENT CIRCUIT CHECKS in this publication.
To look for typical causes of ground events, check the following:
1. Grid package sucked up debris that grounded on a resistor. Usually the first resistor from the fan.
2. Water in grid package or wheel motor.
3. Power cable (to wheel motors or grid package) has rubbed and grounded.
4. If a ground is not found in the power circuits then the ground detection circuit should be inspected to
ensure proper operation. To check the ground detection circuit, refer to section 4.10. GROUND EVENT
CIRCUIT CHECKS in this publication for detailed information.
5. Feedback from the ground detection circuit goes to CNB–9 (ground) and CNB–23 (voltage) to PSC
Analog I/O card, ICP panel slot 6. Replace the card if ground detection circuit is functional.
EVENT 003 – EXCESSIVE ALTERNATOR FIELD TRANSIENT EXCEEDED THRESHOLD

FAULT
This event is generated when there is an AC ripple or spikes in the DC alternator excitation power to the
rotor collector rings. The alternator DC excitation power is monitored by VAM4 (inputs VH3 and VH4). The
DC excitation power is from truck batteries at initial system power up or from the Alternator Field Static
Exciter (AFSE) DC output (AFSE is fed the single–phase alternator tertiary AC power turning it to DC).
Ripples or spikes in the alternator excitation power can be caused by various items in the excitation circuit or
by other items not in the excitation circuit.
7
Typical causes of spikes or ripples within the alternator excitation circuit:
1. A failed diode (shorted or open) in the main Rectifier Diode (RD) assembly or Rectifier Modules (RMA,
RMB, or RMC). If this event is intermittent then it is not a failed diode. A failed diode will fault each
attempt at truck power up.
2. A failed diode or SCR (shorted or open) in the Alternator Field Static Exciter (AFSE). If this event is
intermittent then it is not a failed diode or SCR. A failed diode or SCR will fault each attempt at truck
power up. Refer to section 4.11. ALTERNATOR FIELD STATIC EXCITER (AFSE) in this publication for
detailed checks.
3. Current sensor (CMAF) for the Alternator Tertiary output (AC power) to AFSE. Check CMAF as
described in section 4.5. CURRENT SENSORS in this publication.
4. Short brushes in the alternator (arcing during brush bounce off the collector rings).
5. A bad diesel engine battery charging alternator or regulator can cause a ripple in the alternator battery
boost portion of excitation power.
6. Loose connections of the alternator excitation cables on the alternator.
7. Worn or burnt contacts on GFR or GF.
8. VAM4 (Alt. Tertiary, AFSE DC output, and Grid motor voltage) alternator field voltage monitor may be
bad. For detailed troubleshooting procedure for VAM4, refer to section 4.4. VOLTAGE ATTENUATION
MODULES (VAMs) CHECKS in this publication.
9. If no cause of the event is found, ICP panel PSC Analog I/O card, slot 6, may be bad. Replace the card.
Typical causes of spikes or ripples from other control components or wiring:
1. Loose cable connections in the grid package.
2. Loose power cable connections to the traction motors.
3. Loose alternator output cables (three phase output or tertiary single phase).
EVENT 004 – GF SWITCH (GFCO) CUTOUT WHILE NOT IN REST MODE

This event occurs when the control system is not in REST mode and the Generator Field Cutout (GFCO)
switch is preventing the Generator Field (GF) contactor from closing disabling alternator excitation. The
GDCO switch is located in the low voltage compartment (front right compartment of the control cabinet) on
the Switch/Indicator Panel.
Typical causes of GF cutout:
1. The GFCO switch is in CUTOUT position. Move the GFCO switch to the NORMAL position.
2. The control wiring to the GFCO switch has broken (opened) on either side of the switch (closed in normal
position). Refer to section 4.13. CONTROL CONTACTORS in this publication for GFCO circuit details.
The line side of the switch is DC power (+24VDC) from TB1–H and load side of switch connects to GF
contactor. A feedback from the load side of the switch connects to the control group at CNA–68 (PSC
Digital I/O card, slot 5).
3. Power not getting to switch (+24VDC battery) from TB1–H.
4. ICP panel PSC Digital I/O card, slot 5, may be bad. Replace card.
8
EVENT 005 – DRIVE SYSTEM COMPONENT OVER TEMPERATURE
This event indicates one or more of the drive system components have exceeded safe operating
temperatures. The temperatures are either direct feedback from temperature sensors or a calculated
temperature based on ambient temperature (sensor AMBTS), barometric pressure (sensor BAROP), volts,
amps, and other individual component variables. The Subcodes of this event (Event 005) define the
component that have an actual or calculated over temperature event condition.
The components, monitored for temperature, depend on forced air–cooling provided by an impeller driven on
the alternator rotor shaft, a hydraulic motor driven impeller, or an electric motor driven impeller. The cooling
air is ducted to the axle box and the control cabinet. A separate alternator impeller driven from the rotor shaft
provides cooling air to the alternator.
Because component over temperature can be caused by loss of cooling airflow, the following cooling airflow
system conditions should be visually inspected prior to suspecting control or component issues:
1. Duct detaching from the impeller housing.
2. Duct detaching from the axle box.
3. Duct detaching from the control cabinet.
4. Impeller intake or exhaust duct clogged.
5. Impeller intake or exhaust duct crushed or flattened resulting in restricted airflow.
6. Damaged impeller blades due to rubbing the impeller housing, intake air debris impacting impeller, or
worn impeller blades due to continuous high intake air dust levels.
7. Impeller driven motor (electric or hydraulic) failure.
8. Hydraulic or electric power loss to the impeller motor.
9. Impact holes or torn ducts or hoses allowing compressed cooling to escape.
10. Wheel motor hubcap damaged or missing allowing unbalanced airflow between wheel motors.
11. Built up dust or mud in or on the component effectively insulating the component from the cooling air.
12. Dust or mud built up on sensors (AMBTS or BAROP) preventing proper operation.
Event 005, Subcode 03 – Alternator Field Static Exciter (AFSE) Temperature

An internal temperature sensor (TS1) measures AFSE temperature. TS1 resistance value varies with
temperature. After visually inspecting the cooling airflow system for duct or hose damage, power loss,
impeller damage, motor failure, or motor power loss, refer to section 4.11. ALTERNATOR FIELD STATIC
EXCITER (AFSE) in this publication for detailed description of TS1 checks. If all circuits and sensor are
functioning, TS1 inputs to the ICP panel PSC Analog I/O card, slot 6. Replace the card.
Event 005, Subcode 04 – Alternator Temperature

Alternator temperature is a calculated value based on alternator output volts (VAM3), amps (LINKI), AMBTS,
and BAROP. After visually inspecting the cooling airflow system for duct or hose damage, power loss,
impeller damage, motor failure, or motor power failure. The following items may cause this event:
1. Check VAM3 (Alt. Phase A, B, C, and DC Link voltage) as described in section 4.4. VOLTAGE
ATTENUATION MODULES (VAMs) CHECKS in this publication.
9
2. Check DC Link current sensor LINKI as described in section 4.5. CURRENT SENSORS in this
publication.
3. Check AMBTS as described in section 4.2. AMBIENT AIR TEMPERATURE SENSOR (AMBTS) in this
publication.
4. Check BAROP as described in section 4.3. BAROMETRIC AIR PRESSURE SENSOR (BAROP) in this
publication.
5. If all components are functional and the problem persist, TCI Analog I/O card, slot 8, may be bad.
Replace the card.
Event 005, Subcode 05 – Traction Motor 1 (TM1, Left) Motor Stator Temperature
The left wheel (TM1) stator temperature is a calculated amount based on AMBTS, BAROP, stator volts
(VAM1), and stator amps (CM1A & CM1B). After inspecting the cooling airflow system for duct or hose
damage, impeller damage, motor failure, or motor power loss, the following items may cause this event:
1. Check VAM1 as described in section 4.4. VOLTAGE ATTENUATION MODULES (VAMs) CHECKS in
this publication.
2. Check Inverter 1 (Inverter 11 and Inverter 12) current sensors (CM11A – CM11C and CM12A – CM12C)
as described in section 4.5. CURRENT SENSORS in this publication.
publication.
publication.
Replace the card.
Event 005, Subcode 06 – Traction Motor 1 (TM1, Left) Motor Rotor Temperature
The rotor temperature is a calculated value using the same sensor inputs as Subcode 05 (TM1 stator
temperature) of this Event. For troubleshooting a rotor temperature event, use the procedure for the previous
Event 005, Subcode 05.
Event 005, Subcode 07 - Traction Motor 2 (TM2, Right) Motor Stator Temperature
The right wheel (TM2) stator temperature is a calculated amount based on AMBTS, BAROP, stator volts
(VAM2), and stator amps (CM2A & CM2B). After visually inspecting the cooling airflow system for duct or
hose damage, impeller damage, motor failure, or motor power loss, the following items may cause this event:
this publication.
publication.
publication.
10
Replace the card.
Event 005, Subcode 08 – Traction Motor 2 (TM2, Right) Motor Rotor Temperature
The rotor temperature is a calculated value using the same sensor inputs as Subcode 07 (TM2 stator
temperature) of this event. For troubleshooting a rotor temperature event, use the procedure for the previous
Event 005, Subcode 07.
Event 005, Subcode 09 – Chopper Module Temperature

The Chopper Module 1 (CM1) or Chopper Module 2 (CM2) temperature is a calculated amount value based
on the AMBTS, BAROP, and Traction Motor 1 (TM1) and Traction Motor 2 (TM2) voltage (VAM1 & VAM2)
and current (CM1A & CM1B, and CM2A & CM2B) feedbacks.
The chopper modules divert power from the DC Link to the Dynamic Retarding assembly during dynamic
retarding mode. Power generated by the traction motors (TM1 and TM2) is transferred to the DC Link by the
phase modules. The chopper modules, along with RP1, conduct (close) providing an electrical load for the
wheel motors. Each chopper module shunts the generated power to a different series of resistors within the
Dynamic Retarding assembly as shown in Figure 30 (4.10. GROUND EVENT CIRCUIT CHECKS). The
chopper modules may be on at the same time or at different times, depending on the dynamic retarding
request and speed.
The heat generated within the chopper modules (only during dynamic retarding mode) is based on the
generated power from the traction motors. The heated chopper modules are mounted into a cooling duct
cooled by the cooling air system. After visually inspecting the cooling airflow system for duct or hose
damage, power loss, impeller damage, motor failure, or motor power failure, the following items may cause
this event:
this publication.
and Inverter 2 (Inverter 21 and Inverter 22) current sensors (CM21A – CM21C and CM22A – CM22C) as
publication.
publication.
Replace the card.
Event 005, Subcode 10 – Chopper Diode Temperature

Chopper Diode 1 (CD1) and Chopper Diode 2 (CD2) work in conjunction with Chopper Module 1 (CM1) and
Chopper Module 2 (CM2) respectively. Follow the same trouble shooting procedure as the preceding Event
005, Subcode 09 (chopper module temperature) on the chopper modules.
Event 005, Subcode 11 – Inverter 1 IGBT Temperature

Inverter 1 consists of six phase modules, three positive (PM1A+, PM1B+, and PM1C+) and three negative
(PM1A–, PM1B–, and PM1C–) modules. Each phase module contains an Insulated Gate Bipolar Transistor
(IGBT) semiconductor device. There are two phase fuses (PF1A1 and PF1A2, PF1B1 and PF1B2, PF1C1
and PF1C2, PF2A1 and PF2A2, PF2B1 and PF2B2, and PF2C1 and PF2C2) on each phase (phase, A, B,
11
and C). The IGBT is the device that passes power from the DC Link to the traction motor in propulsion mode
or passes power from the traction motor to the DC Link during dynamic retarding mode.
Inverter 1 IGBT temperature is a calculated value based on the AMBTS, BAROP, and Traction Motor 1
(TM1) voltage (VAM1) and current (CM1A & CM1B) feedbacks. The phase modules are mounted to a
cooling duct within the control cabinet. After visually inspecting the cooling airflow system for duct or hose
this event:
this publication.
2. Check Inverter 1 (Inverter 11 and Inverter 12) current sensors (CM11A – CM12C) as described in
section 4.5. CURRENT SENSORS in this publication.
publication.
publication.
Replace the card.
Event 005, Subcode 12 – Inverter 1 Diode Temperature

Use the troubleshooting procedure described in the preceding Event 005, Subcode 11 of this event on
Inverter 1 IGBT temperature.
Event 005, Subcode 13 – Inverter 2 IGBT Temperature

Inverter 2 consists of six phase modules, three positive (PM2A+, PM2B+, and PM2C+) and three negative
(PM2A–, PM2B–, and PM2C–) modules. Each phase module contains an Insulated Gate Bipolar Transistor
(IGBT) semiconductor device. There are two phase fuses (PF1A1 and PF1A2, PF1B1 and PF1B2, PF1C1
and PF1C2, PF2A1 and PF2A2, PF2B1 and PF2B2, and PF2C1 and PF2C2) for each phase (A, B, and C).
The IGBT is the device that passes power from the DC Link to the traction motor in propulsion mode or
passes power from the traction motor to the DC Link during dynamic retarding mode.
Inverter 2 IGBT temperature is a calculated value based on the AMBTS, BAROP, and Traction Motor 2
(TM2) voltage (VAM2) and current (CM2A & CM2B) feedbacks. The phase modules are mounted to a
cooling duct within the control cabinet. After visually inspecting the cooling airflow system for duct or hose
this event::
this publication.
2. Check Inverter 2 (Inverter 21 and Inverter 22) current sensors (CM21A – CM22C) as described in
publication.
publication.
Replace the card.
12
Event 005, Subcode 14 – Inverter 2 Diode Temperature
The Inverter 2 diodes are contained within each phase module (an IGBT and diode). Use the troubleshooting
procedure described in the preceding Event 005, Subcode 13 of this event on Inverter 2 IGBT temperature.
EVENT 006 – TRACTION MOTOR CONTROL CARDS COMMUNICATION FAILURE

Integrated Control Panel (ICP) cards Traction Motor Control 1 (TMC1), slot 11, and Traction Motor Control 2
(TMC2), slot 12, have lost communication with ICP panel card PSC CPU, slot 3. Refer to Figure 2 in section
4.1. INTEGRATED CONTROL PANEL (ICP) 17FL386 in this publication for the block diagram of the ICP
panel. Typical causes of this event are:
1. ICP panel loose cards (TMC1, TMC2, or PSC CPU). Ensure the ICP panel control cards are securely
seated in the card slots.
2. PSC CPU card, slot 3, may be bad. Replace the control card.
3. TM1 card, slot 11, and/or TM2 card, slot 12 may be bad. Replace the control card.
4. ICP panel backplane wiring and connections. Contact your local GE Representative if this is suspected.
EVENT 008 – DC LINK OVER VOLTAGE

The DC Link voltage will vary based on truck conditions and requested operations. This event occurs when
the voltage is greater than allowable maximum (1650 volts in propel or retard, or 1700 instantaneous volts).
Subcodes of Event 008 specify conditions the over voltage occurs.
Event 008, Subcode 01 – DC Link Over Voltage NOT in Retard Mode

Typical causes of this event are:
1. Erroneous or loss of voltage feedbacks for the alternator excitation circuit (VAM4) and alternator three
phase output (VAM3) and DC Link voltage (VAM3). Refer to section 4.4. VOLTAGE ATTENUATION
MODULES (VAMs) CHECKS in this publication for detailed VAM checks.
2. Check for intermittent speed sensor loss or erratic operation. Refer to section 4.6. WHEEL SPEED
SENSORS in this publication for detailed wheel speed sensor checks.
3. PSC Analog I/O card, slot 6, may be bad. Replace the card.
4. Traction Motor Control 1 (TMC1) card, slot 11, may be bad. Replace the card.
Event 008, Subcode 02 – DC Link Over Voltage in the Retard Mode

For troubleshooting a DC Link over voltage in retard mode, refer to the previous Event 008, Subcode 01
troubleshooting procedures.
Event 008, Subcode 03 – DC Link Instantaneous Over Voltage

For troubleshooting a DC Link instantaneous over voltage in retard mode, refer to the previous Event 008,
Subcode 01 troubleshooting procedures.
13
EVENT 009 – ALTERNATOR FIELD OVER CURRENT
The alternator DC excitation current is excessive over a timed period or instantaneously. The alternator
excitation current is measure by current sensor CMAF. The Subcodes of this Event 009 define the over
current condition.
Event 009, Subcode 01 – Alternator Field Over Current Timed Interval

The alternator DC excitation current exceeded maximum allowable current for an extended period of time.
Typical causes of this event are:
1. Check the alternator for a failed rotor excitation field. The rotor excitation field usually open or shorted to
ground upon failure. To check the alternator rotor excitation field:
a. Shutdown the truck and ensure there is no voltage present in the control group prior to opening
any access door or panel. Follow maintenance procedures for working within the control cabinet
or drive system components.
b. Remove the alternator brush covers.
c. Unlatch the spring arm securing the brush in the brush holder.
d. Remove the brushes from the brush holders and ensure brushes are not touching the alternator
collector rings.
e. Using a VOM multimeter set for a low ohm:
1) To check for an open rotor filed, place the multimeter leads across the collector rings
to measure the rotor filed. The rotor excitation field cannot be accurately measured
with a standard multimeter but the ohm reading across the field should be near zero
ohms indicating the field is not open.
2) To check for a shorted rotor filed, place a VOM meter lead on a clean ground (free of
mud, paint, and debris) on the alternator and place the other meter lead on each
collector ring sequentially. The ohm reading should exceed 100,000 (100K) ohms
indicating the field is not grounded. If there is still doubt about the rotor field being
grounded, megger across the rotor filed (at 500 volt setting).
f. Install the brushes, securing the brush spring arms and latching the spring arm.
g. Install the alternator brush covers.
2. Check the current sensor CMAF as described in section 4.5. CURRENT SENSORS in this publication.
Event 009, Subcode 02 – Alternator Field Over Current Instantaneously

This Subcode is similar to Event 009, Subcode 01 (the previous Subcode of this event) except the alternator
field current immediately exceeded the maximum allowable current. Perform the same checks as shown for
the previous Event 009, Subcode 01 (this event).
14
Event 009, Subcode 03 – Alternator Field Over Current With Engine RPM Low
This Subcode may indicate a diesel engine problem. The following items may cause this event:
1. Perform a Load Box procedure with the engine under full load to determine diesel engine horsepower
available.
2. Check the Engine Speed Sensor (ESS) as described in section 4.9. ENGINE SPEED SENSOR,
ENGINE COMMAND, AND LOAD SIGNALS in this publication.
3. Check the current sensor CMAF as described in section 4.5. CURRENT SENSORS in this publication.
4. If the circuitry is functional, PSC Analog I/O card, slot 6, may be bad. Replace the card.
EVENT 011 – RETARD LEVER (IF EQUIPPED) OUT OF RANGE

Not all trucks are equipped with a retard lever. The hand operated retard lever functions the same as the foot
operated retard pedal. The Subcodes of Event 011 define the parameters exceeded.
Event 011, Subcode 01 – Retard Lever Feedback to High

The feedback from the Retard Lever is higher than expected. The following items may cause this event:
1. Check the Retard Lever and associated control wires, refer to section 4.12. OPERATOR CAB
VARIABLE POT CONTROLS in this publication for detailed checks.
Event 011, Subcode 02 – Retard Lever Feedback to Low

The feedback from the Retard Lever is lower than expected. The following items may cause this event:
1. Check the Retard Lever and associated control wires, refer to section 4.12. OPERATOR CAB
EVENT 012 – RETARD PEDAL OUT OF RANGE

The Retard Pedal feedback is outside of the expected feedback parameters. The Subcodes of Event 012
define the parameters exceeded. .
Event 012, Subcode 01 – Retard Pedal Feedback to High

The feedback from the Retard Pedal is higher than expected. The following items may cause this event:
1. Check the Retard Pedal and associated control wires, refer to section 4.12. OPERATOR CAB
Event 012, Subcode 02 – Retard Pedal Feedback to Low

The feedback from the Retard Pedal is lower than expected. The following items may cause this event:
15
1. Check the Retard Pedal and associated control wires, refer to section 4.12. OPERATOR CAB
EVENT 013 – MID–RANGE TEST FAILURE

The Mid–Volt Test was unable to be performed due to DC Link volts being out of range. The DC Link volts
are measured by VAM3. The following items may cause this event:
EVENT 014 – ANALOG SENSOR OUT OF RANGE

An analog sensor feedback is out of expected range. The Subcodes of Event 014 define which sensor is out
of range.
Event 014, Subcode 01 – Alternator Field Amps are Out of Range

Current sensor CMAF measures current to the Alternator rotor fields (DC excitation power) from AFSE or
battery boost. The current sensor is out of the expected feedback range. The following items may cause this
event:
1. Check Alternator excitation field current sensor CMAF as described in section 4.5. CURRENT
SENSORS in this publication.
Event 014, Subcode 02 – DC Link Amps are Out of Range

LINKI current sensor is out of the expected range. LINKI monitors current flow through the DC Link. The
following items may cause this event:
publication.
Event 014, Subcode 04 – Alternator Three Phase Voltages are Out of Range
Alternator voltage sensor (VAM3) is out of expected range. The following items may cause this event:
Event 014, Subcode 05 – Field Volts are Out of Range

The alternator excitation field voltage sensor (VAM4) is out of expected range. The following items may
cause this event:
1. Check VAM4 (Alt. Tertiary, AFSE DC output, and Grid motor voltage) as described in section 4.4.
VOLTAGE ATTENUATION MODULES (VAMs) CHECKS in this publication.
16
Event 014, Subcode 10 – DC Link Volts are Out of Range

The DC Link voltage sensor (VAM3) is out of expected range. The following items may cause this event:
Event 014, Subcode 11 – Inverter 1 DC Link Volts are Out of Range

The Inverter 1 DC Link voltage sensor (VAM1) is out of expected range. The following items may cause this
event:
this publication.
Event 014, Subcode 12 – Inverter 1 DC Link Volts are Out of Range

The Inverter 2 DC Link voltage sensor (VAM2) is out of expected range. The following items may cause this
event:
this publication.
Event 014, Subcode 13 – PSC Analog I/O Card Ground Loss

PSC Analog I/O card, slot 6, has lost the card ground. Replace the card.
Event 014, Subcode 14 – PSC Analog I/O Card 10 VDC Power Loss
PSC Analog I/O card, slot 6, has lost 10 volts DC power. Replace the card.
Event 014, Subcode 15 – Ground Fault Amps Out of Expected Range

The ground fault amps output from PSC Analog I/O card, slot 6, is out of range. PSC Analog I/O card, slot 6,
rectifies ground fault feedback from the GRR resistor network before the control reads the amperage. It is
likely that the card has triggered this event. Replace the card.
17
Event 014, Subcode 16 – Alternator Tertiary Amps Out of Expected Range
Alternator tertiary amps (single phase AC alternator output) are out of expected range. The alternator tertiary
amps are monitored by CMT current sensor. The output from the sensor goes to PSC Analog I/O card, slot
6, where the signal is rectified prior to being read by the control. It is likely that the card has triggered this
event. Replace the card.
Event 014, Subcode 21 – Grid Blower Motor Amps are Out of Expected Range
The grid blower motor amps are monitored by current sensor BM1I. The output from the sensor goes to PSC
Analog I/O card, slot 6, where the signal is rectified prior to being read by the control. It is likely that the card
has triggered this event. Replace the card.
EVENT 015 – ANALOG SENSOR FAULT, DC LINKI AMPS

The DC Link current is monitored by LINKI current sensor. The output from the sensor goes to PSC Analog
I/O card, slot 6, where the signal is rectified prior to being read by the control system. It is likely that the card
has triggered this event. Replace the card.
The DC Link current sensor LINKI can be also be checked as described in section 4.5. CURRENT
EVENT 016 – PSC CPU CARD FAULT

The PSC CPU card, slot 3, detected an operation problem. The Subcodes of Event 016 define the PSC CPU
card problem.
Event 016, Subcodes 01 – 07, and 9 – PSC CPU Card Hardware Problem Detected
These events are generated when an onboard hardware problem has been detected on PSC CPU card, slot
3. Replace the card.
Event 016, Subcode 10 – PSC CPU Excessive Timeouts

A software problem has been detected on PSC CPU card, slot 3. Reprogram (reload) PSC software.
Event 016, Subcode 11 – PSC CPU Fault at Startup

The PSC CPU card, slot 3, faults during initialization. Replace the card.
Event 016, Subcode 12 – PSC CPU Battery Fault

If events occur on system power up only, replace the battery on the PSC CPU card, slot 3. Refer to
publication GEK–91739, PLANNED MAINTENANCE, control section for battery checks and replacement
procedures.
EVENT 017 – PSC DIGITAL I/O CARD FAULT

PSC CPU card, slot 3, has lost communication with PSC Digital I/O card, slot 5. Either the PSC CPU card or
the PSC Digital I/O card, slot 5, has failed. Replace the PSC Digital I/O card, slot 5. If the problem still exists,
replace PSC CPU card, slot 3.
EVENT 018 – PSC ANALOG I/O CARD FAULT

PSC Analog I/O card, slot 6, has faulted as described in the Subcodes of Event 018.
18
Event 018 – PSC Analog I/O Card is Missing or Not Seated in Slot
PSC CPU has determined the PSC Analog I/O card, slot 6, is missing or not seated in the card slot. Check
the PSC Analog I/O card, slot 6, and install or seat in the card slot.
Event 018 – PSC Analog I/O Card Fault

PSC CPU card, slot 3, has lost communication with PSC Analog I/O card, slot 6. Either the PSC CPU card or
the PSC Analog I/O card has failed. Replace the PSC Analog I/O card, slot 6. If the problem still exists,
replace PSC CPU card, slot 3.
EVENT 019 – RIDING RETARD/BRAKE PEDAL

The Acceleration Pedal and the Retard/Brake Pedal are both activated above 5 mph (8 kph). The following
items may cause this event:
1. The Acceleration Pedal and Retard/Brake Pedal are functioning properly. The truck driver may have
inadvertently pressed both pedals above 5 mph (8 kph).
2. The retard potentiometer (pot), circuits, or adjustments of the Acceleration Pedal or Retard/Brake Pedal
are failed or incorrect. To check the pedal circuits, refer to section 4.12. OPERATOR CAB VARIABLE
POT CONTROLS in this publication for detailed checks.
3. The Acceleration Pedal feedback goes to TCI Analog I/O card, slot 8. The Retard/Brake Pedal feedback
goes to PSC Analog I/O card, slot 6. If the circuit checks have been performed without finding the
problem, then one of the control cards may be bad. Replace the card for the pedal feedback that is
incorrect.
EVENT 020 – HIGH TORQUE TIMEOUT

One of the Traction Motors (TM1 or TM2) has timeout on a high torque level. The following items may cause
this event:
1. The truck is heavily loaded and/or on a steep grade (usually a combination of load and grade).
2. The truck has sunk in mud and is stuck.
3. Torque values are based on voltage and current feedbacks. For Traction Motor 1 (TM1), voltage is
measured on VAM1 and current is measured on current sensors CM1A and CM1B. For Traction Motor 2
(TM2), voltage is measured on VAM2 and current sensors CM2A and CM2B. To check theses sensors.
Refer to detailed checks in sections 4.4. VOLTAGE ATTENUATION MODULES (VAMs) CHECKS and
4.5. CURRENT SENSORS in this publication.
4. Torque calculations occur on the Traction Motor Control cards (TMC1 and TMC2) before the control
systems read them. One of the Traction Motor Control Cards (TMC1, slot 11, or TMC2, slot 12) may be
bad. Replace the TMC card for the Traction Motor displaying the high torque value.
EVENT 021 – TCI CPU COMMUNICATION FAULT

PSC CPU card, slot 3, lost communication or received corrupt information from the TCI CPU card, slot 7.
Replace TCI CPU card, slot 7. If problem persists, replace PSC CPU card, slot 3.
EVENT 022 – PERSISENT TCI CPU COMMUNICATION FAULT

PSC CPU card, slot 3, lost communication or received corrupt information from the TCI CPU card, slot 7.
Replace TCI CPU card, slot 7. If problem persists, replace PSC CPU card, slot 3.
19
EVENT 023 – ALTERNATOR TERTIARY OVER CURRENT
The Tertiary single phase AC alternator output current is high. The Tertiary power provides AC to the AFSE
for alternator excitation power. The following items may cause this event:
1. Check tertiary power cables (and terminals) between the alternator and the AC input terminals of the
AFSE for insulation breakdown, terminal failure, or terminal contact with non–circuit cable or ground.
2. Check the DC output cables of the AFSE to the alternator rotor for insulation failure, terminal failure, or
contact with non–circuit cable or ground.
3. Check CMT current sensor in the tertiary AC line. For detailed checks of this current sensor, refer to
4. Check AFSE for shorted diodes or SCRs. Refer to section 4.11. ALTERNATOR FIELD STATIC
EXCITER (AFSE) in this publication for detailed checks.
5. If all checks are complete and the problem persist, PSC Analog I/O card, slot 6, may be bad. Replace
the card.
EVENT 024 – PSC CPU CONFIGURATION FILE CORRUPT

This event indicates that the PSC CPU Configuration File is corrupt (missing, incorrect software version,
incorrect over speed values, or file not loaded). Reload PSC CPU software. If this event is persistently
reoccurring, replace PSC CPU card (slot 3) and reload the software.
EVENT 027 – CONTROL CONNECTOR FAULT

One or more of the connectors (CNA–CNF or CNX1–CNX5) is not connected or loose. Subcodes of Event
027 define the faulty connector.
Event 027, Subcode 01 – ICP Panel CN Connector Fault

One or more of the ICP panel connectors (CNA–CNF) is not connected or loose. Refer to section 4.1.
INTEGRATED CONTROL PANEL (ICP) 17FL386 in this publication for CN connector information. Check
the ICP panel connectors and ensure that the connections are secure. If the problem persist, PSC Digital I/O
card may be bad. Replace the card.
Event 027, Subcode 02 – CNX Connector Fault

One or more of the CNX connectors (CNX1–CNX5) is not connected or loose. Refer to section 4.1.
INTEGRATED CONTROL PANEL (ICP) 17FL386 in this publication for CNX information. Check the CNX
connectors and ensure that the connections are secure. If the problem persist, PSC Digital I/O card may be
bad. Replace the card.
EVENT 030 – GF CONTACTOR AND FEEDBACK DO NOT AGREE

The Generator Field (GF) contactor provides DC power for alternator rotor excitation. Position sensors
(auxiliary contacts) on the GF contactors close when the GF coil is energized, verifying GF feedback of
closure.
Typically this event indicates that the contactor is mechanically stuck or the contact tips have welded
together when contactor command and feedback do not agree. Remove the arc chute. Check for welded
contact tips or mechanical binding of the contactor. TO check the contactor circuitry, refer to section 4.13.
CONTROL CONTACTORS in this publication for detailed checks of the contactor and circuitry.
If the problems persist after all checks are made, replace PSC Digital I/O card, slot 5.
20
EVENT 031 – BATTERY BOOST CIRCUIT FAILURE
The battery boost circuit provides initial power to the alternator rotor excitation coils. The truck battery power
is directed to the rotor coils by closing GF, GFR and SCR3 (AFSE internal SCR). Resistor R1 provides the
current limiting amperage by being in series with the truck battery and the rotor coils. The Subcodes of Event
031 define the event more specifically.
Event 031, Subcode 01 – GFR Control Relay Failed to Open

This event indicates that relay GFR has closed before commanded. GFR relay coil, contacts, or control
wiring to the relay prevents GFR from operating properly. GFR does not have direct position feedback (by
position sensors or auxiliary contacts) to the control. Check GFR relay as described in section 4.13.
CONTROL CONTACTORS in this publication.
Another cause of this event may be the voltage feedback from VAM3. A false voltage feedback may indicate
a GFR relay failure. Check VAM3 (Alt. Phase A, B, C, and DC Link voltage) as described in section 4.4.
VOLTAGE ATTENUATION MODULES (VAMs) CHECKS in this publication. VAM3 output goes to ICP card
PSC Analog I/O card, slot 6. If the problem persists, replace the card.
Event 031, Subcode 02 – DC Link Did Not Power Up

The DC Link did not power up as expected. AFSE was enabled, GFR commanded to close, and alternator
excitation should have occurred but the DC Link did not power up. The control system does not detect the
exact problem. Alternator excitation and three phase output did not occur to supply power to the DC Link.
The following conditions may prevent the DC Link powering up:
1. VAM3 module not indicating power on the DC Link. Check VAM3 (Alt. Phase A, B, C, and DC Link
voltage) as described in section 4.4. VOLTAGE ATTENUATION MODULES (VAMs) CHECKS in this
publication.
2. Contactor GF or relay GFR did not close. Check contactor GF and relay GFR as described in section
4.13. CONTROL CONTACTORS in this publication.
3. For additional troubleshooting aids, refer to section 4.11. ALTERNATOR FIELD STATIC EXCITER
(AFSE) in this publication.
4. PSC Analog I/O card, slot 6, may be bad. Replace the card if the problem persists.
Event 031, Subcode 03 – SCR3 Shorted

SCR3 is used during battery boost excitation of the alternator. SCR3 shorting allows alternator excitation
prior to the control system performing battery boost phase of alternator excitation. Replace AFSE when
SCR3 fails.
EVENT 032 – RP CONACTOR COMMAND AND FEEDBACK DO NOT AGREE

A position sensor (auxiliary contacts) on an RP contactor indicates the RP contactor is not in the
commanded mode (not closed when commanded or not open when commanded). The Subcodes define the
RP contactor involved.
Event 032, Subcode 01 – RP1 Contactor Command and Feedback Do Not Agree
Contactor RP1 position sensor (auxiliary contact) indicates RP1 command and feedback are different. The
21
1. Check contactor RP1 as described in section 4.13. CONTROL CONTACTORS in this publication.
2. PSC Digital I/O card, slot 5, may be bad. Replace the card.
Contactor RP2 position sensor (auxiliary contact) indicates RP2 command and feedback are different. The
Contactor RP3 position sensor (auxiliary contact) indicates RP3 command and feedback are different. Not all
drive systems are equipped with RP3 contactor. The following items may cause this event:
EVENT 033 – HORSEPOWER IMBALANCE

In the propel mode, calculated alternator horsepower output does not match calculated Inverter horsepower
to the traction motors. The mismatch of horsepower calculation may occur if DC Link power is inadvertently
shunted to the grid resistors or if there are erroneous sensor feedbacks.
If power is being diverted to the grid resistors, the following items may cause this event:
1. The retarding contactor RP may be closed when it should be open due to welded contact tips,
mechanical hang up, Check the RP contactor as described in section 4.13. CONTROL CONTACTORS
in this publication.
2. Check chopper modules for shorted module or gate driver turning the chopper on. There may be other
event codes indicating problems with the chopper modules.
3. Check power cables for damaged insulation causing power transfer to other cables.
Sensor feedback for horsepower calculations include AMBTS, BAROP, Traction Motor 1 phase voltage
sensor (VAM1), Traction Motor 2 phase voltage sensor (VAM2), DC Link voltage sensor (VAM3), Traction
Motor 1 phase current sensors (CM1A & CM1B), Traction Motor 2 phase current sensors (CM2A & CM2B),
and DC Link current sensor (LINKI). If sensor feedback is erroneous, the following items may cause this
event:
1. Check VAM1, VAM2, and VAM3 as described in section 4.4. VOLTAGE ATTENUATION MODULES
(VAMs) CHECKS in this publication.
2. Check Inverter 1 (Inverter 11 and Inverter 12) current sensors (CM11A – CM11C and CM12A – CM12C),
Inverter 2 (Inverter 21 and Inverter 22) current sensors (CM21A – CM21C and CM22A – CM22C) as
described in section, and DC Link current sensor LINKI as described in section 4.5. CURRENT
publication.
publication.
22
EVENT 034 – RETARD POWER CIRCUIT FAULT
In the retard mode, the retard power circuit has a fault condition. The Subcodes of Event 031 define the
event more specifically.
Event 034, Subcode 01 – Chopper Module Power is High in Retard Mode

During the truck retard mode, the percent (%) of power through the chopper modules (CM1 and/or CM2) is
higher than expected. Typically, when one or more RP contactors failed to close and current will increase
through the chopper modules. Check RP2 and RP3 (when equipped) as described in section 4.13.
CONTROL CONTACTORS in this publication.
Event 034, Subcode 02 – Over Voltage is Active in Retard Mode

During the truck retard mode, a DC Link over voltage has been detected. An over voltage occurs when the
chopper modules are ON and the DC Link voltage is higher than 1600 volts. The following items may cause
this event:
1. Check VAM1 (DC Link and Inverter 1 three–phase output voltage sensor) as described in section 4.4.
2. Check RP2 and RP3 (if equipped) as described in section 4.13. CONTROL CONTACTORS in this
publication.
Event 034, Subcode 03 – DC Link Discharge Error After Truck Retard Mode
The DC Link did not discharge through RP2 and/or RP3 (if equipped) after retard mode. The following items
may cause this event:
2. Check RP2 and RP3 (if equipped) as described in section 4.13. CONTROL CONTACTORS in this
publication.
EVENT 035 – ENGINE SPEED SENSOR EXCEEDED LIMIT

The Engine Speed Sensor (ESS) is out of the expected range. Check ESS as described in section 4.9.
ENGINE SPEED SENSOR, ENGINE COMMAND, AND LOAD SIGNALS in this publication. If the problem
persists, PSC Analog I/O card, slot 6, may be bad. Replace the card.
EVENT 036 – DYNAMIC RETARDING BLOWER MOTOR

A fault in the grid Blower Motor 1 (BM1) has been detected as defined by the Subcodes.
Event 036, Subcode 01 – Grid Blower Motor 1 Stall

Grid Blower Motor 1 (BM1) indications are the motor is not turning when expected. To check BM1 condition:
1. Check the blower motor to ensure the fan blades are not rubbing on the blower housing, not rubbing on
ingested debris, or the fan is not missing blades. The blades should turn freely by hand.
23
2. Check Grid Blower motor 1 current sensor BM1I as described in section 4.5. CURRENT SENSORS in
this publication.
4. If the problem persists, PSC Analog I/O card, slot 6, may be bad. Replace the card.
EVENT 036, Subcode 02 – Grid Blower Motor 2 Stall

Grid Blower Motor 2 (BM2) (if equipped) indications are the motor is not turning when expected. To check
BM2 condition:
1. Check the blower motor to ensure the fan blades are not rubbing on the blower housing, not rubbing on
ingested debris, or the fan is not missing blades. The blades should turn freely by hand.
2. Check current Grid Blower motor 2 sensor BM2I as described in section 4.5. CURRENT SENSORS in
this publication.
Event 036, Subcode 03 – Grid Motor 1 Open or DC Link and Inverter Imbalance
Grid Blower Motor 1 (BM1) appears to be open during retard mode or an imbalance between DC Link and
Inverter horsepower. For this event during the retard mode, the following items may cause this event:
1. Check the blower motor to ensure the fan blades are not broken. The blades should turn freely by hand.
this publication.
This event may be triggered by an imbalance between the Inverters (Inverter 1 and Inverter 2) output and the
DC Link horsepower. The calculations for this event involve most of the current and voltage sensors. For this
event in propel mode, the following items may cause this event:
Inverter 2 (Inverter 21 and Inverter 22) current sensors (CM21A – CM21C and CM22A – CM22C), and
DC Link current sensor LINKI as described in section 4.5. CURRENT SENSORS in this publication.
Event 036, Subcode 04 – Grid Motor 2 Open or DC Link and Inverter Imbalance
Grid Blower Motor 2 (BM2) appears to be open during retard mode or an imbalance between DC Link and
Inverter horsepower. For this event during the retard mode, the following items may cause this event:
1. Check the blower motor to ensure the fan blades are not broken. The blades should turn freely by hand.
24
this publication.
This event may be triggered by an imbalance between the Inverters (Inverter 1 and Inverter 2) output and the
DC Link horsepower. The calculations for this event involve most of the current and voltage sensors. For this
event in propel mode, the following items may cause this event:
2. Check Inverter 1 (Inverter 11 and Inverter 12) current sensors (CM11A – CM11C and CM12A – CM12C),
Inverter 2 (Inverter 21 and Inverter 22) current sensors (CM21A – CM21C and CM22A – CM22C), and
DC Link current sensor LINKI as described in section 4.5. CURRENT SENSORS in this publication.
Event 036, Subcode 05 – Grid Blower Motor 1 (BM1) and Grid Blower Motor 2 (BM2)
Current Imbalance
The current of blower motor 1 (BM1) and blower motor 2 (BM2) (if equipped) should be approximately equal.
The current imbalance between the two blower motors has exceeded 50 amps. For this event during the
retard mode, the following items may cause this event:
1. Check the blower motor current levels (both BM1 and BM2) in the screens of the event to determine if
one of the blower motor current level is zero amps indication and open motor field.
2. Check Grid Blower motor 1 current sensor BM1I and/or Grid Blower motor 2 current sensor BM2I as
EVENT 037 – CONTROL SYSTEM POWER SUPPLY

The control system 17FH 41 Power Supply (PS) has faulted as described in the Subcodes.
Event 037, Subcode 01 – Positive (+) 5 VDC Power Supply Fault

The control system has detected a problem with the +5VDC power from the 17FH41 Power Supply (PS). The
1. Check the Power Supply as described in section 4.7. 17FH41 POWER SUPPLY in this publication.
2. Check the Power Supply wiring to the affected units.
3. A short may occur in the DID panel or other circuitry that would appear as a PS failure.

The control system has detected a problem with the +15VDC power from the 17FH41 Power Supply (PS).
The following items may cause this event:
1. Check the short circuits or failure of the wheel speed sensors (all 4) as described in section 4.6. WHEEL
SPEED SENSORS in this publication.
25
2. Check for short circuit in the pot reference wiring as described in section 4.12. OPERATOR CAB
VARIABLE POT CONTROLS in this publication.
3. Check wiring to the DID panel for short circuits.
4. Check the Power Supply as described in section 4.7. 17FH41 POWER SUPPLY in this publication
Event 037, Subcode 03 – Negative (–) 15 VDC Power Supply Fault

The control has detected a problem with the –15VDC power from the 17FH41 Power Supply (PS). The
1. Check the short circuits or failure of the wheel speed sensors (all 4) as described in section 4.6. WHEEL
2. Check for short circuit in the pot reference wiring as described in section 4.12. OPERATOR CAB
VARIABLE POT CONTROLS in this publication.
3. Check wiring to the DID panel for short circuits.
EVENT 040 – POSITIVE (+) 24 VDC CONTROL POWER

The 17FH 41 Power Supply (PS) has faulted as described in the Subcodes.

The control system has detected a problem with the +24VDC power from the 17FH41 Power Supply (PS).
2. Check the Power Supply wiring to the affected units.
3. Current sensors (listed in 4.5. CURRENT SENSORS) failures may short the + or – 24VDC causing this
event. Check the current sensors as described in section 4.5. CURRENT SENSORS in this publication.
4. PSC Analog I/O card, slot 6, may be bad.
Event 040, Subcode 02 – Negative (–) 24 VDC Power Supply Fault

The control system has detected a problem with the –24VDC power from the 17FH41 Power Supply (PS).
Perform the same checks as described in Subcode 01 of this event.
EVENT 042 – DIRECTION REQUESTED WHILE IN LOAD BOX

A truck direction (forward or reverse) was selected while in Load Box mode. The following items may cause
this event:
1. Ensure the truck direction selector switch in neutral. If a problem persists with the selector switch, check
the selector switch circuitry.
26
2. If a problem persists with the selector switch, check the selector switch circuitry to the control system..
Battery power is connected to one side of forward/reverse switches. The forward switch connects to
CNF–88, the reverse switch connects to CNF–102. Both switches go to TCI Digital I/O card, slot 9.
3. TCI Digital I/O card, slot 9, may be bad. Replace the card.
EVENT 043 – TRUCK BATTERY SUPPLY LOW

Battery power from the truck batteries is below 20VDC for 10 seconds or more. This event will inhibit other
Power Supply events due to low voltage. The following items may cause this event:
1. Check truck batteries used for control power.
2. Check diesel engine battery charging alternator and regulator.
3. Check wiring between batteries and control for loose or corroded connections.
EVENT 044 – TRUCK BATTERY SUPPLY HIGH

Battery power from the truck batteries is above 35VDC for 10 seconds or more. The following items may
cause this event:
1. Check truck batteries used for control power.
2. Check diesel engine battery charging alternator and regulator.
3. Check wiring between batteries and control for loose or corroded connections.
4. Check for OEM battery separator relay or diode.
5. Check the alternator for grounded fields.
EVENT 045 – CHOPPER MODULE OPEN CIRCUIT FAULT

A chopper module (CM1 or CM2) appears to have failed open (not shorted) as defined by the Subcodes.
Event 045, Subcode 01 – Chopper Module 1 (CM1) Open Circuit Failure

Chopper Module 1 (CM1) has failed open. The following items may cause this event:
1. Check the chopper module gate driver fiber optic cable connections.
2. Check the chopper module semiconductor device (IGBT) for an open circuit failure. Chopper modules
are checked the same test procedure as phase modules. Refer to section 4.14. PHASE MODULE
(IGBT) CHECKS in this publication for detailed checks.
3. Fiber Optic Card 1 (FODC1), slot 1, may be bad. Replace the card.
Event 045, Subcode 02 – Chopper Module 2 (CM2) Open Circuit Failure

Chopper Module 2 (CM2) has failed open. The following items may cause this event:
27
1. Check the chopper module gate driver and fiber optic cable connections.
2. Check the chopper module semiconductor device (IGBT) for an open circuit failure. Chopper modules
are checked the same test procedure as phase modules. Refer to section 4.14. PHASE MODULE
(IGBT) CHECKS in this publication for detailed checks.
EVENT 046 – RETARD CIRCUIT SHORT FAULT

A short between the DC Link and the Dynamic Retarding resistors has been detected. This event is typically
caused by a shorted chopper module (CM1 or CM2) or an RP contactor stuck closed. The following items
1. Check RP contactors for welded tips or closed contactor.
2. Check the chopper modules for short. Check the chopper module semiconductor device (IGBT) for an
open circuit failure. Chopper modules are checked the same test procedure as phase modules. Refer to
section 4.14. PHASE MODULE (IGBT) CHECKS in this publication for detailed checks.
3. Check for a short or ground across the DC Link. There may be a component shorted or grounded on the
DC Link or external short.
EVENT 047 – ENGINE STALL FAULT

The engine RPM has dropped below 400 RPM while the engine was running. The following items may cause
this event:
1. Check the engine for proper horsepower and operation.
2. Check the Engine Speed Sensor (ESS) as described in section 4.9. ENGINE SPEED SENSOR,
EVENT 048 – DC LINK VOLTAGE FAILURE DURING STARTUP

The DC Link voltage remained below 50 VDC after startup. The following items may cause this event:
1. Check for a short across the DC Link. May be a component such as an IGBT or capacitor.
EVENT 049 – PSC COMMUNICATION CARD FAULT

PSC CPU card, slot 3, communication error. Replace the card.
28
EVENT 051 – LEFT REAR WHEEL (TM1) SPEED SENSOR (SS1) FAULT
The left rear wheel Speed Sensor 1 (SS1) has faulted as described in the Subcodes of this event.
Event 051, Subcode 01 - Left Rear Wheel Speed Sensor 1 (SS1) Indicates Zero
Speed While Other Speed Sensors (SS2, SS3 & SS4) Indicate the Truck is Moving.
1. Check wheel speed sensor SS1 as described in section 4.6. WHEEL SPEED SENSORS in this
publication.
publication.
Event 052, Subcode 02 – Left Rear Wheel Speed Sensor 1 (SS1) Indicates Speed
While Other Speed Sensors (SS2, SS3 & SS4) Indicate the Truck is Stopped.
The component and circuit check for this Subcode is the same as Subcode 01 of this event. Perform the
same checks as Subcode 01 of this event.
EVENT 052 - RIGHT REAR WHEEL (TM2) SPEED SENSOR (SS2) FAULT
The right rear wheel Speed Sensor 2 (SS2) has faulted as described in the Subcodes of this event.
Event 052, Subcode 01 – Right Rear Wheel Speed Sensor 2 (SS2) Indicates Zero
publication.
publication.
Event 052, Subcode 02 – Right Rear Wheel Speed Sensor 2 (SS2) Indicates Speed
29
EVENT 053 – LEFT FRONT WHEEL SPEED SENSOR (SS3) FAULT
The left front wheel Speed Sensor 3 (SS3) has faulted as described in the Subcodes of this event.
Event 053, Subcode 01 – Left Front Wheel Speed Sensor (SS3) Indicates Zero Speed
While Other Speed Sensors (SS1, SS2 & SS4) Indicate the Truck is Moving.
publication.
3. Check wheel speed sensors SS1, SS2, and SS4 as described in section 4.6. WHEEL SPEED
Event 053, Subcode 02 – Left Front Wheel Speed Sensor (SS3) Indicates Speed
Event 053, Subcode 03 – Left Front Wheel Speed Sensor 3 (SS3) indicates a higher
rate of speed change than other speed sensors (SS1, SS2 & SS4).
EVENT 054 – RIGHT FRONT WHEEL SPEED SENSOR (SS4) FAULT

The right front wheel Speed Sensor 4 (SS4) has faulted as described in the Subcodes of this event.
Event 054, Subcode 01 – Right Front Wheel Speed Sensor (SS4) Indicates Zero
publication.
3. Check wheel speed sensors SS1, SS2, and SS3 as described in section 4.6. WHEEL SPEED
30
Event 054, Subcode 02 – Right Front Wheel Speed Sensor (SS4) Indicates Speed
Event 054, Subcode 03 – Right Front Wheel Speed Sensor 4 (SS4) indicates a higher
rate of speed change than other speed sensors (SS1, SS2 & SS3).
EVENT 055 – BOTH FRONT WHEEL SPEED SENSORS (SS3 & SS4) FAULT
Both front wheel speed sensors (SS3 and SS4) indicate zero speed while rear wheel speed sensors (SS1
and SS2) indicate the truck is moving. The following items may cause this event:
1. Check speed sensors SS3 and SS4 as described in section 4.6. WHEEL SPEED SENSORS in this
publication.
3. Check speed sensors SS1 and SS2 as described in section 4.6. WHEEL SPEED SENSORS in this
publication.
EVENT 056 – INVERTER SOFTWARE VERSION IS INCORRECT

Inverter software (Inverter 1 or 2) is incorrect as described by the Subcodes of this event.
Event 056, Subcode 01 – Inverter 1 Software is Incorrect

Reload Inverter 1 software. If the problem persist, TMC1 card, slot 11, may be bad. Replace the card.
Event 056, Subcode 02 – Inverter 2 Software is Incorrect

Reload Inverter 2 software. If the problem persist, TMC2 card, slot 12, may be bad. Replace the card.
EVENT 061 – OVERSPEED INDICATED FROM WHEEL SPEED SENSORS

One or more of the wheel speed sensors indicate truck speed is above allowable limit. The following items
1. Check truck load/grade. Excessive load/grade can cause overspeed on downhill haul.
2. Compare all speed sensors on the PTU to verify accuracy of overspeed reading.
3. Check speed sensors as described in section 4.6. WHEEL SPEED SENSORS in this publication.
4. Check the ICP cards speed sensors feedback to.
a. Speed Sensor 1 (SS1) feedback to TMC1 card, slot 11. TMC1 card may be bad, replace the
card.
31
b. Speed Sensor 2 (SS2) feedback to TMC2 card, slot 12. TMC2 card may be bad, replace the
card.
c. Speed Sensor 3 (SS3) and Speed Sensor 4 (SS4) feedback to PSC Analog I/O card, slot 6. PSC
Analog I/O card may be bad, replace the card.
EVENT 063 – ENGINE LOAD SIGNAL FAULT

The engine load signal has faulted as described in the Subcodes.
Event 063, Subcode 01 – Engine Analog Load Signal Below Minimum

The engine load signal (only on engine controllers with analog load signals) is below the expected minimum.
1. Check engine controller for proper operation.
2. Check wiring between engine controller and drive system control as described in section 4.9. ENGINE
SPEED SENSOR, ENGINE COMMAND, AND LOAD SIGNALS in this publication.
Event 063, Subcode 02 – Engine Analog Load Signal Above Maximum

The engine load signal (only on engine controllers with analog load signals) is above the expected maximum.
Event 063, Subcode 03 – Engine PWM Load Signal Below Minimum

The engine load signal (only on engine controllers with PWM load signals) is below the expected minimum.
2. Check wiring between engine controller and drive system control as described in section 4.9. ENGINE
SPEED SENSOR, ENGINE COMMAND, AND LOAD SIGNALS in this publication.
Event 063, Subcode 04 – Engine PWM Load Signal Above Maximum

The engine load signal (only on engine controllers with PWM load signals) is above the expected maximum.
Event 063, Subcode 05 – Engine PWM Load Signal Frequency Incorrect

The engine load signal (only on engine controllers with PWM load signals) is not at he expected frequency.
Event 063, Subcode 06 – Engine PWM Load Signal Frequency Inconsistent

The engine load signal (only on engine controllers with PWM load signals) frequency is inconsistent. Perform
the same checks as described in Subcode 03 of this event.
EVENT 065 – COMPONENT TEMPERATURE OUT OF RANGE

A component temperature is out of range as described in the Subcodes of this event.
32
Event 065, Subcode 03 – AFSE Temperature is Out of Range.
The Alternator Field Static Exciter (AFSE) temperature is out of range. AFSE temperature is measured by a
thermister (TS1) mounted internally to AFSE. To check TS1, refer to section 4.11. ALTERNATOR FIELD
STATIC EXCITER (AFSE) in this publication. If the problem persist, PSC Analog I/O card, slot 6, may be
Event 065, Subcode 04 – Main Alternator Temperature is Out of Range

Alternator temperature is a calculated value based on alternator output volts, amps, AMBTS, and BAROP.
publication.
publication.
publication.
Event 065, Subcode 05 – Left Wheel (TM1) Stator Temperature is Out of Range
The left wheel (TM1) stator temperature is a calculated value based on AMBTS, BAROP, stator volts and
stator amps. The following items may cause this event:
1. Check VAM1 Traction Motor 1 (TM1) voltage feedback as described in section 4.4. VOLTAGE
publication.
publication.
Event 065, Subcode 06 – Left Wheel (TM1) Rotor Temperature is Out of Range
The left wheel (TM1) rotor temperature is a calculated value based on AMBTS, BAROP, stator volts and
publication.
publication.
33
Event 065, Subcode 07 – Right Wheel (TM2) Stator Temperature is Out of Range
The right wheel (TM2) stator temperature is a calculated value based AMBTS, BAROP, stator volts and
publication.
publication.
Event 065, Subcode 08 – Right wheel (TM2) Rotor Temperature is Out of Range
The right wheel (TM2) rotor temperature is a calculated value based on AMBTS, BAROP, stator volts and
publication.
publication.
Event 065, Subcode 09 – Chopper Module Temperature is Out Of Range

Chopper modules (CM1 and/or CM2) temperatures are calculated values based on traction motor amp and
volt outputs (during the retard mode), AMBTS, and BAROP. The following items may cause this event:
1. Check VAM1 and VAM2 Traction Motor 1 (TM1) and Traction Motor 2 (TM2) voltage feedback as
described in section 4.4. VOLTAGE ATTENUATION MODULES (VAMs) CHECKS in this publication.
publication.
publication.
Event 065, Subcode 10 – Chopper Diode Temperatures are Out of Range

The Chopper Diodes (CD1 and/or CD2) temperatures are calculated values based on traction motor amp
and volt outputs (during the retard mode), AMBTS, and BAROP. The following items may cause this event:
34
1. Check VAM1 and VAM2 Traction Motor 1 (TM1) and Traction Motor 2 (TM2) voltage feedback as
described in section 4.4. VOLTAGE ATTENUATION MODULES (VAMs) CHECKS in this publication.
publication.
publication.
Event 065, Subcode 11 – Inverter 1 IGBT Temperatures are Out Of Range.

Inverter 1 (Inverter 11 and Inverter 12) IGBT temperatures are a calculated value based on AMBTS, BAROP,
voltage, and amps in the traction motor. The following items may cause this event:
publication.
publication.
Event 065, Subcode 12 – Inverter 1 Diode Temperatures are Out of Range

Diodes temperatures within Inverter 1 (Inverter 11 and Inverter 12) are out of range. Diode temperature is a
calculated value based on AMBTS, BAROP, voltage and amps in the traction motor. The following items may
cause this event:
publication.
publication.
Event 065, Subcode 13 – Inverter 2 IGBT Temperatures are Out of Range

Inverter 2 (Inverter 21 and inverter 22) IGBT temperatures are a calculated value based on AMBTS, BAROP,
voltage and amps in the traction motor. The following items may cause this event:
35
publication.
publication.
Event 065, Subcode 14 – Inverter 2 Diode Temperatures are Out of Range

Inverter 2 (Inverter 21 and Inverter 22) diode temperatures are a calculated value based on AMBTS,
BAROP, voltage and amps in the traction motor. The following items may cause this event:
publication.
publication.
EVENT 070 – DC LINK CAPACITANCE IS LOW

Total capacitance of DC Link is low but acceptable for operation. Capacitance tests are performed by the
control every 24 hours. The nominal total capacitance for the 17KG535 and 17KG537 control groups is
27000 цf (10 capacitors x 2700 цf). The following items may cause this event:
1. A ground on the DC Link may cause this event to occur.
2. Check individual capacitors at the next maintenance interval. Replace capacitors below acceptable
limits.
EVENT 071 – DC LINK CAPACITANCE IS BELOW ACCEPTABLE LEVELS

Total capacitance of DC Link is below the acceptable level for operation. Truck speed will be limited when
capacitance is low. Capacitance tests are performed by the control every 24 hours. The nominal total
capacitance for the 17KG535 and 17KG537 control groups is 27000 цf (10 capacitors x 2700 цf). The
1. A ground on the DC Link may cause this event to occur.
2. Check individual capacitors. Replace capacitors below acceptable limits.
EVENT 072 – GROUND FAULT DETECTED DURING DC LINK CAPACITANCE TEST

During the daily control capacitance check a ground problem on the DC Link has been detected. The
capacitors did not discharge in less than thirty seconds during the control capacitance check. The following
36
1. Check the Filter Discharge Resistor (FDR) for open circuit or damage.
2. Check the Ground Resister panel (GRR) resistor network for open circuit or damage.
4. Induced electrical noise in VAM3 signals to the control may cause this event. Check the VAM3 (Alt.
Phase A, B, C, and DC Link voltage) control wires between the CN plug and VAM3 for cable damage,
shield damage, or water saturation.
EVENT 073 – DC LINK CURRENT SENSOR (LINKI) OFFSET FAULT

Current is detected in the DC Link during REST mode when current should be zero. The following items may
cause this event:
publication.
2. Check PSC Analog I/O card, slot 6. Replace card if bad.
EVENT 074 – INVERTER 1, TMC1 CARD COMMUNICATION FAILURE

The Traction Motor Control 1 (TMC1) card, slot 11, is not communicating with PSC CPU card, slot 3, as
described in the Subcodes. The Inverter 1 Cutout switch should be set to run in the DID panel.
Event 074, Subcode 01 – Inverter 1, TMC1 Communication Failure

The TMC1 card is not communicating with the PSC CPU card. The following items may cause this event:
2. PSC CPU card, slot 3, may be bad. Replace the card.
Event 074, Subcode 02 – Inverter 1, TMC1 Options Not Set

PSC CPU, slot 3, cannot set Option bits of the TMC1, slot 11. The following items may cause this event:
1. Check the Inverter software and reload.
EVENT 075 – INVERTER 2, TMC2 CARD COMMUNICATION FAILURE

The Traction Motor Control 2 (TMC2) card, slot 12, is not communicating with PSC CPU card, slot 3, as
described in the Subcodes. The Inverter 2 Cutout switch should be set to run in the DID panel.
Event 075, Subcode 01 – Inverter 2, TMC2 Communication Failure

The TMC2 card is not communicating with the PSC CPU card. The following items may cause this event:
37
Event 075, Subcode 02 – Inverter 2, TMC2 Options Not Set
PSC CPU, slot 3, cannot set Option bits of the TMC2, slot 12. The following items may cause this event:
1. Check the Inverter software and reload.
EVENT 076 – PSC ANALOG I/O CARD FAILURE

PSC Analog I/O card, slot 6, failure as described by the Subcodes
Event 076, Subcode 01, 03, & 04 – PSC Analog I/O Card Power Up Error
PSC CPU, slot 3, loads software to the PSC Analog I/O card, slot 6, at control start up but was unable to.
Event 076, Subcodes 02, 05, 06, 07, 08, 10, & 11 – PSC Analog I/O Card Running
Error
PSC CPU, slot 3, detected an error in PSC Analog I/O card, slot 6, after start up. The following items may
cause this event:
EVENT 077 – INVERTER VI TEST FAILURE

When switching from REST mode to READY mode, an Inverter VI test is performed. Inverter 1 or Inverter 2
has failed the test. The test will be repeated by the control. Other inverter event codes may be generated
disabling the inverter.
If Inverter 1 fails, the following items may cause this event:
this publication.
If Inverter 2 fails, the following items may cause this event:
this publication.
38
EVENT 078 – INVERTER BACKGROUND COMMUNICATION FAILURE

PSC CPU card, slot 3, is not receiving background (non–critical) messages as described in the Subcodes.
Event 078, Subcodes 1, 3, & 5 – Inverter 1, TMC1 Card Background Communication

Failure Detected
Event 078, Subcodes 2, 4, & 6 – Inverter 2, TMC2 Card Background Communication

Failure Detected
EVENT 079 – PSC ANALOG I/O CARD FAULT

The alternator 3 phase voltage is not comparing to expected DC Link voltage. The following items may cause
this event:
2. Check PSC Analog I/O card, slot 6. Replace the card.
EVENT 084 – CONTROL POWER SWITCH (CPS) FEEDBACK LOST WITH TRUCK MOTION
The CPS feedback is lost (open) while the truck is moving. The CPS switch is located above ICP on the
switch panel. The switch or wiring to the switch has opened while the truck was in motion. The following
1. Check the CPS switch for proper operation.
2. Check wiring from CPS switch to the control. Power (line) side of CPS (from master switch and OEM
control circuit breaker if used) connects to CNA–82 and load side of CPS switch connects to CNF–87.
3. Check the PSC Digital I/O card, slot 5. Replace the card.
EVENT 087 – DIESEL ENGINE HORSEPOWER LOW

The diesel engine expected horsepower is low for the engine RPM. The following items may cause this
event:
2. Verify low diesel engine horsepower by loadbox.

39
EVENT 088 – DIESEL ENGINE HORSEPOWER LIMIT
The diesel engine horsepower limits exceeded as described by the Subcodes of this event.
Event 088, Subcode 01 – Available Engine Horsepower is High per Engine RPM.
The engine horsepower is higher than expected for the RPM of the engine. The engine horsepower may be
high or the control feedbacks may be in error. The following items may cause this event:
2. Check engine command and load signals as described in section 4.9. ENGINE SPEED SENSOR,
3. Verify low diesel engine horsepower by loadbox.
4. Check VAM3 (Alt. Phase A, B, C, and DC Link voltage), used in horsepower calculation, as described in
section 4.4. VOLTAGE ATTENUATION MODULES (VAMs) CHECKS in this publication.
5. Check DC Link current sensor LINKI (used in horsepower calculation) as described in section 4.5.
CURRENT SENSORS in this publication.
6. Check Engine Speed Sensor (ESS) as described in section 4.9. ENGINE SPEED SENSOR, ENGINE
COMMAND, AND LOAD SIGNALS in this publication.
EVENT 091 – INVERTER 1 CUTOUT BY USER

This event code is automatically generated when Inverter 1 is Cutout manually using the DID panel.
Manually set the Cutout switch (through DID panel) to the operational position for truck operation.
EVENT 092 – INVERTER 2 CUTOUT BY USER

This event code is automatically generated when Inverter 2 is Cutout manually using the DID panel.
Manually set the Cutout switch (through DID panel) to the operational position for truck operation.
EVENT 094 – ILLEGAL LIMP MODE

Inverter 1 or Inverter 2 was cutout with the truck in motion. Inverter cutout should only occur when the truck
is stopped. The following items may cause this event:
1. Check the DID panel and ensure the inverters are not cutout.
2. Check speed sensors (SS1, SS2, SS3, & SS4) as described in section 4.6. WHEEL SPEED SENSORS
40
EVENT 095 – PSC CPU CARD BRAM BATTERY LOW VOLTAGE FAULT
The voltage of the battery on the PSC CPU, slot 3, is low. The CPU card battery retains operational, event,
and historical memories on the card. Check and/or replace the CPU card battery as described in
GEK–91739, PLANNED MAINTENANCE, section 8.20.
EVENT 096 – UNEXPECTED PSC CPU CARD RESET

The PCS CPU card, slot 3, reset while in Ready, Propel, Retard, or Loadbox mode. PSC CPU card, slot 3
may be bad. Replace the card.
EVENT 098 – DATA STORE

A data store is a manual request for a control system to take a ‘snapshot’ of the truck data at that moment in
time initiated from the PTU or operator cab pushbutton. The data store request is monitored by TCI Digital
I/O card, slot 9. If data stores occur without a request, TCI Digital I/O card, slot 9 may be bad. Replace the
card.
EVENT 100 – INVERTER 1, TRACTION MOTOR CONTROL 1 (TMC1) CARD FAULT

A problem has been detected with Inverter 1, TMC1 card, slot 11. Traction Motor Control 1 (TMC1) card, slot
11, may be bad. Replace the card.

A problem has been detected with Inverter 1, Traction Motor Control 1 (TMC1) card, slot 11, as defined by
the Subcodes of this event.
Event 101, Subcodes 1–12, 17–28 – Inverter 1, TMC1 Card Fault During VI Test
During VI test, a problem detected with the TMC1 card, slot 11. Traction Motor Control 1 (TMC1) card, slot
11, may be bad. Replace the card.
Event 101, Subcodes 13 & 14 – TMC1 Card Indicates a Problem With Chopper
Modules Function
Chopper modules (CM1 and CM2) not functioning. Traction Motor Control 1 (TMC1) card, slot 11, may be
Event 101, Subcode 16 – Unexpected TMC1 Card Reset

The TMC1 card has reset. Traction Motor Control 1 (TMC1) card, slot 11, may be bad. Replace the card.

Traction Motor Control 1 (TMC1) card, slot 11, has experienced an error as described by the Subcodes of
this event.
Event 102, Subcodes 5, 8 Through 10 – Inverter 1, TMC1 Card Internal Error

The Inverter 1, TMC1 (slot 11) has an internal error. Replace the card.
Event 102, Subcode 11 – Inverter 11, Phase A Current Higher Than Expected
Inverter 11, Phase A has experienced high level current and the Inverter 1 (Inverter 11 and Inverter 12) has
been shutdown. The following items may cause this event:
41
1. Check Inverter 11, Phase A current sensor CM11A as described in section 4.5. CURRENT SENSORS in
this publication.
2. Check Inverter 11, Phase A+ and A– phase modules (P11A+ and P11A–) and phase fuses (F11A1 and
F11A2) as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this publication.
3. Traction Motor Control 1 (TMC1) card, slot 11, may be bad. Replace the card
Event 102, Subcode 12 – Inverter 11, Phase B Current Higher Than Expected
Inverter 11, Phase B has experienced high level current and Inverter 1 (Inverter 11 and Inverter 12) has been
shutdown. The following items may cause this event:
1. Check Inverter 11 Phase B current sensor CM11B as described in section 4.5. CURRENT SENSORS in
this publication.
2. Check Inverter 11, Phase B+ and B– phase modules (P11B+ and P11B–) and phase fuses (F11B1 and
F11B2) as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this publication.
Event 102, Subcode 13 – Inverter 11, Phase C Current Higher Than Expected
Inverter 11, Phase C has experienced high level current and Inverter 1 (Inverter 11 and Inverter 12) has
1. Check Inverter 11 Phase C current sensor CM11C as described in section 4.5. CURRENT SENSORS in
this publication.
2. Check Inverter 11, Phase C+ and C– phase modules (P11C+ and P11C–) and phase fuses (F11C1 and
F11C2) as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this publication.
Event 102, Subcodes 14 and 15 – Inverter 11, Phase C Current Error

A problem with Phase C, Inverter 11 has been detected and Inverter 1 (Inverter 11 and Inverter 12) has been
1. Check Inverter 11, Phase C current sensor CM11C as described in section 4.5. CURRENT SENSORS in
this publication.
Event 102, Subcode 16 – Inverter 1 (Inverter 11 and Inverter 12) Current Imbalance
During VI Test
During the VI test, a phase (Phase A, B, and C) current imbalance of Inverter 1 (Inverter 11 and Inverter 12)
three–phase output has been detected and Inverter 1 (Inverter 11 and Inverter 12) has been shutdown. The
1. If the truck is at new start up or a major mechanical component has been replaced, check the power
cable circuit to ensure the wiring has been correctly connected.
42
2. Check VAM1 (DC Link and Inverter 1 three phase output voltage sensor) as described in section 4.4.
3. Check Inverter 1 (Inverter 11 and Inverter 12) current sensors (CM11A, CM11B, CM11C and CM12A,
CM12B, and CM12C) as described in section 4.5. CURRENT SENSORS in this publication.
4. Check phase fuses (F11A1 & A2, F11B1 & B2, and F11C1 & C2) for Inverter 11, Phase A, B, and C.
Check phase fuses (F12A1 & A2, F12B1 & B2, and F12C1 & C2) for Inverter 12, Phase A, B, and C.
5. Check phase modules for Inverter 11 (P11A+, P11A–, P11B+, P11B–, P11C+, and P11C–) as described
in section 4.14. PHASE MODULE (IGBT) CHECKS in this publication.
Event 102, Subcode 17 – Inverter 1 (Inverter 11 and Inverter 12) Phase Current
Imbalance During VI Test
During the VI test, an imbalance in the current of the Inverter 1 (Inverter 11 and Inverter 12) Phase A and
Phase B has been detected. Inverter 1 (Inverter 11 and Inverter 12) has been shutdown. The following items
2. Check phase fuses (F11A1 & A2 and F11B1 & B2) for Inverter 11, Phase A and B.
3. Check Inverter 1 (Inverter 11 and Inverter 12) current sensors (CM11A, CM11B, CM11C, CM12A,
4. Check Phase Modules for Inverter 11, Phase A and B (P11A+, P11A–, P11B+, and P11B–) as described
5. Check Phase Fuses (F12A1 & A2 and F12B1 & B2) for Inverter 12, Phase A and B.
6. Check Phase Modules for Inverter 12, Phase A and B (P12A+, P12A–, P12B+, and P12B–) as described
Event 102, Subcode 18 – Phase Imbalance VI Test Failure

Phase C has been detected. Inverter 1 (Inverter 11 and Inverter 12) has been shutdown. The following items
2. Check Inverter 1 (Inverter 11 and Inverter 12) current sensors (CM11A, CM11B, CM11C, CM12A,
3. Check phase fuses (F11A1 & A2 and F11C1 & C2) for Inverter 11, Phase A and C.
4. Check phase modules for Inverter 11, Phase A and C (P11A+, P11A–, P11C+, and P11C–) as described
43
6. Check phase modules for Inverter 12, Phase A and C (P12A+, P12A, P12C+, and P12C–) as described

TMC1 card, slot 11, has experienced an error as described by the Subcodes of this event.
Event 103, Subcodes 1–15, 23–27, 34, 35, 38–43, 50–56, and 63–65 – Traction Motor
Control 1 (TMC1) Card Indicates an Internal Fault
An internal error has been detected in the Traction Motor Control 1 (TMC1) card, slot 11. Replace the card.
Event 103, Subcodes 17 and 18 – Traction Motor Control 1 (TMC1) Card Indicates
Inverter 11, Phase A Current Out of Range
Current of Inverter 11, Phase A is out of range of the expected value. The following items may cause this
event:
this publication.
2. Check Inverter 11, Phase A phase modules (P11A+ and P11A–) and phase fuses (F11A1 and F11A2)
as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this publication.
Event 103, Subcode 19 and 20 – Traction Motor Control 1 (TMC1) Card Indicates
Inverter 11, Phase B Current Out of Range
Current of Inverter 11, Phase B is out of range of the expected value. The following items may cause this
event:
1. Check Inverter 11, Phase B current sensor CM11B as described in section 4.5. CURRENT SENSORS in
this publication.
2. Check Inverter 11, Phase B phase modules (P11B+ and P11B–) and phase fuses (F11B1 and F11B2)
Event 103, Subcode 21 – Traction Motor Control 1 (TMC1) Card Indicates Inverter 1,
DC Link Voltage is Higher Than Expected
DC Link Voltage feedback to TMC1 card, slot 11, is out of expected range. The following items may cause
this event:
44
Phase A Voltage is Higher Than Expected
Inverter 1 (Inverter 11 and Inverter 12), Phase A voltage feedback to TMC1 card, slot 11, is out of expected
range (higher). The following items may cause this event:
Phase B Voltage is Higher Than Expected
Inverter 1 (Inverter 11 and Inverter 12), Phase B voltage feedback to TMC1 card, slot 11, is out of expected
Phase C Voltage is Higher Than Expected
Inverter 1 (Inverter 11 and Inverter 12), Phase C voltage feedback to TMC1 card, slot 11, is out of expected
Inverter 11, Phase C Current Out of Range
Inverter 11, Phase C current sensor (CM11C) feedback to TMC1 card, slot 11, is out of expected range. The
this publication.
2. Check Inverter 11, Phase C phase modules (P11C+ and P11C–) and phase fuses (F11C1 and F11C2)
Inverter 12, Phase A current feedback to TMC1 card, slot 11, is out of expected range. The following items
this publication.
45
Inverter 12, Phase B current feedback to TMC1 card, slot 11, is out of expected range. The following items
this publication.
Inverter 12, Phase C current feedback to TMC1 card, slot 11, is out of expected range. The following items
this publication.
EVENT 104 – INVERTER 1, FIBER OPTIC CARD 1 (FODC1) ERROR

An error has been detected in the Fiber Optic Card 1 (FODC1), slot 13, as described by the Subcodes. If
frequent nuisance of this event are occurring without apparent cause, the problem may be induced voltages
in the DC power supply wires to the electronic unit. The induced voltages may be the result of routing of the
power supply wiring being to close to power cables. Check routing of the power supply wires to the electronic
unit.
Event 104, Subcode 01 – FODC1 Card Power Supply Voltage Out of Range
One of the Power Supply (PS) voltages to FODC1, slot 1, is out of range. The following items may cause this
event:
1. Check the power supply as described in section 4.7. 17FH41 POWER SUPPLY in this publication.
2. Positive (+) 24 VDC input to FODC1 is CND–57.
3. Negative (–) 24 VDC input to FODC1 is CND–58.
4. Positive (+) 5 VDC input to FODC1 is card pin 3 from CNB–54.
5. 5 VDC common input to FODC1 is card pin 15 from CNB–102.
46
7. Negative (–) 15 VDC input to FODC1 is card pin 12 from CNB–77.
Event 104, Subcode 02 – Fiber Optic Card 1 (FODC1) Enable Missing

The enable signal is a ground or common connection to the card from CNC–4. Check and ensure the ground
connection is at the CN connector.
EVENT 105 – INVERTER 1, TRACTION MOTOR CONTROL 1 (TMC1) POWER SUPPLY

ERROR
A power supply error to Traction Motor Control 1 (TMC1) card has been detected as described by the
Subcodes of this event.
Event 105, Subcode 01 – Positive (+) 5 VDC to TMC1 is Out of Range

The + 5VDC power to TMC1 is out of range. The following items may cause this event:
1. Check Fuse 3 (F3) on TMC1 card, slot 11.
2. Check Power Supply (PS) 17FH41 for voltage output function as described in section 4.7. 17FH41
POWER SUPPLY in this publication.

Event 105, Subcode 03 – Negative (–) 15 VDC to TMC1 is out of range.

The – 15VDC power to TMC1 is out of range. The following items may cause this event:
Event 105, Subcode 06 – Positive (+) 24 Volts to FODC1 Card (Slot 1) for Inverter 1 is
Out of Range
The +24VDC power to Fiber Optic Card 1 (FODC1), slot 1, for Inverter 1 is out of range. Phase current
sensors for Inverter 1 (Inverter 11 and Inverter 12) are also supplied +24VDC from the same source. The
1. Check the Power Supply (PS) as described in section 4.7. 17FH41 POWER SUPPLY in this publication.
47
2. Check Fiber Optic Card 1 (FODC1), slot 1. FODC1 may be checked by running a PTU phase module
test as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this publication. Phase modules
for Inverter 1 (Inverter 11 and Inverter 12) are controlled by FODC1, slot 1. Phase modules for Inverter 2
(Inverter 21 and Inverter 22) are controlled by Fiber Optic Card 2 (FODC2), slot 13. Replace FODC1
card if bad.
Event 105, Subcode 07 – Negative (–) 24 Volts to FODC1 Card (Slot 1) for Inverter 1
is Out of Range
The –24VDC power to Fiber Optic Card 1 (FODC1), slot 1, for Inverter 1 (Inverter 21 and Inverter 22) is out
of range. Phase current sensors for Inverter 1 (Inverter 11 and Inverter 12) are also supplied –24VDC from
the same source. The following items may cause this event:
2. Check Fiber Optic Card 1 (FODC1), slot 1. FODC1 may be checked by running a phase module test as
described in section 4.14. PHASE MODULE (IGBT) CHECKS in this publication. Phase modules for
Inverter 1 (Inverter 11 and Inverter 12) are controlled by FODC1, slot 1. Phase modules for Inverter 2
card if bad.
Event 105, Subcode 08 – Positive (+) 24 Volts to FODC1 Card (Slot 1) for Inverter 1 is
Out of Range
The +24VDC power to Fiber Optic Card 1 (FODC1), slot 1, for Inverter 1 (Inverter 11 and Inverter 12) is out
of range. Phase current sensors for Inverter 1 (Inverter 11 and Inverter 12) are also supplied +24VDC from
card if bad.
is Out of Range
The –24VDC power to Fiber Optic Card 1 (FODC1), slot 1, for Inverter 1 (Inverter 11 and Inverter 12) is Out
of Range. Phase current sensors for Inverter 1 (Inverter 11 and Inverter 12) are also supplied –24VDC from
card if bad.
48
EVENT 106 – INVERTER 1 DC WIRING PROBLEM

A problem has been detected in the DC supply (from the DC Link) to Inverter 1 as described by the
Event 106, Subcode 01 – Inverter 1 Wiring Problem, DC Link Open Circuit

During VI test, DC Link power to Inverter 1 (Inverter 11 and Inverter 12) is an open circuit. The following
1. Check Inverter 1 (Inverter 11 and Inverter 12) phase fuses for open fuses. There are two fuses per
phase. Inverter 11 fuses – F11A1 & A2, F11B1 & B2, F11C1 & C2. Inverter 12 fuses – F12A1 & A2,
F12B1 & B2, and F12C1 & C2. When installing fuses, ensure fuse orientation is correct. The fuse end
tabs are different thickness as are the fuse mounting bosses. Match fuse end/mounting boss for flush
fuse fit.
CAUTION: Always replace both fuses in each phase even if only one is open. Phase fuses must be
oriented correctly when mounting. Observe the thickness of the end tabs of the fuse prior to mounting.
The fuse mounting boss heights must be matched with the fuse tab thickness. Failure to orient the fuse
properly during replacement will likely result in a repeat fuse failure and possible module damage.
Event 106, Subcode 02 - Inverter 1 Wiring, DC Link and Phase Voltage Imbalance
A voltage imbalance has been detected between the DC Link and the AC output of Inverter 1 (Inverter 11
and Inverter 12) phase modules. The following items may cause this event:
EVENT 107 – INVERTER 1 PHASE MODULE GATE DRIVE POWER SUPPLY PROBLEM
DETECTED
A problem with the phase module gate drive power supply (GDPC1) has been detected as described by the
Event 107, Subcode 01 – Inverter 1 Gate Drive Power Converter Supply Fault During
VI Test
All phase modules (fiber optic output connector sockets) show ON (illuminated) feedbacks when all modules
should be OFF. Normally the grey fiber optic socket (feedback) light is ON when the phase modules are
OFF. Failure of Gate Drive Power Converter 1 (GDPC1) Circuit Breaker 1 (CB1) or Circuit Breaker 2 (CB2)
power supply means all associated phase module grey socket feedback lights are OFF, indicating the phase
modules are all turned ON. The following items may cause this event:
1. Ensure Circuit Breaker 1 (CB1) and Circuit Breaker 2 (CB2) on the Check Gate Drive Power Converter 1
(GDPC1) are in the ON position. Check GDPC1 power supply as described in section 4.8. GATE DRIVE
POWER CONVERTER (GDPC) in this publication. GDPC1 Circuit Breaker 1 (CB1) output power of 100
49
VAC (+/– 5%) 25KHz (+/– 10%) to Inverter 11 phase modules P11A+, P11A–, P11B+, P11B–, P11C+,
and P11C–. GDPC1 Circuit Breaker 2 (CB2) output power of 100 VAC (+/– 5%) 25KHz (+/– 10%) to
Inverter 12 phase modules P12A+, P12A–, P12B+, P12B–, P12C+, and P12C–.
2. Check the six Inverter 11 phase modules (P11A+ through P11C–) and phase fuses (F11A1 through
F11C2) for shorted or open circuits. Check the six Inverter 12 phase modules (P12A+ through P12C–)
and phase fuses (F12A1 through F12C2) for shorted or open circuits. Refer to section 4.14. PHASE
MODULE (IGBT) CHECKS in this publication for detailed checks.
Event 107, Subcode 02 – Inverter 1 Gate Drive Power Supply Fault While DC Link
Energized
Event 107, Subcode 03 – Inverter 1 Gate Drive Power Supply Fault, Multiple Phase
Modules (IGBT) Failed
50
EVENT 109 – INVERTER 1 DC LINK VOLTAGE SENSOR FAILED DURING VI TEST

During VI test, Inverter 1 DC Link voltage sensor (VAM1) did not feedback a voltage signal. The following
EVENT 113 – INVERTER 1 GENERAL FAULT DURING VI TEST

During the VI test, a problem with Inverter 1 (Inverter 11 or Inverter 12) phase current or voltage feedback
was detected as described by the Subcodes of this event.
Event 113, Subcodes 1, 2, 7, 8, 13, & 85 – Inverter 1, Phase A Current Fault During VI
Test.
During the VI test, Inverter 1 (Inverter 11 or Inverter 12) Phase A current did not register or was missing. The
1. Check Inverter 11 and Inverter 12, Phase A phase modules (P11A+ & P11A–, and P12A+ & P12A–) and
phase fuses (F11A1 & PF11A2, and P12A1 & P12A–) for shorted or open condition. Refer to section
4.14. PHASE MODULE (IGBT) CHECKS in this publication for detailed phase module checks.
2. Check Inverter 11 Phase A current sensor CM11A and Inverter 12 Phase A current sensor CM12A as
Event 113, Subcodes 3, 4, 9, 10, 15, & 86 – Inverter 1, Phase B Current Fault During
VI Test.
During the VI test, Inverter 1 (Inverter 11 or Inverter 12) Phase B current did not register or was missing. The
1. Check Inverter 11 and Inverter 12, Phase B phase modules (P11B+ & P11B–, and P12B+ & P12B–) and
phase fuses (F11B1 & F11B2, and F12B1 & F12B2) for shorted or open condition. Refer to section 4.14.
PHASE MODULE (IGBT) CHECKS in this publication for detailed phase module checks.
2. Check Inverter 11 Phase B current sensor CM11B and Inverter 12 Phase B current sensor CM12B as
51
Event 113, Subcodes 5, 6, 11, 12, 84, & 87 – Inverter 1, Phase C Current Fault During
VI Test
During the VI test, Inverter 1 (Inverter 11 or Inverter 12) Phase C current did not register or was missing. The
1. Check Inverter 11 and Inverter 12, Phase C phase modules (P11C+ & P11C–, and P12C+ & P12C–)
and phase fuses (F11C1 & F11C2, and F12C1 & F12C2) for shorted or open condition. Refer to section
2. Check Inverter 11 Phase C current sensor CM11C and Inverter 12 Phase C current sensor CM12C as
Event 113, Subcodes 17–22, 48, & 49 – Inverter 1, Phase A Voltage Fault During VI
Test
During the VI test, Inverter 1 (Inverter 11 and Inverter 12), Phase A voltage did not register or was missing.
phase fuses (F11A1 & F11A2, and F12A1 & F12A2) for shorted or open condition. Refer to section 4.14.
Event 113, Subcodes 23–28, 50, & 51 – Inverter 1, Phase B Voltage Fault During VI
Test
During the VI test, Inverter 1 (Inverter 11 and Inverter 12) Phase B voltage did not register or was missing.
2. Check Inverter 11 and Inverter 12, Phase B phase modules (P11B+ & PM11B–, and P12B+ & P12B–)
and phase fuses (F11B1 & F11B2, and F12A1 & F12A2) for shorted or open condition. Refer to section
Event 113, Subcodes 29–34, 52, & 53 – Inverter 1, Phase C Voltage Fault During VI
Test
During the VI test, Inverter 1 (Inverter 11 and Inverter 12) Phase C voltage did not register or was missing.
52
Event 113, Subcodes 35 & 36 – Inverter 1, Phase A Over Current During VI Test
Inverter 1 (Inverter 11 or Inverter 12), Phase A over current was detected during VI test. The following items
phase fuses (F11A1 & F11A2, and F12A1 & F12A2) for shorted or open condition. Refer to section 4.14.
2. Check Inverter 11, Phase A current sensor CM11A and Inverter 12 Phase A current sensor CM12A as
Event 113, Subcodes 37 & 38 – Inverter 1, Phase B Over Current During VI Test
Inverter 1 (Inverter 11 or Inverter 12), Phase B over current was detected during VI test. The following items
phase fuses (F11B1 & F11B2, and F12B1 & F12B2) for shorted or open condition. Refer to section 4.14.
2. Check Inverter 11, Phase B current sensor CM11B and Inverter 12 Phase B current sensor CM12B as
Event 113, Subcodes 39 & 40 – Inverter 1, Phase C Over Current During VI Test
Inverter 1 (Inverter 11 or Inverter 12), Phase C over current was detected during VI test. The following items
2. Check Inverter 11, Phase C current sensor CM11C and Inverter 12 Phase C current sensor CM12C as
53
Event 113, Subcode 54 – Inverter 1 Shorted to DC Link Positive Bus During VI Test
During VI test, a short was detected between the DC Link positive (+) bus and Inverter 1 (Inverter 11 or
Inverter 12) components. The following items may cause this event:
2. Check Inverter 11 and Inverter 12 positive phase modules (P11A+, P11B+, P11C+, P12A+, P12B+, and
P12C+) and phase fuses (F11A1 – F11C2, and F12A1 – F12C2) for shorted or open condition. Refer to
section 4.14. PHASE MODULE (IGBT) CHECKS in this publication for detailed phase module checks.
Event 113, Subcode 55 – Inverter 1 Shorted to DC Link Negative Bus During VI Test
During VI test, a short was detected between the DC Link negative (–) bus and Inverter 1 (Inverter 11 or
2. Check Inverter 11 and Inverter 12 phase modules (P11A–, P11B–, P11C–, P12A–, P12B–, and P12C–)
and phase fuses (F11A1 – F11C2, and F12A1 – F12C2) for shorted or open condition. Refer to section
Event 113, Subcode 60 – Inverter 1, DC Link Volts Above Maximum

DC Link voltage is above the maximum limit (1600V). The following items may cause this event:
Event 113, Subcode 70 – Inverter 1, Phase A Negative (–) Low Current

Inverter 1 (Inverter 11 or Inverter 12) Phase A– current is low compared to other phases. The following items
1. Check Inverter 11 and Inverter 12, Phase A negative (–) phase modules (P11A– and P12A–) and phase
fuses (F11A1 & F11A2, and F12A1 & F12A2) as described in section 4.14. PHASE MODULE (IGBT)
CHECKS in this publication.
2. Check Inverter 11, Phase A current sensor CM11A and Inverter 12, Phase A current sensor CM12A as
54
Event 113, Subcode 71 – Inverter 1, Phase B Negative (–) Low Current
Inverter 1 (Inverter 11 or Inverter 12) Phase B– current is low compared to other phases. The following items
1. Check Inverter 11 and Inverter 12, Phase B negative (–) phase modules (P11B– and P12B–) and phase
fuses (F11B1 & F11B2, and F12B1 & F12B2) as described in section 4.14. PHASE MODULE (IGBT)
2. Check Inverter 11, Phase B current sensor CM11B and Inverter 12, Phase B current sensor CM12B as
Event 113, Subcode 72 – Inverter 1, Phase C Negative (–) Low Current

Inverter 1 (Inverter 11 or Inverter 12), Phase C– current is low compared to other phases. The following
1. Check Inverter 11 and Inverter 12, Phase C negative (–) phase modules (P11C– and P12C–) and phase
fuses (F11C1 & F11C2, and F12C1 & F12C2) as described in section 4.14. PHASE MODULE (IGBT)
2. Check Inverter 11, Phase C current sensor CM11C and Inverter 12, Phase C current sensor CM12C as
Event 113, Subcode 73 – Inverter 1, Phase A Negative (–) High Current

Inverter 1 (Inverter 11 or Inverter 12), Phase A– high current compared to other phases. The following items
Event 113, Subcode 74 – Inverter 1, Phase B Negative (–) High Current

Inverter 1 (Inverter 11 or Inverter 12), Phase B– high current compared to other phases. The following items
55
Event 113, Subcode 75 – Inverter 1, Phase C Negative (–) High Current

Inverter 1 (Inverter 11 or Inverter 12), Phase C– high current compared to other phases. The following items
Event 113, Subcode 76 – Inverter 1, Phase A Positive (+) Low Current

Inverter 1 (Inverter 11 or Inverter 12), Phase A+ low current compared to other phases. The following items
1. Check Inverter 11 and Inverter 12, Phase A positive (+) phase modules (P11A+ and P12A+) and phase
fuses (F11A1 & F11A2, and F12A1 & F12A2) as described in section 4.5. CURRENT SENSORS in this
publication.
Event 113, Subcode 77 – Inverter 1, Phase B Positive (+) Low Current

Inverter 1 (Inverter 11 or Inverter 12), Phase B+ low current compared to other phases. The following items
1. Check Inverter 11 and Inverter 12, Phase B positive (+) phase modules (P11B+ and P12B+) and phase
fuses (F11B1 & F11B2, and F12B1 & F12B2) as described in section 4.5. CURRENT SENSORS in this
publication.
56
Event 113, Subcode 78 – Inverter 1, Phase C Positive (+) Low Current
Inverter 1 (Inverter 11 or Inverter 12), Phase C+ low current compared to other phases. The following items
1. Check Inverter 11 and Inverter 12, Phase C positive (+) phase modules (P11C+ and P12C+) and phase
Event 113, Subcode 79 – Inverter 1, Phase A Positive (+) High Current

Inverter 1 (Inverter 11 or Inverter 12), Phase A+ high current compared to other phases. The following items
Event 113, Subcode 80 – Inverter 1, Phase B Positive (+) High Current

Inverter 1 (Inverter 11 or Inverter 12), Phase B+ high current compared to other phases. The following items
2. Check Inverter 11, Phase B current sensor CM11B and Inverter 12 Phase B, current sensor CM12B as
Event 113, Subcode 81 – Inverter 1, Phase C Positive (+) High Current

Inverter 1 (Inverter 11 or Inverter 12), Phase C+ high current compared to other phases. The following items
57
Event 113, Subcode 82 – Inverter 1 No Phase Amps While Running

Inverter 1 (Inverter 11 or Inverter 12) registers zero amps on a phase (Phase A, B, or C) while running. The
1. Check Inverter 11 phase fuses (F11A1, F11A2, F11B1, F11B2, F11C1, and F11C2) and Inverter 12
phase fuses (F12A1, F12A2, F12B1, F12B2, F12C1, and F12C2). Always replace both fuses per phase
when an open fuse is found.
2. Check Inverter 11 phase modules (P11A+, P11A–, P11B+, P11B–, P11C+, and P11C–) and Inverter 12
phase modules (P12A+, P12A–, P12B+, P12B–, P12C+, and P12C–) as described in section 4.14.
PHASE MODULE (IGBT) CHECKS in this publication.
Event 113, Subcode 83 – Inverter 1 With High Voltage And Motor 1 (TM1)
Regenerating
Inverter 1 (Inverter 11 or Inverter 12) has high voltage DC Link voltage while in propulsion and Traction
Motor 1 (TM1) has torque of opposite polarity indicating regeneration mode. The following items may cause
this event:
1. Check Speed Sensor 1 (SS1) on Traction Motor 1 (TM1) as described in section 4.6. WHEEL SPEED
3. Check Inverter 11 current sensors (CM11A, CM11B, and CM11C) and Inverter 12 current sensors
(CM12A, CM12B, and CM12C) as described in section 4.5. CURRENT SENSORS in this publication.
EVENT 114 – INVERTER 1, TMC1 CARD INTERNAL ERROR

Traction Motor Control 1 (TMC1) card, slot 11, for Inverter 1 has an internal problem as described by the
Event 114, Subcodes 22 – 54 – TMC1 has an input channel problem

Traction Motor Control 1 (TMC1) card, slot 11, may be bad. Replace the card.
Event 114, Subcode 56 – TMC1 Volt of Phase A Input Channel is too Negative
The input channel is more negative than expected. The following items may cause this event:
58
Event 114, Subcode 58 – TMC1 Volt of Phase B Input Channel is too Negative
Event 114, Subcode 61 – TMC1 Volt of Phase C Input Channel is too Negative
EVENT 115 – INVERTER 1 SYSTEM FAULT

Inverter 1 has a problem as described by the Subcodes of this event.
Event 115, Subcode 01, 02, & 03 – PSC Direction Request Missing or Opposite of
Truck Travel
Truck travel direction request from PSC CPU missing or opposite of truck movement. The following items
Event 115, Subcode 05 – DC Link Volts too Low

Truck operation request while DC Link Volts are lower than expected. The following items may cause this
event:
Event 115, Subcode 06 & 09 – Communication Lost, PSC, Slot 3, and TMC1, slot 11
Communication lost between PSC CPU, slot 3, and TMC1, Slot 11. The following items may cause this
event:
59
Event 115, Subcode 10 – Inverter 1 System Detects Both Chopper Modules are Hot.
The calculated temperatures of the chopper modules (CM1 & CM2) are high. The following items may cause
this event:
1. Check the AMBTS as described in section 4.2. AMBIENT AIR TEMPERATURE SENSOR (AMBTS) in
this publication
2. Check the BAROP as described in section 4.3. BAROMETRIC AIR PRESSURE SENSOR (BAROP) in
this publication.
3. TCI Analog I/O card, slot 7, may be bad (AMBTS & BAROP inputs). Replace the card.
Event 115, Subcode 11 – Inverter 1 System Detects Phase Modules are Hot
The calculated temperatures of the phase modules are high. The following items may cause this event::
this publication
2. Check the BAROP as described in section 4.3. BAROMETRIC AIR PRESSURE SENSOR (BAROP) in
this publication.
3. Check Inverter 1 (Inverter 11 and inverter 12) current sensors (CM11A, CM11B, CM11C, CM12A,
EVENT 116 – INVERTER 1, PHASE A ERROR

An error in Inverter 1 Phase A has been detected as described by the Subcodes of this event.
Event 116, Subcode 01 – Inverter 11, Phase A Phase Module Command and
Feedback do not Agree
Inverter 11, Phase A phase module (P11A+ or P11A–) has failed to follow command. The following items
for short or open circuit as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this
publication.
60
Event 116, Subcode 02 – Inverter 11, Phase A Excessive Current Detected

Inverter 11, Phase A current is excessive. The following items may cause this event:
1. Check wheel Speed Sensor 1 (SS1) for Traction Motor 1 (TM1) as described in section 4.6. WHEEL
2. Check Inverter 11 current sensor CM11A as described in section 4.5. CURRENT SENSORS in this
publication.
Event 116, Subcode 04 – Inverter 11, Phase A+ Phase Module is in Saturation

Operation
Inverter 11, Phase A+ phase module is switching modes from ON to OFF while the command is ON. The
1. Check Inverter 11 phase modules (P11A+ and P11A–) and phase fuses (F21A1 and F21A2) as
described in section 4.14. PHASE MODULE (IGBT) CHECKS in this publication.
2. Check Inverter 12 phase module P12A– as described in section 4.14. PHASE MODULE (IGBT)
CHECKS in this publication. This phase module may contribute to the phase modules in saturation.
this publication.
Event 116, Subcode 05 – Inverter 11, Phase A– Phase Module is in Saturation

Operation
Inverter 11, Phase A– phase module is switching modes from ON to OFF while the command is ON. The
2. Check Inverter 12 phase module P12A+ as described in section 4.14. PHASE MODULE (IGBT)
this publication.
61
EVENT 117 – INVERTER 11, PHASE A+ ERROR
An error in Inverter 11, Phase A+ has been detected as described by the Subcodes of this event.
Event 117, Subcode 01 – Inverter 11, Phase A+ Phase Module Did Not Turn Off
Inverter 11, Phase A phase module P11A+ failed to follow command. The following items may cause this
event:
1. Check Inverter 11, Phase A+ phase module (P11A+) and phase fuses (F11A1 and F11A2) for short or
open circuit as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this publication.
this publication.
During VI Test
Inverter 11, Phase A+ phase module (P11A+) did not turn off when expected during VI test. The following
open circuit. Refer to section 4.14. PHASE MODULE (IGBT) CHECKS in this publication.
Event 117, Subcode 03 – Inverter 11, Phase A+ Phase Module Failed During VI Test
Inverter 11, Phase A+ phase module (P11A+) failed to follow command during VI test. The following items
Event 117, Subcode 04 – Inverter 11 Phase Modules P11A+ and P11A– Both
Detected ON at the Same Time
Inverter 11 phase modules A+ and A– (P11A+ and P11A–) ON at the same time. The following items may
cause this event:
F11A2) for short or open circuit as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this
publication.
62
Event 117, Subcode 05 – Inverter 11 Phase Module A+ (P11A+) Did Not Turn ON
When Expected During VI Test
During VI Test, Inverter 11 phase module A+ (P11A+) did not turn ON when commanded. The following
When Expected
Inverter 11, Phase A+ phase module (P11A+) did not turn ON when commanded. The following items may
cause this event:
Event 117, Subcode 07 – Gate Drive Power Supply Problem on Inverter 11 Phase A+
Phase Module
Gate drive power for Inverter 11, Phase A+ phase module (P11A+) is not on. The following items may cause
this event:
1. Ensure Circuit Breaker 1 (CB1) on the Check Gate Drive Power Converter 1 (GDPC1) is in the ON
position. Check GDPC1 power supply as described in section 4.8. GATE DRIVE POWER CONVERTER
(GDPC) in this publication.

Event 118, Subcode 06 – Inverter 11, Phase A+ Phase Module Did Not Turn OFF With
DC Link Energized
Inverter 11,Phase A+ phase module (P11A+) is not off when expected with the DC Link Energized. The
1. Check Inverter 11 phase module P11A+ and phase fuses (F11A1 and F11A2) for short or open circuit as
63
Event 118, Subcode 07 – Inverter 11 Phase Module P11A+ Edge Delay is Out of
Range
Inverter 11, Phase A+ phase module (P11A+) is not properly synchronized in the dual IGBT drive control.
publication.
Event 118, Subcode 08 – Inverter 11 Phase Module P11A– Edge Delay is Out of
Range
Inverter 11, Phase A– phase module (P11A–) is not properly synchronized in the dual IGBT drive control.
publication.
EVENT 119 – INVERTER 11 PHASE MODULE A– ERROR

An error in Inverter 11 phase module A– (P11A–) has been detected as described by the Subcodes of this
event.
Event 119, Subcode 01 – Inverter 11, Phase A– Phase Module (P11A–) Did Not Turn
Off When Expected
During normal operation, Inverter 11 phase module P11A– did not turn when commanded. The following
1. Check Inverter 11 phase module P11A– and phase fuses (F11A1 and F11A2) for short or open circuit.
Refer to section 4.14. PHASE MODULE (IGBT) CHECKS in this publication for details.
64
Off When Expected During VI Test
During VI test, Inverter 11 phase module P11A– did not turn when commanded. The following items may
cause this event:
Refer to section 4.14. PHASE MODULE (IGBT) CHECKS in this publication.
Event 119, Subcode 03 – Inverter 11, Phase A– Phase Module (P11A–) Failed During
VI Test
During VI test, Inverter 11 phase module P11A– failed to function properly. The following items may cause
this event:
Refer to section 4.14. PHASE MODULE (IGBT) CHECKS in this publication.
Event 119, Subcode 04 – Inverter 11 Phase Modules A+ and A– On at the Same Time
Inverter 11, Phase A phase modules (P11A+ and P11A–) detected ON at the same time. The following items
Event 119, Subcode 05 – Inverter 11 Phase Module A– Did Not Turn ON When
Expected During VI Test
Inverter 11, Phase A– phase module (P11A–) did not turn on during VI test. The following items may cause
this event:
1. Check Inverter 11, Phase A– phase module (P11A–) and phase fuses (F11A1 and F11A2) as described
Expected During Normal Operation
Inverter 11, Phase A– phase module (P11A–) did not turn on during normal operation. The following items
65
Event 119, Subcode 07 – Gate Drive Power Supply Problem on Inverter 11 Phase A– Phase
Module
Gate drive power for Inverter 11, Phase A– phase module (P11A–) is not on. The following items may cause
this event:
EVENT 120 – INVERTER 11, PHASE A– ERROR

An error in Inverter 11 Phase A– has been detected. The phase module has failed to follow command and
turn OFF while the DC Link is energized. The following items may cause this event:
1. Check Inverter 11 phase module P11A– and phase fuses (F11A1 and F11A2) for short or open circuit as
EVENT 121 – INVERTER 11, PHASE A CURRENT ERROR

An error in Inverter 11, Phase A current has been detected as described by the Subcodes of this event.
Event 121, Subcode 01 – Inverter 11, Phase A Current Sensor Failed During VI Test
During VI test, Inverter 11, Phase A current sensor (CM11A) did not register current. The following items
this publication.
2. Check Inverter 11 phase modules P11A + and P11A– and phase fuses (F11A1 and F11A2) for short or
66
Event 121, Subcode 02 – Inverter 11, Phase A Current Sensor Signal Did Not Zero
Before Inverter Starts Operating
Inverter 11, Phase A current sensor signal did not zero prior to the inverter operation. The following items
this publication.
Event 121, Subcode 03 – Inverter 11, Phase A Current Signal Too High
Current feedback from Inverter 11, Phase A is higher than expected. The following items may cause this
event:
this publication.
EVENT 123 – INVERTER 1, PHASE A VOLTAGE PROBLEM DETECTED

A problem has been detected with Phase A voltage of Inverter 1 as described by the Subcodes of this event.
Event 123, Subcode 01 – Inverter 1, Phase A Voltage Sensor Failed During VI Test
Inverter 1, Phase A voltage feedback was incorrect during VI test. The following items may cause this event:
2. Check Inverter 1 (Inverter 11 and Inverter 12) phase modules (P11A+, P11A–, P12A+, and P12A–) and
phase fuses (F11A1 & F11A2, and F12A1 & F12A2) for short or open circuit as described in section
4.14. PHASE MODULE (IGBT) CHECKS in this publication.
Event 123, Subcode 02 – Inverter 1, Phase A Voltage Too High

Inverter 1 (Inverter 11 and Inverter 12), Phase A voltage feedback is higher than expected. The following
67
EVENT 125 – A PROBLEM WITH INVERTER 11, PHASE B HAS BEEN DETECTED
A problem with Phase B of Inverter 11 voltage or amperage feedback has been detected as described by the
Event 125, Subcode 01 – Inverter 11, Phase B Phase Module is ON When

Commanded OFF
Inverter 11, Phase B phase module (P11B+ or P11B–) is ON when commanded OFF. The following items
publication.
Event 125, Subcode 02 – Inverter 11, Phase B Excessive Current Detected

Inverter 11, Phase B has excessive current feedback. The following items may cause this event:
1. Check wheel Speed Sensor 1 (SS1) and described in section 4.6. WHEEL SPEED SENSORS in this
publication.
Event 125, Subcode 04 – Inverter 11, Phase B+ Phase Module is in Saturation

Operation
Inverter 11, Phase B+ phase module is switching modes from ON to OFF while the command is ON. The
this publication.
2. Check Inverter 11 Phase B phase modules (P11B+ and P11B–) and phase fuses (F11B1 and F11B2) as
68
3. Check Inverter 12 phase module P12B– as described in section 4.14. PHASE MODULE (IGBT)
Event 125, Subcode 05 – Inverter 11, Phase B– Phase Module is in Saturation

Operation
Inverter 11, Phase B– phase module is switching modes from ON to OFF while the command is ON. The
this publication.
3. Check Inverter 12 phase module P12B+ as described in section 4.14. PHASE MODULE (IGBT)
EVENT 126 – INVERTER 11, PHASE B POSITIVE (+) PROBLEM DETECTED

A problem with Phase B+ of Inverter 11 voltage or amperage feedback has been detected as described by
Event 126, Subcode 01 – Inverter 11, Phase B+ Phase Module Did Not Turn Off When
Expected
During normal operation, Inverter 11, Phase B+ phase module did not turn off when expected. The following
1. Check Inverter 11, Phase B+ phase module (P11B+) and phase fuses (F11B1 and F11B2) for short or
During VI test, Inverter 11, Phase B+ phase module did not turn off when expected. The following items may
cause this event:
69
Event 126, Subcode 03 – Inverter 11, Phase B+ Phase Module Failed During VI Test
During VI test, Inverter 11, Phase B+ phase module failed the testing. The following items may cause this
event:
Event 126, Subcode 04 – Inverter 11, Phase B+ Phase Module ON When Phase
Module B– is also ON
Inverter 11, Phase B+ phase module (P11B+) detected ON at the same time as phase module B– (P11B–).
publication.
Event 126, Subcode 05 – Inverter 11, Phase B+ Phase Module Did Not Turn OFF
When Expected
During VI test, Inverter 11, Phase B+ phase module (P11B+) was not OFF when commended. The following
Event 126, Subcode 06 – Inverter 11, Phase B+ Did Not Turn ON When Expected.
Inverter 11, Phase B+ remained OFF when commanded ON. The following items may cause this event:
Event 126, Subcode 07 – Gate Drive Power Supply Problem Detected With Inverter
11, Phase B+ Phase Module
A problem with gate drive power to Inverter 11, Phase B phase module (P11B+) has been detected. The
70
position. Check GDPC1 power supply as described in section 4.14. PHASE MODULE (IGBT) CHECKS
2. Check Gate Drive Power Converter 1 (GDPC1) Circuit Breaker 1 (CB1) power circuit to the phase
modules as described in section 4.8. GATE DRIVE POWER CONVERTER (GDPC) in this publication.
EVENT 127 – INVERTER 11, PHASE B PHASE MODULE PROBLEM DETECTED

A problem with a Phase B of Inverter 11 voltage or amperage feedback has been detected as described by
When Expected and DC Link Energized
Inverter 11, Phase B+ phase module (P11B+) did not turn off and the DC Link is energized. The following
2. Check Inverter 11, Phase B+ phase module (P11B+) and phase fuses (P11B1 and P11B2) for short or
Event 127, Subcode 07 – Inverter 11, Phase B+ Phase Module (P11B+) Edge Delay is
Out of Range
Inverter 11, Phase B+ phase module (P11B+) is not properly synchronized in the dual IGBT drive control.
1. Check Inverter 11, Phase B phase modules (P11B+ and P11B–) and phase fuses (P11B1 and P11B2)
publication.
Event 127, Subcode 08 - Inverter 11, Phase B– Phase Module (P11B–) Edge Delay is
Out of Range
Inverter 11, Phase B– phase module (P11B–) is not properly synchronized in the dual IGBT drive control.
publication.
71
EVENT 128 – INVERTER 11, PHASE B NEGATIVE (–) PROBLEM DETECTED

A problem with Inverter 11, Phase B– phase module (P11B–) voltage or amperage feedback has been
detected as described by the Subcodes of this event.
Event 128, Subcode 01 – Inverter 11, Phase B– phase module Did Not Turn OFF
When Expected
Inverter 11, Phase B– phase module (P11B–) did not turn OFF when commanded. The following items may
cause this event:
1. Check Inverter 11, Phase B– phase module (P11B–) and phase fuses (F11B1 and F11B2) for short or
Event 128, Subcode 02 – Inverter 11, Phase B– Phase Module Did Not Turn OFF
Inverter 11, Phase B– phase module (P11B–) did not turn OFF when commanded during VI test. The
Event 128, Subcode 03 – Inverter 11, Phase B– Phase Module Failed in VI Test
Inverter 11, Phase B– phase module (P11B–) failed during VI test. The following items may cause this event:
Event 128, Subcode 04 – Inverter 11, Phase B– Phase Module Detected ON at the
Same Time as Phase B+
Inverter 11, Phase B+ and B– phase modules (P11B+ and P11B–) are ON at the same time. The following
publication.
72
During VI Test
When Expected
cause this event:
Event 128, Subcode 07 – Inverter 11, Phase B– Phase Module Gate Drive Power
Supply Problem
Inverter 11, Phase B– phase module (P11B–) gate drive power problem has been detected. The following
EVENT 129 – INVERTER 11, PHASE B– PHASE MODULE DID NOT TURN OFF WHEN
EXPECTED WHILE THE DC LINK IS ENERGIZED
Inverter 11, Phase B– phase module (P11B–) did not turn OFF when commanded and DC Link is energized.
73
EVENT 130 – INVERTER 11,PHASE B CURRENT SENSOR PROBLEM DETECTED

A problem with current levels of Inverter 11, Phase B has been detected as described by the Subcodes of
this event.
Event 130, Subcode 01 – Inverter 11, Phase B Current Sensor Failed During VI Test
Inverter 11, Phase B current sensor (CM11B) failed in VI testing. The following items may cause this event:
1. Check Inverter 11, Phase B current sensor (C11B) as described in section 4.5. CURRENT SENSORS in
this publication.
publication.
Event 130, Subcode 02 – Inverter 11, Phase B Current Sensor is Not Zero at Inverter
Startup
Inverter 11, Phase B current sensor (CM11B) was not at zero amps at inverter startup. The following items
this publication.
publication.
Event 130, Subcode 03 – Inverter 11, Phase B Current Sensor Signal Too High
Inverter 11, Phase B current sensor (CM11B) signal is higher than expected. The following items may cause
this event:
1. Check Inverter 11, Phase B current sensor (CM11B) as described in section 4.5. CURRENT SENSORS
publication.
74
EVENT 132 – INVERTER 1, PHASE B VOLTAGE PROBLEM DETECTED
A problem with voltage levels of Inverter 1, Phase B has been detected as described by the Subcodes of this
event.
Event 132, Subcode 01 – Inverter 1, Phase B Voltage Sensor Failed During VI Test
During VI testing, Inverter 1, Phase B voltage sensor (VAM1) did not register the correct voltage. The
2. Check Inverter 1 (Inverter 11 and Inverter 12), Phase B phase modules (P11B+, P11B–, P12B+, and
P12B–) and phase fuses (F11B1 & F11B2, and F12B1 & F12B2) for short or open circuit as described in
section 4.14. PHASE MODULE (IGBT) CHECKS in this publication.
Event 132, Subcode 02 – Inverter 1, Phase B Voltage Sensor Signal Too High
Inverter 1, Phase B voltage sensor (VAM1) signal is higher than expected. The following items may cause
this event:
EVENT 134 – INVERTER 11, PHASE C PROBLEM DETECTED

A problem with Phase C of Inverter 11 voltage or amperage feedback has been detected as described by the
Event 134, Subcode 01 – Inverter 11, Phase C Phase Module was ON when
Commanded OFF
Inverter 11, Phase C phase module (P11C+ or P11C–) was ON when commanded OFF. The following items
publication.
75
Event 134, Subcode 02 – Inverter 11, Phase C Excessive Current Detected
Inverter 11, Phase C current sensor (CM11C) signal indicates excessive current. The following items may
cause this event:
1. Check wheel Speed Sensor 1 (SS1) as described in section 4.6. WHEEL SPEED SENSORS in this
publication.
this publication.
Event 134, Subcode 04 – Inverter 11, Phase C+ Phase Module is in Saturation

Operation
Inverter 11, Phase C+ phase module (P11C+) was ON when commanded but switched OFF due to high
current. The following items may cause this event:
publication.
2. Check Inverter 12 phase module P12C– as described in section 4.14. PHASE MODULE (IGBT)
this publication.
Event 134, Subcode 05 – Inverter 11, Phase C– Phase Module is in Saturation

Operation
Inverter 11, Phase C– phase module (P11C–) was ON when commanded but switched OFF due to high
publication.
2. Check Inverter 12 phase module P12C+ as described in section 4.14. PHASE MODULE (IGBT)
this publication.
76
EVENT 135 – INVERTER 11, PHASE C POSITIVE (+) PROBLEM DETECTED
A problem with Phase C+ of Inverter 11 voltage or amperage feedback has been detected as described by
Event 135, Subcode 01 – Inverter 11, Phase C+ Phase Module Did Not Turn OFF
When Expected
Inverter 11, Phase C+ phase module (P11C+) remained ON when commanded OFF. The following items
1. Check Inverter 11, Phase C+ phase module (P11C+) and phase fuses (F11C1 and F11C2) for short or
Event 135, Subcode 02 – During VI Test, Inverter 11, Phase C+ Phase Module Did
Not Turn OFF When Expected
Inverter 11, Phase C+ phase module (P11C+) did turn OFF when commanded during VI test. The following
Event 135, Subcode 03 – Inverter 11, Phase C+ Phase Module Failed in VI Test
Inverter 11, Phase C+ phase module (P11C+) did function properly during VI testing. The following items
Event 135, Subcode 04 – Inverter 11, Phase C+ and Phase C– Phase Modules on
Simultaneously
Inverter 11, Phase C+ and C– phase modules (P11C+ and P11C–) are ON at the same time. The following
F11C2) for short or open circuit as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this
publication.
77
Event 135, Subcode 05 – Inverter 11, Phase C+ Did Not Turn ON When Expected in
VI Test. The following items may cause this event:
Inverter 11, Phase C+ phase module (P11C+) did not turn OFF when expected during VI testing. The
when commanded During Normal Operation
Inverter 11, Phase C+ phase module (P11C+) remained ON when commanded OFF during normal
operation. The following items may cause this event:
Event 135, Subcode 07 – Inverter 11, Phase C+ Phase Module Gate Drive Power
Supply Problem Detected
Inverter 11, Phase C+ phase module (P11C+) problem detected with gate drive power from the Gate Drive
Power Converter 1 (GDPC1). The following items may cause this event:
EVENT 136 – INVERTER 11, PHASE C PHASE MODULE PROBLEM DETECTED

A problem with Phase C phase module of Inverter 11 voltage or amperage feedback has been detected as
described by the Subcodes of this event.
Event 136, Subcode 06 – Inverter 11, Phase Module C+ Did Not Turn OFF When
Expected While the DC Link is Energized
Inverter 11, Phase C+ phase module (P11C+) did not turn OFF and the DC Link is energized. The following
78
Event 136, Subcode 07 – Inverter 11, Phase C+ Phase Module Edge Delay is Out of
Range
Inverter 11, Phase C+ phase module (P11C+) is not properly synchronized in the dual IGBT drive control.
publication.
Event 136, Subcode 08 – Inverter 11, Phase C– Phase Module Edge Delay is Out of
Range
Inverter 11, Phase C– phase module (P11C–) is not properly synchronized in the dual IGBT drive control.
publication.
EVENT 137 – INVERTER 11, PHASE C– PHASE MODULE PROBLEM DETECTED

A problem with Inverter 11, Phase C– phase module voltage or amperage feedback has been detected as
Event 137, Subcode 01 – Inverter 11, Phase C– Phase Module Did Not Turn OFF
When Expected
Inverter 11, Phase C– phase module (P11C–) did not turn OFF when expected during normal operation. The
2. Check Inverter 11, Phase C– phase module (P11C–) and phase fuses (F11C1 and F11C2) for short or
79
Inverter 11, Phase C– phase module did not turn OFF when commanded during VI test. The following items
Event 137, Subcode 03 – Inverter 11 Phase C– Phase Module Failed During VI Test
During VI testing, Inverter 11, Phase C– phase module failed to function properly. The following items may
cause this event:
Event 137, Subcode 04 – Inverter 11, Phase C+ and C– Phase Modules ON

Simultaneously
publication.
During VI test, Inverter 11, Phase C– phase module (P11C–) did not turn OFF when commanded. The
When Commanded
During normal operation, Inverter 11, Phase C– phase module (P11C–) did not turn OFF when commanded.
80
Event 137, Subcode 07 – Inverter 11, Phase C– Phase Module Gate Drive Power
Inverter 11, Phase C– phase module (P11C–) problem detected with gate drive power from the Gate Drive
EVENT 138 – INVERTER 11, PHASE C– PHASE MODULE DID NOT TURN OFF WHEN
EXPECTED AND DC LINK IS ENERGIZED
Inverter 11, Phase C– phase module (P11C–) did not turn off when commanded and the DC Link is
energized. The following items may cause this event:
EVENT 139 – INVERTER 11, PHASE C CURRENT SENSOR FAILED IN VI TEST

Inverter 11, Phase C current sensor (CM11C) failed to function properly during VI Test as described by the
Event 139, Subcode 01 – Inverter 11, Phase C current sensor (CM11C) failed during
VI test
During VI test, Inverter 11, Phase C current sensor (CM11C) has failed to function properly. The following
this publication.
81
publication.
Event 139, Subcode 03 – Inverter 11, Phase C Current Sensor Signal is Higher Than
Expected
Inverter 11, Phase C current sensor (CM11C) feedback signal is higher than expected. The following items
this publication.
publication.
EVENT 141 – INVERTER 1, PHASE C VOLTAGE SENSOR PROBLEM DETECTED

A problem with Inverter 1, Phase C voltage feedback has been detected as described by the Subcodes of
this event.
Event 141, Subcode 01 – Inverter 1, Phase C Voltage Sensor Failed During VI Test
Inverter 1 (Inverter 11 and Inverter 12), Phase C voltage sensor (VAM1) did not function properly during VI
test. The following items may cause this event:
2. Check Inverter 1 (Inverter 11 and Inverter 12) phase modules (P11C+, P11C–, P12C+, and P12C–) and
phase fuses (F11C1 & F11C2, and F12C1 & F12C2) for short or open circuit as described in section
Event 141, Subcode 02 – Inverter 1, Phase C Voltage Sensor Feedback Higher Than
Expected
During normal operation, Inverter 1 (Inverter 11 and Inverter 12), Phase C voltage sensor (VAM1) feedback
was too high. The following items may cause this event:
82
EVENT 143 – TRACTION MOTOR 1 SPEED SENSOR PROBLEM DETECTED

A problem with Speed Sensor 1 (SS1) for Traction Motor 1 (TM1) (left wheel) has been detected as
Event 143, Subcode 01 – Traction Motor 1 Speed Sensor 1 (SS1) Rate of Change is
Too High
Traction Motor 1 (TM1) (left wheel) Speed Sensor 1 (SS1) rate of change is too high. The following items
1. Check Speed Sensor 1 (SS1) cables for loose connection at connectors in the axle box, at the speed
sensor, and at the control cabinet.
2. Check Speed Sensor 1 (SS1) as described in section 4.6. WHEEL SPEED SENSORS in this publication.
Event 143, Subcode 02 – Traction Motor 1 Speed Sensor 1 (SS1) Indicates Zero
Speed While Truck is Moving
Traction Motor 1 (TM1) (left wheel) Speed Sensor 1 (SS1) indicates zero speed while other speed sensors
(SS2, SS3, and SS4) indicate the truck is moving. The following items may cause this event:
4. Traction Motor Control 2 (TMC2) card, slot 12, may be bad. Feedback from SS2 goes to this card.
Replace the card.
5. Truck Control Interface (TCI) Analog I/O card, slot 8, may be bad. Feedbacks from speed sensors SS3
and SS4 goes to this card. Replace the card.
Event 143, Subcode 03 – Traction Motor 1 Speed Sensor 1 (SS1) Feedback signal is
Intermittent
Traction Motor 1 (TM1) (left wheel) Speed Sensor 1 (SS1) feedback signal is intermittent to the control
system. The following items may cause this event:
83
EVENT 148 – CHOPPER MODULE 1 (CM1) PROBLEM DETECTED
Chopper Module 1 (CM1) problem detected as described by the Subcodes of this event.
Event 148, Subcode 01 – Chopper Module 1 (CM1) Did Not Turn OFF
CM1 did not turn OFF when expected while controlled by Inverter 1 CPU card (TMC1). The following items
1. Check Chopper Module 1 (CM1) for short or open circuit. A chopper module test is similar to a phase
module test. Refer to section 4.14. PHASE MODULE (IGBT) CHECKS in this publication for detailed
checks.
2. Check Chopper Diode 1 (CD1) for short or open circuit.
Event 148, Subcode 02 – Chopper Module 1 (CM1) Did Not Turn ON

CM1 did not turn ON when expected while controlled by Inverter 1 CPU card (TMC1). The following items
1. Check Chopper Module 1 (CM1) for short or open circuit. The chopper module is similar to a phase
module test. Refer to section 4.14. PHASE MODULE (IGBT) CHECKS in this publication for details to
check a module.
Event 148, Subcode 07 – Chopper Module 1 (CM1) Did Not Turn OFF With DC Link
Energized
CM1 did not turn OFF when expected with DC Link energized and while controlled by Inverter 1 CPU card
(TMC1). The following items may cause this event:
2. Check Chopper Module 1 (CM1) for short or open circuit. The chopper module test is similar to a phase
check a module.
EVENT 150 – CHOPPER MODULE 2 ERROR DETECTED

84
check a module.

check a module.
Energized
CM2 did not turn OFF when expected with DC Link energized while controlled by Inverter 1 CPU card
check a module.
EVENT 153 – TRACTION MOTOR 1 (TM1) PROBLEM DETECTED

A problem with Traction Motor 1 (TM1) has been detected as described by the Subcodes of this event.
Event 153, Subcode 01 – TM1 Circuit Open

The TM1 (left wheel) circuit is open during VI Test. The following items may cause this event:
85
1. Check TM1 power cables and electric motor for open circuits. To check the cables and motor:
a. Disconnect TM1 three power cables on the rear lower panel of the control cabinet.
b. Measure the resistance between the three phase cables to the motor. A standard meter cannot
read the exact resistance of the motor stator fields but will indicate if there is an open in the
cables or stator fields.
c. If an open circuit is detected by the meter, remove the motor power cables from the connections
on the gear case cover in the axle box.
d. Measure the resistance between the three phase cables to the motor. A standard meter cannot
e. If the motor does not have an open circuit, a power cable may be open between the control and
the axle box. Check the motor cables between the motor and the control cabinet.
3. Check Inverter 1 (Inverter 11 and Inverter 12) current modules (CM11A, CM11B, CM11C, CM12A,
4. Check Inverter 1 (Inverter 11 and Inverter 12) phase modules (P11A+, P11A–, P11B+, P11B–, P11C+,
P11C–, P12A+, P12A–, P12B+, P12B–, P12C+, and P12C–) and phase fuses (F11A1 – F12C2, all
Inverter 1 phase fuses) as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this
publication.
Event 153, Subcode 02 – TM1 Circuit Shorted

The TM1 circuit is shorted during VI Test. The following items may cause this event:
1. Check TM1 power cables and electric motor for a short. To check the cables and motor:
a. Disconnect the power cables from the gear case cover in the axle box
b. Check the resistance between the cables from the control cabinet. Low ohm reading indicates
the cables are shorted together between the control and the axle box. Megger the circuit if the
multimeter does not detect a ground or short in the power cables.
c. The resistance of the motor cannot be checked with a standard meter.
publication.
86
EVENT 164 – INVERTER 12, PHASE A PHASE MODULE FAULT

Inverter 12, Phase A phase module (A+ or A–) Fault occurred as described by the Subcodes of this event.
Event 164, Subcode 01 – Inverter 12, Phase A Phase Module is ON When

Commanded OFF
Inverter 12, Phase A phase module (A+ or A–) is on when commanded off. The following items may cause
this event:
publication.
Event 164, Subcode 02 – Inverter 12, Phase A Phase Module Over Current Detected
Inverter 12, Phase A phase module (A+ or A–) Over Current. The following items may cause this event:
publication.
this publication.

Operation
Inverter 12, Phase A+ phase module (P12A+) was ON when commanded but switched OFF due to high
publication.
this publication.
87
Operation
Inverter 12, Phase A– phase module (P12A–) was ON when commanded but switched OFF due to high
publication.
this publication.
EVENT 165 – INVERTER 12, PHASE A+ PHASE MODULE FAULT

Inverter 12, Phase A+ phase module has faulted as described by the Subcodes of this event.
Event 165, Subcode 01 – Inverter 12, Phase A+ Phase Module Did Not Turn OFF
When Expected
Inverter 12, Phase A+ phase module (P12A+) did not turn OFF when commanded. The following items may
cause this event:
1. Check Inverter 12, Phase A+ phase module (P12A+) and phase fuses (F12A1 and F12A2) for open or
short circuit as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this publication.
3. Traction Motor Control 1 (TMC1), slot 11, may be bad. Replace the card.
Inverter 12, Phase A+ phase module (P12A+) did not turn OFF when commanded during VI test. The
During VI test, Inverter 12, Phase A+ phase module (P12A+) did not function properly. The following items
88
Event 165, Subcode 04 – Inverter 12, Phase A+ and A– Phase Modules are ON at the
Same Time
Inverter 12, Phase A+ and A– phase module (P12A+ and P12A–) are ON simultaneously. The following
F12A2) for open or short circuit as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this
publication.
Event 165, Subcode 05 – Inverter 12, Phase A+ Phase Module Did Not Turn ON
When Commanded During VI Test
During VI test, Inverter 12, Phase A+ phase module (P12A+) did not turn ON when commanded. The
When Expected
During normal operation, Inverter 12, Phase A+ phase module (P12A+) did not turn ON when commanded.
Event 165, Subcode 7 – Inverter 12, Phase A+ Phase Module Gate Drive Power
Inverter 12, Phase A+ phase module problem detected with gate drive power from Gate Drive Power
Converter 1 (GDPC1). The following items may cause this event:
89
EVENT 166 – INVERTER 12, PHASE A+ PHASE MODULE DID NOT TURN OFF WHILE DC
LINK IS ENERGIZED
Inverter 12, Phase A+ phase module (P12A+) remained ON when commanded OFF and the DC Link is
EVENT 167 – INVERTER 12, PHASE A– PHASE MODULE FAULT

Inverter 12, Phase A– phase module (P12A–) Faulted as described by the Subcode of this event.
Event 167, Subcode 01 – Inverter 12, Phase A– Phase Module Not OFF When
Expected
Inverter 12, Phase A– phase module (P12A–) did not turn OFF when commanded. The following items may
cause this event:
1. Check Inverter 12, Phase A– phase module (P12A–) and phase fuses (F12A1 and F12A2) for open or
Event 167, Subcode 02 – Inverter 12, Phase A– Did Not Turn OFF When Expected
During VI Test
Inverter 12, Phase A– phase module (P12A–) did not turn OFF when expected during VI test. The following
Event 167, Subcode 03 – Inverter 12, Phase A– Failed During VI Test

During VI test, Inverter 12, Phase A– failed to function properly. The following items may cause this event:
90
Event 164, Subcode 04 – Inverter 12, Phase A+ and A– Phase Modules ON at the
Same Time
Inverter 12, Phase A+ and A– phase modules (P12A+ and P12A–) are ON simultaneously. The following
publication.
Event 167, Subcode 05 – Inverter 12, Phase A– Phase Module Did Not Turn ON When
During VI test, Inverter 12, Phase A– phase module (P12A–) did not turn ON when commanded. The
During normal operation, Inverter 12, Phase A– phase module (P12A–) did not turn ON when commanded.
Event 167, Subcode 07 – Inverter 12, Phase A– Phase Module Gate Drive Power
91
EVENT 168 – INVERTER 12, PHASE A– PHASE MODULE DID NOT TURN OFF WHILE DC
LINK IS ENERGIZED
Inverter 12, Phase A– phase module (P12A–) remained ON when commanded OFF and the DC Link is
EVENT 169 – INVERTER 12, PHASE A CURRENT SENSOR FAULT

Inverter 12, Phase A current sensor (CM12A) has faulted as described by the Subcodes of this event.
Event 169, Subcode 01 – Inverter 12, Phase A Current Sensor Failed during VI Test
During VI test, Inverter 12 Phase A current sensor (CM12A) did not function properly. The following items
1. Check Inverter 12, Phase A current sensor (CM12A) as described in section 4.5. CURRENT SENSORS
publication.
Event 169, Subcode 02 – Inverter 12, Phase A Current Sensor Did Not Zero Prior to
Inverter Operation
Inverter 12, Phase A current sensor (CM12A) was not zero feedback at inverter startup. The following items
publication.
92
Event 169, Subcode 03 – Inverter 12, Phase A Current Sensor Signal Too High
Inverter 12, Phase A current sensor (CM12A) signal is higher than expected. The following items may cause
this event:
publication.
EVENT 173 – INVERTER 12, PHASE B PHASE MODULE FAULT

Inverter 12, Phase B phase modules (P12B+ or P12B–) has faulted as described by the Subcodes of this
event.

Commanded OFF
F12B2) for open or short circuit as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this
publication.
Event 173, Subcode 02 – Inverter 12, Phase B Current Sensor Over Current Detected
Inverter 12, Phase B current sensor (CM12B) feedback is too high. The following items may cause this
event:
93
Operation
Inverter 12, Phase B+ phase module (P12B+) was ON when commanded but switched OFF due to high
publication.

Operation
Inverter 12, Phase B– phase module (P12B–) was ON when commanded but switched OFF due to high
publication.
EVENT 174 – INVERTER 12, PHASE B+ PHASE MODULE FAULT

Inverter 12, Phase B+ phase module (P12B+) has faulted as described by the Subcodes of this event.
Event 174, Subcode 01 – Inverter 12, Phase B+ Did Not Turn OFF When Expected
Inverter 12, Phase B+ phase module (P12B+) did not turn OFF when expected. The following items may
cause this event:
1. Check Inverter 12, Phase B+ phase module (P12B+) and phase fuses (F12B1 and F12B2) for open or
94
During VI Test
During VI test, Inverter 12, Phase B+ phase module (P12B+) did not turn OFF when expected. The following
During VI test, Inverter 12, Phase B+ phase module (P12B+) failed to function properly. The following items
Event 174, Subcode 04 – Inverter 12, Phase B+ and B– Phase Modules are ON at the
Same Time
Inverter 12, Phase B+ and B– phase modules (P12B+ and P12B–) are ON simultaneously. The following
publication.
Event 174, Subcode 05 – Inverter 12, Phase B+ Phase Module Did Not Turn ON
During VI test, Inverter 12, Phase B+ phase module (P12B+) did not turn ON when commanded. The
Event 174, Subcode 06 – Inverter 12, Phase B+ Phase Module Did Not turn ON When
During normal operation, Inverter 12, Phase B+ phase module (P12B+) did not turn ON when commanded.
95
Event 174, Subcode 07 – Inverter 12, Phase B+ Phase Module Gate Drive Power
Inverter 12, Phase B+ phase module (P12B+) problem detected with gate drive power from Gate Drive
EVENT 175 – INVERTER 12, PHASE B+ PHASE MODULE DID NOT TURN OFF WHEN
EXPECTED AND THE DC LINK IS ENERGIZED
Inverter 12, Phase B phase module (P12B+) did not turn OFF when commanded and the DC Link is
EVENT 176 – INVERTER 12, PHASE B– PHASE MODULE FAULT

Inverter 12, Phase B– phase module (P12B–) has faulted as described by the Subcodes of this event.
When Expected
cause this event:
1. Check Inverter 12, Phase B– phase module (P12B–) and phase fuses (F12B1 and F12B2) for open or
96
During VI Test
During VI test, Inverter 12, Phase B– phase module (P12B–) did not turn OFF when commanded. The
Event 176, Subcode 03 – Inverter 12, Phase B– Phase Module Failed During VI Test
During VI test, Inverter 12, Phase B– phase module (P12B–) did not function properly. The following items
Event 176, Subcode 04 – Inverter 12, Phases B+ and B– Phase Modules ON at the
Same Time
Inverter 12, Phases B+ and B– phase modules (P12B+ and P12B–) are ON simultaneously. The following
1. Check Inverter 12, Phases B+ and B– phase modules (P12B+ and P12B–) and phase fuses (F12B1 and
publication.
Event 176, Subcode 05 – Inverter 12, Phase B– Phase Module Did Not Turn ON When
During VI test, Inverter 12, Phase B– phase module (P12B–) did not turn ON when commanded. The
During normal operation, Inverter 12, Phase B– phase module (P12B–) did not turn ON when commanded.
97
Event 176, Subcode 07 – Inverter 12, Phase B – Phase Module Gate Drive Power
Inverter 12, Phase B– phase module (P12B–) problem detected with gate drive power from Gate Drive
Inverter 12, Phase B– phase module (P12B–) did not turn OFF when commanded and the DC Link is
EVENT 178 – INVERTER 12, PHASE B CURRENT SENSOR FAULT

Inverter 12, Phase B current sensor (CM12B) has faulted as described by the Subcodes of this event.
During VI test, Inverter 12, Phase B current sensor (CM12B) did not function properly. The following items
publication.
98
Event 178, Subcode 02 – Inverter 12, Phase B Current Sensor Signal Not Zero at
Inverter Startup
Inverter 12, Phase B current sensor (CM12B) feedback was not at zero at inverter startup. The following
publication.
Event 178, Subcode 03 – Inverter 12, Phase B Current Sensor Feedback Signal Too
High
Inverter 12 Phase B, current sensor (CM12B) feedback signal was higher than expected. The following items
publication.
EVENT 182 – INVERTER 12, PHASE C PHASE MODULE FAULT

Inverter 12, Phase C phase module (P12C+ or P12C–) has faulted as described by the Subcodes of this
event.
Event 182, Subcode 01 – Inverter 12, Phase C Phase Module ON When Commanded
OFF
Inverter 12, Phase C phase module (P12C+ or P12C–) is ON when commanded OFF. The following items
1. Check Inverter 12, Phases C+ and C– phase modules (P12C+ and P12C–) and phase fuses (F12C1 and
F12C2) for open or short circuit as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this
publication.
99
Event 182, Subcode 02 – Inverter 12, Phase C Excessive Current
Inverter 12, Phase C current sensor (CM12C) indicates excessive current. The following items may cause
this event:
1. Check wheel Speed Sensor 1 (SS1) for Traction Motor 1 (TM1) (left) as described in section 4.6.
WHEEL SPEED SENSORS in this publication.
2. Check Inverter 12, Phase C current sensor (CM12C) as described in section 4.5. CURRENT SENSORS

Operation
publication.
2. Check Inverter 11, Phase C– phase module (P11C–) and phase fuses (F11C1 and F11C2) as described
in section 4.14. PHASE MODULE (IGBT) CHECKS in this publication. This phase module may
contribute to the excessive current in Inverter 12 Phase C+.

Operation
publication.
2. Check Inverter 11, Phase C+ phase module (P11C+) and phase fuses (F11C1 and F11C2) as described
in section in this publication. This phase module may contribute to the excessive current in Inverter 12
Phase C–.
100
EVENT 183 – INVERTER 12, PHASE C+ PHASE MODULE FAULT
Inverter 12, Phase C+ phase module (P12C+) has faulted as described by the Subcodes of this event.
When Expected
Inverter 12, Phase C+ phase module (P12C+) did not turn OFF when commanded. The following items may
cause this event:
1. Check Inverter 12, Phase C+ phase module (P12C+) and phase fuses (F12C1 and F12C2) for open or
During VI Test
During VI test, Inverter 12, Phase C+ phase module (P12C+) did not turn OFF when commanded. The
Event 183, Subcode 03 – Inverter 12, Phase C+ Phase Module Failed to Function
Properly During VI Test
During VI test, Inverter 12, Phase C+ phase module (P12C+) failed to function properly. The following items
Event 183, Subcode 04 – Inverter 12,, Phase C+ and C– Phase Modules ON at the
Same Time
publication.
101
Event 183, Subcode 05 – Inverter 12, Phase C+ Phase Module Did Not Turn ON
During VI Test
During VI Test, Inverter 12, Phase C+ phase module (P12C+) did not turn ON when commanded. The
When Expected
During normal operation, Inverter 12, Phase C+ phase module did not turn ON when commanded. The
Supply Problem
Inverter, 12 Phase C+ phase module (P12C+) problem detected with gate drive power from Gate Drive
EVENT 184 – INVERTER 12, PHASE C+ PHASE MODULE NOT OFF WHEN EXPECTED
WITH DC LINK ENERGIZED
Inverter 12, Phase C+ phase module (P12C+) did not turn OFF when commanded and the DC Link is
102
EVENT 185 – INVERTER 12, PHASE C– PHASE MODULE FAULT
Inverter 12, Phase C– phase module (P12C–) has faulted as described by the Subcodes of this event.
Event 185, Subcode 01 – Inverter 12, Phase C– Did Not Turn OFF When Expected
Inverter 12, Phase C– phase module (P12C–) did not turn OFF when commanded. The following items may
cause this event:
1. Check Inverter 12, Phase C– phase module (P12C–) and phase fuses (F12C1 and F12C2) for open or
During VI Test
Event 185, Subcode 03 – Inverter 12, Phase C– Phase Module Failed During VI Test
During VI test, Inverter 12, Phase C– phase module (P12C–) failed to function properly. The following items
Event 185, Subcode 04 – Inverter 12, Phase C+ and C– Phase Modules ON at the
Same Time
Inverter 12, Phase C+ and C– phase modules (P12C+ and P12C–) ON at the same time. The following items
1. Check Inverter 12 Phase C+ and C– phase modules (P12C+ and P12C–) and phase fuses (F12C1 and
publication.
103
Event 185, Subcode 05 – Inverter 12, Phase C– Phase Module Not OFF When
Event 185, Subcode 06 – Inverter 12, Phase C– Phase Module Did Not Turn ON When
Expected
During normal operation, Inverter 12, Phase C– phase module (P12C–) did not turn ON when commanded.
Supply Problem
Inverter 12, Phase C– phase module (P12C–) problem detected with gate drive power from Gate Drive
EXPECTED WITH THE DC LINK ENERGIZED
Inverter 12, Phase C– phase module (P12C–) did not turn OFF when commanded and the DC Link is
104
EVENT 187 – INVERTER 12, PHASE C CURRENT SENSOR FAULT
Inverter 12, Phase C current sensor (CM12C) has faulted as described by the Subcodes of this event.
Event 187, Subcode 01 – Inverter 12, Phase C Current Sensor Failed During VI Test
During VI test, Inverter 12, Phase C current sensor (CM12C) failed to function properly. The following items
publication.
Event 187, Subcode 02 – Inverter 12, Phase C Current Sensor Feedback Not at Zero
at Inverter Startup
Inverter 12, Phase C current sensor (CM12C) feedback was not at zero at inverter startup. The following
publication.
Event 187, Subcode 03 – Inverter 12, Phase C Current Sensor Feedback Too High
publication.

A problem has been detected with Inverter 2, Traction Motor Control 2 (TMC2) card, slot 12. Replace the
card.
105
A problem has been detected with Inverter 2, Traction Motor Control 2 (TMC2) card, slot 12, as defined by
Event 201, Subcodes 1–12, 17–28 – Inverter 2, TMC2 Card Fault During VI Test
During VI test, a problem detected with the Traction Motor Control 2 (TMC2) card, slot 12. Replace the card.
Event 201, Subcodes 13 & 14 – TMC2 Card Indicates a Problem With Chopper
Modules Function
Chopper modules (CM1 and CM2) not functioning. Traction Motor Control 2 (TMC2) card, slot 12, may be
Event 201, Subcode 16 – Unexpected TMC2 Card Reset

The TMC2 card has reset. Traction Motor Control 2 (TMC2) card, slot 12, may be bad. Replace the card.

Traction Motor Control 2 (TMC2) card, slot 12, has experienced an error as described by the Subcodes of
this event.
Event 202, Subcodes 5, 8 Through 10 – Inverter 2, TMC2 Card Internal Error

The Inverter 2, TMC2 (slot 12) has an internal error. Traction Motor Control 2 (TMC2) card, slot 12, may be
Event 202, Subcode 11 – Inverter 21, Phase A Current Higher Than Expected
Inverter 21, Phase A has experienced high level current and the Inverter 2 (Inverter 21 and Inverter 22) has
this publication.
F21A2) as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this publication.
Event 202, Subcode 12 – Inverter 21, Phase B Current Higher Than Expected
Inverter 21, Phase B has experienced high level current and the Inverter 2 (Inverter 21 and Inverter 22) has
this publication.
F21B2) as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this publication.
106
Event 202, Subcode 13 – Inverter 21, Phase C Current Higher Than Expected
Inverter 21, Phase C has experienced high level current and the Inverter 2 (Inverter 21 and Inverter 22) has
this publication.
Event 202, Subcodes 14 and 15 – Inverter 12, Phase C Current Error

A problem with Phase C, Inverter 21 has been detected and Inverter 2 (Inverter 21 and Inverter 22) has been
this publication.
Event 202, Subcode 16 – Inverter 2 (Inverter 21 and inverter 22) Current Imbalance
During VI Test
During the VI test, a phase (Phase A, B, and C) current imbalance of Inverter 2 (Inverter 21 and Inverter 22)
three–phase output has been detected and Inverter 2 (Inverter 21 and Inverter 22) has been shutdown. The
1. If the truck is at new start up or a major mechanical component has been replaced, check the power
cable circuit to ensure the wiring has been correctly connected.
3. Check Inverter 21 current sensors CM21A, CM21B, and CM21C as described in section 4.5. CURRENT
4. Check phase fuses (F21A1 & 2, F21B1 & 2, and F21C1 & 2) for Inverter 21, Phase A, B, and C.
6. Check Inverter 22 current sensors CM22A, CM22B, and CM22C as described in section 4.5. CURRENT
7. Check phase fuses (F22A1 & A2, F22B1 & B2, and F22C1 & C2) for Inverter 22, Phase A, B, and C.
107
Event 202, Subcode 17 – Inverter 2 (Inverter 21 and Inverter 22) Phase Current
Imbalance During VI Test
Phase B has been detected. Inverter 2 (Inverter 21 and Inverter 22) has been shutdown. The following items
3. Check Inverter 21 current sensors CM21A and CM21B as described in section 4.5. CURRENT
4. Check phase modules for Inverter 21, Phase A and B (P21A+, P21A–, P21B+, and P21B–) as described
6. Check Inverter 22 current sensors CM22A and CM22B as described in section 4.5. CURRENT
7. Check phase modules for Inverter 22, Phase A and B (P22A+, P22A–, P22B+, and P22B–) as described
Event 202, Subcode 18 – Phase Current Imbalance During VI Test

Phase C has been detected. Inverter 2 (Inverter 21 and Inverter 22) has been shutdown. The following items
2. Check Inverter 21 current sensors CM21A and CM21C as described in section 4.5. CURRENT
4. Check phase modules for Inverter 21, Phase A and C (P21A+, P21A–, P21C+, and P21C–) as described
5. Check Inverter 22 current sensors CM22A and CM22C as described in section 4.5. CURRENT
7. Check phase modules for Inverter 22, Phase A and C (P22A+, P22A, P22C+, and P22C–) as described

TMC2 card, slot 12, has experienced an error as described by the Subcodes of this event.
108
Event 203, Subcodes 1–15, 23–27, 34, 35, 38–43, 50–56, and 63–65 – Traction Motor
Control 2 (TMC2) Card Indicates an Internal Fault
An internal error has been detected in the Traction Motor Control 2 (TMC2) card, slot 12. Replace the card.
Current of Inverter 21, Phase A is out of range of the expected value. The following items may cause this
event:
this publication.
2. Check Inverter 21, Phase A phase modules (P21A+ and P21A) and phase fuses (F21A1 and F21A2) as
Current of Inverter 21, Phase B is out of range of the expected value. The following items may cause this
event:
this publication.
Event 203, Subcode 21 –Traction Motor Control 2 (TMC2) Card Indicates Inverter 2,
DC Link Voltage is Higher Than Expected
DC Link Voltage feedback to Traction Motor Control 2 (TMC2) card, slot 12, is out of expected range. The
Phase A Voltage is Higher Than Expected
Inverter 2 (Inverter 21 and Inverter 22), Phase A voltage feedback to TMC2 card, slot 12, is out of expected
109
Phase B Voltage is Higher Than Expected
Inverter 2 (Inverter 21 and Inverter 22), Phase B voltage feedback to TMC2 card, slot 12, is out of expected
Phase C Voltage is Higher Than Expected
Inverter 2 (Inverter 21 and Inverter 22), Phase C voltage feedback to TMC2 card, slot 12, is out of expected
Event 203, Subcode 36 and 37 –Traction Motor Control 2 (TMC2) Card Indicates
Inverter 21, Phase C current sensor (CM21C) feedback to Traction Motor Control 2 (TMC2) card, slot 12, is
out of expected range. The following items may cause this event:
this publication.
Event 203, Subcode 57 and 58 –Traction Motor Control 2 (TMC2) Card Indicates
Inverter 22, Phase A current feedback to TMC2 card, slot 11, is out of expected range. The following items
this publication.
Event 203, Subcodes 59 and 60 –Traction Motor Control 2 (TMC2) Card Indicates
Inverter 22, Phase B current feedback to TMC2 card, slot 12, is out of expected range. The following items
110
this publication.
Event 203, Subcodes 61 and 62 –Traction Motor Control 2 (TMC2) Card Indicates
Inverter 22, Phase C current feedback to TMC2 card, slot 12, is out of expected range. The following items
this publication.
EVENT 204 – INVERTER 2 FIBER OPTIC CARD 2 (FODC2) ERROR

An error has been detected in the Fiber Optic Card 2 (FODC2), slot 13, as described by the Subcodes. If
frequent nuisance of this event are occurring without apparent cause, the problem may be induced voltages
in the DC power supply wires to the electronic unit. The induced voltages may be the result of routing of the
power supply wiring being to close to power cables. Check routing of the power supply wires to the electronic
unit.
Event 204, Subcode 01 – FODC2 Power Supply Voltage Out of Range

One of the Power Supply (PS) voltages to FODC2 is out of range. The following items may cause this event:
1. Check the power supply as described in section 4.7. 17FH41 POWER SUPPLY in this publication.
2. Positive (+) 24 VDC input to FODC1 is CND–57.
3. Negative (–) 24 VDC input to FODC1 is CND–58.
5. 5 VDC common input to FODC1 is card pin 15 from CNB–102.
7. Negative (–) 15 VDC input to FODC1 is card pin 12 from CNB–77.
Event 204, Subcode 02 – Fiber Optic Card 2 (FODC2) Enable Missing

The enable signal is a ground or common connection to card pin 205. Check and ensure the ground
connection is there.
111
EVENT 205 – INVERTER 2, TRACTION MOTOR CONTROL 2 (TMC2) POWER SUPPLY
ERROR
A power supply error to Traction Motor Control 2 (TM2) card has been detected as described by the
Event 205, Subcode 01 – Positive (+) 5 VDC to TMC2 is out of range

1. Check Fuse 3 (F3) on Traction Motor Control 2 (TMC2) card, slot 12.

The + 15VDC power to Traction Motor Control 2 (TMC2) card, slot 12, is out of range. The following items
Event 205, Subcode 03 – Negative (–) 15 VDC to TMC2 is out of range.

The – 15VDC power to TMC2 is out of range. The following items may cause this event:
Event 205, Subcode 06 – Positive (+) 24 Volts to FODC2 Card (Slot 13) for Inverter 2
is Out of Range
2. Check Fiber Optic Card 2 (FODC2), slot 13. FODC2 may be checked by running a PTU phase module
test as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this publication. Phase modules
for Inverter 1 (Inverter 11 and Inverter 12) are controlled by FODC1, slot 1. Phase modules for Inverter 2
(Inverter 21 and Inverter 22) are controlled by FODC2, slot 13. Replace FODC2 card if bad.
112
is Out of Range
The –24VDC power to Fiber Optic Card 2 (FODC2), slot 13, for Inverter 2 (Inverter 21 and Inverter 22) is out
of range. Phase current sensors for Inverter 2 (Inverter 21 and Inverter 22) are also supplied –24VDC from
Inverter 1 (Inverter 11 and Inverter 12) are controlled by FODC1, slot 1. Phase Modules for Inverter 2
(Inverter 21 and Inverter 22) are controlled by FODC2, slot 13. Replace FODC2 if bad.
Event 205, Subcode 08 – Positive (+) 24 Volts to FODC2 Card (Slot 13) for Inverter 2
is Out of Range
Event 205, Subcode 09 – Negative (–) 24 Volts to FODC2 Card (Slot 13) for Inverter
22 is Out of Range
The –24VDC power to Fiber Optic Card 2 (FODC2), slot 13, for Inverter 22 is Out of Range. Current sensors
for Inverter 22 are also supplied –24VDC from the same source. The following items may cause this event:
Inverter 1 (Inverter 11 and Inverter 12) are controlled by FODC1, slot 1. Phase Modules for Inverter 2
EVENT 206 – INVERTER 2 DC WIRING PROBLEM

A problem has been detected in the DC supply (from the DC Link) to Inverter 2 as described by the
Event 206, Subcode 01 – Inverter 2 Wiring Problem, DC Link Open Circuit

During VI test, DC Link power to Inverter 2 (Inverter 21 and Inverter 22) is an open circuit. The following
113
1. Check Inverter 2 (Inverter 21 and Inverter 22) phase fuses for open fuses. There are two fuses per
phase. Inverter 21 fuses – F21A1 & A2, F21B1 & B2, F21C1 & C2. Inverter 22 fuses – F22A1 & A2,
F22B1 & B2, and F22C1 & C2. When installing fuses, ensure fuse orientation is correct. The fuse end
tabs are different thickness as are the fuse mounting bosses. Match fuse end/mounting boss for flush
fuse fit.
CAUTION: Always replace both fuses in each phase even if only one is open. Phase fuses must be
oriented correctly when mounting. Observe the thickness of the end tabs of the fuse prior to mounting.
The fuse mounting boss heights must be matched with the fuse tab thickness. Failure to orient the fuse
properly during replacement will likely result in a repeat fuse failure and possible module damage.
Event 206, Subcode 02 - Inverter 2 Wiring, DC Link and Phase Voltage Imbalance
A voltage imbalance has been detected between the DC Link and the AC output of Inverter 2 (Inverter 21
and Inverter 22) phase modules. The following items may cause this event:
1. Check VAM2 (DC Link and Inverter 2 three–phase output voltage sensor) in section 4.4. VOLTAGE
EVENT 207 – INVERTER 2 PHASE MODULE GATE DRIVE POWER SUPPLY PROBLEM
DETECTED
A problem with the phase module gate drive power supply (GDPC2) has been detected as described by the
Event 207, Subcode 01 – Inverter 2 Gate Drive Power Converter Supply Fault During
VI Test
and phase fuses (F22A1 through F22C2) for shorted or open circuits as described in section 4.14.
114
Event 207, Subcode 02 – Inverter 2 Gate Drive Power Supply Fault While DC Link
Energized
Event 207, Subcode 03 – Inverter 2 Gate Drive Power Supply Fault, Multiple Phase
Modules (IGBT) Failed
EVENT 209 – INVERTER 2 DC LINK VOLTAGE SENSOR FAILED DURING VI TEST

During VI test, Inverter 2, DC Link voltage sensor (VAM2) did not feedback a voltage signal. The following
115
EVENT 213 – INVERTER 2 GENERAL FAULT DURING VI TEST

During the VI test, a problem with Inverter 2 (Inverter 21 or Inverter 22) phase current or voltage feedback
was detected as described by the Subcodes of this event.
Event 213, Subcodes 1, 2, 7, 8, 13, & 85 – Inverter 2, Phase A Current Fault During VI
Test.
During the VI test, Inverter 2 (Inverter 21 or Inverter 22), Phase A current did not register or was missing.
phase fuses (F21A1 & F21A2, and F22A1 & F22A2) for shorted or open condition as described in
2. Check Inverter 21, Phase A current sensor CM21A and Inverter 22 Phase A current sensor CM22A as
Event 213, Subcodes 3, 4, 9, 10, 15, & 86 – Inverter 2, Phase B Current Fault During
VI Test.
During the VI test, Inverter 2 (Inverter 21 or Inverter 22), Phase B current did not register or was missing.
phase fuses (F21B1 & F21B2, and F22B1 & F22B2) for shorted or open condition as described in
2. Check Inverter 21, Phase B current sensor CM21B and Inverter 22 Phase B current sensor CM22B as
Event 213, Subcodes 5, 6, 11, 12, 84, & 87 – Inverter 2, Phase C Current Fault During
VI Test
During the VI test, Inverter 2 (Inverter 21 or Inverter 22), Phase C current did not register or was missing.
and phase fuses (F21C1 & F21C2, and F22C1 & F22C2) for shorted or open condition as described in
2. Check Inverter 21, Phase C current sensor CM21C and Inverter 22 Phase C current sensor CM22C as
116
Event 213, Subcodes 17–22, 48, & 49 – Inverter 2, Phase A Voltage Fault During VI
Test
During the VI test, Inverter 2 (Inverter 21 and Inverter 22), Phase A voltage did not register or was missing.
Event 213, Subcodes 23–28, 50, & 51 – Inverter 2, Phase B Voltage Fault During VI
Test
During the VI test, Inverter 2 (Inverter 21 and Inverter 22), Phase B voltage did not register or was missing.
2. Check Inverter 21 and Inverter 22, Phase B phase modules (P21B+ & PM21B–, and P22B+ & P22B–)
and phase fuses (F21B1 & F21B2, and F22A1 & F22A2) for shorted or open condition as described in
Event 213, Subcodes 29–34, 52, & 53 – Inverter 2, Phase C Voltage Fault During VI
Test
During the VI test, Inverter 2 (Inverter 21 and Inverter 22), Phase C voltage did not register or was missing.
Event 213, Subcodes 35 & 36 – Inverter 2, Phase A Over Current During VI Test
Inverter 2 (Inverter 21 or Inverter 22), Phase A over current was detected during VI test. The following items
117
Event 213, Subcodes 37 & 38 – Inverter 2, Phase B Over Current During VI Test
Inverter 2 (Inverter 21 or Inverter 22), Phase B over current was detected during VI test. The following items
phase fuses (F21B1 & F21B2, and F22B1 & F22B2) for shorted or open condition as described in
2. Check Inverter 21, Phase B current sensor CM21B and Inverter 22, Phase B, current sensor CM22B as
Event 213, Subcodes 39 & 40 – Inverter 2, Phase C Over Current During VI Test
Inverter 2 (Inverter 21 or Inverter 22), Phase C over current was detected during VI test. The following items
Event 213, Subcode 54 – Inverter 2 Shorted to DC Link Positive Bus During VI Test
During VI test, a short was detected between the DC Link positive (+) bus and Inverter 2 (Inverter 21 or
2. Check Inverter 21 and Inverter 22 positive phase modules (P21A+, P21B+, P21C+, P22A+, P22B+, and
P22C+) and phase fuses (F21A1 – F21C2, and F22A1 – F22C2) for shorted or open condition as
118
Event 213, Subcode 55 – Inverter 2 Shorted to DC Link Negative Bus During VI Test
During VI test, a short was detected between the DC Link negative (–) bus and Inverter 2 (Inverter 21 or
2. Check Inverter 21 and Inverter 22 phase modules (P21A–, P21B–, P21C–, P22A–, P22B–, and P22C–)
and phase fuses (F21A1 – F21C2, and F22A1 – F22C2) for shorted or open condition as described in
Event 213, Subcode 60 – Inverter 2, DC Link Volts Above Maximum

DC Link voltage is above the maximum limit (1600V). The following items may cause this event:
Event 213, Subcode 70 – Inverter 2, Phase A Negative (–) Low Current

Inverter 2 (Inverter 21 or Inverter 22), Phase A– current is low compared to other phases. The following
Event 213, Subcode 71 – Inverter 2, Phase B Negative (–) Low Current

Inverter 2 (Inverter 21 or Inverter 22), Phase B– current is low compared to other phases. The following
119
Event 213, Subcode 72 – Inverter 2, Phase C Negative (–) Low Current
Inverter 2 (Inverter 21 or Inverter 22), Phase C– current is low compared to other phases. The following
Event 213, Subcode 73 – Inverter 2, Phase A Negative (–) High Current

Inverter 2 (Inverter 21 or Inverter 22), Phase A– high current compared to other phases. The following items
Event 213, Subcode 74 – Inverter 2, Phase B Negative (–) High Current

Inverter 2 (Inverter 21 or Inverter 22), Phase B– high current compared to other phases. The following items
Event 213, Subcode 75 – Inverter 2, Phase C Negative (–) High Current

Inverter 2 (Inverter 21 or Inverter 22), Phase C– high current compared to other phases. The following items
120
Event 213, Subcode 76 – Inverter 2, Phase A Positive (+) Low Current

Inverter 2 (Inverter 21 or Inverter 22), Phase A+ low current compared to other phases. The following items
Event 213, Subcode 77 – Inverter 2, Phase B Positive (+) Low Current

Inverter 2 (Inverter 21 or Inverter 22), Phase B+ low current compared to other phases. The following items
Event 213, Subcode 78 – Inverter 2, Phase C Positive (+) Low Current

Inverter 2 (Inverter 21 or Inverter 22), Phase C+ low current compared to other phases. The following items
121
Event 213, Subcode 79 – Inverter 2, Phase A Positive (+) High Current
Inverter 2 (Inverter 21 or Inverter 22), Phase A+ high current compared to other phases. The following items
Event 213, Subcode 80 – Inverter 2, Phase B Positive (+) High Current

Inverter 2 (Inverter 21 or Inverter 22), Phase B+ high current compared to other phases. The following items
Event 213, Subcode 81 – Inverter 2, Phase C Positive (+) High Current

Inverter 2 (Inverter 21 or Inverter 22), Phase C+ high current compared to other phases. The following items
Event 213, Subcode 82 – No Phase Amps in Inverter 2 While Running

Inverter 2 (Inverter 21 or Inverter 22) registers zero amps on a phase (Phase A, B, or C) while running. The
1. Check Inverter 21 phase fuses (F21A1, F21A2, F21B1, F21B2, F21C1, and F21C2) and Inverter 22
phase fuses (F22A1, F22A2, F22B1, F22B2, F22C1, and F22C2). Always replace both fuses per phase
when an open fuse is found.
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2. Check Inverter 21 phase modules (P21A+, P21A–, P21B+, P21B–, P21C+, and P21C–) and Inverter 22
phase modules (P22A+, P22A–, P22B+, P22B–, P22C+, and P22C–) as described in section 4.14.
Event 213, Subcode 83 – Inverter 2 With High Voltage And Traction Motor 2 (TM2)
Regenerating
Inverter 2 (Inverter 21 or Inverter 22) has high voltage DC Link voltage while in propulsion and Traction
Motor 2 (TM2) has torque of opposite polarity indicating regeneration mode. The following items may cause
this event:
1. Check Speed Sensor 2 (SS2) on Traction Motor 2 (TM2) as described in section 4.6. WHEEL SPEED
3. Check Inverter 21 current sensors (CM21A, CM21B, and CM21C) and Inverter 22 current sensors
(CM22A, CM22B, and CM22C) as described in section 4.5. CURRENT SENSORS in this publication.
EVENT 214 – INVERTER 2, TMC2 CARD INTERNAL ERROR

The Traction Motor Control 2 (TMC2) card, slot 12, for Inverter 2 has an internal problem as described by the
Event 214, Subcodes 22 – 54 – TMC2 has an Input Channel Problem

Traction Motor Control 2 (TMC2) card, slot 12, has an internal problem. Replace the card.
Event 214, Subcode 56 – TMC2 Volt of Phase A Input Channel is too Negative
Event 214, Subcode 58 – TMC2 Volt of Phase B Input Channel is too Negative
Event 214, Subcode 61 – TMC2 Volt of Phase C Input Channel is too Negative
123
EVENT 215 – INVERTER 2 SYSTEM FAULT

Inverter 2 has a problem as described by the Subcodes of this event.
Event 215, Subcode 01, 02, & 03 – PSC Direction Request Missing or Opposite of
Truck Travel
Truck travel direction request from PSC CPU missing or opposite of truck movement. The following items
Event 215, Subcode 05 – DC Link Volts too Low

Truck operation request while DC Link Volts are lower than expected. The following items may cause this
event:
Event 215, Subcode 06 & 09 – Communication Lost, PSC, Slot 3, and TMC2, slot 12
Communication lost between PSC CPU, slot 3, and Traction Motor Control 2 (TMC2) card, slot 12. The
Event 215, Subcode 10 – Inverter 2 System Detects Both Chopper Modules are Hot.
The calculated temperatures of the chopper modules (CM1 & CM2) are high. The following items may cause
this event:
this publication
2. Check the BAROP as described in section 4.3. BAROMETRIC AIR PRESSURE (BAROP) SENSOR in
this publication.
124
Event 215, Subcode 11 – Inverter 2 System Detects Phase Modules are Hot
The calculated temperatures of the phase modules are high. The following items may cause this event:
this publication
2. Check the BAROP as described in section 4.3. BAROMETRIC AIR PRESSURE (BAROP) SENSOR in
this publication.
3. Check Inverter 2 (Inverter 21 and inverter 22) current sensors (CM21A, CM21B, CM21C, CM22A,
CM22B, and CM22C) as described in section 4.5. CURRENT SENSORS in this publication
EVENT 216 – INVERTER 21, PHASE A ERROR

An error in Inverter 21 Phase A has been detected as described by the Subcodes of this event.
Event 216, Subcode 01 – Inverter 21, Phase A Phase Module Command and
Feedback do not Agree
Inverter 21, Phase A phase module (P21A+ or P21A–) has failed to follow command. The following items
publication.
Event 216, Subcode 02 – Inverter 21, Phase A Excessive Current Detected

Inverter 21, Phase A current is excessive. The following items may cause this event:
publication.
125
Operation
Inverter 21, Phase A+ phase module is switching modes from ON to OFF while the command is ON. The
this publication.
Event 216, Subcode 05 – Inverter 21, Phase A– Phase Module Switching ON and OFF
Inverter 21, Phase A– phase module is switching modes while the command is ON. The following items may
cause this event:
CHECKS in this publication. This phase module may contribute to the phase modules in saturation
this publication.
EVENT 217 – INVERTER 21 PHASE A+ ERROR

Inverter 21, Phase A phase module P21A+ failed to follow command. The following items may cause this
event:
this publication.
126
During VI Test
Inverter 21, Phase A+ phase module (P21A+) did not turn off when expected during VI test. The following
open circuit. Refer to section 4.14. PHASE MODULE (IGBT) CHECKS in this publication.
Inverter 21, Phase A+ phase module (P21A+) failed to follow command during VI test. The following items
Event 217, Subcode 04 – Inverter 21 Phase Modules P21A+ and P21A– Both
Detected ON at the Same Time
Inverter 11 phase modules A+ and A– (P11A+ and P11A–) ON at the same time. The following items may
cause this event:
F21A2) for short or open circuit as described in section 4.14. PHASE MODULE (IGBT) CHECKS in this
publication.
During VI Test, Inverter 21 phase module A+ (P21A+) did not turn ON when commanded. The following
When Expected
Inverter 21, Phase A+ phase module (P21A+) did not turn ON when commanded. The following items may
cause this event:
127
Event 217, Subcode 07 – Gate Drive Power Supply Problem on Inverter 21, Phase A+
Phase Module
Gate drive power for Inverter 21, Phase A phase module (P21A+) is not on. The following items may cause
this event:

Event 218, Subcode 06 – Inverter 21, Phase A+ Phase Module Did Not Turn OFF With
DC Link Energized
Inverter 21, Phase A+ phase module (P21A+) is not off when expected with the DC Link Energized. The
1. Check Inverter 21 phase module P21A+ and phase fuses (F21A1 and F21A2) for short or open circuit as
Event 218, Subcode 07 – Inverter 21 Phase Module P21A+ Edge Delay is Out of
Range
Inverter 21, Phase A+ phase module (P21A+) is not properly synchronized in the dual IGBT drive control.
publication.
128
Event 218, Subcode 08 – Inverter 21 Phase Module P21A– Edge Delay is Out of
Range
Inverter 21, Phase A– phase module (P21A–) is not properly synchronized in the dual IGBT drive control.
publication.
EVENT 219 – INVERTER 21 PHASE MODULE A– ERROR

An error in Inverter 21 phase module A– (P21A–) has been detected as described by the Subcodes of this
event.
Off When Expected
During normal operation, Inverter 21 phase module P21A– did not turn when commanded. The following
Refer to section 4.14. PHASE MODULE (IGBT) CHECKS in this publication for details.
Off When Expected During VI Test
During VI test, Inverter 21 phase module P21A– did not turn when commanded. The following items may
cause this event:
Event 219, Subcode 03 – Inverter 21, Phase A– Phase Module (P21A–) Failed During
VI Test
During VI test, Inverter 21 phase module P21A– failed to function properly. The following items may cause
this event:
129
Event 219, Subcode 04 – Inverter 21 Phase Modules A+ and A– On at the Same Time
Inverter 21, Phase A phase modules (P21A+ and P21A–) detected ON at the same time. The following items
Inverter 21, Phase A– phase module (P21A–) did not turn on during VI test. The following items may cause
this event:
Inverter 21 Phase A– phase module (P21A–) did not turn on during normal operation. The following items
1. Check Inverter 21 Phase A– phase module (P21A–) and phase fuses (F21A1 and F21A2) as described
Event 219, Subcode 07 – Gate Drive Power Supply Problem on Inverter 21, Phase A–
Phase Module
Gate drive power for Inverter 21, Phase A– phase module (P21A–) is not on. The following items may cause
this event:
position. Check GDPC2 power supply as described in section INSERT HYPERLINK HERE in this
publication.
130
EVENT 220 – INVERTER 21, PHASE A– ERROR
An error in Inverter 21, Phase A– has been detected. The phase module has failed to follow command and
turn OFF while the DC Link is energized. The following items may cause this event:
3. FODC1 card, slot 1, may be bad. Replace the card.
EVENT 221 – INVERTER 21, PHASE A CURRENT ERROR

An error in Inverter 21, Phase A current has been detected as described by the Subcodes of this event.
Event 221, Subcode 01 – Inverter 21, Phase A Current Sensor Failed During VI Test
During VI test, Inverter 21, Phase A current sensor (CM21A) did not register current. The following items
this publication.
Event 221, Subcode 02 – Inverter 21, Phase A Current Sensor Signal Did Not Zero
Before Inverter Starts Operating
Inverter 21, Phase A current sensor signal did not zero prior to the inverter operation. The following items
this publication.
Event 221, Subcode 03 – Inverter 21, Phase A Current Signal Too High
Current feedback from Inverter 21, Phase A is higher than expected. The following items may cause this
event:
131
this publication.
EVENT 223 – INVERTER 2, PHASE A VOLTAGE PROBLEM DETECTED

A problem has been detected with Phase A voltage of Inverter 2 as described by the Subcodes of this event.
Event 223, Subcode 01 – Inverter 2, Phase A Voltage Sensor Failed During VI Test
Inverter 2 (Inverter 21 and Inverter 22), Phase A voltage feedback was incorrect during VI test. The following
Event 223, Subcode 02 – Inverter 2, Phase A Voltage Too High

Inverter 2 (Inverter 21 and Inverter 22), Phase A voltage feedback is higher than expected. The following
EVENT 225 – A PROBLEM WITH INVERTER 21, PHASE B HAS BEEN DETECTED
A problem with Phase B of Inverter 21 voltage or amperage feedback has been detected as described by the

Commanded OFF
132
publication.
Event 225, Subcode 02 – Inverter 21, Phase B Excessive Current Detected

Inverter 21, Phase B has excessive current feedback. The following items may cause this event:
1. Check wheel Speed Sensor 2 (SS2) and described in section 4.6. WHEEL SPEED SENSORS in this
publication.

Operation
Inverter 21, Phase B+ phase module is switching modes from ON to OFF while the command is ON. The
this publication.

Operation
Inverter 21, Phase B– phase module is switching modes while the command is ON. The following items may
cause this event:
this publication.
133
EVENT 226 – INVERTER 21, PHASE B POSITIVE (+) PROBLEM DETECTED

A problem with Phase B+ of Inverter 21 voltage or amperage feedback has been detected as described by
Expected
During normal operation, Inverter 21, Phase B+ phase module did not turn off when expected. The following
During VI test, Inverter 21, Phase B+ phase module did not turn off when expected. The following items may
cause this event:
During VI test, Inverter 21, Phase B+ phase module failed the testing. The following items may cause this
event:
Event 226, Subcode 04 – Inverter 21, Phase B+ Phase Module ON When Phase
Module B– is also ON
Inverter 21, Phase B+ phase module (P21B+) detected ON at the same time as phase module B– (P21B–).
publication.
134
When Expected
During VI test, Inverter 21, Phase B+ phase module (P21B+) was not OFF when commended. The following
Event 226, Subcode 06 – Inverter 21, Phase B+ Did Not Turn ON When Expected.
Inverter 21, Phase B+ remained OFF when commanded ON. The following items may cause this event:
Event 226, Subcode 07 – Gate Drive Power Supply Problem Detected With Inverter
21, Phase B+ Phase Module
A problem with gate drive power to Inverter 21, Phase B phase module (P21B+) has been detected. The
EVENT 227 – INVERTER 21 PHASE B PHASE MODULE PROBLEM DETECTED
A problem with a Phase B of Inverter 21 voltage or amperage feedback has been detected as described by
When Expected and DC Link Energized
Inverter 21, Phase B+ phase module (P21B+) did not turn off and the DC Link is energized. The following
135
2. Check Inverter 21, Phase B+ phase module (P21B+) and phase fuses (P21B1 and P21B2) for short or
Event 227, Subcode 07 – Inverter 21, Phase B+ Phase Module (P21B+) Edge Delay is
Out of Range
Inverter 21, Phase B+ phase module (P21B+) is not properly synchronized in the dual IGBT drive control.
publication.
Event 227, Subcode 08 - Inverter 21, Phase B– Phase Module (P21B–) Edge Delay is
Out of Range
Inverter 21, Phase B– phase module (P21B–) is not properly synchronized in the dual IGBT drive control.
publication.
EVENT 228 – INVERTER 21, PHASE B NEGATIVE (–) PROBLEM DETECTED

A problem with Inverter 21, Phase B– phase module (P21B–) voltage or amperage feedback has been
detected as described by the Subcodes of this event.
When Expected
cause this event:
136
Event 228, Subcode 03 – Inverter 21, Phase B– Phase Module Failed in VI Test
Inverter 21, Phase B– phase module (P21B–) failed during VI test. The following items may cause this event:
Event 228, Subcode 04 – Inverter 21, Phase B– Phase Module Detected ON at the
Same Time as Phase B+
Inverter 21, Phase B+ and B– phase modules (P21B+ and P21B–) are ON at the same time. The following
publication.
During VI Test
Event 228, Subcode 06 – Inverter 21, B– Phase Module Did Not Turn OFF When
Expected
cause this event:
137
Event 228, Subcode 07 – Inverter 21, Phase B– Phase Module Gate Drive Power
Supply Problem
Inverter 21, Phase B– phase module (P21B–) gate drive power problem has been detected. The following
EXPECTED WHILE THE DC LINK IS ENERGIZED
Inverter 21, Phase B– phase module (P21B–) did not turn OFF when commanded and DC Link is energized.
open circuit. Refer to section 4.14. PHASE MODULE (IGBT) CHECKS in this publication for details.
EVENT 230 – INVERTER 21, PHASE B CURRENT SENSOR PROBLEM DETECTED

A problem with current levels of Inverter 21, Phase B has been detected as described by the Subcodes of
this event.
Inverter 21, Phase B current sensor (CM21B) failed in VI testing. The following items may cause this event:
this publication.
publication.
138
Event 230, Subcode 02 – Inverter 21, Phase B Current Sensor is Not Zero at Inverter
Startup
Inverter 21, Phase B current sensor (CM21B) was not at zero amps at inverter startup. The following items
this publication.
publication.
Event 230, Subcode 03 – Inverter 21, Phase B Current Sensor Signal Too High
Inverter 21, Phase B current sensor (CM21B) signal is higher than expected. The following items may cause
this event:
publication.
EVENT 232 – INVERTER 2, PHASE B VOLTAGE PROBLEM DETECTED

A problem with voltage levels of Inverter 2 (Inverter 21 and Inverter 22), Phase B has been detected as
Event 232, Subcode 01 – Inverter 2 Phase B Voltage Sensor Failed During VI Test
During VI testing, Inverter 2 (Inverter 21 and Inverter 22), Phase B voltage sensor (VAM2) did not register
the correct voltage. The following items may cause this event:
139
Event 232, Subcode 02 – Inverter 2, Phase B Voltage Sensor Signal Too High
Inverter 2 (inverter 21 and Inverter 22), Phase B voltage sensor (VAM1) signal is higher than expected. The
EVENT 234 – INVERTER 21, PHASE C PROBLEM DETECTED

A problem with Phase C of Inverter 21 voltage or amperage feedback has been detected as described by the
Event 234, Subcode 01 – Inverter 21, Phase C Phase Module was ON When
Commanded OFF
Inverter 21, Phase C phase module (P21C+ or P21C–) was ON when commanded OFF. The following items
publication.
Event 234, Subcode 02 – Inverter 21, Phase C Excessive Current Detected

Inverter 21, Phase C current sensor (CM21C) signal indicates excessive current. The following items may
cause this event:
1. Check wheel Speed Sensor 2 (SS2) as described in section 4.6. WHEEL SPEED SENSORS in this
publication.
this publication.

Operation
140
publication.
2. Check Inverter 22 phase module P22C– as described in section 4.14. PHASE MODULE (IGBT)
this publication.

Operation
publication.
2. Check Inverter 22 phase module P22C+ as described in section 4.14. PHASE MODULE (IGBT)
this publication.
EVENT 235 – INVERTER 21, PHASE C POSITIVE (+) PROBLEM DETECTED

A problem with Phase C+ of Inverter 11 voltage or amperage feedback has been detected as described by
When Expected
Inverter 21, Phase C+ phase module (P21C+) remained ON when commanded OFF. The following items
Event 235, Subcode 02 – During VI Test, Inverter 11, Phase C+ Phase Module Did
Not Turn OFF When Expected
Inverter 21, Phase C+ phase module (P21C+) did turn OFF when commanded during VI test. The following
141
Event 235, Subcode 03 – Inverter 21, Phase C+ Phase Module Failed in VI Test
Inverter 21, Phase C+ phase module (P21C+) did function properly during VI testing. The following items
Event 235, Subcode 04 – Inverter 21, Phase C+ and Phase C– Phase Modules on
Simultaneously
publication.
Event 235, Subcode 05 – Inverter 21, Phase C+ Did Not Turn ON When Expected in
VI Test
Inverter 21, Phase C+ phase module (P21C+) did not turn OFF when expected during VI testing. The
open circuit as described in section 4.14. PHASE MODULE (IGBT) CHECKS this publication.
when commanded During Normal Operation
Inverter 21, Phase C+ phase module (P21C+) remained ON when commanded OFF during normal
operation. The following items may cause this event:
142
Inverter 21, Phase C+ phase module (P21C+) problem detected with gate drive power from the Gate Drive
EVENT 236 – INVERTER 21, PHASE C PHASE MODULE PROBLEM DETECTED

A problem with Phase C phase module of Inverter 21 voltage or amperage feedback has been detected as
Event 236, Subcode 06 – Inverter 21, Phase Module C+ Did Not Turn OFF When
Expected While the DC Link is Energized
Inverter 21, Phase C+ phase module (P21C+) did not turn OFF and the DC Link is energized. The following
Event 236, Subcode 07 – Inverter 21, Phase C+ Phase Module Edge Delay is Out of
Range
Inverter 21, Phase C+ phase module (P21C+) is not properly synchronized in the dual IGBT drive control.
publication.
143
Event 236, Subcode 08 – Inverter 21, Phase C– Phase Module Edge Delay is Out of
Range
Inverter 21, Phase C– phase module (P21C–) is not properly synchronized in the dual IGBT drive control.
publication.
EVENT 237 – INVERTER 21, PHASE C– PHASE MODULE PROBLEM DETECTED

A problem with Inverter 21, Phase C– phase module voltage or amperage feedback has been detected as
When Expected
Inverter 21, Phase C– phase module (P21C–) did not turn OFF when expected during normal operation. The
Inverter 21, Phase C– phase module did not turn OFF when commanded during VI test. The following items
During VI testing, Inverter 21, Phase C– phase module failed to function properly. The following items may
cause this event:
144
Event 237, Subcode 04 – Inverter 21, Phase C+ and C– Phase Modules ON

Simultaneously
publication.
When Commanded
During normal operation, Inverter 21, Phase C– phase module (P21C–) did not turn OFF when commanded.
Inverter 21, Phase C– phase module (P21C–) problem detected with gate drive power from the Gate Drive
145
Inverter 21, Phase C– phase module (P21C–) did not turn off when commanded and the DC Link is
EVENT 239 – INVERTER 21, PHASE C CURRENT SENSOR FAILED IN VI TEST

Inverter 21, Phase C current sensor (CM21C) failed to function properly during VI Test as described by the
Event 239, Subcode 01 – Inverter 21, Phase C current sensor (CM21C) failed during
VI test
During VI test, Inverter 21, Phase C current sensor (CM21C) has failed to function properly. The following
this publication.
publication.
Event 239, Subcode 03 – Inverter 21, Phase C Current Sensor Signal is Higher Than
Expected
this publication.
publication.
146
EVENT 241 – INVERTER 2, PHASE C VOLTAGE SENSOR PROBLEM DETECTED

A problem with Inverter 2, Phase C voltage feedback has been detected as described by the Subcodes of
this event.
Event 241, Subcode 01 – Inverter 2, Phase C Voltage Sensor Failed During VI Test
Inverter 2 (Inverter 21 and Inverter 22), Phase C voltage sensor (VAM2) did not function properly during VI
test. The following items may cause this event:
Event 241, Subcode 02 – Inverter 2, Phase C Voltage Sensor Feedback Higher Than
Expected
During normal operation, Inverter 2 (Inverter 21 and Inverter 22), Phase C voltage sensor (VAM2) feedback
was too high. The following items may cause this event:
EVENT 243 – TRACTION MOTOR 2 SPEED SENSOR PROBLEM DETECTED

A problem with Speed Sensor 2 (SS2) for Traction Motor 2 (TM2) (right wheel) has been detected as
Event 243, Subcode 01 – Traction Motor 2 Speed Sensor 2 (SS2) Rate of Change is
Too High
Traction Motor 2 (TM2) (right wheel) Speed Sensor 2 (SS2) rate of change is too high. The following items
147
Event 243, Subcode 02 – Traction Motor 2 Speed Sensor 2 (SS2) Indicates Zero
Speed While Truck is Moving
Traction Motor 2 (TM2) (right wheel) Speed Sensor 2 (SS2) indicates zero speed while other speed sensors
(SS1, SS3, and SS4) indicate the truck is moving. The following items may cause this event:
Replace the card.
Replace the card.
5. Truck Control Interface (TCI) Analog I/O card, slot 8, may be bad. Feedbacks from speed sensors SS3
and SS4 goes to this card. Replace the card.
Event 243, Subcode 03 – Traction Motor 2 Speed Sensor 2 (SS2) Feedback signal is
Intermittent
Traction Motor 2 (TM2) (right wheel) Speed Sensor 2 (SS2) feedback signal is intermittent to the control
system. The following items may cause this event:
EVENT 248 – CHOPPER MODULE 1 PROBLEM DETECTED

Chopper Module 1 (CM1) problem detected as described by the Subcodes.
1. Check Chopper Module 1 (CM1) for short or open circuit. A chopper module test is similar to a phase
module. Refer to section 4.14. PHASE MODULE (IGBT) CHECKS in this publication for detailed checks.

148
1. Check Chopper Module 1 (CM1) for short or open circuit. The chopper module is checked similar to a
phase module. Refer to section 4.14. PHASE MODULE (IGBT) CHECKS in this publication for details to
check a module.
Energized
CM1 did not turn OFF when expected with DC Link energized and while controlled by Inverter 2 CPU card
2. Check Chopper Module 1 (CM1) for short or open circuit. The chopper module test is checked similar to
a phase module. Refer to section 4.14. PHASE MODULE (IGBT) CHECKS in this publication for details
to check a module.
EVENT 250 – CHOPPER MODULE 2 PROBLEM DETECTED

check a module.

check a module.

149
Energized
CM2 did not turn OFF when expected with DC Link energized while controlled by Inverter 2 CPU card
check a module.
EVENT 253 – TRACTION MOTOR 2 PROBLEM DETECTED

A problem with Traction Motor 2 (TM2) has been detected as described by the Subcodes of this event.
Event 253, Subcode 01 – TM2 Circuit Open

The TM2 (right wheel) circuit is open during VI Test. The following items may cause this event:
1. Check TM2 power cables and electric motor for open circuits. To check the cables and motor:
a. Disconnect TM2 three power cables on the rear lower panel of the control cabinet.
b. Measure the resistance between the three phase cables to the motor. A standard meter cannot
c. If an open circuit is detected by the meter, remove the motor power cables from the connections
on the gear case cover in the axle box.
d. Measure the resistance between the three phase cables to the motor. A standard meter cannot
e. If the motor does not have an open circuit, a power cable may be open between the control and
the axle box. Check the motor cables between the motor and the control cabinet.
150
publication.
Event 253, Subcode 02 – TM2 Circuit Shorted

The TM2 circuit is shorted during VI Test. The following items may cause this event:
1. Check TM2 (right wheel) power cables and electric motor for a short. To check the cables and motor:
a. Disconnect the power cables from the gear case cover in the axle box
b. Check the resistance between the cables from the control cabinet. Low ohm reading indicates
the cables are shorted together between the control and the axle box. Megger the circuit if the
multimeter does not detect a ground or short in the power cables.
c. The resistance of the motor cannot be checked with a standard meter.
publication.
EVENT 264 – INVERTER 22, PHASE A PHASE MODULE FAULT

Inverter 22, Phase A phase module (A+ or A–) Fault occurred as described by the Subcodes of this event.
Event 264, Subcode 01 – Inverter 22, Phase A Phase Module is ON When

Commanded OFF
Inverter 22, Phase A phase module (A+ or A–) is on when commanded off. The following items may cause
this event:
publication.
Event 264, Subcode 02 – Inverter 22, Phase A Phase Module Over Current Detected
Inverter 22, Phase A phase module (A+ or A–) Over Current. The following items may cause this event:
151
publication.

Operation
Inverter 22, Phase A+ phase module (P22A+) was ON when commanded but switched OFF due to high
publication.
publication.

Operation
Inverter 22, Phase A– phase module (P22A–) was ON when commanded but switched OFF due to high
publication.
publication.
EVENT 265 – INVERTER 22, PHASE A+ PHASE MODULE FAULT

Inverter 22, Phase A+ phase module has faulted as described by the Subcodes of this event.
When Expected
Inverter 22, Phase A+ phase module (P22A+) did not turn OFF when commanded. The following items may
cause this event:
152
Inverter 22, Phase A+ phase module (P22A+) did not turn OFF when commanded during VI test. The
During VI test, Inverter 22, Phase A+ phase module (P22A+) did not function properly. The following items
Event 265, Subcode 04 – Inverter 22, Phase A+ and A– Phase Modules are ON at the
Same Time
Inverter 22, Phase A+ and A– phase module (P22A+ and P22A–) are ON simultaneously. The following
publication.
When Commanded During VI Test
During VI test, Inverter 22, Phase A+ phase module (P22A+) did not turn ON when commanded. The
153
When Expected
During normal operation, Inverter 22, Phase A+ phase module (P22A+) did not turn ON when commanded.
Event 265, Subcode 7 – Inverter 22, Phase A+ Phase Module Gate Drive Power
EVENT 266 – INVERTER 22, PHASE A+ PHASE MODULE DID NOT TURN OFF WHILE DC
LINK IS ENERGIZED
Inverter 22, Phase A+ phase module (P22A+) remained ON when commanded OFF and the DC Link is
EVENT 267 – INVERTER 22, PHASE A– PHASE MODULE FAULT

Inverter 22, Phase A– phase module (P22A–) Faulted as described by the Subcode of this event.
Event 267, Subcode 01 – Inverter 22, Phase A– Phase Module Not OFF When
Expected
Inverter 22, Phase A– phase module (P22A–) did not turn OFF when commanded. The following items may
cause this event:
154
Event 267, Subcode 02 – Inverter 22, Phase A– Did Not Turn OFF When Expected
During VI Test
Inverter 22, Phase A– phase module (P22A–) did not turn OFF when expected during VI test. The following
Event 267, Subcode 03 – Inverter 22, Phase A– Failed During VI Test

During VI test, Inverter 22, Phase A– failed to function properly. The following items may cause this event:
Event 264, Subcode 04 – Inverter 22, Phase A+ and A– Phase Modules ON at the
Same Time
Inverter 22, Phase A+ and A– phase modules (P22A+ and P22A–) are ON simultaneously. The following
publication.
During VI test, Inverter 22, Phase A– phase module (P22A–) did not turn ON when commanded. The
155
During normal operation, Inverter 22, Phase A– phase module (P22A–) did not turn ON when commanded.
Event 267, Subcode 07 – Inverter 22, Phase A– Phase Module Gate Drive Power
EVENT 268 – INVERTER 22, PHASE A– PHASE MODULE DID NOT TURN OFF WHILE DC
LINK IS ENERGIZED
Inverter 22, Phase A– phase module (P22A–) remained ON when commanded OFF and the DC Link is
EVENT 269 – INVERTER 22, PHASE A CURRENT SENSOR FAULT

Inverter 22, Phase A current sensor (CM22A) has faulted as described by the Subcodes of this event.
Event 269, Subcode 01 – Inverter 22, Phase A Current Sensor Failed during VI Test
During VI test, Inverter 22, Phase A current sensor (CM22A) did not function properly. The following items
156
publication.
Event 269, Subcode 02 – Inverter 22, Phase A Current Sensor Did Not Zero Prior to
Inverter Operation
Inverter 22, Phase A current sensor (CM22A) was not zero feedback at inverter startup. The following items
publication.
Event 269, Subcode 03 – Inverter 22, Phase A Current Sensor Signal Too High
Inverter 22, Phase A current sensor (CM22A) signal is higher than expected. The following items may cause
this event:
publication.
EVENT 273 – INVERTER 22, PHASE B PHASE MODULE FAULT

Inverter 22, Phase B phase modules (P22B+ or P22B–) has faulted as described by the Subcodes of this
event.

Commanded OFF
157
publication.
Event 273, Subcode 02 – Inverter 22, Phase B Current Sensor Over Current Detected
Inverter 22, Phase B current sensor (CM22B) feedback is too high. The following items may cause this
event:

Operation
Inverter 22, Phase B+ phase module (P22B+) was ON when commanded but switched OFF due to high
publication.

Operation
Inverter 22, Phase B– phase module (P22B–) was ON when commanded but switched OFF due to high
publication.
158
EVENT 274 – INVERTER 22, PHASE B+ PHASE MODULE FAULT

Inverter 22, Phase B+ phase module (P22B+) has faulted as described by the Subcodes of this event.
Inverter 22, Phase B+ phase module (P22B+) did not turn OFF when expected. The following items may
cause this event:
During VI Test
During VI test, Inverter 22, Phase B+ phase module (P22B+) did not turn OFF when expected. The following
During VI test, Inverter 22, Phase B+ phase module (P22B+) failed to function properly. The following items
Event 274, Subcode 04 – Inverter 22, Phase B+ and B– Phase Modules are ON at the
Same Time
Inverter 22, Phase B+ and B– phase modules (P22B+ and P22B–) are ON simultaneously. The following
publication.
159
Event 274, Subcode 05 – Inverter 22, Phase B+ Phase Module Did Not Turn ON
During VI test, Inverter 22, Phase B+ phase module (P22B+) did not turn ON when commanded. The
Event 274, Subcode 06 – Inverter 22, Phase B+ Phase Module Did Not turn ON When
During normal operation, Inverter 22, Phase B+ phase module (P22B+) did not turn ON when commanded.
Event 274, Subcode 07 – Inverter 22, Phase B+ Phase Module Gate Drive Power
Inverter 22, Phase B+ phase module (P22B+) problem detected with gate drive power from Gate Drive
EVENT 275 – INVERTER 22, PHASE B+ PHASE MODULE DID NOT TURN OFF WHEN
EXPECTED AND THE DC LINK IS ENERGIZED
Inverter 22, Phase B phase module (P22B+) did not turn OFF when commanded and the DC Link is
160
EVENT 276 – INVERTER 22, PHASE B– PHASE MODULE FAULT
Inverter 22, Phase B– phase module (P22B–) has faulted as described by the Subcodes of this event.
When Expected
cause this event:
During VI Test
During VI test, Inverter 22, Phase B– phase module (P22B–) did not turn OFF when commanded. The
Event 276, Subcode 03 – Inverter 22, Phase B– Phase Module Failed During VI Test
During VI test, Inverter 22, Phase B– phase module (P22B–) did not function properly. The following items
Event 276, Subcode 04 – Inverter 22, Phases B+ and B– Phase Modules ON at the
Same Time
Inverter 22, Phases B+ and B– phase modules (P22B+ and P22B–) are ON simultaneously. The following
publication.
161
During VI test, Inverter 22, Phase B– phase module (P22B–) did not turn ON when commanded. The
During normal operation, Inverter 22, Phase B– phase module (P22B–) did not turn ON when commanded.
Event 276, Subcode 07 – Inverter 22, Phase B – Phase Module Gate Drive Power
Inverter 22, Phase B– phase module (P22B–) problem detected with gate drive power from Gate Drive
Inverter 22, Phase B– phase module (P22B–) did not turn OFF when commanded and the DC Link is
162
EVENT 282 – INVERTER 22, PHASE C PHASE MODULE FAULT

Inverter 22 Phase C phase module (P22C+ or P22C–) has faulted as described by the Subcodes of this
event.
Event 282, Subcode 01 – Inverter 22, Phase C Phase Module ON When Commanded
OFF
Inverter 22, Phase C phase module (P22C+ or P22C–) is ON when commanded OFF. The following items
1. Check Inverter 22, Phases C+ and C– phase modules (P22C+ and P22C–) and phase fuses (F22C1 and
publication.
Event 282, Subcode 02 – Inverter 22, Phase C Excessive Current

Inverter 22, Phase C current sensor (CM22C) indicates excessive current. The following items may cause
this event:
1. Check wheel Speed Sensor 2 (SS2) for Traction Motor 2 (TM2) (right) as described in section 4.6.
WHEEL SPEED SENSORS in this publication.

Operation
publication.
2. Check Inverter 21, Phase C– phase module (P21C–) and phase fuses (F21C1 and F21C2) as described
contribute to the excessive current in Inverter 22 Phase C+.
163
Operation
F22C2) for open or short circuit as described in section,4.14. PHASE MODULE (IGBT) CHECKS in this
publication.
2. Check Inverter 21, Phase C+ phase module (P21C+) and phase fuses (F21C1 and F21C2) as described
contribute to the excessive current in Inverter 22 Phase C–.
4. Fiber Optic Card 2 (FODC2), slot 13, may be bad. Replace the card
EVENT 283 – INVERTER 22, PHASE C+ PHASE MODULE FAULT

Inverter 22, Phase C+ phase module (P22C+) has faulted as described by the Subcodes of this event.
When Expected
Inverter 22, Phase C+ phase module (P22C+) did not turn OFF when commanded. The following items may
cause this event:
During VI Test
During VI test, Inverter 22, Phase C+ phase module (P22C+) did not turn OFF when commanded. The
Event 283, Subcode 03 – Inverter 22, Phase C+ Phase Module Failed to Function
Properly During VI Test
During VI test, Inverter 22, Phase C+ phase module (P22C+) failed to function properly. The following items
164
Same Time
publication.
During VI Test
During VI Test, Inverter 22, Phase C+ phase module (P22C+) did not turn ON when commanded. The
When Expected
During normal operation, Inverter 22, Phase C+ phase module did not turn ON when commanded. The
Supply Problem
Inverter 22, Phase C+ phase module (P22C+) problem detected with gate drive power from Gate Drive
165
EVENT 285 – INVERTER 22, PHASE C– PHASE MODULE FAULT

Inverter 22 Phase C– phase module (P22C–) has faulted as described by the Subcodes of this event.
Event 285, Subcode 01 – Inverter 22, Phase C– Did Not Turn OFF When Expected
Inverter 22, Phase C– phase module (P22C–) did not turn OFF when commanded. The following items may
cause this event:
During VI Test
During VI test, Inverter 22, Phase C– phase module (P22C–) failed to function properly. The following items
Same Time
Inverter 22, Phase C+ and C– phase modules (P22C+ and P22C–) ON at the same time. The following items
publication.
166
Event 285, Subcode 05 – Inverter 22, Phase C– Phase Module Not OFF When
Event 285, Subcode 06 – Inverter 22, Phase C– Phase Module Did Not Turn ON When
Expected
During normal operation, Inverter 22, Phase C– phase module (P22C–) did not turn ON when commanded.
Supply Problem
Inverter 22, Phase C– phase module (P22C–) problem detected with gate drive power from Gate Drive
1. Ensure Circuit Breaker 2 (CB2) on the Check Gate Drive Power Converter 2 (GDPC2) id in the ON
EXPECTED WITH THE DC LINK ENERGIZED
Inverter 22, Phase C– phase module (P22C–) did not turn OFF when commanded and the DC Link is
167
EVENT 287 – INVERTER 22, PHASE C CURRENT SENSOR FAULT

Inverter 22, Phase C current sensor (CM22C) has faulted as described by the Subcodes of this event.
Event 287, Subcode 01 – Inverter 22, Phase C Current Sensor Failed During VI Test
During VI test, Inverter 22, Phase C current sensor (CM22C) failed to function properly. The following items
publication.
Event 287, Subcode 02 – Inverter 22, Phase C Current Sensor Feedback Not at Zero
at Inverter Startup
Inverter 22, Phase C current sensor (CM22C) feedback was not at zero at inverter startup. The following
publication.
Event 287, Subcode 03 – Inverter 22, Phase C Current Sensor Feedback Too High
publication.
EVENT 601 – TCI CPU CARD FAULT

A problem has been detected with TCI CPU card, slot 7, as described by the Subcodes.
168
Event 601, Subcodes 01–07, & 09 – TCI CPU Hardware Fault
A hardware problem has been detected in TCI CPU card, slot 7. Replace the card and load software.
Event 601, Subcode 10 – TCI CPU Software Fault

A software problem has been detected in TCI CPU, slot 7. The following items may cause this event:
1. Reload the TCI CPU software.
2. If the reloaded software fails, replace the card and load software.
Event 601, Subcode 11 – TCI CPU Card Initialization Error

TCI CPU, slot 7, did not start up properly. Restart the control. Replace the card if repeat fails.
EVENT 602 – TCI CPU COMMUNICATION LOSS WITH TCI DIGITAL I/O CARD
TCI CPU card, slot 7, is not communicating with the TCI Digital I/O card, slot 9. The following items may
cause this event:
1. TCI CPU card, slot 7, may be bad. Replace the card.
EVENT 603 – TCI CPU COMMUNICATION LOSS WITH TCI ANALOG I/O CARD
TCI CPU card, slot 7, is not communicating with the TCI Analog I/O card, slot 8. The following items may
cause this event:
2. TCI Analog I/O card, slot 8, may be bad. Replace the card.
EVENT 604 – TCI CPU COMMUNICATION LOSS WITH PSC CPU

TCI CPU card, slot 7, is not communicating with PSC CPU card, slot 3. The following items may cause this
event:
EVENT 607 – POWER SUPPLY POSITIVE (+) 5VDC OUT OF LIMITS

The +5VDC is out of limits. The expected power supply voltage is +4.9VDC to +5.1VDC. If the +5VDC
exceeds +4.7VDC to +5.3VDC for more than one second, this event will occur. A short or partial short in the
+5VDC control circuits or components can cause a sudden voltage decrease. The following items may cause
this event:
1. Check the truck batteries for 24 VDC.
2. Ensure the control wires or components using this voltage is not shorted causing a decrease in the
voltage level.
169
3. Check the 17FH41 Power Supply as described in section 4.7. 17FH41 POWER SUPPLY in this
publication.
EVENT 608 – POWER SUPPLY POSITIVE (+) 15VDC OUT OF LIMITS

The +15VDC is out of limits. The expected power supply voltage is +14.25VDC to +15.75VDC. If the
+15VDC exceeds +14.7VDC to +15.3VDC for more than one second, this event will occur. A short or partial
short in the +15VDC control circuits or components can cause a sudden voltage decrease. The following
voltage level.
publication.
EVENT 609 – POWER SUPPLY NEGATIVE (–) 15VDC OUT OF LIMITS

The –15VDC is out of limits. The expected power supply voltage is –14.25VDC to –15.75VDC. If the
–15VDC exceeds –14.7VDC to –15.3VDC for more than one second, this event will occur. A short or partial
short in the –15VDC control circuits or components can cause a sudden voltage decrease. The following
voltage level.
publication.
EVENT 610 – POT REFERENCE IS OUT OF RANGE

Pot Reference voltage is out of range. Pot Reference voltage supplies power to the Accel Pedal, Retard
Pedal, Retard Speed Control pot, and Retard Lever (if equipped). Typically Pot Reference voltage is
approximately +10VDC. When Pot Reference voltage exceeds +6VDC to +13VDC this event will occur. A
short or partial short in the Pot Reference control circuits or components can cause a sudden voltage
decrease. The following items may cause this event:
voltage level.
EVENT 613 – ANALOG SENSOR FAULT

A problem with an analog input signal to TCI Analog I/O card, slot 8, has been detected as described in the
Subcodes.
170
Event 613, Subcode 01 – TCI Analog I/O Card Ground Connection Lost
The ground connection for the TCI Analog I/O card, slot 8, has been lost. This is an internal card problem.
Replace the card.
Event 613, Subcode 02 – TCI Analog I/O Card +10 VDC Power Lost
The +10VDC power for the TCI Analog I/O card, slot 8, has been lost. This is an internal card problem.
Replace the card.
EVENT 616 – DIRECTION SIGNAL MISMATCH

A truck forward and reverse are both selected from the operator cab. The truck direction request is made
from a switch in the operator cab to TCI Digital I/O card, slot 9. The truck direction signal is +24VDC signal to
either ICP panel connector CNF–102 (forward selected) or CNF–31 (reverse selected). The following items
1. Check the direction selector switch inputs to the ICP panel.
EVENT 619 – ENGINE WARNING

The engine controller has sent a warning to the control system. Refer to engine manufacture for cause of
warning. To verify engine warning sent to the control, +24VDC to ICP panel connector CNF–60 will cause
this event to occur. TCI Digital I/O card, slot 9, receives the engine signal. The following items may cause
this event:
1. Check the engine warning input to the ICP panel.
EVENT 620 – ENGINE KILL SWITCH ACTIVATED WHILE TRUCK IN MOTION

An Emergency Engine Shutdown (EES) was initiated while the truck was in motion. The operator cab engine
run enable control input to ICP panel connector at CNF–45 to TCI Digital I/O card, slot 9. Battery +24VDC
input at CNF–45 represents engine run. Zero voltage input represents engine shutdown. The following items
1. Check engine enable signal at CNF–45. +24VDC represents engine enable.
EVENT 622 – PARK BRAKE EVENT

A park brake event occurred as described by the Subcodes.
Event 622, Subcode 01 – Park Brake Feedback and Command Do Not Agree
Typically a hydraulic pressure switch is the source of the park brake condition feedback. Hydraulic pressure
applied means the park brake is released and the truck will operate. The park brake command is from the
park brake switch in the operator cab. The following items may cause this event:
1. The park brake switch (if used) inputs to the TCI Digital I/O card, slot 9, through ICP panel connector
CNF–34. The voltage to the control is +24VDC when the switch is in the ON position. Zero volts from the
171
switch indicate the operator wants the park brake applied. Check ICP panel connector CNF–34, +24VDC
on the ICP pin for park brake release command, zero volts for park brake apply command.
2. The hydraulic pressure switch indicating the park brake is applied or release inputs to the TCI Digital I/O
card, slot 9, through ICP panel connector CNF–45. When the pressure switch has no pressure on it, the
contacts are closed and +24VDC is applied to ICP panel connector CNF–45 indicating the park brake is
applied and inhibit truck propulsion. When hydraulic pressure is applied, the pressure switch contacts
open and there are zero volts applied to ICP panel connector CNF–45 indicating the park brake is
released. Check ICP panel connector CNF–45 for feedback state.
Event 622, Subcode 02 – Park Brake Applied While Truck is in Motion

Indications are the park brake has applied while the truck was moving. The park brake condition feedback is
from a pressure switch on the park brake hydraulic circuit. Zero volts from the pressure switch indicate the
park brake is released. +24VDC from the pressure switch indicates the park brake is applied. Follow
instructions for Subcode 01 of this event for troubleshooting.
EVENT 624 – DUMP BODY UP WITH LOADED TRUCK

Indications are the dump body is up and the payload system indicates the truck is loaded simultaneously.
1. Check Dump Body Up switch input to the control through CNF–61 to TCI Digital I/O card, slot 9. High
voltage (battery volts +24VDC) indicates the dump body is down. Low voltage (0 VDC) indicates the
dump body is up. Check CNF–61 input.
2. The truck loaded/unloaded switch input through CNF–70 to TCI Digital I/O card, slot 9. High voltage
(battery volts +24VDC) indicates the truck is loaded. Low voltage (0 VDC) indicates the truck is empty.
Check CNF–73 input.
4. Check wheel speed sensor feedbacks as described in section 4.6. WHEEL SPEED SENSORS in this
publication.
EVENT 625 – DUMP BODY UP WITH TRUCK SPEED

The dump body is up at truck speed greater than 5 mph (8 kph). The speed may be settable by the truck
manufacture. Typically this may occur from the haul road bumps or a dump body switch barely made when
the dump body is down. Monitor the dump body up switch on the PTU screen during normal operation if the
problem is intermittent. The following items may cause this event:
1. Check Dump Body Up switch input to the control through CNF–61 to TCI Digital I/O card, slot 9. High
voltage (battery volts +24VDC) indicates the dump body is down. Low voltage (0 VDC) indicates the
dump body is up. Check CNF–61 input.
publication.
EVENT 626 – LOAD BRAKES APPLIED AT SPEED

The load or service hydraulic brakes were applied by switch when the truck speed was greater than 5 mph (8
kph). The following items may cause this event:
172
1. Check the Load Brake switch input to the control through ICP panel connector CNF–72 to TCI Digital I/O
card, slot 9. High voltage (battery volts +24VDC) indicates the load brakes are applied. Low voltage
(zero volts) indicates the load brakes are released.
publication.
EVENT 628 – TRUCK BATTERY VOLTS FAULT

The truck battery volts fault as described in the Subcodes.
Event 628, Subcode 01 – Truck Battery Volts Low

The truck battery voltage dropped below 20 VDC for more than five seconds. The following items may cause
this event:
1. Check the truck battery condition.
2. Check the diesel engine charging alternator and regulator for proper operation.
3. Check wiring between the battery and the controls for damage wires.
Event 628, Subcode 02 – Truck Battery Volts High

The truck battery voltage exceeded 34 VDC for more than five seconds. The following items may cause this
event:
1. Check the diesel engine charging alternator and regulator for proper operation.
EVENT 629 – BAROMETRIC PRESSURE SENSOR FAULT

The Barometric Pressure sensor (BAROP) has faulted as described in the Subcodes.
Event 629, Subcode 01 – The Barometric Pressure Sensor Output is Low

The Barometric Pressure is lower than expected. Check BAROP as described in section 4.3. BAROMETRIC
AIR PRESSURE SENSOR (BAROP) in this publication.
Event 629, Subcode 02 – The Barometric Pressure Sensor Output is High

The Barometric pressure is higher than expected. Check BAROP as described in section 4.3. BAROMETRIC
AIR PRESSURE SENSOR (BAROP) in this publication.
EVENT 630 – AXLE BOX PRESSURE FAULT

The axle box pressure has faulted as described by the Subcodes.
Event 630, Subcode 01 – Axle Box Pressure Loss

The Axle Box Pressure sensor (AXLP) indicates low pressure while diesel engine is running. The following
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1. Check the air pipe/hose to the axle box for holes or disconnecting from the axle box or blower. Ensure
the axle box door is closed and both traction motor covers are fitted and not damaged. AXLEP pressure
sensor will indicate low pressure if any of the following conditions are true:
a. The air pipe/hose supply to the axle box is disconnected or damages with holes.
b. The axle box door is open.
c. The axle box pressure sensor (AXLP) is out of adjustment or not working.
d. The wheel motor hubcap covers (either wheel) are missing or damaged allowing free air flow out
of the axle box.
2. Check pressure switch input to the control through CNF–83 to TCI Digital I/O card, slot 9. High voltage
(+24VDC) indicates the pressure switch (AXLP) is closed by air pressure. Low voltage (0 VDC) indicates
air pressure is not present in the axle box. The input should be false when axlebox door is opened
approximately 4 to 6 in. (101 to 152 mm) when hydraulic blower (or engine for other trucks) at full rpm.
Adjust the sensor adjusting nut clockwise will make AXLP false at a smaller axle box door opening.
3. Check hydraulic blower rpm (BLWRFB) on PTU PSC Analog Inputs screen. The blower RPM should be
2700 to 2800 rpm. If less than 2700 rpm, greater than 2800 rpm, or varying greatly, confirm gap on
hydraulic blower speed sensor (OEM supplied equipment) to blower shaft is approximately 0.118 to
0.157 in. (3 to 4 mm). Blower speed feedback pulses enter the control at CND–80 and CND–81 with
shield to CND–94. The blower feedback goes to PSC Analog I/O card, slot 6.
4. TCI Digital I/O cad, slot 9, may be bad. Replace the card.
5. If impeller for blower is alternator shaft mounted, check Engine Speed Sensor (ESS) as described in
section 4.9. ENGINE SPEED SENSOR, ENGINE COMMAND, AND LOAD SIGNALS in this publication.
Event 630, Subcode 05 – Axle Box Pressure Switch Stuck Closed.

The axle box pressure switch (AXLP) indicates the closed when the diesel engine is below 600 RPM for 30
seconds or more. The following items may cause this event:
1. Check pressure switch input to the control through CNF–83 to TCI Digital I/O card, slot 9. High voltage
(+24VDC) indicates the pressure switch is closed by air pressure. Low voltage (0 VDC) indicates air
pressure is not present in the axle box.
3. Loss of engine rpm (ESS) feedback may cause fault to occur. Check Engine Speed Sensor (ESS) as
described in section 4.9. ENGINE SPEED SENSOR, ENGINE COMMAND, AND LOAD SIGNALS in this
publication.
EVENT 631 – AMBIENT AIR TEMPERATURE SENSOR OUT OF LIMITS

The Ambient Air Temperature Sensor (AMBTS) is out of limits as described by the Subcodes.
Event 631, Subcode 01 – Ambient Air Temperature Sensor is Low

The Ambient Air Temperature Sensor (AMBTS) is lower than expected. Check AMBTS as described in
section 4.2. AMBIENT AIR TEMPERATURE SENSOR (AMBTS) in this publication.
174
Event 631, Subcode 02 – Ambient Air Temperature Sensor is High
The Ambient Air Temperature Sensor (AMBTS) is higher than expected. Check AMBTS as described in
section 4.2. AMBIENT AIR TEMPERATURE SENSOR (AMBTS) in this publication.
EVENT 632 – INVALID TCI CPU CONFIGURATION FILE

The TCI CPU card, slot 7, does not have a valid configuration file loaded. For Subcodes 1–3, load software
into the TCI CPU or replace the TCI CPU card, slot 7, and load software.
EVENT 633 – TCI CPU CARD BRAM BATTERY VOLTS LOW

The TCI CPU card, slot 7, battery has low voltage and may not support the card memory. Battery loss will
result in TCI software loss. Change the TCI card BRAM battery as instructed in publication PLANNED
MAINTENANCE, GEK–91739, section 8.20. Battery part numbers are listed in the Planned Maintenance
publication.
EVENT 634 – TRUCK OVERLOAD CONDITION
The truck payload system has signaled the truck is overloaded. The following items may cause this event:
1. Check Overload signal from Weigh System through CNF–101 to TCI Digital I/O card, slot 9. High voltage
(+24VDC) indicates the truck is overloaded. Low voltage (0 VDC) indicates the truck is not overloaded.
EVENT 635 – TRUCK OVERLOAD CONDITION

The truck payload system has signaled the truck is overloaded. If equipped with this option, truck propulsion
is inhibited. The following items may cause this event:
1. Check Overload signal from Weigh System through CNF–101 to TCI Digital I/O card, slot 9. High voltage
(+24VDC) indicates the truck is overloaded. Low voltage (0 VDC) indicates the truck is not overloaded.
EVENT 639 – DIESEL ENGINE START REQUEST WHILE ALREADY RUNNING

A request for diesel engine start while the engine is 600 RPM or higher.
1. Check Engine Start Request pushbutton for proper operation. The pushbutton input to the control is
through CNF–88 to TCI Digital I/O card, slot 9. High voltage (+24VDC) input indicates the pushbutton is
pressed and an engine start has been requested. Low voltage input indicates an engine start request
has not been made.
3. Check Engine Speed Sensor (ESS) input to the control as described in section 4.9. ENGINE SPEED
SENSOR, ENGINE COMMAND, AND LOAD SIGNALS in this publication.
EVENT 640 – ACCEL PEDAL INPUT TOO HIGH

The Accel Pedal input was higher than Pot Reference which feeds voltage to the pedal. Pot Reference
voltage is typically +9.5VDC to +10VDC. The Accel Pedal typically is a 10/90 potentiometer. The minimum
potentiometer travel is 10% of the pot value and the maximum potentiometer travel is 90% of the pot value.
The resulting minimum voltage to the control is +0VDC to +1VDC and the maximum voltage to the control is
+8.5VDC to +10VDC. The control is calibrated to accept minimum voltage value as the pedal released and
maximum voltage as the pedal fully depressed. The following items may cause this event:
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1. Using the real time screen of the PTU, observe the Accel Pedal commands, the minimum pedal value
and the maximum pedal value. Ensure the Accel pedal calibrations in the control are correct. Recalibrate
if the minimum or maximum values are different than the programmed values.
2. Check variable voltage input from accel pedal to control through CNE–100 to TCI Analog I/O card, slot 8.
EVENT 641 – ACCEL PEDAL INPUT TOO LOW

The minimum and/or maximum Accel Pedal values are outside the calibration numbers of the
software. The Accel Pedal control input was lower or higher than expected. Pot Reference feeds the Accel
Pedal with voltage. Pot Reference voltage is typically +9.5VDC to +10VDC. The Accel Pedal typically is a
10/90 potentiometer. The minimum potentiometer travel is 10% of the pot value and the maximum
potentiometer travel is 90% of the pot value. The resulting minimum voltage to the control is +0VDC to
+1VDC VDC and the maximum voltage to the control is +8.5VDC to +10VDC. The control is calibrated to
accept minimum voltage value when the pedal is released and maximum voltage as the pedal fully
depressed. Refer to section 4.12. OPERATOR CAB VARIABLE POT CONTROLS in this publication for
additional pedal electrical circuit information. The following items may cause this event:
and the maximum pedal value. Ensure the Accel Pedal calibrations in the control are correct. Recalibrate
if the minimum or maximum values are different than the calibrated values.
2. Check variable voltage input from Accel Pedal to control through CNE–100 to TCI Analog I/O card, slot
8.
EVENT 643 – CONTROL GROUP COOLING AIR PRESSURE FAULT

If equipped, a pressure switch is mounted in the cooling air duct of the control cabinet to sense cooling
airflow pressure. The fault is described by the Subcodes.
Event 643, Subcode 01 – Control Group Cooling Air Pressure Loss

If equipped, the control cabinet cooling air pressure switch does not register air pressure while the diesel
engine is running. The following items may cause this event:
1. Check the pressure sensor connections. Positive +10VDC from CNE–43 to positive (+) connection of
pressure sensor. Ground from CNE–44 to ground connection of pressure sensor. Pressure sensor
output to the control through CNE–59 to TCI Analog I/O card, slot 8.
3. Check Engine Speed Sensor (ESS) input to the control as described in section 4.9. ENGINE SPEED
SENSOR, ENGINE COMMAND, AND LOAD SIGNALS in this publication.
Event 643, Subcode 02 – Control Group Cooling Air Pressure Switch Stuck On
If equipped, the control cabinet cooling air pressure switch registers air pressure while the diesel engine is
not running. The following items may cause this event:
1. Check the pressure sensor connections. Positive +10VDC from CNE–43 to positive (+) connection of
pressure sensor. Ground from CNE–44 to ground connection of pressure sensor. Pressure sensor
output to the control through CNE–59 to TCI Analog I/O card, slot 8.
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EVENT 644 – CONTROL CABINET HEATER FAULT (IF EQUIPPED)

In specific climate conditions, a control cabinet heater may be installed. If the heater is not functioning
(heating), check the heater element and wiring to identify the problem.
EVENT 650 – PEDAL CALIBRATION FAULT

A pedal calibration error has been detected as described by the Subcodes.
Event 650, Subcode 01 – The Accel Pedal Calibration Values are Outside the Defined
Range
The minimum and/or maximum Accel Pedal values are outside the calibration numbers of the software. The
Accel Pedal control input was lower or higher than expected. Pot Reference feeds the Accel Pedal with
voltage. Pot Reference voltage is typically +9.5VDC to +10VDC. The Accel Pedal typically is a 10/90
potentiometer. The minimum potentiometer travel is 10% of the pot value and the maximum potentiometer
travel is 90% of the pot value. The resulting minimum voltage to the control is +0VDC to +1VDC and the
maximum voltage to the control is +8.5VDC to +10VDC. The control is calibrated to accept minimum voltage
value when the pedal is released and maximum voltage as the pedal fully depressed. Refer to section 4.12.
OPERATOR CAB VARIABLE POT CONTROLS in this publication for additional pedal electrical circuit
information. The following items may cause this event:
8.
Event 650, Subcode 02 – Retard Pedal or Retard Lever (if equipped) Calibration
Values Outside Predefined Range
The minimum and/or maximum Retard Pedal values are outside the calibration numbers of the software. The
Retard Pedal control input was lower or higher than expected. Pot Reference feeds the Retard Pedal with
voltage. Pot Reference voltage is typically +9.5VDC to +10VDC. The Retard Pedal typically is a 10/90
potentiometer. The minimum potentiometer travel is 10% of the pot value and the maximum potentiometer
travel is 90% of the pot value. The resulting minimum voltage to the control is +0VDC to +1VDC and the
maximum voltage to the control is +8.5VDC to +10VDC. The control is calibrated to accept minimum voltage
value when the pedal is released and maximum voltage as the pedal fully depressed. Refer to section 4.12.
OPERATOR CAB VARIABLE POT CONTROLS in this publication for additional pedal electrical circuit
information. The following items may cause this event:
1. Using the real time screen of the PTU, observe the Retard Pedal commands, the minimum pedal value
and the maximum pedal value. Ensure the Retard Pedal calibrations in the control are correct.
Recalibrate if the minimum or maximum values are different than the calibrated values.
2. Check variable voltage input from retard pedal to control through CNC–87 to PSC Analog I/O card, slot
6.
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Event 650, Subcode 03 – Accel Pedal Calibration Required
This Subcode is active only when Accel Pedal does not register 100% over an extended period of time while
the truck is in use.
8.
Event 650, Subcode 04 – Accel Pedal and Retard Pedal Have Not Been Calibrated
After TCI CPU or PSC CPU Cards or Software Changed
The pedals (Accel and Retard) must be calibrated after replacement of one of the CPU cards or
programming the CPU cards. Follow Subcode 01 of this event to calibrate the Accel Pedal. Follow Subcode
02 of this event to calibrate the Retard Pedal.
EVENT 651 – TRUCK IDENTIFICATION (ID) HAS NOT BEEN SET OR PROGRAMMED
The truck ID should be set after a CPU card replacement or software reprogramming of the CPU card.
EVENT 652 – WRONG DIAGNOSTIC INFORMATION DISPLAY (DID) SOFTWARE

CONFIGURATION
For languages other than English, the DID panel requires specific software to display the correct language.
EVENT 696 – TCI CPU CARD UNEXPECTED RESET WHILE IN READY, PROPEL, RETARD,
OR LOADBOX MODE
The TCI CPU card, slot 7, reset while truck was in an operational mode. Check power from the truck battery
supply and the TCI CPU card, slot 7, may be bad. Replace the card.
EVENT 698 – DATA STORE INTIATED

A Data Store was manually initiated to gather truck parameter information at the time of the Data Store. No
action is required.
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4. INDIVIDUAL COMPONENT INFORMATION AND CHECKS
4.1. INTEGRATED CONTROL PANEL (ICP) 17FL386

During troubleshooting procedures it may be necessary to replace control cards in the 17FL386 Integrated
Control Panel (ICP). There is presently one model of the 17FL386A1 used on all truck models. For Event Code
purposes, the slot and card function are specified but not the card part number. Replace control cards with direct
replacement cards or contact the local GE Representative for card compatibility.
CAUTION: Always take precautions for static electricity when handling ICP cards. Use the following
static precautions:
1. The technician should be wearing a wrist strap connected to ground. Typically there is a 1
Meg ohm between the wrist contact and the ground connection.
2. When putting the ICP card on a table or other surfaces, use a static mat connected to
ground. Typically there is a 1 Meg ohm between the static mat and the ground connection.
3. Always store spare ICP in antistatic bags for protection.
4. Always use antistatic bags when shipping ICP cards.
5. Never work on truck under a high voltage electrical line. Induced voltage may fail the ICP
card.
4.1.1. Control Panel Card Identification

Figure 1 depicts the 17FL386A1 Integrated Control Panel (ICP) layout. Important ICP information such as
card position, CN connectors, computer ports, and Fiber Optic cards (shown as slot 1 and slot 13 even though the
cards are not inside the card rack) are shown.
The control cards containing a Central Processing Unit (CPU) require a software program to function and
interact with other CPU cards and I/O cards. The CPU cards that require software to function are:
1. Propulsion System Control (PSC) CPU card, slot 3.
2. Truck Control Interface (TCI) CPU card, slot 7.
3. Traction Motor Control 1 (TMC1) card, slot 11.
4. Traction Motor Control 2 (TMC2) card, slot 12.
TCI CPU card communication and software loading is from the TCI computer port in the operator cab. PSC
CPU communication and software loading is from the PSC computer port in the operator cab. TMC1 software
loading, also called Inverter software, is loaded from CNG computer port located in the upper right corner of the ICP
panel (Figure 1). TMC2 software loading, also called Inverter software, is loaded from CNH computer port located in
the upper right corner of the ICP panel (Figure 1). The software is updated frequently so versions of object and
configuration files may change. Contact the local GE Representative if software versions are unknown.
The control cards can be grouped within the control panel by function as shown in Figure 1. Typical card
interconnections are shown in Figure 2 (Figure 2 does not show all card connections or all options). The groups
within the ICP panel are:
1. Propulsion System Control (PSC) cards (slots 3 – 6).
2. Truck Control Interface (TCI) cards (slots 7 – 9).
3. Traction Motor Control 1 (TMC1) card (also called the Inverter 1 control card) (slot 11).
4. Traction Motor Control 2 (TMC2) card (also called the Inverter 2 control card) (slot 12).
5. Fiber Optic Card 1 (FODC1), slot 1, and Fiber Optic Card 2 (FODC2), slot 13.
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The Propulsion System Control (PSC) cards consist of the CPU card, digital I/O card, and analog I/O card
and are located in slot 3 through slot 6 of the ICP panel. The PSC cards main functions are propulsion and
monitoring associated parameters as shown in Figure 2. The PSC cards include:
1. The PSC Central Processing Unit (CPU) card is in slot 3. This card does the calculations for propulsion
control. The PSC CPU receives and sends information on the propulsion components and sensors by
the Digital I/O card (slot 5) and the Analog I/O card (slot 6) as shown in Figure 2. The PSC CPU also
communicates with the Truck Control Interface (TCI) CPU card in slot 7, the CPU of Traction Motor
Control 1 (TMC1) card in slot 11, and the CPU of Traction Motor Control 2 (TMC2) card in slot 12. The
communication allows the PSC CPU to coordinate the propulsion and retarding of the drive system with
the other CPUs.
2. The PSC Digital Input and Output (I/O) card is in slot 5. This card interfaces the PSC CPU card with the
components of the propulsion system as shown in Figure 2. The command and feedback signals are
typically ON or OFF types of signals.
3. The PSC Analog Input and Output (I/O) card is in slot 6. This card interfaces the PSC CPU card with the
components and sensors of the propulsion system as shown in Figure 2. The command and feedback
signals are typically variable voltage, variable frequency types of signals.
The TCI cards consist of the CPU card, digital I/O card, and analog I/O card and are located are in slot 7
through slot 9 of the ICP panel. The TCI cards main functions are all non–propulsion activities of the truck such as
operator requests and actions, ambient temperature (AMBTS), barometric pressure (BAROP), and other parameters
as shown in Figure 2. The TCI cards include:
1. The Truck Control Interface (TCI) Central Processing Unit (CPU) card is in slot 7. This card integrates
non–propulsion components and sensors into the drive system and does calculations required for non–
propulsion components. The TCI CPU also communicates with the Propulsion System Control (PSC)
CPU card in slot 3, the CPU of Traction Motor Control 1 (TMC1) card in slot 11, and the CPU of Traction
Motor Control 2 (TMC2) card in slot 12. This communications allows coordinated truck operation and
propulsion power generating.
2. The TCI Analog Input and Output (I/O) card is in slot 8. This card interfaces the TCI CPU card with the
non–propulsion sensors and components of the drive system as shown in Figure 2. The command and
feedback signals are typically variable voltage, variable frequency types of signals. The DID panel
communications for the drive systems are handled by this card.
3. The TCI Digital Input and Output (I/O) card is in slot 9. This card interfaces the TCI CPU card with non–
propulsion sensors and components of the drive system as shown in Figure 2. The command and
feedback signals are ON or OFF types of signals.
The Traction Motor Control cards (ICP panel TMC1, slot 11 and TMC2, slot 12) control the power generation
within the propulsion system. Based on inputs from PSC CPU, TCI CPU, wheel speed sensors (SS1 and SS2),
motor volts, and motor amps, the TMC card generates the firing sequence and duration of the AC traction motor
power generation. Figure 2 depicts the TMC outputs to the Fiber Optic cards and the feedbacks from the Phase
modules and chopper modules.
The Fiber Optic Card 1 (FODC1), slot 1, and Fiber Optic Card 2 (FODC2), slot 13, are located outside of the
card panel cover on the left and right sides of the ICP. The phase module firing information is received from the TMC
cards, converted into light pulses and sent by the blue fiber optic cable (light ON means turn on the phase module) to
the gate driver of the phase module. The phase module gate driver returns information to the Fiber Optic card
through a grey fiber optic cable (light ON means the phase module is off) to the Fiber Optic card. The returned
information is converted from light to electrical information and sent to the TMC card.
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FODC1 INVERTER 1
1
PHASE MODULE 84B510349G2
FIBER
OPTIC
CONTROL
SPARE SLOT SPARE
CPU 17FB174A4
SPARE SLOT SPARE
PSC
DIGITAL I/O 17FB104B2
PORTION
ANALOG I.O 17FB173A3
CPU 17FB174A4
ANALOG I/O 17FB160C1
TCI
DIGITAL I/O 17FB104B2
PORTION
SPARE SLOT SPARE
02 03 04 05 06 07 08 09 10 11
INVERTER 1 CPU 17FB179B2
17FL386 CARD SLOT ASSIGNMENT

12
INVERTER 2 CPU 17FB179B2
TMC1 TMC2
FODC2 INVERTER 2
13
PHASE MODULE 84B510349G2
Figure 1. 17FL386A1 Control Panel Electronic Card Layout.

FIBER
OPTIC
CONTROL
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182
Figure 2. Typical ICP Panel Card Inputs and Outputs.
4.1.2. ICP Panel Connectors
The ICP panel is electrically connected to the drive system through the CN plugs and connectors. The CN
connector female receptacles (CNA – CNF) are aligned across the top of the ICP panel as shown in Figure 1. All
electrical connections and communications for the ICP panel must connect through the CN connectors.
The 104 CN connector female receptacles (Figure 3) are CNA through CNF and connect the ICP panel to
the other components of the drive system. All electrical wiring to ICP is through the wire harness CN plug (male)
connectors. The CN plugs (male) are connected to the appropriate CN receptacle (female) and secured by a
centered locking bolt. Removal of the CNA through CNF plugs (males) from the ICP receptacles (females)
completely isolates the ICP panel from the drive system. During troubleshooting tips, resistance checks are made
from the CN male connector pins (Figure 3) to the components to verify the wiring from the component to the ICP
panel.
Two serial computer communication ports are located on the upper right portion of the ICP panel. Computer
serial port CNG (Figure 1) provides direct communication with Traction Motor Control 1 (TMC1) for CPU Inverter 1
communications and software loading as shown in Figure 2. Computer serial port CNH (Figure 1) provides direct
communication with Traction Motor Control 2 (TMC2) for CPU Inverter 2 communications and software loading as
shown in Figure 2.
4.1.3. CNX Connectors for Remote Components Wiring

The CNX connectors allow easy connection of remote components wiring to the control cabinet. There are
five CNX connectors (CNX1 – CNX5) located on the rear of the control cabinet in the lower left side. There are 48
pins in each connector. Letters are assigned to the pins, upper case A – Z and lower case a – z. Ensure of the
correct letter pin, upper or lower case, prior to troubleshooting involving CNX pins. Figure 4 and Figure 5 depict the
CNX pin layout. The pin arrangements for all five CNX connectors are the same but the arrangement is turned in
relation to the connector key alignment. Ensure the connector key and the pin arrangement align when installing the
wire harness CNX plug into the CNX cabinet socket. Do not force a connector into a socket. The lock ring on the plug
must lock into place on the socket to provide a secure connection. The red dots on the plug lock ring and cabinet
socket must be aligned to achieve this.
4.1.4. CPU Card Flash Erase

If a CPU card communication cannot be established with the PTU, erasing the flash memory on the CPU
may address the card issue. The CPU board flash memory can be erased using HyperTerminal. This will
subsequently allow PTU downloading 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. Refer to section 1.2. REALTED PUBLICATIONS in this publication for the correct VEHICLE
TEST, DIAGNOSTIC, AND wPTU™ INSTRUCTIONS publication for the truck model. Instructions on HyperTerminal
use for flash memory erasing procedures are listed in the publication. Use the most current letter revision of the
publication number for updated information. If erasing the flash memory and reloading software does not correct the
problem, replace the card.
A similar process is used with the Traction Motor Control cards 1 and 2 (TMC1 & TMC2). The CPU flash
memory can be erased in case of a communication failure with the card. The TMC card computer ports are located in
the upper right corner of the ICP panel as shown in Figure 1. CNG port is used for TMC1 communication and CNH
port is used for TMC2 communication. If erasing the flash memory and loading the Inverter software does not correct
the problem, replace the card.
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Figure 3. ICP CN Connectors, Female and Male.
184
Figure 4. CNX Connectors Pin Arrangement, CNX1 – CNX3.
185
Figure 5. CNX Connectors Pin Arrangement, CNX4 and CNX5.
4.2. AMBIENT AIR TEMPERATURE SENSOR (AMBTS)

The Ambient Air Temperature Sensor (AMBTS) is depicted in Figure 6 and plays an important role in
determining drive system performance and component temperatures. The ambient temperature, along with
barometric pressure, is used to calculate temperatures of key components within the drive system. AMBTS is located
in the initial cooling air duct entry in the control cabinet. AMBTS is mounted in the upper middle access panel on the
left side of the rear of the control cabinet. The traction motor power cables also enter this portion of the control
cabinet.
To make a preliminary check of the AMBTS sensor portion:
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1. Shutdown the truck and ensure there is no voltage present in the control prior to opening any access
door or panel. Follow maintenance procedures for working within the control cabinet.
2. Remove one or both of the control wires connected to AMBTS terminal board. Ensure the wires are
marked before removing from the terminal board.
3. Using a VOM multimeter set for high ohms (reading approximately 100 K ohms), connect the meter
leads across AMBTS terminal board points TA1 and TA2.
4. The meter should read approximately 100,000 ohms at ambient temperature of 25ºC (77ºF). The
resistance will decrease as the ambient temperature increases.
To check the wiring between AMBTS and the ICP panel CN connectors:
2. Remove both of the control wires connected to AMBTS terminal board. Ensure the wires are marked
before removing from the terminal board.
3. Remove the CNE connector on the ICP panel. Loosen the connector center locking bolt. Pull the
connector from the panel when the locking bolt is free of threads.
NOTE: Refer to Figure 3 for CN plug pin identification.
4. Using a VOM multimeter set for low ohms (less than 10 ohms expected), connect the meter leads of the
VOM to the control wire removed from AMBTS terminal board TA1 and ICP panel connector CNE–9 (pin
9). If the resistance is near zero ohms, the wire is not broken between AMBTS and ICP.
5. Remove the multimeter lead from CNE–9 and measure resistance from AMBTS terminal board to clean
control ground bus (or any clean metal part of the truck frame or control cabinet) to ensure the wire has
not been grounded. The resistance should be very high (above 100K ohms) to indicate the wire is not
grounded.
6. Remove the multimeter lead from the ground connection and measure resistance between the control
wires removed from AMBTS terminals TA1 and TA2. The resistance should be very high (above 100K
ohms) to indicate the wires have not shorted together.
7. Using a VOM multimeter set for low ohms (less than 10 ohms expected), connect the meter leads of the
VOM to the control wire removed from AMBTS terminal board TA2 and ICP panel connector CNE–10
(pin 10). Refer to Figure 3 for pin locations on the CNE plug. If the resistance is near zero ohms the wire
is not broken between AMBTS and ICP.
8. Remove the meter lead from CNE–10 and measure resistance from AMBTS terminal board TA2 to clean
ground (any metal part of the truck frame or control cabinet) to ensure the wire has not been grounded.
The resistance should be very high (above 100K ohms) to indicate the wire is not grounded.
9. After completing all sensor and circuit checks, ICP panel TCI Analog I/O card, slot 8, may be bad.
Replace the card.
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Figure 6. Ambient Air Temperature Sensor (AMBTS).
4.3. BAROMETRIC AIR PRESSURE (BAROP) SENSOR

The Barometric Air Pressure (BAROP) sensor plays an important role in determining drive system
performance and component temperatures. The sensor may be a direct plug connection type or terminal board
connection type as shown in Figure 7. The two types function the same only the mounting is different. The barometric
pressure (along with ambient temperature, volts, amps and other parameters) is used in calculating temperatures of
key components within the drive system. BAROP is located in the low voltage compartment below the ICP panel.
The sensor may be mounted on the horizontal floor or the lower right wall of the compartment.
To make an in circuit test:
1. With control power on, check +5VDC on:
a. Terminal board connection type – terminal 1 will have +5VDC. Terminal 1 is also a red wire to
the sensor or wire number P5VBAROP.
b. Direct plug connection type – sensor terminal B will have +5VDC. Terminal B is also a red wire
or wire number P5VBAROP.
2. The negative or common connection:
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a. Terminal board connection type – terminal 2 is common or negative. Terminal 2 is also a black
wire or wire number BAROPN.
b. Direct plug connection type – sensor terminal A is common or negative. Terminal B is also a
white wire or wire number BAROPN.
3. Output of the sensor with 15 psi (30.5 in. of mercury or 774.7 mm of mercury) atmospheric pressure is
4.5 VDC. Barometric pressure is approximately 14.5 psi at sea level with typical conditions (less than 4.5
VDC sensor output). Barometric pressure typically decreases when altitude increases. Sensor output will
depend on local conditions. To check the sensor output:
a. Terminal board connection type – terminal 3 is the sensor output. Terminal 3 is also a green wire
or wire number BAROPP.
b. Direct plug connection type – sensor terminal C is sensor output. Terminal C is also a black wire
or wire number BAROPP.
To make a preliminary check of the BAROP sensor with power off:
1. For the direct plug in type sensor (Figure 7):
a. Remove the plug on the sensor.
b. With a VOM multimeter set to read approximately 100 ohms, connect one meter lead to sensor
terminal A (common) and connect the other meter lead to sensor terminal C (output) as shown in
Figure 7.
c. A functioning sensor ohm reading will be less than 100 ohms at 25ºC (77ºF)
2. For the terminal board type sensor (Figure 7):
a. Mark and remove the control wires from BAROP terminal board.
b. With a VOM multimeter set to read approximately 100 ohms, connect one meter lead to sensor
terminal board point 2 (BAROPN wire number or black wire) and connect the other meter lead to
sensor terminal board point 3 (BAROPN wire number or green wire) as shown in Figure 7.
c. A functioning sensor ohm reading will be less than 100 ohms at 25ºC (77ºF)
The control wires to BAROP sensor are contained within the control but may be damaged. To check control
wiring between the BAROP sensor and ICP CN connectors:
1. To check the control wiring for the direct plug in type sensor (Figure 7):

189
a. Remove the plug from the sensor body.
b. Remove CNE connector from the ICP panel. The connector center locking bolt must be
unthreaded prior to pulling CNE from the ICP panel socket.
c. Using a VOM multimeter set for low ohms (less than 10 ohms expected), connect one of the
meter leads of the VOM to sensor plug A and the other meter lead to CNE–33 (pin 33). The ohm
reading should be near zero ohms indicating the plug and CNE pin connections are good and
the wire is not broken between sensor plug pin A and CNE–33 ICP panel connector.
d. Change the multimeter lead on sensor plug from pin A to pin B of the sensor plug. Move the
other meter lead from CNE–33 to CNE–32. The ohm reading should be near zero ohms
indicating the plug and CNE pin connections are good and the wire is not broken between
sensor plug pin B and CNE–32 ICP panel connector.
e. Change the meter lead on sensor plug from pin B to pin C of the sensor plug. Move the other
meter lead from CNE–32 to CNE–45. The ohm reading should be near zero ohms indicating the
plug and CNE pin connections are good and the wire is not broken between sensor plug pin C
and CNE–45 ICP panel connector.
f. Remove the meter lead from the CNE–45 contact and connect the meter lead to a clean control
ground bus bar, ground on the truck frame, or metal of the cabinet. With the other meter lead on
sensor plug pin C, read the ohmmeter. The resistance should be very high (above 100K ohms)
indicating the wire is not grounded between the sensor plug pin C and the ICP panel connector.
g. Remove the meter lead from sensor plug pin C and connect the lead to sensor plug pin B. The
other meter lead is still connected to a clean ground. The resistance should be very high (above
100K ohms) indicating the wire is not grounded between the sensor plug pin B and the ICP
panel connector.
h. Remove the meter lead from sensor plug pin B and connect the lead to sensor plug pin A. The
other meter lead is still connected to a clean ground. The resistance should be very high (above
100K ohms) indicating the wire is not grounded between the sensor plug pin A and the ICP
panel connector.
i. Remove the meter lead from the ground connection and connect the lead to sensor plug pin B
(+5VDC supply wire). The other meter lead remains connected to sensor plug pin A. The
resistance should be very high (above 100K ohms) indicating the control wires on sensor plug
pins A and B are not shorted together between the sensor and the ICP panel.
j. Remove the meter lead from the sensor plug pin B and connect the lead to sensor plug pin C
(sensor output). The other meter lead is still connected to sensor pin A. The resistance should
be very high (above 100K ohms) indicating the control wires on sensor plug pins A and C are not
shorted together between the sensor and the ICP panel.
k. Remove the meter lead from sensor plug pin A and connect the lead to sensor plug pin B. The
other meter lead remains connected to sensor plug pin C. The resistance should be very high
(above 100K ohms) indicating the control wires on sensor plug pins B and C are not shorted
together between the sensor and the ICP panel.
l. When the control wire checks are complete, install CNE connector in place on the ICP panel and
thread the center locking bolt of the connector into the ICP panel socket.
m. Connect the sensor plug to the sensor body.
2. To check the control wiring for the terminal board type sensor (Figure 7):
a. Mark and remove the control wires from the terminal strip on the BAROP sensor.
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b. Remove CNE connector from the ICP panel. The connector center locking bolt must be
unthreaded prior to pulling CNE from the ICP panel socket.
c. Using a VOM multimeter set for low ohms (less than 10 ohms expected), connect one of the
meter leads of the VOM to sensor control wire from terminal 1 (P5VBAROP) and the other meter
lead to CNE–32 (pin 32). The ohm reading should be near zero ohms indicating CNE pin
connections are good and the wire is not broken between sensor control wire terminal 1 and
CNE–32 ICP panel connector.
d. Change the meter lead on sensor control wire terminal 1 to sensor control wire from terminal 2
(BAROPN). Move the other meter lead from CNE–32 to CNE–33. The ohm reading should be
near zero ohms indicating CNE pin connections are good and the wire is not broken between
sensor control wire from terminal 2 and CNE–32 ICP panel connector.
e. Change the meter lead on sensor control wire terminal 2 to sensor control wire from terminal 3
(BAROPP). Move the other meter lead from CNE–33 to CNE–45. The ohm reading should be
near zero ohms indicating CNE pin connections are good and the wire is not broken between
sensor control wire from terminal 3 and CNE–45 ICP panel connector.
f. Remove the meter lead on CNE–45 and connect it to a clean control ground bus bar, ground on
the truck frame, or metal of the cabinet. With the other meter lead still on control wire from
terminal 3, read the ohmmeter. The resistance should be very high (above 100K ohms)
indicating the wire is not grounded between the control wire and the ICP panel connector.
g. With the meter lead grounded, move the other meter lead from control wire from terminal 3
(BAROPP) to control wire from terminal 2 (BAROPN). The resistance should be very high
(above 100K ohms) indicating the wire is not grounded between the control wire and the ICP
panel connector.
h. With the meter lead grounded, move the other meter lead from control wire from terminal 2
(BAROPN) to control wire from terminal 1 (P5VBAROP). The resistance should be very high
(above 100K ohms) indicating the wire is not grounded between the control wire and the ICP
panel connector.
i. Remove the meter lead from the ground and connect it to the control wire from terminal 2
(BAROPN). The other meter lead is still connected to the control wire from terminal 1
(P5VBAROP). The resistance should be very high (above 100K ohms) indicating the control
wires from terminal 1 and terminal 2 not shorted together between the sensor and the ICP panel.
j. Remove the meter lead from the control wire from terminal 2 (BAROPN) and connect it to the
control wire from terminal 3 (BAROPP). The other meter lead is still connected to the control wire
from terminal 1 (P5VBAROP). The resistance should be very high (above 100K ohms) indicating
the control wires from terminal 1 and terminal 3 not shorted together between the sensor and the
ICP panel.
k. Remove the lead from the control wire from terminal 1 (P5VBAROP) and connect it to the control
wire from terminal 2 (BAROPN). The other meter lead is still connected to the control wire from
terminal 3 (BAROPP). The resistance should be very high (above 100K ohms) indicating the
control wires from terminal 2 and terminal 3 not shorted together between the sensor and the
ICP panel.
l. If the control wire checks are complete, install CNE connector in place on the ICP panel and
thread the center locking bolt of the connector into the ICP panel socket.
m. Connect the sensor wiring to the terminal board on the sensor.
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3. After completing all sensor and circuit checks, ICP panel TCI Analog I/O card, slot 8, may be bad.
Replace the card.
Figure 7. Barometric Air Pressure (BAROP) Sensor Direct Plug and Terminal Board Type.
4.4. VOLTAGE ATTENUATION MODULES (VAMs) CHECKS

A Voltage Attenuation Module (VAM) decreases high voltage to a safe lower level of voltage that does not
damage the electronics of the ICP panel. There are four VAMs used in this control group; VAM1, VAM2, VAM3, and
VAM4.
VAM1 and VAM2 (17FM702A1) are eight channel units while VAM3 and VAM4 (17FM681A1) are five
channel units. A five channel VAM unit allows five different voltage levels within the control to be voltage to be read
and voltage reduced to the control. An eight channel VAM unit allows eight different v voltage levels within the control
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to be voltage to be read and voltage reduced to the control. The five and eight channel VAM units work in the same
fashion with 2 meg ohms of resistance between the input channel of the VAM and the output channel of the VAM.
4.4.1. VAM Internal Out Of Circuit Checks

A VAM unit can be checked separately out of circuit. A VOM multimeter set to measure 2 meg ohms is
needed for out of circuit checks. For both the five channel and eight channel VAM, the checks are the same. To
check a VAM out of circuit:
2. The VAM unit does not have to be removed from the control cabinet to perform checks. Mark and
remove the inputs to the VAM unit. For the five channel VAM, remove the wires connected to VH1
through VH5 from the input studs. For the eight channel VAM, remove the wires connected to VH1
through VH8 from the input studs.
3. Unlock and remove the VAM control wire connector plug from the VAM socket.
4. Starting with VH1 (high voltage input stud), measure between the input stud and the socket pin of each
channel. Figure 8 depicts the internal connections of the VAM units (five channel and eight channel).
Figure 9 depicts the VAM socket pin identification and control wire plug pin identification for both five
channel and eight channel.
5. Approximately 2 meg ohms should be present in each channel.
6. After completing resistance checks, connect the control wire connector plug to the VAM and connect the
input wires to the input studs.
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Figure 8. VAM Internal Function and Connector Pin Identification.
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Figure 9. Visual VAM Connector Pin Identification – 5 and 8 Channel.
4.4.2. VAM1 and VAM2 Circuit Checks

VAM1 (Figure 10) and VAM2 (Figure 11) are eight channel VAM units (17FM702A1). VAM1 measures DC
Link voltage (inputs VH1 & VH2) for Traction Motor 1 (TM1) operation, TM1 A Phase voltage (inputs VH3 & VH4), B
Phase voltage (inputs VH5 & VH6), and C Phase voltage (inputs VH7 & VH8).
VAM2 (Figure 12) measures Traction Motor 2 (TM2) A Phase voltage (inputs VH1 & VH2), TM2 B Phase
voltage (inputs VH3 & VH4), C Phase voltage (inputs VH5 & VH6), and DC Link voltage (inputs VH7 & VH8) for TM2
operation.
VAM1 is located in the left compartment, left side wall, and second VAM unit from the bottom of the control
cabinet. VAM2 is located in the below VAM1 on the left side wall.
Check the internal VAM circuitry (out of circuit) as described in section 4.4. VOLTAGE ATTENUATION
MODULES (VAMs) CHECKS of this publication. To check wiring to the VAM1 or VAM2 unit:
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2. Unlock and remove the VAM control wire plug from the VAM socket.
3. Unlock and remove the CND connector on the upper portion of the ICP panel.
4. To check for grounded control wires between the VAM unit and the ICP panel (checking from the VAM
control wire plug):
a. Set the VOM for a higher level ohm readings (above 100,000 ohms).
b. Connect one of the meter leads to a clean control ground bus bar, ground on the truck frame, or
metal of the cabinet.
c. Sequentially connect the other meter lead to VAM (either VAM2 or VAM2) control wire plug pins
5, 6, 10, 14, 7, 3, 2, and 1. All ohm readings should exceed 100K ohms. Refer to Figure 9 lower
left item for plug pin identification.
d. With one meter lead still on ground, connect the other meter lead to plug pins 15 and 16. On
VAM1, pins 15 and 16 are grounded (zero ohms). On VAM2, pin 15 is grounded (zero ohms)
and pin 16 is above ground (100K ohms or higher)
e. Install all removed plugs and wire connections.
5. To check continuity of the control wires between the VAM plug and the ICP panel:
a. Refer to Figure 9 lower left item for VAM control wire plug pin identification. Refer to Figure 10
for VAM1 and Figure 11 for VAM2 for VAM control wire plug and ICP connector CN input pins.
b. Unlock and remove the VAM control wire plug from the VAM socket.
c. Set the VOM multimeter for a lower ohm reading (less than 10 ohms expected).
d. Sequentially connect a meter lead to VAM control wire plug pins and the other meter lead to the
corresponding ICP panel CN plug pin (as shown in Figure 10 and Figure 11). For example,
connect a meter lead between VAM1 control wire plug pin 5 and ICP connector pin CND–45.
Continue connecting the meter between all VAM control wire plug pins and the corresponding
ICP CN connector pins until all control wires are checked. The ohm reading should be zero
ohms indicating the control wire between the VAM control plug and the ICP CN connector pin
wire and connections are good.
6. To check for control wires shorted together between the VAM plug and the ICP panel CN connector:
a. Refer to Figure 9 lower left item for VAM control wire plug pin identification. All checks are made
at the VAM control wire plug.
c. Unlock and remove the appropriate CN connector on the upper portion of the ICP panel.
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d. Set the VOM multimeter for a higher ohm reading (more than 100K ohms).
e. Connect a meter lead to VAM control wire plug pin 1. Connect the other meter lead sequentially
to VAM control wire plug pins 2, 3, 5, 6, 7, 10, and 14. The ohm reading should exceed 100K
ohms indicating the control wires are not shorted together.
f. Connect a meter lead to VAM control wire plug pin 2. Connect the other meter lead sequentially
to VAM control wire plug pins 3, 5, 6, 7, 10, and 14. The ohm reading should exceed 100K ohms
indicating the control wires are not shorted together.
g. Connect a meter lead to VAM control wire plug pin 3. Connect the other meter lead sequentially
to VAM control wire plug pins 5, 6, 7, 10, and 14. The ohm reading should exceed 100K ohms
h. Connect a meter lead to VAM control wire plug pin 5. Connect the other meter lead sequentially
to VAM control wire plug pins 6, 7, 10, and 14. The ohm reading should exceed 100K ohms
i. Connect a meter lead to VAM control wire plug pin 6. Connect the other meter lead sequentially
to VAM control wire plug pins 7, 10, and 14. The ohm reading should exceed 100K ohms
j. Connect a meter lead to VAM control wire plug pin 7. Connect the other meter lead sequentially
to VAM control wire plug pins 10 and 14. The ohm reading should exceed 100K ohms indicating
the control wires are not shorted together.
k. Connect a meter lead to VAM control wire plug pin 10. Connect the other meter lead to VAM
control wire plug pin 14. The ohm reading should exceed 100K ohms indicating the control wires
are not shorted together.
l. Install all removed plugs and wire connections.
7. To check VAM input wires (VAM inputs VH1 through VH8):
a. The input wires may remain on the VAM input studs as long as the VAM control wire plug is
remove from the VAM unit.
b. Set the VOM multimeter to a low ohm reading (less than 10 ohms).
c. Connect a meter lead to the DC Link positive bus. Connect the other meter lead to VAM1 input
stud VH1 and VAM2 input stud VH8. Refer to Figure 10 and Figure 11 for VAM input
connections. The ohm reading should be near zero ohms indicating the wire to VAM input VH1 is
connected to the positive bus.
d. Connect a meter lead to the DC Link negative bus.
e. To check VAM1 DC Link negative bus connections, connect the other meter lead sequentially to
VAM1 inputs studs VH2, VH4, VH6, and VH8. The ohm reading should be near zero ohms
indicating the wires to VAM inputs connections are good. To check VAM2 DC Link negative bus
connections, connect the other meter lead sequentially to VAM2 inputs studs VH1, VH3, VH5,
and VH7. The ohm reading should be near zero ohms indicating the wires to VAM inputs
connections are good.
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Figure 10. VAM1 Electrical Circuit Connections.
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4.4.4. VAM3 and VAM4 Circuit Checks

VAM3 (Figure 12) and VAM4 (Figure 13) are five channel VAM units. VAM3 measures main Alternator
Phase A AC output voltage (input VH1), main Alternator Phase B AC output voltage (input VH2), main Alternator
Phase C AC output voltage (input VH3), and DC Link voltage (input VH4 + bus and VH5 – bus). VAM4 measures
single phase Alternator Tertiary output voltage (input VH1 and VH2), Alternator Field Static Exciter (AFSE) DC
alternator excitation voltage (input VH3 and VH4), and Grid Blower Motor voltage (input VH5).
VAM3 and VAM4 are located in the control box mounted on the left side of the control cabinet over the grid
package. VAM3 is mounted on the left side wall of the control box (left of the RP contactors) and VAM4 is mounted
on the rear wall of the control box.
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Check the internal VAM circuitry (out of circuit) as described in section 4.4. VOLTAGE ATTENUATION
MODULES (VAMs) CHECKS of this publication. To check wiring to the VAM3 and VAM4 units:
2. Unlock and remove the VAM control wire plug from the VAM socket.
3. Unlock and remove connector CNC on the upper portion of the ICP panel.
4. To check for grounded control wires between the VAM unit and the ICP panel:
a. Set the VOM for a higher level ohm readings (above 100K ohms).
b. Connect one of the meter leads to a clean control ground bus bar, ground on the truck frame, or
c. Sequentially connect the other meter lead to VAM control wire plug pins 1, 2, 3, 4, and 5. Refer
to Figure 9 upper left item for plug pin identification. All ohm readings should exceed 100K ohms.
d. On VAM3, VAM control wire plug pin 9 should check at zero ohms to ground. On VAM4, VAM
control wire plug pins 9 and 8 should check at zero ohms to ground
e. Install all removed plugs and wire connections.
5. To check continuity of the control wires between the VAM plug and the ICP panel:
a. Refer to Figure 3 right item for CN plug pin identification. Refer to Figure 9 upper left item for
VAM control wire plug pin identification. Refer to Figure 12 (VAM3) and Figure 13 (VAM4) for
VAM output pins and ICP CN connector input pins to be check.
c. Unlock and remove the appropriate CN connector from the upper portion of ICP panel. Refer to
Figure 12 (VAM3) and Figure 13 (VAM4) for CN connector.
d. Set the VOM multimeter to a low ohm reading (less than 10 ohms).
e. Connect a meter lead to VAM plug pin 1 and the other meter lead to the appropriate ICP panel
CN connector pin shown in Figure 12 (VAM3) or Figure 13 (VAM4). The ohm reading should be
zero ohms indicating the control wire and pin connections are good.
f. Connect a meter lead to VAM plug pin 2 and the other meter lead to the appropriate ICP panel
CN connector pin shown in Figure 12 (VAM3) or Figure 13 (VAM4). The ohm reading should be
zero ohms indicating the control wire and pin connections are good.
g. Connect a meter lead to VAM plug pin 3 and the other meter to the appropriate ICP panel CN
connector pin shown in Figure 12 (VAM3) or Figure 13 (VAM4). The ohm reading should be zero
ohms indicating the control wire and pin connections are good.
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h. Connect a meter lead to VAM plug pin 4 and the other meter to the appropriate ICP panel CN
ohms indicating the control wire and pin connections are good..
i. Connect a meter lead to VAM plug pin 5 and the other meter to the appropriate ICP panel CN
ohms indicating the control wire and pin connections are good.
j. Install all removed plugs and wire connections.
6. To check for control wires shorted together between the VAM plug and the ICP panel connector CNC:
a. Refer to Figure 9 upper left item for VAM control wire plug pin identification. All checks are made
at the VAM control wire plug.
c. Unlock and remove the appropriate CN connector from the upper portion of ICP panel. Refer to
Figure 12 (VAM3) and Figure 13 (VAM4) for VAM output pins and ICP CN connector input pins
to be check.
d. Set the VOM multimeter to a low ohm reading (less than 10 ohms).
e. Connect a meter lead to VAM control wire plug pin 1. Connect the other meter lead sequentially
to VAM control wire plug pins 2, 3, 4, and 5. The ohm reading should exceed 100K ohms
f. Connect a meter lead to VAM control wire plug pin 2. Connect the other meter lead sequentially
to VAM control wire plug pins 3, 4, and 5. The ohm reading should exceed 100K ohms indicating
g. Connect a meter lead to VAM control wire plug pin 3. Connect the other meter lead sequentially
to VAM control wire plug pins 4 and 5. The ohm reading should exceed 100K ohms indicating
h. Connect a meter lead to VAM control wire plug pin 4. Connect the other meter lead to VAM
control wire plug pin 5. The ohm reading should exceed 100K ohms indicating the control wires
are not shorted together.
i. Install all removed plugs and wire connections.
7. To check VAM input wires (VH1 through VH5):
a. The input wires may remain on the VAM input studs as long as the VAM output control wire plug
is remove from the VAM unit.
b. Set the VOM multimeter to a low ohm reading (less than 10 ohms).
NOTE: Refer to Figure 12 for VAM3 connection information and Figure 13 for VAM4
connection information.
c. Connect a meter lead to VAM input VH1 (on VAM3 or VAM4) and the other meter lead to the
source wire for VH1. On VAM3, connect the other meter lead to Phase A of the main alternator
output (wire # T106) to the rectifier module RA or rectifier panel (RD). On VAM4, connect the
other meter lead to AFSE input terminal AC1 (wire # T2002). The ohm reading should be near
zero ohms indicating the wire to VAM input VH1 is connected to the source of VH1.
d. Connect a meter lead to VAM input VH2 and the other meter lead to the source wire for VH2. On
VAM3, connect the other meter lead to Phase B of the main alternator output (wire # T206) to
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the rectifier module RB or rectifier panel (RD). On VAM4, connect the other meter lead to AFSE
input terminal AC2 (wire # T1902). The ohm reading should be near zero ohms indicating the
wire to VAM input VH2 is connected to the source of VH2.
e. Connect a meter lead to VAM input VH3 and the other meter lead to the source wire for VH3. On
VAM3, connect the other meter lead to Phase C of the main alternator output (wire # T306) to
the rectifier module RC or rectifier panel (RD). On VAM4, connect the other meter lead to AFSE
DC + output terminal. The ohm reading should be near zero ohms indicating the wire to VAM
input VH3 is connected to the source of VH3.
f. Connect a meter lead to VAM input VH4 and the other meter lead to the source wire for VH4. On
VAM3, connect the other meter lead to the DC Link positive (+) bus. On VAM4, connect the
other meter lead to AFSE DC – terminal. The ohm reading should be near zero ohms indicating
the wire to VAM input VH4 is connected to the source of VH3.
g. Connect a meter lead to VAM input VH5 and the other meter lead to the source wire for VH5. On
VAM3, connect the other meter lead to the DC Link negative (–) bus. On VAM4, connect the
other meter lead to the grid blower motor(s) voltage tap (wire # BMFF07). The ohm reading
should be near zero ohms indicating the wire to VAM input VH5 is connected to the source of
VH3.
h. Install all removed plugs and wire connections.
8. After all checks and the problem persist, ICP panel PSC Analog I/O card, slot 6, may be bad. Replace
the card.
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4.5. CURRENT SENSORS

There are seventeen current sensors (Figure 14, Figure 15, and Figure 16) used in the 17KG535 control
group (17KG537 control group has only 16 current sensors, only 1 grid blower motor). Power cables pass through
the sensor center hole and the induced voltage in the sensor is output to the control for current measurement.
The seventeen current sensors are:
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1. CM11A – Measures current for Traction Motor 1 (TM1) Phase A stator from Phase Modules PM11A+
and PM11A– (AC power).
2. CM12A – Measures current in Traction Motor 1 (TM1) Phase A stator from Phase Modules PM12A+ and
PM12A– (AC power).
3. CM11B – Measures current for Traction Motor 1 (TM1) Phase B stator from Phase Modules PM11B+
and PM11B– (AC power).
5. CM11C – Measures current for Traction Motor 1 (TM1) Phase C stator from Phase Modules PM11C+
and PM11C– (AC power).
13. BM1I – Measures current to the Dynamic Retarder Blower Motor 1 (BM1) (DC power).
14. BM2I – Measures current to the Dynamic Retarder Blower Motor 2 (BM2) (DC power), only on 17KG535
control group with two blower motors.
15. CMAF – Measures current to the Alternator rotor fields (DC power) from AFSE.
16. CMT – Measures current of the Alternator Tertiary output (AC power) to AFSE.
17. LINKI – Measures current to the DC Link from the Rectifier Modules (RMA, RMB, and RMC on 17KG535
control group) or Rectifier Diode (RD on 17KG537 control group) panel (DC power).
Control wires connect to sensor posts M, positive (+), and negative (–). Positive 24 volts DC is connected to
the + sensor post. Negative 24 volts DC is connected to the – sensor post. The current sensor output to the control is
on sensor post M.
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Figure 14. Current Sensors for Traction Motor 1 (TM1).
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Figure 15. Current Sensors for Traction Motor 2 (TM2).
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Figure 16. Current Sensors for Dynamic Retarding Grid Blowers, Alternator Field and Tertiary, and DC Link.
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4.5.1. Out of Circuit Checks of Current Sensors
To quickly check the current sensor, apply control power and measure from terminal M to ground. If voltage
is present then the current sensor (LEM) is likely failed. If doubt exists on the current sensor condition, continue with
the out of circuit checks.
Resistance checks between sensor connections posts can be performed when the control wires are
disconnected from the sensor. If any questionable resistance is measured, replace the current sensor. For all current
sensors (Figure 14 and Figure 15), out of circuit checks of the current sensors:
attempting any work on 17KG527 components. Check that Capacitor Charge Lights (CCL’s) are not
2. Mark and remove the control wire connections on sensor connection posts positive (+), negative (–), and
M (Figure 14).
3. Using a multimeter set for ohms, measure between sensor post M and +. The ohm reading should be in
excess of 1 Meg ohm indicating the sensor is good.
4. Measure between sensor post M and –. The ohm reading should be in excess of 1 Meg ohm indicating
the sensor is good.
5. Measure between sensor posts + and –. The ohm reading should be between 25000 K (25K) and 35000
K (35K) indicating the sensor is good.
6. Low ohm readings between the posts indicate a failed sensor.
7. Connect the control wires to the sensor connection posts.
4.5.2. Current Sensors Wiring Checks

The wiring to the current sensors can be checked for a grounded circuit, an open circuit, and a shorted
circuit. Wires are checked from the current sensor connections (+, –, and M terminals) to the ICP panel through CN
connectors. The following procedure describes checks for wiring problems for current sensor. The procedure is
generic since the checks are identical for all current sensors. Use Figure 14, Figure 15, or Figure 16 to identify the
correct current sensor wiring and CN connector.
To check the control wires between the current sensor and the ICP panel:
. in the OFF position and that the Generator Field Contactor (GFCO) switch is in the CUTOUT position before
2. Mark and remove the control wire connections on current sensor connection posts positive (+), negative
(–), and M from the current sensor wiring to be checked.
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3. Unlock and remove the appropriate CN connector from the ICP panel. Use Figure 14, Figure 15, or
Figure 16 to identify the correct current sensor wiring and CN connector.
4. To check for grounded control wires:
a. Connect one of the meter leads to a clean control ground bus bar, ground on the truck frame, or
b. Sequentially connect the other meter lead to all three control wires removed from the sensor
posts.
c. The ohm reading should exceed 100K ohms indicating the control wires are not grounded.
5. To check the control wires to ensure the wires are not shorted together:
a. Connect a meter lead to the control wire removed from the sensor post M.
b. Sequentially connect the other meter lead to the control wires removed from the sensor posts +
and –. The ohm reading should exceed 100K ohms indicating the control wires are not shorted
together.
c. Connect the meter between the wires remove from + and – sensor posts and check resistance.
The ohm reading should exceed 100K ohms indicating the control wires are not shorted
together.
6. To check control wire continuity between the sensor and the ICP panel:
a. Connect a meter lead to lead to the control wire removed from the current sensor + (positive)
post. Connect the other meter lead to the appropriate CN pin. Use Figure 14, Figure 15, or
Figure 16 to identify the correct current sensor wiring and CN connector. Resistance should be
zero ohms indicating the wire is not broken and CN pin connection is good.
b. Connect a meter lead to lead to the control wire removed from the current sensor M post.
Connect the other meter lead to the appropriate CN pin. Use Figure 14, Figure 15, or Figure 16
to identify the correct current sensor wiring and CN connector. Resistance should be zero ohms
indicating the wire is not broken and CN pin connection is good.
c. Connect a meter lead to lead to the control wire removed from the current sensor – (negative)
post. Connect the other meter lead to the appropriate CN pin. Use Figure 14, Figure 15, or
Figure 16 to identify the correct current sensor wiring and CN connector. Resistance should be
zero ohms indicating the wire is not broken and CN pin connection is good.
7. Connect all the wires to the appropriate locations and install all the CN plugs removed.
8. After all sensor and circuit checks, ICP panel Traction Motor Control 1 (TM1) card, slot 11, or Traction
Motor Control 2 (TMC2) card, slot 12, may be bad. Replace the appropriate card.
4.6. WHEEL SPEED SENSORS

There are four speed sensors (Figure 17) on the truck, SS1 (left rear wheel), SS2 (right rear wheel), SS3 (left
front wheel), and SS4 (right front wheel). The same speed sensor is used for all wheel speed sensors. The air gap
between the speed sensor and the toothed wheel is 0.0205 to 0.0355 in. (0.5207 to 0.9017 mm). The rear wheel
speed sensors are not adjustable and should be correctly spaced if installed properly.
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There are two types of speed sensors on the front wheels that may be used with the 17KG535 control group,
directional and non–directional. Either type allows the control to function. The rear wheel speed sensors are
directional type sensors and rear wheel speed sensor circuits are shown in Figure 18. Refer to Figure 21 for a
depiction of the circuit differences between directional and non–directional speed sensors.
There is not a reliable procedure for checking speed sensors out of circuit. Speed sensors must be checked
in circuit during operation.
Figure 17. Typical Wheel Speed Sensor.
4.6.1. Speed Sensor Circuit Wiring Checks

The wiring between the speed sensor and the ICP panel can be checked for a grounded circuit, an open
circuit, and a shorted circuit.
Wires are checked from the speed sensor connections to the ICP panel through CN connectors. The following
procedure describes checks for wiring problems for speed sensors. The procedure is generic since the checks are
identical for all speed sensors. Use Figure 18 and Figure 19 to identify speed sensor wiring. Use Figure 20 for cable
or speed sensor pin identification. Use Figure 3 to identify pins on the CN connectors on the ICP panel. Use Figure 4
to identify pins for the CNX connectors to the control cabinet.
To check the control wires between the speed sensor and the ICP panel:
2. Remove the control cable connector closest to the speed sensor to be checked. Use Figure 20 for cable
or speed sensor pin identification. Use Figure 18 or Figure 21 to identify speed sensor wiring.
3. Unlock and remove the appropriate CN connector from the ICP panel specified in Figure 18 or Figure 19
for the speed sensor wiring being checked.
4. To check for grounded control wires:
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NOTE: Refer to Figure 3 for CN plug pin identification and Figure 4 and Figure 5 for CNX
connector identification.
a. Connect one of the meter leads to a clean control ground bus bar, ground on the truck frame, or
b. Sequentially connect the other meter lead to the all pins of the connector removed from the
speed sensor or on the CN pins from the control cabinet end of the wiring.
c. The ohm reading should exceed 100K ohms indicating the control wires are not grounded.
Shield or common wires (as identified by Figure 18 or Figure 19) should be near zero ohms
indicating the shield or common wire is not open.
5. To check the control wires to ensure the wires are not shorted together:
a. With the connectors (on the speed sensor and the appropriate ICP panel CN connector)
removed, connect the first meter lead to one of the pins of the speed sensor. Use Figure 18 or
Figure 19 to identify speed sensor pins. Use Figure 20 for cable or speed sensor pin
identification.
b. Sequentially connect the second meter lead to the all pins of the connector removed from the
speed sensor or on the CN pins from the control cabinet end of the wiring. Use Figure 18 or
Figure 19 to identify the speed sensor pins in the circuit. Use Figure 20 for cable or speed
sensor pin identification.
c. The ohm reading should exceed 100K ohms indicating the control wires are not shorted
together.
d. Move the first meter lead to another pin in the speed sensor circuit and sequentially connect the
second meter lead to all the pins of the speed sensor circuit.
e. Repeat moving the first meter lead to each pin in the speed sensor circuit and sequentially
connect the second meter lead to all the pins of the speed sensor circuit until the first meter lead
has checked each pin of the circuit. The ohm reading should exceed 100K ohms indicating the
control wires are not shorted together.
6. To check continuity of the control wires between the speed sensor and the ICP panel:
a. With the connectors (on the speed sensor and the appropriate ICP panel CN connector)
removed, connect the first meter lead to one of the pins of the speed sensor. Use Figure 18 or
Figure 19 to identify speed sensor pins. Use Figure 20 for cable or speed sensor pin
identification.
b. Connect the second meter lead to the other end of the control wire at the corresponding pin on
the CN connector as identified in Figure 18 or Figure 19.
c. The ohm reading should be near zero ohms indicating the control wires are not open between
the speed sensor and the CN connector of the ICP panel.
d. Repeat the steps with the first and second meter lead until all control wires are checked for
continuity between the speed sensor and the CN connector.
7. When speed sensor circuit checks are complete, reconnect all connectors and lock in position.
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Figure 18. Rear Wheel Speed Sensor Circuits.
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Figure 19. Front Wheel Speed Sensor Circuits, Non–directional or Directional.
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Figure 20. Speed Sensor Connector and Cable Connector Pin Arrangement.
4.7. 17FH41 POWER SUPPLY

The 17FH41 Power Supply (PS) provides +15VDC and –15VDC, +24VDC and –24VDC, and +5VDC to all
the electronic devices in the control group. Truck batteries supply input power to the PS as shown in Figure 21.
PS is located in the front right compartment of the control cabinet below the ICP panel. Short circuits or
grounds in the wiring from the PS to components will cause an appearance the power supply voltage are incorrect.
Always check for wiring problem causing voltage variations. Common causes of grounded/shorted power supplies
are +/– 24VDC grounded/shorted on the current sensors (LEMs) and +15VDC grounded/shorted at the speed
sensors/wiring, DID panel, or Pot Reference (to the Accel Pedal and Retard Pedal) wiring. The PS checks are:
1. Measure the 24 volts battery power input on the studs +24 V NOMINAL and +24 V NOMINAL RETURN
(– battery connection) on the front of PS.
215
2. Observe the five LED indicating lights on the front of PS below the PS CN connector. Illuminated green
LED indicates the specified power is being output from the PS. LEDs not illuminated indicates a power
supply failure or a grounded output of the PS.
3. For specific output connections, refer to the electrical schematics to check point to point.
Power Supply tolerances are:
1. Positive (+) 5 VDC tolerances are +/– 2% resulting in a range of +4.9 to +5.1 volts.
2. All other voltage tolerances are +/– 5% resulting in the following ranges:
a. Positive (+) 15 VDC ranges of +14.25 to +15.75 volts.
b. Negative (–) 15 VDC ranges of –14.25 to –15.75 volts.
c. Positive (+) 24 VDC ranges of +22.8 to +25.2 volts.
d. Negative (–) 24 VDC ranges of –22.8 to –25.2 volts.
24 VOLT TRUCK
BATTERY INPUTS
(+ & –)
POWER SUPPLY
OUTPUTS TO
CONTROL
COMPONENTS
(THROUGH CN1)
LED STATUS FOR:

+15V
–15V
+24V
–24V
+5V
Figure 21. 17FH41 Power Supply.
216
4.8. GATE DRIVE POWER CONVERTER (GDPC)
The Gate Drive Power Converter (GDPC) provides 100 VAC (+/– 5%) 25KHz (+/– 10%) (except with true
RMS voltmeter, then reading is 89 to 92 VAC RMS) power for the gate drive function to every phase module,
chopper module, and chopper diode within the control group.
There are two Gate Drive Power Converters with the control cabinet, Gate Drive Power Converter 1
(GDPC1) and Gate Drive Power Converter 2 (GDPC2). GDPC1 provides power to Inverter 1 (Inverter 11 and Inverter
12) phase modules, Chopper Module 1 (CM1), Chopper Module 2 (CM2), Chopper Diode 1 (CD1), and Chopper
Diode 2 (CD2) as shown in Figure 24. GPDC2 provides power to Inverter 2 (Inverter 21 and Inverter 22) phase
modules as shown in Figure 25.
GDPC1 and GDPC2 are located in the front right compartment of the control cabinet below the ICP panel.
The GDPC J1 receptacle/wire harness plug is shown in Figure 23 viewed looking at the pin side and pin socket side
of the connector.
The GDPC unit has two output circuits to provide the AC power to the electronic devices. Each GDPC output
is protected by a circuit breaker, CB1 for output 1 and CB2 for output 2 (Figure 22). The GDPC is powered by truck
battery power separate from the control system. The outputs are connected sequentially to each inverter phase
modules, chopper modules, and chopper diodes as shown in Figure 24 (GDPC1) and Figure 25 GDPC2).
Disconnecting the GDPC cable between phase modules will remove power from the electronic units following the
disconnected unit. To check the output circuits of GDPC (GDPC 1 or GDPC2):
2. Open circuit breaker CB1 (OFF) (GDPC1 or GDPC2).
3. Unlock and remove the GDPC cable from the first electronic module in the power loop. For GDPC1 CB1,
remove the GDPC cable from Chopper Module 1 (CM1) as shown in Figure 24. For GDPC2 CB1,
remove the GDPC cable from phase module P21C– as shown in Figure 25.
4. Close the GDPC circuit breaker CB1 (ON) with truck battery power ON.
5. Using a VOM multimeter set to measure 100 volt AC, measure across pin 2 and pin 3 of the GDPC cable
removed from phase module 1 A + (PM1A+). Refer to Figure 26 for GDPC cable connector pin
identification. The VOM will measure 100 VAC (+/– 5%) 25KHz (+/– 10%) (for meters that can measure
frequency). When using a true RMS voltmeter, the voltage reading will be 89 to 92 VAC RMS. Check the
type of meter used for voltage measurement.
6. Open the GDPC circuit breaker CB1 (OFF) (GDPC1 or GDPC2).
7. Install the GDPC cable onto the electronic module it was removed from.
8. Open circuit breaker CB2 (OFF) (GDPC1 or GDPC2).
9. Unlock and remove the GDPC cable from the first electronic module in the power loop. For GDPC1 CB2,
remove the GDPC cable from Chopper Module 2 (CM2) as shown in Figure 24. For GDPC2 CB1,
remove the GDPC cable from phase module P22C– as shown in Figure 25.
10. Close the GDPC circuit breaker CB2 (ON).
217
11. Using a VOM multimeter set to measure 100 volt AC, measure across pin 2 and pin 3 of the GDPC cable
removed from phase module 2 A + (PM2A+). Refer to Figure 26 for GDPC cable connector pin
identification. The VOM will measure 100 VAC (+/– 5%) 25KHz (+/– 10%) (for meters that can measure
frequency). When using a true RMS voltmeter, the voltage reading will be 89 to 92 VAC RMS. Check the
type of meter used for voltage measurement.
12. Open the GDPC circuit breaker CB2 (OFF) (GDPC1 or GDPC2).
13. Install the GDPC cable onto the electronic module it was removed from.
14. Ensure both CB1 and CB2 circuit breakers on GDPC1 and GDPC2 are closed (ON).
J1 Receptacle
Figure 22. Gate Drive Power Converter (GDPC).
Figure 23. GPDC J1 Receptacle and Wire Harness Plug.
218
219
Figure 24. GDPC Circuits for Circuit Breakers CB1 and CB2.
Figure 25. GDPC Circuits for Circuit Breakers CB1 and CB2.
Figure 26. Phase Module GDPC Power Cable Connector Pin Identification.
220
4.9. ENGINE SPEED SENSOR, ENGINE COMMAND, AND LOAD SIGNALS
The Engine Speed Sensor (ESS) is located in the main GE alternator but feedbacks the engine RPM to the
drive system. The drive system interfaces with the diesel engine for engine warnings and cautions, and engine load
signals (if equipped). The following section detail the engine related parameters.
4.9.1. Engine Speed Sensor (ESS)

The Engine Speed Sensor (ESS) generates pulses as gear teeth pass by the sensor. These pulses are
received by the control group to establish the engine RPM. ESS is located at the rear of the Traction Alternator. The
gear has fifty teeth which results in 50 tooth counts per one RPM.
To check ESS out of circuit and check ESS control wires to the ICP panel:
2. Unlock and remove CNC connector from the ICP panel.
NOTE: Refer to Figure 3 for CN plug pin identification and Figure 4 and Figure 5 for CNX connector
identification.
3. Set the VOM multimeter to low ohm test.
4. Connect the meter leads between CNC–90 and CNC–91. Refer to Figure 3 for CN plug pin identification.
5. The resistance of the speed sensor is approximately 145 ohms at 25ºC (77ºF). If the resistance is not
correct, check the speed sensor at the alternator connections to ensure the control wires are not
damaged.
6. To check for grounds in the control wires:
a. Disconnect the speed sensor cable at the alternator to isolate the control wires.
b. With the VOM multimeter set to a high ohms scale, connect one of the meter leads to a clean
control ground bus bar, ground on the truck frame, or metal of the cabinet.
c. Connect the other meter lead to ICP panel connector CNC pin 90 (CNC–90). Refer to Figure 3
for CN plug pin identification. The ohm reading should exceed 100K ohms indicating the control
wires are not grounded.
d. Connect the other meter lead to ICP panel connector CNC pin 91 (CNC–91). Refer to Figure 3
for CN plug pin identification. The ohm reading should exceed 100K ohms indicating the control
wires are not grounded.
7. To check the control wires (Figure 27) between the speed sensor and ICP panel to ensure the wires are
not shorted together:
a. With the VOM multimeter set to a high ohms scale, connect one of the meter leads to CNC–90.
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b. Connect the other meter lead sequentially to CNC–91 and CNC–77. The ohm reading should
exceed 100K ohms indicating the control wires are not shorted together.
c. Connect the meter leads between CNC–91 and CNC–77. The ohm reading should exceed 100K
ohms indicating the control wires are not shorted together.
8. To check continuity of the control wires, connect the meter leads across the control wire at each end. A
long wire may be needed to extend the meter leads between the locations of each end of the wire. Refer
to Figure 27 to ensure the meter is connected to each end of the control wire. Sequentially check each
control wire for continuity. Low ohm reading (near zero) indicates the control is not broken. High ohm
reading (over 5 ohms) indicates the wire may be broken or strands of the control wire have broken.
9. Install and lock all control plugs removed during tests.
10. After circuit and sensor checks are complete, replace the ICP panel PSC Analog I/O card, slot 6.
Figure 27. Alternator Speed Sensor Diagram.
4.9.2. Engine Command and Load Signals

The diesel engine command, diesel engine load signal, and diesel engine cautions and warnings interface
the drive system with the engine controller as shown in Figure 28. These signals allow for engine control with
maximum horsepower at a given RPM while monitoring the engine condition through the caution and warning
signals.
The engine command is a frequency signal from the drive system to the engine controller. As the frequency
varies, the engine RPM changes to correspond with the requested RPM.
The engine load signal is a variable signal from the engine controller to the drive system. The load signal
corresponds to the available engine horsepower as calculated by the engine controller. The drive system utilizes the
available horsepower to maximize truck performance. The load signal from the engine may be an analog variable DC
signal or a Pulse Width Modulated (PWM) variable frequency.
222
The caution and warning signals from the engine controller notifies the drive system of any problems
encountered during engine operation. The cautions and warnings are displayed to the truck operator for appropriate
action.
4.9.2.1. Engine Command Circuitry Check

The drive system engine RPM command output wiring may be checked from the drive system to the engine
controller input. To check the drive system engine command wiring:
1. Shutdown the engine and drive system following local maintenance procedures.
2. To check for shorted control wires (Figure 28) between the engine controller and the ICP panel:
a. Unlock and remove CNB connector on the top of the ICP panel.
b. Disconnect the engine controller control wiring at the connector closest to the engine controller.
c. Set an ohmmeter for a high ohm reading (more than 100K ohms).
d. Connect an ohmmeter lead CNB–51 of the ICP panel plug.
e. Connect the other ohmmeter lead sequentially to CNB–53 and CNB–50. The ohmmeter should
read more than 100K ohms indicating the wires are not shorted together.
f. Move the ohmmeter lead from CNB–51 to CNB–53.
g. Connect the other ohmmeter lead CNB–50. The ohmmeter should read more than 100K ohms
indicating the wires are not shorted together.
h. If testing is complete, reconnect the ICP panel plug and the engine controller connector.
3. To check for grounded control wires (Figure 28) between the engine controller and the ICP panel:
d. Connect an ohmmeter lead to a ground block in the control cabinet or a clean frame ground.
e. Sequentially connect the other ohmmeter lead to CNB–50, CNB–51, and CNB–53. The
ohmmeter should read more than 100K ohms indicating the wires are not grounded.
f. If testing is complete, reconnect the ICP panel plug and the engine controller connector.
4. If no problems are found in the engine command circuit and wiring and the engine control problem
persist, the problem may be in the engine controller. Contact the appropriate engine personnel to
address the engine issue.
4.9.2.2. Analog Engine Load Signal Circuitry Check

To check the an analog feedback engine load signal (Figure 28) circuitry:
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indicating the wires are not shorted together
f. If testing is complete, reconnect the ICP panel plug and the engine controller connector.
4.9.2.3. PWM Engine Load Signal Circuitry Check

To check the PWM feedback engine load signal (Figure 28) circuitry:
224
indicating the wires are not shorted together
f. If testing is complete, reconnect the ICP panel plug and the engine controller connector
Figure 28. Engine Command, Load Signals, and Engine Condition Signals.
225
4.10. GROUND EVENT CIRCUIT CHECKS
The ground detection circuit (Figure 29) is connected across the DC Link. The GRR resistors are in series
between the DC Link positive and DC Link negative. Ground detection is monitored in the motor power circuit and
components only as shown in Figure 30. The control wiring and control components are not monitored for grounds.
4.10.1. Ground Checks of the Control AC Motor Portion, Motor Cables, and Motor Stator
After a ground fault event, the traction motors, motor cables, and inverters can be quickly isolated from the
power circuit to verify the ground is not in that portion of the power circuit. To isolate inverter and traction motor
circuits:
1. Switch the control mode to Load Box or Cut Out both inverters. The inverters and traction motor circuits
are isolated from the power circuit during Load Box or inverter Cut Out.
NOTE: A shorted phase module may cause a ground event during Load Box or inverter Cut Out.
Ensure that phase modules are not shorted.
2. Connect the PTU and monitor the ground current leakage in the PSC real time data.
3. Restart the truck and monitor the ground fault leakage during propulsion.
4. If the ground fault leakage remains low, the grounded circuit or component is in the inverters or traction
motor circuits.
5. If the ground fault current leakage remains high (over 640 ma), the grounded circuit or component is not
in the inverters or traction motor circuits. Investigate other power circuit components and wiring.
4.10.2. Ground Detection Circuit Check

To check the ground detection circuit:
2. Ensure the DC Link discharged, the engine not running, and control power is on.
3. Connect the PTU to the PSC system and display the screen with real time reading of the ground leakage
current.
4. Connect battery volts (+24 volts) to terminal B of GRR9 resistor. GRR9 and GRR10 will split the battery
volts to ground.
226
5. With the VOM multimeter set for low DC voltage, measure the voltage across GRR10 (the 10 ohms
resistor).
6. The PTU will display the ground leakage current equal to the voltage on GRR10 times 100 ma. For
example, if 4 volts is across GRR10 then leakage current will read 400 ma of current (4 x 100 ma = 400
ma).
7. At the conclusion of the ground detection circuit test, remove wires connected to GRR9.
8. If the ground detection circuit checks are complete, the ground detection circuit is connected to ICP
panel PSC Analog I/O card, slot 6. Replace the card.
Figure 29. Ground Detection Circuit in Power Distribution System.
227
Figure 30. Ground Detection Only in the Power Circuit or Power Circuit Components.
4.10.3. Ground Isolation Troubleshooting Tips

If the ground was not found in the previous sections, the source of the ground can be isolated to the DC Link
negative bus, the DC Link positive bus, or the AC portion of the alternator or traction motor. These three conditions
are represented in Figure 31. A digital multimeter, set for reading low level volts, is connected across GRR10.
The voltage across GRR10 is monitored by the control through CNB–23 and results in the ground leakage
current on the PTU PSC screen. The PTU display is an absolute value. The ground leakage current is always
displayed as a positive number on the PTU screen even though the signal may be negative. The digital multimeter
will display the polarity of the voltage across GRR10.
WARNING: This test procedure is conducted with full control system operation. The multimeter is
connected to a high voltage source. Do not touch, adjust, or move the multimeter while the truck is under
power. All multimeter changes should be made after truck shutdown and voltage dissipation occurs.
Ensure that the Control Power Switch (CPS) is in the OFF position and that the Generator Field Contactor
(GFCO) switch is in the CUTOUT position before attempting any work on system components. Check that
Capacitor Charge Lights (CCLs) are not illuminated. Use a VOM to VERIFY that no voltage is present
before touching any terminal. Failure to observe these precautions may result in death or serious
personal injury.
To perform the ground isolation procedure:
2. Connect the digital multimeter, set for low DC volts scale, across GRR10 as shown in Figure 31.
3. Set the multimeter in a safe, visible location.
4. Select Load Box mode or Cut Out both inverters for this test.
5. Start the truck and perform the Load Box procedure or select a direction with the inverters cut out.
6. Monitor the multimeter for voltage level and polarity.
7. Noting the voltage and polarity of the multimeter, shutdown the truck. When the voltage on the DC Link is
at a safe level (CCL lights are out or extinguished), switch the multimeter from DC voltage scale to AC
voltage scale.
228
8. Start the truck and perform the Load Box procedure or select a direction with the inverters cut out.
9. Shutdown the truck.
10. To determine where the ground is at:
a. If the polarity of the meter is negative then the ground is on the DC Link positive side as shown
in the top view of Figure 31.
b. If the polarity of the meter is positive then the ground is on the DC Link negative bus side as
shown in the middle view of Figure 31.
c. If the voltage level on the multimeter AC scale is higher than when the multimeter was set to DC
scale then the ground is on the AC portion of the alternator as shown in the lower view of Figure
31.
NOTE: A shorted phase module may cause an AC reading during the portion of the test when
the multimeter is set to an AC voltage scale. Ensure that phase modules are not shorted.
d. The AC traction motor control circuits, cables and motor can be checked in section 4.10.
GROUND EVENT CIRCUIT CHECKS in this publication.
229
Figure 31. Ground Isolation Troubleshooting Tips.
4.10.4 Ground Identification Using PTU Screens

The PTU screen information can be used for troubleshooting grounds. Figure 32, Figure 33, and Figure 34
indicate PTU information for ground fault analysis.
230
LINK-V POS
approximately
half LINKV
To Identify POS or NEG ground fault:

Use PSC Analog I/P “ LINKVPOS ” on wPTU screen (DC positive to ground voltage).
With NO gnd fault, “ LINKVPOS ” should be approx. half “ LINKV ”.
Figure 32. No Ground Fault on DC Link.

With POS (high resistance) gnd fault, “ LINKVPOS ” should be LOWER than half “ LINKV ” (If shorted to gnd “ LINKVPOS “
will be approx. zero).
Figure 33. Solid Ground on the DC Link, Positive Bus.

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LINK-V POS
approximately
equal to LINKV

With NEG (high resistance) gnd fault, “ LINKVPOS ” should be HIGHER than half “ LINKV ” (If shorted to gnd “LINKVPOS “
will be approx. equal to “ LINKV “).
Figure 34. Solid Ground on the DC Link, Negative Bus.
4.11. ALTERNATOR FIELD STATIC EXCITER (AFSE)

The AFSE (Figure 35) provides DC power to the alternator rotor collector rings to enable three phase
alternator output. Initial DC power from AFSE is provided by truck battery (boost). The truck battery power to the
rotor collector rings provides the alternator single phase tertiary output. The alternator tertiary power is connected to
AFSE at the AC terminals as shown in Figure 35. Tertiary AC is converted to DC by Diode 1 (D1), Diode 2 (D2),
SCR1, and SCR2 configured in a full wave rectification circuit inside AFSE. The converted DC replaces the truck
battery (boost) to provide full alternator output.
4.11.1. AFSE Temperature Sensor Checks

AFSE has an internal temperature sensor TS1. TS1 resistance varies with temperature changes. As
temperature increases, TS1 resistance will decrease. TS1 feedback connects to the control through the AFSE
connector pin 15 to ICP panel CNC–61 and pin 16 to ICP panel CNC–62. Refer to Figure 36 for AFSE connector pin
layout and Figure 3 for CN connector pin layout. To check TS1:
WARNING: This test procedure is conducted with full control system operation. The multimeter is
connected to a high voltage source. Do not touch, adjust, or move the multimeter while the truck is under
power. All multimeter changes should be made after truck shutdown and voltage dissipation occurs.
Ensure that the Control Power Switch (CPS) is in the OFF position and that the Generator Field Contactor
(GFCO) switch is in the CUTOUT position before attempting any work on system components. Check that
Capacitor Charge Lights (CCLs) are not illuminated. Use a VOM to VERIFY that no voltage is present
before touching any terminal. Failure to observe these precautions may result in death or serious
personal injury.
232
2. Unlock and remove CNC connector from the ICP panel.
3. Set a VOM multimeter to midrange ohms. Connect a meter lead to ICP panel plug pin CNC–61 and the
other meter lead to plug pin CNC–62.
4. The resistance of TS1 is approximately 100,000 ohms (100K) at 25ºC (77ºF). The resistance value will
decrease as temperature increases.
5. If the correct ohm reading is not obtained at the ICP panel connector, the test can be performed at the
AFSE.
6. To check TSI resistance at the AFSE panel, unlock and remove the control plug from AFSE.
7. Set a VOM multimeter to midrange ohms. Connect a meter lead to AFSE control plug pin 15 and the
other meter lead to plug pin 16. Refer to Figure 36 for AFSE control plug pin layout.
8. The resistance of TS1 is approximately 100,000 ohms (100K) at 25ºC (77ºF). The resistance value will
decrease as temperature increases.
9. After sensor and circuit checks, replace ICP panel PSC Analog I/O card, slot 6.
233
SELF GATED SCR BATTERY BOOST
TERMINAL A TO R1 CARD
AFSE
CONNECTOR
BATTERY
BOOST
(TRUCK BATTERY –
OR GROUND)
DC–
GATE FIRING
MODULES
PULSE
TRANSFOMERS
AC
DC+
AC
TEMPERATURE SENSOR TS1

(MOUNTED ON HEATSINK)
Figure 35. AFSE Connections and Components.
234
Figure 36. AFSE Connector Pin Layout.
4.11.2. Typical Causes of Alternator Excitation Failure

There following is a list of typical reasons the alternator excitation did not occur. The list is not in any
particular order.
1. Battery boost card potentiometer (P1) incorrectly adjusted (nominal resistance 6000 ohms).
2. Defective battery boost card (Aux GFM card).
3. GFR relay not energizing (controlled by PSC Digital I/O card, slot 5) or main contacts defective/high
resistance.
4. GF contactor not energizing (controlled by PSC Digital I/O card, slot 5) or main contacts defective/high
resistance.
5. Open circuit in the main alternator rotor field or associated power cables open.
6. Shorted crowbar SCR (SCR4) in AFSE (effectively shorting out the alternator rotor field and preventing
excitation).
7. High resistance cell in main 24VDC truck batteries reducing current flow to the alternator rotor field.
8. Battery boost resistor (R1) open circuit or incorrectly adjusted.
9. Defective battery boost SCR (SCR3 in AFSE).
10. Defective SCR3 command digital signal “SCR3CM” (zero VDC to enable battery boost) from PSC Digital
I/O card, slot 5.
11. Defective “SCR3CM” pull-up resistor (AFSER) or wiring.
12. Defective “AFSEL” digital output (+24VDC supply to battery boost card) from PSC Digital I/O card, slot 5.
235
13. Defective VAM3 – DC Link voltage and main alternator three phase voltage feedbacks are provided via
VAM3.
14. Defective PSC Analog I/O card, slot 6. This card monitors voltage feedbacks from VAM3.
15. Main alternator slip rings loose on rotor shaft causing brushes to lose contact when the engine is running
(effectively causing an open circuit in the alternator rotor field circuit).
16. Brushes not inserted into brush holders in main alternator.
17. Brush pigtails shorting between main alternator slip rings (effectively shorting out the alternator rotor field
and preventing excitation).
4.12. OPERATOR CAB VARIABLE POT CONTROLS

Viable Potentiometers (Pots) are used in the operator cab for the Acceleration Pedal, the Retard Pedal,
Retard Speed Control speed set, and Retard Lever (if equipped). The pots allow the truck operator to select a wide
range between zero and full request of each of these functions.
Figure 37 depicts the variable pots circuits to the ICP panel. The pots are powered from Pot Reference. The
Pot. Reference equates to approximately 10 volts after the 500 ohm drop resistor. The value of Pot Reference is
monitored by the control through ICP panel connector pins CNE–82 and CNE–83.
The pots for the Acceleration Pedal, Retard Pedal, and the Retard Lever (if equipped) are typically mounted
in mechanical actuators. The pots are not adjustable within the mechanical actuators and may require calibration
using the truck configuration software file. To calibrate the potentiometer (Acceleration pedal, Retard Pedal, or
Retard Lever), refer to publication GET–6869, VEHICLE TEST INSTRUCTIONS GE150AC™, section
6.8. PEDAL, POT, AND LEVER ADJUSTMENT CHECKS.
To check the electrical circuits of the variable pots or Pot Reference:
2. Mark and disconnect the potentiometers control wires from the terminal strip or disconnect the control
wire connector (depending on truck manufacture).
3. Prepare a VOM multimeter for measuring ohms. Zero the meter prior to using the meter.
4. Disconnect the appropriate CN connector from the ICP panel.
a. To check the Retard Pedal or Lever pot, disconnect ICP panel CNC connector.
b. To check the Pot Reference, Acceleration Pedal, or Retard Speed set pot, disconnect ICP panel
CNE connector.
5. To check the control wires for grounded conditions, connect a VOM (set for ohms) multimeter lead to a
clean ground block or chassis ground. Connect the other meter lead sequentially to the CN connector
pins depicted in Figure 37. The shields of the control cables should not show ground if disconnected at
both ends. High ohm reading (over 100K) may indicate the control wires are not grounded. Low ohm
readings (below 100K) may indicate a ground path from damage or water.
236
6. To check for control wires for short circuits between the control wires, connect a VOM (set for ohms)
multimeter lead to one of the three control wires CN connector pin (positive, negative, or shield) of the
pot as depicted in Figure 37. Sequentially connect the other meter lead to the other two control wires CN
connector pins. Remove the meter lead from the first pin and measure resistance between the second
and third connector pins. High ohm reading (over 100K) may indicate the control wires are not sorted
together. Low ohm readings (below 100K) may indicate a path between the control wires from damage
or water.
7. To check continuity of the control wires, connect the meter leads across the control wire at each end. A
long wire may be needed to extend the meter leads between the locations of each end of the wire. Refer
to Figure 37 to ensure the meter is connected to each end of the control wire. Sequentially check each
control wire for continuity of the potentiometer. Low ohm reading (near zero) indicates the control is not
broken. High ohm reading (over 5 ohms) indicates the wire may be broken or strands of the control wire
have broken.
Figure 37. Operator Cab Variable Pot Controls.
237
4.13. CONTROL CONTACTORS
The control contactors include RP1, RP2, RP3 (if equipped), GF, and GFR. Contactors RP1, RP1, and RP3
are used during the dynamic retard mode connecting the DC Link to the retarding grid resistors and grid blower
motor (refer to Figure 30). Contactor GF supplies the alternator rotor excitation field with DC power from AFSE. GFR,
although not a contactor but a control relay, works in conjunction with contactor GF and supplies battery power to the
alternator rotor excitation field during battery boost.
Typical problems with contactors and relays are:
1. Contact tips are worn and not making when the contactor or relay closes. Ensure the contact tips close
when the coil is energized.
2. The contact tips are welded together. Replace the contact tips.
3. The contactor or relay is mechanically bound and cannot close. Replace the contactor or relay.
4. On 41A3296327ALP2 (Hubble Brand) contactors the arc chute is mechanically interlocked with the
armature mechanism to prevent closure if the arc chute is not fitted correctly. If the contactor cannot
close, ensure the arc chute is fitted correctly.
5. The arc chute is covered in metal (copper) coating from contact tips making and breaking under load.
Clean or replace the arc chute.
Control contactors GF and RP1 are located in the contactor compartment on the front left side of the control
cabinet. GFR is a control relay located in the front center control compartment below the AFSE. Figure 38 depicts the
control circuits for the contactors and control relay.
To check the coil resistance of the contractors and control relay:
1. Mark and remove the control wires to the coil terminals.
2. Remove the suppression device connected on the coil prior to checking the ohms. The coil suppression
device may affect the meter reading.
3. Do not hold or touch the coil terminals or the metal portion of the meter leads with your hand during
ohmmeter connection and testing. An induced high voltage may be present when connecting or
disconnecting meter leads from a coil.
4. Connect the ohmmeter across the coil terminals.
a. RP1, RP2, RP3, and GF contactors are 12 ohms at 25ºC (77ºF). The coil resistance will be
slightly higher with higher ambient temperatures.
b. Control relay GFR is 30.9 ohms at 25ºC (77ºF). The coil resistance will be slightly higher with
higher ambient temperatures.
238
Figure 38. Contactor Circuits.
4.14. PHASE MODULE (IGBT) CHECKS

Phase modules and chopper modules circuit tests are the same procedures. Follow the test procedures for
either module.
The 17KG353 and 17KG537 control groups are AC drive systems. The traction motors are AC motors
supplied with frequency and amplitude controlled power from inverters in the control cabinet. Each traction motor is
independently supplied with the AC power from the inverters. Inverter 1 provides the power for Traction Motor 1
(TM1) and Inverter 2 provides the power for Traction Motor 2 (TM2).
The inverters contain phase modules creating the AC power from the DC Link power supply. The
semiconductor device within the phase module that is switched on and off is the Insulated Gate Bipolar Transistors
(IGBT). Two types of phase modules generate each phase of the three phases of power: a positive and a negative.
The inverters contain six phase modules, two phase modules (a positive and negative) in each of the three phases.
For example, Phase A of Inverter 1 contains an A+ and an A– phase module to make a complete AC wave.
The 17KG537 and 17KG537 control groups are dual phase module inverter systems. For improved
performance and higher capacity, each inverter contains two complete inverters. Each phase polarity has two parallel
phase modules for improved performance and higher power capacity. For designation purposes, the two inverters
within Inverter 1 are Inverter 11 and Inverter 12. Inverter 2 contains Inverter 21 and Inverter 22. CPU cards in the ICP
panel control each inverter separately. The parallel phase modules are turned ON at the same time so that a single
output results. Actually when Inverter 1, Phase A power to TM1 is generated, the Phase A phase modules of Inverter
11 and Inverter 12 are turned on to create a single A phase to TM1. This process is repeated with Phase B output
and Phase C output to the traction motor. When an Event Code references an Inverter 1, Phase A event, both
Inverter 11, Phase A and Inverter 12, Phase A phase modules are being referenced. Some Event Codes specify
Inverter 11 or Inverter 12 when the monitored parameters distinguish between the different inverters.
Two parallel fuses on each phase of each inverter protect the circuit. The two fuses are connected between
the DC Link and phase module sets (+ and – of each phase). When replacing phase fuses of the phase modules,
239
both fuses on a phase should be replaced when only one fuse is open. Also, always note the fuse orientation when
removing and installing a replacement fuse. The thickness of the tabs on each end of the fuse is different. The fuse
mounting bosses are also different thickness. Match the thinner fuse tab to the thicker fuse mounting boss for proper
orientation. Incorrectly oriented fuses will fail very quickly after installation.
4.14.1. Ohm Check of Phase Modules

To check the phase modules (IGBTs) in circuit, use a digital multimeter set to “DIODE TEST” and connect
leads as shown in Figure 39. Reverse polarity of the meter leads at each test point to complete the meter test.
If a phase module (IGBT) is shorted there is a possibility another phase module has been damaged. Check
the other phase module in the same phase but opposite polarity. For example as shown in Figure 40, if Inverter 1,
phase module PM1A+ fails shorted, Check phase module PM1A– for damage.
The gate drivers on the phase modules can be checked for fiber optic light signals. With the control power
on, the grey fiber optic output connector from the gate driver should be on. When a light is shown into the blue fiber
optic cable connector the grey should go out.
LOOKING FOR IGBT SHORTS:

SET DIGITAL METER TO DIODE TEST
ON NEGATIVE PHASE MODULES:
RED IS POSITIVE METER LEAD
APPROXIMATELY 0.2 VDC READING,
+ BLACK ISREVERSED
NEGATIVE METER LEAD
METER LEADS 0.3 VDC
VOM
– WITH CAP CHARGING AFFECT WITH
INCREASING VDC
ON POSITIVE PHASE MODULES:

– APPROXIMATELY 0.2 VDC READING,
VOM REVERSED METER LEADS 0.3 VDC
+
WITH CAP CHARGING AFFECT WITH
INCREASING VDC
Figure 39. IGBT Phase Module Checks.
240
WHEN AN IGBT FAILS
SHORTED – CHECK FOR
SHORTED IGBT IN THE
SAME PHASE, OPPOSITE
POLARITY
Figure 40. IGBT Phase Module, Same Phase, Opposite Polarity Checks.
4.14.2. AC Truck System Inverter Phase Module Testing

The following test procedure is from a previously released Product Service Bulletin ACPSB10 on Phase
Module Testing.
The following instructions are for running a phase module test that is available when communicating directly
with the inverter control cards. The test is performed without the engine running and only requires battery power. It
allows the user to manually turn on and off each individual phase module and observe the phase module feedback.
The test is used to locate faulty phase modules.
The equipment required to perform phase module tests are the PTU Laptop Computer running AC wPTU™
software and Serial Communication Cable (Standard 9 pin RS-232, male / female end).
To perform the test:
1. Shutdown the diesel engine. Ensure that the truck engine is not running.
2. Turn OFF the Inverter board “Use System Bit”. This is parameter 25019 in each inverter board. When a
“1” (on), the Inverter board is controlled by commands from the PSC. When a “0” (off), the Inverter board
is controlled by internal commands. The bit is automatically set to “1” when the Inverter software is
downloaded. Inverter parameters can be changed through the PSC while using a special login
password. To turn OFF the Inverter board “Use System Bit”:
a. Connect the laptop to the PSC communications port using the serial cable and then “LOGIN to
wPTU Toolbox” using “oem_param” as the password.
241
b. On the side bar, under “Configuration” heading, double click on “Inverter Parameters” as shown
in Figure 41.
c. The Inverter Parameters (Figure 42) screen will appear which provides a means to both view
and change inverter parameter values. There are three options when viewing and changing
parameters:
i. Inv # “all” row – used to view / change both inverter 1 and 2 parameters.
ii. Inv # “1” row – used to view / change inverter 1 parameters.
iii. Inv # “2” row – used to view / change inverter 2 parameters.
d. Click in then type “25019” in the relevant “Param #” box (“all” if testing both Inverters, “1” if only
testing Inverter 1 or “2” if only testing inverter 2) and hit Enter.
NOTE: When the parameter # is typed into the all “Param #” box and Enter is hit, the
parameter values will show up in the 1 and 2 “Value” boxes. When making changes to both
parameters, the change can be typed into the all “Value” box and Enter hit. Again the
changed values will show up in the 1 and 2 “Value” boxes.
e. The “Value” box (Figure 42) will display the present parameter value. This should be “1” which
means the “Use System Bit” is set and the inverter board is controlled by commands from the
PSC.
f. Click in and type “0” in the relevant “Value” box (use the “all” row if testing both inverters, the “1”
row if only testing inverter 1 or the “2” row if only testing inverter 2) and hit Enter (Figure 43).
g. If the command was properly received, the “Value” box (Figure 44) of the selected inverters will
now display “0.00” with a white background.
h. Close the wPTU application and disconnect the serial cable from the PSC communications port.
242
Figure 41. Inverter Parameter Access Selection.
Figure 42. Inverter 2 Parameter Number Entry Example.
243
Figure 43. Inverter 2 Value Number Entry Example.
Figure 44. Inverter 2 Value Number Entry Results Example.
244
3. Enable the Gate Drive Power Supplies.
i. Ensure that both circuit breakers on the Gate Drive Power Converter(s) are turned on (Figure
45).
j. GE150AC™ systems has only one converter. Normally, these breakers will already be on.
Figure 45. Circuit Breakers on the Gate Drive Power Converter.
4. Connect the laptop to the relevant inverter communications port. For IGBT drive systems, the ports are
at the top right of the ICP Panel (Figure 1). The upper RS–232 computer port (CNG) connects to
Traction Motor Control 1 (TMC1) card which controls Inverter 1 phase modules operation. The lower
RS–232 computer port (CNH) connects to Traction Motor Control 2 (TMC2) card which controls Inverter
1 phase modules operation.
5. Set the PTU up in terminal emulator by automatic or manual procedure. The wPTU software can be
used to launch a Terminal Emulator session with the proper configuration already setup. From the wPTU
Login screen, type in your normal password and then click on the “Terminal Emulator Mode” button as
shown in Figure 46. If manually setup in terminal emulation mode, launch terminal emulation mode
software and set the following parameters for terminal emulation:
d. Baud rate – 9600
e. Data bits – 8
f. Parity – none
g. Stop bits – 1
h. Flow control – none
245
Figure 46. Terminal Emulation Mode Using wPTU Software.
6. At the underscore prompt in terminal emulation screen (upper screen representation in Figure 47), select
the letter “X” key on the keyboard. The keyboard letter selection is not case sensitive.
g. If the text “INVCPU>” does not appear after several attempts selecting letter “X”, select “ENTER”
several times.
h. If the text “INVCPU>” does not appear, cycle the drive system control power (turn off then on)
and select “X” again.
7. At the “INVCPU>” screen prompt, select the letter “T” as shown in Figure 47. It is not necessary to select
ENTER after each letter entry and the keyboard letter selection is not case sensitive.
8. After the prompt changes from the letter “T” selection, select the letter “G” as shown in Figure 47.
9. After the prompt changes from the letter “G” selection, select the letter “N”. It is not necessary to select
ENTER after each letter entry and the keyboard letter selection is not case sensitive.
10. The emulation screen will display information and selections (Figure 48) to perform the phase module or
chopper module tests. The Traction Motor Control (TMC) card version does not affect the test
procedures or results.
11. If the Gate Driver power is not on, all feedbacks will display as “T”.
12. Typically Inverter 1 controls the chopper modules. If Inverter 1 is disabled or cutout, the chopper
modules control will shift to Inverter 2 control. Therefore while testing inverter 2, first access the DID
panel to manually cutout inverter 1. Inverter 2 will then have independent control of the chopper
modules.
246
Figure 47. Terminal Emulation Key Entries for Phase Module Test.
13. To test individual phase modules or chopper modules, move the cursor to the phase module or chopper
module to test and select the letter “T” to activate the test for that phase module. It is not necessary to
select ENTER after each letter entry and the keyboard letter selection is not case sensitive. Follow the
test process as shown in Figure 48, Figure 49, and Figure 50.
14. To test individual phase modules or chopper module, move the cursor to the phase module or chopper
module to test and select the letter “T” to activate the test for that phase module. It is not necessary to
select ENTER after each letter entry and the keyboard letter selection is not case sensitive.
15. Confirmation that the phase module or chopper module is functioning properly will be indicated when
both COMMAND and FEEDBACK letter changes from “F” to “T” as shown in Figure 49. Before
proceeding to energize another phase module, first turn off this phase module by entering an “F”
character.
16. After testing is finished with the selected Inverter, make sure all the phase modules and choppers are
turned off. Then hit the “X” key until the “INVCPU>” prompt appears.
247
Figure 48. Phase Module Test Screen.
Figure 49. Phase Module and Chopper Module Test Data Display.
248
Figure 50. Chopper Module Test Information.
17. The computer cable may now be unplugged from the Inverter port or the computer cable can be plugged
into the other Inverter port for testing of the remaining Inverter phase modules. The other Inverter can
only be tested if “ALL” was selected in Step 2d. If needed, repeat Step 2 in this procedure for all
Inverters testing. To test the other Inverter, repeat the test procedure beginning at Step 6 in this
procedure.
18. Turn ON the inverter board “Use System Bit” that was turned OFF in Step 2 of this procedure. Repeat
Step 2 of this procedure except now enter “1” for parameter 25019. The Inverters will only function
properly if this parameter is restored to a “1”.
19. The drive system is now in normal operation mode.
249

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TROUBLESHOOTING AID

FOR 17KG535 AND 17KG537 CONTROL GROUPS

1.2. RELATED PUBLICATIONS

Publications for all drive systems:

1.3. SAFETY INFORMATION

2.2. EQUIPMENT AND TOOLS

1. Digital VOM multimeter

*Trademark of the James G. Biddle Co.

3. Operator control devices within the operator cab.

5. The traction motors providing forward and reverse truck movement.

ACRONYM DEFINITION ACRONYM DEFINITION

EVENT 002 – GROUND FAULT

To look for typical causes of ground events, check the following:

2. Water in grid package or wheel motor.

EVENT 003 – EXCESSIVE ALTERNATOR FIELD TRANSIENT EXCEEDED THRESHOLD

6. Loose connections of the alternator excitation cables on the alternator.

7. Worn or burnt contacts on GFR or GF.

Typical causes of spikes or ripples from other control components or wiring:

1. Loose cable connections in the grid package.

2. Loose power cable connections to the traction motors.

EVENT 004 – GF SWITCH (GFCO) CUTOUT WHILE NOT IN REST MODE

Typical causes of GF cutout:

3. Power not getting to switch (+24VDC battery) from TB1–H.

1. Duct detaching from the impeller housing.

2. Duct detaching from the axle box.

3. Duct detaching from the control cabinet.

4. Impeller intake or exhaust duct clogged.

5. Impeller intake or exhaust duct crushed or flattened resulting in restricted airflow.

7. Impeller driven motor (electric or hydraulic) failure.

8. Hydraulic or electric power loss to the impeller motor.

9. Impact holes or torn ducts or hoses allowing compressed cooling to escape.

Event 005, Subcode 03 – Alternator Field Static Exciter (AFSE) Temperature

Event 005, Subcode 04 – Alternator Temperature

Event 005, Subcode 09 – Chopper Module Temperature

Event 005, Subcode 10 – Chopper Diode Temperature

Event 005, Subcode 11 – Inverter 1 IGBT Temperature

Event 005, Subcode 12 – Inverter 1 Diode Temperature

Event 005, Subcode 13 – Inverter 2 IGBT Temperature

EVENT 006 – TRACTION MOTOR CONTROL CARDS COMMUNICATION FAILURE

EVENT 008 – DC LINK OVER VOLTAGE

Event 008, Subcode 01 – DC Link Over Voltage NOT in Retard Mode

Event 008, Subcode 02 – DC Link Over Voltage in the Retard Mode

Event 008, Subcode 03 – DC Link Instantaneous Over Voltage

Event 009, Subcode 01 – Alternator Field Over Current Timed Interval

b. Remove the alternator brush covers.

e. Using a VOM multimeter set for a low ohm:

g. Install the alternator brush covers.

Event 009, Subcode 02 – Alternator Field Over Current Instantaneously

EVENT 011 – RETARD LEVER (IF EQUIPPED) OUT OF RANGE

Event 011, Subcode 01 – Retard Lever Feedback to High

Event 011, Subcode 02 – Retard Lever Feedback to Low

EVENT 012 – RETARD PEDAL OUT OF RANGE

Event 012, Subcode 01 – Retard Pedal Feedback to High

Event 012, Subcode 02 – Retard Pedal Feedback to Low

EVENT 013 – MID–RANGE TEST FAILURE

EVENT 014 – ANALOG SENSOR OUT OF RANGE

Event 014, Subcode 01 – Alternator Field Amps are Out of Range

Event 014, Subcode 02 – DC Link Amps are Out of Range