TIPS

TIPS
Off Highway Vehicle Products, Erie, PA.

Issue 48 August 2004

GE SIII LOAD BOX wPTU SCREEN DEFINITIONS

The purpose of this article is to define the feedback values that are included in the Load Box Test
screens. The values during the Load Box Test can be compared with those recorded during previous
Load Box Tests on the same truck as well as those recorded on similar trucks.

Note: Normally a Load Box Test is performed when the Engine is new and the test values
recorded as a benchmark for future Load box Tests.

The GE Statex III system has a Load Box Test function that is used to load the engine into the retarding
grid resistors. This is a very useful test to run when having power issues on the truck. The shunt
connections must be moved or swung per OEM instructions in order to enter into this mode. Changing
the shunt connections redirects current around the wheel motors and through the grid resistors.

There are special wPTU screens that are accessed when running the system in the Load Box mode. The
two screens are (see Fig.1):

Figure 1

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1) Automatic Load Box Test – Engine load is adjusted until rated RPM Full Load Speed is achieved.

2) Temporary Manual Load Box Test – Engine is loaded at rated Traction Horsepower
How the user wants the engine loading controlled will determine screen that is open during the test.

Note: When a Load Box screen is open, a false wheel speed is injected into the SIII logic so the
system believes the truck is moving. One of the Load Box screens must be open when running
Load Box or a Motor Stall (event 50) will be generated.

Several of the Load Box screen values correlate to values that are included in the Configuration File
Truck Configuration screen. Before a Load Box test is run, it is suggested that the following Truck
Configuration screen values be recorded (See Fig. 2):

Record
these
values
for Load
Box test

Figure 2
1) TRACTION HORSEPOWER – Horsepower into the alternator.

2) RPM FULL LOAD SPEED – Engine speed at full load

Only the Automatic Load Box test screen values will be defined in this article. All values except
the ENGINE LOAD RPM value will be defined the same and in the same position on the
Temporary Manual Load Box Test screen. However they may act differently during the Load Box
test. The overall Automatic Load Box Test screen looks as follows (Fig.3).

Figure 3
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Figure 4 defines the values in the upper left red outlined box
1) ENGCMD – Engine Speed Command. (from SIII system logic). Full speed command is typically 1900 RPM
for older type engines and 1910 RPM for newer type engines.
2) ENGSPD – Engine Speed Feedback (from ESS speed sensor mounted in alternator). The SIII System
(when the Automatic Load Box Test screen is active) adjusts engine loading until the ENGSPD value equals
the ENGINE LOAD RPM value at the bottom of the screen.
Note: The ENGINE LOAD RPM value defaults to the Configuration File RPM FULL LOAD SPEED value
when the screen is first opened after control power has been applied to the SIII system. The user
can then make adjustments to the ENGINE LOAD RPM value.
CAUTION: Any adjustments made to the ENGINE LOAD RPM value during Load Box Testing will
remain in the system until control power is cycled. Since this value is also used for normal truck
operation, this means that the adjusted value will be used for the engine RPM loading target while
running the Load Box Test or the truck normally until the value is either adjusted back to the default
(Configuration File RPM FULL LOAD SPEED value) or the control power is cycled.
3) REQUEST – Engine loading request (from SIII system logic). Scaled:
2000 Counts = Configuration File TRACTION HORSEPOWER value.

This value will change in order to maintain the Engine Speed at the ENGINE LOAD RPM value.

4) FEEDBACK – Engine loading feedback (from ALT-NHP system value). Scaled (same as REQUEST):

2000 Counts = Configuration File TRACTION HORSEPOWER value.

This value should closely track the REQUEST value

ENGCMD REQUEST
1910 rpm 2001

ENGSPD FEEDBK
1900 rpm 2000

Figure 4
Figure 5 defines the values in the upper right red outlined box
1) ALT-NHP – Alternator Net Horsepower (from ELEC-HP feedback value and LBDX-EFF system
value). Equals:

=ELEC-HP value / LBDX-EFF value.

The previously discussed FEEDBK value will equal 2000 when the ALT-NHP value
Equals the Configuration File TRACTION HORSEPOWER value.

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ALT-NHP LBOX-EFF ELEC-HP

1848 HP 0.9445 1746 HP

ALT- NKW ELEC-KW

1379 KW 1303 KW

Figure 5

2) ALT-NKW – Alternator Net Kilowatts (from ELEC-KW feedback value and LBDX-EFF system Value).
Equals:
= ELEC-KW value / LBDX-EFF value.

3) LBDX-EFF – Load Box Efficiency (from SIII system logic). Derived from a look-up table and primarily
based upon alternator loading and speed.

4) ELEC-HP – Electrical Horsepower (from ALT-V feedback and higher of M1-I and M2-I feedback
values). Equals:
= ALT-V value x (Higher of M1-I and M2-I values) / 746

5) ELEC-KW – Electrical Kilowatts (from ALT-V feedback and higher of M1-I and M2-I feedback Values).
Equals:
= ALT-V value x (Higher of M1-I and M2-I values) / 100
Figure 6 defines the values in the lower left red outlined box.

ALT-W M1-I
1374 W 948 A

M2-W M2-I
678 W 947 A

Figure 6

1) ALT-V – Alternator Voltage Feedback (from VMM1 voltage measuring module located across rectifier
bridge output).

2) M2-V – Wheel Motor 2 (right) Voltage Feedback (from VMM2 voltage measuring module located
across WM1 armature). This signal is calculated during Load Box since there is actually no voltage
across either wheel motor do to the modified shunt connections. During Load Box Test this value will
be approximately ½ of the ALT-V value.

M1-I – Wheel Motor 1(left) Current Feedback (from IA3 isoamp / S1 shunt feedback).
M2-I – Wheel Motor 2 (right) current Feedback (from IA4 isoamp / S2 shunt feedback).

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Figure 7 defines the values in the lower right red outlined box.

1) AF-I – Alternator Field Current Feedback (from IA8 isoamp / S4 shunt).

2) MF-I – Motor Field Current Feedback (from IA5 isoamp / S3 shunt).

3) AF-CMD – Alternator Field Command (from SIII logic). The Range of this signal is:

-10 = AFSE SCR Firing Turned OFF.

10 = AFSE SCR Firing Turned Fully ON
Typical values during full power Load Box Tests are 2-5.

4) MF-CMD – Motor Field Command (from SIII system logic). The range of this signal is (same as AFSE):

-10 = AFSE SCR Firing Turned OFF.

10 = AFSE SCR Firing Turned Fully ON
Typical values during full Power Load Box Tests are 1-5.

AF-I AF-CMD
216 A 3.0

MF-I MF-CMD
253 A 3.0

Figure 7

Figure 8 describes the value in the ENGINE LOAD RPM field.

1) ENGINE LOAD RPM – Engine speed at full load (user input – defaults to Configuration File

RPM FULL LOAD SPEED value. The SIII System (when the Automatic Load Box Test screen is
active) adjusts engine loading until the ENGSPD value equals the ENGINE LOAD RPM. The user
can use the +/- 10 RPM or +/- 1 RPM radio buttons to adjust the value. The desired value can also
be typed directly into the field. The allowable adjustment range is –50 RPM to +10 RPM.
CAUTION: Any adjustments made to the ENGINE LOAD RPM value during Load Box Testing
will remain in the system until control power is cycled. Since this value is also used for
normal truck operation, this means that the adjusted value will be used for the engine RPM
loading target while running the Load Box Test or the truck normally until the value is either
adjusted back to the default (Configuration File RPM FULL LOAD SPEED value) or the control
power is cycled.

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Figure 8

GE OHV Parts Bulletins:

GE-OHV parts bulletins are now available online at geminingsolutions.com. To access these parts
bulletins, sign on to the geminingsolutions webpage. (You must be a registered user to sign on.) Figure
9 shows the webpage. Once you are signed in, click on My Account which will take you to the OHV
Applications page. On the OHV Applications page, click on Parts Catalogs (See Fig. 10). This will
take you to the OHV Parts Catalog page where the available drive systems are listed. Clicking on the
desired drive system allows you to then search by part description, part number, parts bulletin
description or parts bulletin number which is entered in the keywords box.. The search can be narrowed
further by selecting a component of the drive system (See Figure 12). A list of parts bulletins matching
the search criteria will be displayed as shown in Figure 13. Select the desired parts bulleting to display
the drawing and parts list. Ensure that View All Parts is enabled.

Click on My Account

Figure 9 Figure 10

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Select Search criteria,

enter keywords and
select component

Figure 11 Figure 12

Choose from options that

match search criteria

Figure 13 Figure 14

Whispergrids TM
GE’s customized design solution for sound power level reduction with the new Whispergrid™ series of
dynamic retarding assemblies. These assemblies are available for new production or as a retro-fit
package on the GE 787/788 Statex III, GE150TAC, GE240TAC and the GE320TAC drive systems. Field
tests have demonstrated a sound power reduction of 20dBA for the Whispergrid™ package. For more
information on GE’s Whispergrid™ options please contact Allen Randolph at 814-875-2409.

Expanded Area for

Lightweight Easy handling
non-restrictive Air Inlet
Grid B lower Motor Inspection
Access Panel
Rugged case for
Outboard Air Inlet
Case

Exhaust Air – Noise attenuated and

hot exhaust air direct off-board, Noise isolated from truck deck
minimum operator visibility impact
Figure 15