M O D E L 1243 Generation 2 MultiMode™ MOTOR CONTROLLER © 2011 CURTIS INSTRUMENTS, INC. 1243GEN2 Manual, p/n 37044 Rev. E: February 2011 CURTIS INSTRUMENTS, INC. 200 Kisco Avenue Mt. Kisco, New York 10549 USA Tel. 914.666.2971 Fax 914.666.2188 www.curtisinstruments.
CONTENTS CONTENTS 1. OVERVIEW ..............................................................................1 2. INSTALLATION AND WIRING.............................................4 Mounting the Controller .....................................................4 Connections: Low Current..................................................6 Connections: High Current ................................................6 Wiring: Controller ..............................................................
CONTENTS Min. Forward Regen ...................................................27 Min. Reverse Regen .....................................................27 Max. Load Volts ..........................................................27 Min. Load Volts ..........................................................27 Electromagnetic Brake Parameters......................................28 Aux Type .....................................................................28 EM Brake PWM .................................
CONTENTS Hourmeter Parameters .......................................................45 Adjust Hours High ......................................................45 Adjust Hours Middle...................................................45 Adjust Hours Low .......................................................45 Set Total Hours ...........................................................45 Set Traction Hours ......................................................46 Total Service Hours ..........................
CONTENTS 6. PROGRAMMER MENUS ......................................................65 1243GEN2 Parameters Menu ..............................................65 1243GEN2 Monitor Menu ..................................................69 1243GEN2 Faults/Diagnostics Menu...................................70 7. DIAGNOSTICS AND TROUBLESHOOTING....................71 Programmer Diagnostics ....................................................71 Spyglass Diagnostics ..................................................
FIGURES FIGURES Curtis 1243GEN2 Manual, Rev. B FIG. 1: Curtis 1243GEN2 electronic motor controller ........................... 1 FIG. 2: Mounting dimensions, Curtis 1243GEN2 controller ................ 4 FIG. 3: Basic wiring configuration, Curtis 1243GEN2 controller ........... 7 FIG. 4: Wiring for 5kΩ–0 throttle (“Type 1”).................................... 10 FIG. 5: Wiring for 20kΩ potentiometer used as a wigwag-style throttle (“Type 1”) ..........................................
TABLES FIG. 19: Throttle maps for controller with maximum speed set at 90% and creep speed set at 10% ................................................... 37 FIG. 20: Field current relative to armature current, with field map parameter set at 50% and 20% ..................... 39 FIG. 21: Curtis 840 Spyglass, 3-LED and 6-LED models ................... 73 TABLES viii TABLE 1: Throttle wiper input (Pin 6) threshold values .......................... 9 TABLE 2: Mode selection .....................
1 — OVERVIEW 1 OVERVIEW Curtis 1243 Generation 2 MultiMode™ controllers are separately excited motor speed controllers designed for use in a variety of small industrial vehicles and in material handling equipment. These programmable controllers are simple to install, efficient, and cost effective, while offering more features than the original 1243. Fig. 1 Curtis 1243GEN2 MultiMode™ electronic motor controller. The 1243GEN2 MultiMode™ controller provides smooth precise control of motor speed and torque.
1 — OVERVIEW Like all Curtis motor controllers, the 1243GEN2 offers superior operator control of the vehicle’s motor drive speed.
1 — OVERVIEW ✓ Linear cutback of regenerative braking current during overvoltage ✓ High pedal disable (HPD) and static return to off (SRO) interlocks prevent vehicle runaway at startup ✓ Internal and external watchdog circuits ensure proper software operation ✓ Fully protected inputs and short-circuit protected output drivers.
2 — INSTALLATION & WIRING: Controller 2 INSTALLATION AND WIRING MOUNTING THE CONTROLLER The controller can be oriented in any position, but the location should be carefully chosen to keep the controller as clean and dry as possible. If a clean, dry mounting location cannot be found, a cover must be used to shield the controller from water and contaminants.
2 — INSTALLATION & WIRING: Controller The mounting surface must be at least a 300×300×3 mm (12"×12"×1/8") aluminum plate, or its equivalent, and subjected to a minimum 3 mph airflow to meet the specified time/current ratings. Although not usually necessary, a thermal joint compound can be used to improve heat conduction from the controller heatsink to the mounting surface.
2 — INSTALLATION & WIRING: Controller CONNECTIONS Low Current Connections A 16-pin Molex low current connector in the controller provides the low current logic control connections: 16 15 14 13 12 11 10 9 8 7 6 5 4 3 2 1 load sensor input [optional] Pin 2 Fault 1 output / pump input Pin 3 Fault 2 output Pin 4 main contactor driver output Pin 5 throttle: 3-wire pot high Pin 6 throttle: 0–5V; pot wiper Pin 7 throttle: pot low Pin 8 auxiliary driver output (typically used for an electromagnet
2 — INSTALLATION & WIRING: Controller nuts required for the M8 bolts. The maximum bolt insertion depth below the surface of the bus bar is 1.3 cm (1/2"). Bolt shafts exceeding this length may damage the controller. The torque applied to the bolts should not exceed 16.3 N·m (12 ft-lbs). Two 1/4" quick connect terminals (S1 and S2) are provided for the connections to the motor field winding. WIRING: Standard Configuration Figure 3 shows the typical wiring configuration for most applications.
2 — INSTALLATION & WIRING: Controller Standard Power Wiring ☞ C AU T I O N Motor armature wiring 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 (S1 and S2) are less obvious.
2 — INSTALLATION & WIRING: Throttle WIRING: Throttle Wiring for various throttles is described below. They are categorized as Type 1, 2, 3, and 4 throttles in the program menu of the handheld programmer. Note: In the text, throttles are identified by their nominal range and not by their actual active range.
2 — INSTALLATION & WIRING: Throttle 5kΩ–0 Throttle (“Type 1”) The 5kΩ–0 throttle (called a “Type 1” throttle in the programming menu of the 13XX programmer) is a 2-wire resistive throttle that connects between the Pot Wiper and Pot Low pins (Pins 6 and 7), as shown in Figure 4. It doesn’t matter which wire goes on which pin. For Type 1 throttles, zero speed corresponds to 5 kΩ measured between the two pins and full speed corresponds to 0 Ω.
2 — INSTALLATION & WIRING: Throttle 0–5V, Current Source, 3-Wire Potentiometer, and Electronic Throttles (“Type 2”) With these throttles (“Type 2” in the programming menu) the controller looks for a voltage signal at the wiper input (Pin 6). Zero speed will correspond to 0 V and full speed to 5 V (measurements made relative to B-). A voltage source, current source, 3-wire potentiometer, or electronic throttle can be used with this throttle type.
2 — INSTALLATION & WIRING: Throttle Current Sources As Throttles A current source can also be used as a throttle input, wired as shown in Figure 7. A resistor, Rthrottle, must be used to convert the current source value to a voltage. The resistor should be sized to provide a 0–5V signal variation over the full current range. The Pot Low Fault parameter (see Section 3, page 38) must be set to Off; otherwise the controller will register a throttle fault and will shut down.
2 — INSTALLATION & WIRING: Throttle Curtis ET-XXX Electronic Throttle The Curtis ET-XXX provides a 0–5V throttle and forward/reverse inputs for the 1243GEN2 controller. Wiring for the ET-XXX is shown in Figure 9. When an electronic throttle is used, the Pot Low Fault parameter (see Section 3, page 38) must be set to Off; otherwise the controller will register a throttle fault and will shut down. Fig. 9 Wiring for Curtis ET-XXX electronic throttle (“Type 2”).
2 — INSTALLATION & WIRING: Throttle Fig. 10 Wiring for 0–5kΩ throttle (“Type 3”). Pot Wiper input (Pin 6) FASTER Pot Low input (Pin 7) 0–5kΩ a throttle fault is generated and the controller is disabled. Note: The Pot Low pin (Pin 7) must not be tied to ground (B-). Wigwag-Style 0–5V Voltage Source and 3-Wire Pot Throttle (“Type 4”) These throttles (“Type 4” in the programming menu) operate in true wigwag style.
2 — INSTALLATION & WIRING: Spyglass Display Fig. 11 Wiring for fault outputs, when used to drive LEDs. Alternatively, Pin 2 can be used for a pump meter input, and Pin 3 can be used to interface an external enable circuit. + Fault 1 output (Pin 2) - Fault 2 output (Pin 3) B- WIRING: Spyglass Display The Curtis 840 Spyglass features an 8-character LCD display that sequences between hourmeter, BDI %, and fault messages.
2 — INSTALLATION & WIRING: Emerg. Reverse and Aux Driver WIRING: Emergency Reverse ☞ C AU T I O N To implement the emergency reverse feature, Pin 13 (the emergency reverse input) must be connected to battery voltage as shown in the standard wiring diagram, Figure 3. The controller provides maximum braking torque as soon as the emergency reverse switch is closed.
2 — INSTALLATION & WIRING: Main Contactor & Switches, etc. CONTACTOR, SWITCHES, and OTHER HARDWARE Main Contactor A main contactor should be used with any 1243GEN2 controller; otherwise the controller’s fault detects will not be able to fully protect the controller and motor drive system from damage in a fault condition. The main contactor allows the controller and motor to be disconnected from the battery.
2 — INSTALLATION & WIRING: Switches, etc. Circuitry Protection Devices To protect the control circuitry from accidental shorts, a low current fuse (appropriate for the maximum current draw) should be connected in series between the battery and KSI. Additionally, a high current fuse should be wired in series with the main contactor to protect the motor, controller, and batteries from accidental shorts in the power system.
3 — PROGRAMMABLE PARAMETERS 3 PROGRAMMABLE PARAMETERS The 1243GEN2 controller has a number of parameters that can be programmed using a Curtis programming device. These programmable parameters allow the vehicle’s performance characteristics to be customized to fit the needs of individual vehicles or vehicle applications. The OEM can specify the default value for each parameter and can also designate whether a parameter will have User or OEM access rights.
3 — PROGRAMMABLE PARAMETERS Battery Parameter ..................... p.21 Battery Voltage Acceleration Parameters ........... p.21 Drive Current Limit, M1–M4 Acceleration Rate, M1–M4 Quick Start Current Ratio Braking Parameters ................... p.23 Braking Current Limit, M1–M4 Deceleration Rate, M1–M4 Throttle Deceleration Rate Restraint, M1–M4 Braking Rate, M1–M4 Taper Rate Variable Braking Interlock Braking Parameters .................................. p.26 Interlock Braking Rate Max.
3 — PROGRAMMABLE PARAMETERS: Battery & Acceleration Parameters Battery Parameter VOLTAGE The battery voltage parameter sets the overvoltage and undervoltage protection thresholds for the controller and battery. Overvoltage protection cuts back regenerative braking to prevent damage to batteries and other electrical system components due to overvoltage; undervoltage protection prevents systems from operating at voltages below their design thresholds.
3 — PROGRAMMABLE PARAMETERS: Braking Parameters braking mode. If the controller is in braking mode, the quick start function is disabled, allowing normal braking to occur. Quick start is adjustable from 0 to 10. Increasing the value will “liven” the vehicle’s acceleration response to fast throttle movements. The quick start parameter is tuned as part of the vehicle performance adjustment process (Section 5).
3 — PROGRAMMABLE PARAMETERS: Braking Parameters Braking Parameters The seven Braking parameters affect the regenerative braking that is initiated when the throttle is reduced or when the direction is reversed while the vehicle is being driven. During regen braking, armature current flows toward the battery. M1–M4, BRAKE C/L The braking current limit parameter adjusts the maximum current the controller will supply to the motor during regen braking.
3 — PROGRAMMABLE PARAMETERS: Braking Parameters At zero throttle, the restraint function tries to keep the motor at zero speed, which helps hold the vehicle from running away down ramps. The higher the restraint parameter value, the stronger the braking force applied to the motor and the slower the vehicle will creep down ramps. This creeping speed depends on the restraint setting, the steepness of the ramp, and the vehicle load weight.
3 — PROGRAMMABLE PARAMETERS: Braking Parameters TAPER RATE The taper rate affects direction-reversal at the very end of braking, just before the vehicle stops moving in the original direction. Low taper rate values result in faster, more abrupt direction transitions. Higher taper rate values result in slower and smoother direction transitions. The taper rate is adjustable from 1 to 20. The taper rate is tuned as part of the vehicle performance adjustment process (Section 5).
3 — PROGRAMMABLE PARAMETERS: Interlock Braking Parameters Interlock Braking Parameters If the interlock switch opens while the vehicle is being driven, the controller uses the motor to apply regenerative braking as soon as the programmed Sequencing Delay (see page 42) expires. This braking—which is called interlock braking—greatly reduces wear on the electromagnetic brake and also enables the vehicle to meet more stringent stopping distance requirements.
3 — PROGRAMMABLE PARAMETERS: Interlock Braking Parameters If your application will have widely varying loads, we recommend that you include a load sensor (at Pin 1). The use of a load sensor can prevent unnecessarily harsh braking at light loads, which may lock up the wheels. MIN FWD REGEN [applicable only with optional load sensor] The minimum forward regen parameter defines the maximum regenerative current at minimum load while traveling in the forward direction.
3 — PROGRAMMABLE PARAMETERS: Electromagnetic Brake Parameters Electromagnetic Brake Parameters The four Electromagnetic Brake parameters—along with the sequencing delay—affect the behavior of the auxiliary driver at Pin 8. This driver is typically used for an electromagnetic brake, as shown in the basic wiring diagram (Figure 3, page 7). See Figure 14 for an illustration of the relationship between interlock braking, the EM brake, and the sequencing, auxiliary, and interlock braking delays.
3 — PROGRAMMABLE PARAMETERS: Electromagnetic Brake Parameters Fig. 14 The electromagnetic INTERLOCK SWITCH OPENS brake parameters, in the context of the 1243GEN2 controller’s four delay parameters (sequencing, interlock brake, main contactor open, and aux delays). This figure assumes the standard wiring configuration, which includes an EM brake. Sequencing Delay (0.0 – 3.0 s) HPD fault (HPD Type 1) SRO fault Interlock braking from motor (applied until motor speed approx.
3 — PROGRAMMABLE PARAMETERS: Electromagnetic Brake Parameters Table 3 CONFIGURATION OPTIONS: AUXILIARY DRIVER (Pin 8) TYPE 0 1 DESCRIPTION OF OPERATION Aux driver disabled. Electromagnetic brake used like a parking brake. • The brake is released when the interlock switch closes.
3 — PROGRAMMABLE PARAMETERS: Speed Parameters Speed Parameters M1–M4, MAX FWD SPD The maximum forward speed parameter defines the maximum controller voltage output at full throttle, in the forward direction. The maximum forward speed parameter is adjustable from the programmed creep speed up to 100%. It is tuned as part of the vehicle performance adjustment process (Section 5).
3 — PROGRAMMABLE PARAMETERS: Throttle Parameters Throttle Parameters THROTTLE TYPE The 1243GEN2 controller accepts a variety of throttle inputs. Instructions are provided in Section 2 for wiring the most commonly used throttles: 5kΩ–0 and 0–5kΩ 2-wire potentiometers, 3-wire potentiometers, 0–5V throttles, current sources, and the Curtis ET-XXX electronic throttle. The throttle type parameter can be programmed to 1, 2, 3, or 4. The standard throttle input signal type options are listed in Table 4.
3 — PROGRAMMABLE PARAMETERS: Throttle Parameters Fig. 15 Effect of adjusting the Throttle Deadband parameter. Throttle Type 1 (5kΩ–0) 0 5V 40% Deadband 2.1V (3.0kΩ) 0.2V (0Ω) 10% Deadband 3.0V (4.5kΩ) 0.2V (0Ω) 0% Deadband 0.2V (0Ω) 3.3V (5.0kΩ) Throttle Type 2 (0–5V, single-ended) 0 5V 40% Deadband 2.1V 10% Deadband 0.7V 0% Deadband 0.2V Throttle Type 3 (0–5kΩ) 0 5V 40% Deadband 3.3V (5.0kΩ) 1.4V (2.0kΩ) 10% Deadband 3.3V (5.0kΩ) 0.5V (450Ω) 0% Deadband 3.3V (5.0kΩ) 0.
3 — PROGRAMMABLE PARAMETERS: Throttle Parameters THROTTLE MAX The throttle max parameter sets the wiper voltage or resistance required to produce 100% controller output. Decreasing the throttle max setting reduces the wiper voltage or resistance and therefore the full stroke necessary to produce full controller output. This feature allows reduced-range throttle assemblies to be accommodated.
10% Deadband 4.5V 0.7V 60% Throttle Max 3 — PROGRAMMABLE PARAMETERS: 10% Throttle Parameters Deadband 3.1V 0.7V Fig. 16, cont. Effect of adjusting the Throttle Max parameter (throttle types 3 and 4). 0 Throttle Type 3 (0–5kΩ) 5V 0.2V (0Ω) 100% Throttle Max 40% Deadband 1.4V (2.0kΩ) 3.3V (5.0kΩ) 90% Throttle Max 40% Deadband 1.4V (2.0kΩ) 3.0V (4.5kΩ) 90% Throttle Max 10% Deadband 3.0V (4.5kΩ) 0.5V (400Ω) 60% Throttle Max 10% Deadband 2.1V (3.0 kΩ) 0.
3 — PROGRAMMABLE PARAMETERS: Throttle Parameters THROTTLE MAP The throttle map parameter modifies the vehicle’s response to the throttle input. The throttle map parameter’s default setting of 50% provides a linear output response to throttle position. Values below 50% reduce the controller output at low throttle, providing enhanced slow speed maneuverability. Values above 50% give the vehicle a faster, more responsive feel at low throttle. The throttle map setting can be programmed between 20% and 80%.
3 — PROGRAMMABLE PARAMETERS: Throttle Parameters Increasing the creep speed value adds to the applied throttle and simply shifts the curves up. As shown in Figure 18, a creep speed setting of 10% with the Throttle Map set at 50% gives 60% PWM output (50% + 10%) at half throttle. Fig. 18 Throttle maps for controller with maximum speed set at 100% and creep speed set at 10%.
3 — PROGRAMMABLE PARAMETERS: Field Parameters POT LOW FAULT The pot low fault parameter allows the controller’s pot low fault detection to be disabled. This is useful when single-wire, ground (B-) referenced voltage throttle inputs are used. Setting the pot low fault parameter to Off disables the fault detection at the pot low input (Pin 7). It is recommended that the pot low fault parameter be set to On in any application where a resistive throttle is used.
3 — PROGRAMMABLE PARAMETERS: Field Parameters FIELD MAP The field map defines the relationship between armature current and field current under steady-state drive conditions. The shape of the field map is determined by the programmed Field Min, Field Max, Field Map, Field Map Start, and M1-M4 Drive C/L settings. As shown in Figure 20, the field map parameter adjusts the field current at the Field Map Midpoint, which is located halfway between the programmed Field Map Start and the programmed M1-M4 Drive C/L.
3 — PROGRAMMABLE PARAMETERS: Main Contactor Parameters FIELD CHECK The field check parameter determines whether the field diagnostics will be active. When programmed On, the controller checks for field open and field shorted faults. This parameter is typically programmed On except in series motor applications, or where the motor resistance is too high to provide valid fault data.
3 — PROGRAMMABLE PARAMETERS: Sequencing Fault Parameters Sequencing Fault Parameters ANTI-TIEDOWN The anti-tiedown feature prevents operators from taping or “tying down” the mode select switches in order to operate permanently in Mode 2 or Mode 4 (which are typically the higher speed modes). Each time the interlock switch closes, the anti-tiedown feature checks which mode is selected.
3 — PROGRAMMABLE PARAMETERS: Sequencing Fault Parameters if throttle is applied after the KSI input has been received but before the interlock switch is closed, the vehicle will accelerate to the requested speed as soon as the interlock switch is closed. SRO The static return to off (SRO) feature prevents the vehicle from being started when “in gear,” i.e., with a direction already selected. SRO checks the sequencing of the KSI and interlock inputs relative to a direction input.
3 — PROGRAMMABLE PARAMETERS: Emergency Reverse Parameters momentarily cycled during operation. However, it is important to bear in mind that the same sequencing delay also delays the initiation of interlock braking (see Figure 14, page 29). The sequencing delay can be programmed from 0.0 to 3.0 seconds, with 0.0 corresponding to no delay. Emergency Reverse Parameters ☞ C AU T I O N The polarity of the S1 and S2 connections will affect the operation of the emergency reverse feature.
3 — PROGRAMMABLE PARAMETERS: Motor Protection Parameters Motor Protection Parameters The 1243GEN2 controller can protect the motor from damage due to overtemperature by cutting back the motor speed. An estimate of the motor temperature is derived from the resistance of the field winding. The controller measures field current, field PWM, and battery voltage, and uses these measurements to calculate the instantaneous field resistance.
3 — PROGRAMMABLE PARAMETERS: Hourmeters Hourmeter Parameters Two individual hourmeters are built into the 1243GEN2 controller, each with nonvolatile memory: • a total hourmeter, that measures the total operating time (KSI on-time), and • a traction hourmeter, that measures the time that a direction is selected. Each hourmeter has a corresponding service timer and disable timer. Hourmeter information is viewable via the programmer or the Spyglass display.
3 — PROGRAMMABLE PARAMETERS: Hourmeters Once the preset values have been loaded, the Set Total Hours parameter should be programmed Off. SET TRAC HRS The set traction hours parameter is used to apply preset high, middle, and low values to the traction hourmeter. First, adjust the preset values as desired for the traction hourmeter. Then, program the Set Traction Hours parameter On, which automatically loads the preset values.
3 — PROGRAMMABLE PARAMETERS: Hourmeters Setting the parameter to 0 means that the traction disable timer will never expire and therefore never invoke the traction fault speed. TRAC FAULT SPD The traction fault speed parameter sets the maximum drive speed in the event the traction disable timer expires or the total disable timer expires; it can be adjusted between 0–100% of drive output, and applies to all modes.
3 — PROGRAMMABLE PARAMETERS: Hourmeters Other Hourmeter Parameters HOURMETER TYPE The Spyglass gauge displays hourmeter data for 5 seconds each time the keyswitch is turned on. The hourmeter type parameter defines whether the total hourmeter or traction hourmeter data will be displayed. When this parameter is programmed On, the total hourmeter is displayed; when programmed Off, the traction hourmeter is displayed.
3 — PROGRAMMABLE PARAMETERS: BDI Battery Discharge Indicator (BDI) Parameters The battery discharge indicator constantly calculates the battery state-of-charge whenever KSI is on. When KSI is turned off, the present battery state-of-charge is stored in non-volatile memory. BDI information is viewable via the Spyglass display and via the 1311 programmer’s Monitor Menu as BDI%. Three parameters are used to adjust the display.
3 — PROGRAMMABLE PARAMETERS: BDI Table 5 STANDARD BATTERY VOLTAGES FOR FLOODED LEAD ACID AND SEALED MAINTENANCE-FREE BATTERIES PARAMETER Full volts Empty volts Reset volts 24V BATTERY FLOODED SEALED 36V BATTERY FLOODED SEALED 24.5 V 24.5 V 36.7 V 36.7 V (2.04 × 12) (2.04 × 12) (2.04 × 18) (2.04 × 18) 20.9 V 22.9 V 31.3 V 34.4 V (1.74 × 12) (1.74 × 12) (1.91 × 18) (1.91 × 18) 25.2 V 25.2 V 37.8 V 37.8 V (2.10 × 12) (2.10 × 12) (2.10 × 18) (2.
3 — PROGRAMMABLE PARAMETERS: Fault Code Parameters Fault Code Parameters FAULT CODE The 1243GEN2 controller has two fault outputs, at Pins 2 and 3, which can be used to transmit signals to LEDs located on the display panel or on any remote panel. The fault outputs can be configured to display faults in two different formats: Fault Code format or Fault Category format. The fault code parameter is used to select the preferred format.
3 — PROGRAMMABLE PARAMETERS: Fault Code Parameters BDI LOCKOUT When the BDI lockoutiparameter is programmed On, the Fault 2 output (at Pin 3) can be used as an interface to an external auxiliary enable circuit. When BDI%=0, the Fault 2 output will be high; when BDI%≥1, the Fault 2 output will be low. When BDI lockout is programmed Off, the Fault 2 output is determined by the setting of the Fault Code parameter. 52 Curtis 1243GEN2 Manual, Rev.
4 — INSTALLATION CHECKOUT 4 INSTALLATION CHECKOUT Before operating the vehicle, carefully complete the following checkout procedure. 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 a programming device. The checkout procedure is easier with a programmer. Otherwise, observe the Status LED (located in the controller’s label area) for diagnostic codes.
4 — INSTALLATION CHECKOUT ☞ C AU T I O N If the switch wiring is correct, turn off the controller, disconnect the battery, and exchange the motor’s field connections (S1 and S2) on the controller. The motor should now turn in the proper direction. The motor should run proportionally faster with increasing throttle. If not, refer to Section 7. CAUTION: The polarity of the S1 and S2 connections will affect the operation of the emergency reverse feature.
5 — VEHICLE PERFORMANCE ADJUSTMENT 5 VEHICLE PERFORMANCE ADJUSTMENT The 1243GEN2 controller is a very powerful vehicle control system. Its wide variety of adjustable parameters allow many aspects of vehicle performance to be optimized. This section provides explanations of what the major tuning parameters do and instructions on how to use these parameters to optimize the performance of your vehicle.
5 — VEHICLE PERFORMANCE ADJUSTMENT 1-A 56 Tuning the Throttle Deadband STEP 1. Jack the vehicle wheels up off the ground so that they spin freely. STEP 2. Plug the programmer into the controller and turn on the keyswitch and interlock switch (if used). STEP 3. Select the Monitor Menu. The Throttle % field should be visible at the top of the display. You will need to reference the value displayed here. For convenience, set a bookmark here so you can return easily to read the Throttle % value.
5 — VEHICLE PERFORMANCE ADJUSTMENT 1-B Curtis 1243GEN2 Manual, Rev. B Tuning the Throttle Max STEP 1. Jack the vehicle wheels up off the ground so that they spin freely. STEP 2. Plug the programmer into the controller and turn on the keyswitch and interlock switch (if used). STEP 3. Select the Monitor Menu. The Throttle % field should be visible at the top of the display. You will need to reference the value displayed here.
5 — VEHICLE PERFORMANCE ADJUSTMENT 2 Tuning the Controller to the Motor The 1243GEN2 controller has the flexibility to be tuned to nearly any separately excited motor from any manufacturer. The programmable parameters allow full control of the motor’s maximum armature current during driving and braking and full control of the motor’s maximum and minimum field current as well as the field current relationship to the armature current.
5 — VEHICLE PERFORMANCE ADJUSTMENT at low battery voltage and with a hot motor. To determine this value, divide the low battery voltage (typically 70% of nominal) by the high temperature field winding resistance specification provided by the manufacturer. Set the Field Max parameter to this value. This will provide good consistency between motor performance in both hot and cold states. STEP 5.
5 — VEHICLE PERFORMANCE ADJUSTMENT 3 Setting the Vehicle’s Unloaded Top Speed The controller and vehicle should be configured as follows prior to setting the maximum unloaded vehicle speed: • Max Speed = 100%, all modes • Drive Current Limit as established in tuning procedure 2 • Field Map = 50% • Field Map Start = 50% of the specified drive current limit • Field Min = manufacturer’s specified minimum (if available); otherwise, 3 amps • Load Comp = 0 • The vehicle should be unloaded • The vehicle battery sh
5 — VEHICLE PERFORMANCE ADJUSTMENT STEP 4 5. For Walkie/Rider Applications: Typically, different top speeds are desired for walkie and rider operation. To tune a walkie/rider vehicle’s top speed, first tune it for rider operation by using the Field Min parameter. Then, to set the top speed for walkie operation, leave the Field Min parameter alone and decrease the Max Speed parameter until the desired walking vehicle speed is reached.
5 — VEHICLE PERFORMANCE ADJUSTMENT (ii) Set the Field Map Start parameter slightly higher than the observed armature current value. (iii) Load the vehicle and drive it on flat ground with full throttle applied. Further adjustments to the vehicle’s loaded speed can now be made by varying the Field Map parameter. Increasing the Field Map value will decrease the vehicle’s loaded speed, and decreasing the Field Map value will increase the vehicle’s loaded speed.
5 — VEHICLE PERFORMANCE ADJUSTMENT STEP 2. The default Restraint setting (5 amps) should work well for most vehicles. If the vehicle exhibits excessive overspeed when driving down a ramp, increase the Restraint value. If the vehicle “speed hunts” while driving down a ramp or brakes too abruptly at low or released throttle, decrease the Restraint value. STEP 3. If the Restraint value has been adjusted, retest braking behavior when throttle is reduced to ensure that it still has the desired feel.
5 — VEHICLE PERFORMANCE ADJUSTMENT STEP 2. If the transition is too abrupt: increase the Taper Rate and/or set the Variable Braking parameter to On. Secondary adjustments can be made by increasing the Accel Rate. STEP 3. If the transition is too slow: decrease the Taper Rate and set Creep Speed to 5% or greater. Secondary adjustments can be made by decreasing the Accel Rate, increasing the Current Ratio, or increasing the Quick Start parameter value.
6 — PROGRAMMER MENUS: Parameters Menu 6 PROGRAMMER MENUS The universal Curtis programming devices allow you to program, test, and diagnose Curtis programmable controllers. For information about the programmers, see Appendix C. The 1243GEN2’s programmable parameters are listed here in the order in which they are displayed by the programmer. Note that depending on the specific 1243GEN2 model you have, some of the menu items may not appear.
6 — PROGRAMMER MENUS: Parameters Menu Parameters Menu, cont’d M2 MAX REV SPD RESET VOLTS Mode 2 maximum reverse speed, as % drive output Mode 3 maximum reverse speed, as % drive output Mode 4 maximum reverse speed, as % drive output Creep speed, as % drive output Type of throttle input 1 Throttle neutral deadband, as % Throttle input req’d for 100% drive output, as % Drive output at 50% throttle input, as % Minimum field current, in amps Maximum field current, in amps Armature current at which field map tak
6 — PROGRAMMER MENUS: Parameters Menu Parameters Menu, cont’d ADJ HRS LOW BDI LIMIT SPD Hourmeter preset low byte: 0–99 Hourmeter preset middle byte: 0–99 Hourmeter preset high byte: 0–99 Apply preset values to total hourmeter: On or Off Apply preset values to traction hourmeter: On or Off Total hourmeter is default display: On or Off Total service timer setting, in hundreds of hours Traction service timer setting, in hundreds of hours Reset total service timer: On or Off Reset traction service timer: On
6 — PROGRAMMER MENUS: Parameters Menu Program Menu Notes 1 Throttle types (for detail, see Throttle Wiring in Section 2) Type 1: 5kΩ–0 potentiometers Type 2: single-ended 0–5V, 3-wire pot, current source, and electronic throttles Type 3: 0–5kΩ potentiometers Type 4: wigwag 0–5V and 3-wire pot throttles 2 HPD types (for detail, see Section 3: Programmable Parameters, page 41) Type 0: no HPD Type 1: HPD fault unless KSI and interlock inputs are received before a throttle request >25% Type 2: HPD fault unl
6 — PROGRAMMER MENUS: Test/Monitor Menu 1243GEN2 MONITOR MENU THROTTLE % FIELD CURRENT ARM CURRENT FIELD PWM ARM PWM BDI % LOAD VOLTAGE BATT VOLTAGE MOT RES x10 mΩ HEATSINK TEMP TOT SRVC X25 +TOT SRVC TRAC SRVC X25 +TRAC SRVC FORWARD INPUT REVERSE INPUT MODE INPUT A MODE INPUT B INTERLOCK EMR REV INPUT MAIN CONT AUX DRIVER SYS MODE Throttle reading, as % of full throttle Motor field current, in amps Motor armature current, in amps Motor field applied duty cycle, as % Motor armature applied duty cycle, as %
6 — PROGRAMMER MENUS: Faults/Diagnostics Menu 1243GEN2 FAULTS/DIAGNOSTIC MENU This is a list of the possible fault messages you may see displayed by the programmer. The messages are listed here in alphabetical order for easy reference.
7 — DIAGNOSTICS & TROUBLESHOOTING 7 DIAGNOSTICS AND TROUBLESHOOTING The 1243GEN2 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 message displayed on the Spyglass gauge, the fault codes issued by the Status LED, or the fault display driven by the controller’s fault outputs (Fault 1 and Fault 2).
7 — DIAGNOSTICS & TROUBLESHOOTING Table 7 LED CODE PROGRAMMER LCD DISPLAY TROUBLESHOOTING CHART FAULT CATEGORY POSSIBLE CAUSE FAULT CLEARANCE 0,1 NO KNOWN FAULTS 0 n/a n/a 1,1 CURRENT SHUNT FAULT 1 1. Abnormal vehicle operation causing high current spikes. 2. Current sensor out of range. 3. Controller failure. Cycle KSI. If problem persists, replace controller. 1,2 HW FAILSAFE 1 1. Noisy environment. 2. Self-test or watchdog fault. 3. Controller failure. Cycle KSI.
7 — DIAGNOSTICS & TROUBLESHOOTING Table 7 TROUBLESHOOTING CHART, cont’d LED CODE PROGRAMMER LCD DISPLAY CATEGORY 4,1 LOW BATTERY VOLTAGE 2 1. Battery voltage < undervoltage cutback. 2. Corroded battery terminal. 3. Loose battery or controller terminal. When voltage rises above undervoltage cutoff point. 4,2 OVERVOLTAGE 2 1. Battery voltage >overvoltage shutdown. limit. 2. Vehicle operating with charger attached. When voltage falls below overvoltage cutoff point. 4,3 THERMAL CUTBACK 2 1.
7 — DIAGNOSTICS & TROUBLESHOOTING STATUS LED DIAGNOSTICS A Status LED is built into the 1243GEN2 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.
7 — DIAGNOSTICS & TROUBLESHOOTING FAULT OUTPUT LED DIAGNOSTICS The 1243GEN2 controller provides two fault outputs designed to transmit fault information to LEDs located on the display panel or on any remote panel. These outputs can be programmed to display faults in Fault Code format or in Fault Category format—see Section 3, page 51. In Fault Code format, the two fault outputs operate independently.
8 — MAINTENANCE 8 CONTROLLER MAINTENANCE There are no user serviceable parts in the Curtis 1243GEN2 controller. No attempt should be made to open, repair, or otherwise modify the controller. Doing so may damage the controller and will void the warranty. It is recommended that the controller be kept clean and dry and that its fault history file be checked and cleared periodically.
APPENDIX A: EMC & ESD DESIGN CONSIDERATIONS APPENDIX A VEHICLE DESIGN CONSIDERATIONS REGARDING ELECTROMAGNETIC COMPATIBILITY (EMC) AND ELECTROSTATIC DISCHARGE (ESD) ELECTROMAGNETIC COMPATIBILITY (EMC) Electromagnetic compatibility (EMC) encompasses two areas: emissions and immunity. Emissions are radio frequency (RF) energy generated by a product. This energy has the potential to interfere with communications systems such as radio, television, cellular phones, dispatching, aircraft, etc.
APPENDIX A: EMC & ESD DESIGN CONSIDERATIONS Conducted paths are created by the wires connected to the controller. These wires act as antennas and the amount of RF energy coupled into them is generally proportional to their length. The RF voltages and currents induced in each wire are applied to the controller pin to which the wire is connected. Curtis controllers include bypass capacitors on the printed circuit board’s throttle wires to reduce the impact of this RF energy on the internal circuitry.
APPENDIX A: EMC & ESD DESIGN CONSIDERATIONS Given the safety considerations involved in connecting electrical components to the chassis or frame in battery powered vehicles, such filtering will usually consist of a series inductor (or ferrite bead) rather than a shunt capacitor. If a capacitor is used, it must have a voltage rating and leakage characteristics that will allow the end product to meet applicable safety regulations.
APPENDIX APPENDIX B: A: WEEE EMC /&RoHS ESD DESIGN CONSIDERATIONS APPENDIX B CURTIS WEEE / RoHS STATEMENT, MARCH 2009 WEEE The Directive 2002/96/EC on Waste Electrical and Electronic Equipment (WEEE) was adopted by the European Council and Parliament and the Council of the European Union on January 27, 2003. The aim of the directive was to improve the collection and recycling of WEEE throughout the EU, and to reduce the level of non-recycled waste.
B: WEEE / RoHS APPENDIX A: EMC & ESD APPENDIX DESIGN CONSIDERATIONS is prohibited. Generally, the schemes require collection and recycling of a broad range of EEE products. Certain Curtis products fall within the scope of the directive and the implemented member state regulations. Affected Curtis products that have reached end-of-life must not be disposed as general waste, but instead, put into the collection and recycling system provided in the relevant jurisdiction.
APPENDIX C: A: PROGRAMMING EMC & ESD DESIGN DEVICES CONSIDERATIONS APPENDIX C PROGRAMMING DEVICES Curtis programmers provide programming, diagnostic, and test capabilities for the 1243GEN2 controller. The power for operating the programmer is supplied by the host controller via a 4-pin connector. When the programmer powers up, it gathers information from the controller. Two types of programming devices are available: the 1314 PC Programming Station and the 1313 handheld programmer.
APPENDIX APPENDIX D: A: PROGRAMMABLE EMC & ESD DESIGN PARAMETERS CONSIDERATIONS INDEX APPENDIX D PROGRAMMABLE PARAMETERS INDEX The 1243GEN2 controller’s programmable parameters are listed below in alphabetical order (by programmer display name), with references provided to the main entry in the manual.
APPENDIX APPENDIX E: A: SPECIFICATIONS EMC & ESD DESIGN CONSIDERATIONS APPENDIX E SPECIFICATIONS Table E-1 SPECIFICATIONS: 1243GEN2 CONTROLLER Nominal input voltage PWM operating frequency Electrical isolation to heatsink 24 –36 V 16 kHz 500 V ac (minimum) KSI input voltage (minimum) KSI input current (no contactors engaged) 16.8 V 78 mA without programmer; 120 mA with 1311 programmer (110 mA with 1307) Logic input voltage Logic input current >7.
