Ayuda para Reparacion Comp - Electronico Estado Solido

SECTION 016
SOLID-STATE
ELECTRONIC COMPONENTS
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SERVICE MANUAL
SOLID-STATE ELECTRONIC COMPONENTS

LETOURNEAU TECHNOLOGIES
DIGITALLY CONTROLLED LOADERS
ROL-6
TABLE OF CONTENTS
SCOPE OF THIS PUBLICATION
SOLID-STATE POWER CONVERSION SYSTEM
GENERAL DESIGN PHILOSOPHY
INTRODUCTION TO TRACTION SYSTEM
POWER FLOW
CONTROL LOGIC AND SIGNAL FLOW
PANEL AND CARD DESCRIPTION
SOLID-STATE CONTROL SYSTEM DIAGNOSTIC AND REPAIR PROCEDURE
INTRODUCTION
TEST EQUIPMENT REQUIRED
SCREEN DISPLAY OF SIGNALS
CONTROLLER SIGNALS
DIAGNOSTIC AND REPAIR PROCEDURE FOR OPERATOR ALARM AND WARNING
MESSAGES
CONTROL SYSTEM TEST SIGNALS
DIAGNOSTIC AND REPAIR PROCEDURE FOR COMMON PROBLEMS
ACCELERATOR ASSEMBLY
ADJUSTMENTS
ACCELERATOR PEDAL CALIBRATION USING LINCS
LOAD BANK MODE PROCEDURE
PREPARING FOR THE TEST
MEASUREMENT TO BE TAKEN
TESTING PROCEDURES
CALCULATING ENGINE HORSEPOWER
REMOVING LOADER FROM LOAD BANK MODE
SCR AND DIODE INSTRUCTION (LET-3)
SPEED SENSOR (LET-11)
POWER SHARE (LET-14)
GROUND FAULT SYSTEM (LET-36)
INTERCONNECTION DIAGRAMS
NOTE: If you have printed a page from the LEPDS-LeTourneau Electronic Publication Delivery System-The page may not include all relevant data, such as specifications, Warnings,
Cautions or Notes that may be found in other documentation. Verify you have read and understood all associated information before performing any work on the machine. It is the
responsibility of the mechanic, repairman or inspector to understand all instructions for the specific work being performed.
Fri May 25 15:06:57 2007 50 SERIES DIGITAL LOADER 016A001 ( d 1 )
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SERVICE MANUAL
LIST OF ILLUSTRATIONS
Figure 1. SCR FIRING VARIATIONS
Figure 2. THREE-PHASE HALF-WAVE CONVERTER
Figure 3. THREE-PHASE FULL-WAVE CONVERTER
Figure 4. LOCATION OF SOLID-STATE SYSTEM ASSEMBLIES IN ELECTRICAL
CONTROL CABINET
Figure 5. CONTROLLER COMPONENTS LOCATION/IDENTIFICATION (SHEET 1
OF 2)
Figure 5. CONTROLLER COMPONENTS LOCATION/IDENTIFICATION (SHEET 2
OF 2)
Figure 6. L1350 POWER FLOW BLOCK DIAGRAM
Figure 7. L1850-L2350 POWER FLOW BLOCK DIAGRAM
Figure 8. L-1350 BASIC LOGIC AND SIGNAL FLOW DIAGRAM
Figure 9. L1850-L2350 BASIC LOGIC AND SIGNAL FLOW DIAGRAM
Figure 10. L1350-L1850-L2350 LOGIC DIAGRAM ENABLE SIGNALS AND
OPERATOR ALARM-TRACTION SYSTEM
Figure 11. L-1850-L2350 VARIABLE GENERATOR VOLTAGE
Figure 12. L-1350 FRONT AND REAR COMMUTATION LIMIT (6-VCLF & 6-VCLR)
VS. SPEED SIGNAL (VN) AND WHEEL MOTOR SPEED (RPM)
Figure 13. L1850-L2350 FRONT AND REAR COMMUTATION LIMIT (6-VCLF & 6-
VCLR) VS. SPEED SIGNAL (VN) AND WHEEL MOTOR SPEED (RPM)
Figure 14. L1350-L1850-L2350 FREQUENCY LIMIT SIGNAL (VHL) VS.
GENERATOR FREQUENCY SIGNAL (VH), GENERATOR FREQUENCY
AND ENGINE SPEED
Figure 15. L1350 FIELD LIMIT (-VFL) VS. SPEED SIGNAL (VN) AND WHEEL
MOTOR SPEED (RPM)
Figure 16. L1850-L2350 FIELD LIMIT (-VFL) VS. SPEED SIGNAL (VN) AND
WHEEL MOTOR SPEED (RPM)
Figure 17. COMPUTER MONITOR AND COMPUTER KEYPAD PANEL
Figure 18. CHECKOUT AND REPAIR SEQUENCE
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SERVICE MANUAL
Figure 18.01 (L1850) CHECKOUT PROCEDURE FOR USE WITH 425-5812 REMOTE
INTERFACE CARD
INTERFACE CARD
INTERFACE CARD
INTERFACE CARD
INTERFACE CARD
INTERFACE CARD
Figure 18.1. ACCELERATOR ASSEMBLY (FIGURES 18.1, 18.2, & 18.3)
Figure 19. ACCELERATOR ASSEMBLY KIT (POTENTIOMETER)
Figure 20. TESTER READINGS
Figure 21. L1350-L1850-L2350 LOAD BANK CONNECTION
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SERVICE MANUAL

LOADER SOLID STATE ELECTRONIC COMPONENTS DIAGNOSTICS AND REPAIR is
provided to assist technicians with the location, operation and troubleshooting of common
problems with the solid state power conversion system on the model L-1350-L-1850-L-2350
Loaders. Primary emphasis will be directed toward identifying electronic malfunctions to the
correct assembly and then to the specific printed circuit card, SCR, fuse, etc. If the failure is
external to the assemblies (i.e., wiring, switches, connectors, etc.), standard continuity
measurement procedures should be used to locate the source. The controller
interconnection diagrams specific to your machine are available for your review.
Instructions and data contained herein are applicable to the Models L-1350,
L-1850 and L-2350 unless individually specified. When individually
specified refer only to the instructions or data applicable to your machine.
NEVER, UNDER ANY CIRCUMSTANCES, OPEN THE ELECTRICAL

CONTROL CABINET OR REMOVE THE AXLE ACCESS COVERS UNLESS
THE MACHINES ELECTRICAL SYSTEM IS LOCKED OUT. SERIOUS
INJURY OR LOSS OF LIFE FROM CONTACT WITH HIGH VOLTAGE
TERMINALS IS POSSIBLE!
The diagnostic and repair procedures contained in this publication may

require the removal and installation of controller cards. Place key switch in
the OFF position and wait for the MCM to shut down, indicated by the
display screen going off, before the removal or installation of any card. A
short or arc caused during the removal or installation of a card while power
is applied may ruin the card or damage other cards and components. This
caution must be adhered to without exception to avoid component damage.
Fri Mar 30 08:15:46 2007 50 SERIES DIGITAL LOADER 016A002 ( d 1 )
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SERVICE MANUAL
DO NOT open LINCS Master, Remote or Translator Modules. There are no

serviceable parts inside these modules. LINCS modules must be
returned to the factory for repair. Breaking the seal on one of these
modules will void the machine's warranty. Contact your dealer or the
LeTourneau Technologies Product Support Department for assistance.
Customer installed options that transmit/receive radio frequencies (such as

CB radios) can, in some instances, adversely affect with the machine's
solid state electronic control system. Contact your LeTourneau
Technologies authorized distributor before installing such equipment.
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NOTES
NOTE: If you have printed a page from the LEPS-LeTourneau Electronic Publication System-The page may not include all relevant data,
such as specifications, Warnings, Cautions or Notes that may be found elsewhere in the complete document or in other applicable service
information documents. Make sure you have read and understood all associated information before performing any maintenance on the
machine. It is the responsibility of the mechanic, repairman or inspector to understand the current instructions of the manufacturer and the
manuals, for the specific operation concerned.
LeTourneau Technologies 2007 All Rights Reserved
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SERVICE MANUAL
SOLID-STATE POWER CONVERSION SYSTEM & FIGURE 1
SOLID-STATE POWER CONVERSION SYSTEM

GENERAL DESIGN PHILOSOPHY
The advantages of an electric drive system over the conventional drive have been proven by
years of successful service of LeTourneau log stackers, front-end loaders, haul trucks and
other heavy-duty material and container handling equipment. Some of the benefits of electric
drive are:
a. The electric wheel delivers high torque, driving power in either direction with much
shorter reversal times than conventional drives.
b. The electric power delivered to the wheels is more readily controlled than mechanical
power via engine and transmission.
c. The need for transmissions, clutches, torque converters, differentials, and final drives is
eliminated.
d. The electric drive concept allows the diesel engine to run at an optimum rpm that is
governed and relatively constant, contributing to longer engine life and lower fuel.
In electric drive machines, the utilization of solid-state power conversion and control, coupled
with digital management give the following additional advantages:
a. High performance, efficiency, and reliability: Electronic control and power switching
consume less energy than conventional systems that use rheostats and electro-
mechanical switching components. Commands and changes are quick and precisely
controlled. Because they are solid state, there are no moving parts to wear out.
b. Accuracy, minimum adjustment and self-protection: Precision components are used
that maintain accuracy over a wide range of temperature conditions. Closed loop
feedback control minimizes the need for adjustments, and limit and shutdown circuits
maintain protected operational conditions.
c. Capability for increased diagnostics, status and operating information for operator and
maintenance personnel: The digital control and management modules keep track of all
the machine systems, producing controls for the electrical and hydraulic systems,
commands for the engine and traction systems, and feedback, history and status
information for all the systems. A display screen and keypad control allow automatic
and requested information to be displayed.
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SERVICE MANUAL
SOLID-STATE POWER CONVERSION SYSTEM & FIGURE 1
Figure 1. SCR FIRING VARIATIONS
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SERVICE MANUAL
SOLID-STATE POWER CONV SYS...CONT'D & FIGURES 2 & 3
INTRODUCTION TO TRACTION SYSTEM

Four DC traction motors, one directly driving each wheel, provide propulsion power for the
Loader. By controlling the armature and field currents to each motor, the machine achieves an
efficient and responsive tractive effort. Power for the traction system comes from a diesel
driven AC generator. The engine runs at a constant speed, and the AC generator provides a
power input for six AC to DC converters.
The AC to DC converter converts AC power to controlled amounts of DC power. The basic
unit of the converter is the silicon-controlled rectifier (SCR). The SCR is like a combination
diode-switch. The diode action rectifies the AC or changes it to DC. The switch action
controls the amount of DC power converted. The symbol for the SCR is shown in the
illustration "SCR FIRING VARIATIONS" along with an operation example.
Because of the diode action, current passes only in the forward direction. The SCR also
blocks current in the forward direction until a pulse is applied to the gate. Note that the time at
which the pulse is applied to the gate determines how large the DC output will be. An SCR
fired early in the cycle will have a larger output than one fired late in the cycle.
The solid-state system consists of six converters and one Controller. There is a converter for
each wheel motor armature, one converter for the four motor fields, and one converter for the
AC generator field. Braking diodes on the Armature Converter panels direct regenerative
power to large resistors (grids) during dynamic braking of the machine.
The four Armature Converters receive AC power from the generator and convert it to controlled
DC power for the wheel motor armatures. The Field Converter provides controlled DC for the
motor fields. The motor fields are connected in parallel so each field receives one-fourth of the
total field output. The combination of the field current and armature current causes the DC
motor to produce torque.
The Voltage Regulator self regulates the AC Generator by converting AC power to controlled
DC power for the generator field. The generator field current is controlled so that AC voltage
remains at a specified value during load fluctuation.
The high performance electric drive has now been integrated with LINCS. LINCS stands
for LeTourneau Integrated Network Control System, and represents a complete machine
control and monitoring system. It manages all loader systems including hydraulics, electrics,
drive system, and engine. LINCS features multiple microprocessor-based modules distributed
throughout the machine that communicates over a network. A Master Control Module directs
the entire system and is located in the cab of the loader. Remote Control Modules are located
throughout the machine, each placed near the systems they control, monitor and manage. A
Translator Module provides the interface to the engine and is able to talk to all intelligent
engines, sending engine speed commands and receiving engine data. It contains J1587,
J1939, RS422, and RS232 communication ports. The Translator translates all engine input
and output data to make it compatible with LINCS protocol.
The Modules on a LINCS vehicle communicate over a Controller Area Network (CAN) bus.
This robust network was pioneered in the automotive industry and is now overtaking the off-
highway and other mobile equipment markets. It provides users with the flexibility to handle
large quantities of input/output (I/O), using multiple microcontrollers throughout the machine.
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SERVICE MANUAL
The Traction System Controller is tied to the Master module through the CAN data bus and
three Remote Module processor cards. These three cards interface with the Controller to
receive the processed operator commands from the Master Module, and to send back various
signal information that reports the state of the Controller. The Controller also interfaces with
each of the converters. With the operator commands, along with machine and converter
feedback signals, it produces triggering pulses that tell each SCR when to switch on, or fire.
The Controller maintains safe machine, motor, and converter operating limits. Printed circuit
cards digest all the input and feedback information, producing the desired outputs. Trigger
cards on each converter amplify triggering pulses from the Controller into drive pulses that
actually fire the SCRs.
Refer to LINCS for additional information on the LINCS computer system.
The physical arrangement of the solid-state conversion system is shown in LOCATION OF

SOLID STATE SYSTEM ASSEMBLIES IN ELECTRICAL CONTROL CABINET and
CONTROLLER COMPONENTS LOCATION/IDENTIFICATION. The following list identifies
each of the units as they appear in their housing box:
a. VR-P SCR Panel Assembly Voltage Regulator (AC Generator field).
b. AC-P SCR Panel Assembly Armature Converter (Left front motor M1).
c. AC-P SCR Panel Assembly Armature Converter (Right front motor M2).
d. AC-P SCR Panel Assembly Armature Converter (Left rear motor M3).
e. AC-P SCR Panel Assembly Armature Converter (Right rear motor M4).
f. FC-P SCR Panel Assembly Field Converter (DC motor fields).
g. AC Fuse Panel Assembly.
h. DC Fuse Panel Assembly.
i. Controller Assembly (CONTROLLER COMPONENTS LOCATION/IDENTIFICATION).
The VR-P and FC-P are half-wave three-phase converters. The illustration "THREE-PHASE
HALF-WAVE CONVERTER" shows this type of converter.
Each SCR conducts current for one-third of the time. While one SCR is conducting, the other
two are blocking. DC output current returns to the generator through the neutral (N)
connection. The accurate timing of the gate firing pulses controls the amount of output voltage
from the converter.
The AC-Ps are full-wave three-phase converters. The illustration "THREE-PHASE FULL-
WAVE CONVERTER" shows this type.
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SERVICE MANUAL
Figure 2. THREE-PHASE HALF-

WAVE CONVERTER
Figure 3. THREE-PHASE FULL-WAVE CONVERTER
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SERVICE MANUAL
SCR conduction is more complex than in the half-wave converter, but the principle is the
same. The current flows from phase-to-phase rather than from phase-to-neutral. For example,
during a certain period, current would flow from phase A through SCR1 and return to Phase C
through SCR6. The control system determines the proper firing sequence as well as the
proper timing for converter output control.
POWER FLOW
The power flow for the L-1350 is shown in the L-1350 POWER FLOW BLOCK DIAGRAM. The
power flow for the L-1850-L-2350 is shown in the L-1850-L-2350 POWER FLOW BLOCK
DIAGRAM. The solid lines denote power flow from the diesel engine to the traction wheel
motors. The dotted lines denote the reversal of power flow from the wheel motors to the diesel
engine and to the respective braking grids when the machine goes into dynamic braking.
The diesel engine is the prime power source. It is coupled directly to the AC Generator. The
battery bank is four 12-volt lead-acid batteries connected in series/parallel to provide a 24-volt
source for engine starting, generator priming, lighting, etc. A separate alternator, driven from
the engine, maintains the charge on the batteries as in an automotive system.
The Engine Select switch in the cab controls engine rpm. The HI throttle position brings the
engine speed to 1980 RPM. With high throttle activated, battery power is fed through the
Controller and Voltage Regulator to prime the field of the AC Generator.
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SERVICE MANUAL
FIGURE 4
REFER TA10078-8 FOR THIS ILLUSTRATION

ELECTRICAL CONTROL CABINET (LEFT SIDE)
REFER TA10066-8 FOR THIS ILLUSTRATION
ELECTRICAL CONTROL CABINET (RIGHT SIDE)
1. TOP SEAL PANEL
2. VOLTAGE REGULATOR SCR PANEL ASSEMBLY
3. AC SCR PANEL
4. FIELD CONVERTER SCR PANEL
5. INDUCTOR COIL ASSEMBLY PANEL
6. DC FUSE PANEL (NOT SHOWN IN PHOTO MOUNTED ON COMPARTMENT
WALL)
7. REMOTE MODULE #5
8. AC FUSE PANEL
L-1350 500V LINE
L-1850 600V LINE
L-2350 600V LINE
9. AC FUSE PANEL
L-1350 309V LINE
L-1850 600V LINE
L-2350 600V LINE
Figure 4. LOCATION OF SOLID STATE SYSTEM ASSEMBLIES IN ELECTRICAL
CONTROL CABINET
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TA10078-8
6
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TA10078-8
LeTourneau Technologies 2007 All Rights Reserved 016A006 ( p1 )
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TA10066-8
TA10066-8
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SERVICE MANUAL
FIGURE 5 SHEET 1 OF 2
1. STANDBY POWER SWITCH

2. FREQUENCY ADJUST
3. VOLTAGE KNOW ADJUST
4. LOAD BANK MODE SWITCH
5. AUXILIARY TESTER SIGNAL SWITCH
6. REAR TRACTION TORQUE ADJUST
7. FRONT TRACTION TORQUE ADJUST
8. OPERATING WHEEL MOTORS SWITCH
9. THROTTLE LOGIC CARD C1
10. SPEED ERROR CARD C2
11. SLIP LIMIT/BRAKE MODE CARD C3
12. VR CONTROL CARD C4
13. FIELD CONTROL CARD C5
14. AC COMMAND LIMIT CARD C6
15. AC CONTROL CARD C7
16. REFERENCE SIGNAL CARD C8
17. SPEED CARD C9
18. SCR TRIGGER SIGNAL CARD C10
19. SCR TRIGGER SIGNAL CARD C11
20. I/V FEEDBACK CARD C13
21. POWER SUPPLY CARD PS
22. PRIME/GROUND FAULT CARD C20
23. AC BLOWN FUSE DETECTOR CARD C21
24. VR/FC FUSE/BRAKING DETECTOR CARD C22
25. THERMISTOR/TEMPERATURE CARD C23
26. TRANSDUCER POWER SUPPLY CARD C24
27. REMOTE/INTERFACE 1, 2, 3 CARDS RI-1, 2, 3
REFER TO TABLE (ON SHEET 2 OF 2) FOR

DESCRIPTION OF PRIMARY FUNCTION FOR EACH CARD.
ALSO REFER TO ILLUSTRATION ON PAGE 016A007 (p) FOR REMOTE INTERFACE
CARD
Figure 5. CONTROLLER COMPONENTS LOCATION/IDENTIFICATION
SHEET 1 OF 2
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1 2 3 4 5 6 7 8
9 10 11 12 13 14 15 16 17 18 19 19 20
21 22 23 24 25 26 27
TA10086-8
TA2
REMOTE INTERFACE CARD

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SERVICE MANUAL
CARD
NAME PRIMARY FUNCTION QTY
NO.
Generates VHC, VH and VHL signals. Puts out NOT
C1 Throttle Logic 1
STANDBY and SLOW SPEED MODE signals.
All related VA and VE signals generated.
C2 Speed Error 1
Commutation Limit signals generated.
Slip Limit, Brake
C3 Slip Limit and Brake Mode signals generated. 1
Mode
VR Enable/Inhibit and VR CTRL signals generated.
C4 VR Control Also, VGEN, Prime Inhibit, VR Op ALM and VR/GEN 1
Temp signals.
All Field Commands and Limit Curves, and FC1 & 2
OP ALM, CTRL, Enable/Inhibit signals are generated.
C5 Field Control 1
The IF, IF Proper, IF POL and LOAD BANK MODE
signals generated.
Receives the VE command and various limit signals.
AC Command Generates the VIAF & VIAR signals, and VIA (1-4)
C6 1
Limit signals. Also generates the Enable and OP ALM
signals for AC 1-4.
The VIA (1-4) signals are ramped. The AC (1-4)
C7 AC Control 1
CTRL and Inhibit signals are generated.
The SCR reference signals (cosine sweep and
C8 Reference Signal endstop) are generated for proper field and armature 1
SCR triggering.
C9 Speed |VN|, VN and Speed Sensor Fail signals are generated 1
SCR Trigger signals are generated for the VR and FC.
C10 SCR Trigger Signal A picket fence oscillator operates during each trigger 1
pulse, which is sent to the panel Trigger Card.
SCR Trigger signals are generated for the AC (1 &2)
on one card and AC (3 &4) on the other. A picket
C11 SCR Trigger Signal 2
fence oscillator operates during each trigger pulse,
which is sent to the panel Trigger Cards.
Motor Voltages (VM 1-4) and Armature Currents (IA 1-
C13 I/V Feedback 4) are generated. Field Current (IF), HP and HP Limit 1
signals are generated.
The 24-volt battery voltage is used to generate the
15v and the two +12v speed sensor supplies, and the
PS Power Supply 1
+60 volt supply for the SCR Trigger Cards located on
the converter panels.
Prime/Ground Generator priming control, and ground fault detection
C20 1
Fault and shutdown logic are generated.
AC Fuse Proper (1-4) signals are generated. AC
AC Blown Fuse fuses are detected by voltage across them, and DC
C21 1
Detector fuses by an open circuit motor voltage (VM 1-4)
measurement.
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SERVICE MANUAL
VR/FC Fuse and

VR/FC Fuse Proper signals are generated. Dynamic
C22 1
Braking Detector
braking and brake failure are detected.
The panel heatsink thermistor outputs are processed
to generate AC 1-4, FC and VR temperature signals.
Thermistor /
C23 Voltages from the RI 1-3 cards that represent the 1
Temperature
Motors 1-4 and generator thermistor are processed to
generate those temperature signals.
The 24-volt battery voltage is used to generate 15v
supplies for the VR, FC and AC 1-4 current measuring
Transducer Power
C24 transducers located on the converter panels. The 1
Supply
+15v supply is also used to drive the heatsink
thermistors.
These three card assemblies connect the Master
Module to the Controller via the CAN Bus. It transfers
the Remote Card connections to the other Controller
RI Remote/Interface
cards, buffers and scales signals that go between the 3
1, 2, 3 1, 2, 3
Remote Card and the Controller, inputs the address
connection, and connects the CAN bus to the Remote
Module Card.
Printed Circuit Cards Used in Controller
Figure 5. CONTROLLER COMPONENTS LOCATION/IDENTIFICATION
SHEET 2 OF 2
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SERVICE MANUAL
FIGURE 6
Figure 6. L-1350 POWER FLOW BLOCK DIAGRAM
NOTE: If you have printed a page from the LEPDS-LeTourneau Electronic Publication Delivery System-The page may not include all relevant data, such as specifications, Warnings, Cautions or Notes that may be found in other documentation. Verify you have read and understood all associated information before performing any work on the machine. It is the responsibility of the mechanic, repairman or inspector to
understand all instructions for the specific work being performed.
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SERVICE MANUAL
FIGURE 7
Figure 7. L-1850-L-2350 POWER FLOW BLOCK DIAGRAM
NOTE: If you have printed a page from the LEPDS-LeTourneau Electronic Publication Delivery System-The page may not include all relevant data, such as specifications, Warnings, Cautions or Notes that may be found in other documentation. Verify you have read and understood all associated information before performing any work on the machine. It is the responsibility of the mechanic, repairman or inspector to
understand all instructions for the specific work being performed.
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SERVICE MANUAL
SOLID-STATE POWER CONV SYS...CONT'D
As the AC voltage rises, the Voltage Regulator begins functioning and takes over the
generator field regulation, controlling current in the field so that the generator voltages are
maintained within specified limits during normal operating conditions.
The AC Generator is a three-phase alternator with wye connected output windings providing a
nominal output of:
L-1350: 500-VAC at 66 Hz.
L-1850-L-2350: 350-VAC at 66 Hz when machine speed is less than 2.7 mph.
600-VAC at 66 Hz when machine speed is greater than 6.4 mph.
Linearly variable when machine speed is between 2.7 and 6.4 mph.
Mid-tap connections provide another three-phase output of:
L-1350: 309-VAC.
L-1850-L-2350: 354-VAC.
NOTE: Mid-taps are not used for motor control on L-1850-L-2350.
The Field Converter receives VAC output of:
L-1350: 309-VAC
L-1850-L-2350: 600-VAC
The four armature converters and voltage regulator receive VAC output of:
L-1350: 500-VAC at 66 Hz.
L-1850-L-2350: 600-VAC at 66 Hz.
The Controller also receives VAC generator voltage of:
L-1350: 309-VAC.
L-1850-L-2350: 600-VAC.
Although the Controller draws essentially no power from the above listed voltage, it is used as
a reference voltage feedback for the Voltage Regulator and to establish SCR firing timing for
all the converters.
The Field Converter provides motor field current in either direction. The direction of motor field
current determines the direction of wheel motor torque. Armature current will always be in the
same direction. When the machine is moving and the direction of field current is reversed, the
wheel motors become generators driven by inertia of the machine. The motor torque now
retards the speed of the machine. Power is delivered to large power grids through the braking
diodes and back to the diesel through the Armature Converters acting as inverters driving the
AC Generator as a motor. This action is called "Dynamic Braking".
CONTROL LOGIC AND SIGNAL FLOW
Troubleshooting and repair of the power conversion system can be accomplished without
knowledge of its inner operation. However, since various signals are brought out to the display
screen, it is very helpful to know where they come from and what they do. It gives the
technician a better feel for the cause and effect of problems and a higher degree of
confidence in repair procedure.
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SERVICE MANUAL
The signal flow for the system is shown in the illustrations L-1350 BASIC LOGIC AND SIGNAL
FLOW DIAGRAM and L-1850-L-2350 BASIC LOGIC AND SIGNAL FLOW DIAGRAM. When
the operator moves the ENGINE SELECT switch to the HI throttle position, the Master Module
commands the engine to reach operating speed. At the same time, 24 volts DC (battery
voltage) activates the priming circuit, providing an initial current for the AC Generator field.
As the AC Generator voltage builds up, the VR-P converter begins operating, increasing the
generator voltage to its rated value. The priming function is now shut off and the VR-P has
total regulation of the field excitation. As the load on the generator varies, the field current will
adjust so that the proper voltage is maintained. The AC voltage is controlled by the frequency
of the generator. The Controller regulates the field excitation to maintain a voltage ratio of:
L-1350: 8.93 volts per hertz below approximately 56 hertz.
L-1850-L-2350: 10.91 volts per hertz below approximately 55 hertz.
The voltage levels off to:
L-1350: 500 volts above 56 hertz.
L-1850-L-2350: 600 volts above 55 hertz.
The Controller monitors the voltage-frequency relationship and triggers the VR-P to respond
accordingly.
When the key switch is turned on and the Master Module is booted, 24 volts DC is applied to
the power supply card. This voltage is used to generate a +15V and -15V highly regulated
power supply. This supply is used to establish voltage references and provide power for the
whole electronic control. A +60-volt unregulated supply is also generated to provide power for
firing the SCRs, and two 12V supplies provide power to the four-wheel motor speed sensors.
The control system operates on the basis of a closed loop system. In other words, a
feedback is used to insure the response meets the command. When the operator depresses
the accelerator pedal, the machine is commanded to go a certain speed. Armature and field
current are directed to the four traction wheel motors. Speed sensors on each front wheel
send back information on machine speed. Armature and motor field currents are maintained
and adjusted to bring the machine to and keep the machine at the command speed.
The operator interface to the Controller is through the Master Module and the data bus. The
Direction Select switch, accelerator pedal, park brake switch, ENGINE SELECT switch, etc.
are coupled to a Remote Module in the cab. They are passed as data to the Master Module,
and then passed as data to the Controller. The three Remote Module cards in the Controller
convert this data back into useable signals for the Controller. As the accelerator pedal is
depressed, its output is received as a VAW signal to the Controller. The direction select switch
information converts this signal to VA. It will vary from 0 to +12 volts as the accelerator pedal
is depressed with forward selected; and it will vary from 0 to -12v with reverse selected. When
the direction switch is in neutral, VA is zero.
Two speed sensors measure the wheel speed. They are located on the front axle on opposite
sides. The speed sensor signals are processed by the control system producing the speed
signal, VN. VN is + or - one volt (depending on direction) for every 500 RPM of the wheel
motors. The rear speed sensors are used for monitoring only and are not used in the control
loops.
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SERVICE MANUAL
As the operator works the accelerator pedal, differences will exist between VA and VN. This
produces the error signal, VE. It represents the error between what the operator has
commanded and the actual speed of the machine. The magnitude and polarity of the error
signal, VE, tells the control system how much torque is required and whether the torque should
be in the forward or reverse direction.
With the machine standing still, VE will depend solely on VA the first instant the accelerator is
depressed, because the speed signal VN is zero. With the machine traveling at some speed,
VE will depend solely on VN the first instant the accelerator is released, because VA now
equals zero. This illustrates the logic of whether the motors are producing power or braking. If
the scaled magnitude of VN is greater than VA, then VN dominates VE and braking torque is
produced.
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SERVICE MANUAL
FIGURE 8
REFER TO TA-10079-8 FOR THIS ILLUSTRATION

Figure 8. L-1350 BASIC LOGIC AND SIGNAL FLOW DIAGRAM
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TA10079-8
TA10079-8
NOTES
NOTE: If you have printed a page from the LEPS-LeTourneau Electronic Publication System-The page may not include all relevant data, such as specifications, Warnings, Cautions or Notes that may be found elsewhere in the complete document or in other applicable service information documents. Make sure
you have read and understood all associated information before performing any maintenance on the machine. It is the responsibility of the mechanic, repairman or inspector to understand the current instructions of the manufacturer and the manuals, for the specific operation concerned.
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SERVICE MANUAL
FIGURE 9

Figure 9. L-1850-L-2350 BASIC LOGIC AND SIGNAL
FLOW DIAGRAM
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NOTES
TA10490-8
TA10490-8
NOTES
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SERVICE MANUAL
The error signal is the command signal for the Field and Armature Converters. The illustrations
"L-1350 BASIC LOGIC AND SIGNAL FLOW DIAGRAM" and "L-1850-L-2350 BASIC LOGIC
AND SIGNAL FLOW DIAGRAM" indicates that VE is split into VE POS (Polarity) and -|VE|.
These two signals together have the same information as VE. However, in the actual control
system circuitry, it is easier to utilize the two signals separately rather than the single VE
signal. -|VE| represents just the magnitude of the error signal (it doesnt go + and -). VE POS
is digital and represents just the polarity of VE.
The wheel motors have separately excited shunt fields, and the direction of current through the
fields determines the torque direction of the motors. Armature current is always in the same
direction. The FC-P delivers current in either direction depending upon the polarity of VE
POS. If VE POS is negative, the Field Converter gives field current in the direction to produce
forward torque. If VE POS is positive, reverse torque is produced.
-|VE| determines the strength or magnitude of the wheel motor torque. -|VE| is the command
for both field and armature current, which together produce the motor torque. The illustrations
"L-1350 BASIC LOGIC AND SIGNAL FLOW DIAGRAM" and "L-1850-L-2350 BASIC LOGIC
AND SIGNAL FLOW DIAGRAM" shows that -|VE| inputs a circuit which adds 6 volts to it,
producing a signal called 6-|VE|. This is the main input to the front and rear armature
command circuit blocks. The output from these two command blocks is combined with the
limit signals for each particular wheel motor. The limit signals adjust the command to limit
converter outputs for proper operation and system protection. These will be explained later.
As the command and limit signals in a particular converter are processed, a control signal is
produced that determines just at what point the SCRs should fire. The control signal is used to
generate the trigger pulses for the SCR firing. As the converter produces current, this current
is measured and a signal representing it is produced. These signals IF, IA1, IA2, IA3, IA4,
represent the field current and the four motor armature currents. They are fed back to their
respective control circuits, and the control signal then adjusts the triggering pulses. This
again is a closed loop system with the feedback causing the control signal to constantly adjust
so that the converter output will be what it is commanded to be.
Note that the error signals will be constantly changing. This is because the operator will be
working the accelerator, changing VA. Also the machine speed will be varying, changing VN.
Therefore, -|VE| will be commanding different armature and field currents in response to the
operator and machine dynamics. As |VE| and the limit signals vary, the control signals adjust
to the new commands then re-adjust in response to the feedback to insure the new commands
are met. One can see that the whole system is very dynamic in its operation and control.
There are several commands and limits that affect the outputs of the Field and Armature
Converters, and the interaction of these signals provide the desired machine performance
while maintaining prescribed and safe limit conditions.
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SERVICE MANUAL
a. FIELD CONVERTER COMMAND AND LIMIT SIGNALS

The field command is separated into two command and feedback stages. These operate
simultaneously, and the actual field command becomes the smaller of the two. The
polarity or direction of field current is determined by VE POS, the polarity of the error
signal. Field Current 1 gives motor torque in the forward direction, and Field Current 2
gives torque in the reverse direction. Voltage and current limits are symmetrical in both
directions.
1. FIRST STAGE: The -|VE| signal gives the initial command for field current. This has
to be present for field current to be commanded. This field current magnitude will be
based on |VE| until limits or a smaller second stage command is imposed. In this
first stage, the field current command will be the smaller of |VE| and the imposed
overall current limit. The field current feedback, IF, adjusts the circuit until this
commanded current is obtained.
(a) FIELD SHAPING: Field current must be reduced as motor speed increases
above base speed to maintain proper motor voltage. The field-shaping curve
provides an approximate maximum level of current needed verses motor speed
for full allowable motor voltage.
(b) FC TEMP OVER-TEMPERATURE: A thermistor monitors the temperature of
the Field Converter SCR heatsinks. If the temperature rises above safe
operating limits, the output current from the converter is reduced.
This should not occur unless there is some blockage of cooling air over the
heatsinks.
2. SECOND STAGE: A particular level of motor voltage is continually being

commanded, depending on the condition of operation. Until this voltage level is
satisfied by the VM Greatest feedback signal, the Command Motor Voltage is the
greatest of the two field commands. During this time the first stage just described is
the smaller and will be selected as the field command. If this current is more than
needed for the commanded motor voltage, the voltage will start to exceed the
desired level and the second stage will become the smaller command and thus take
over control. The motor voltage level is set by a bias at:
L-1350 - 550 volts for power and at 520 or 420 volts for braking.
L-1850-L-2350 - 650 volts for power and at 600 or 500 volts for braking.
(Refer to DYNAMIC BRAKING MODES). Also, the rate of rise of motor voltage is
limited by a ramp circuit to prevent fast changes, which could stress the system.
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SERVICE MANUAL
b. ARMATURE CONVERTER COMMAND AND LIMIT SIGNALS

The armature commands and limits are established in two stages. The first stage is
divided into two sections giving VIAF and VIAR, the commands for the front and rear
axles. The first stage operates by selecting the smallest of the inputs. The second
stage takes the VIAF and VIAR commands and further limits them by subtracting the
second stage limit signals from them. After this process, the individual armature current
commands VIA1-4 are formed.
1. FIRST STAGE: The -|VE| gives the initial command for armature current. This has
to be present for armature current to be commanded. The 6-|VE| signal is -|VE| with
6 volts added to it. The added 6 is simply a mathematical method to allow the first
stage to select the smallest signal between -|VE| and the other limit signals to be
described. If any of the limits require a smaller current than -|VE| commands, that
smaller value will become VIAF or VIAR.
(a) MOTOR COMMUTATION SHAPE: As the speed of a DC motor increases, its
ability to transfer current from brushes to commutator decreases. Therefore, a
limit signal is produced that reduces the maximum allowable armature current
as the speed increases. This is called motor commutation shaping. There are
two limits produced: -VCLF limits current to the front motors, and VCLR limits
current to the rear motors. Six volts is added to each of these signals so they
can be utilized in the Select Smallest Circuit producing 6-VCLF and 6-VCLR.
(b) HORSEPOWER LIMIT: This circuit operates by setting a current ceiling based
on a curve that maintains the product of motor voltage times current at a
prescribed horsepower level.
(c) IF PROPER: Whenever the machine goes from power to braking mode or vice
versa, the VE signal changes polarity, commanding the field current to also
change polarity. Since the field cannot change polarity instantaneously, there
is a small amount of time in which the commanded field is opposite the actual
field current. During this time, until the field current changes polarity, all four
armature currents are limited to zero. Armature currents are also limited to
zero at all times the field current is zero.
(d) TORQUE ADJUST: Two traction or torque control potentiometers also allow
reduction of maximum currents. As they are adjusted counterclockwise, the
maximum allowable currents are reduced. This allows independent reduction
of maximum torque on the front or rear axles to accommodate various
underfoot conditions. To adjust traction controls, set part brake, select forward
direction and fully depress accelerator pedal. Adjust front traction until VIA1
and VIA2 are at desired level and rear traction until VIA3 and VIA4 are at
desired level.
(e) ACCELERATION LIMIT: The acceleration rate of the machine is limited to
control the initial power surge and make overall acceleration smooth. Also in
braking the deceleration rate is controlled.
2. SECOND STAGE: The -VIAF and -VIAR signals are current commands for the front
two and rear two armatures, respectively. The second stage limit signals subtract
from these commands to form VIA1-4.
(a) VR TEMP/GEN TEMP - OVER-TEMPERATURE: A thermistor monitors the
temperature of the Voltage Regulator SCR heatsinks. Another thermistor
monitors the iron temperature of the generator. If either of these goes beyond
safe limits, the control system reduces the load on the generator and Voltage
Regulator by limiting all four armature currents.
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SERVICE MANUAL
(b) VGEN LIMIT: If the AC voltage drops too low, this is an indication that too
much current is being taken from the AC Generator or that the generator field
hasnt had time to respond to a sudden surge of AC current. When this occurs,
armature current is limited to all four wheels until the generator can recover.
(c) VH (GREATER THAN 68.0 HZ OR LESS THAN 63.0 HZ): The solid state
system and DC motors can demand more horsepower during acceleration or
hill climbing than the diesel can deliver. When this occurs, the diesel begins to
lug down to 1890 rpm (63.0 Hz on the generator); VHL starts to limit the
armature current, decreasing the load on the engine. Armature currents will be
maintained so that the diesel is delivering full rated horsepower without
excessive droop. VHL will completely unload all armature current if the engine
should lug below 1876 rpm. This would indicate an engine-related problem.
During dynamic braking, power is fed back into the engine via the generator
acting as a motor. This tends to over-speed the engine. If engine speed
reaches 2040 rpm (68.0 Hz), VHL will again start to limit armature current.
Armature current to the converters will be completely shut off if engine speed
reaches 2080 rpm.
(d) SLIP LIMIT: Since each wheel has a common base command (VE), there is a
tendency for a wheel to spin excessively if it should break traction while the
others are pulling. The control system continuously monitors the CEMF of
each wheel and compares it to the smallest CEMF of all four wheels when in
the power mode and the largest CEMF when in braking. For a specific field
current, CEMF, like motor voltage, relates to motor speed. Therefore, if the
CEMF of one wheel rises above the others, this indicates that the wheel is
slipping or spinning and armature current is cut back to that wheel. The effect
of slip limit is reduced as machine speed increases and when making a turn, to
keep from reducing tractive effort to the outside wheels when steering.
(e) ARMATURE CONVERTER/MOTOR TEMP OVER-TEMPERATURE: A
thermistor monitors the temperature of an Armature Converter heatsink. Also a
thermistor monitors the temperature of each motor winding. If any of these go
beyond safe limits, the control system reduces the output of the appropriate
converter until a safe temperature is reached. Over-temperature condition can
happen if the machine is overworked even though the cooling system
(blower) is operating properly.
(f) RAMP LIMIT: As the four current command signals VIA1-4 are generated, their
rate of rise or fall is limited by a ramp circuit to insure that best motor
commutation. The ramp limits the rate of fall to approximately:
L-1350: 400 amp/sec for motor speed above 600 rpm and 1500 amp/sec below
600 rpm.
L-1850-L-2350: 680 amp/sec for motor speed above 600 rpm and 2500
amp/sec below 600 rpm.
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SERVICE MANUAL
c. DYNAMIC BRAKING MODES

There are two modes of Dynamic Braking available on the Loader. These are called
Reduced Voltage Braking and Normal Voltage Braking. Whenever the control system
determines that braking is required to maintain machine speed and the accelerator pedal
is not fully released, the Reduced Voltage Braking Mode is active. The field control limits
the highest motor voltage to:
L-1350: 420 volts.
L-1850-L-2350: 500 volts.
If full braking effort is required, either to stop the machine (accelerator pedal released) or
to reverse direction of travel, or if maximum travel speed has been exceeded, then the
Normal Braking Mode will be active and motor voltage can go to:
L-1350: 520 volts for maximum braking effort.
L-1850-L-2350: 600 volts for maximum braking effort.
d. LOGIC SIGNALS:
Discussion so far has assumed that all the proper logic signals are present. Before the
system can even begin to operate, it has to have several digital logic signals that allow
the various converters to enable. Each converter requires a +13-volt enable signal for
operation. VEVR, VEFC, VEAC1, VEAC2, VEAC3 and VEAC4 are called the enable
signals. If any of these signals are -13 volts, the SCR triggering pulses to that converter
are inhibited. NOTE: These are digital signals and can vary from +12 to +15 volts
and from -12 to -15 volts.
A diagram of the logic sequence is shown in the illustration "L-1350-L-1850-L-2350
LOGIC DIAGRAM ENABLE SIGNALS AND OPERATOR ALARM-TRACTION
SYSTEM". The blocks represent gates. The gates give true or false (hi or lo) outputs
depending on the type of gate and status of the inputs.
To activate the generator prime circuit, the (1) key switch must be on, (2) Master Module
booted, (3) high throttle switch on, and (4) VGEN less than 2.0 volts (AC voltage less
than 200 volts). If these four conditions occur, the generator will prime.
For the Voltage Regulator to enable (VEVR = +13V), three conditions must be proper:
(1) ENGINE SELECT switch in the HI throttle position, (2) VH proper when in the standby
power mode, and (3) ground fault circuit must be proper.
If any one or more of these three conditions is missing, the Voltage Regulator will not
enable (VEVR = -13V). If any of these conditions occur during operation, VEVR will go
low, shutting down the AC voltage.
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SERVICE MANUAL
For the Field Converter to enable (VEFC = +13V), three conditions must be proper: (1)
VGEN signal greater than 3.0 volts (1.2 volts for L-1850-L-2350), (2) FC fuses proper. If
any of the power fuses are blown, or any of the phases is missing, the FC Fuse Proper
signal will not be there. (3) Load bank mode must not be active. If any one or more of
these three conditions is missing, the Field Converter will not enable (VEFC = -13V).
For an Armature Converter to enable (VEAC1, etc. = +13V), six conditions must be
proper: (1) VGEN signal greater than 3.0 volts (1.2 volts for L-1850-L-2350), (2) Park
Brake released or Load Bank Mode, (3) Power Supply proper. If the 15-volt supplies
are missing or significantly out of tolerance, this signal will not be proper. (4) Card
interlock. If any of the interlocked cards are not properly inserted in the Controller, this
signal will not be proper. (5) Controller reference fuses, and (6) Power fuses. If any
power fuses or reference fuses are blown, or if any of the phases are missing, the AC
Fuse Proper signal will not be there. If any one or more of these six conditions are
missing, the particular Armature Converter will not enable (VEAC1, etc. = -13V). Note
that the first five conditions are common to all four Armature Converters while the sixth
condition will pertain only to the converter that has the fuses in question.
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SERVICE MANUAL
FIGURE 10
Figure 10. L-1350-L-1850-L-2350 LOGIC DIAGRAM ENABLE

SIGNALS AND OPERATOR ALARM-TRACTION SYSTEM
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NOTES
TA10080-8
TA10080-8
NOTES
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SERVICE MANUAL
e. OPERATOR ALARM LIGHTS

There are three operator alarm lights in the cab display. The blue light indicates
maintenance alerts and operational information. It is not connected with any of the
Controller functions. The yellow light indicates a warning condition, and the display
screen will read out a description of the condition. An over-temperature or over-current
would be examples of warning displays. The red light indicates an alarm condition.
Again, the display screen reads out the description and location of the condition. The
red light means the condition needs immediate attention, and requires the machine be
shut down as soon as it is safe to do so.
f. OTHER SAFETY AND OPERATION FUNCTIONS
Since motor speed information is so important to proper control, a failsafe circuit looks at
the output of both speed sensors. VM1 and VM2 are brought in to determine whether or
not the speed sensors are operating properly. If the wheel motor voltages (VM1 and
VM2) exceed a certain amount with no speed information being received from that
motor, then the speed sensor fail is activated. It is also activated if the speed sensor
direction signals do not agree. If the speed sense fail condition is indicated, the
speed/torque command (VA) is disabled. If one speed sensor has failed, the machine
can travel about 2 mph before the failsafe will activate.
The operator has available a dynamic brake boost switch (pedal). When the accelerator
pot is released and the machine begins to slow down, the error signal VE decreases.
This reduces the command to the field and armature converters, reducing the braking
effort. When the Brake Boost Pedal is depressed, the field is boosted to about 60% of
its maximum value (although any existing limits will still apply). It also multiplies VN by
four that will also boost VE by that amount. This will keep armature currents up longer.
The combined effect boosts the braking effort at slower speeds.
The Operating Wheel Motors switches on the Controller allow machine operation with
less than four motors. The procedure is to completely isolate the faulty motor(s) (field
and armature) and place the appropriate switch in the DOWN position. These switches
scale the field current signals and disable the CEMF signal (-VG1, etc.) so the control
system operates properly with the reduced number of motors.
The Controller also has built in circuitry that monitors the operation of the power
components of the dynamic braking system. Such things as braking diodes becoming
shorted or open or grid resistors or cables becoming open will be detected. This is
indicated by a warning message on the display screen. It is suggested that the machine
only be moved to a safe place for checking out the braking system and correcting the
fault.
g. GROUND FAULT OPTION
The ground fault option consists of a 100-ohm power resistor assembly that is
connected between generator neutral and machine frame. The Prime/Ground Fault
Detector card contains circuitry that measures the voltage across the resistor and hence
the current through it. It measures both AC and DC current. Since both the generator
and converter outputs are referenced to neutral, any leakage to frame will flow through
the resistor to neutral. The C20 card gives a ground fault alarm when fault current
reaches 0.5 amps (50V across the resistor). If a generator phase goes directly to
ground, the fault current is limited to:
L-1350: 2.8 amps
L-1850-L-2350: 3.46 amps
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SERVICE MANUAL
The alarm and shutdown process is described in C-20 PRIME/GROUND FAULT

PROTECTOR. Neutral is tied to frame if the ground fault option is not used.
h. SPECIAL OPERATIONAL MODES
The Load Bank Mode allows the Armature Converter outputs to be connected to the
braking grids and used to load the engine to check engine horsepower. The Load Bank
Mode is activated by energizing the Load Bank switch located on the Controller and
setting the park brake. In this mode, the FC Enable signal is held low (VEFC = -13V),
which disables the Field Converter. Also, the Speed Sense Fail signal is not allowed to
activate since in this condition there is motor voltage but no speed, and the IF Proper
signal is held proper even though field current is zero. With the above conditions set,
horsepower is determined by selecting forward or reverse direction and fully depressing
the accelerator pedal. Allow a few seconds for the system to stabilize and read the HP
output on the display screen. Actual engine horsepower is the readout divided by
generator and system efficiency plus parasitic losses.
A Standby Power Mode is available on the Controller to allow operator setting of the
generator voltage and frequency (engine speed) to use the Loader as a standby
engine/generator. Power can then be taken from the generator to operate other
electrical equipment. The Standby Power Mode is activated by energizing the Standby
Power switch located on the Controller. The voltage adjust pot can then be rotated to
adjust the generator voltage between approximately:
L-1350: 300 to 500-VAC.
L-1850L-2350: 300 to 600-VAC.
The frequency adjust pot regulates the command to the engine governor. The engine
speed can be adjusted between 1410 to 1980 rpm (47 to 66 Hz). If engine rpm varies
between +10% or 15% of set values, the generator output will shut down. The Standby
Power switch and key switch will then have to be cycled to re-enable the Voltage
Regulator. A Standby Power option is available that includes a junction box with a fused
output buss to facilitate connections.
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SERVICE MANUAL
SOLID-STATE CONV SYS...CONT'D
PANEL AND CARD DESCRIPTION

The location and general description of the solid-state panels, power flow and signal flow have
been given in INTRODUCTION TO TRACTION SYSTEM. This section will describe more
specifically the functions of each card and panel.
a. CONTROLLER
The Controller performs the logic and command functions that control and regulate the
output of the six converters. This is done on printed cards that are serviceable at the
front of the Controller. the 309-VAC input provides Feedback for voltage regulation and
phase information for SCR triggering is provided by a six-phase control transformer
receiving voltage of:
L-1350: 309-VAC
L-1850-L-2350: 600-VAC
Two torque control pots allow reduction of front wheel and rear wheel maximum torque.
Operating Wheel Motors switches rescale certain voltage to allow operation with less
than four traction motors (CONTROLLER COMPONENTS
LOCATION/IDENTIFICATION).
The Load Bank and Standby Power switches allow the system to be put in the Load
Bank Mode and Standby Power Mode, respectively. The Auxiliary Tester Signals switch
directs the indicated signal to the VAUX input of the display screen.
1. C1 THROTTLE LOGIC CARD: C1 generates the Frequency command (VHC),
Frequency Feedback (VH), and Frequency limit (VHL) signals. The VHC signal is
used to set the start points for the VHL signal and to adjust engine rpm when in the
Standby Power Mode. At low throttle the VHC signal is set at 2.3V (700 rpm) but is
not active. When the Hi throttle position is selected, VHC is set at 6.6v (1980
rpm/66 Hz) that corresponds to the speed command given to the engine. When the
Hi throttle position is selected and the Shop Mode switch is turned ON, VHC is
reduced to 5.0V (1500 rpm/50Hz) and the engine also is commanded to run at that
speed. This mode limits speed and performance and is designed to be used around
the shop area to reduce noise.
The VH signal is derived from counting generator frequency and indicates the
frequency or speed of the generator (and engine). In the Hi throttle and Shop
modes, a VHL signal is produced if the VH signal varies a certain amount below or
above the VHC signal. This indicates the engine is being loaded or overdriven
beyond its capability, and the VHL signal reduces motor armature current to
compensate.
The Standby Power switch on the Controller enables the loader generator to be
used as an auxiliary power source. When this is turned ON, the Frequency pot on
the Controller adjusts the VHC signal from 4.7V to 6.6V (1410 to 1980 rpm/47 to
66HZ) and this in turn tells the Master Module to run the engine at that speed. This
mode also allows the Voltage adjust pot on the Controller to set the generator
voltage (See C4).
2. C2 SPEED ERROR CARD: The C2 card receives direction and speed command
information from the operator and speed information from C9 (VN, _VN_) and
generates the error (VE) signal.
The accelerator and direction select information comes to the Controller via the CAN
bus and to C2 through the Remote Module/Interface card RI2. From these the
speed command VA is generated. From VA and VN, the speed error signal VE and
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SERVICE MANUAL
SOLID-STATE CONV SYS...CONT'D
its counterparts -_VE_, 6-_VE_ and VE POS are formed. VN is shaped so that a
maximum VA of 12 volts allows a machine speed of about:
L-1350: 10 MPH
L-1850-L-2350: 10.5 MPH
In the shop mode, a slow speed mode signal inputs this card. This limits VA to
7.9 volts and VN is shaped so a machine speed of about:
L-1350: 5.4 mph is allowed.
L-1850-L-2350: 5.7 mph is allowed.
The brake boost switch comes into this card. This will multiply the effect of VN by
four for better dynamic braking.
The commutation curves are shaped on this card. These are 6-VCLF and 6-VCLR.
The front and rear torque controls also come in to reduce the maximum value of 6-
VCLF and 6-VCLR. A Brake Mode input signal releases effects of the torque
controls when the machine is in dynamic braking to insure maximum braking torque
is always available.
The acceleration limit also comes into the commutation circuit to reduce torque if the
acceleration rate exceeds a prescribed limit.
The VA+ and VA- signals are generated to indicate which direction is commanded.
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SERVICE MANUAL
3. C3 SLIP LIMIT/BRAKE MODE CARD: C3 receives the calculated Motor Voltage

signals (VM 1, 2, 3, 4) and Armature Current signals (IA1, 2, 3, 4) and generates the
CEMF signals (VG 1, 2, 3, 4). The four Slip Limit signals (VS1, 2, 3, 4) are
generated by comparing individual VG signals with the average of four. The steer
pot position information comes in through RI1 to reduce the slip limit effect as the
machine is steered. The slip limit effect also reduces as the VG signals increase.
The Operating Wheel Motors switches re-scale the circuit to give a proper average
when operating on less than four motors. The slip limits go to C6 to reduce
armature currents to slipping wheels.
The Brake Mode and Power Mode signals are generated on C3 to indicate the
status of the system. The logic signals VA+, VA-, VN POL and the _VN_ signal input
this card to produce the NOT RED BRKG signal, which reduces motor voltage when
the system is in a reduced braking condition (Refer to DYNAMIC BRAKING
MODES).
4. C4-VR CONTROL: Card C4 generates the enable, command, control and alarm
signals for the Voltage Regulator.
C4 receives VCA, VCB and VAB from the six-phase control transformer and
generates the VGEN signal that indicates the generator output voltage. VGEN is
used to create the VGEN>3 (VGEN >1.2 on L-1850-L-2350) and Prime Inhibit logic
signals. When VGEN>3 is high (+13V), the field and armature converter enable
signals (C5 and C6) can go high if the other conditions for these circuits are met.
The Prime Inhibit goes high (+13V) and shuts down the priming circuit on C20 when
VGEN reaches 2 volts.
If the VR Fuse Proper signal (C22), Voltage Enable (C20) and Standby Enable
signal are high (+13V), then the Voltage Regulator Enable Signal (VEVR) will be
high, enabling the SCRs to trigger as soon as there is enough generator output to do
so. The VR Inhibit output inhibits the SCR trigger pulses on C10 when VEVR is low
(-13V). If the Fuse Proper circuit on C22 indicates a blown fuse, a Converter
warning message and a Blown Fuse message will be displayed on the screen.
The VH signal creates a VR CMD signal at the ratio of:
L-1350: 8.93V per hertz up to 500-VAC.
L-1850-L-2350: 10.91V per hertz up to 600-VAC.
The L-1850 and L-2350 are variable generator voltage machines. Generator
voltage will be 350-VAC when machine speed is less that 2.7 mph, 600-VAC
when machine speed is greater than 6.4 mph and linearly variable when the
machine speed is between 2.7 and 6.4 mph. Generator voltage will always
be 600-VAC when in braking and above 2.7 mph (L-1850-L-2350 VARIABLE
GENERATOR VOLTAGE).
VGEN nulls with the VR CMD to produce the VR Control signal, which goes to C10 to
establish SCR trigger timing. The Not Standby signal allows the Voltage Adjust pot
located on the Controller to vary the generator voltage from:
L-1350: 300 to 500-VAC when in the Standby Power Mode, as long as the 8.93V/Hz
ratio is not exceeded.
L/1850L-2350: 300 to 600-VAC when in the Standby Power Mode, as long as the
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SERVICE MANUAL
10.91V/Hz ratio is not exceeded.

The Standby Enable signal will go low as VH drops below 15% or goes higher than
10% of the VHC input when in Standby Power Mode. The Load Bank Mode boosts
the normal generator output to:
L-1350: 550-VAC.
L-1850-L-2350: 700-VAC.
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SERVICE MANUAL
5. C5 FIELD CONTROL: Card C5 generates the Enable, Command, Control, Inhibit

and Alarm signals for the Field Converter. The FC Fuse Proper signal from C22 and
VGEN>3 from C4 input this card to create VEFC. If VEFC is low, the Field
Converter is not enabled and inhibited from triggering. This will create a converter-
warning message that will be displayed on the screen unless the Controller is set to
the Load Bank mode. In the Load Bank mode the Field Converter is purposely
disabled. If a fuse is blown, a blown fuse message will also be displayed on the
screen.
A field-shaping curve (VFL) is generated from the absolute speed signal (-_VN_) that
comes from C9. The FC Temp signal from C23 combines with VFL to establish an
overall field limit curve. The _VE_ signal is the base command for field current, but
the actual field command is the smallest value between it and the overall limit. This
signal is called VIF.
Field current feedback (IF) is formed from scaling the transducer signals on C13. IF
is nulled with VIF to satisfy current section of the Field Command. A second
section of the Field Command asks for a prescribed motor voltage:
L-1350: VML (550V in power, 520V in braking, and 420V in reduced braking).
L-1850-L-2350: VML (650V in power, 600V in braking, and 500V in reduced
braking).
The four motor voltages input this card, and the greatest one serves as a feedback
for this section. Therefore, if a motor voltage begins to exceed the prescribed limit,
field current will be controlled to prevent this. To do this, the Motor Voltage section
and the Field Current section of the Field Command are brought together, and the
smallest is selected for the actual command. Whenever the system goes into
braking mode, the motor voltage command sets to 200 volts and ramps up to the
maximum of:
L-1350: 550V to control rate of current rise.
L-1850-L-2350: 600V to control rate of current rise.
Also, if generator voltage dips below a prescribed level, the line limit signal (VLL)
comes in to reduce the VML signal, preventing SCR problems. The command
signal, along with the voltage and current feedbacks, generates FC CTRL1 and FC
CTRL2, which go to C10 to establish the SCR trigger timing for the on bank.
IF is also used to generate a signal that tells the polarity of IF, and when it is equal to
zero. This sets the parameters for inhibiting and enabling the two banks of SCRs.
IF polarity is compared with VE POS to form IF Proper. This signal indicates if IF2 is
not the proper polarity or is equal to zero, and limits the armature currents to zero
during this time. This signal is held proper during the Load Bank Mode.
The FC-P Converter Panel has two banks of SCRs, one for forward torque and one
for reverse torque. The IF Polarity signal indicates which bank is active. The FC
Inhibit signals are FC Inhibit 1 and FC Inhibit 2. They are both activated if VEFC
enable signal is low, inhibiting the SCR trigger pulses on C10. Also, if one FC-P
bank is on, the other is inhibited. When opposite torque is commanded, the off SCR
bank will remain inhibited until the field current is reduced to zero plus an additional
0.1 second. Then the off bank will be allowed to come on and the other bank is now
inhibited.
The Load Bank switch input creates the Load Bank Mode if the Park Brake is set.
This shuts off field current, prevents Field alarms, and boosts generator voltage for
this condition.
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SERVICE MANUAL
6. C6 AC COMMAND LIMIT: The C6 card receives all the signals that can limit and
enable (or disable) the four Armature Converters. Each Armature Converter has its
own limit and enables circuits although some inputs are common to all.
The VGEN>3.0 (VGEN >1.2 on L-1850-L-2350), Power Supply Proper, Load Bank
Mode, and Park Brake Release signals input the four enable circuits. Also the fuse
proper signals from the AC Blown Fuse (C21) card comes into its respective enable
circuit. The Card Interlock signal inputs all four enable circuits to disable the
Armature Converters if any of the interlocked cards are not properly inserted in the
Controller. The enable circuits put out the VEAC 1, 2, 3, 4 signals. If the Park Brake
or the Load Bank Mode is high and all the other signals are proper, these will be
high and the Armature Converters will be enabled. If any of the inputs are
improper, the affected VEAC signal will be low and the converter(s) will be disabled
(The SCRs cannot fire).
The 6-_VE_ signal is the Initial Armature Command. This is compared to 6-VCLF,
and the smallest is selected to give the Front Armature Command, VIAF. 6-_VE_ is
also compared to 6-VCLR, and the smallest is selected to give the rear Armature
Command, VIAR. These signals are also compared to IF NOT PROPER from C5
and HP LIM from C13, and if these are smaller, they will become VIAF and VIAR.
VIAF input the two front commands, VIA1 and VIA2; and VIAR input the two rear
commands, VIA3 and VIA4. Additional limits input the individual command circuits
to subtract from VIAF and VIAR. A limit signal reduces all currents if VGEN drops
below a prescribed level. The VHL signal limits all currents as engine rpm drops to
its full power point or over-speeds beyond a prescribed point. VR/GEN TEMP limits
all armature currents if these temperatures exceed maximum levels. The Slip Limit
signals (VS 1, 2, 3, 4) limit the current command to the offending motor. If the
converter heatsinks or motor armature exceeds the prescribed level, the current to
the offending motor is limited. The VIA 1, 2, 3, 4 commands go to C7 where the
control signals are formed for SCR triggering.
If any of the VEAC signals go low when a normal operating status is in place, the
display screen will indicate a converter-warning message. An additional blown fuse
message will appear if the not-enable is caused by a blown fuse.
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SERVICE MANUAL
7. C7 AC CONTROL: Card C7 generates four AC (Armature Converter) control

signals that establish when the armature SCRs are to fire. There are four identical
circuits for the armatures.
The individual Armature Command signals (VIA 1, 2, 3, 4) input this card and are put
through a ramp circuit. This limits the rate of rise of current command to 400
amp/sec when motor speed is greater than 600 rpm and 1500 amp/sec when motor
speed is less than 600 rpm. The Armature Control circuits receive these ramped
commands and sums them with the Current Feedback signals (IA 1, 2, 3, 4) to
generate the individual Armature Control signals (AC 1, 2, 3, 4 CTRL). These go to
C11 to establish the time to trigger the SCRs. In addition, the Armature Converter
Enable signals (VEAC 1, 2, 3, 4) input the card to produce four inhibit signals.
These signals will not allow the respective Armature Converter SCRs to fire if the
enable is low (not enable). Also, as the enable signals go from low to high, the
control signals are released on a ramp to prevent them from being full on when the
enable signals go high.
8. C8 REFERENCE SIGNAL: The C8 card generates twelve reference signal curves
used for SCR triggering and twelve reference signals that establish end stops or
limits on the period of time in which a SCR can fire.
The reference signal curves VC (1-6) are derived from the six-phase control
transformer and are 60 electrical degrees apart. One signal is used for each SCR,
giving a capability of setting up a firing sequence for six SCRs. This is the number
of SCRs used in a full-wave bridge such as the Armature Converters. For a half-
wave bridge such as the Voltage Regulator and the two banks of the Field
Converter, three of the reference signal curves are used.
The other six reference signals VES (1-6) are also derived from the control
transformer and are 60 electrical degrees apart. They are digital signals that
establish a period of time in which the SCR is to fire and must fire.
9. C9 SPEED SIGNAL: The C9 card directly receives speed and direction
information from the speed sensors (pulse tachs) mounted on the two front wheel
motors and processes it to produce the speed signal _VN_. _VN_ represents the faster
of the two front motors and is used in forming the commutation and field shaping
curves. VN is produced from _VN_ and is negative in forward direction and positive in
reverse direction. The polarity of VN is determined by the directional signals from
the speed sensors and from a direction calculated from Brake Mode and IF POL. To
minimize the effect of failure of any direction information signal, two out of the three
signals are used to determine speed signal polarity. VN DIFF signal is an indication
of a difference in front wheel motor speeds.
VM1 and VM2 are brought in to determine whether or not the speed sensors are
operating properly. If wheel motor voltage (VM1 or VM2) exceeds a certain amount
with no speed information being received from that wheel motor, then the speed
sense fail is activated. The speed sense fail signal is also activated if the speed
sensor direction signals do not agree and motor speed is greater than 600 rpm. If
the speed sense fail condition is indicated, the VA signal is disabled, which prevents
a speed command from being generated. A VN>1.2 signal is generated to indicate
when motor speed is greater than 600 rpm.
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SERVICE MANUAL
10. C10 C11 TRIGGER SIGNAL: C10 and C11 generate the trigger pulses to fire
the SCRs in the six converter panels. The C10 and C11 cards are each composed
of two identical sections giving capability of triggering for two sets of six SCRs. The
four Armature Converters utilize the two C11 cards. The C10 card uses one
section to trigger the two Field Converters banks of three SCRs each and one-half
section to trigger the three Voltage Regulator SCRs.
Six reference signal curves from C8 come into each card. The reference signal
curve makes a sweep from approximately +6 volts to -6 volts in 180 electrical
degrees. At some point during this sweep, the control signal will match (the
control signals are the final control for establishing when the converter SCRs are
to fire) (refer to C4, C5 and C7). When the reference signal curves and the control
signal match, a trigger pulse is generated and sent to the appropriate converter.
Another six reference signals from C8 establish end stops. The end stops
determine the earliest time a SCR can fire during the reference curve sweep, and
they determine the latest point during the sweep that the SCR must fire.
The inhibit signals (refer to C4, C5 and C7) also come in to prevent generating
triggering pulses for a converter that is not enabled.
An oscillator circuit on each half of this card takes a trigger pulse and divides it into
a string of pulses 40 microsecond wide with a 200 microsecond off time. This is
referred to as picket fence string and it matches the pulse transformer
requirements on the trigger cards located on the converter panels. Those pulses
are sent directly to the panels.
11. C13 I/V FEEDBACK CARD: C13 receives the measured motor voltage MV- and
MV+ from the voltage divider board on each Armature Converter panel and
generates the four Motor Voltage signals (VM 1, 2, 3, 4). The transducer outputs
for field and armature current feedback are processed on this card. From these,
the field outputs are sent to C5 to produce the IF signal. The four armature current
signals (IA 1, 2, 3, 4) are produced on this card. The armature currents and motor
voltages are summed and multiplied to produce HP, a signal representing the
electrical output of the four converters. A HP LIM signal is produced that goes to
C6 to limit current so that no more than:
L-1350: 400 horsepower per motor can be commanded.
The HP LIM signal is defeated in braking and Load Bank Mode.
12. PS POWER SUPPLY CARD: This card receives the 24-volt battery voltage when
the Master Module is booted and running. This 24-volt generates the +15V and -
15V highly regulated power supplies. These power all the Controller cards and set
reference voltages. Also, 12 VDC for the speed sensors is provided.
A +60-volt non-regulated supply is also generated. This goes to the Panel
Interface cards on the six converter panels that use it to provide trigger power for
the SCRs.
The Power Supply card generates the Power Supply Proper signal. It disables the
Armature Converters (C6) if the +15 and -15-volt supplies are missing or
significantly out of tolerance.
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SERVICE MANUAL
13. C20 PRIME/GROUND FAULT DETECTOR: Card C20 supplies priming current
to the generator field in order to bring the voltage output of the generator up to
where the Voltage Regulator can take over. Also, circuitry to monitor and detect
ground faults and shut the machine down in a logical order is provided. The
ground fault function is only meaningful if the ground fault option is installed on the
machine.
Priming current from the 24-volt battery is inverted, isolated and fed through a small
SCR to the VR panel. A Prime Inhibit signal (from C4) deactivates this circuit when
priming is complete. When the ENGINE SELECT switch is turned to the LO throttle
position or when a ground fault has been detected and the appropriate shut down
procedure has sequenced, the Voltage Enable signal goes low and is fed back to
C4, disabling the Voltage Regulator. This shuts down the AC voltage output from
the generator.
If the ground fault option is installed so that a fault can be detected, the machine is
shut down in the following sequence. First, a one-second delay occurs to insure
the fault is real. Then a signal is sent to the RI-3 card, which passes the condition
status to the Master Module. The red alarm light is energized and a ground fault
alarm message is displayed on the screen. At the same time, the accelerator pot is
disabled (VA Enable goes low) putting the machine into a braking mode. When the
machine speed is below mph, the Voltage Enable signal goes low shutting down
the generator excitation and AC voltage.
14. C21 AC BLOWN FUSE DETECTOR: The outputs of the three power phase
fuses for each AC-P located on the AC Fuse Panel are reduced through a divider
circuit on the Panel Interface card located on each converter panel. On AC-P1,
another set of reference fuses is reduced through its Panel Interface card. This set
is the reference for all the armature converter fuses. C21 receives the reference
set and compares the individual signals with the reference. If a fuse output is
missing when compared to the references, the amber light will activate and a blown
fuse warning message will be displayed. If a reference is missing, a blown fuse
message will be displayed for all the armature converters.
When a DC output fuse is blown, the armature converter circuit opens. When a
command is given, the output voltage (VM) goes to its peak value, which is above
the normal operating level. If VM1, 2, 3 or 4 reaches this level for more than 2
seconds, a blown fuse indication is given that is latched in. This couples to the
phase blown fuse circuit that will activate the warning and message. A blown fuse
condition will disable the offending converter.
The converter and motor temperatures from C23 are combined on this card to form
the AC/M TEMP signals that go to C6 to limit armature current for over-temperature
conditions.
15. C22 VR/FC FUSE/BRAKING DETECTOR: Card C22 monitors the three power
input fuses to VR-P and the three power input fuses to the FC-P. These voltages
are reduced through a divider circuit on the Panel Interface cards, which are
located on the VR-P and FC-P converter panels.
The VR-P fuse detection uses a balance circuit that becomes unbalanced if one or
two of the fuses are blown. The VR Fuse Proper signal goes low for this condition.
The FC Panel Interface card also receives the control fuse outputs that feed the
Controller through connector I-1. These set up a reference for the FC fuse
detection. C22 compares the Power Fuse signals with the reference. If a fuse
output is missing, the FC Fuse Proper signal goes low.
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SERVICE MANUAL
If a blown fuse condition occurs, the amber light will activate and a blown fuse
warning message will be displayed. Because the FC uses the phase inputs to the
Controller as a reference, a blown fuse indication for the FC can also mean a
Controller fuse has blown.
C22 also monitors the voltage at the braking diode on each Armature Converter. If
the diode is open or shorted, or the grid is open, a Retard Fail warning will be
displayed on the screen. The failure indication is prevented on a motor if the
Operating Wheel Motors switch is turned down.
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SERVICE MANUAL
16. C23 THERMISTOR/TEMPERATURE: Card C23 handles the scaling for all the
thermistors of the control system. The converter panel thermistors are brought in
through the respective Panel Interface cards. These are scaled to give TEMP
output voltages that are used to reduce converter outputs when heatsinks get too
hot. These are also sent to the Remote/Interface cards (RI1, 2, 3) that pass them
to the Master Module so temperatures can be read on the display screen. When
the temperatures reach the point at which converter outputs begin limiting, a
warning message will be displayed on the screen. A second warning message will
be displayed if the temperatures continue to climb to a maximum limit. The various
Remote Modules on the machine read the motor and generator temperatures,
which also can be read on the display screen. The warning messages react in the
same manner as for the heatsinks. The Master Module sends the motor and
generator temperatures to the RI1, 2, 3 cards, which then go to C23. C23 scales
these to give TEMP output voltages that are used to reduce armature converter
outputs when a motor or the generator is too hot.
17. C24 TRANSDUCER POWER SUPPLY CARD: This card supplies the +15VDC
and -15VDC power to the six Panel Interface cards. This power is directed to the
current transducers, which supply current feedback signals. The +15 volt is also
used to provide the supply for the heatsink thermistors.
18. RI1, RI2, RI3 REMOTE/INTERFACE CARD: These three card assemblies
connect the Master Module to the Controller via the CAN Bus. The CAN Bus is a
communication link that ties all the machine systems together. Each card
assembly consists of Remote card and an Interface card. These two cards are
mechanically assembled with standoffs with ribbon cable electrically tying them
together. The Remote card contains a microprocessor that controls 24
programmable I/O points and communicates with the CAN. The Interface card
contains the standard Controller connector that attaches to the card rack. It makes
the connection with the CAN bus, inputs the 24V and 15V supplies, inputs the
address connection, transfers any direct Remote Card connection to the other
Controller cards, and buffers and scales signals that go between the Remote card
and the Controller. The address connection specifies to the Master Module what
configuration program each Remote Card should have, and that will be
automatically loaded. Therefore, these cards can be swapped to any of the three
locations and they will automatically be programmed correctly.
Remote/Interface Card 1 (RI1):

Outputs from the Master Module that commands Controller action and give operational
information:
Hi Idle Slow Speed Brake Boost
M1 Temp M2 Temp Steer Pot
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SERVICE MANUAL
Outputs from the Controller that give the Master Module signal status and information for
alarms, warning, feedback messages, and control:
VIA1 VIA2 VE
IA1 IA2 VE POS
Fu Prop AC1 Fu Prop AC2 IF
Op Alarm AC1 Op Alarm AC2 Op Alarm FC
Freq LF Spd Freq RF Spd Standby Mode

information:
FWD VA Enable Front Reduction
REV VAW GEN Temp

VHC VIF Fu Prop VR
VH Fu Prop FC OP Alm. VR
VHL VAUX VR Temp
VML FC Temp RTD FAIL
VM1 VN POL LT RTD
VM2

information:
Prk Brk Rel M3 Temp M4 Temp
1100 Rpm Idle Rear Reduction
AC3 Temp VIA3 VIA4
AC4 Temp IA3 IA4
HP VM3 VM4
I Rotor FU Prop AC3 FU Prop AC4
OP Alm GF OP Alm AC3 OP Alm AC4
Load Bank Md Freq LR Spd Freq RR Spd
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SERVICE MANUAL
b. VOLTAGE REGULATOR VR-P: This converter panel provides DC power to the AC

Generator field. The converter is a half-wave bridge (3 SCRs) and is operated off:
L-1350: 500-VAC generator main taps (A, B, C).
L-1850-L-2350: 600-VAC generator main taps (A, B, C).
The inputs are fused with three 200-amp power fuses. Power flow is from the output
terminal (labeled 7), through the generator field, and returned to neutral (N). A snubber
network is across each SCR, and a MOV is across the output for transient suppression.
The priming output from C20 enters the VR-P at the Panel Interface card. It goes to a
terminal strip marked P, is jumpered to the terminal strip marked P2, goes through a
10 ohm resistor to the converter output (7). Priming current ceases when the VR-P
begins functioning.
When the Standby Power option is installed, relay contacts are inserted between P and
P2. The relay is driven by an output from C20 called Relay Drive. When priming is
complete, the relay opens isolating generator field connection from the Controller. Since
the load for the Standby Power output is unknown, this is done to prevent possible
transients from causing damage to the Controller.
A thermistor is embedded in one of the SCR heatsinks. It senses the heatsink
temperature and limits armature converter outputs when an over-temperature condition
occurs.
A transducer, external to the panel, measures the current output. It receives excitation
power from the Controller through the Panel Interface card, and sends the measured
current output back. This is generator rotor current.
The Panel Interface card forms the connecting junction between the Controller and the
VR-P panel. It receives the three trigger pulses, the 15V supplies for the current
transducer and thermistor, the 60V supply for SCR triggering, and the prime and relay
drive outputs. It also sends back the thermistor output, transducer output, and the fuse
status voltage through a divider arrangement.
There are three SCR Trigger/Snubber cards, one for each SCR. The trigger portion
provides an amplified and isolated trigger pulse to the gate/cathode of the SCR. The
snubber portion connects a RC circuit across the anode/cathode of the SCR to suppress
switching transients.
c. FIELD CONVERTER FC-P: The FC-P panel provides DC power for the four motor
fields, which are connected in parallel. The FC-P is actually two half-wave converters,
referred to as the positive bank and the negative bank. The positive bank provides field
current in the direction for forward torque, and the negative bank provides it in the
direction for reverse torque.
The FC-P operates off:
L-1350: 309-VAC mid taps of the generator (A19, B19, C19).
L-1850-L-2350: 600-VAC main taps of the generator (A, B, C).
The inputs are fused with three 400-amp power fuses. Power flow is from the output
terminal (labeled 44), through the four fields, returning to neutral (N). Two sets of three
inductor coils give some isolation between the three phase inputs to the two converter
banks. This is so the on bank will not cause the off bank to false fire, creating a short
circuit between the two banks. The circuitry in the Controller insures that only one bank
will be enabled at a time (refer to C5). A MOV and a RC network are across the output
(44 to N) to suppress transients caused by the varying and changing directions of the
high inductance fields.
A transducer on each bank measures the current output of that bank. They receive
excitation power from the Controller through the Panel Interface card, and they send the
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SERVICE MANUAL
measured current output back.

temperature and limits field current when an over-temperature condition occurs.
The Panel Interface card forms the connecting junction between the Controller and the
FC-P panel. It receives the six trigger pulses, the 15v supplies for the current
transducers and thermistor, and the 60v supply for SCR triggering. It also sends back
the thermistor output and transducer outputs. The status of the power fuse voltage and
the control fuse voltage to the Controller are fed through a divider arrangement for fuse
detection.
There are three dual SCR Trigger/Snubber cards. Each one connects to the upper and
lower SCR for each phase. The trigger portion provides amplified and isolated trigger
pulses to the gate/cathode of the two SCRs on that phase. The snubber portion
connects a RC circuit across the anode/cathode of each SCR to suppress switching
transients.
d. ARMATURE CONVERTER AC-P: Each of the four AC-P converter panels provides
DC power to the armature of one traction wheel motor.
The AC-P operates off:
L-1350: 500-VAC main taps of the generator (A, B, C).
L-1850-L-2350: 600-VAC main taps of the generator (A, B, C).
The inputs are fused with three 900-amp (1250 amp on the L-1850-L-2350) power fuses
for each converter. Power flow is from the output terminal (55), through the armature,
and back to the output terminal (58). There is a 1000-amp/1000-volt (1200-amp/1000-
volt on the L-1850-L-2350) fuse in line between terminal (55) and the DC motor, located
on a panel to the right of the converters. A RC network is across the outputs (55 to 58)
for transient suppression.
During braking, the polarity of the motor voltage reverses, and the DC motors, now
acting as generators put power back into the system. Part of this goes back into the
generator, and part into the grid resistor system located on the back of the loader. The
power diode on the panel becomes forward biased during this time, allowing current to
flow to the braking grid. The braking resistors are connected between terminals 58D and
58 on the panel.
A transducer measures the current output of the converter. It receives excitation power
from the Controller through the Panel Interface card, and it sends the measured current
output back.
temperature and limits armature current when an over-temperature condition occurs.
The Panel Interface card on each converter forms the connecting junction between the
Controller and the AC-P panel. It receives the six trigger pulses, the 15v supplies for
the current transducer and thermistor, and the 60v supply for SCR triggering. It also
sends back the thermistor and transducer outputs. The converter voltage output (motor
voltage), status of the power fuse voltage and the diode voltage are fed through a divider
arrangement to the Controller. The main generator voltage is fused and sent back as a
reference measurement on the AC-P1 Interface card.
There are three dual SCR Trigger/Snubber cards. Each one connects to the upper and
lower SCR for each phase. The trigger portion provides amplified and isolated trigger
pulses to the gate/cathode of the two SCRs on that phase. The snubber portion
connects a RC circuit across the anode/cathode of each SCR to suppress switching
transients.
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SERVICE MANUAL
SOLID-STATE CONTROL SYS DIAGNOSTIC & REPAIR PROC
SOLID-STATE CONTROL SYSTEM DIAGNOSTIC AND

REPAIR PROCEDURE
INTRODUCTION
The purpose of this Diagnostic and Repair procedure is to provide a systematic method of
identifying failed or defective assemblies, printed circuit cards, electrical components, etc. The
proper use of this procedure and associated schematics should enable the service technician
to quickly isolate and correct the difficulty.
Primary emphasis will be directed toward identifying electronic malfunctions to the correct
assembly and then to the specific printed circuit card, SCR, fuse, etc. If the failure is external
to the assemblies (i.e., wiring, switches, connectors, etc.) standard continuity measurement
procedures should be used to locate the source.
Checkout and repair procedures follow a systematic method of isolating failed or defective
components. This is done by trying to determine which card or component is the cause for an
improper or missing signal. A signal will be generated on a particular card, so therefore a
probable cause for that signal being improper is a failure of that card. However, it could also
be improper because an input from another card, used to generate this signal is improper, or
another card that uses this signal is loading it improperly.
NEVER, UNDER ANY CIRCUMSTANCES, OPEN THE ELECTRICAL

CONTROL CABINET OR REMOVE THE AXLE ACCESS COVERS UNLESS
THE MACHINES ELECTRICAL SYSTEM IS LOCKED OUT. SERIOUS
INJURY OR LOSS OF LIFE FROM CONTACT WITH HIGH VOLTAGE
TERMINALS IS POSSIBLE!

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SERVICE MANUAL
SOLID-STATE CONTROL SYS DIAGNOSTIC & REPAIR PROC
TEST EQUIPMENT REQUIRED

A digital multimeter and a portable oscilloscope may be needed from time to time to achieve
some of the more complex trouble-shooting issues. In general, the intelligent replacement of
cards and panels is the simplest way to correct a faulty condition. A working knowledge of the
signal and power flow will help to pinpoint the suspected component. However, there will be
times when a more invasive procedure is needed to determine what the problem is. This may
include tracing out circuit connections, measuring inputs and outputs to cards, and measuring
component values on the panels. An extender board is provided so a Controller card can be
measured while it is active in the system. A multimeter and a portable oscilloscope are useful
to measure card signals, and a multimeter for tracing circuit connections.
SCREEN DISPLAY OF SIGNALS
The log browser feature of the LINCS display screen allows viewing of several of the Controller
control signals. The Controller interfaces with the display screen via the three internal Remote
Module cards, the data bus and the Master Module. The following are the signals that come to
the Controller as operator and machine functions, and the signals that the Controller sends
back for display.
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SERVICE MANUAL
SOLID-STATE CTL SYS DIAGNOSTIC & REPAIR PROC...CONT'D
Controller Remote Module 1 (L-1350)

Controller Sig Value Display Reading
HI IDLE Open / +24v (Not) / Hi-Idle
SLO SPD Open / +24v (Not) / Slow Speed
BRK Boost Open / +24v (Not) / Brake Boost
AC1 TEMP -12 to +6 AC1 OC
VGEN 0 to +7v 0 to 700-VAC
VIA1 0 to +6v 0 to 900 amp
IA1 0 to -6v 0 to 900 amp
VE POS -12 to +12v Fwd Torque / Rev Torque
VE -7 to +7v -7 to +7v
IF -5 to +5v -250 amp to +250 amp
FUPropAC1 -12 to +12v AC1BloFu / AC1Fuse Prop
STD BY MD -12 to +12v Not Standby / Standby Mode
OPAlm AC1 Sw to Grd AC1 Conv Warning / OK
OPAlm FC Sw to Grd FC Conv Warning / OK
Freq LF Spd 0 to +6v Sq M1 rpm
Freq RF Spd 0 to +6v Sq M2 rpm
M1 TEMP PWM M1 O
F
M2 TEMP PWM O
M2 F
STEER POT PWM + / Degrees
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SERVICE MANUAL

FWD Open / +24v (Not) / Forward
REV Open / +24v (Not) / Reverse
FRNT RED Open / +24v (Not) / Front Torque Reduction
FC TEMP -12 to +6 FC OC
VR TEMP -12 to +6 VR OC
VHC 0 to +8v 0 to 2400 rpm
VH 0 to +8v 0 to 2400 rpm
VHL 0 to +8v 0 to +8 volts
VIF 0 to -5v 0 to 250 amp
VML 0 to -8v 0 to 800 volts
VAUX -10 to +10v -10 to +10v
VM1 -8 to +8v -800 to +800v
VM2 -8 to +8v -800 to +800v
FUProp FC -12 to +12v FU BloFu / FU Fuse Prop
FUProp VR 0 to +15 VR BloFu / VR Fuse Prop
RTD FAIL -12 to +12v Retard Fail / Retard ok
VN POL -12 to +12v Fwd Speed Dir / Rev Speed Dir
LT RTD Sw to Grd Retard / Not Retard
OPAlm VR Sw to Grd VR Conv Warning
--- Not used
--- Not used
VAW PWM 0 to 10 volts
GEN TEMP PWM Gen OF
--- Not used
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SERVICE MANUAL
Controller Remote Module 1 (L-1850-L-2350)

HI IDLE Open / +24v (Not) / Hi-Idle
SLO SPD Open / +24v (Not) / Slow Speed
BRK Boost Open / +24v (Not) / Brake Boost
VGEN 0 to +7v 0 to 700-VAC
IA1 0 to -6v 0 to 1500 amp
IA2 0 to -6v 0 to 1500 amp
VE POS -12 to +12v Fwd Torque / Rev Torque
VE -7 to +7v -7 to +7v
IF -5 to +5v -250 amp to +250 amp
STD BY MD -12 to +12v Not Standby / Standby Mode
OPAlm FC Sw to Grd FC Conv Warning / OK
Freq LF Spd 0 to +6v Sq M1 rpm
Freq RF Spd 0 to +6v Sq M2 rpm
M1 TEMP PWM O
M1 F
M2 TEMP PWM O
M2 F
STEER POT PWM + / Degrees
...
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SERVICE MANUAL
Controller Remote Module 2 (L-1850-L-2350)

FWD Open / +24v (Not) / Forward
REV Open / +24v (Not) / Reverse
FRNT RED Open / +24v (Not) / Front Torque Reduction
FC TEMP -12 to +6 FC OC
VR TEMP -12 to +6 VR OC
VHC 0 to +8v 0 to 2400 rpm
VH 0 to +8v 0 to 2400 rpm
VHL 0 to +8v 0 to +8 volts
VIF 0 to -5v 0 to 250 amp
VML 0 to -8v 0 to 800 volts
VAUX -10 to +10v -10 to +10v
VM1 -8 to +8v -800 to +800v
VM2 -8 to +8v -800 to +800v
FUProp FC -12 to +12v FU BloFu / FU Fuse Prop
FUProp VR 0 to +15 VR BloFu / VR Fuse Prop
RTD FAIL -12 to +12v Retard Fail / Retard ok
VN POL -12 to +12v Fwd Speed Dir / Rev Speed Dir
LT RTD Sw to Grd Retard / Not Retard
OPAlm VR Sw to Grd VR Conv Warning
--- Not used
--- Not used
VAW PWM 0 to 10 volts
GEN TEMP PWM Gen OF
--- Not used
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SERVICE MANUAL

Prk Brk Rel Open / +24v (Not) / Park Brake Release
1100 Rpm Idle Open / +24v (Not) / 1100 Rpm Idle
REAR RED Open / +24v (Not) / Rear Torque Reduction
HP 0 to +7v 0 to 1400 HP
IA3 0 to 6v 0 to 900 amp
I Rotor 0 to +10v 0 to 333 amp
VM3 -8 to +8v -800 to +800v
VM4 -8 to +8v -800 to +800v
Load Bank Md -12 to +12v Not Loadbank / Loadbank Mode
OPAlm GF Sw to Grd Ground Fault Alarm / GF OK
Freq LR Spd 0 to +6v Sq M3 rpm
Freq RR Spd 0 to +6v Sq M4 rpm
M3 TEMP PWM O
M3 F
M4 TEMP PWM O
M4 F
--- Not used
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SERVICE MANUAL
Controller Remote Module 3 (L-1850L-2350)

Prk Brk Rel Open / +24v (Not) / Park Brake Release
1100 Rpm Idle Open / +24v (Not) / 1100 Rpm Idle
REAR RED Open / +24v (Not) / Rear Torque Reduction
HP 0 to +9.5v 0 to 1900 HP
IA3 0 to 6v 0 to 1500 amp
IA4 0 to -6v 0 to 1500 amp
I Rotor 0 to +10v 0 to 333 amp
VM3 -8 to +8v -800 to +800v
VM4 -8 to +8v -800 to +800v
Load Bank Md -12 to +12v Not Loadbank / Loadbank Mode
OPAlm GF Sw to Grd Ground Fault Alarm / GF OK
Freq LR Spd 0 to +6v Sq M3 rpm
Freq RR Spd 0 to +6v Sq M4 rpm
M3 TEMP PWM O
M3 F
M4 TEMP PWM O
M4 F
--- Not used
...
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SERVICE MANUAL
Some of the signals are displayed in volts, while others have been converted to their
representative number. For example, an armature current signal of -4.0vdc represents:
L-1350: 600 amps of armature current.
L-1850-L-2350: 1000 amps of armature current.
The IA signal on the card will read -4.0vdc while the display shows it as:
L-1350: 600 amps of armature current.
L-1850-L-2350: 1000 amps of armature current.
CONTROLLER SIGNALS
The Controller signals that are brought to the display screen serve as a check that will assist in
determining where a possible failure or fault is located within the Controller. The objective is to
rapidly find where the fault is located, so that card or component can be replaced and the
machine downtime minimized. There may be times when a more extensive search is
necessary. An extender card, part no. 407-6038, is available so card signals can be measured
while the card is active in the system. This will give the technician access to more signals, and
will also allow verification of readings on the display screen, should an inconsistency be
suspect. The following is a description of the main Controller signals that can be measured
and are useful is trouble-shooting. The card pin numbers for these signals can be found on
the Controller Interconnection diagram, which is appended to this publication.
a. CONTROLLER POWER SUPPLIES: The +15v and -15V supplies can be measured
using the extender card. They are generated on the Power Supply card and go to each
of the Controller cards. They should be between +14.9V to +15.1V and -14.9V to -
15.1V. There are two +12V supplies that feed the speed sensors located in the two
axles. They should be between +11V and +13V. The +60V supply provides power to
fire the SCRs. It is unregulated but should be greater than 60V during normal operation.
b. VHC FREQUENCY (HERTZ) COMMAND: This signal represents the engine speed
command. Under normal operation the actual engine speed is adjusted directly by a
command from the Master Module. The VHC signal should correlate with the command
given to the engine governor control since the VHL signal operation points are set based
on VHC. This regulates the traction system so that it will not load the engine beyond its
capability. 1 volt of VHC represents 300 rpm. At Hi throttle VHC should be 6.6v (66 Hz
and 1980 rpm). With Slow Speed mode VHC should be 5.0V (50 Hz and 1500 rpm).
When the Standby Mode switch is activated, the actual engine speed will be determined
by VHC. This can be set by the FREQUENCY ADJUST POT. The switch and the pot
are located on the face of the Controller.
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SERVICE MANUAL
SOLID-ST CTL SYS DIAG & REPR PROC...CONT'D & FIG 11
c. VH GENERATOR FREQUENCY SIGNAL: This signal represents the generator

frequency. 1 volt of VH represents 10 Hz and 300 rpm. At Hi throttle VH should be
approximately 6.6v (66 Hz and 1980 rpm). It is used to command the generator voltage
at a ratio of:
L-1350: 8.93 volts per hertz. At 56 hertz the command levels so voltage remains at 500
volts above that frequency.
L-1850-L-2350: 10.91 volts per hertz. At 55 hertz the command levels so voltage
remains at 600 volts above that frequency.
VH is also used to generate the VHL signal. When VH drops to a certain amount below
VHC, the traction system is regulated so that it will not load the engine beyond its
capability. When the system is in dynamic braking and regenerating power back to the
generator and engine, VH may increase. When VH increases to a certain amount above
VHC, the traction system regulates (begins unloading) to keep engine from over-
speeding.
d. VGEN GENERATOR VOLTAGE SIGNAL: This signal is the voltage feedback used for
voltage regulation. It represents the generator voltage at a scale of 1V = 100V. The
normal reading on the display screen for Hi throttle is:
L-1350: 500-VAC. The VGEN signal at the Controller will be 5.0V 0.1 for this
condition.
L-1850-L-2350: 350-VAC. The VGEN signal at the Controller will be 3.5V 0.1 for this
condition.
The L-1850 and L-2350 are variable generator voltage machines. Generator
voltage will be 350-VAC when machine speed is less that 2.7 mph, 600-VAC
when machine speed is greater than 6.4 mph and linearly variable when the
machine speed is between 2.7 and 6.4 mph. Generator voltage will always
be 600-VAC when in braking and above 2.7 mph.
REFER TO TA-11208 FOR THIS ILLUSTRATION
Figure 11. L-1850-L-2350 VARIABLE GENERATOR VOLTAGE
...
Variable Generator Voltage TA11208
700
650
VGEN FOLLOWS THIS CURVE IF IN BKG.
AND IVn 1 > 1.2v (600RPM)
600
550
500 VGEN FOLLOWS THIS GEN VOLTAGE

CURVE OTHERWISE MOTORVOLTAGE PROPEL
450 MOTORVOLTAGE BRAKING
400
350
300
250
200
150
100
50
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000
Speed (rpm) TA11208
Vn iv=500RPM
TA11208
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SERVICE MANUAL
SOLID-STATE CTL SYS DIAG & REPR PROC...CONT'D
L-1350 STANDBY MODE

Generator Generator
VH Engine Speed
Frequency Line Voltage
(Volts DC) (RPM)
(Hz) (VAC)
0 0 0 0
4.5 45 1350 402
5.0 50 1500 447
5.6 56 1680 500
6.6 66 1980 500
6.9 69 2070 500
L-1850-L-2350 STANDBY MODE

Generator Generator
VH Engine Speed
Frequency Line Voltage
(Volts DC) (RPM)
(Hz) (VAC)
0 0 0 0
4.5 45 1350 491
5.0 50 1500 546
5.5 55 1650 600
6.6 66 1980 600
6.9 69 2070 600
e. FWD FORWARD SIGNAL: This signal is sent from the Master Module to the
Controller on the data bus and is translated to a +24 input at the Controller Remote
Module 2. This goes to the #2 card as a forward direction input.
f. REV REVERSE SIGNAL: This signal is sent from the Master Module to the
Controller on the data bus and is translated to a +24 input at the Controller Remote
Module 2. This goes to the #2 card as a reverse direction input.
g. VAW ACCELERATOR WIPER VOLTAGE: This signal represents the wiper voltage
of the accelerator pot. It is sent from the Master Module to the Controller on the data
bus and is translated to a 0 to 10v signal at the Controller Remote Module 2. This
goes to the #2 card as a VAW input.
h. VA SPEED COMMAND: This signal represents the speed commanded to the
system by the operator (the position of the accelerator pot). VA is derived from the
VAW signal and will vary in magnitude from 0 to approximately 12 volt as the
accelerator pedal is depressed. The voltage will be positive in the forward
direction, negative in the reverse direction, and zero in neutral. Readings will be 12v,
0.6, with the accelerator pedal fully depressed. This signal is not on the cab display
screen but can be checked on the #2 card via the extender board.
i. VN SPEED SIGNAL: This signal represents the fastest speed of the two front wheel
motors. It is derived from the two speed sensors located on the front two wheel
motors. VN will be negative for forward and positive for reverse rotation. This serves
as a feedback signal in the calculation of VE. The below table shows the relation
between VN, motor speed and machine speed at selected points.
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SERVICE MANUAL
SOLID-STATE CTL SYS DIAG & REPR PROC...CONT'D
L-1350
Machine VN Motor Speed Speedometer
Direction (Volts) (RPM) (MPH)
Stop 0 0 0
Forward -1 500 2.3
Forward -2 1000 4.5
Reverse +4.1 2050 9.3
Forward -3 1500 6.8
Forward -4.4 2200 10.0
Reverse +1 500 2.3
Reverse +2 1000 4.5
Reverse +3 1500 6.8
L-1850-L-2350
Machine VN Motor Speed Speedometer
Direction (Volts) (RPM) (MPH)
Stop 0 0 0
Forward -1 500 2.3
Forward -2 1000 4.5
Forward -3 1500 6.8
Forward -4.6 2300 10.4
Reverse +1 500 2.3
Reverse +2 1000 4.5
Reverse +3 1500 6.8
Reverse +4.2 2100 9.5
This signal is not on the cab display screen but can be checked on the #2 and #9
cards via the extender board. The display does show the independent motor speeds.
There is also a sensor on each of the rear wheels. The frequencies of all four sensors
are given to the Master Module through the data bus and can be viewed on the
display screen in units of rpm.
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SERVICE MANUAL
j. VE SPEED ERROR SIGNAL: This signal represents the difference or error between
the speed command (VA) and the speed feedback (VN). VE follows the general
relationship of VE = -[VA + VN]. This is not an exact equation since scaling and gain
change factors affect the actual VE number. VE is limited to a 6.9v 5% magnitude.
VE will be negative for forward torque (forward acceleration and reverse braking) and
positive for reverse torque (reverse acceleration and forward braking). This signal can
be viewed on the cab display.
k. VIF FIELD COMMAND: This signal represents the magnitude of the field current
command. VIF follows VE in magnitude until it is limited by one of the field limit signals.
The Brake Boost will add a set command at about 2/3 maximum value. Any limit
constraint will always override a given command level. VIF represents current at the
ratio of:
L-1350-L-1850-L-2350:1v = 50 amps, or 5v = 250 amps, which is the maximum
output.
If a motor is disabled, taking the corresponding Operating Motor switch to the down
position will re-scale the command so the total current will be a multiple of the number of
operating motors. The signal range is:
L-1350-L-1850-L-2350: 0 to-5V.
The cab display will show the signal as a total field current value. There is no change of
polarity so this signal does not indicate the direction of the command.
l. IF FIELD CURRENT SIGNAL: This signal represents the total current in all four motor
fields. It provides feedback information to control the Field Converter output. IF
represents current at the ratio of 1V = 50 amps or:
L-1350-L-1850-L-2350: 1v = 50 amps, or 5V = 250 amps, which is the maximum output.
Individual motor field level is one-fourth the total. Positive IF is field current giving torque
in the forward direction. Negative IF is field current giving torque in the reverse
direction. IF is limited to:
L-1350-L-1850-L-2350: 5V in magnitude.
m. VIA (1,2,3,4) OVERALL ARMATURE CONVERTER (S) COMMAND: These signals
represent the armature currents that are being commanded at any given instant. Their
purpose is to maintain safe and proper system and motor operation. Each converter
has its own signal, VIA (1&2) are derived mainly from the VIAF signal on the #6 card,
which contains the 6-VCLF commutation limit (ILLUSTRATION). VIA (3&4) are derived
mainly from the VIAR signal on the #6 card, which contains the 6-VCLR commutation
limit (ILLUSTRATION) They are further reduced by motor and converter over-
temperature, engine under speed and over speed (VHL), low generator voltage, and slip
limit. They are sent to the #7 card where they are ramped to prevent sudden changes
of command. VIA (1,2,3,4) are scaled at a ratio of:
L-1350: 1V = 150 amp, with 5.27V (790 amp) being the maximum allowed.
L-2350: 1V = 250 amp, with 5V (1250 amp) being the maximum allowed.
The cab display will show the signal as a current value.
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...
SERVICE MANUAL
Figure 12. L-1350 FRONT AND REAR COMMUTATION LIMIT (6-VCLF & 6-VCLR) VS.
SPEED SIGNAL (VN) AND WHEEL MOTOR SPEED (RPM)
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SERVICE MANUAL
SOLID-ST CTL SYS DIAG & REPR PROC...CONT'D & FIGS 13-16
Figure 13. L-1850-L-2350 FRONT AND REAR COMMUTATION LIMIT (6-VCLF & 6-
VCLR) VS. SPEED SIGNAL (VN) AND WHEEL MOTOR SPEED (RPM)
Figure 14. L-1350-L-1850-L-2350 FREQUENCY LIMIT SIGNAL (VHL) VS. GENERATOR

FREQUENCY SIGNAL (VH), GENERATOR FREQUENCY, AND ENGINE SPEED
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SERVICE MANUAL
Figure 15. L-1350 FIELD LIMIT (-VFL) VS. SPEED SIGNAL (VN) AND WHEEL
MOTOR SPEED (RPM)
Figure 16. L-1850-L-2350 FIELD LIMIT (-VFL) VS. SPEED SIGNAL (VN) AND WHEEL
MOTOR SPEED (RPM)
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SERVICE MANUAL
n. IA (1,2,3,4) ARMATURE CURRENT(S): These signals represent the armature current

in each wheel motor. They provide feedback information to control the Armature
Converter output. IA (1,2,3,4) are scaled at a ratio of:
L-1850-L-2350: 1V = 250 amp, with 5V (1250 amp) being the maximum allowed.
The cab display will show the signal as a current value.
o. VM (1,2,3,4) MOTOR VOLTAGE SIGNAL(S): These signals represent the voltages
present at the terminals of the traction motors. They are scaled so that 1V = 100 volts of
actual DC voltage. Maximum voltage is limited to:
L-1350: +5.5 and -5.2
L-1850-L-2350: +6.5 and -6.0
The cab display will show the signal as an actual voltage value. The signal is positive
when the system is in power and negative when in braking.
p. VML MOTOR VOLTAGE LIMIT: This signal represents the command limit for motor
voltage. When the greatest motor voltage reaches this level, the field current is
controlled so that this level is not exceeded. These levels are set as follows:
L-1350: -5.5v (Power)

-5.2v (Braking)
-4.2v (Reduced Braking)
L-1850-L-2350: -6.5v (Power)
-6.0v (Braking)
-5.0v (Reduced Braking)
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SERVICE MANUAL
SOLID-ST CTL SYS DIAG & REPR PROC...CONT'D
q. VHL FREQUENCY (HERTZ) LIMIT SIGNAL: This signal unloads the four armature
converters if frequency (and hence engine rpm) is out of range. The relationship
between VHL and generator frequency (VH, Frequency & Engine rpm) is shown in L-
1350-L-1850-L-2350 FREQUENCY LIMIT SIGNAL (VHL) VS. GENERATOR
FREQUENCY SIGNAL (VH), GENERATOR FREQUENCY, AND ENGINE SPEED.
r. HP HORSEPOWER SIGNAL: This signal represents the electrical output of the four
armature converters. One volt equals 200 HP. Output depends on size and
conditions of engine and parasitic loads. The cab display will show the signal as a
horsepower reading.
s. VAUX: This signal will be whatever the Auxiliary Tester signal switch is set to. The
cab display will read this as a voltage. The meaning will be as described below in the
auxiliary signal descriptions. Two banana jacks located on the front of the Controller
allow the selected signal to be read by an external meter or oscilloscope.
Switch Pos 1
VEVR Enable Voltage Regulator: This signal shows whether or not the conditions
are proper to allow operation of the Voltage Regulator.
+12v to +15v (enable)
-12v to -15v (not enable)
Switch Pos 2.
VEFC - Enable Field Converter: This signal shows whether or not the conditions are
proper to allow operation of the Field Converter.
Switch Pos 3, 4, 5, 6.
VEAC(1,2,3,4) Enable Armature Converter(s): This signal shows whether or not the
conditions are proper to allow operation of the Armature Converter(s). Each converter
has its own signal.
Switch Pos 7.
Speed Sensor Left Front: A squarewave signal representing the speed sensor output
on the left front motor. It has a low level of 0V (less
than 0.6V) and a high level of 4 to 5V. A one hertz signal from the speed sensor
represents one RPM of motor speed. If an oscilloscope is not available, a DC voltage
reading of 2 to 2.5 volts is a rough indication the sensor is functioning properly.
Switch Pos 8.
Speed Sensor Right Front: A squarewave representing the speed sensor output on
the right front motor. It has a low level of 0V (less than 0.6V) and a high level of 4 to
5V. A one hertz signal from the speed sensor represents one RPM of motor speed. If
an oscilloscope is not available, a DC voltage reading of 2 to 2.5 volts is a rough
indication the sensor is functioning properly.
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...
SERVICE MANUAL
SOLID-ST CTL SYS DIAG & REPR PROC...CONT'D
Switch Pos 9.
VA Speed Command: This signal represents the speed commanded to the system
as described in paragraph h.
Switch Pos 10.
VN Speed Signal: This signal represents the fastest speed of the two front wheel
motors, as described in paragraph i.
Switch Pos 11, 12, 13, 14.
IA (1,2,3,4) Armature Current(s): These signals represent the armature current in
each wheel motor, as described in paragraph n.
Switch Pos 15, 16.
TP1 and TP2: These are two open terminals located on the right side of the lower
Controller card rack. Any desired DC signal of less that 12 volts if connected to these
terminals can be read on the cab display.
A second terminal strip contains the following signals which can be jumpered to the
TP1 and TP2 terminals for external monitoring: +15V supply; -15V supply; Front
Speed Sensors +12V supply; Rear Speed Sensors +12V supply; Speed Sensor Signal
Left Rear; Speed Sensor Signal Right Rear.
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SERVICE MANUAL
DIAGNOSTIC & REPAIR PROC FOR OP ALARM-WARNING MESSAGES
DIAGNOSTIC AND REPAIR PROCEDURE FOR OPERATOR

ALARM AND WARNING MESSAGES
The display screen will show various alarm and warning messages when said conditions occur
(COMPUTER MONITOR AND COMPUTER KEYPAD PANEL). The messages are basically
self-explanatory. An amber light will accompany a warning message and a red light will
accompany an alarm message. The appearance of a red light and subsequent alarm
message is a serious condition requiring quick stopping of the machine and shutdown of the
engine. Alarms require immediate attention, but the type of attention depends on the warning.
For example, an over-temperature may be solved by operator intervention, or may require a
technician (refer to OVER-TEMPERATUARE WARNINGS).
a. CONVERTER WARNING VOLTAGE REGULATOR: This will be activated for various
out-of-tolerance or failed conditions within the Voltage Regulator, Controller or generator.
1. Blown VR power fuses. This also gives a Blown Fuse warning.
2. Loss of generator phase voltage to VR panel.
3. Low generator voltage.
4. Certain PC card failures.
b. CONVERTER WARNING - FIELD: This will be activated for various out-of-tolerance or
failed conditions within the Field Converter or Controller.
1. Blown FC power fuses or Controller control fuses. This also gives a Blown Fuse
warning.
2. Loss of generator phase voltage to FC panel.
c. CONVERTER WARNING ARMATURE (1,2,3,4): These will be activated for various
out-of-tolerance or failed conditions within the Armature Converter(s) or Controller. Each
of the four converters has its own alarm, represented by the following number and
location.
Left Front: AC1 or Motor 1.
Right Front: AC2 or Motor 2.
Left Rear: AC3 or Motor 3.
Right Rear: AC4 or Motor 4.
1. Blown AC power fuses or Controller control fuses. This also gives a Blown Fuse
warning.
2. Loss of generator phase voltage to the indicated Armature Converter panel.
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SERVICE MANUAL
DIAGNOSTIC & REPAIR PROC FOR OP ALARM-WARNING MESSAGES
d. OVER-TEMPERATURE WARNINGS: The display screen can be selected to give a

continuous temperature reading for the generator, and various motors and converter
heatsinks. When one of these components reaches a temperature that will initiate
system cutbacks, an over-temperature warning appears on the screen. This warning will
indicate which component is the offending one. If a temperature warning occurs it may
be due to extended periods of high duty cycle, especially in high ambient temperature
conditions. If this is the case, then a few minutes of letting up or easing the activity will
bring the system back into tolerance. If this does not solve the problem, then the blower
and blower hoses and connections should be checked. If the temperature continues to
climb, another warning screen will appear indicating the maximum allowable temperature
has been reached. At this point, full cutback of the offending system should be in place.
Again blowers and hose connections should be checked, but also a faulty thermistor is
suspect.
e. VARIOUS OUT-OF-TOLERANCE CONDITIONS: When certain signals indicate an out
of tolerance condition for a set period of time, an alarm or warning will appear.
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SERVICE MANUAL
FIGURE 17
1. P.M. ALERT LIGHT (BLUE)

2. WARNING LIGHT (AMBER)
3. ALERT LIGHT (RED)
4. KEYPAD
5. PARK BRAKE CONTROL
6. KEY SWITCH
7. MONITOR
Figure 17. COMPUTER MONITOR AND COMPUTER KEYPAD PANEL
...
4
TA10087-8
...
SERVICE MANUAL
L-1850 CONTROL SYSTEM TEST SIGNALS
L-1850 Control System Test Signals

DC drive 50 Series loaders use Remote Interface card assemblies to process various analog
control system test signals for use by the LINCS system. There are three of these card
assemblies in the analog Controller. The original card assembly is part number 4220498. With
4220498 some of the test signals cannot be accurately displayed by LINCS and some signals
will not be accurate when checked using the Remote Cab Tester (p/n 4255758) connected to
the Test connector on the back of the analog Controller or when using an extender board to
check the signals at the analog card pins.
Card assembly 4255812 is available as a replacement for 4220498. With 4255812, all of the
test signals can be displayed accurately by LINCS and will be accurate at the Test connector
and card pins. All three of the Remote Interface cards in the controller should be of the same
part number: 4220498 or 4255812.
Do not mix 4220498 and 4255812 in the same controller. If card assembly 4220498 is
used, the LINCS display and the Test connector and card pin signals will be accurate
except as follows.
IA1-4
The Test connector and card pin readings are accurate only if the Auxiliary Tester Signals
switch on the controller is not set to IA1-4.
VM CMD (VML)
The Test connector and card pin readings must be multiplied by 1.043 to get an accurate
indication.
-|VIF|
The card pin reading must be multiplied by 1.043 to get an accurate indication.
HP
The LINCS display is accurate until HP exceeds about 11V. The amplifier on the Remote
Interface card saturates at that point and therefore the LINCS display cannot be accurate when
HP exceeds 11V.
VIA1-4
The Test connector and card pin readings must be multiplied by 1.25 to get an accurate
indication.
VE POS
The LINCS display is not accurate due to saturation of the amplifier on the Remote Interface
card.
Fri Mar 30 08:37:27 2007 50 SERIES DIGITAL LOADER 016A042-1 ( d 1 )
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SERVICE MANUAL
L-1850 CONTROL SYSTEM TEST SIGNALS
VAUX
The VAUX signal is whatever signal is selected by the rotary switch on the Controller. VAUX
will be displayed by LINCS and is available on the Remote Cab Tester. These signals are
accurate except as follows.
+15V and 15V
The LINCS display is not accurate due to the saturation of the amplifier on the Remote
Interface card.
The Remote Cab Tester +15V and -15V readings will be accurate only if the rotary
switch on the Controller is not set to +15V or -15V.
+12V F and +12V R
Interface card.
With the rotary switch on the Controller set to +12V F or +12V R, the Remote Cab
Tester voltage for VAUX must be multiplied by 1.107 to get an accurate indication.
VEVR and VEFC
Interface card.
With the rotary switch on the Controller set to VEVR or VEFC, the Test connector
voltage for VAUX must be multiplied by 1.043 to get an accurate reading.
VEAC1-4
Interface card.
The Remote Cab Tester VAUX readings will be accurate.
LF SENS, RF SENS, LR SENS and RR SENS
These are square wave signals from the motor speed sensors that LINCS will display as
a not very meaningful DC voltage. It will be approximately 2.5V if the motor is turning.
The Remote Cab Tester LF SENS and RF SENS signals will be accurate only if the
rotary switch on the controller is not set to LF SENS or RF SENS.
The Remote Cab Tester VAUX signal will be a square wave that must be multiplied by
1.107 to get an accurate amplitude reading.
VA
Interface card.
The Remote Cab Tester VAUX signal must be multiplied by 1.107 to get an accurate
reading.
VN
The Remote Cab Tester signal will be accurate only if the Controller rotary switch is not
in the VN position.
Fri Mar 30 08:37:27 2007 50 SERIES DIGITAL LOADER 016A042-1 ( d 2 )
...
...
SERVICE MANUAL
DIAGNOSTIC & REPR PROC FOR OP ALARM-WARNING MSGS...CONT'D
DIAGNOSTIC AND REPAIR PROCEDURE FOR COMMON PROBLEMS

For any incorrect signal, perform the following checks in the order given until the problem is
corrected. Proceed to the next step only if the previous one does not correct the problem. The
checkout and repair sequence is provided on a quick reference chart in the CHECKOUT AND
REPAIR SEQUENCE. Some of these signals can be viewed on the display screen in the cab.
These signals are representations of the actual Controller signal. They have been digitized
and sent to the screen as data. If this is at all suspect, the actual signal will need to be
accessed. The primary signals are brought out to the tester plug. This plug can be accessed
by using the Remote Cab Tester P/N 425-5758. Occasionally, the extender board, 407-6038
will need to be used to view a particular control signal. The Auxiliary Tester Switch and
banana jacks, located on the front of the Controller, also allow access to several key signals.
An external meter or oscilloscope will be needed to view signals on the extender board and
banana jacks. Whenever a card is removed or replaced, observe the following caution.

a. +15v Controller Power Supply Voltage: This can be read by using the Remote Cab
Tester. If improper:
1. With the key switch on and the Master Module booted, check for 26v (nominal
battery voltage at I1-14, 15 or 20 to machine ground (I1-16, 17 or 21). If battery
voltage is not present, the problem is in the wiring, switches or battery. Refer to
main schematic to begin troubleshooting.
2. Reconnect I1 and remove all cards except RI1, RI2, RI3 and PS from the Controller.
If +15v is still improper, replace the PS card.
3. If +15 is proper, replace cards one at a time, checking the +15v each time. Remove
cards, which when replaced, cause a +15v problem. Put the other cards back in the
Controller. Replace problem cards with good ones.
4. Replace Controller.
b. -15v Controller Power Supply Voltage: Follow the same procedure as with +15v.
...
...
SERVICE MANUAL
DIAGNOSTIC & REPR PROC FOR OP ALARM-WARNING MSGS...CONT'D
c. VEVR Enable Voltage Regulator: This signal can be read on the front banana jacks
or the LINCS display screen by turning the Auxiliary Tester Switch on the Controller to
VEVR, and reading the VAUX signal either in LINCS or on the Remote Cab Tester. It
should read >+12v when the generator is priming or operating. The following checks
should be made if the generator does not prime and activate.
The VEVR, VH and VGEN signals are interdependent, and ALL should be
checked before attempting to repair any one.
1. With the key switch off, check the Voltage Regulator power fuses. If any are blown,
check for a shorted SCR or generator field problem.
(a) SCR Checkout: Remove the three 200 amp fuses from the fuse panel. Make
ohmmeter checks from the phase terminals to No. 7 of the VR-P panel.
Readings should be infinity. A zero or low ohm reading would indicate a
shorted SCR, which must be replaced. A low ohm reading could also indicate
a suppression capacitor short, so check the SCR suppression networks that
are on the individual Trigger cards located between the SCR mounts. These
can be physically checked by looking for leaks or case deformation on the
capacitor, and burnt or damaged areas on the resistor. If any of these are
suspect, remove the component for further checking or replace it. Replace the
200-amp fuses and check the generator field circuit.
(b) Generator Field Circuit Checkout: Measure resistance from terminal No. 7
on the Voltage Regulator to generator Neutral (refer to main schematic). The
reading should be:
L-1350: approximately 0.4 - 0.9 ohms at 20C.
L-1850-L-2350: approximately 0.6 ohms at 20C.
An incorrect reading would indicate a generator field circuit problem.
Disconnect the two generator field wires (7 and neutral). Meg one of them
to machine ground. The reading should be 3 megohms or greater. An
incorrect reading would indicate a generator field circuit problem. Visually
inspect the slip rings, brushes and connections. Reconnect the generator field
wire.
...
...
SERVICE MANUAL
DIAG & REPR PROC FOR OP ALARM-WARNING MSGS...CONT'D
2. Replace card C4.

3. Replace card C20.
4. Replace the Controller.
5. Replace the VR-P panel.
6. If the problem still exists, the malfunction is within the wiring connections.
d. VHC Frequency (Hertz) Command: This signal can be read on the LINCS display
screen and the Remote Cab Tester. The LINCS display will read the representative
frequency in Hertz, while the actual signal will be volts dc, 1v = 10 Hertz.
1. Replace card C1.
2. Replace card C4.
3. Check for proper position of STANDBY POWER switch on Controller.
4. RI1-1 sends 24v to C1-26 when Hi-Throttle switch is activated. Insure this occurs. If
not, replace card RI1.
5. RI1-2 sends 24v to C1-26 when Shop Mode switch is activated. Insure this occurs.
If not, replace card RI1.
6. If the above conditions are correct, refer to the main schematic to correct wiring
problems.
...
...
SERVICE MANUAL
FIGURES 18, 18.01 - 18.06
21 VN u
VM
20 t
1,2,3,4
IA
19 s
1,2,3,4
VIA
18 r
1,2,3,4
17 VHL q
VEAC
16 p
1,2,3,4
15 IF o
14 VML n
13 VIF m
12 VEFC l
11 VE k
10 VA j
9 VAW i
8 DIR SEL REV h
7 DIR SEL FWD g
6 VGEN f
5 VH e
4 VHC d
3 VEVR c
2 -15v b
1 +15v a
Repair Sequence Incorrect Signal Diag. And Rep. Proc. For Common Problems P.40 Paragraph Designations
Figure 18. CHECKOUT AND REPAIR SEQUENCE

REFER TO ILLUSTRATION ON PAGE 016A045(p)
Figure 18.01. CHECKOUT PROCEDURE FOR USE WITH 425-5812 REMOTE INTERFACE
CARD (L1850 ONLY)

CARD (L1850 ONLY)

CARD (L2350 ONLY)

CARD (L2350 ONLY)

CARD (L1350 ONLY)

CARD (L1350 ONLY)
...
USE THE PORTABLE TESTER VAUX
POSITION\AND THE CONTROLLER
AUXILIARY TESTER\SWITCH MOTOR CURRENT/VOLTAGE SIGNALS
TO SELECT THESE SIGNALS}
PWR GEN CONVERTER LINCS FIELD MOTOR NUMBER
OPERATOR FUNCTIONS SUP SIGS ENABLE SIGNALS DISPLAY CUR TA1
SIG 1 2 3 4 1 2 3 4
STEP KEY DIES SHOP PARK BRK ACCELERATOR VEAC VEAC VEAC VEAC DIRECT DIRECT COMMENTS
MODE BOOST THROT DIR
+15 -15 VHC VGEN VH VEVR VEFC SELECT SELECT VIF VAW VA VE VIAF VIAR VIA1 VIA2 VIA3 VIA4 VN VML VHL IF -IA1 -IA2 -IA3 -IA4 VM1 VM2 VM3 VM4
NO. SW ENG SW BRK SW SW SLT PEDAL 1 2 3 4 FWD REV
2.34 0 -13 OPEN OPEN 0 0 0 0 0 0 -0.5 5.00 0 0 0 0 0 0 0 0 0 1 SET TORQUE CONTROLS TO MAX HI. LOAD BANK AND
1 ON OFF OFF ON OFF LO N RELEASED 15 -15 0 -13 -13 -13 -13 -13 0 0 0 0 0
STANDBY SWITCHES = OFF. ALL MOTOR OPERATING SWITCHES = ON
2 ON 2
3 HI 6.6 3.52 6.6 +13 +13 -13 -13 -13 -13 OPEN OPEN -4.01 0 0 0 0 0 0 0 0 0 0 3
4 F CLOSED OPEN 4
DEPRESS TO BYPASS THE FOOT POT LIMIT IN LINCS - SERVICE LEVEL\ACCESS

5 VA = +3 150A 3.46 3 -3 -3 -3 3 3 3 3 3 5 REQUIRED. RAISE THE LADDER.}
DEPRESS -4.19 -4.19 I 5 VOLTS ESTABLISHES A MAX MOTOR FIELD OF 63A

F=
4.19 4.19 4.19 4.19 6 PER MOTOR OR 250A TOTAL IN A DIRECTION TO GIVE
6 COMPLETELY 250A 10 12.3 -6.57 NOTE NOTE 5
#1 #2 (NOTE 3 & 4) FORWARD TORQUE
7 RELEASE 0 0 0 0 0 0 0 0 0 7
8 R OPEN CLOSED 8
DEPRESS TO
9 VA = -3 150A 3.46 -3 -3 -3 -3 3 3 3 3 -3 9
DEPRESS -4.19 -4.19 4.19 4.19 4.19 4.19 I -5 VOLTS ESTABLISHES A MAX MOTOR FIELD OF 63A
F=
10 COMPLETELY 250A 10 -12.3 6.57 NOTE NOTE -5 10 PER MOTOR OR 250A TOTAL IN A DIRECTION TO GIVE
#1 #2 (NOTE 3 & 4) REVERSE TORQUE
OFF REACTIVATE THE FOOT POT LIMIT.}

11 N RELEASE +13 +13 +13 +13 0 0 0 0 0 0 0 0 0 11
(REL) MACHINE IS READY TO OPERATE
ON
12 (DEP) 3.46 12 IF MAY BE EITHER POLARITY
OFF DEPRESS TO POSITION BUCKET IN PILE (WHEELS STALLED). DEPRESS

13 (REL) F VE= -2 100A 3.0 2 -2 -2 -2 2 2 2 2 2 -2 -2 -2 -2 13 ACCELERATOR TO VE= -2V AND VERIFY THAT IA1,IA2,
(SEE COMMENT) IA3,IA4= VE
14 RELEASE 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14
DEPRESS TO 0 VGEN AND VLFC WILL VARY WITH SPEED.

5.05 -2.2 5.54 5.54 5.54 5.54 15 VM1,VM2,VM3,VM4 VARY AS A FUNCTION OF LOAD AND
15 -5.54 TO
5 MPH LIMIT LIMIT LIMIT LIMIT OPERATING CONDITIONS AND ARE LIMITED TO 5.54 MAX.
6
DEPRESS 6.5
6.5 6.5 6.5 SAME AS 15, CAUTION - MACHINE SHOULD NOT
16 COMPLETELY 6.0 10 12.3 -4.64 -6.5 16
(TO 10.5 MPH) LIMIT LIMIT LIMIT LIMIT EXCEED 10.5 MPH
VGEN AND VLFC WILL VARY WITH SPEED.
-6.0 -6.0 -6.0 -6.0 VM1,VM2,VM3,VM4 VARY AS A FUNCTION OF LOAD AND OPERATING
17 RELEASE 17
LIMIT LIMIT LIMIT LIMIT CONDITIONS AND ARE LIMITED TO -6V MAX DURING BRAKING.
DEPRESS
6.5 6.5 6.5 6.5 SAME AS 15, CAUTION - MACHINE SHOULD NOT
18 R COMPLETELY 6.0 10 -12.3 4.23 -6.5 18
-6.0 -6.0 -6.0 -6.0

19 RELEASE 19 SAME AS 17.
LIMIT LIMIT LIMIT LIMIT
DEPRESS -2.8 TRAVELING WITH BRAKE BOOST SWITCH DEPRESSED
20 ON COMPLETELY 10 20 SHOULD LIMIT SPEED TO ABOUT 6 MPH (NOTE: DO NOT
(DEP) F
(SEE COMMENT) 20 ACTIVATE SERVICE BRAKES)
21 OFF RELEASE 21
(REL)
DEPRESS -4.19 -4.19 4.19 4.19 4.19 4.19

22 COMPLETELY 3.52 10 12.3 -6.57 NOTE NOTE 0 -6.5 0 5 -4.19 -4.19 -4.19 -4.19 22 STALL MACHINE (WHEELS NOT TURNING BUT FULL POWER).
(SEE COMMENT) #1 #2 (NOTE 3 & 4)
23 RELEASE 23
24 DEPRESS 10 10.9 24
ON COMPLETELY 5.0 5.42 5.0 -3.1
REPAIR SEQUENCE
NOTES:
1) -VIAF MAY BE ADJUSTED BETWEEN THE LIMITS OF -1.5V & -4.19V BY POSITIONING
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 THE FRONT TORQUE CONTROL KNOB. -4.19 = 1048 AMP ARMATURE CURRENT/MOTOR.
2) -VIAR MAY BE ADJUSTED BETWEEN THE LIMITS OF -1.5V & -4.19V BY POSITIONING
THE REAR TORQUE CONTROL KNOB. -4.19 = 1048 AMP ARMATURE CURRENT/MOTOR.
3) FOR STATIC CONDITIONS (ALL FUNCTIONS NORMAL) VIA1 & VIA2 = [VIAF] AND
VIA3 & VIA4 = [VIAR].
INCORRECT DIR SEL DIR SEL VEAC VIA IA VM 4) -VIAF & -VIAR ARE GIVEN FOR BOTH TORQUE CONTROLS FULLY CW.
+15V -15V VEVR VHC VH VGEN VAW VA VE VEFC VIF VML IF VHL VN
FWD 1,2,3,4 1,2,3,4 1,2,3,4 1,2,3,4 5) ALL VALUES GIVEN WITH ALL FOUR MOTORS CONNECTED & THE "OPERATING
SIGNAL REV
WHEEL MOTORS" SWITCHES IN THE "UP" POSITION.
6) BECAUSE OF MACHINE DYNAMICS AND RAPID VARIATION OF SIGNAL LEVEL,
REFER TO DIAGNOSTIC SOME SIGNAL VALUES ARE LEFT BLANK DURING DYNAMIC CHECKS.
AND REPAIR PROCEDURE a b c d e f g h i j k l m n o p q r s t u 7) IF TWO OR MORE SIGNALS ARE INCORRECT, CORRECT THE ONE WITH THE LOWEST
PARAGRAPH: SEQUENCE NUMBER FIRST . (SEE REPAIR SEQUENCE).
8) SIGNAL ACCURACY REQUIREMENTS:
NOTE: THE VH, VEVR & VGEN FUNCTIONS ARE ALL INTERDEPENDENT AND ALL MUST BE CHECKED BEFORE ATTEMPTING TO REPAIR ANY ONE. TA14252 A) +15V SUPPLY: +14.8V TO 15.2V
B) -15V SUPPLY: -14.8 TO -15.2V
C) VH: 6.55V TO 6.65V
CHECKOUT PROCEDURE FOR USE WITH D) VGEN: 5.9 TO 6.1 (AT FULL SPEED)
L1850 ONLY
E) VEVR, VEFC, VEAC (1-4): +12 TO +15V OR -12 TO -15V
F) ALL ZERO READINGS: -.2 TO +.2V
G) ALL OTHERS: 5
4255812 REMOTE INTERFACE CARD

(L1850 ONLY) CHECKOUT PROCEDURE FOR USE WITH REMOTE INTERFACE CARD
USE THE PORT ABLE TESTER V AUX POSITION\
AND THE CONTROLLER AUXILIARY TESTER\
SWITCH TO SELECT THESE SIGNALS} MOTOR CURRENT/VOLTAGE SIGNALS

OPERATOR FUNCTIONS SUP SIGS ENABLE SIGNALS DISPLAY CUR
SIG 1 2 3 4 1 2 3 4 TA2
STEP KEY DIES SHOP PARK BRK ACCELERATOR VEAC VEAC VEAC VEAC DIRECT DIRECT COMMENTS
MODE BOOST THROT DIR +15 -15 VHC VGEN VH VEVR VEFC SELECT SELECT VIF VAW VA VE VIAF VIAR VIA1 VIA2 VIA3 VIA4 VN VML VHL IF -IA1 -IA2 -IA3 -IA4 VM1 VM2 VM3 VM4
2.34 0 -13 OPEN OPEN 0 0 0 0 0 0 0 -0.48 5.00 0 0 0 0 0 0 0 0 0 1 SET TORQUE CONTROLS TO MAX HI. LOAD BANK AND
1 ON OFF OFF ON OFF LO N RELEASED 15 -15 0 -13 -13 -13 -13 -13 0 0 0 0
STANDBY SWITCHES = OFF . ALL MOTOR OPERATING SWITCHES = ON
2 ON 2
3 HI 6.6 3.52 6.6 +13 +13 -13 -13 -13 -13 OPEN OPEN -3.85 0 0 0 0 0 0 0 0 0 0 3
4 F CLOSED OPEN 4
DEPRESS TO BYPASS THE FOOT POT LIMIT IN LINCS - SERVICE LEVEL\ACCESS REQUIRED.
5 VA = +3 150A 3.46 3 -3 -3 -3 2.4 2.4 2.4 2.4 3 5 RAISE THE LADDER.}
DEPRESS -4.19 -4.19 IF= 5 VOLTS ESTABLISHES A MAX MOTOR FIELD OF 63A
3.35 3.35 3.35 3.35
6 COMPLETELY 250A 10 12.3 -6.57 NOTE NOTE 5 6 PER MOTOR OR 250A TOTAL IN A DIRECTION TO GIVE
#1 #2 (NOTE 3 & 4) FORWARD TORQUE
7 RELEASE 0 0 0 0 0 0 0 0 0 7
8 R OPEN CLOSED 8
DEPRESS TO
9 VA = -3 150A 3.46 -3 -3 -3 -3 2.4 2.4 2.4 2.4 -3 9
DEPRESS -4.19 -4.19 IF= -5 VOLTS ESTABLISHES A MAX MOTOR FIELD OF 63A
10 -12.3 NOTE NOTE 3.35 3.35 3.35 3.35 PER MOTOR OR 250A TOTAL IN A DIRECTION TO GIVE
COMPLETELY 250A 10 6.57 -5 10
#1 #2 (NOTE 3 & 4) REVERSE TORQUE
OFF REACTIVATE THE FOOT POT LIMIT.}

11 N RELEASE +13 +13 +13 +13 0 0 0 0 0 0 0 0 0 11
ON
12 (DEP) 3.46 12 I MAY BE EITHER POLARITY
F

13 F VE= -2 100A 3.0 2 -2 -2 -2 1.6 1.6 1.6 1.6 2 -2 -2 -2 -2 13 ACCELERATOR TO VE= -2V AND VERIFY THAT IA1,IA2,IA3,IA4 = VE.
(REL) (SEE COMMENT) SET THE CONTROLLER AUXILIARY TEST SWITCH TO ANY POSITION EXCEPT IA1-
14 RELEASE 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14

15 5.05 -2.11 5.54 5.54 5.54 5.54 15 VM1,VM2,VM3,VM4 VARY AS A FUNCTION OF LOAD AND
-5.54 TO
5 MPH LIMIT LIMIT LIMIT LIMIT OPERATING CONDITIONS AND ARE LIMITED TO 5.54 MAX.
6
DEPRESS 6.5 6.5
6.5 6.5 SAME AS 15, CAUTION - MACHINE SHOULD NOT
16 COMPLETELY 6.0 10 12.3 -4.45 -6.5 16
-6.0 -6.0 -6.0 -6.0 VM1,VM2,VM3,VM4 VARY AS A FUNCTION OF LOAD AND OPERATING
17 RELEASE 17
DEPRESS
6.5 6.5 6.5 6.5 SAME AS 15, CAUTION - MACHINE SHOULD NOT
18 R COMPLETELY 6.0 10 -12.3 4.06 -6.5 18
-6.0 -6.0 -6.0 -6.0

20 ON COMPLETELY 10 20 SHOULD LIMIT SPEED TO ABOUT 6 MPH (NOTE: DO NOT
(DEP) F
21 OFF RELEASE 21
(REL)
DEPRESS -4.19 -4.19 3.35 3.35 3.35 3.35

22 COMPLETELY 3.52 10 12.3 -6.57 -6.5 5 22 STALL MACHINE (WHEELS NOT TURNING BUT FULL POWER).
NOTE NOTE 0 0 -4.19 -4.19 -4.19 -4.19
(SEE COMMENT) (NOTE 3 & 4) SET THE CONTROLLER AUXILIARY TEST SWITCH TO ANY POSITION EXCEPT IA1-4.
#1 #2
23 RELEASE 23
24 DEPRESS 10 10.9 24
ON COMPLETELY 5.0 5.42 5.0 -2.97
REPAIR SEQUENCE
NOTES:
1) -VIAF MAY BE ADJUSTED BETWEEN THE LIMITS OF -1.5V & -4.19V BY POSITIONING
THE FRONT TORQUE CONTROL KNOB. -4.19 = 1048 AMP ARMATURE CURRENT/MOTOR.
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 2) -VIAR MAY BE ADJUSTED BETWEEN THE LIMITS OF -1.5V & -4.19V BY POSITIONING
THE REAR TORQUE CONTROL KNOB. -4.19 = 1048 AMP ARMATURE CURRENT/MOTOR.
3) FOR STATIC CONDITIONS (ALL FUNCTIONS NORMAL) VIA1 & VIA2 = 0.8 X VIAF AND
VIA3 & VIA4 = 0.8 X VIAR.
INCORRECT +15V -15V VEVR VHC VH VGEN DIR SEL DIR SEL
VAW VA VE VEFC VIF VML IF VEAC
VHL
VIA IA VM
VN 4) -VIAF & -VIAR ARE GIVEN FOR BOTH TORQUE CONTROLS FULLY CW.
1,2,3,4 1,2,3,4 1,2,3,4 5) ALL VALUES GIVEN WITH ALL FOUR MOTORS CONNECTED & THE "OPERATING
SIGNAL FWD REV 1,2,3,4
SEQUENCE NUMBER FIRST. (SEE REPAIR SEQUENCE).
PARAGRAPH:
NOTE: THE VH, VEVR & VGEN FUNCTIONS ARE ALL INTERDEPENDENT AND ALL MUST BE CHECKED BEFORE ATTEMPTING TO REPAIR ANY ONE. TA14253 A) +15V SUPPLY: +14.8V TO 15.2V
B) -15V SUPPLY: -14.8 TO -15.2V
C) VH: 6.55V TO 6.65V
CHECKOUT PROCEDURE FOR USE WITH D) VGEN: 5.9 TO 6.1 (AT FULL SPEED)
L1850 ONLY
G) ALL OTHERS: 5
USE THE PORTABLE T ESTER VAUX POSITION
AND THE CONTROLLER AUXILIARY TESTER MOTOR CURRENT/VOLTAGE SIGNALS
SWITCH TO SELECT THESE SIGNALS
GEN CONVERTER LINCS FIELD MOTOR NUMBER

PWR
SIG 1 2 3 4 1 2 3 4 TA3
SHOP PARK BRK ACCELERATOR VEAC VEAC VEAC VEAC DIRECT DIRECT COMMENTS
STEP KEY DIES BOOST THROT DIR -15
MODE +15 VHC VGEN VH VEVR VEFC SELECT SELECT VIF VAW VA VE VIAF VIAR VIA1 VIA2 VIA3 VIA4 VN VML VHL IF -IA1 -IA2 -IA3 -IA4 VM1 VM2 VM3 VM4
2.34 -13 OPEN OPEN 0 0 0 0 0 0 -0.5 5.00 0 1 SET TORQUE CONTROLS T O MAX HI. LOAD BANK AND
1 ON OFF OFF ON OFF LO N RELEASED 15 -15 0 0 -13 -13 -13 -13 -13 0 0 0 0 0 0 0 0 0 0 0 0 0
STAND BY SWITCHES=OFF. ALL MOTOR OPERATING SWITCHES=ON
2 ON 2
3 HI 6.6 3.52 6.6 +13 +13 -13 -13 -13 -13 OPEN OPEN -4.01 0 0 0 0 0 0 0 0 0 0 3
4 F CLOSED OPEN 4
DEPRESS T O BYPASS T HE FOOT POTLIMIT IN LINCS-SERVICE LEVEL

5 VA = +3 150A 3.46 3 -3 -3 -3 3 3 3 3 3 5
ACCESS REQUIRED. RAISE T HE LADDER.
DEPRESS -5 -5 IF=5 VOLTS ESTABLISHES A MAX MOTOR FIELD OF 63A

5 5 5 5 6 PER MOTOR OR 250A TOTAL IN A DIRECTION T O GIVE
#1 #2 (NOTE 3& 4) FORWARD TORQUE
7 RELEASE 0 0 0 0 0 0 0 0 0 7
8 R OPEN CLOSED 8
DEPRESS T O
9 VA = -3 150A 3.46 -3 -3 -3 -3 3 3 3 3 -3 9
DEPRESS -5 -5 F=
I -5 VOLTS ESTABLISHES A MAX MOTOR FIELD OF 63A
NOTE 5 5 5 5
10 COMPLETELY 250A 10 -12.3 6.57 NOTE -5 10 PER MOTOR OR 250A TOTAL IN A DIRECTION TO GIVE
#1 #2 (NOTE3&4) REVERSE T ORQUE
OFF 0 0 0 0 0 0 0 REACTIVATE THE FOOT POT LIMIT.

11 N RELEASE +13 +13 +13 +13 0 0 11
ON
12 (DEP) 173A 3.46 12 IF MAY BE EITHER POLARITY
OFF DEPRESS TO POSITION BUCKET INPILE (WHEELS STALLED). DEPRESS

13 F VE = -2 100A 3.0 2 -2 -2 -2 2 2 2 2 2 -2 -2 -2 -2 13 ACCELERATOR TO VE=-2V AND VERIFY THAT IA1, IA2,
(REL)
(SEE COMMENT) IA3, IA4 = VE
14 RELEASE 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14
DEPRESS T O 0 VGEN AND VLFC WILL VARY WITH SPEED.

5.05 -2.2 5.54 5.54 5.54 5.54 15 VM1, VM2, VM3, VM4 VARY AS A FUNCTION OF LOAD AND
15 5MPH -5.54 TO
LIMIT LIMIT LIMIT LIMIT OPERATING CONDITIONS AND ARE LIMITED TO 5.54 MAX.
6
DEPRESS 6.5 6.5
6 .5 6.5 SAME AS15, CAUTION -MACHINE SHOULD NOT
16 COMPLETELY 6.0 10 12.3 -4.64 -6.5 16
(TO 10.5MPH) LIMIT LIMIT LIMIT LIMIT EXCEED 10.5MPH
-6.0 -6.0 -6.0 -6.0 VM1, VM2, VM3, VM4 VARY AS A FUNCTION OF LOAD AND OPERATING
17 RELEASE 17
DEPRESS
6. 5 6.5 6.5 6.5 SAME AS 15 ,CAUTION -MACHINE SHOULD NOT
18 R COMPLETELY 6.0 10 -12.3 4.23 -6.5 18
-6.0 -6.0 -6.0 -6.0


20 ON COMPLETELY 10 20 SHOULD LIMIT SPEED TO ABOUT 6MPH (NOTE: DONOT
(DEP) F
21 OFF RELEASE 21
(REL)
DEPRESS -5 -5
COMPLETELY 10 5 5 5 5 22 STALL MACHINE (WHEELS NOT TURNING BUT FULLPOWER).
22 3.52 12.3 -6.57 NOTE NOTE 0 -6.5 0 5 -5 -5 -5 -5
(SEE COMMENT) #1 #2 (NOTE3&4)
23 RELEASE 23
24 DEPRESS 24
ON 5.0 5.42 5.0 10 10.9 -3.1
COMPLETELY
TA14443
NOTES:
REPAIR SEQUENCE 1) -VIAF MAY BE ADJUSTED BETWEEN THE LIMITS OF - 2V & -5V BY POSITIONING
THE FRONT TORQUE CONTROL KNOB .-5 = 1250AMP ARMATURE CURRENT/MOTOR.
2) -VIAR MAY BE ADJUSTED BETWEEN THE LIMITS OF -2V & -5V BY POSITIONING
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 THE REARTOR QUE CONTRO LKNOB .-5 = 1250AMP ARMATURE CURRENT/MOTOR.
4) -VIAF & -VIAR ARE GIVEN FOR BOTH TORQUE CONTROLS FULLY CW.
INCORRECT VH VGEN DIRSEL DIRSEL
VA VE VEFC VIF VML IF VEAC
VHL
VIA IA VM
VN 5) ALL VALUES GIVEN WITH ALL FOUR MOTORS CONNECTED & THE "OPERATING
+15V -15V VEVR VHC VAW 1,2,3,4 1,2,3,4 1,2,3,4 WHEELMOTORS" SWITCHES IN THE "UP" POSITION.
SOME SIGNAL VALUES ARE LEFT BLANK DURING DYNAMIC CHECKS.
REFER TO DIAGNOSTIC 7) IF TWO OR MORE SIGNALS ARE INCORRECT, CORRECT THE ONE WITH T HE LOWEST
AND REPAIR PROCEDURE a b c d e f g h i j k l m n o p q r s t u SEQUENCE NUMBER FIRST. (SEE REPAIR SEQUENCE).
PARAGRAPH: 8) SIGNAL ACCURACY REQUIREMENTS:
A) +15V SUPPLY: +14.8V TO 15.2V
NOTE: THE VH, VEVR & VGEN FUNCTIONS ARE ALL INTERDEPENDENT AND ALL MUST BE CHECKED BEFORE ATTEMPTING T O REPAIR ANYONE. B) -15V SUPPLY: -14.8 TO -15.2V
C) VH: 6.55V TO 6.65V
CHECK OUT PROCEDURE FOR USE WITH D) VGEN: 5.9 TO 6.1 (AT FULL SPEED)
L2350 ONLY
G) ALL OTHERS: 5
USE THE PORTABLE TESTER VAUX POSITION

SIG 1 2 3 4 1 2 3 4 TA4
NO. SW ENG SW BRK SW SW SLT PEDAL 1 2 3 4 FW D REV
2.34 -13 OPEN OPEN 0 0 0 0 0 0 -0.48 5.00 0 1 SET TORQUE CONTROLS T O MAX HI. LOAD BANK AND
1 ON OFF OFF ON OFF LO N RELEASED 15 -15 0 0 -13 -13 -13 -13 -13 0 0 0 0 0 0 0 0 0 0 0 0 0
STANDBY SW ITCHES = OFF.ALL MOTOR OPERATING SW ITCHES=ON
2 ON 2
3 HI 6.6 3.52 6.6 +13 +13 -13 -13 -13 -13 OPEN OPEN -3.85 0 0 0 0 0 0 0 0 0 0 3
4 F CLOSED OPEN 4
DEPRESS TO BY PASS THE FOOT POT LIMIT IN LINCS-SERVICE LEVEL

5 VA = +3 150A 3.46 3 -3 -3 -3 2.4 2.4 2.4 2.4 3 5 ACCESS REQUIRED. RAISE THE LADDER.
DEPRESS -5 -5 F=
I 5 VOLTS ESTABLISHES A MAX MOTOR FIELD OF 63A
NOTE 4 4 4 4 6 PER MOTOR OR 250A TOTAL IN A DIRECTION T O GIVE
6 COMPLETELY 250A 10 12.3 -6.57 NOTE 5
#1 #2 (NOTE 3&4) FORWARD TORQUE
7 RELEASE 0 0 0 0 0 0 0 0 0 7
8 R OPEN CLOSED 8
DEPRESS TO USE THE PORTABLE TESTER VAUX POSITION

9 VA = -3 150A 3.46 -3 -3 -3 -3 2.4 2.4 2.4 2.4 -3 9 AND THE CONTROLLER AUXILIARY TESTER
DEPRESS -5 -5 IF=-5 VOLTS ESTABLISHES A MAX MOTOR FIELD OF 63A
NOTE NOTE 4 4 4 4 PER MOTOR OR 250A TOTAL IN A DIRECTION T O GIVE
10 COMPLETELY 250A 10 -12.3 6.57 -5 10
#1 #2 (NOTE 3&4) REVERSE TORQUE
11 OFF N RELEASE 0 0 0 0 0 0 0 0 0 11 REACTIVATE THE FOOT POT LIMIT.

(REL) +13 +13 +13 +13
MACHINE IS READY TO OPERATE
ON
12 (DEP) 173A 3.46 12 F
I MAY BE EITHER POLARITY
OFF DEPRESS TO POSITION BUCKET INPILE (WHEELS STALLED). DEPRESS

13 (REL) F VE = -2 100A 3.0 2 -2 -2 -2 1.6 1.6 1.6 1.6 2 -2 -2 -2 -2 13 ACCELERATOR TO VE=-2V AND VERIFY THAT IA1, IA2, IA3, IA4 = VE.
(SEE COMMENT) SET THE CONTROLLER AUXILIARY TEST SWITCH T O ANY POSITION EXCEPT IA1-4.
14 RELEASE 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14

15 5.05 -2.11 -5.54 TO 5.54 5.54 5.54 5.54 15 VM1, VM2, VM3, VM4 VARY AS A FUNCTION OF LOAD AND
5MPH LIMIT LIMIT LIMIT LIMIT
6 OPERATING CONDITIONS AND ARE LIMITED TO 5.54 MAX.
DEPRESS 6.5 6.5
6.5 6.5 SAME AS15, CAUTION -MACHINE SHOULD NOT
16 COMPLETELY 6.0 10 12.3 -4.45 -6.5 16
-6.0 -6.0 -6.0 -6.0 VM1, VM2, VM3, VM4 VARY AS A FUNCTION OF LOAD AND OPERATING
17 RELEASE 17
LIMIT LIMIT LIMIT LIMIT CONDITION S AND ARE LIMITED TO -6VMAX DURING BRAKING.
DEPRESS
6.5 6.5 6.5 6.5 SAME AS 15, CAUTION -MACHINE SHOULD NOT
18 R COMPLETELY 6.0 10 -12.3 4.06 -6.5 18
-6.0 -6.0 -6.0 -6.0


20 ON COMPLETELY 10 20 SHOULD LIMIT SPEED TO ABOUT 6MPH (NOTE: DONOT
(DEP) F
21 OFF RELEASE 21
(REL)
DEPRESS -5 -5
22 COMPLETELY 3.52 10 12.3 -6.57 4 4 4 4 -6.5 22 STALL MACHINE (WHEELS NOT TURNING BUT FULL POWER).
NOTE NOTE 0 0 5 -5 -5 -5 -5
(SEE COMMENT) #1 #2 (NOTE 3&4) SET THE CONTROLLER AUXILIARY TEST SWITCH TO ANY POSITIO N EXCEPT IA1-4.
23 RELEASE 23
24 DEPRESS 10 10.9 24
ON COMPLETELY 5.0 5.42 5.0 -2.97
TA14442
REPAIR SEQUENCE
NOTES:
1) -VIAF MAYBE ADJUSTED BETWEEN T HE LIMITS OF -2V &-5V BY POSITIONING
THE FRONT TORQUE CONTROL KNOB .-5=1250 AMP ARMATURE CURRENT/MOTOR.
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 2) -VIAR MAYBE ADJUSTED BETWEEN T HE LIMITS OF -2V &-5V BY POSITIONING
THE REAR TORQUE CONTROL KNOB .-5=1250 AMP ARMATURE CURRENT/MOTOR.
3) FOR STATIC CONDITIONS (ALL FUNCTIONS NORMAL) VIA1 & VIA2 = 0.8X VIAF AND
VIA3 & VIA4= 0.8X VIAR.
INCORRECT +15V -15V VH VGEN DIRSEL DIRSEL
VA VE VEFC VIF VML IF VEAC
VHL
VIA IA VM
VN 4) -VIAF &-VIAR ARE GIVEN FOR BOTH TORQUE CONTROLS FULLY CW.
VEVR VHC VAW 1,2,3,4 1,2,3,4 1,2,3,4 5) ALL VALUES GIVEN WITH ALL FOUR MOTORS CONNECTED & THE "OPERATING
AND REPAIR PROCEDURE a b c d e f g h i j k l m n o p q r s t u 7) IF TWO OR MORE SIGNALS ARE INCORRECT,CORRECT THE ONE WITH T HE LOWEST
SEQUENCE NUMBER FIRST. (SEE REPAIR SEQUENCE).
PARAGRAPH:
NOTE: THE VH, VEVR & VGEN FUNCTIONS ARE ALL INTERDEPENDENT AND ALL MUST BE CHECKED BEFORE ATTEMPTING T O REPAIR ANY ONE. A) +15V SUPPLY: +14.8V TO 15.2V
B) -15V SUPPLY: -14.8 TO -15.2V
C) VH: 6.55V TO 6.65V
CHECK OUT PROCEDURE FOR USE WITH D) VGEN: 5.9 TO 6.1 (AT FULL SPEED)
E) VEVR , VEFC, VEAC (1-4) : +12 TO + 15 VOR -12 TO -15V
L2350 ONLY
F) ALL ZERO READINGS: -.2 TO + .2V
G) ALL OTHERS: 5

USE T HE PORTABLE T ESTER VAUX POSITION
GEN CONVERTER LINCS FIELD MOTOR NUMBER

PWR
SIG 1 2 3 4 1 2 3 4
TA5
STEP KEY DIES BOOST THROT DIR
MODE +15 -15 VHC VGEN VH VEVR VEFC SELECT SELECT VIF VAW VA VE VIAF VIAR VIA1 VIA2 VIA3 VIA4 VN VML VHL IF -IA1 -IA2 -IA3 -IA4 VM1 VM2 VM3 VM4
-13 OPEN OPEN 0 0 0 0 0 0 -.42 5.00 0 SET TORQUE CONTROLS T O MAX HI. LOAD BANK AND
1 ON OFF OFF ON OFF LO N RELEASED 15 -15 2.34 0 0 -13 -13 -13 -13 -13 0 0 0 0 0 0 0 0 0 0 0 0 0 1
STANDBY SWITCHES = OFF. ALL MOTOR OPERATING SWITCHES = ON
2 ON 2
3 HI 6.6 5 6.6 +13 +13 -13 -13 -13 -13 OPEN OPEN 0 0 0 0 0 0 0 0 0 0 0 3
4 F CLOSED OPEN 4
DEPRESS TO BY PASS T HE FOOT POT LIMIT IN LINCS -SERVICE LEVEL

5 VA = +3 150A 3.46 3 -3 -3 -3 3 3 3 3 3 5 ACCESS REQUIRED. RAISE T HE LADDER.
DEPRESS -5.27 -5.27 F=

I 5 VOLTS ESTABLISHES A MAX MOTOR FIELD OF 63A
5.27 5.27 5.27 5.27 6 PER MOTOR OR 250A TOTAL IN A DIRECTION T O GIVE
#1 #2 (NOTE 3&4) FORWARD TORQUE
7 RELEASE 0 0 0 0 0 0 0 0 0 7
8 R OPEN CLOSED 8
DEPRESS TO
9 VA = -3 150A 3.46 -3 -3 -3 -3 3 3 3 3 -3 9
DEPRESS -5.27 -5.27 5.27 5.27 5.27 5.27 F=

I -5VOLTS ESTABLISHES A MAX MOTOR FIELD OF 63A
10 250A 10 -12.3 6.57 NOTE NOTE -5 10 PER MOTOR OR 250A TOTAL IN A DIRECTION T O GIVE
COMPLETELY #2
#1 (NOTE3&4) REVERSET ORQUE
OFF 0 0 0 0 0 0 0 REACTIVATE THE FOOT POT LIMIT.

11 N RELEASE +13 +13 +13 +13 0 0 11
ON
12 (DEP) 173A 3.46 12 IF MAY BE EITHER POLARITY
OFF DEPRESS T O POSITION BUCKET IN PILE (WHEELS STALLED). DEPRESS

13 F VE = -2 100A 3.0 2 -2 -2 -2 2 2 2 2 2 -2 -2 -2 -2 13 ACCELERATOR TO VE=-2V AND VERIFY THAT IA1, IA2,
(REL)
14 RELEASE 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14

-2.2 5.50 5.50 5.50 5.50 15 VM1, VM2, VM3, VM4 VARY AS A FUNCTION OF LOAD AND
15 5 MPH -5.50 TO
6 LIMIT LIMIT LIMIT LIMIT OPERATING CONDITIONS AND ARE LIMITED T O 5.54 MAX.
DEPRESS
COMPLETELY 5.50 5.50 5.50 5.50 SAME AS 15, CAUTION -MACHINE SHOULD NOT
16 10 12.3 -4.40 -5.50 16
(TO 10 MPH) LIMIT LIMIT LIMIT LIMIT EXCEED 10 MPH
-5.0 - 5 .0 -5.0 -5.0 17 VM1, VM2, VM3, VM4 VARY AS A FUNCTION OF LOAD AND OPERATING
17 RELEASE -5.20
LIMIT LIMIT LIMIT LIMIT CONDITIONS AND ARE LIMITED T O- 6V MAX DURING BRAKING.
DEPRESS
COMPLETELY 4.10 5.50 5.50 5.50 5.50 18 SAME AS15, CAUTION -MACHINE SHOULD NOT
18 R 10 -12.3 -5.50
(TO 10 MPH) LIMIT LIMIT LIMIT LIMIT EXCEED 10 MPH
19 RELEASE -5.20 -5.20 -5.20 -5.20 19 SAME AS 17.

-5.20 LIMIT LIMIT LIMIT LIMIT

20 ON COMPLETELY 20 SHOULD LIMIT SPEED TO ABOUT 6MPH (NOTE: DONOT
F 10 -5.50
(DEP) (SEE COMMENT) 20 ACTIVATE SERVICE BRAKES)
21 OFF RELEASE 21
(REL)
DEPRESS -5.27 -5.27 5.27 5.27 5.27 5.27

22 COMPLETELY 10 12.3 -6.57 NOTE NOTE 0 -5.20 0 5 -5.27 -5.27 -5.27 -5.27 22 STALL MACHINE (WHEELS NOT TURNING BUT FULL POWER).
(SEE COMMENT) #1 #2 (NOTE 3&4)
23 RELEASE 23
24 DEPRESS 10 10.9 24
ON 5.0 4 5.0 -2
COMPLETELY
TA14445
REPAIR SEQUENCE
NOTES:
1) -VIAF MAY BE ADJUSTED BETWEEN T HE LIMITS OF -3V & -5.27V BY POSITIONING
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 THE FRONT TORQUE CONTROL KNOB .-5.27 = 790 AMP ARMATURE CURRENT/MOTOR.
2) -VIAR MAY BE ADJUSTED BETWEEN T HE LIMITS OF -3V & -5.27V BY POSITIONING
THE REAR TORQUE CONTROL KNOB .-5.27 = 790 AMP ARMATURE CURRENT/MOTOR.
INCORRECT +15V -15V VEVR VHC VH VGEN DIRSEL DIRSEL
VAW VA VE VEFC VIF VML IF VEAC
VHL
VIA IA VM
VN
4) -VIAF & -VIAR ARE GIVEN FOR BOTH T ORQUE CONTROLS FULLY CW.
1,2,3,4 1,2,3,4 1,2,3,4
SIGNAL FWD REV 1,2,3,4 5) ALL VALUES GIVEN WITH ALL FOUR MOTORS CONNECTED & THE "OPERATING
WHEEL MOTORS "SWITCHES IN THE "UP" POSITION.
PARAGRAPH: SEQUENCE NUMBER FIRST. (SEE REPAIR SEQUENCE).
NOTE: THE VH, VEVR & VGEN FUNCTION S ARE ALL INTERDEPENDENT AND ALL MUST BE CHECKED BEFORE ATTEMPTING TO REPAIR ANY ONE. A) +15V SUPPLY: +14.8V T O 15.2V
B) -15V SUPPLY: -14.8 TO -15.2V
C) VH: 6.55V T O 6.65V
CHECK OUT PROCEDURE FOR USE WITH D) VGEN: 5.9 T O 6.1 (AT FULL SPEED)
L1350 ONLY
G) ALL OTHERS: 5

USE THE PORTABLE TESTER VAUX POSITION

SIG 1 2 3 4 1 2 3 4
TA6
-13 OPEN OPEN 0 0 0 0 0 0 -.42 5.00 0 SET TORQUE CONTROLS T O MAX HI. LOADBANK AND
1 ON OFF OFF ON OFF LO N RELEASED 15 -15 2.34 0 0 -13 -13 -13 -13 -13 0 0 0 0 0 0 0 0 0 0 0 0 0 1
STANDBY SWITCHES = OFF. ALL MOTOR OPERATING SWITCHES =ON
2 ON 2
3 HI 6.6 5 6.6 +13 +13 -13 -13 -13 -13 OPEN OPEN 0 0 0 0 0 0 0 0 0 0 0 3
4 F CLOSED OPEN 4
DEPRESS TO BYPASS THE FOOTPOT LIMIT IN LINCS - SERVICE LEVEL

5 VA = +3 150A 3.46 3 -3 -3 -3 3 3 3 3 3 5 ACCESS REQUIRED. RAISE THE LADDER.
DEPRESS -5.27 -5.27 IF=5 VOLTS ESTABLISHES A MAX MOTORFIELD OF 63A

NOTE 4.22 4.22 4.22 4 .2 2 6 PER MOTOR OR 250A TOTAL IN A DIRECTION TO GIVE
6 COMPLETELY 250A 10 12.3 -6.57 NOTE 5
#1 #2 (NOTE3&4) FORWARD TORQUE
7 RELEASE 0 0 0 0 0 0 0 0 0 7
8 R OPEN CLOSED 8
DEPRESS TO
9 VA = -3 150A 3.46 -3 -3 -3 -3 3 3 3 3 -3 9
DEPRESS -5.27 -5.27 4.22 4 .2 2 4.22 4.22 IF=-5 VOLTS ESTABLISHES A MAX MOTOR FIELD OF 63A
10 250A 10 -12.3 6.57 NOTE NOTE -5 10 PER MOTOR OR 250A TOTAL IN A DIRECTION TO GIVE
COMPLETELY #2
#1 (NOTE3&4) REVERSE TORQUE
OFF 0 0 0 0 REACTIVATE THE FOOTPOT LIMIT.

11 N RELEASE +13 +13 +13 +13 0 0 0 0 0 11
ON
12 (DEP) 173A 3.46 12 I MAY BE EITHER POLARITY
F

13 F VE = -2 100A 3.0 2 -2 -2 -2 2 2 2 2 2 -2 -2 -2 -2 13 ACCELERATOR TO VE = -2V AND VERIFY THAT IA1, IA2,
(REL)
14 RELEASE 0 0 0 0 0 0 0 0 0 0 0 0 0 0 14
DEPRESSTO 0 VGEN AND VLFC WILL VARY WITH SPEED.

-2.2 5 .5 0 5.50 5.50 5 .5 0 15 VM1, VM2, VM3, VM4 VARY AS A FUNCTION OF LOAD AND
15 5MPH -5.50 TO
6 LIMIT LIMIT LIMIT LIMIT OPERATING CONDITIONS AND ARE LIMITED TO 5.54 MAX.
DEPRESS
COMPLETELY 5.50 5.50 5.50 5.50 SAME AS 15, CAUTION -MACHINE SHOULD NOT
16 10 12.3 -4.40 -5.50 16
(TO 10MPH) LIMIT LIMIT LIMIT LIMIT EXCEED 10MPH
5.50 5 .5 0 5.50 5.50 17 VM1, VM2, VM3, VM4 VARY AS A FUNCTION OF LOAD AND OPERATING
17 RELEASE -5.20
DEPRESS
18 R COMPLETELY 4.10 5 .5 0 5.50 5 .5 0 5.50 18 SAME AS 15, CAUTION - MACHINE SHOULD NOT
10 -12.3 -5.50
(TO 10MPH) LIMIT LIMIT LIMIT LIMIT EXCEED 10MPH
19 RELEASE 5.50 5.50 5.50 5 .5 0 19 SAME AS 17.

-5.20 LIMIT LIMIT LIMIT LIMIT

20 ON COMPLETELY 10 20 SHOULD LIMIT SPEED TO ABOUT 6MPH (NOTE:DONOT
(DEP) F -5.50
21 OFF RELEASE 21
(REL)
DEPRESS -5.27 -5.27 4.22 4.22 4 .22 4.22

22 COMPLETELY 10 12.3 -6.57 NOTE NOTE 0 -5.20 0 5 -5.27 -5.27 -5.27 -5.27 22 STALL MACHINE(WHEELS NOT TURNING BUT FULLPOWER).
(SEE COMMENT) #1 #2 (NOTE3&4)
23 RELEASE 23
24 DEPRESS 10 10.9 -2 24
ON COMPLETELY 5.0 4 5.0
TA14444
REPAIR SEQUENCE
NOTES:
1) -VIAF MAY BE ADJUSTED BETWEEN THE LIMITS OF -3V & -5.27V BY POSITIONING
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 THE FRONT TORQUE CONTROL KNOB .-5.27 = 790AMP ARMATURE CURRENT/MOTOR.
2) -VIAR MAY BE ADJUSTED BETWEEN THE LIMITS OF -3V & -5.27 V BY POSITIONING
THE REAR TORQUE CONTROL KNOB .-5.27 =790 AMP ARMATURE CURRENT/MOTOR.
INCORRECT VH VGEN DIRSEL DIRSEL
IF VEAC
VHL
VIA IA VM
VN
+15V -15V VEVR VHC VAW VA VE VEFC VIF VML 1,2,3,4 1,2,3,4 1,2,3,4
4) -VIAF & -VIAR ARE GIVEN FOR BOTH TORQUE CONTROLS FULLY CW.
SIGNAL FWD REV 1,2,3,4 5) ALL VALUES GIVEN WITH ALL FOUR MOTORS CONNECTED & THE "OPERATING
PARAGRAPH: SEQUENCE NUMBER FIRST. (SEE REPAIR SEQUENCE).
NOTE: T HE VH,VEVR &VGEN FUNCTIONS ARE ALL INTERDEPENDENT AND ALL MUST BE CHECKED BEFORE ATTEMPTING T O REPAIR ANY ONE. A) +15V SUPPLY: +14.8V TO 15.2V
B) -15V SUPPLY: -14.8 TO -15.2V
C) VH: 6.55V TO 6.65V
CHECKOUT PROCEDURE FOR USE WITH D) VGEN: 5.9 TO 6.1 (AT FULLSPEED)
E) VEVR, VEFC, VEAC (1-4): +12 TO +15V OR -12 TO-15V

L1350 ONLY F) ALL ZERO READINGS: -.2 TO +.2V
G) ALL OTHERS: 5
...
SERVICE MANUAL
e. VH-Generator Frequency Signal (via RI2): This signal can be read on the LINCS
display screen and the Remote Cab Tester. The LINCS display will read the
representative frequency in Hertz, while the actual signal will be volts dc, 1v = 10 Hertz.
1. Check engine rpm signal on cab display. It should be 1960 1980 rpm at high
throttle. The corresponding VH signal should be 65.3 to 66 Hertz (30 rpm per
Hertz). If VH does not read the proper frequency but agrees with the engine rpm,
the problem is engine or engine command related, and not a VH concern.
2. Replace card C1.
3. Replace card C4.
4. Replace card C8.
5. Replace RI2.
6. If problem still exists, the malfunction is within the wiring interconnections.
f. VGEN-Generator Voltage Signal (via RI1): This signal can be read on the LINCS
display screen and the tester plug on the Remote Cab Tester. The LINCS display will
read the representative generator voltage in volts ac, while the actual signal will be volts
dc, 1v = 100-VAC.
1. With the engine running, check Generator Voltage on the display screen
immediately after going to High Throttle. If greater than 50-VAC, go on to Step 2.
If less than 50-VAC, the Priming function is not operating properly. Refer to main
schematic for connection of priming circuit. Also, machines with the Standby Power
option have a relay that interrupts the priming circuit. If this has failed or is not
connected properly, priming may not occur.
(a) With the key-switch on, Master Module booted and engine not running, turn
the throttle switch to HI ENGINE SELECT. Check the voltage at the P & P2
terminal of the VR-P panel to ground. P & P2 should be jumpered together if
the Standby Power option is not installed. If it is installed, P will go through
the relay contacts and back to P2. Both should be at battery voltage (24vdc)
for approximately 10 seconds.
(b) If the relay is installed and battery voltage is present at P but not at P2, insure
the relay is operating properly. 24v should be present at the Relay Drive
terminal during priming to energize the relay coil.
(c) If battery voltage is not present at P, check continuity back through the Panel
Interface card, through the harness to the FC/VR connector pin 37, to card
C20 pin 43-45.
(d) If battery voltage is not present at Relay Drive, check continuity back
through the Panel Interface card, through the harness to the FC/VR
connector pin 36, to card C20 pin 33.
(e) If continuity is correct put the C20 card on to the extender board.
Repeat step (a) above and observe pin 16. 24 VDC should appear on this
pin when the High Throttle switch is enabled. Also check pin 35-37 which
should have 24 VDC whenever the key-switch is on and the Master Module is
booted. If the 24V is correct as stated above but does not appear on pins 33
and 43-45 during priming, replace card C20.
(f) If 24V is not present on pins 16 and 35-37, there is a problem with the
Controller wiring or 24V input to the Controller.
...
...
SERVICE MANUAL
Replace card C4.

2.
Replace card C20.
3.
Replace card C10.
4.
Replace card C22.
5.
Replace card C6.
6.
Replace card RI1.
7.
Check for correct connections of FC/VR pins 32, 33, 34 to A phase, B phase, and
8.
C phase respectively through the divider card on the VR-P panel.
9. Replace the Controller.
10. Replace the VR-P panel.
11. If the problem still exists, the malfunction is within the wiring connections.
g. DIR SEL FWD Forward Signal: This signal is sent as a data message to the
Controller. It originates as input to a cab Remote Module from the direction select switch
on the operator joystick. The Remote Module sends it as data to the Master Module,
which sends it to the Controller RI2, where it is turned back to a 24v switched input
(FWD, C2-19) to card C2. This signal can be observed on the LINCS display screen.
The Remote Cab Tester cannot view this signal.
1. Pull out card C2 and insert extender board. Measure pin 19 (with card C2 not
connected). It should be 24v when FWD is selected and 0V when not. If 24v is not
present, replace card RI2. If this does not correct problem, the data bus
connections, data bus itself, and other cab Master Module, Remote, joystick switch
and cab connections will have to be checked. If 24V changes with direction select
switching, then signal coming into the Controller is good.
2. Plug C2 into extender board. Again, toggle selector switch. If 24V does not toggle,
replace card C2.
h. DIR SEL REV Reverse Signal: This signal is sent as a data message to the
Controller. It originates as input to a cab Remote Module from the direction select switch
on the operator joystick. The Remote Module sends it as data to the Master Module,
which sends it to the Controller RI2, where it is turned back to a 24V switched input
(REV, C2-18) to card C2. This signal can be observed on the LINCS display screen.
The Remote Cab Tester cannot view this signal.
connected). It should be 24V when REV is selected and 0V when not. If 24V is not
present, replace card RI2. If this does not correct problem, the data bus
connections, data bus itself, and other cab Master Module, Remote, joystick switch
and cab connections will have to be checked. If 24V changes with direction select
switching, then signal coming into the Controller is good.
2. Plug C2 into extender board. Again, toggle selector switch. If 24V does not toggle,
replace card C2.
...
...
SERVICE MANUAL
i. VAW Accelerator Wiper Voltage: This signal is sent as a data message to the
Controller. It originates as input to a cab Remote Module from the accelerator pedal
potentiometer. The Remote Module sends it as data to the Master Module, which sends
it to the Controller RI2, where it is turned back to a 0 to +10v signal that is sent to card
C2 (C2-20). This signal can be observed on the Remote Cab Tester.
Turn key switch off before removing or replacing any card.
connected). It should vary from 0 to +10v as the pedal is depressed. If it does not,
replace card RI2. If this does not correct problem, the data bus connections, data
bus itself, and other cab Master Module, Remote, accelerator pedal and cab
connections will have to be checked. If the signal does vary correctly with pedal
movement, then signal coming into the Controller is good.
2. Plug C2 into extender board. Again, check signal with pedal movement, and if now
incorrect, replace card C2.
j. VA Speed Command: This signal can be read on the front banana jacks by turning the
Auxiliary Tester Switch to VA. It can also be observed on the Remote Cab Tester, or on
card C2 pin 34.
1. If signal is not proper, replace card C2.
2. Pull out card C2 and insert extender board and plug C2 into it. Measure pin 31
(Speed Sense Proper). It should be greater than +12v. If it measures negative,
VA is held to zero because of a speed sensor problem or a defective card C9.
Replace card C9. If this does not correct problem, confirm proper operation of
VN and related speed sensor signals, as indicated in VN Speed Signal.
3. With card C2 still inserted into the extender board, measure pin 32 (VA Enable).
It should be greater than +7v. If it measures zero or negative, VA is held to
zero. This signal comes from card C20, pin 4. Replace card C20. If this does
not correct problem, the data bus connections, data bus itself, and other cab
Master Module or Remote connections or software will have to be checked.
k. VE Speed Error Signal: This signal can be read on the LINCS display screen and the
Remote Cab Tester. The units on the LINCS display will be in volts dc.
1. Replace card C2.
2. Confirm proper operation of VN and related speed sensor signals, as indicated in
VN Speed Signal.
3. Check for proper operation of brake boost circuit, since it will multiply VN
feedback and cause exaggerated gain if activated in power mode. Pull out card
C2 and insert extender board. Measure pin 21. It should be approximately 0V.
If it is +24v and the brake pedal is not depressed, replace card RI1. If this does
not correct problem, the front or rear air pressure transducers and their circuitry
and the data bus connections, data bus itself, and other cab Master Module,
Remote, and cab connections will have to be checked. If the signal does switch
...
...
SERVICE MANUAL
from 0v to +24v as the brake pedal is depressed, then the signal coming into the
Controller is good.
l. VEFC Enable Field Converter: This signal can be read on the front banana jacks or
the LINCS display screen by turning the Auxiliary Tester Switch on the Controller to
VEFC, and reading the VAUX signal. VAUX is also available on the Remote Cab Tester.
It should read >+12V when the generator has reached 300-VAC (120-VAC on L-1850-L-
2350), and Load Bank Mode is not enabled and FC fuses are proper. In the Load Bank
Mode, VEFC is purposely held low (<-12V). Low generator voltage will also give a
Converter Warning on the display screen. In addition, a blown fuse or open phase will
give a Blown Fuse Warning on the screen. The following checks should be made.
1. With the key switch off, check the Field Converter power fuses. If any are blown,
check for a shorted SCR or motor field problem.
(a) SCR Checkout: Remove the three 400 amp fuses from the fuse panel. Make
ohm-meter checks from the phase terminals to terminal No. 44 of the FC-P
panel. Readings should be infinity. A zero or low ohm reading would indicate
a shorted SCR, which must be replaced. A low ohm reading could also
indicate a suppression capacitor short, so check the SCR suppression
networks which are on the dual Trigger cards located between the SCR
mounts. These can be physically checked by looking for leaks or case
deformation on the capacitor, and burnt or damaged areas on the resistor. If
any of these are suspect, remove the component for further checking or
replace it. Replace the 400-amp fuses and check the motor field circuit.
(b) Motor Field Checkout: Disconnect each motor field in the axle and measure
the resistance. The reading should be about
L-1350: 2.4 ohms at 20C
L-1850-L-2350: 1.8 ohms at 20C.
Meg each motor field to ground. The reading should be 3 megohms or
greater. Reconnect motor field wires and replace fuses.
2. Ensure LOAD BANK switch is off.
3. Replace card C5.
4. Replace card C4.
5. Replace FC-P panel.
...
...
SERVICE MANUAL
m. VIF Field Command Signal: This signal can be read on the LINCS display screen.
The LINCS display will read the representative current in total amps dc, while the actual
signal will be volts dc, 1V = 50 amps total field current. The individual motor field
current will be the total divided by the number of wheel motors (four).
1. Replace card C5.
n. VML Motor Voltage Limit: This signal can be read on the LINCS display screen and
the Remote Cab Tester. The LINCS display will read the representative voltage
command in volts dc, while the actual signal will be volts dc, 1v = 100v.
1. Replace card C5.
o. IF Field Current Signal: This signal can be read on the LINCS display screen and the
Remote Cab Tester. The LINCS display will read the representative current in total
amps dc, while the actual signal will be volts dc, 1v = 50 amps total field current. The
individual motor field current will be the total divided by the number of wheel motors
(four).
1. Replace card C5.
2. Check for proper operation of brake boost circuit. Pull out card C5 and insert
extender board. Measure pin 4. It should be approximately 0v. If it is +24v and
the brake pedal is not depressed, replace card RI1. If this does not correct
problem, the front or rear air pressure transducers and their circuitry, the data bus
connections, data bus itself, and other cab Master Module, Remote, and cab
connections will have to be checked. If the signal does switch from 0v to +24v as
the brake pedal is depressed, then the signal coming into the Controller is good.
3. Check Operating Wheel Motors switches on Controller front.
5. Replace FC-P panel.
7. Check motor field circuits for opens, shorts, or shorted turns.
p. VEAC (1,2,3,4) Enable Armature Converter: These signals can be read on the front
banana jacks or the LINCS display screen by turning the Auxiliary Tester Switch on the
Controller to VEAC (1,2,3,4) and reading the VAUX signal. VAUX is also available on
the Remote Cab Tester. They should read >+12V when the generator has reached 300-
VAC (120-VAC on L-1850-L-2350), and Power Supply Proper signal is high, and Card
Interlock sequence is proper, and the respective power and reference fuses are proper.
Low generator voltage, Power Supply Not Proper, Card Interlock sequence open will
also give a Converter Warning on the display screen. In addition, a blown fuse or open
phase will give a Blown Fuse Warning on the screen. The following checks should be
made.
1. With the key switch off, check all Armature Converter power fuses. Check for
shorted SCRs and motor armature circuit problems if any:
L-1350: 900-amp line fuse(s) or 1000-amp output fuse is blown.
L-1850-L-2350: 1250-amp line fuse(s) or 1200-amp output fuse is blown.
(a) SCR Checkout: From the fuse panel, remove all three:
...
...
SERVICE MANUAL
L-1350: 900-amp fuses of the AC-P panel from which any are
blown.
L-1850-L-2350: 1250-amp fuses of the AC-P panel from which any are
blown.
Make ohmmeter checks from the phase terminals to terminal No. 55X and to
terminal No. 58X of the suspect AC-P panel (X can be 1-4 and will be
connected to M1 M4 respectively). Readings should be infinity. A zero or
low ohm reading would indicate a shorted SCR, which must be replaced. A low
ohm reading could also indicate a suppression capacitor short, so check the
SCR suppression networks which are on the dual Trigger cards located
between the SCR mounts. These can be physically checked by looking for
leaks or case deformation on the capacitor, and burnt or damaged areas on the
resistor. If any of these are suspect, remove the component for further
checking or replace it. Replace the 900-amp fuses and check the motor
armature circuit.
(b) Motor Armature Circuit Checkout: Disconnect wires 55X and 58X from
the AC-P panel. Meg the 55X or 58X wire to machine ground. The reading
should be 3 megohms or greater. Inspect the motor in question. It may be
necessary to clean it up to reach the minimum megohm requirements. The
resistance from 55X to 58X cannot be accurately read with a standard
ohmmeter but should be:
L-1350: approximately 0.1 ohms
L-1850-L-2350: less than 0.1 ohms
If shorted coils are suspected, the motor will need to be removed and taken to
a shop for accurate inspection.
(c) Braking Grid Checkout: Disconnect the 55XB and 58XD wires from the
suspect AC-P panel. Measure the grid resistance between 55XB and 58XD.
The resistance should be about 1.81 ohms. Meg one of the wires to machine
frame. The reading should be 3 megohms or greater.
(d) IA Checks: Check to verify that the individual armature current (IA) signals are
as shown in IA 1,2 (via RI1) 3,4 (via R13) Armature Current Signals.
2. If all four VEAC signals are incorrect, check the three 2-amp phase fuses located in
the compartment behind the Controller. These form the reference inputs to which
the power fuses are compared. These fuses should not blow unless there is a wiring
problem, or a fault in the Panel Interface card located on the AC-P1 panel to which
these fuses are connected. Replace Interface card if the three resistor strings
connected to these fuses is suspect.
3. Check the display screen for release of the Park Brake. The VEAC signals remain
low when the Park Brake is set. Refer to main schematic for trouble-shooting the
Park Brake circuit.
4. Ensure that all cards are properly seated in the card rack of the Controller.
5. Replace card C6.
6. Replace power supply card PS.
7. Replace Panel Interface card located on suspect AC-P panel.
...
...
SERVICE MANUAL
q. VHL (via RI2) Frequency (Hertz) Limit Signal: This signal can be read on the LINCS
display screen and the Remote Cab Tester. The units on the LINCS display will be in
volts dc.
1. Replace card C1.
2. Replace card C4.
3. Replace RI2.
r. VIA 1,2 (via RI1); VIA 3,4 (via RI3) Armature Converter Command: These signals can
be read on the LINCS display screen and the Remote Cab Tester. The LINCS display will
read the representative current in amps dc, while the actual signal will be volts dc, 1v =
150 amps armature current (250 amps for L-1850-L-2350).
1. Replace card C6.
2. Replace card C7.
3. Replace card C4.
4. Replace card C3.
5. Replace card C2.
6. Replace card C5.
7. Replace RI11 if VIA 1 or 2 is incorrect. Replace RI3 if VIA 3 or 4 or incorrect.
s. IA 1,2 (via RI1); IA 3,4 (via RI3) Armature Current Signal(s): These signals can be
read on the front banana jacks by turning the Auxiliary Tester Switch to the desired IA
position. They can also be read on the LINCS display screen and the Remote Cab
Tester. To ensure an accurate reading, set the Controller Auxiliary Test Switch to any
position except IAI4. The LINCS display will read the representative current in amps dc,
while the actual signal will be volts dc:
L-1350: 1v = 150 amps armature current.
L-1850-L-2350: 1v = 250 amps armature current.
1. Check the IA signal waveform with an oscilloscope. The ideal waveform for an
armature current signal is shown below. The Inspector program can be used to
display the IA signal on the display screen, however, the speed and resolution of the
program will not give the required display view the oscilloscope will. The signal can
be viewed as shown below with a scope set at a horizontal sweep rate of 2
milliseconds per division.
...
...
SERVICE MANUAL
The waveform will have a negative DC component and a ripple component with six
equal peaks in a .015 second time period as shown above. Missing or excessively
unequal peaks or a distorted waveform indicates control system problems.
2. Replace card C11A for IA(1,2) or card C11B for IA(3,4) problems.
3. Replace AC-P panel of offending signal. Or swap panels to see if problem follows
panel. There is one Interface Card and three Trigger Cards on each AC-P panel.
These can be replaced as part of the trouble shooting procedure. When replacing,
be sure connections are returned to their proper place. Also the current transducer
and SCRs themselves are possible failure items. The current transducer can be
replaced, again noting connections. The SCRs should be checked as described in
Publication LeT 3, SCR and Diode Installation Procedure, included in this section of
the manual. If needed, replace as described in Publication LeT-3.
4. Replace card C7.
5. Replace card C3.
6. Replace RI1 if IA 1 or 2 is incorrect. Replace RI3 if IA 3 or 4 is incorrect.
t. VM 1, 2 (via RI2); VM 3, 4 (via RI3) Motor Voltage Signal(s): These signals can be
read on the LINCS display screen and the Remote Cab Tester. The LINCS display will
read the representative motor voltage in volts dc, while the actual signal will be volts dc,
1v = 100v motor voltage.
2. Replace the Interface card located on the suspect AC-P panel.
3. Replace card C3.
4. Replace card C5.
6. Replace card C9 (for VM1 and VM2).
7. Replace RI2 if VM 1 or 2 is incorrect. Replace RI3 if VM 3 or 4 is incorrect.
9. Motor voltages should be equal for a straight run at constant speed. If one voltage is
significantly different from the rest, check for:
(a) Unequal tire or wheel size.
(b) Motor problem especially in the field circuit.
Both of these can also affect the slip limit control and cause reductions in IA.
10. If the problem still exists, the malfunction is within the wiring interconnections.
...
...
SERVICE MANUAL
u. VN Speed Signal: This signal can be read on the front banana jacks by turning the
Auxiliary Tester Switch to VN. It can also be read on the Remote Cab Tester.
An improper VN signal requires more careful observation than most other

signals and may require an oscilloscope to properly troubleshoot.
1. If machine top speed is limited to about 2.5 MPH, or speed oscillates between zero
and about 2.5 MPH, then the speed sense fail circuit is operating. This indicates
that a speed sensor has failed or is improperly installed, or that the 12V supply to
the sensor has failed. Note: only a failure of one of the front speed sensors will
cause this effect. The two rear sensors are for monitoring purposes only and do not
input the speed feedback circuitry.
Observe the 12V sensor supply outputs by viewing the LINCS display screen, or by
reading them directly on card PS pin 44 and 45 respectively by using the Extender
board. If in error:
(a) Replace card PS.
(b) Check for faulty wiring between Controller and speed sensor junction box in
front axle.
(c) Replace the filter card in the sensor junction box.
(d) Replace Controller.
2. If the 12V supplies are okay, check SEN DIR1 and SEN DIR2 on card C9 pin 32
and pin 43 respectively using the Extender board. They should be between 0 and
0.6V when the machine is moving forward, and between +4V and +6V when the
machine is moving backward. When the machine is stopped, it can be either value.
If in error:
(a) Check speed sensor for proper installation. If voltage switches from 0 to +6V
with direction change, but is opposite than indicated above, rotate the sensor
180.
(b) Read Step 3 below.
(c) Replace speed sensor.
(d) Replace filter card in sensor junction box. Replace card C9.
(e) Replace Controller.
...
...
SERVICE MANUAL
3. A missing frequency signal can also cause an improper direction signal as well as
an improper VN signal. Check SEN LF and SEN RF frequency signals by
connecting an oscilloscope to the front banana jacks and turning the Auxiliary
switch to that position. These signals input card C9 pin 7 and pin 28 respectively
and can be viewed using the Extender board. With the machine moving at about 1
MPH, the signal should be approximately a squarewave (refer to picture below) with
a low level of 0V (less than 0.6V) and a high level of 4 to 5V. The frequency should
be about 250 hertz, which can be viewed with a scope set at a horizontal sweep
rate of 2 milliseconds per division. If an oscilloscope is not available, a DC voltage
reading of 2 to 2.5 volts is a rough indication the sensor is functioning properly.
The DC meter will average the reading, giving roughly the average between the high
reading and low reading of the squarewave. Note: a one hertz signal from the
speed sensor represents one RPM of motor speed.
If the signal is missing or in error:
(a) Check speed sensor for proper wiring.
(b) Replace speed sensor.
(c) Replace filter card in sensor junction box.
(d) Replace card C9.
(e) Replace Controller.
4. If the 12V supplies, sensor frequency, and direction signals are proper, but VN is in
error:
(a) Replace card C9.
(b) Replace card C3.
(c) Replace Controller.
(d) If the problem still exists, the malfunction is within the wiring
interconnections.
...
...
SERVICE MANUAL
ACCELERATOR ASSEMBLY & FIGURES 18.1 THRU 19
ACCELERATOR ASSEMBLY
The right side pedal is the accelerator pedal. The accelerator pedal contains a 5K-ohm
potentiometer. The pedal assembly contains a microswitch that is not utilized for these
functions.
Periodic adjustments may be required as the pedal wears.
ADJUSTMENTS
The pedal has five positions that can be selected based on the operators preference. To
adjust the position:
a. Remove keeper clip. "REMOVAL OF PIN KEEPER CLIP"
b. Remove pin. "REMOVAL OF PIN"
c. Set to new angle. "VARIOUS POSITIONS OF ANGLE ADJUSTMENT"
d. Reinstall pin and securely attach the keeper clip.
On 50-Series Machines, any time a new pedal is installed, it must be calibrated.

Adjusting the angle does not require re-calibration
Figure 18.1. REMOVAL OF PIN KEEPER CLIP
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...
SERVICE MANUAL
Figure 18.2. REMOVAL OF PIN
Figure 18.3. VARIOUS POSITIONS OF ANGLE ADJUSTMENT
...
...
SERVICE MANUAL
REFER TO ILLUSTRATION "ACCELERATOR KIT" ON PAGE 016A025 (p)

Figure 19. ACCELERATOR KIT
ACCELERATOR PEDAL CALIBRATION USING LINCS
It is very important to carefully follow each calibration step when calibrating the accelerator
pedal. Failure to do so will create an improper calibration that could result in a speed command
without depressing the accelerator pedal.
Confirm proper operation and adjustment of the pedal as per potentiometer adjustment
1.
procedure in the service manual.
2. Turn the key switch on and let the LINCS system boot all the way up.
Calibrations can not be performed with the engine running.

Ensure that none of the red or yellow alarm lights are on. If red or yellow alarm lights are
3.
on, repair fault immediately.
4. Using your I Button, sign in to the Maintenance Level access.
...
...
SERVICE MANUAL
5. Press 5 for the Maintenance Menu, 4 for Calibrations Menu, 2 for Joystick Pot
Calibrations Menu and 1 for Accelerator Foot Pot Calibration Menu. The screen should
look like the one below:
6. Carefully read and follow the calibration instructions on the screen. With this first step
(shown above), make sure that the pedal is fully released (completely up) and then press
the Enter button. The next screen will appear as shown below:
7. In the second step, fully depress accelerator pedal and hold. While it is held depressed,
press Enter button. Pressing the Enter button will complete the calibration of the
accelerator foot pedal.
This step to be performed with engine not running and park brake set.
...
...
SERVICE MANUAL
8. To confirm proper operation of the accelerator foot pedal, from the Main Screen press 1
for Main Menu, then 3 for Browse Channels Menu, then use right-arrow key to scroll all
the way to the right to select the Machine Menu, then press 2 to select the submenu and
use the right-arrow key to scroll all the way to the right, until Operator Controls Menu is
displayed. Under the Operator Controls Menu, locate the Foot Pot Command Channel.
LINCS screen should look like the one shown below using the down-arrow key.
Foot Pot Command Channel should read 0% when the pedal is fully released and 200%
9.
when the pedal is fully depressed.
DC Drive Machines: 0% when the pedal is fully released and 100% when the pedal is fully
depressed.
SR Drive Machines: 0% when the pedal is fully released and 200% when the pedal is fully
depressed.
...
ACCELERATOR PEDAL
...
SERVICE MANUAL

The retard (braking) grids can be used to obtain a horsepower reference for the engine. This
method is not intended to accurately measure engine horsepower. The measurement taken is
the summation of the four converter outputs to the grids. To this number, system efficiencies
and parasitics are added to obtain an estimate of engine horsepower output. Since there can
be significant variations due to temperature and altitude differences, the numbers presented in
this procedure should serve as a reference only.
The loaders braking grid system may not be capable of absorbing full engine horsepower
continuously and, therefore, testing time is limited to 20 seconds to avoid damaging the
grids. Grids should be monitored during the test so possible overheating can be detected.
The HP can be read on the LINCS display, giving the total converter horsepower output to the
grids. This can also be obtained by multiplying each voltage and current together, summing the
four, dividing by 746 to obtain horsepower, and multiplying by 1.06 to account for form factor.
The 1.06 number corrects the difference between average values of current and voltage and
RMS values due to the ripple in the SCR converter outputs. The HP reading on the display
multiplies the four currents and voltages and scales in the 1.06 form factor.
For obtaining the estimated engine horsepower, the grid HP, which is shown on the grid
display screen, is multiplied by 1.05 to account for generator and converter efficiency. Then an
estimated parasitic load is added to account for the loads that cannot be electrically measured.
This includes hydraulic loads to circulate fluid and operate fan blower loads, air compressor,
battery charger, air conditioner, etc. This is estimated to be:
L-1350: 325 HP at HI fan speed.
L-1850-L-2350: 380 HP at HI fan speed.
This load can vary with hydraulic pressure setting, temperature, and other factors governing
hydraulic performance
PREPARING FOR THE TEST
These tests must be conducted only by authorized persons who know the
hazards of high voltage AC. High Voltage can shock, burn or cause death
(when engine is at high throttle).
DO NOT ENTER THE ELECTRICAL CABINET UNTIL THE ENGINE HAS
STOPPED ROTATING!
Park the machine with the radiator facing downwind, in an open area. Rest bucket on ground
and shut engine down.
...
...
SERVICE MANUAL
a. Put LOAD BANK switch, located on Controller up (ON). Turn FRONT and REAR
TRACTION controls to maximum (HI position).
b. Select the Maintenance Menu on the display screen and activate the option to Force
Engine Fan HI.
Fan speed is set by using the maintenance menu option of the LINCS
computer system. From the maintenance menu, choose the bypass limits
option. The bypass limits option provides a limits menu. Choose item 3
to force fan speed to high. Pressing the 3 key again will reset the fan to
normal speed.
For this test, the AC voltage will be:

L-1350: approximately 550-VAC.
L-1850-L-2350: approximately 700-VAC.
Refer to the illustration "L-1350-L-1850-L-2350 LOAD BANK
CONNECTION" for wire connections.
c. Armature Converter panels: On each panel, remove the large 58 wire and insulate it.
Move the large 58D wire to where the 58 wire was. Remove the 55 wire and insulate it.
Move the 55B wire to where the 55 wire was.
d. Lights, A/C, etc. must be turned off for this test. Make sure that readings are taken at HI
fan speed. Park brake must remain set.
...
...
SERVICE MANUAL
LOAD BANK MODE PROC...CONT'D & FIGURE 20
MEASUREMENT TO BE TAKEN
a. Measure horsepower delivered to the grids by reading HP on the display screen. This
can be double-checked by reading the individual armature currents and motor voltages
from the display and performing the calculations previously described.
b. Note the VGEN, VH and VHL total signals. VGEN should remain at approximately:
L-1350: 5.50VDC (550-VAC generator voltage) throughout the test.
L-1850-L-2350: 7.00VDC (~700-VAC generator voltage) throughout the test.
VH should stabilize at about 6.3 (63 Hz). Frequency can also be checked by using a
frequency meter or a digital multimeter with a frequency mode at the cab receptacle or
between a phase and neutral. VHL has to be greater than zero. A zero VHL indicates the
engine is not fully loaded.
TESTING PROCEDURES
Perform the following steps for the LOAD BANK TEST procedures.
a. Close the cabinet doors.
b. Start engine and allow to warm up at LO throttle.
c. Ensure park brake is set.
d. Place engine at HI throttle. Select Forward direction and depress accelerator pedal
enough to verify that the four armature currents are
approximately equal. If armature currents are suspect check IA waveforms with an
oscilloscope as described in IA 1,2 (via RI1); IA 3,4 (via RI3) ARMATURE CURRENT
SIGNAL(S) under DIAGNOSTIC AND REPAIR PROCEDURE FOR COMMON
PROBLEMS.
e. Ensure engine fan is at HI speed.
f. Place engine at HI throttle, select FORWARD, and fully depress the accelerator. Have
someone monitoring grids to signal a shutdown if grids overheat (begin to glow dull red).
g. At first, the volts and amps will surge to high values while the kinetic energy of the
rotating mass of the engine and generator is dissipated, and then the readings will
stabilize at a lower value. Record the stabilized horsepower reading, frequency (VH) and
VHL.
h. Return the accelerator to minimum position and select neutral. Keep engine at high
throttle for 3 to 5 minutes to allow grids to cool.
x Engine fan must stay on at HI speed.

x Visually monitor grids during test to detect overheating.
x Park brake must be set.
...
...
SERVICE MANUAL
CALCULATING ENGINE HORSEPOWER

The following EXAMPLE for an L-1350 should be used to calculate engine horsepower when
performing a load bank test:
The control system generates an analog signal called HP. This represents electrical
horsepower at a ratio of 1VDC per 200 horsepower.
LINCS processes the HP signal by multiplying it by 200 to display an electrical horsepower
reading. For example:
HP signal LINCS display
4VDC 800 horsepower
5VDC 1000 horsepower
6VDC 1200 horsepower
The above does not account for efficiencies or parasitic losses when trying to determine
engine horsepower. Use a factor of 1.05 to account for efficiencies. L-1350 Parasitics = 325 hp
at high fan speed. Therefore:
Engine horsepower = (LINCS display X 1.05) + Parasitics
Typically an L-1350 produces the following numbers.
HP signal = 6.37
LINCS display = 1274 horsepower
Engine horsepower = (1274 X 1.05) + 325 = 1662.7 horsepower.
The engine was rated at 1600 hp by Cummins.
For a 1600 hp engine, a LINCS display of 1214 horsepower during load bank test would be
good. Anything less would indicate the engine could not produce 1600hp.
i. Refer to the following chart for Tester Readings.
...
...
SERVICE MANUAL
Load Bank Readings on Auxiliary Tester

HP____________
VH____________ (6.3 63Hz Approx.)
VHL___________ (Must be grater than 0VDC)
VGEN_________ (L-1350 ~5.50VDC = 550VAC) (L-1850-2350 ~ 7.00VDC = 700VAC)
Calculate Grid (electrical) HP

Grid HP = HP X 200 X 1.05
Calculate engine HP:

Engine HP = Grid HP + parasitics
Load Bank Readings on LINCS display
Engine percent load_____(100% at full load)

Engine RPM____(1875-1885)
Calculate engine HP:

Engine HP = (Electrical Horsepower _____) * 1.05 + parasitics
HP calculation using IA and VM
IA11 _________ * VM1 __________ = _________ Watts

IA2 1_________ * VM2 __________ = _________ Watts
IA3 1_________ * VM3 __________ = _________ Watts
IA4 1_________ * VM4 __________ = _________ Watts
_________ Watts Total
Grid HP = Watts Total * 1.06 * 1.05 / 746
Calculate Engine HP:

Engine HP = Grid HP + parasitics
Notes:
1 L1850; 1V of IA = 250A
1L1350; 1V of IA = 150A
Estimated parasitics: HI fan speed (L-1350 - 325HP)(L-1850, L-2350 - 367HP)
Test result should be within 5% of engine manufacturer rated horsepower.
Figure 20. TESTER READINGS
...
...
SERVICE MANUAL
REMOVING LOADER FROM LOAD BANK MODE

a. After the various tests have been completed, release the accelerator pedal and put the
direction control lever to NEUTRAL position.
Allow the engine to idle for a minimum of five minutes before turning it off.
Failure to comply could result in damage to the turbochargers.
b. Ensure engine fan control is set back to normal operation.

c. Position ENGINE SELECT switch to LO idle.
d. Turn the key switch to OFF.
e. Put the LOAD BANK switch located on the Controller to OFF position.
f. Return FRONT and REAR TRACTION controls to desired level.
g. Disconnect the 58D wire from the 58 bus bar and connect back to its original connection
on each panel.
h. Remove insulation from the large 58 wire and connect it back to the 58 bus bar on each
panel.
i. Disconnect the 55B wire from the 55 bus bar and connect it back to its original
connection on each panel.
j. Remove insulation from the 55 wire and connect it back to the 55 bus bar on each
panel.
k. Close electrical cabinet doors.
Figure 21. L-1350-L-1850-L-2350 LOAD BANK CONNECTION
...

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SECTION 016

SOLID-STATE ELECTRONIC COMPONENTS

SCOPE OF THIS PUBLICATION

NEVER, UNDER ANY CIRCUMSTANCES, OPEN THE ELECTRICAL

The diagnostic and repair procedures contained in this publication may

DO NOT open LINCS Master, Remote or Translator Modules. There are no

Customer installed options that transmit/receive radio frequencies (such as

SOLID-STATE POWER CONVERSION SYSTEM

Figure 1. SCR FIRING VARIATIONS

INTRODUCTION TO TRACTION SYSTEM

Refer to LINCS for additional information on the LINCS computer system.

The physical arrangement of the solid-state conversion system is shown in LOCATION OF

Figure 2. THREE-PHASE HALF-

Figure 3. THREE-PHASE FULL-WAVE CONVERTER

REFER TA10078-8 FOR THIS ILLUSTRATION

1. STANDBY POWER SWITCH

REFER TO TABLE (ON SHEET 2 OF 2) FOR

REMOTE INTERFACE CARD

VR/FC Fuse and

Figure 6. L-1350 POWER FLOW BLOCK DIAGRAM

Figure 7. L-1850-L-2350 POWER FLOW BLOCK DIAGRAM

REFER TO TA-10079-8 FOR THIS ILLUSTRATION

REFER TO TA-10490-8 FOR THIS ILLUSTRATION

a. FIELD CONVERTER COMMAND AND LIMIT SIGNALS

2. SECOND STAGE: A particular level of motor voltage is continually being

b. ARMATURE CONVERTER COMMAND AND LIMIT SIGNALS

c. DYNAMIC BRAKING MODES

REFER TO TA-10080-8 FOR THIS ILLUSTRATION

Figure 10. L-1350-L-1850-L-2350 LOGIC DIAGRAM ENABLE

e. OPERATOR ALARM LIGHTS

The alarm and shutdown process is described in C-20 PRIME/GROUND FAULT

PANEL AND CARD DESCRIPTION

3. C3 SLIP LIMIT/BRAKE MODE CARD: C3 receives the calculated Motor Voltage

10.91V/Hz ratio is not exceeded.

5. C5 FIELD CONTROL: Card C5 generates the Enable, Command, Control, Inhibit

7. C7 AC CONTROL: Card C7 generates four AC (Armature Converter) control

Remote/Interface Card 1 (RI1):

Remote/Interface Card 2 (RI2):

REV VAW GEN Temp

Remote/Interface Card 3 (RI3):

b. VOLTAGE REGULATOR VR-P: This converter panel provides DC power to the AC

measured current output back.

SOLID-STATE CONTROL SYSTEM DIAGNOSTIC AND

NEVER, UNDER ANY CIRCUMSTANCES, OPEN THE ELECTRICAL

The diagnostic and repair procedures contained in this publication may

TEST EQUIPMENT REQUIRED

Controller Remote Module 1 (L-1350)

Controller Remote Module 2 (L-1350)

Controller Remote Module 1 (L-1850-L-2350)

Controller Remote Module 2 (L-1850-L-2350)

Controller Remote Module 3 (L-1350)

Controller Remote Module 3 (L-1850L-2350)

c. VH GENERATOR FREQUENCY SIGNAL: This signal represents the generator

500 VGEN FOLLOWS THIS GEN VOLTAGE

Speed (rpm) TA11208

L-1350 STANDBY MODE

L-1850-L-2350 STANDBY MODE

Figure 14. L-1350-L-1850-L-2350 FREQUENCY LIMIT SIGNAL (VHL) VS. GENERATOR

n. IA (1,2,3,4) ARMATURE CURRENT(S): These signals represent the armature current

L-1350: -5.5v (Power)

DIAGNOSTIC AND REPAIR PROCEDURE FOR OPERATOR

d. OVER-TEMPERATURE WARNINGS: The display screen can be selected to give a

1. P.M. ALERT LIGHT (BLUE)