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? . @ 8<< ::5= ?6 5.5 8 @ :.5 7 D A 9 D . B8> 6 D ;.
5 6 <8
8< 6 > 6?: 5@778 A = 6 =8G?D 5
5 8< C@ ? 7 ? ;
STEERING INSPECTION
−
6 ?D
<: 8 7 55@ .5@57 5 8 ?8B78 5.
85 5
2= 3.7:;2= 3 =6 :9
A5.D A7 5
9@56 A54
REPLACING & ADJUSTING THE STEERING GEAR
−
B8> 6 7 B
BH
−
6 5
A98FB D 5 4 @ 5.?
6 5
AA
−
:A 6 <8 =6 :5 A64 5 :: 6 7 B
B4
TOE-IN ADJUSTEMENT
−
6 6 =6 :5 5 A6 <8 =
6 <8
5. 6 <8
−
@ 6
8 @ :6 5
? 8 .B 5@ 6
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5H
?5
C@ :
A6
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5
A6 55.
@ 5 <8B
8
6 5
2:< 8 A63 5
5 7:;
3H
?9 =
6 =8:8?D @5 8 6
REMOVING & GREASING OF FRONT HUBS, required once-a-year
−
B8> @5 ? 7
?@ 7 .@ 5? = @. B8> 6@9H
−
57 ? 9
A5
? 5 <8 =
7:? =8 9
A5H
−
7:? 6 5 :H
−
?D 6 6@9= 6=6 :9
AA 5
- 55 B9:4
ADJUSTING FRONT HUBS
−
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6 9
−
5 :: = ?@ 7
6 @5 ? 74
A
&
9 ?D 8<< 6 @ 8 6
F 5:8H
84
"
−
−
−
−
−
−
−
−
−
−
,
',
5 6 578 5 9: ;8< 6 8=
8< 65 > 6?: 8 5@ 6 6 5 >? ?6 ? 5
7 87 :;
.
89 ; 6 5 < ; @:5
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65 B @ :2
34
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<: :> :5@ <? . @ 8<< :: 6
5= ?6 5.5 8 @ :. B8> 6 D ;.:< 6 =6 :5 8<< 6 A 8@
5 ?@ = 6G?D
5
5 8< C@ ? 7 ? ;4
' 7?6 A
5?8 ? =6: 8 A ;B
? =8 D4
:= ;5 =
<? 56 :
5? <=6 =8 D A 8@ 9
54
; B 5 6A6:; F7:85 > A 5 5H 8 8 7 8 @? 57 D5 8 >8 9
; F7:85 8
? 57:56 A4
; ? ? @5 5 5 >
B A 8 ; 5 8 5D 4 :@56?8 B
BB
:;= 6= 4
5 5@:
88:5 8 >8 57 D5 6 ? ? @5 9
; F7:85 8
? 57:56 A4
5 =8 ?8@
? A 88:5. 8@9:-= ?6 ?6 C@ .=6
5?8 ? A 8 A6
A
9
;785 54
<8 ?:
A 8 7:? A 9
;. 5?6 A 6 ? 7 ? 8
6 ?8 8:: = 6
86B5.(
5 5 8 <8 <= 5 ?8 5 ?855 J
-.
<; 9
; 78: ;
5?8 ? 9
;: 54
< ?:
A.6 78= B@5 8 9
77: @ : B : 5
68 8@A6:; ;4
BATTERY LEADS AND CONNECTORS
6 ?D <8 :885 ?8 ? 8 5. B A ? 9:5. ? 57::.:885
B
:785 5.C@
BATTERY POST CORROSION
<?8 85 8 5 7 5
8 9
; 785 5. B8> 6 ? 9: ?8 ?8 5.@5
=
7 ?:5.
6 ?: 6 B = 6 ?:86 6 6 5 9 B85
= 6 BB8 4
:;4
9 @56 8 B8>
ELECTROLYTE LEVEL
&8 5 8 77:; 85 : 9
;4
− & 5?8 ? 9
;?8 ?8 5 8 8::-8@ 8 :<-8@ 5 :: 8 54
−
D 5@ 6 9
; 8::-8@ ; 5 7 8>
= 65 875 9 <8 8:: A8@4
−
::= 6 5 :: = 4
− & :; ?6 A 9
5 8 B ::; C@ =
A8?
= D4
=
A: 5 8
568
9
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;?8 85 8 4
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−
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9
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8 5 B FB@B :> :4
−
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;? 75 9 <8 ?6 A A4
BATTERY MOUNTING
:885 9
; ? 5 5 B A A <<?5 8<>9
85
5 B8 7 8
BATTERY DISCHARGE LIMIT
& 5?6 A A9 :8= ( M 5
8<?6 A ?@5 8= 6 9
;:<
( M5
8<?6 A .57 ?<?A > ;8< # 9
;568@: 9 % H
CHARGING AREA
−
:= ;5 ?6 A 9
;
= ::> :
−
> : > ?6 A ?8 ? <8 B8
FREQUENCY OF CHARGE
−
6
9
; 5 5?6 A 8
−
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:8= ?@
9
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;7
−
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5 <8
6 ( 68@ 54
8568 8@4
6 @B9 8<?;?:5 > :9:4
(( <8
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77 8> <8 ?6 A A4
5( M5
8<?6 A . 5 9 5 8?6 A BB
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<8 B ?
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<8 B8 6 ( 68@ 54
STORAGE
− ' 76 9
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−
6 9
;= B @79 <8 ?6 A A4
−
6 A 9
5 N5 8 K> 6?:5 > ;B8 64
DEFECTIVE BATTERY
6 ?D 57 ?<? A > ; 8< ?6 ? ::H < ? :: 5 568
?@
4
%
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87 B ; 8??@ 8 :; =6
6
5
"
:= ;5 @ 7:@A 6
*
−
−
−
−
−
&
'
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6 ?D ?<@5 : D5H
6 ?D 9
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,
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6 9
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6 ?D 6 ?8 @ ; 8< 6 ? 8@7@ ?8 . BB
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9
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−
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1
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-
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1
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= 8 ?8:
"
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5 >? ?6 ? 5 8 :;4
5 6 578 5 9: ;8< 6 8=
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7 87 :;
.@ 5
89 ; 6 5 < ; @:5
A@ : 5 2
34
::5 >? ?6 ? 5 B@5
@
5
6 B
?=
A5 ? 8
65 B @ :4
,
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<8
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D ;.:< 6 =6 :5 8<< 6 A 8@ .5 ?@ = 6G?D 5
5 8< C@ ? 7 ? ;. 5?8 ? ?6 A 4
:= ;5 = 5 < ;A:55 54
5 B 6A6:; F7:85 > A 5 5 6 ? 9 A
9; 57 D4
<8
5?8 ? A 6A6
?@
B :.@ 8<< ::5= ?6 5. 5?8 ? 9
;?6 A . 5?8 ? 9
54
' 7?: <8B B8> A7 5 5@?6 5
5.56 > 5
B88 4
PMC SELF DIAGNOSTIC
<;8@
?8B 5 = 6 5 @5 : .@5 6 <:56 A?8
BATTERY VOLTAGE
D 5@ 9
5
5 ?@ :; ?8
65 > :@ J 8 <@::9
;>8: A 4
? 4
86 :7 8@9:5688 A4
5@ >8: A 9 =
J
-
B
:54
= ::? ::
ACCESSORIES NOT WORKING
−
6 ?D 6 <@5 5 8 6 9
5
6 & 0& ?8 >
4
−
6 ?D >8: A ?855 J
, B :5 8 6 9
;A A H < 8 J.?6 ?D = A4
−
@ 6 D ; 5= ?6 " .?6 ?D >8: A 9 =
8@7@
B :8 6 D ; 5= ?6
6 B :8 6 9
;A A H < 8 J. 7:? 6 D ; 5= ?64
−
6 ?D >8: A ?855 & 0& ?8 >
8@7@ B :5H < 8 (-#8:. 7:? 6 ?8 >
4
− & 7 55 6 ?? 558 ;5= ?6.?6 ?D >8: A ?855 ?? 558 ; B :54 < 8 (-#8:. 7:? 6
5= ?64 < (-#8:. 7:? 6 ?? 558 ;4
FORWARD ONLY
"
* B88 ?8 8:.?6 ?D 6 > 5 5 A : 7@ 8 6 ?8 8:: 4
" 5 5 =8@ B88 ?8 8:. 9
> 5 ?8 ?8 5 6 B85 7 89 9: ? @5 8< 6 7 89:B4
= ?6 8 > 5
?6 ?D >8: A 8 6 > 5 ?8 8:= 4 < 8 J. 7:? 6 0 5= ?64 <
J. @ 8<< 6 D ; 5= ?6. 5?8 ? 9
5. 5?8 ? 78=
B :5 8 6 0 ?8 ?8 5.
?6 ?D 6 5 5 ? ?855 4 4 78=
B :5 8< 6 > 5 ?8 ?8 4 < 8 86B.?6 A 6
> 5 ?8 ?8 4 < 86B5.5= ?6 8<8 =
?6 ?D 6 5 5 ? ?855 6 <8 =
4"4 78=
B :54 < 8 86B5.?6 A 6 <8 = ?8 ?8 4
+
REVERSE ONLY
"
* B88 ?8 8:.?6 ?D 6 <8 = 5 A : 7@ 8 6 ?8 8:: 4
"
5
5 =8@ B88 ?8 8:. 9 <8 =
?8 ?8 5 6 B85 7 89 9: ? @5 8< 6 7 89:B4
= ?6 8<8 =
?6 ?D 6 >8: A 8 6 <8 = ?8 8:= 4 < 8 J. 7:? 6 0 5= ?64
< J. @ 8<< 6 D ;5= ?6. 5?8 ? 9
5. 5?8 ? 78=
B :5 8 6 0 ?8 ?8 5.
?6 ?D 6 5 5 ? ?855 4 4 78=
B :5 8< 6 <8 =
?8 ?8 4 < 8 86B.?6 A 6
<8 =
?8 ?8 4 < 86B5.5= ?6 8 > 5
?6 ?D 6 5 5 ? ?855 6 > 5 4"4 78=
B :54 < 8 86B5.?6 A 6 > 5 ?8 ?8 4
TRAVEL AT REDUCED SPEED
@ 8<< ::5= ?6 5
5?8 ? ?6 A 4
<? 56 :
A:8> 54 &8 8 5 @ 9 ;
9
; ?8 ? 8 8 >8 57 D54 6 ?D 6 57 ?<? A > ; 8< ?6 ? ::4 8: 9
5.
6A6:; 5?6 A 9
58
? ::5
6 B85 < C@ ? @5 5 8< @?
> :57 4
@ 8<< 6 D ; 5= ?6. 5?8
B :54
" 6 ? @5 5 8<:8= 57
−
AA A9 D 5H
− ?8: B7 @ 26A6
<<
? 78
8B
B
:54
6 ?D 6
55
? 9 =
:8:>5?85 ;34
INTERMITTENT OPERATION
9 78
8B
5 6 B85 7 89 9: ? @5 8< 6 <8::8= A
− ?? : 8 5 8 ?8 5
H
− B FB@B 57
5
?H
− 5@
5 87 <
9@B78 568?DH
−
?5 5. C@ A5 > :7 :?;?:54
9 0 ?8 ?8 5 :58 7 89 9: ? @5 8< 6 <8::8= A
− 5@
5 87 <
9@B78 568?DH
− =8@: 8 5
8B8>
B 54
? 5 5 ?8@: :58 9 6 ? @5 8< B 5 G@5
78
B@5 9 :55 6
86B5 =6 6 B ?8-5= ?6 @ 5 8 4
8B
8 B ?8-5= ?6H 6 78 5 A :
65
$ & 5 < ; < @ 6 7 > 5 6 > 6?: <8B B8> A < 6
7 55 9 <8 6 D ;5= ?6 5 "
5 5= ?6 5 ? > 4
B ; :58 6 >
" 5 < ;< @
?>
9 <8 @ A8 6 D ;5= ?6
?? :
6 7 > 5 6 > 6?: <8B B8> A < 6
? > A 6 5 5= ?64
8 7
:5
0 5= ?6 5
6 > 6?: 5 875 8 5 7
:8 A B78 =6: 8= A 6 >;:8
6 ? ?@ 9 D 6 5 87
87 > B88 8> 6
A
= :: 5 @8B ? ::; < 8 B @ 4 6
5 :58 C@77
= 6
: 6 B :7 8 ? 8 6 ?@9 ?D 6 ?@
@ :6
6 5 ?88: 8= 4
NO MOTION
D 5@ 6 6
?8 B
8 .? ?
5@ <? 5 ?:
?@
: D5
? @5
;H ?6 ?D 6
B :
B :<@ ? 8 4
@ 8 6 D ;5= ?6
5 8<8 = 4 6 ?D >8: A 9 =
, B :8 6 9
;A A .?6 ?D >8: A 9 =
6 > 5
6 9
;A A H <986 J. 7:? 6 0 5= ?64
& 5?8
? ?8 8: B
J.?6 ?D = A8
:5 8 6
7:? 6 5= ?64
54 &@5
6 <8 =
B :
?:5 8 ?
B :
6 , B
?6 ?D ::?8 8:5 A :54 < 5= ?67
6
:8
85 8
@ 6 D ; 5= ?6 8 " . 5?8 ? 78
8B
B :54 6 ?D 6 5 5 ? ?855
B :5 < 8 = 6 6 ?8BB
:B 5. G@5 8 7:? 6 78
8B 4 6 ?D <8
568 5 9 =
78
8B
= 5
> 6?: < B H 5 5 ? 568@:
:5
B A86B4
6 ?D >8: A ?855 78=
B :5H < 8 J.?6 ?D ? ?@ 9 D 8 7:? 6 58: 8 4
@ 88 6 D ;5= ?6
? > 6 5 5= ?64 6 ?D >8: A ?855 6 ?8: B :5H
< 8 J.?6 ?D = A
:8?D 5= ?6 54 6 ?D 5 5 ? ?855 78=
B :5H < 8
86B5. 7:? 6 58: 8 4
<8
7:? A 6
8
6 78=
86BB
6
6 ?D 6 5 5 ?
!" #"
? ?@ 9 D .?6 ?D <8 568 5
6 78= ? ?@
?6 ?D 6
? ?@ @5 A
8
5 4 < 8 5@?6 5 @B
5
6 .@5
A568@: 9 = D 8
?8
5 8 A 6 86 = ;4
?855 6 ? ?@ 9 D 4 < 8 86B5. 7:? 6 ? ?@ 9 D 4
5
*
5?8 ? 9
; J
-.6
J
-4 6 ?D 6
: 8 9 =
J
- B :5 @5 A
8
5 4 < 8 5@?6 5 @B
5 6 .@5
86BB
6
A 568@: 9 = D
8
?8
5 8A
6 86 = ;4 < 6
: 8 5
<? > .6
B@5 9 7:? 4
5
5?8 ? 9
< : <8 87 54
; J
-. 5?8
? 78=
B
:5
?6 ?D 6 B88
B @
MODEL
MANUAL
12 4 4
MultiMode™
MOTOR CONTROLLER
© 2001 CURTIS INSTRUMENTS, INC.
DESIGN OF CURTIS PMC 1200 SERIES
CONTROLLERS PROTECTED BY U.S.
PATENT NO. 4626750.
CURTIS PMC
235 East Airway Boulevard
Livermore, California 94568 USA
Tel: 925-961-1088
Fax: 925-961-1099
www.curtisinst.com
1244 Manual, p/n 16958
Rev. B: January 2001
- 23 -
1244 Manual
p/n 16958, Rev. B: January 2001
© 2001 CURTIS INSTRUMENTS, INC.
CURTIS INSTRUMENTS, INC.
200 KISCO AVENUE
MOUNT KISCO, NEW YORK 10549 USA
☎ 914-666-2971 FAX 914-666-2188
CURTIS PMC
235 EAST AIRWAY BOULEVARD
LIVERMORE, CALIFORNIA 94550 USA
☎ 925-961-1088 FAX 925-961-1099
ADDITIONAL OFFICES located in
Bulgaria, China, England, France, Germany,
India, Italy, Japan, Netherlands, Puerto
Rico, Russia, Sweden, and Switzerland
www.curtisinst.com
- 24 -
2 — INSTALLATION & WIRING: Controller
WIRING: Standard Configuration
Figure 3 shows the typical wiring configuration for most applications. The
interlock switch is typically a seat switch, tiller switch, or foot switch.
Standard Power Wiring
Motor armature winding is straightforward, with the armature’s A1 connection
going to the controller’s B+ bus bar and the armature’s A2 connection going to
the controller’s M- bus bar.
The motor’s field connections (F1 and F2) to the controller are less obvious.
The direction of vehicle travel with the forward direction selected will depend on
MAIN
CONTACTOR
COIL
FORWARD
REVERSE
5 kΩ–0 THROTTLE
(TYPICAL)
MODE SELECT 2
MODE SELECT 1
INTERLOCK
B-
F1
M-
B+
F2
KEYSWITCH
MAIN
CONTACTOR
A
B-
A2
A1
F1
F2
POWER
FUSE
POLARITY
PROTECTION
DIODE
CONTROL
FUSE
B+
Fig. 3 Standard wiring configuration, Curtis PMC 1244 controller.
Curtis PMC 1244 Manual
- 25 -
8
8 — DIAGNOSTICS & TROUBLESHOOTING
8
DIAGNOSTICS AND TROUBLESHOOTING
The 1244 controller provides diagnostics information to assist technicians in
troubleshooting drive system problems. The diagnostics information can be
obtained by observing the appropriate display on the handheld programmer, the
fault codes issued by the Status LED, or the fault display driven by the controller’s
Fault 1 and Fault 2 outputs. Refer to the troubleshooting chart (Table 5) for
suggestions covering a wide range of possible faults.
PROGRAMMER DIAGNOSTICS
The programmer presents complete diagnostic information in plain language.
Faults are displayed in the Diagnostic Menu (see column 2 in the troubleshooting
chart), and the status of the controller inputs/outputs is displayed in the Test
Menu.
Accessing the Diagnostic History Menu provides a list of the faults that have
occurred since the diagnostic history file was last cleared. Checking (and clearing)
the diagnostic history file is recommended each time the vehicle is brought in for
maintenance.
The following 4-step process is recommended for diagnosing and troubleshooting an inoperative vehicle: (1) visually inspect the vehicle for obvious
problems; (2) diagnose the problem, using the programmer; (3) test the circuitry
with the programmer; and (4) correct the problem. Repeat the last three steps as
necessary until the vehicle is operational.
Example: A vehicle that does not operate in “forward” is brought in
for repair.
STEP 1:
Examine the vehicle and its wiring for any obvious problems,
such as broken wires or loose connections.
2: Connect the programmer, select the Diagnostics Menu, and
read the displayed fault information. In this example, the display
shows “No Known Faults,” indicating that the controller has not
detected anything out of the norm.
STEP
STEP 3:
Select the Test Menu, and observe the status of the inputs and
outputs in the forward direction. In this example, the display shows
that the forward switch did not close when “forward” was selected,
which means the problem is either in the forward switch or the switch
wiring.
STEP 4:
Check or replace the forward switch and wiring and repeat the
test. If the programmer shows the forward switch closing and the
vehicle now drives normally, the problem has been corrected.
Curtis PMC 1244 Manual
- 26 -
77
8— DIAGNOSTICS & TROUBLESHOOTING
Table 5 TROUBLESHOOTING CHART
LED
CODE
1,2
PROGRAMMER
LCD DISPLAY
FAULT
CATEGORY
EXPLANATION
POSSIBLE CAUSE
HW FA I L SA FE 1 - 2 - 3
1
self-test or watchdog fault
1. Controller defective.
M - SHOR TED
1
internal M- short to B-
1. Controller defective.
F I E L D OPEN
1
field winding fault
1. Motor field wiring loose.
2. Motor field winding open.
ARM S ENSOR
1
armature current sensor fault
1. Controller defective.
F L D S ENSOR
1
field current sensor fault
1. Controller defective.
THROT T L E FAU L T 1
1
wiper signal out of range
1. Throttle input wire open.
2. Throttle input wire shorted to B+ or B-.
THROT T L E FAU L T 2
1
pot low fault
1. Throttle pot defective.
2. Wrong throttle type selected.
2,2
SRO
3
SRO fault
1. Improper sequence of KSI, interlock, and
direction inputs.
2. Wrong SRO type selected.
3. Interlock or direction switch circuit open.
4. Sequencing delay too short.
2,3
HPD
3
HPD fault
1.
2.
3.
4.
2,4
B B W I R I NG CHECK
1
emergency reverse wiring fault
1. Emergency reverse wire open.
2. Emergency reverse check wire open.
3,1
CON T DRVR OC
1
cont. driver output overcurrent
1. Contactor coil shorted.
3,2
MA I N CONT WE L DED
1
welded main contactor
1. Main contactor stuck closed.
2. Main contactor driver shorted.
3,3
PREC HARGE F AU L T
1
internal voltage too low at startup
1. Controller defective.
2. External short, or leakage path to B- on
external B+ connection.
1,3
2,1
Improper seq. of direction and throttle inputs.
Wrong HPD type selected.
Misadjusted throttle pot.
Sequencing delay too short.
M I S S I NG CON TACTOR
1
missing contactor
1. Any contactor coil open or not connected.
3,4
MA I N CONT DNC
1
main contactor did not close
1. Main contactor missing or wire to coil open.
4,1
LOW B A T TERY VOL TAGE
2
low battery voltage
1. Battery voltage <undervoltage cutback limit.
2. Corroded battery terminal.
3. Loose battery or controller terminal.
4,2
OVERVOL TAGE
2
overvoltage
1. Battery voltage >overvoltage shutdown limit.
2. Vehicle operating with charger attached.
3. Battery disconnected during regen braking.
4,3
THERMA L CUT BACK
2
over-/under-temp. cutback
1.
2.
3.
4.
4,4
ANT I - T I EDOWN
3
Mode 2 or Mode 4 selected at
startup
1. Mode switches shorted to B+.
2. Mode switches “tied down” to select Mode 2
or Mode 4 permanently.
Curtis PMC 1244 Manual
- 27 -
Temperature >85°C or < -25°C.
Excessive load on vehicle.
Improper mounting of controller.
Operation in extreme environments.
78
8 — DIAGNOSTICS & TROUBLESHOOTING
LED DIAGNOSTICS
A Status LED is built into the 1244 controller. It is visible through a window in
the label on top of the controller. This Status LED displays fault codes when there
is a problem with the controller or with the inputs to the controller. During normal
operation, with no faults present, the Status LED flashes steadily on and off. If the
controller detects a fault, a 2-digit fault identification code is flashed continuously
until the fault is corrected. For example, code “3,2”—welded main contactor—
appears as:
¤ ¤ ¤
¤ ¤
(3,2)
¤ ¤ ¤
¤ ¤
(3,2)
¤ ¤ ¤
¤ ¤
(3,2)
The codes are listed in Table 6.
Table 6 STATUS LED FAULT CODES
LED CODES
LED off
solid on
0,1
1,1
1,2
1,3
1,4
2,1
2,2
2,3
2,4
3,1
3,2
3,3
3,4
4,1
4,2
4,3
4,4
EXPLANATION
no power or defective controller
controller or microprocessor fault
¤
¤ ¤
¤ ¤¤
¤ ¤¤¤
¤ ¤¤¤¤
¤¤ ¤
¤¤ ¤¤
¤¤ ¤¤¤
¤¤ ¤¤¤¤
¤¤¤ ¤
¤¤¤ ¤¤
¤¤¤ ¤¤¤
¤¤¤ ¤¤¤¤
¤¤¤¤ ¤
¤¤¤¤ ¤¤
¤¤¤¤ ¤¤¤
¤¤¤¤ ¤¤¤¤
■
controller operational; no faults
[not used]
hardware failsafe fault
M-, current sensor, or motor fault
[not used]
throttle fault
static return to off (SRO) fault
high pedal disable (HPD) fault
emergency reverse circuit check fault
contactor driver overcurrent
welded main contactor
precharge fault
missing contactor, or main cont. did not close
low battery voltage
overvoltage
thermal cutback, due to over/under temp.
anti-tiedown fault
NOTE:
Only one fault is indicated at a time, and faults are not queued up. Refer
to the troubleshooting chart (Table 5) for suggestions about possible causes of the
various faults.
Curtis PMC 1244 Manual
- 28 -
79
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VOLTAGE
NOMINAL BATTERY VOLTAGE, IN VOLTS
4
THRO. DEADBAND
Thr. Neutral deadband % of 5kohms pot
6
M1 DRIVE C/L
MODE 1 DRIVE CURRENT LIMIT, IN AMPS
300
THROTTLE MAX
Thr. Input req`d for 100%PWM %5kohm pot
90
M2 DRIVE C/L
MODE 2 DRIVE CURRENT LIMIT, IN AMPS
300
M1 THRTL MAP
MODE 1 THROTTLE MAP, AS %
30
M3 DRIVE C/L
MODE 3 DRIVE CURRENT LIMIT, IN AMPS
300
M2 THRTL MAP
MODE 2 THROTTLE MAP, AS %
30
M4 DRIVE C/L
MODE 4 DRIVE CURRENT LIMIT, IN AMPS
300
M3 THRTL MAP
MODE 3 THROTTLE MAP, AS %
30
M1 BRAKE C/L
MODE 1 BRAKING CURRENT LIMIT, IN AMPS
150
M4 THRTL MAP
MODE 4 THROTTLE MAP, AS %
30
M2 BRAKE C/L
MODE 2 BRAKING CURRENT LIMIT, IN AMPS
150
FIELD MIN
MIN. FIELD CURRENT, IN AMPS
7
M3 BRAKE C/L
MODE 3 BRAKING CURRENT LIMIT, IN AMPS
150
FIELD MAX
MAX. FIELD CURRENT, IN AMPS
30
M4 BRAKE C/L
MODE 4 BRAKING CURRENT LIMIT, IN AMPS
150
FIELD MAP START
Armature current at wich FIELD MAP takes effect, amps
70
M1 THRT BRK %
MODE 1 THROT. BRAKING, AS % OF BRAKE C/L
50
FIELD MAP
Field Winding Current, as % of Armature Current
50
M2 THRT BRK %
MODE 2 THROT. BRAKING, AS % OF BRAKE C/L
50
CURRENT RATIO
CURRENT RATIO:FACTOR OF 1, 2, 4 OR 8
1
M3 THRT BRK %
MODE 3 THROT. BRAKING, AS % OF BRAKE C/L
50
RESTRAINT
RAMP RESTRAINT: 1 TO 10
3
M4 THRT BRK %
MODE 4 THROT. BRAKING, AS % OF BRAKE C/L
50
LOAD COMP
LOAD COMPENSATION: 0 TO 25
0
M1 ACCEL RATE
MODE 1 ACCELERATION RATE, IN SEC.
4
HPD
HIGH PEDAL DISABLE (HPD) TYPE
1
M2 ACCEL RATE
MODE 2 ACCELERATION RATE, IN SEC.
4
SRO
STATIC RETURN TO OFF (SRO) TYPE
1
M3 ACCEL RATE
MODE 3 ACCELERATION RATE, IN SEC.
4
SEQUENCING DLY
SEQUENCING DELAY, IN SEC.
M4 ACCEL RATE
MODE 4 ACCELERATION RATE, IN SEC.
4
MAIN CONT INTR
MAIN CONTACTOR INTERLOCK: ON OR OFF
2.5
1
ON
DECEL RATE
DECELERATION RATE, IN SEC.
MAIN OPEN DELAY
MAIN CONTACTOR DROPOUT DELAY, IN SEC.
1
M1 BRAKE RATE
MODE 1 BRAKING RATE, IN SEC.
3
WELD CHECK
MAIN CONTACTOR WELD CHECK: ON OR OFF
ON
M2 BRAKE RATE
MODE 2 BRAKING RATE, IN SEC.
3
MAIN CHECK
MAIN COIL OPEN CHECK: ON OR OFF
ON
M3 BRAKE RATE
MODE 3 BRAKING RATE, IN SEC.
3
AUX ENABLE
AUXILIARY ENABLE: ON OR OFF
OFF
M4 BRAKE RATE
MODE 4 BRAKING RATE, IN SEC.
3
EM BRAKE
ELECTROMAGNETIC BRAKE ON OR OFF
OFF
QUICK START
QUICK START THROTTLE FACTOR
1
AUX DELAY
AUXILIARY DRIVER DROPOUT DELAY, IN SEC.
TAPER RATE
Regen brak. Decrease rate when apporch. 0spd,
1/32s
32
AUX CHECK
AUXILIARY COIL OPEN CHECK: ON OR OFF
OFF
M1 MAX SPEED
MODE 1 MAX. SPEED, AS % PWM OUTPUT
40
EM BRAKE DELAY
ELECTROMAGNETIC BRAKE DELAY, IN SEC.
0
M2 MAX SPEED
MODE 2 MAX. SPEED, AS % PWM OUTPUT
100
EM BRAKE CHECK
ELECTROMAG. BRAKE OPEN CHECK: ON OR OFF
OFF
M3 MAX SPEED
MODE 3 MAX. SPEED, AS % PWM OUTPUT
40
REV DRVR CHECK
REVERSE SIGNAL OPEN CHECK: ON OR OFF
OFF
M4 MAX SPEED
MODE 4 MAX. SPEED, AS % PWM OUTPUT
40
CONT PULL IN
CONTACTOR COIL PULL-IN VOLTAGE, AS %
100
M1 CREEP SPEED
MODE 1 CREEP SPEED, AS % PWM OUTPUT
0
CONT HOLDING
CONTACTOR HOLDING VOLTAGE, AS %
100
M2 CREEP SPEED
MODE 2 CREEP SPEED, AS % PWM OUTPUT
0
EMR REV ENABLE
EMERGENCY REVERSE FUNCTION : ON OR OFF
OFF
M3 CREEP SPEED
MODE 3 CREEP SPEED, AS % PWM OUTPUT
0
EMR REV C/L
EMERGENCY REVERSE CURRENT LIMIT, IN AMPS
M4 CREEP SPEED
MODE 4 CREEP SPEED, AS % PWM OUTPUT
0
EMR REC CHECK
EMERGENCY REV. WIRING CHECK : ON OR OFF
OFF
REGEN SPEED
Min. speed for regen braking, as % of vehicle speed
25
ANTI-TIEDOWN
ANTI-TIEDOWN: ON OR OFF
OFF
CTRL MODE
CONTROL MODE
1
FAULT CODE
ON OR OFF
ON
THROTTLE TYPE
THROTTLE TYPE
3
PEDAL INTERLOCK
THREADLE, PB-6, CHECK WIRING
OFF
PRECHARGE
ON OR OFF
ON
+
0
50
!
MANUAL
1204X/1205X
and 1209/1221
MOTOR CONTROLLERS
© 1999 CURTIS INSTRUMENTS, INC.
DESIGN OF CURTIS PMC 1200 SERIES
CONTROLLERS PROTECTED BY U.S.
PATENT NO. 4626750.
CURTIS PMC
235 East Airway Boulevard
Livermore, California 94568 USA
Tel: 925-961-1088
Fax: 925-961-1099
www.curtisinst.com
1204X / 1205X / 1209 / 1221 Manual
p/n 98796, Rev. D: May 1999
- 31 -
OVERVIEW
1
OVERVIEW
Curtis PMC Model 1204X/1205X and 1209/1221 electronic motor speed
controllers are designed to provide smooth, silent, cost-effective control of motor
speed and torque on a wide variety of industrial electric vehicles.
Fig. 1 Curtis PMC
1205X full-feature
electronic motor
controller.
Models 1204X, 1209,
and 1221 have
identical connections.
Like all Curtis PMC 1200 series controllers, the 1204X/1205X and 1209/1221
models offer superior operator control of the vehicle’s motor drive speed. Key
features of these controllers include:
✓
Infinitely variable drive and brake control
✓
Power MOSFET design provides high efficiency (for reduced motor and
battery losses) and silent operation
✓
High pedal disable (HPD) function monitors throttle status during turn-on
and prevents operation until throttle has been returned to neutral [optional
feature]
✓
Thermal protection and compensation circuit provides both undertemperature and overtemperature cutback, as well as steady current limit
throughout the entire operating range
✓
Undervoltage cutback function protects against low battery voltage, including low voltage caused by external loads
More Features ☞
Curtis PMC 1204X/1205X/1209/1221 Manual
- 32 -
1
OVERVIEW
✓
Fault detection circuitry monitors battery, throttle connections, output
transistors, bypass contactor, etc., to prevent runaway conditions
✓
Static return to off (SRO) function requires that forward or reverse selectors
be returned to neutral before output is allowed [optional feature]
✓
Emergency reverse enhances plugging current when “belly-button” is activated on walkie-type applications [optional feature]
✓
Delayed bypass (1A) output drives a bypass contactor [optional feature]
✓
Forward, reverse, and bypass contactor driver outputs are internally protected against shorts in the contactor coils
✓
Simple installation with no adjustments required
✓
Tin-plated solid copper bus bars
✓
Push-on connectors for control wiring
Familiarity with your Curtis PMC controller will help you to install and operate
it properly. We encourage you to read this manual carefully. If you have
questions, please contact the Curtis office nearest you.
☞
CAUTION
Working on electric vehicles is potentially dangerous. You should protect
yourself against runaways, high current arcs, and outgassing from lead acid
batteries:
— Some fault conditions could cause the vehicle to run out of
control. Jack up the vehicle and get the drive wheels off the ground before
attempting these procedures or any other work on the motor control
circuitry.
RUNAWAYS
HIGH CURRENT ARCS — Electric vehicle batteries can supply very high power,
and arcs can occur if they are short circuited. Always open the battery circuit
before working on the motor control circuit. Wear safety glasses, and use
properly insulated tools to prevent shorts.
— Charging or discharging generates hydrogen gas,
which can build up in and around the batteries. Follow the battery
manufacturer’s safety recommendations. Wear safety glasses.
LEAD ACID BATTERIES
Curtis PMC 1204X/1205X/1209/1221 Manual
- 33 -
2
WIRING
3
WIRING
CONNECTIONS: Low Current
Two 1/4" push-on terminals are provided for the throttle inputs. If your
controller has a voltage throttle input, there will be only one throttle terminal.
A 6-pin low power connector molded into the right side of the controller
face provides the low power logic control connections—KSI input, forward/
reverse contactor output, bypass contactor output (optional), emergency reverse
(optional), and forward and reverse inputs.
1
Keyswitch input (KSI)
2
Throttle inputs
F/R contactor output
3
Bypass contactor output
Emergency reverse input
Forward input
Reverse input
Several manufacturers make mating connectors that fit this connector. The part
numbers listed are for the recommended 0.75 mm2 (#18 AWG) vinyl insulated
stranded wire.
MFR
PART NUMBER
DESCRIPTION
AMP
#640426-7
locking, insulation displacement terminals,
wires at right angle to connector
Methode #3300-107-218
locking, insulation displacement terminals
Molex
#09-50-3071
locking, crimp terminals
Panduit
#CE156F18-7
locking, insulation displacement terminals,
wires at right angle to connector
Curtis PMC 1204X/1205X/1209/1221 Manual
- 34 -
11
WIRING
CONNECTIONS: High Current
Four tin-plated solid copper bus bars are provided for the high current connections to the battery and motor.
Negative connection to battery
Output to motor field
Positive connection to battery
and to motor armature
B-
B+
M-
A2
Plug diode to motor armature
The cables used for the battery and motor connections must be heavy enough to
carry the high current required. Rubber insulated welding cable is convenient to
work with because of its flexibility.
Connections to the controller bus bars should be made with lugs suitable for
the cable used, fastened by M8 (5/16") bolts and nuts. When tightening the
bolts, two opposing wrenches should be used. Failure to use the doublewrench technique could cause undue strain to be placed on the internal connections, and could also result in cracked seals around the bus bars.
WIRING: TYPICAL INSTALLATION
Curtis PMC 1204X/1205X/1209/1221 controllers are designed to satisfy the
requirements of material handling applications using series motors. Figure 8 is a
schematic diagram of the installation shown in Figure 7. Wired this way, the
vehicle will plug brake if the direction is changed with the vehicle moving and the
throttle applied. Reversing is accomplished via a forward/reverse changeover
contactor or two single-pole, double-throw (2×SPDT) contactors. Coil suppression diodes should be used on the main and forward/reverse contactors.
KSI Wiring
The keyswitch input (KSI) circuit includes inputs from the keyswitch and from
the various interlocks. The controller KSI is used to turn the controller on and off.
KSI is turned on by connecting it to battery B+. Any positive voltage greater than
about 8 volts will turn on the controller, but usually the full vehicle battery voltage
is used.
In its simplest form, KSI is operated by a keyswitch that turns the vehicle off
and prevents unauthorized use. The keyswitch should also turn off the main
Curtis PMC 1204X/1205X/1209/1221 Manual
- 35 -
12
WIRING
CONTROL WIRING
FUSE
KEYSWITCH
PEDAL
MICROSWITCH
INTERLOCKS
POLARITY
PROTECTION
DIODE
POWER WIRING
FUSE
(*not used with SRO controllers)
*
MAIN
F
R
PRECHARGE RESISTOR
(250 Ω, 5 W)
+
S1
1A BYPASS
R
REVERSE
POTBOX
F
FORWARD
A1
MAIN
A2
S2
F
R
B-
–
B+
M-
A2
KSI
F/R cont. output
Bypass cont. output
Emergency reverse **
FWD input
REV input
1A BYPASS
(**See Figure 10 for
emergency reverse.)
Fig. 8 Basic wiring configuration, Curtis PMC 1204X/1205X/1209/1221 controllers.
contactor and the forward/reverse contactors. This will act as a safety feature by
removing power from the motor control system when the keyswitch is off.
Interlocks (seat switches, battery charger interlocks, etc.) should be wired in
series so that they turn off the controller KSI and the contactors. An SRO
interlock (a seat switch, for example) must be wired in order to implement the
optional SRO feature.
Forward/Reverse Wiring
The forward/reverse wiring schemes described here all assume the power wiring
shown by the heavy lines in Figure 8. Some vehicles, especially those previously
using older, resistor-type controllers, may reverse the motor armature rather than
the field winding. Be careful if you are replacing this type of controller. When
using the Curtis PMC controller it is essential that the field be reversed and
that the armature be connected directly to the controller’s B+ and A2
terminals, because the plug diode inside is connected to these terminals.
Curtis PMC 1204X/1205X/1209/1221 Manual
- 36 -
13
MAINTENANCE & ADJUSTMENT
4
MAINTENANCE & ADJUSTMENT
Curtis PMC 1204X/1205X/1209/1221 controllers and potboxes require only
minimal maintenance if properly installed. NOTE: The controllers are sealed and
thus are not field serviceable.
CONTROLLER
Maintenance
☞
CAUTION
It is recommended that the following two steps be performed occasionally. First
remove power by disconnecting the battery, and discharge the capacitors in
the controller (with a light bulb or a 2–10 Ω, 25 W resistor connected for a few
seconds across B+, B-). Follow good safety practices: get the vehicle drive wheels
off the ground, wear safety glasses, and use insulated tools (see page 2).
1. Make sure the electrical connections to the controller (and to the motor,
contactors, etc.) are tight. When checking the controller bus bar connections for tightness, use two opposing wrenches. This double-wrench
technique will help avoid putting stress on the bus bars, which could
crack the seals. Always use insulated wrenches.
2. Inspect all seals at the front and back of the controller. If necessary, use
a moist rag to wipe these areas clean enough so that you can see the seals.
Look for cracks and other signs of seal damage.
If the seals are intact, clean the controller thoroughly either by
washing it off or by wiping it clean with a moist rag. Power must not be
reapplied until the controller terminal area is completely dry.
If the seals have been damaged, there are several possible causes.
Perhaps the double-wrench technique was not used when the cables were
installed. Perhaps the vehicle’s environment requires that the controller
be better protected: either by mounting it in a different location, or by
installing a protective cover.
Damaged seals can lead to faulty operation. We strongly recommend replacing controllers that have faulty seals.
Adjustment
Some controllers allow adjustment of the plug braking current, current limit, and
acceleration rate settings. The adjustment pots on these models are located as
shown in Figure 16.
Curtis PMC 1204X/1205X/1209/1221 Manual
- 37 -
22
MAINTENANCE & ADJUSTMENT
Fig. 16 Adjustment pots.
CURRENT LIMIT ADJUST
(CCW = lower current limit)
PLUG CURRENT ADJUST
(CW = higher plug current)
ACCELERATION RATE ADJUST
(CW = faster acceleration)
Use the following adjustment procedure. The keyswitch should be off during
adjustment.
1. Remove the socket head screw (1/8" Allen) for the adjustment you
want to make.
2. Adjust the internal potentiometer using a small insulated screwdriver
(available from Curtis).
3. Replace the socket head screw and nylon seal washer. To prevent
stripping, do not over-tighten.
POTBOX
Maintenance
Potbox maintenance is similar to controller maintenance: inspect for integrity of
connections and mounting, and clean (with a moist rag) as required.
Adjustment
Curtis PMC potboxes are factory set and rarely require user attention. To test and
adjust, connect an ohmmeter to the potbox wires and use this procedure:
1. With the spring holding the lever arm against the return stop, the
resistance should be less than 50 ohms. Slowly move the lever. If the
resistance abruptly starts to increase when the lever is 3 mm (1/8") from
the stop (1.5 mm [1/16"] for potboxes without the microswitch), no
adjustment is needed.
Curtis PMC 1204X/1205X/1209/1221 Manual
- 38 -
23
MAINTENANCE & ADJUSTMENT
2. If adjustment is required, loosen the screw holding the lever on the pot
shaft. Use a screwdriver to rotate the pot shaft slightly with respect to
the lever. Recheck the point at which the resistance starts to increase
and continue making adjustments until the increase starts at 3 mm
(1/8") [at 1.5 mm (1/16") for potboxes without the microswitch].
When adjustment is correct, tighten the screw holding the lever on the
pot shaft, then recheck to see that this action did not disturb the
adjustment. Make sure that the lever is still seated down on the pot shaft
below the slight bevel on the end of the shaft.
3.
Check the resistance with the lever pushed all the way to the other stop.
It should be between 4500 and 5500 ohms. If it is outside this range,
the potbox is faulty and should be replaced.
4.
For potboxes equipped with a microswitch, check for correct switch
operation. Use an ohmmeter, or simply listen for the slight click the
switch makes. It should operate when the lever is 1.5 mm (1/16") from
the return stop. If it does not, adjust by loosening the two screws
holding the slotted microswitch mounting plate to the stop spacers and
moving the plate. Recheck the switch operating point after tightening
the screws.
Curtis PMC 1204X/1205X/1209/1221 Manual
- 39 -
24
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