1223, 1225, 1227 - Manual PDF
1223, 1225, 1227 - Manual PDF
1223, 1225, 1227 - Manual PDF
12 2 3 / 3 3
12 2 5 / 3 5
12 2 7 / 3 7
MultiMode™
MOTOR CONTROLLERS
CURTIS PMC
235 East Airway Boulevard 1223/33, 1225/35, 1227/37 Manual
Livermore, California 94568 USA p/n 16879, Rev. B: September 2000
Tel: 925-961-1088
Fax: 925-961-1099
www.curtisinst.com
1223/33, 1225/35, 1227/37 Manual
p/n 16879, Rev. B: September 2000
If you would like a hard copy of the published manual, please order it by part number from
the Curtis office nearest you.
The electronic version of the manual is identical to the printed version published in May
1996 (Rev. A) with the following exceptions:
Bookmarks have been added to the electronic version to speed the process of going directly
to a particular part of the document.
CONTENTS
1. OVERVIEW ....................................................................... 1
8. MAINTENANCE ............................................................ 66
FIGURES
FIG. 13: Effect of speed limit pot position on speed curves ............. 21
FIG. 17: Examples of speed curves with the speed limit pot
in its maximum speed position ........................................ 30
FIG. 18: Examples of speed curves with the speed limit pot
in its minimum speed position ........................................ 31
TABLES
1
OVERVIEW
The corresponding
123X models (1233,
1235, and 1237) are
externally identical to
the 122X models but
have additional built-
in features.
Like all Curtis PMC motor controllers, this family offers superior operator
control of the vehicle’s motor drive speed. Features include:
✓ Full bridge power MOSFET design, providing
• infinitely variable forward, reverse, drive, and brake control
• silent high frequency operation
• high efficiency
✓ Programmability through the 1307 handheld programmer
✓ Complete diagnostics through the 1307 programmer and Status LED
✓ Full compliance with all applicable international standards and TÜV re-
quirements
✓ Available for single-ended or wigwag 5kΩ potentiometer throttles and 0–5V
throttles (both standard full stroke and restricted range)
✓ MultiMode™ input selects between two different operating modes, thus
allowing optimization of vehicle characteristics for different driving condi-
tions (for example, indoor/outdoor)
✓ Speed limit input provides linear variable speed limiting with an external pot
✓ Improved linear acceleration and deceleration with softened response for
smooth operation
✓ Current limiting in both driving and regenerative braking modes; increased
regen braking current limit available for applications requiring enhanced
braking
✓ Load compensation stabilizes speed on ramps and over obstacles
✓ High pedal disable (HPD) function monitors status of the throttle during
turn on and prevents operation until the throttle has been returned to neutral
✓ Key off decel function provides a controlled deceleration if the keyswitch is
turned off while driving
✓ Comprehensive fault detect monitors main contactor, output stage, throttle
demand vs. output, etc., and disables the drive functions if any conditions are
outside specified limits
✓ ISO 7176 compliant throttle fault detection circuitry shuts off controller if
throttle pot signal goes out of range for any reason
✓ Optional missing brake detector forces neutral in the event of an open brake
circuit
✓ Anti-rollback/anti-roll-forward circuitry sets brake delay according to speed
and direction for improved braking response and minimized rollback on
hills, etc.
More Features ☞
✓ Current limited brake driver protects the controller from shorts in the brake
or its wiring; this low side output driver can also be programmed to enable
a side broom or brush contactor, hour meter, etc.
✓ Brake PWM allows the brake driver to be programmed to a reduced holding
voltage
✓ Reverse output drives a piezo beeper (customer-supplied) in reverse
✓ “Push” input electrically releases brake for key-on pushing (requires that the
vehicle be stopped first)
✓ “Push-Too-Fast” feature guards against unpowered vehicle runaway by
powering up and shorting the motor to limit the speed of the vehicle
✓ Inhibit input disables the controller and puts the vehicle in a safe state during
charging, etc.
✓ Power saver deactivates the main relay after 25 seconds and the entire
controller after 25 minutes of non-operation
✓ Undervoltage cutback function protects against operation at low battery
voltage
✓ Overvoltage shutdown function disables the controller and protects against
failure due to excessive battery voltages
✓ Thermally protected and compensated for stable output and overtemperature
protection
✓ Reverse polarity protected (battery input)
✓ Momentary switch input option with integral LED drivers allows use of
membrane power enable, direction, and mode switches
✓ SRO input sequencing options [123X models only]
✓ Emergency reverse (belly button) input causes rapid transition to
reverse [123X models only]
✓ Programmable high side driver output for brake light, belly button check,
hour meter, brush contactor, etc. [123X models only]
Familiarity with your Curtis PMC controller will help you install and operate it
properly. We encourage you to read this manual carefully. If you have questions,
please contact the Curtis office nearest you.
1 current depends on voltage and model; maximum listed ✓ 2 brake output is programmable
✓ 3 123X series only
2
INSTALLATION AND WIRING
Installation and wiring instructions are presented separately for the 1223/33
controllers, 1225/35 controllers, and 1227/37 controllers. The three individual
installation and wiring sections are followed by common sections that cover
throttle wiring, auxiliary driver output options, and switches and other hardware.
CAUTION
☞ Working on electric vehicles is potentially dangerous. You should protect
yourself against runaways, high current arcs, and outgassing from lead acid
batteries:
RUNAWAYS — Some conditions could cause the vehicle to run out of control.
Disconnect the motor or jack up the vehicle and get the drive wheels off the
ground before attempting any work on the motor control circuitry. NOTE: If
the wrong combination of throttle and switch styles is selected with the
handheld programmer, the vehicle may suddenly begin to move.
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.
1223/33 CONTROLLERS
1223/33 Installation
The controller can be oriented in any position, but the location should be
carefully chosen to keep the controller clean and dry. If a clean, dry mounting
location cannot be found, a cover must be used to shield the controller from
water and contaminants.
The outline and mounting hole dimensions for the 1223/33 controllers are
shown in Figure 2. The controller can be mounted by the top of the heatsink or
by means of the four mounting holes at the corners of the circuit board.
Fig. 2 Mounting
146 (5.75)
dimensions, Curtis PMC
138 (5.45)
1223/33 controllers.
B+
104
B-
(4.10)
96.5
42 (3.80)
(1.65) M2
M1
17.1
(0.67)
39
(1.53)
Mounting the controller via the tapped holes in the heatsink is the preferred
method and requires M4 screws. If the controller is mounted via the circuit
board, care should be taken to ensure that no conductive hardware overlaps the
copper planes at the power connect end of the board. Additionally, at least 6 mm
(1/4") clearance should be provided below the bottom of the circuit board to
prevent shorts to any of the thru-hole connections.
In either case the heatsink should be attached to at least a 100 × 125 × 3 mm
(4" × 5" × 1/8") aluminum plate or its equivalent to obtain the rated currents.
16 15 14 13 12 11 10 9
8 7 6 5 4 3 2 1
A 4-pin low power connector is provided for the handheld 1307 programmer.
The mating cable can be ordered as a separate part: Curtis PMC p/n 16185.
DIRECTION/ MULTI
KSI REVERSE HORN
MODE
R H
BRAKE 16 15 14 13 12 11 10 9
LIGHT
8 7 6 5 4 3 2 1
POWER
FUSE
PROGRAM 1
DRIVER PUSH POT LO POT HI
B+ SPEED POT
BRAKE + INHIBIT LIMIT WIPER
B+
B- B- Battery
Voltage R
24V 1.5 kΩ, 0.5 W
SPEED
LIMIT
POT
* (100 kΩ)
BRAKE
INHIBIT
DIRECTION/ MULTI
KSI REVERSE HORN
MODE
R R R H
BRAKE 16 15 14 13 12 11 10 9
LIGHT
8 7 6 5 4 3 2 1
POWER
FUSE
PROGRAM 1
DRIVER PUSH POT LO POT HI
B+ SPEED POT
BRAKE + INHIBIT LIMIT WIPER
B+
B- B- Battery
Voltage R
24V 1.5 kΩ, 0.5 W
SPEED
LIMIT
POT
* (100 kΩ)
BRAKE
INHIBIT
1225/35 CONTROLLERS
1225/35 Installation
The outline and mounting hole dimensions for the 1225/35 controllers are
shown in Figure 5.
Fig. 5 Mounting
148 (5.83) 4.57 (0.180) dia.,
dimensions, Curtis PMC 4 plcs
1225/35 controllers.
116
(4.58)
127
(5.0)
159 (6.25)
48
(1.88)
The 1225/35 controller can be oriented in any position. To ensure full rated
output power, the controller should be positioned so that the maximum available
airflow travels across its ribs. Fasten the controller to a secure mounting bracket
or other surface, using the four mounting holes provided. Be sure to allow easy
access to the controller’s connection face so that the 1307 handheld programmer
can be plugged into the controller after it is installed.
The 1225/35 case is designed to meet the IP54 seal requirements for
environmental protection against dust and water splash. However, it is neverthe-
less recommended that the controller be mounted in a clean and dry location.
16 15 14 13 12 11 10 9
8 7 6 5 4 3 2 1
A 4-pin low power connector is provided for the handheld 1307 programmer.
The mating cable can be ordered as a separate part: Curtis PMC p/n 16185.
16-pin detail:
KEY 16 15 14 13 12 11 10 9
R H SWITCH
BRAKE 8 7 6 5 4 3 2 1
LIGHT
PROGRAM 1
DRIVER PUSH POT LO POT HI
SPEED POT
BRAKE + INHIBIT LIMIT WIPER
CONTROL
FUSE
Battery
Voltage R
POWER
A FUSE
24V 1.5 kΩ, 0.5 W
M2 M1 B+ 36V 2.4 kΩ, 1 W
B- B+ 5 kΩ POT
THROTTLE
B-
SPEED
LIMIT
* POT
(100 kΩ)
BRAKE
INHIBIT
16-pin detail:
PROGRAM 2 POWER BELLY
POWER MULTI BELLY DRIVER ENABLE FORWARD BUTTON
PUSH
ENABLE DIRECTION MODE BUTTON HORN
DIRECTION/ MULTI
KSI REVERSE HORN
MODE
KEY 16 15 14 13 12 11 10 9
R R R H SWITCH
BRAKE 8 7 6 5 4 3 2 1
LIGHT
PROGRAM 1
DRIVER PUSH POT LO POT HI
CONTROL SPEED POT
FUSE BRAKE + INHIBIT LIMIT WIPER
Battery
Voltage R
POWER
A FUSE
24V 1.5 kΩ, 0.5 W
M2 M1 B+ 36V 2.4 kΩ, 1 W
B- B+ 5 kΩ POT
THROTTLE
B-
SPEED
LIMIT
* POT
(100 kΩ)
BRAKE
INHIBIT
1227/37 CONTROLLERS
1227/37 Installation
The 1227/37 controller can be mounted in any position, but the location should
be carefully chosen to keep the controller clean and dry. If a clean, dry
mounting location cannot be found, a cover must be used to shield the
controller from water and contaminants.
The outline and mounting hole dimensions for the 1227/37 controllers are
shown in Figure 8. To ensure full rated output power, the controller should be
fastened to a clean, flat metal surface with three screws.
Although not usually necessary, a thermal joint compound can be used to
improve heat conduction from the case to the mounting surface.
Fig. 8 Mounting
dimensions, Curtis PMC 165 (6.50)
1227/37 controllers. 127 (5.00) 22 (0.85)
28 (1.1)
Status LED
122
(4.80)
CL 66 (2.6)
21 × 16 × 1.5
(0.83 × 0.63 × 0.06);
8.4 (0.33) dia. hole thru
65
(2.56)
4.8 (0.19)
16 15 14 13 12 11 10 9
8 7 6 5 4 3 2 1
A 4-pin low power connector is provided for the handheld 1307 programmer.
The mating cable can be ordered as a separate part: Curtis PMC p/n 16185.
DIRECTION/ MULTI
KSI REVERSE HORN
MODE
R H
BRAKE 16 15 14 13 12 11 10 9
LIGHT
8 7 6 5 4 3 2 1
MAIN PROGRAM 1
DRIVER PUSH POT LO POT HI
* SPEED POT
BRAKE MAIN INHIBIT LIMIT WIPER
5 kΩ POT
THROTTLE
M- A2
SPEED
B- B+ LIMIT
POT
(100 kΩ)
Battery
Voltage R
INHIBIT
POWER 24V 1.5 kΩ, 0.5 W
FUSE
36V 2.4 kΩ, 1 W
B+
MAIN
48V 3.2 kΩ, 2 W
A
B-
the power enable function is performed by the keyswitch and a power enable
switch is not used.
DIRECTION/ MULTI
KSI REVERSE HORN
MODE
R R R H
BRAKE 16 15 14 13 12 11 10 9
LIGHT
8 7 6 5 4 3 2 1
MAIN PROGRAM 1
DRIVER PUSH POT LO POT HI
* SPEED POT
BRAKE MAIN INHIBIT LIMIT WIPER
5 kΩ POT
THROTTLE
M- A2
SPEED
B- B+ LIMIT
POT
(100 kΩ)
Battery
Voltage R
INHIBIT
POWER 24V 1.5 kΩ, 0.5 W
FUSE
36V 2.4 kΩ, 1 W
B+
MAIN
48V 3.2 kΩ, 2 W
A
B-
THROTTLE WIRING
The 1223/33, 1225/35, and 1227/37 controllers are programmable to suit a
variety of throttles. If the throttle you are planning to use is not covered, contact
the Curtis office nearest you.
Mounting dimensions are provided in Appendix B for the standard 5kΩ,
3-wire throttle potentiometer (manufactured for Curtis PMC by Clarostat), the
Curtis PMC potboxes and footpedals, and the electronic throttle ET-1XX
(manufactured for Curtis by Hardellet).
For information on programming various throttle parameters, see Section 3:
Programmable Parameters; the throttle parameters are on pages 33–39.
0–5V Throttle
A 0–5V throttle input can be used instead of a pot, as shown in Figure 11. The
controller can be programmed to be compatible with single-ended, wigwag, or
inverted wigwag style throttles (see page 33). These throttle styles are defined in
Table 2 (page 19). With a wigwag or inverted wigwag 0–5V input, the throttle
output voltage must be 2.5 V (± deadband) in neutral and a 4.7kΩ, 0.25W
resistor must be added between the pot high and pot low pins. A resistor is not
required with a single-ended 0–5V input.
Voltage throttles with less than 5 V total voltage change over the full stroke
can be accommodated by programming the controller for reduced-range throttle
inputs, via the throttle gain parameter (see page 37).
8 7 6 5 4 3 2 1
+
4.7kΩ, 0.25W
-
B- PIN KEY
Single-Ended Zero speed at any resistance less than 400 Ω (0.4 V).
Controller output increases as resistance increases in
the selected direction. Maximum output is reached at
4.8 kΩ (4.8 V).
16 15 14 13 12 11 10 9
8 7 6 5 4 3 2 1
WHT/
GRN PIN KEY
WHT/BRN
Pin 15 KSI Input
B- Pin 13 Direction/Reverse
GREEN Pin 12 Forward
ORANGE Pin 2 0–5V Input
B-
BLACK
BLACK/WHITE
WHITE
connector
only for controllers that require separate inputs
for forward and reverse (Direction Input Type “2”)
MODE 2 OPERATION
M2 M2 M2
100 max 100 max 100 max
90 90 90
PWM OUTPUT (percent)
MODE 1 OPERATION
100 100 100
90 90 90
PWM OUTPUT (percent)
80 80 80
70 70 70
M1 M1 M1
60 max 60 max 60 max
50 50 50
40 40 40
30 30 30
20
M1 20
M1 20
M1
min min min
10 10 10
0 0 0
0 50 100 0 50 100 0 50 100
THROTTLE (percent) THROTTLE (percent) THROTTLE (percent)
Speed limit pot in maximum speed position Speed limit pot halfway Speed limit pot in minimum speed position
The speed limit pot also limits the vehicle’s reverse speed. Reverse speed is
linearly proportional to the speed limit pot setting and is adjustable from the
Mode 1 minimum speed (speed limit pot in its minimum speed position) to the
programmed maximum reverse speed (speed limit pot in its maximum speed
position).
If a speed limit pot is not used, the speed limit input (Pin 4) can be jumpered
to the pot high input, as shown in Figure 14. In this configuration, the vehicle
speed at full throttle is defined by the programmed maximum speed. If no
jumper is used, the vehicle speed at full throttle will be limited to the pro-
grammed minimum speed, which by default will also apply to reverse.
Fig. 14 Wiring of speed
limit input to enable
16 15 14 13 12 11 10 9
maximum speed when no
speed limit pot is used. 8 7 6 5 4 3 2 1
PIN KEY
If a speed limit pot will never be used in the application, the controller can
be factory-configured without the speed limit feature (see Section 4), and the
jumper will not be required. With such a controller, the vehicle speed at full
throttle is defined by the programmed maximum speed, and it is possible to
program the reverse speed to a lower value if so desired.
Program 2
The program 2 parameter configures a high side driver output at Pin 16 on the
123X-series controllers (1233, 1235, 1237). This driver can be programmed to
drive an hour meter, belly button check output, sweeper/scrubber brush motor
contactor, brake light, etc. It can also be configured to perform a BB wiring check
(see below). The program 2 driver is rated at 2 amperes and is not short circuit
protected. See Section 3 for details on configuring this output.
B-
16 15 14 13 12 11 10 9 PIN KEY
Push Switch
The push switch releases the electromagnetic brake electrically, thus precluding
the necessity for a mechanical brake release. Activating the push input inhibits the
controller’s drive functions until the push switch is turned off. The push-too-fast
feature limits the speed at which the vehicle can be pushed by shorting the motor
if the push speed exceeds the preset threshold. NOTE: The controller must be
connected to the batteries in order to use the push feature.
Inhibit
The inhibit input can be used to inhibit controller operation for any reason.
Typically it is used during battery charging, as shown in Figure 16. The inhibit
input overrides all other controller inputs and is active when low (i.e., when
within 1.0 V of B-). The input can be left floating when not engaged; it does not
need to be pulled high.
Fig. 16 Wiring to inhibit
to controller B-
operation during battery 16 15 14 13 12 11 10 9
B-
charging.
8 7 6 5 4 3 2 1
to controller B+
B+
POWER
FUSE
PIN KEY
Pin 6 Inhibit
+ -
BATTERY
CHARGER
If momentary switches are being used, the controller will drive the LEDs
from an internal source. If on/off switches are used, the Direction LED and
Mode Indicator LED are powered directly from the switches and only the Status
LED is driven by the controller.
If indicator LEDs are used, they should be installed with the proper resistors
in series. The controller’s LED drivers are capable of providing a maximum
current of 30 mA. The recommended resistors — designed to limit driver current
to 15 mA when active — are listed in Table 3.
Horn
The controller’s horn driver — Pin 9 — is designed to drive a piezoelectric horn.
The horn sounds a warning when the reverse direction is selected (a series of beep
tones) and when the throttle autocalibration feature is being used (a constant
tone).
The horn driver provides a maximum current of 30 mA. Using a horn with
a higher current requirement will damage and disable the driver.
Main Contactor
An external main contactor is required with the 1227/37 controllers, and is shown
in their wiring diagrams (Figures 9 and 10). A heavy-duty single-pole, single-
throw (SPST) contactor with silver-alloy contacts is recommended, such as an
Albright SW80 or SW180. This contactor does not require an external precharge
resistor, because of the controllers’ built-in precharging feature.
3
PROGRAMMABLE PARAMETERS
Acceleration/Deceleration Parameters
Acceleration Rate, M1/M2
Forward Deceleration Rate, M1/M2
Reverse Deceleration Rate, M1/M2
Speed Parameters
Maximum Speed, M1/M2
Minimum Speed, M1/M2
Reverse Speed
Creep Speed
Emergency Reverse Speed
Throttle Parameters
Throttle Type
Direction Change Input Type
Throttle Autocalibration
Throttle Deadband
Throttle Gain
Ramp Shape (Static Throttle Map)
Current Limit Parameters
Main Current Limit, M1/M2
Emergency Reverse Current Limit
Calibration 5: Regen Current Limit Boost
Output Driver Parameters
Program 1 Auxiliary Driver
Program 2 Auxiliary Driver
Program 4: Brake Holding Voltage
Fault Parameters
High Pedal Disable (HPD)
Static Return to Off (SRO)
Other Parameters
IR Compensation, M1/M2
Calibration 4: IR Stiffness
Acceleration/Deceleration Parameters
M1 ACCEL RATE [default access: User]
M2 ACCEL RATE [default access: User]
The acceleration rate defines the time it takes the controller to accelerate from
0% output to 100% output. A larger value represents a longer acceleration time
and a gentler start. Fast starts can be achieved by reducing the acceleration time,
i.e., by adjusting the accel rate to a smaller value. The accel rate is adjustable from
0.2 seconds to 3.0 seconds. The recommended range is 0.5–3.0 seconds, with
accel rates less than 0.5 seconds allowed for abrupt acceleration under special
circumstances.
Speed Parameters
M1 MAX SPEED [default access: OEM]
M2 MAX SPEED [default access: OEM]
The maximum speed parameter defines the maximum controller output at full
throttle with the speed limit pot in its maximum speed position. For example, if
Mode 1 Maximum Speed is set at 60% and the speed limit pot is in its maximum
speed position, the controller will provide 60% output at full throttle in Mode 1.
NOTE: If a speed limit pot is not used, the maximum speed parameter is not
applicable unless Pin 4 is jumpered to Pin 1 (see page 22).
In the examples shown in Figure 17, the maximum speed parameter is set at
100% in Mode 2 and at 60% in Mode 1. The speed curves are straight lines in
these examples because we are assuming a 50% ramp shape setting. The throttle
response is not necessarily linear; see ramp shape parameter (page 38).
Fig. 17 Examples of
100
speed curves with the M2 MAXIMUM SPEED
(set at 100%)
speed limit pot in its 90
maximum speed position. 80
PWM OUTPUT (percent)
70
60 M1 MAXIMUM SPEED
(set at 60%)
50
40
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100
THROTTLE (percent)
The speed interlocks (see Section 4) ensure that Mode 2 is by definition the
faster of the two modes. The M1 Maximum Speed cannot be set higher than the
M2 Maximum Speed.
a speed limit pot is not used, the minimum speed parameter defines the maximum
controller output at full throttle unless Pin 4 is jumpered to Pin 1 (see page 22).
If the Pin 4–1 jumper is used, the maximum speed parameter defines the
maximum controller output at full throttle and the minimum speed parameter is
not applicable.
In the examples shown in Figure 18, the minimum speed parameter is set at
50% in Mode 2 and at 20% in Mode 1. The speed curves are straight lines in
these examples because we are assuming a 50% ramp shape setting. The throttle
response is not necessarily linear; see ramp shape parameter (page 38).
Fig. 18 Examples of
100
speed curves with the
speed limit pot in its 90
minimum speed position. 80
PWM OUTPUT (percent)
70
60
50 M2 MINIMUM SPEED
(set at 50%)
40
30
20 M1 MINIMUM SPEED
(set at 20%)
10
0
0 10 20 30 40 50 60 70 80 90 100
THROTTLE (percent)
The speed interlocks (see Section 4) ensure that the minimum speed is set
lower than the maximum speed in each mode (M1 Min Speed < M1 Max Speed,
and M2 Min Speed < M2 Max Speed).
Fig. 19 Example of
reverse speed curve with 100
60
50
40 REVERSE SPEED
(set at 40%)
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100
THROTTLE (percent)
Throttle Parameters
CAUTION
☞ It is strongly recommended that the throttle type and
direction parameters be adjusted only when the controller
is in a bench test setup. Changing these parameters while the
controller is installed in the vehicle could result in vehicle
runaway. If, for example, the throttle is a wigwag and the
throttle type parameter is changed from wigwag to single-
ended, the vehicle will register a throttle input and begin to
move without any operator control. If it is necessary to adjust
the throttle parameters with the controller in the vehicle, the
vehicle drive wheels should be jacked up until the mechanical
throttle, the programmed throttle type, and the programmed
direction type all match.
0 ✓ ✓ wigwag
1 ✓ ✓ inverted wigwag
20% Deadband
15% Deadband
8% Deadband
KEY: Notes: Voltages shown are at the pot wiper relative to B-.
Neutral 0% 100% Voltages are relative to a nominal 5kΩ pot.
Deadband output output
values shown in Figure 20 will hold true for any potentiometer value within the
allowed 4.5 kΩ to 7.0 kΩ range.
V100% = VDB + (Gain%) (4V) (1−DB%) V100% = VDB ± (0.5) (Gain%) (4V) (1−DB%)
KEY: Notes: Voltages shown are at the pot wiper relative to B-.
Neutral 0% 100% Voltages are relative to a nominal 5kΩ pot.
Deadband output output
throttle is used, the throttle gain parameter sets the pot wiper resistance required
to produce 100% output in both forward and reverse: the wiper voltage required
for full forward output is decreased, and the wiper voltage required for full reverse
output is increased.
NOTE: The throttle characteristics are defined in terms of wiper voltage
rather than throttle pot resistance because of the range of pot values that can be
used and the variation between pots of the same value. The voltage values shown
in Figure 21 will hold true for any potentiometer value within the allowed 4.5 kΩ
to 7.0 kΩ range.
60 20%
50
40
30
CREEP
SPEED
20 (0)
10
0
0 10 20 30 40 50 60 70 80 90 100
THROTTLE (percent)
Changing either the maximum speed setting or the creep speed setting
changes the output range of the controller. Ramp shape output is always a
percentage of the output range (the range between the creep speed and maximum
speed settings).
Ramp shapes with the creep speed setting raised from zero to 10% are shown
in Figure 23.
Fig. 23 Ramp shape
100
(throttle map) for control- MAXIMUM SPEED (100%)
RAMP SHAPE
90
ler with maximum speed 70%
60%
set at 100% and creep 80
50%
speed set at 10%. 70 40%
30%
PWM (percent)
60 20%
50
40
30
20
10
CREEP SPEED (10%)
0
0 10 20 30 40 50 60 70 80 90 100
THROTTLE (percent)
In Figure 24, the creep speed is kept at 10% and the maximum speed setting
is dropped from 100% to 60%.
Fig. 24 Ramp shape
100
(throttle map) for control- RAMP SHAPE
90
ler with maximum speed 70%
60%
set at 60% and creep speed 80
50%
set at 10%. 70 MAXIMUM SPEED 40%
(60%)
30%
PWM (percent)
60 20%
50
CREEP SPEED
40 (10%)
30
20
10
0
0 10 20 30 40 50 60 70 80 90 100
THROTTLE (percent)
In all cases, the ramp shape number is the PWM output at half throttle, as a
percentage of its full range. In Figure 24, for example, the 50% ramp shape gives
35% PWM output at half throttle (halfway between 10% and 60%). The 30%
ramp shape gives 25% PWM at half throttle (30% of the range {which is 50%,
from 10% to 60%}, starting at 10% output, or {[.30 × 50%] + 10%} = 25%).
0 N/A N/A
Fault Parameters
HIGH PEDAL DIS [default access: OEM]
The high pedal disable (HPD) feature prevents the vehicle from moving if the
controller is turned on with the throttle applied. The HPD parameter allows
HPD to be enabled or disabled with the programmer. When programmed On,
HPD is active and controller output is inhibited if a throttle input greater than
the throttle deadband exists before power is applied to the controller. If HPD is
programmed Off, this protection feature is disabled and when the keyswitch (and
power enable switch, if used) is turned on the controller output will accelerate
normally to the commanded speed. NOTE: To meet TÜV requirements, the HPD
feature must be programmed On.
Other Parameters
M1 IR COEFF [default access: OEM]
M2 IR COEFF [default access: OEM]
IR compensation is a method by which the controller maintains a constant vehicle
speed despite changes in motor loading. The IR speed coefficient parameter
adjusts how aggressively the controller tries to maintain constant speed under
changing load conditions. This parameter should be set at or below the resistance
(in milliohms) of the traction drive motor system including motor wiring and
connections. The IR speed coefficient should never be set higher than this value,
because jerky and uncomfortable or unsafe operation could result. The IR speed
coefficient is adjustable down to 0, with 0 equaling no IR compensation.
4
OEM-SPECIFIED PARAMETERS
(SET AT FACTORY)
Speed Parameters
SPEED INTERLOCKS
The speed interlocks prevent the speed parameters from being inadvertently
programmed to give abnormal operating characteristics.
The following relationships are ensured by the speed interlocks.
The minimum speeds can never be set higher than the corresponding
maximum speeds:
• M1 Min Speed cannot be set higher than M1 Max Speed
• M2 Min Speed cannot be set higher than M2 Max Speed
Reverse speed, which applies in both modes, must be within the Mode 1
speed range, and can never be lower than 25%:
• Reverse Speed must be set between M1 Min Speed
and M1 Max Speed
• Reverse Speed can never be set at less than 25%.
controller responds as if the speed limit pot is at its minimum speed position) until
the wiper wiring is repaired. No error code is given, either in the Diagnostics
Menu of the 1307 programmer or by the Status LED. However, this fault can be
verified by selecting the Test Menu and observing the speed limit pot value as the
pot position is changed. If the speed limit pot value does not change as the pot
is rotated through its range, a wiring problem may exist and the speed limit pot
wiring should be checked. If a speed limit pot will never be used in the application,
this fault check should be disabled at the factory.
OEM specifies ➤ Enable: Yes or No Default setting ➤ Enabled
Fault Parameters
MAIN CONTACTOR FAULT CHECK
The main contactor fault function checks for proper operation of the main
contactor and the controller’s contractor coil driver. If a welded contactor,
missing or shorted contactor coil, or failed contactor coil driver is detected, the
controller will inhibit output to the motor and flash the Hardware Failsafe 3 error
code (3,3) via the Status LED. In applications for which these fault checks are
undesirable and not required, the main contactor fault function can be disabled
at the factory. However, it should be noted that this function is required to meet
TÜV regulations.
OEM specifies ➤ Enable: Yes or No Default setting ➤ Enabled
OVERVOLTAGE
Overvoltage can occur if the battery pack disconnects or the power fuse opens
during regen braking. Controller operation resumes when the voltage is brought
under the overvoltage limit. Overvoltage protection is designed to protect the
controller from damage during brief periods of overvoltage. (NOTE: Attempts to
operate the controller for extended periods in an overvoltage condition—such as
trying to drive the vehicle with the charger attached and charging—will damage
it.) The controller can be configured to short the motor or to let it coast in the
event of overvoltage. The recommended setting is for overvoltage to short the
motor, and this configuration is required to meet TÜV regulations.
OEM specifies ➤ Short or Coast Default setting ➤ Short
“Drive,” the controller will limit the vehicle’s maximum speed to the specified
emergency reverse speed regardless of mode or direction. This allows the vehicle
to be moved out of the way or driven back to the maintenance area for repair. If
configured as “disable,” the controller will inhibit all output to the motor until
the emergency reverse wiring fault has been corrected.
OEM specifies ➤ Drive or Disable Default setting ➤ Drive
Other Parameters
SWITCH TYPE
The direction and mode selection switches can be specified as either momentary or
on/off. If a power enable switch will be used, it must be specified as a momentary
switch. Typically, the OEM specifies these three switches (direction, mode, power
enable) to be all momentary or all on/off, and not a combination of the two styles.
(NOTE: When on/off switches are specified, a power enable switch is not used and
the power enable pin is an output that drives the Status LED.) Consult Curtis
applications engineers if your application requires such a combination.
OEM specifies ➤ Momentary or On/Off
INPUT POLARITIES
With the exception of the keyswitch input (which must be active high), each of
the controller’s control signal inputs can be configured as active high or active low.
If an input is configured to be active high, the control function is recognized when
that input is pulled to battery B+. If an input is configured to be active low, the
control function is recognized when that input is pulled to battery B-. The
standard configuration is for all inputs to be active high with the exception of the
inhibit input, which is active low. Although each input can be configured either
active high or active low, there are some limitations on the allowable combina-
tions.
OEM specifies ➤ Active: High or Low Default setting ➤ Active High
(for each input) (all except inhibit input)
POWER SAVER
The power saver function releases the main contactor if the controller does not
receive any throttle commands in a 25-second period; it shuts the controller off
completely if no commands are received in a 25-minute period. This reduces the
residual current draw on the batteries and extends vehicle range. The keyswitch
must be cycled to activate the controller after the power saver has shut it down.
If the power saver function is disabled, the controller will remain on as long as the
keyswitch input is active.
OEM specifies ➤ Enable or Disable Default setting ➤ Enable
MULTIMODE™
A key feature of Curtis PMC MultiMode™ controllers is their capability of being
configured for optimized performance in two distinctly defined modes. However,
should the OEM prefer to offer only a single mode of operation in a given
application, the MultiMode™ feature can be disabled. Additionally, each of the
seven MultiMode™ parameters can be individually defined as MultiMode™ or
single mode.
OEM specifies ➤ On or Off Default setting ➤ On
5
INSTALLATION CHECKOUT
Before operating the vehicle, carefully complete the following checkout proce-
dure. If you find a problem during the checkout, refer to the diagnostics and
troubleshooting section (Section 7) for further information.
The installation checkout can be conducted with or without the handheld
programmer. The checkout procedure is easier with a programmer. Otherwise,
observe the LED for diagnostic codes. (The codes are listed in Section 7.)
CAUTION
☞ Put the vehicle up on blocks to get the drive wheels off
the ground before beginning these tests.
Do not stand, or allow anyone else to stand, directly in
front of or behind the vehicle during the checkout.
Make sure the keyswitch is off, the throttle is in neutral,
and the forward/reverse switches are open.
Wear safety glasses and use well-insulated tools.
4. Select a direction and operate the throttle. The motor should begin to
turn in the selected direction. If it does not, verify the wiring to the
throttle and motor. The motor should run proportionally faster with
increasing throttle. If not, refer to Section 7.
5. If you are using a programmer, put it into the test mode by pressing
the TEST key. Scroll down to observe the status of the switches: forward,
reverse, inhibit, push enable, mode select, and emergency reverse (if
applicable). Cycle each switch in turn, observing the programmer. The
programmer should display the correct status for each switch.
Similarly, check the program 1 and program 2 (if applicable) drivers
and the throttle and speed limit pot inputs. The programmer should
display the correct value for each driver and input.
6. Verify that all options, such as high pedal disable (HPD) and static return
to off (SRO), are as desired.
7. Take the vehicle down off the blocks and drive it in a clear area. It should
have smooth acceleration and good top speed.
8. Test the deceleration and regen braking of the vehicle. Verify that the
deceleration and braking response is as desired.
10. If you used a programmer, disconnect it when you have completed the
checkout procedure.
SCROLL CHANGE
DISPLAY VALUE
MORE INFO
KEYSWITCH
POWER
ENABLE
SWITCH
B+
CONTROLLER
BATTERY
CONNECTIONS
16 15 14 13 12 11 10 9
B-
8 7 6 5 4 3 2 1
6
PROGRAMMER OPERATION
The universal 1307 Curtis PMC handheld programmer (optional) allows you to
program, test, and diagnose Curtis PMC programmable controllers. The pro-
grammer is powered by the host controller, via a 4-pin connector located on the
controller.
When the programmer is first plugged into the controller, it displays the
controller’s model number, date of manufacture, and software revision code.
Following this initial display, the programmer displays a prompt for further
instructions.
+ CURTIS PMC +
+ +
+ + A 4-line LCD display is
++++++++++++++++++++ presented in this window
The programmer is operated via an 8-key keypad. Three keys select operating
modes (Program, Test, Diagnostics), two scroll the display up and down, and two
change the values of selected parameters. The eighth key, the MORE INFO key, is
used to display further information about selected items within any of the three
standard modes. In addition, when pressed together with the PROGRAM or
the DIAGNOSTICS key, the MORE INFO key selects the Special Program mode or the
Special Diagnostics mode.
The display window presents a 4-line LCD display. The display is visible even in
bright sunlight. You can adjust the display contrast in the Special Program mode.
When one of the menu keys is pressed, the LED at the corner of the key lights up,
identifying the mode of programmer operation. For example, if the TEST key is
pressed, the LED at the corner of the key indicates that the programmer is now in
the Test mode, and the Test Menu is displayed.
Four lines of a menu are displayed at a time. The item at the top of the display
window is the selected item. To select an item, scroll within the menu until the
desired item is positioned at the top of the display window. The selected item is
always the top line. (In the Program mode, the selected item is highlighted by a
flashing arrow.) To modify a parameter or obtain more information about it, it
must be scrolled to the top position in the display window.
To scroll up and down within a menu, use the two SCROLL DISPLAY arrow keys.
The SCROLL DISPLAY arrow keys can be pressed repeatedly or be held down. When
a key is held down, the scrolling speed increases the longer the key is held.
SCROLL A small scroll bar at the left of the display window provides a rough indication of
DISPLAY the position of the four displayed items within the entire menu. That is, when the
bar is at the top of the window, the top of the menu is displayed. As you scroll
through the menu, the bar moves downward. When the bar is at the very bottom
of the window, you have reached the end of the menu. This sample display is from
the Program Menu:
The two CHANGE VALUE arrow keys are used to increase or decrease the value of a
selected menu item. Like the SCROLL DISPLAY arrow keys, the CHANGE VALUE arrow
keys can be pressed repeatedly or be held down. The longer a key is held, the faster
the parameter changes. This allows rapid changing of any parameter.
CHANGE An LED on each CHANGE VALUE arrow key indicates whether the key is
VALUE
active and whether change is permissible. When the value of a parameter is being
increased, the LED on the “up” CHANGE VALUE key is on until you reach the
maximum value for that parameter. When the LED goes off, you cannot increase
the value.
The MORE INFO key has three functions: (1) to display more information about the
selected item, (2) to access the Special Program and Special Diagnostics modes
(when used together with the PROGRAM and DIAGNOSTICS keys), and (3) to ini-
tiate certain commands (such as the Self Test).
“More information” is available in all of the programmer operating modes.
After using the MORE INFO key to display additional information about the
selected item, press the MORE INFO key again to return to the original list.
OPERATING MODES:
PROGRAM, TEST, DIAGNOSTICS, SPECIAL PROGRAM, SPECIAL DIAGNOSTICS
In the Program mode, accessed by pressing the PROGRAM key, all the adjustable
parameters and features of the controller are displayed (four at a time), along with
their present settings. The setting of the selected item—the item at the top of the
display, with the flashing arrow—can be changed, using the two CHANGE VALUE
PROGRAM keys.
The LEDs on these keys indicate whether there is still room for change. That
is, when the upper limit of a parameter’s range is reached, the LED on the “up”
key no longer lights up, indicating that the present value cannot be increased;
when the lower limit is reached, the LED on the “down” key no longer lights up.
The MORE INFO key, when used in the Program mode, displays a bar graph
along with the minimum and maximum values possible for the selected param-
eter. Parameters can be changed either from the main Program Menu or after
the MORE INFO key has been pressed and the additional information is being
displayed (see example below).
selected parameter
MODE 1 ACCE L ERA T I ON set value
bar graph
RA T E , SECS
MI N 0 . 2
1.3
MAX 3 . 0
minimum value maximum value
units
In the Test mode, accessed by pressing the TEST key, real-time information is
displayed about the status of the inputs, outputs, and controller temperature. For
example, when the status of the reverse input is displayed, it should read
“On/Off/On/Off/On/Off” as the switch is repeatedly turned on and off. In the
Test mode, the item of interest does not need to be the top item on the list; it only
TEST needs to be among the four items visible in the window. The Test mode is useful
for checking out the operation of the controller during initial installation, and also
for troubleshooting should problems occur.
The MORE INFO key, when used in the Test mode, causes additional infor-
mation to be displayed about the selected item (top line in the window).
The Test Menu is presented at the end of this section. NOTE: Some items
may not be available on all models.
The Special Program mode allows you to perform a variety of tasks, most of
which are self-explanatory. Through the Special Program Menu, you can revert to
earlier settings, save controller settings into the programmer memory, load the
* controller settings from the programmer into a controller, clear the controller’s
diagnostic history, adjust the contrast of the programmer’s LCD display, select the
MORE INFO PROGRAM language to be displayed by the programmer, and display basic information
(model number, etc.) about the controller and the programmer.
To access the Special Program mode, first press the MORE INFO key. Then,
while continuing to hold the MORE INFO key, press the PROGRAM key. The LED
on the PROGRAM key will light, just as when the programmer is in Program
mode. To distinguish between the Program and Special Program modes, look at
the menu items in the display.
CONTROLLER CLONING
Two of the Special Program Menu items—“Save Controller
Settings in Programmer” and “Load Programmer Settings
into Controller”—allow you to “clone” controllers. To do
this, simply program one controller to the desired settings,
save these settings in the programmer, and then load them
into other similar (same model number) controllers, thus
creating a family of controllers with identical settings.
The MORE INFO key is used initially to access the Special Program mode, and once
you are within the Special Program mode, it is used to perform the desired tasks.
To adjust the contrast in the display window, for example, select “Contrast
Adjustment” by scrolling until this item is at the top of the screen, and then
press MORE INFO to find out how to make the adjustment.
The Special Program Menu is presented at the end of this section.
* controller since the history was last cleared. (NOTE: The maximum and minimum
temperatures recorded by the controller are included in the Test Menu.) Each fault
MORE INFO DIAGNOSTICS is listed in the diagnostic history file only once, regardless of the number of times
it occurred.
To access Special Diagnostics, first press the MORE INFO key. Then, while
continuing to hold the MORE INFO key, press the DIAGNOSTICS key. The LED on
the DIAGNOSTICS key will light, just as when the programmer is in Diagnostics
mode.
The MORE INFO key, when used within the Special Diagnostics mode, causes
additional information to be displayed about the selected item.
To clear the diagnostic history file, put the programmer into the Special
Program mode, select “Clear Diagnostic History,” and press the MORE INFO key
for instructions. Clearing the diagnostic history file also resets the maximum/
minimum temperatures in the Test Menu.
PEACE-OF-MIND PROGRAMMING
Each time the programmer is connected to the controller, it acquires all the
controller’s parameters and stores them in its temporary memory. You can revert
back to these original settings at any time during a programming session via the
Special Program Menu. Select “Reset All Settings” by scrolling it to the top of the
display window, press the MORE INFO key, and follow the instructions displayed.
Any inadvertent changing of parameters can be “undone” using this procedure—
even if you can’t remember what the previous settings were—as long as the
programmer has not been unplugged and power has not been removed from
the controller.
SCROLL
DISPLAY
PROGRAMMER MENUS
Items are listed for each menu in the order they appear in the actual menus
displayed by the 1307 programmer.
1 Throttle types
Type 0: wigwag (5kΩ pots or 5V throttles)
Type 1: inverted wigwag (5kΩ pots or 5V throttles)
Type 2: single-ended (0–5kΩ)
Type 3: single-ended (0–5V)
3 SRO types
Type 0: no SRO
Type 1: SRO on KSI/power enable input plus direction input
Type 2: SRO on KSI/power enable input plus forward direction input
This is not a menu as such, but simply a list of the possible messages you may see
displayed when the programmer is operating in either of the Diagnostics modes.
The messages are listed in alphabetical order for easy reference.
a <16 volts (24V models); <21 volts (36V models); <27 volts (48V models)
b >36 volts (24V models); >48 volts (36V models); >60 volts (48V models)
7
DIAGNOSTICS AND TROUBLESHOOTING
PROGRAMMER DIAGNOSTICS
The programmer presents complete diagnostic information in plain language.
Faults are displayed in the Diagnostic Menu, 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 trouble-
shooting 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.
LED DIAGNOSTICS
During normal operation, with no faults present, the Status LED is steadily on. If
the controller detects a fault, the Status LED provides two types of information.
First, it displays a slow flash (2 Hz) or a fast flash (4 Hz) to indicate the severity of
the fault. Slow-flash faults are self-clearing; as soon as the fault is corrected, the
vehicle will operate normally. Fast-flash faults (“❊” in Table 9) are considered to
be more serious in nature and require that the keyswitch (or power enable switch,
if one is used) be cycled to resume operation after the fault is corrected.
Then, after the severity indication has been active for 5 seconds, the Status
LED flashes a 2-digit fault identification code continuously until the fault is
corrected. For example, code “4,1”—low battery voltage—appears as:
¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤ ¤
(4,1) (4,1) (4,1)
8
MAINTENANCE
There are no user serviceable parts in the Curtis PMC 1223/33, 1225/35, and
1227/37 controllers. No attempt should be made to open, repair, or otherwise
modify the controller. Doing so may damage the controller and will void the
warranty. However, it is recommended that the controller be kept clean and dry
that its diagnostics history file be checked and cleared periodically.
CLEANING
1223/33 Controllers
The 1223/33 controllers do not have covers. Because there are exposed compo-
nents on the circuit board, no cleaning is recommended. Instead, the controller
should be shielded from dirt and contaminants.
CAUTION
☞ When working around any battery powered vehicle, proper safety precau-
tions should be taken. These include, but are not limited to: proper training,
wearing eye protection, and avoiding loose clothing and jewelry.
DIAGNOSTIC HISTORY
The handheld programmer can be used to access the controller’s diagnostic history
file. Connect the programmer, press the MORE INFO key, and then—while continu-
ing to hold the MORE INFO key—press the DIAGNOSTICS key. The programmer will
read out all the faults that the controller has experienced since the last time the
diagnostic history file was cleared. The faults may be intermittent faults, faults
caused by loose wires, or faults caused by operator errors. Faults such as contactor
faults may be the result of loose wires; contactor wiring should be carefully checked
out. Faults such as HPD or overtemperature may be caused by operator habits or
by overloading.
After a problem has been diagnosed and corrected, clearing the diagnostic
history file is advisable. This allows the controller to accumulate a new file of
faults. By checking the new diagnostic history file at a later date, you can readily
determine whether the problem was indeed completely fixed.
To clear the diagnostic history file, go to the Special Program Menu (by
pressing and holding the MORE INFO key, and then pressing the PROGRAM key),
scroll through the menu until “Clear Diagnostic History” is the top line in the
display, and then press MORE INFO again. The programmer will prompt you to
acknowledge or cancel. See Section 7 of this manual for more detail on program-
mer operation.
APPENDIX A
GLOSSARY OF FEATURES AND FUNCTIONS
Acceleration rate
The acceleration rate is the time required for the controller to increase from 0 to
100% duty factor. The acceleration curve is controlled by the dynamic throttle
response, which is linear. The acceleration rate is programmable—see Section 3,
page 29.
Access rights
Each programmable parameter is assigned an access level—OEM or User—that
defines who is allowed to change that parameter. These levels are assigned by the
OEM when the controller is originally specified. Restricting parameter access to
the OEM reduces the likelihood of important performance characteristics being
changed by someone unfamiliar with the vehicle’s operation. In some cases, it may
be necessary to restrict a parameter’s access to ensure that it is not set to a value in
violation of TÜV regulations. The 1307-1101 User programmer can adjust only
those parameters with User access. The 1307-2101 OEM programmer can adjust
all the programmable parameters. Typically, OEMs supply 1307-1101 program-
mers to their dealers and distributors so that the User-access parameters (for
example, minimum speed and acceleration rate) can be set to each customer’s
liking in the store.
Anti-rollback
The anti-rollback feature prevents a vehicle that is traveling uphill in forward or
reverse from rolling back downhill when the throttle is released. It overrides the
brake delay and engages the electromagnetic brake as soon as the vehicle begins
to roll back down the incline.
Anti-roll-forward
The anti-roll-forward feature prevents a vehicle that is traveling downhill in
forward or reverse from rolling downhill excessively when the throttle is released.
It modifies the brake delay time proportional to the estimated speed at the time
the neutral throttle request is detected. This reduces “coasting” downhill when
the throttle is released during low speed operation.
Current limiting
Curtis PMC controllers limit the motor current to a preset maximum. This feature
protects the controller from damage that might result if the current were limited
only by motor demand. PWM output to the power section is reduced until the
motor current falls below the set limit level.
In addition to protecting the controller, the current limit feature also
protects the rest of the system. By eliminating high current surges during vehicle
acceleration, stress on the motor and batteries is reduced and their efficiency
enhanced. Similarly, there is less wear and tear on the vehicle drivetrain, as well
as on the ground on which the vehicle rides (an important consideration with
golf courses and tennis courts, for example).
The current limit is programmable—see Section 3, page 40.
Current multiplication
During acceleration and during reduced speed operation, the Curtis PMC
controller allows more current to flow into the motor than flows out of the
battery. The controller acts like a dc transformer, taking in low current and high
voltage (the full battery voltage) and putting out high current and low voltage.
The battery needs to supply only a fraction of the current that would be required
if a resistive controller were used. The current multiplication feature gives vehicles
using Curtis PMC controllers dramatically greater driving range per battery
charge.
Deceleration rate
The deceleration rate is the time required for the controller to decrease from 100%
duty factor to zero. The deceleration rate and reverse deceleration rate can be
defined separately. The deceleration rate controls how quickly the vehicle slows to
a stop when it is moving forward. The reverse deceleration rate controls how
quickly the vehicle slows to a stop when it is moving in reverse. The two
deceleration rates are independent because it may be desirable to define a faster
deceleration rate in the reverse direction.
The deceleration curve is controlled by the dynamic throttle response,
which is linear. The deceleration rates are programmable—see Section 3, page 29.
Emergency reverse
The emergency reverse feature is available only on 123X controllers (1233/1235/
1237). Emergency reverse is activated when the keyswitch is On and the
emergency reverse switch (the BB, or “belly button” switch) is pressed. After the
BB switch is released, normal controller operation is not resumed until zero
throttle is selected. However, repeatedly pressing the BB switch will reactivate the
emergency reverse function each time. The emergency reverse speed and current
limit are both programmable—see Section 3, page 32 (speed) and page 40 (current
limit).
Fault recording
Fault events are recorded in the controller’s memory. Multiple occurrences of the
same fault are recorded as one occurrence.
The fault event list can be loaded into the programmer for readout. The
Special Diagnostics mode provides access to the controller’s diagnostic history
file—the entire fault event list created since the diagnostic history file was last
cleared. The Diagnostics mode, on the other hand, provides information about
only the currently active faults.
Full bridge
The 1223/33, 1225/35, 1227/37 controllers use a full bridge design for power
switching and direction selection. This eliminates the need for external or on-
board forward/reverse contactors. The result is a higher reliability product that is
simpler to install.
High-pedal-disable (HPD)
The HPD feature prevents controller output if the controller is turned on when
the throttle is not in neutral. If the operator attempts to start the vehicle when the
throttle is already applied, the controller output will remain off. For the vehicle to
start, the controller must receive an input to KSI before receiving a throttle input.
In addition to providing routine smooth starts, HPD also protects against
accidental sudden starts if problems in the throttle linkage (e.g., bent parts, broken
return spring) give a throttle input signal to the controller even with the throttle
released. The HPD feature can be programmed On or Off—see Section 3, page 43.
HPD must be set to On to meet TÜV regulations.
Inhibit
The inhibit input is used to put the vehicle in a safe, non-drivable state during
battery charging or under other conditions where this precaution is desired—see
Section 2, page 25.
IR compensation
IR compensation is a technique used to provide near-constant speed control of the
vehicle during varying motor loads despite resistive motor losses (IR). Internal
circuitry monitors the current and voltage in the motor relative to throttle position
and adjusts the controller output to maintain as constant a speed as possible during
varying motor loads. The motor load varies as a function of inclines/declines in
terrain or when the vehicle encounters an obstacle, such as debris on the sidewalk.
The programmable IR speed coefficient parameter adjusts how aggressively the
controller tries to maintain constant speed under changing load conditions—see
Section 3, page 44.
KSI
KSI (Key Switch Input) provides power to the controller’s logic board, initializes
the microprocessor, and starts diagnostics. If both a keyswitch and a power enable
switch are used, the keyswitch will provide power to the controller’s logic but the
power enable switch must also be activated in order to drive the vehicle. The
keyswitch functions as a master switch for the vehicle, to turn the system off when
not in use.
LEDs
The 1223/33, 1225/35, and 1227/37 controllers allow for the use of Light
Emitting Diodes (LEDs) to show the condition of certain switches and to provide
system fault information—see Section 2, page 25.
MOSFET
A MOSFET (metal oxide semiconductor field effect transistor) is a type of
transistor characterized by its fast switching speeds and very low losses.
MultiMode™
The MultiMode™ feature of these controllers allows the vehicle to be operated
with two distinct sets of characteristics. The two modes can be programmed to be
suitable for operation under different conditions, such as slow precise indoor
maneuvering in Mode 1 and faster, long distance, outdoor travel in Mode 2. The
following parameters can be set independently in the two modes:
— main current limit
— maximum speed
— minimum speed
— acceleration rate
— deceleration rate
— reverse deceleration rate
— IR speed compensation.
Overvoltage protection
The overvoltage protection feature shuts down the regenerative current path to the
controller if the voltage exceeds the factory-set limit. Controller operation resumes
when the voltage is brought within the acceptable range. The cutoff voltage and
re-enable voltage are percentages of the battery voltage, and are set at the factory.
The controller can be configured to short the motor (required to meet TÜV
regulations) or to let it coast in the event of overvoltage—see Section 4, page 46.
Power saver
The power saver feature minimizes battery power drain if the vehicle is left on but
is not being used. The main contactor is released after 25 seconds if no throttle
commands are received. Normal operation resumes when the throttle is moved.
If the throttle remains at neutral for 25 minutes, the controller powers down
completely; normal operation resumes when the keyswitch (or power enable
switch, if used) is cycled.
Precharge
The precharge feature soft-charges the controller’s internal capacitor bank when
the controller is first turned on and before the main relay is engaged. This protects
the main relay’s contacts from the large inrush currents that exist when battery
voltage is applied to a discharged capacitor bank.
Precharge fault
The precharge fault feature keeps the main contactor from being engaged if the
internal capacitor bank voltage does not rise above the minimum threshold within
500 ms after the controller is turned on. This protects the system against faults that
short the controller’s internal B+ bus.
Push
The push feature allows the brake to be released electrically so that the vehicle can
be pushed. This is convenient when, for example, it is appropriate for an
attendant to manually push a mobility aid scooter. The push feature inhibits the
controller’s drive function until the push switch is turned off, thus ensuring that
the vehicle cannot be operated in a condition in which the electromagnetic brake
cannot be engaged. To use the push feature, the batteries must be wired to the
controller, the keyswitch must be enabled, the vehicle must be stopped, and the
electromagnetic brake must be engaged.
If the vehicle is pushed too fast, indicating a runaway or other abnormal
condition, the controller will automatically turn on and limit the speed of the
vehicle (see Push-too-fast, below).
Push-too-fast
The push-too-fast feature limits the maximum speed at which the vehicle can be
pushed, thus guarding against unpowered vehicle runaway with the electromag-
netic brake mechanically released. The controller, even if it is powered off and
there are no batteries in the system, will detect the motor voltage created by the
moving vehicle. When this voltage becomes high enough, indicating that signifi-
cant vehicle speed has been reached, the controller logic will power up and turn
on the MOSFET power sections to short the motor and limit the speed of the
vehicle.
PWM
Pulse width modulation (PWM), also called “chopping,” is a technique that
switches battery voltage to the motor on and off very quickly, thereby controlling
the speed of the motor. Curtis PMC 1200 series controllers use high frequency
PWM—15 kHz—which permits silent, efficient operation.
Regenerative braking
The 1223/33, 1225/35, 1227/37 controllers use regenerative braking to slow the
vehicle to a stop and to reduce speed when traveling downhill. Regenerative
braking means that the energy used to slow the vehicle is channeled back into the
batteries, resulting in longer vehicle range between charges.
Speed interlocks
The 1223/33, 1225/35, and 1227/37 controllers come standard with speed
interlocks. The speed interlocks prevent the speed parameters from being inad-
vertently programmed to give abnormal operating characteristics. The speed
interlocks can be disabled at the factory, if so desired—see Section 4, page 45.
However, this is not recommended unless a specific application requires that the
existing speed interlock relationships be violated.
Speed settings
There are two upper-limit speed settings in each mode: “maximum” and “mini-
mum.” The “maximum speed” setting defines the highest controller output at full
throttle with the speed limit pot in its maximum speed position. The “minimum
speed” setting defines the highest controller output at full throttle with the speed
limit pot in its minimum speed position. The “maximum” and “minimum”
speeds are programmable independently for Mode 1 and Mode 2—see Section 3,
page 30.
Static-return-to-off (SRO)
The SRO feature prevents the vehicle from being started when “in gear.” SRO
checks the sequencing of KSI (and power enable input, if a power enable switch
is used) relative to either direction (Type 1) or relative to forward only (Type 2).
The controller can be programmed to provide Type 0 (no SRO), Type 1 SRO, or
Type 2 SRO—see Section 3, page 43.
Temperature compensation
The 1223/33, 1225/35, 1227/37 controllers are specified to operate at their
temperature-compensated current limits for one full minute. They employ
temperature compensation to maintain consistent current limit and IR compen-
sation levels. This minimizes performance variation resulting from changes in
controller or ambient temperatures. There is, however, a small rolloff in the
current limit value as the controller’s power section heats up. Variations of up to
10% of the specified 1-minute current limit rating may be observed in applica-
tions where the controller undergoes significant heating. Attention to controller
heatsinking will minimize this effect.
Temperature data
The temperature displayed in the 1307 programmer’s Test Menu is the instan-
taneous heatsink temperature at that moment, in degrees Celsius.
Thermal protection
Because of their efficiency and thermal design, Curtis PMC controllers should
barely get warm in normal operation. Overheating can occur, however, if the
controller is undersized for its application or otherwise overloaded. If the internal
temperature of the controller exceeds 90°C (194°F), the main current limit
decreases steadily until it is reduced to zero at 105°C (221°F). At the reduced
performance level, the vehicle can be maneuvered out of the way and parked.
NOTE: To prevent loss of braking effort, regenerative current limit is not cut back
in overtemperature conditions.
Full current limit and performance return automatically after the controller
cools down. Although this action is usually not damaging to the controller*, it
does suggest a mismatch. If thermal cutback occurs often in normal vehicle
operation, the controller is probably undersized for the application and a higher
current model should be used.
The controller is similarly protected from undertemperature. Should its
internal temperature fall below -25°C (-13°F), the current limit decreases to
approximately one-half of the set current. When the controller warms up, full
current limit and performance return automatically.
Throttle map
The static throttle map (duty factor as a function of throttle position) is adjustable,
in order to provide the proper feel for the many types of vehicles that use the 1223/
33, 1225/35, and 1227/37 controllers. The throttle map parameter is called “ramp
shape,” and is programmable—see Section 3, page 38.
Throttle response
The dynamic throttle response (duty factor as a function of time) is shaped by the
acceleration and deceleration rate settings. Dynamic throttle response is linear.
The newest throttle input is mapped to the throttle map, and the controller then
automatically accelerates (or decelerates) through a straight line until the new
throttle demand is obtained.
Throttle types
The controller can be programmed to accept wigwag or single-ended signals from
a 5kΩ, 3-wire pot or from a 0–5V voltage source—see Section 3, page 33.
Undervoltage protection
Undervoltage protection automatically cuts back the controller output if battery
voltage is detected below the undervoltage point at start-up, or when the battery
voltage is pulled below the undervoltage point by an external load. The undervoltage
cutback point is not adjustable.
During normal operation, the controller duty factor will be reduced when
the batteries discharge down to less than the undervoltage level. If the motor
current is such that the batteries are being pulled below the minimum point, the
duty factor will be reduced until the battery voltage recovers to the minimum
level. In this way the controller “servos” the duty factor around the point which
maintains the minimum allowed battery voltage.
If the voltage continues to drop below the undervoltage level to a severe
undervoltage condition (due to battery drain or external load), the controller
continues to behave in a predictable fashion, with its output disabled.
APPENDIX B
THROTTLE MOUNTING DIMENSIONS
35 (1.38)
ELEC. SPECS: ELECTRICAL TRAVEL 40°± 3°
TOTAL RESISTANCE (nominal) 5 kΩ
Dimensions in millimeters and (inches) HOPOFF RESISTANCE (max) 10 Ω
6 89 (3.5)
52 (2.06) (0.25) 102 (4.0)
1.8 m ≈15 °
112 (4.4) 244 (9.6) GRN
(6 ft)
ON
BLK
112
(4.4) WHT
N.O. COM.
BLU
WIRING: GREEN / BLACK / WHITE = throttle input BLUE = switch, common
ORANGE = switch, normally open
∅ M5
99
(3.90)
24
44 (0.94)
(1.73)
69 24
(2.72) (0.94)
116 °
22
(0.87)
44
(1.73)
22
(0.87)
APPENDIX C
SPECIFICATIONS
KSI input current (typical) 100 mA without programmer; 150 mA with programmer
Logic input current (typical) 10 mA at 24 V
1223-21XX 24 60 60 40 0.45 16
1223-24XX 24 90 90 40 † 0.30 16
1223-27XX 24 110 110 40 † 0.25 16
1223-31XX 36 45 45 30 0.45 21
1223-34XX 36 70 70 40 0.30 21
1233-21XX 24 60 60 40 0.45 16
1233-24XX 24 90 90 40 † 0.30 16
1233-27XX 24 110 110 40 † 0.25 16
1233-31XX 36 45 45 30 0.45 21
1233-34XX 36 70 70 40 0.30 21
NOTE: Current limit ratings based on a minimum 4" × 8" × 1/8" aluminum plate heatsink.
* Actual value of 1-minute rating depends on MOSFET heating (see “Temperature compensation”
in Appendix A: Glossary).
† Limited by rated main relay continuous current.
KSI input current (typical) 100 mA without programmer; 150 mA with programmer
Logic input current (typical) 10 mA at 24 V
1225-21XX 24 65 65 50 0.45 16
1225-24XX 24 100 100 60 0.30 16
1225-27XX 24 125 125 70 0.25 16
1225-31XX 36 90 90 50 0.25 21
1235-21XX 24 65 65 50 0.45 16
1235-24XX 24 100 100 60 0.30 16
1235-27XX 24 125 125 70 0.25 16
1235-31XX 36 90 90 50 0.25 21
* Actual value of 1-minute rating depends on MOSFET heating (see “Temperature compensation”
in Appendix A: Glossary).
KSI input current (typical) 100 mA without programmer; 150 mA with programmer
Logic input current (typical) 10 mA at 24 V
* Actual value of 1-minute rating depends on MOSFET heating (see “Temperature compensation”
in Appendix A: Glossary).