Curtis 1220 User Manual

Manual

Model 1220

Electric Steering Controller
for Brushed PM Motor

Read Instructions Carefully!

Specications are subject to change without notice.
© 2015 Curtis Instruments, Inc. ® Curtis is a registered trademark of Curtis Instruments, Inc.
© The design and appearance of the products depicted herein are the copyright of Curtis Instruments, Inc. 53218 Rev C 11/2015

Curtis Instruments, Inc.

200 Kisco Avenue

Mt. Kisco, NY 10549

www.curtisinstruments.com

CONTENTS

1. OVERVIEW ..............................................................................1

2. INSTALLATION AND WIRING ..........................................4

Mounting the Controller ....................................................4

High Current Connections ..................................................5

Low Current Connections ..................................................5

Controller Wiring ...............................................................6

Input/Output Specifications ...............................................8

3. PROGRAMMABLE PARAMETERS ....................................10

Program Menu ..................................................................11

4. MONITOR MENU ...............................................................23

5. COMMISSIONING ..............................................................27

CONTENTS

6. DIAGNOSTICS AND TROUBLESHOOTING .................37

7. MAINTENANCE ..................................................................41

appendix a Vehicle Design Considerations
appendix b Programming Devices
appendix c Specifications, 1220 Controller

Curtis 1220 Manual, Rev. C iii

FIGURES / TABLES

FIGURES

. 1: Curtis 1220 controller ............................................................. 1

. 2: Mounting dimensions, Curtis 1220 controller ........................ 4

. 3a: Wiring diagram, using motor encoder for position feedback ... 6

. 3b: Wiring diagram, using analog pots for position feedback ........ 7

. 4: Command signal ow ........................................................... 12

. 5: Steer command map ............................................................. 13

. 6: Position feedback signal ow, with analog pot ...................... 15

. 7: Position feedback signal ow, with encoder ........................... 16

. 8: Steering sensitivity map ......................................................... 22

TABLES

 1: Programmable parameter menus ......................................... 11

 2: Functions menu .................................................................. 22

 3: Monitor menu ..................................................................... 23

 4: Troubleshooting chart ......................................................... 38

 C-1: Specifications, 1220 controllers ......................................... C-1

iv

Curtis 1220 Manual, Rev. C

1

Fig. 1 Curtis 1220 electric

steering controller.

1 — OVERVIEW

OVERVIEW

e Curtis Model 1220 controller is designed to drive a brushed permanent
magnet motor for electric power steering (EPS). e 1220 performs as the
steering system controller, interpreting the steering command input and wheel
position feedback, then driving the steering motor to move the steered wheel(s)
to the desired position.

e steering motor must be speed reduced to get the high torque required
to rotate the drive wheel. Typically this is done with a gearbox around 50:1
and a chain or gear with an additional reduction of around 4:1. e steering
command comes either from a linear potentiometer or an analog voltage sen­sor. e wheel position feedback comes either from a linear potentiometer, an
analog voltage sensor, or an encoder with a home switch.

ded VCL. A “handshake” with the traction controller is required at startup to
enable operation.

order pickers, stackers, “man up” warehouse trucks, and other similar industrial
vehicles.

Curtis 1220 Manual, Rev. C

e 1220 works only with Curtis AC traction controllers with embed-

Intended applications are material handling vehicles such as reach trucks,

1

1 — OVERVIEW

Advanced Motor Control

3 Absolute position control mode.

3 16 kHz PWM switching frequency ensures silent operation.

3 Advanced PWM techniques produce low motor harmonics,

low torque ripple, and minimized heating losses, resulting
in high eciency.

3

Congurable homing methods, center oset, and end-stop

protection.

3 24 V, 40 A 2-minute current rating.

3 24 V nominal supply voltage.

Maximum Safety

3 Dual steering command inputs and dual analog position

inputs for redundant check.

Fault output can be used to turn o traction controller’s

3

main contactor or interlock connection.

3 Steered wheel position (angle) output can be used to limit

the traction motor speed.

3 Following error check ensures the wheel position tracks

the steering command.

3 Power On Self-Test: FLASH, ALU, EEPROM, software

watchdog, RAM, etc.

Power On Hardware Check: Motor Open, Motor Short,

3

and MOSFET short.

3 Periodic Self-Tests: EEPROM parameters, Motor Open,

and command and feedback devices.

Unmatched Flexibility

3 Integrated hourmeter and diagnostic log functions.

3 Curtis 840 Spyglass can be connected to show traction

and steering information such as BDI, hour meter, fault,
traction speed, and steered wheel angle.

2

3

+5V low-power supply for input sensors, etc.

3 Curtis 1313 handheld programmer and 1314 PC

Programming Station provide easy programming and
powerful system diagnostic and monitoring capabilities.

3

External Status LED driver gives instant diagnostic

indication.

Curtis 1220 Manual, Rev. C

1 — OVERVIEW

Robust Reliability

3 Intelligent thermal cutback and overvoltage/undervoltage

protection functions maintain steering while reducing traction
speed until severe over/under limits are reached.

3 Standard Mini-Fit Molex Jr. and Faston terminals provide

proven, robust wiring connections.

Electronics sealed to IP65.

3

3 Reverse polarity protection on battery connections.

3 Inputs protected against shorts to B+ and B-.

Familiarity with your Curtis controller will help you install and operate it prop­erly. We encourage you to read this manual carefully. If you have questions,
please contact your local Curtis representative.

CAUTION

CAUTION

+

+

Working on electrical systems is potentially dangerous. Protect yourself against
uncontrolled operation, high current arcs, and outgassing from lead acid batteries:

UNCONTROLLED OPERATION — Some conditions could cause the motor 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.

HIGH CURRENT ARCS — Batteries can supply very high power, and arcing 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.

LEAD ACID BATTERIES — Charging or discharging generates hydrogen gas, which can

build up in and around the batteries. Follow the battery manufacturer’s safety recom­mendations. Wear safety glasses.

e Curtis Model 1220 does not satisfy EN1175-1:1998+A1:2010 Article 5.9.6
as it is not a Category 3 device under EN ISO13849-1:2008. It should not be
used on any vehicle within the scope of Machinery Directive 2006/42/EC that
will be operated within the European Economic Area (EEA).

Curtis 1220 Manual, Rev. C

3

2 — INSTALLATION & WIRING

2

Fig. 2 Mounting

dimensions, Curtis 1220
motor controller.

INSTALLATION AND WIRING

MOUNTING THE CONTROLLER

e 1220 controller can be oriented in any position, but the mounting 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.

e outline and mounting hole dimensions are shown in Fig. 2. e con­troller should be mounted by means of the two mounting holes at the opposing
corners of the heatsink, using M4 (#8) screws.

Dimensions in millimeters (and inches)

end product to ensure that its EMC performance complies with applicable
regulations; suggestions are presented in Appendix A.

priate precautions in connecting, disconnecting, and handling the controller.
See installation suggestions in Appendix A for protecting the controller from
ESD damage.

4

You will need to take steps during the design and development of your

e 1220 controller contains ESD-sensitive components. Use appro-

Curtis 1220 Manual, Rev. C

2 — INSTALLATION & WIRING: High Current Connections

CONNECTIONS: High Current

Four 1/4” Faston terminals are provided for the high current connections.
e motor connections (
connections (

B+, B-) have one terminal each.

M1, M2) and battery

M1 M2 B- B+

CONNECTIONS Low Current

e low current connections are made through three connectors: J1, J2, and J3.

J1 J2 J3

1 Status LED

2 Steer Motor Encoder Phase A

Mating connectors:

Molex Mini-Fit-Jr

receptacle p/n

J1 39-01-2140
J2 39-01-2040
J3 39-01-2020

with appropriate

45750-series

crimp terminals.

3 Position Analog 2

4 Interlock Input

5 KSI

6 Command Analog 1

7 +5V

8 Rx2 (from traction controller)

9 Steer Motor Encoder Phase B

10 Feedback Pot Low

11 Position Analog 1

12 Steering Angle Output

13 Command Analog 2

14 Command Pot Low

1 2 3 4 5 6 7

8 9 10 11 12 13 14

J1

14-pin Molex

39-28-8140

1 2

3 4

1

2

1 Rx1 (from programmer)

2 GND

3 Tx1 (to programmer / 840)

4 B+

1 Fault Output

2 Home Switch

Curtis 1220 Manual, Rev. C

J2

4-pin Molex

39-28-8040

J3

2-pin Molex

39-28-8020

5

2 — INSTALLATION & WIRING: Controller Wiring

1220 CONTROLLER

CONTROLLER WIRING

As shown in the wiring diagrams (Figs. 3a, 3b), the 1220’s keyswitch power
must go through the traction controller so that when the keyswitch is turned
o both controllers turn o. e fault output (Pin J3-1) must be able to shut
down the traction system in the case of a serious fault, in order to meet inter­national safety requirements.

J1-4

J3-2

J1-5

J1-1

J1-3

J1-11

J1-7

J1-2

J1-9

J1-10

J1-7

J1-6

J1-13

J1-14

Interlock Input

Home Switch

KSI

Status LED

+5V

Encoder
Phase A

Encoder
Phase B

Feedback
Pot Low

+5V

Command Analog 1

Command Analog 2

Command Pot Low

INTERLOCK SWITCH

HOME SWITCH

STATUS LED

STEER

MOTOR

ENCODER

STEER COMMAND

POTS

B+

Tx1

GND

Rx1

Fault Output

Steering Angle

Output

Rx2

M1

M2

B+

B-

J2-4

J2-3

J2-2

J2-1

J3-1

J1-12

J1-8

TRACTION
MAIN
CONTACTOR
COIL

Main Driver J1-6

SW1/ANA1 J1-24

Receive J1-6

Power

Supply Input

+12V J1-25

Tx J1-28

POWER

FUSE

840

J1-5

CURTIS

TRACTION

CONTROLLER

123xE/1298

M

J1-8 GND

J1-7 I/O GND

AC

CONTROL

EMERGENCY
STOP

BATTERY
(24V)

PROGRAMMER

J1-9 Interlock

J1-13 Coil Return

J1-1 KSI

MOTOR

FUSE

KEYSWITCH

Fig. 3a Basic wiring diagram, using motor encoder for feedback device.

6

Curtis 1220 Manual, Rev. C

INTERLOCK SWITCH

STATUS LED

POSITION FEEDBACK

POTS

STEER COMMAND

POTS

J1-4

J1-5

J1-1

J3-2

J1-2

J1-9

J1-7

J1-11

J1-3

J1-10

J1-7

J1-6

J1-13

J1-14

2 — INSTALLATION & WIRING: Controller Wiring

ese wiring diagrams (Figs. 3a, 3b) show generic applications and may not
fully meet the requirements of your system. You may wish to contact your local
Curtis representative to discuss your particular application.

Interlock Input

KSI

Status LED

+5V

Position Analog 1

Position Analog 2

Feedback Pot Low

+5V

Command Analog 1

Command Analog 2

Command Pot Low

1220 CONTROLLER

B+

Tx1

GND

Rx1

Fault Output

Steering Angle

Output

Rx2

M1

M2

B+

B-

J2-4

J2-3

J2-2

J2-1

J3-1

J1-12

J1-8

TRACTION
MAIN
CONTACTOR
COIL

Main Driver J1-6

SW1/ANA1 J1-24

Receive J1-6

Power

Supply Input

+12V J1-25

Tx J1-28

POWER

FUSE

J1-5

TRACTION

CONTROLLER

123xE/1298

840

CURTIS

AC

M

PROGRAMMER

J1-8 GND

J1-7 I/O GND

J1-9 Interlock

J1-13 Coil Return

J1-1 KSI

MOTOR

CONTROL

FUSE

EMERGENCY
STOP

BATTERY
(24V)

KEYSWITCH

Fig. 3b Basic wiring diagram, using position feedback pots for feedback device.

Curtis 1220 Manual, Rev. C

7

2 — INSTALLATION & WIRING: I/O Signal Specifications

INPUT/OUTPUT SIGNAL SPECIFICATIONS

e electrical characteristics of the input/output signals wired to the J1, J2,
and J3 connectors are described below.

KSI (pin J1-5)

e keyswitch (KSI) must be connected to B+ via a switch. is pin feeds the
internal power supply and can be used for general on/o and for the power
supply to the Fault Output pin.

Input current at Nominal Battery Voltage (50 – 200 mA) + Fault Output current

Digital inputs (pins J1-4 and J3-2)

e digital inputs must be connected to B+ via a switch, or they can be driven
by outputs from other systems.

Input current at Nominal Battery Voltage approx. 0.2 – 0.7 mA (depending on

nominal battery voltage
Input filter R-C time constant max 5 ms

Max LOW threshold voltage 5.0 V

Min HIGH threshold voltage 12 V

De-bouncing time (in software) 10 – 25 ms

Analog inputs (pins J1-3, J1-6, J1-11, J1-13)

e analog inputs are used for analog input commands from any analog input
device, e.g., potentiometer, Hall sensor.

Input resistance (to B- ground) 50 kΩ ± 10%

Input current (wheel in center position) max 100 μA ± 10%

Input filter R-C time constant max 5 ms

Voltage range 0 – 5.5 V

Minimum resolution 12 bit

Steer Motor Encoder inputs (pins J1-2, J1-9)

ese inputs are used for the A and B signals of the Steer Motor Encoder device.

Input current (to Encoder Ground) 1.5 mA ± 20%

Input filter R-C time constant 1 μs

Max LOW threshold voltage 0.5 V

Min HIGH threshold voltage 2 V

+5V Supply (pin J1-7)

is pin is the power supply connection to the Command Input Device and
the Position Feedback Device.

Command supply voltage +5 V ± 10%

Maximum current draw 70 mA

8

Curtis 1220 Manual, Rev. C

2 — INSTALLATION & WIRING: I/O Signal Specifications

Pot Low (pins J1-10, J1-14)

e Command and Feedback Pot Low pins are connected to I/O GND. ey
are not protected against short circuits to B+.

Fault Output (pin J3-1)

e Fault Output has independent supervision via the MCU, and can be used
for power supply of the traction main contactor coil. is output has reverse
polarity protection.

Max output current 1.5 A

Max voltage drop (to KSI) at 1.5 A 2 V

Steering Angle Output (pin J1-12)

is pin will output an analog signal to the traction controller for traction
speed limit.

Analog output range 5 – 9 V ± 10% (2.5 V when not ready)

Max ripple voltage (p-p) 0.2 V

Max output current 5 mA

Programmer connections (J2 connector)

e Curtis programmer plugs into the 4-pin connector, J2.
Rx is the data input connection to/from the programmer.

Input pull down resistance (to B- ground) 5 kΩ ± 10%

Tx is the data input connection to/from the programmer.

Logic Level O:

Min output sink current 2.8 mA
Max output voltage at current < 2.8 mA 0.6 V

Logic Level 1:
Min output source current 0.4 mA
Max output voltage at current < 0.4 mA 3.5 V

Curtis 1220 Manual, Rev. C

9

3 — PROGRAMMABLE PARAMETERS

e 1220 controller has a number of parameters that can be programmed using

3

a Curtis 1313 handheld programmer or 1314 Programming Station. e pro­grammable parameters allow the steering performance to be customized to fit
the needs of specific applications. e programmable parameters are grouped
into nested hierarchical menus, as shown in Table 1.

PROGRAMMABLE PARAMETERS

Table 1 Programmable Parameter Menus

COMMAND DEVICE .................... p. 11

—Redundant Input

—Command Analog Left

—Command Analog Center

—Command Analog Right

—Command Analog Fault Min

—Command Analog Fault Max

—Command Map ................. p. 13

—Left Stop (deg)

—P1 Input

—P1 Output (deg)

—P2 Input

—P2 Output (deg)

—P3 Input

—P3 Output (deg)

—P4 Input

—P4 Output (deg)

—P5 Input

—P5 Output (deg)

—P6 Input

—P6 Output (deg)

—Right Stop (deg)

FEEDBACK DEVICE ..................... p. 14

—Position Feedback Device

—Analog ........................... p. 15

—Redundant Input
—Position Left Stop
—Position Center
—Position Right Stop
—Position Fault Min
—Position Fault Max

—Encoder .......................... p. 16

—Encoder Steps
—Swap Encoder Direction
—Encoder Fault Check
—Center Offset (deg)

—Homing ................... p. 17

—Homing On Interlock
—Homing Direction Method
—Homing Speed
—Homing Compensation (deg)

VEHICLE CONFIGURATION .......... p. 18

—Interlock Type
—Sequencing Delay
—Fault Output Control
—Fault Steering Timeout

—Relay Driver .................... p. 19

—Main On Interlock
—Pull-In Voltage
—Holding Voltage
—Open Delay

—Traction Settings .............. p. 19

—Traction Motor Max Speed
—Interlock Enable Speed
—Speed Limit Angle (deg)
—Steering Angle Output Interlock

CURRENT .................................. p. 20

—Drive Current Limit

—Regen Current Limit

—Boost

MOTOR ..................................... p. 20

—Gear Ratio

—Max Speed

—Stall Steering Speed

—Stall PWM

—Stall Timeout

—Current Rating

—Max Current Time

—Cutback Gain

MOTOR CONTROL TUNING .......... p. 21

—Following Error Tolerance (deg)

—Following Error Time

—Position Kp

—Velocity Kp

—Velocity Ki

—Sensitivity Map  ................ p. 22

—LS Sensitivity

—HS Sensitivity

—Low Speed

—Mid Speed

—High Speed

We strongly urge you to read Section 5, Initial Setup, before adjusting any of the
parameters. Even if you opt to leave most of the parameters at their default settings,

CAUTION

+

it is imperative that you perform the procedures outlined in Section 5, which
set up the basic system characteristics for your application.

10

Curtis 1220 Manual, Rev. C

3 — PROGRAMMABLE PARAMETERS: Command Device Parameters

COMMAND DEVICE

ALLOWABLE
PARAMETER RANGE DESCRIPTION

Redundant Input Off / On This parameter determines whether there will be a redundant steer
command input.

Off = Single input, to Command Analog 1 (pin J1-6)

On = Redundant inputs to Command Analog 1&2 (pins J1-6, J1-13).

It is best practice to wire the primary and redundant input signals in an “X”

conguration (0–5V and 5V–0).
When the Redundant Input is programmed Off, only a single steer
command device (the Command Input Device) is used and steer command
redundancy is disabled.

+5V
Command Analog 1 (primary)

Command Analog 2 (redundant)

Command Pot Low

Command Analog Input

Curtis 1220 Manual, Rev. C

11

3 — PROGRAMMABLE PARAMETERS: Command Device Parameters

COMMAND DEVICE, cont’d

ALLOWABLE
PARAMETER RANGE DESCRIPTION

Command Analog Left 0 – 5.00 V Denes the command analog wiper voltage required to produce a steer

position command of full left (Steer Command = -100% = Left Stop).

Command Analog Center 0 – 5.00 V Denes the command analog wiper voltage required to produce a steer

position command of center (Steer Command = 0% = 0°).

Command Analog Right

position command of full right (Steer Command = 100% = Right Stop).

Command Analog Fault Min 0 – 5.00 V Sets the minimum threshold for the analog pot input.

If the command analog wiper voltage goes below this threshhold

Command Analog Fault Max

If the command analog wiper voltage rises above this threshhold

Command Analog 1
(pin J1-6)

0 – 5.00 V Denes the command analog wiper voltage required to produce a steer

for 60 ms, a fault is issued.

0 – 5.00 V Sets the maximum threshold for the analog pot input.

for 60 ms, a fault is issued.

[3.3V]

[12 bits]

Command Analog Left

Command Analog Center

Command Analog Right

Steer Command

Fig. 4 Command signal ow.

e normalization map takes Command Analog 1 in volts and maps it to Steer
Command in percent. Command Analog Left may be set higher or lower than
Command Analog Right. Command Analog Center must be between Command
Analog Left and Command Analog Right. Assuming Command Analog Left is
less than Command Analog Right, the three points of the normalization map
are dened (from left to right in the diagram above) as:

12

X = Command Analog Left and Y = -100%

X = Command Analog Center and Y = 0%

X = Command Analog Right and Y = 100%.

Curtis 1220 Manual, Rev. C

3 — PROGRAMMABLE PARAMETERS: Command Map Parameters

A command map is used in the input command signal ow to compensate for
steering geometry dierences between vehicles (steered wheel on the left side,
middle, or right side).

e command map menu contains 14 parameters dening an 8-point

map that modies the steer command input. e rst point (Left Stop (deg))
always denes the steer command input of -100% and the last point (Right
Stop deg)) always denes the steer command input of 100%.

COMMAND DEVICE: COMMAND MAP

ALLOWABLE
PARAMETER RANGE DESCRIPTION

P1–P6 Input -100.0 – 100.0 % These six parameters individually dene the steer command input

(in %) for the P1, P2, P3, P4, P5, and P6 Inputs.

Left Stop (deg)

-120.0° – 0.0° These eight parameters dene the steer command output (in degrees)

of the steer command map.

Left Stop (deg)

P1–P3 Output (deg)

-120.0° – 0.0° P1 Output (deg)
P2 Output (deg)
P3 Output (deg)

P4–P6 Output (deg)

0.0° – 120.0° P4 Output (deg)
P5 Output (deg)

P6 Output (deg)

Right Stop (deg)

-100%

A

0.0° – 120.0° Right Stop (deg)

Resulting Output

B

120°

H

G

F

D E

C

-120°

Input

100%

The steer command map is shaped by points A – H.

The map in this example is set up to provide a deadband
in the center (points D and E) and less sensitivity at the
ends (between A and B, and between G and H).

X Y

A -100% Left Stop (deg)

B P1 input P1 Output (deg)

C P2 input P2 Output (deg)

D P3 input P3 Output (deg)

E P4 input P4 Output (deg)

F P5 input P5 Output (deg)

G P6 input P6 Output (deg)

H 100% Right Stop (deg)

Fig. 5 Steer command map.

Although any map shape can be set up, it is recommended that the map al­ways be set so that a Steer Command of zero % equals a Steer Command
(deg) of zero.

Curtis 1220 Manual, Rev. C

13

3 — PROGRAMMABLE PARAMETERS: Feedback Device Parameters

(Position Feedback Device = 0)

FEEDBACK DEVICE

ALLOWABLE
PARAMETER RANGE DESCRIPTION

Position Feedback Device 0 – 2 Set this parameter to match the type of device you will be using
for position feedback:

0 = Analog sensor.

1 = Polarity encoder.
2 = Quadrature encoder.

Position Analog Input

If encoder position feedback is used, an encoder and a home switch are required.

e electrical requirements for the encoder are as shown.

+5V
Position Analog 1(primary)

Position Analog 2 (redundant)
Feedback Pot Low

Channel A

+5V

Encoder Phase A

Encoder Phase B

Feedback Pot Low

Position Encoder Input

(Position Feedback Device = 1 or 2)

360° electrical (1 cycle)

> 66 μs

14

Channel B

90° ±30°

180° ±18°

Curtis 1220 Manual, Rev. C

3 — PROGRAMMABLE PARAMETERS: Feedback Device Parameters

e wheel position is aligned to the current steer command position upon inter­lock. e left stop, center, and right stop points are programmable parameters.
Angular rotation is limited by means of programmable left stop (deg) and right
stop (deg) parameters in the Command Map.

FEEDBACK DEVICE: ANALOG

ALLOWABLE
PARAMETER RANGE DESCRIPTION

Redundant Input Off / On Denes whether the primary (J1-11) or both (J1-11 and J1-3) position

feedback inputs will be used; see Command Redundant Input, page 11.

Position Left Stop 0 – 5.00 V Denes the position analog wiper voltage when the steer position

feedback is at the left stop (Wheel Position = Left Stop).

Position Center 0 – 5.00 V Denes the position analog wiper voltage when the steer position

feedback device is at the center position (Wheel Position = 0°).

Position Right Stop

feedback device is at the right stop (Wheel Position = Right Stop).

Position Fault Min 0 – 5.00 V Sets the minimum threshold for the position feedback analog pot input.

If the position wiper voltage goes below this threshhold for 60 ms,

Position Fault Max

If the position wiper voltage rises above this threshhold for 60 ms,

Position Analog 1 Input
(pin J1-11)

0 – 5.00 V Denes the position analog wiper voltage when the steer position

a fault is issued.

0 – 5.00 V Sets the maximum threshold for the position feedback analog pot input.

a fault is issued.

[3.3V]

[12 bits]

Position Left

Position Center

Position Right

Left Stop (deg)

Right Stop (deg)

Wheel Position

Fig. 6 Position feedback signal ow, with analog pot.

e normalization map takes Position Analog input in volts and maps it to
Wheel Position in percent.
Position Left Stop may be set higher or lower than Position Right Stop.
Position Center must be between Position Left Stop and Position Right Stop.
Assuming Position Left Stop is less than Position Right Stop, the three points of
the normalization map are dened (from left to right in the diagram above) as:

X = Position Left Stop and Y = Left Stop (deg)
X = Position Center and Y = 0%
X = Position Right Stop and Y = Right Stop (deg).

Curtis 1220 Manual, Rev. C

15

3 — PROGRAMMABLE PARAMETERS: Feedback Device Parameters

FEEDBACK DEVICE: ENCODER

ALLOWABLE
PARAMETER RANGE DESCRIPTION

Encoder Steps 2.0 – 256.0 Sets the number of encoder pulses per revolution of steering motor rotor.

Swap Encoder Direction Off / On This parameter changes the encoder’s effective direction of rotation.

It must be set such that when the tiller head is turning right, the steer motor

speed is positive.

Encoder Fault Check

Off / On The Encoder Fault Check parameter applies only to quadrature encoders

(Position Feedback Device = 2).

It disables/enables the encoder fault check function, which can be used

to detect single wire open of Encoder Phase A or B.

Center Offset (deg)

-180.0° – 180.0° The Center Offset is the difference between the zero position (center)

for the application and the home reference position (found during homing).

During homing, the home position is found and once the homing is

completed the zero position is offset from the home position by adding the

Center Offset to the home position. All subsequent absolute moves shall

be taken relative to this new zero position, including Auto Center. If the
home switch is at the same position as center, set Center Offset to zero.

Steer Motor
Encoder Phase A
(Pin J1-2)

Steer Motor
Encoder Phase B
(Pin J1-9)

Encoder Filter A

Encoder Filter B

Quadrature Decoder

A/B

φ

Home

Position

Center Offset

-1

Swap Encoder Direction

Home Position

Encoder Counts
from Home

+

-

Zero

Position

Encoder Degrees
from Home

Encoder Steps

+

-

Fig. 7 Position feedback signal ow, with motor encoder.

16

Center Offset (deg)

Curtis 1220 Manual, Rev. C

3 — PROGRAMMABLE PARAMETERS: Feedback Device Parameters

FEEDBACK DEVICE: HOMING

ALLOWABLE
PARAMETER RANGE DESCRIPTION

Homing On Interlock Off / On Denes when the homing function is activated.

Off = Home when keyswitch is turned on.

On = Homing on rst Interlock. If the interlock signal is turned off
during homing, the homing procedure is paused and will resume
when the interlock becomes active again.

Homing Direction Method 0 – 4 Denes which method is used to nd Home position. The method

determines the initial direction the homing function takes and on which

edge the homing function is complete.
0 = Left of positive Home switch.
1 = Right of positive Home switch.
2 = Right of negative Home switch.
3 = Left of negative Home switch.
4 = Center of positive Home switch.

Methods 0 and 1 use a Home switch that is On if the wheel is to the right

of it and Off if the wheel is to the left of it. At the start of homing
the wheel will move to the left if the Home switch is On and to the right
if it is Off. The home position is just to the left of the switch transition in
method 0 and just to the right of the switch transition in method 1.

Homing on the positive Home switch

Method 0

Home Switch

Method 1

Home Switch

Methods 2 and 3 use a Home switch that is On if the wheel is to the

left of it and Off if the wheel is to the right of it. At the start of homing
the wheel will move to the right if the Home switch is On and to the left
if it is Off. The home position is just to the right of the switch transition in
method 2 and just to the left of the switch transition in method 3.

Homing on the negative Home switch

Method 2

Home Switch

Method 3

Home Switch

Method 4 uses a Home switch that is On if the wheel is just on it and Off

if the wheel is not on it. At the start of homing the wheel will move in the

Curtis 1220 Manual, Rev. C

17

3 — PROGRAMMABLE PARAMETERS: Vehicle Configuration Parameters

FEEDBACK DEVICE: HOMING, cont’d

ALLOWABLE
PARAMETER RANGE DESCRIPTION

direction saved in EEPROM at the last shutdown. The home position is
just at the switch transition period.

Homing on the center of the positive Home switch (Method 4)

Home Position Center

Homing compensation value

Home Switch

Homing Speed 0 – 100 % Denes the speed of the steering motor during the homing function,

as a percentage of the steer motor Max Speed.

The lower the set value of Homing Speed, the more accurate the
homing will be; it is therefore recommended that Homing Speed be set
as low as tolerable. Although higher values will allow the homing function
to be completed more quickly, the results will be less consistent than with
lower values.

Homing Compensation (Deg)

-5.0° – 5.0° This parameter is active only when the Homing Direction Method = 4.
It compensates for homing to zero position from either direction.

VEHICLE CONFIGURATION MENU

ALLOWABLE
PARAMETER RANGE DESCRIPTION

Interlock Type 0 / 1

Denes which inputs will be used to determine an interlock:

n

0 = KSI (interlock turns on with keyswitch).

1 = Single NO switch Input.

Sequencing Delay 0 – 5.0 s The sequencing delay feature allows the interlock switch to be cycled

within a set time (the sequencing delay), thus preventing inadvertent

deactivation of the steering control. This feature is useful in applications
where the interlock switch may bounce or be momentarily cycled during
operation.

Fault Output Control

0 / 1 Set this parameter to match your wiring conguration:

0 = Fault output connects to traction controller interlock input.

1 = Fault output connects to traction controller main contactor coil.

Fault Steering Timeout 0.0 – 8.0 s This parameter applies only when a steer fault action of either “Warning

then Shutdown” or “Hold then Shutdown” is triggered (see Table 4,

Troubleshooting Chart). When one of these faults is detected, the Fault
Steering Timeout sets a delay from when either of these fault actions is
set to when the fault output turns off.

18

Curtis 1220 Manual, Rev. C

3 — PROGRAMMABLE PARAMETERS: Vehicle Configuration Parameters

VEHICLE CONFIGURATION: RELAY DRIVER

ALLOWABLE
PARAMETER RANGE DESCRIPTION

Main on Interlock Off / On Determines when the main relay is activated.
Off = Main relay is activated when keyswitch is turned on.
On = Main relay is activated when interlock is on.

Pull-in Voltage 0 – 100 % The relay pull-in voltage parameter allows a high initial voltage when

the relay driver rst turns on, to ensure contactor closure. After 1 second,

the pull-in voltage drops to the holding voltage. The voltage is a percentage
of the nominal voltage.

Holding Voltage

0 – 100 % The relay holding voltage parameter allows a reduced average voltage to

be applied to the relay coil once it has closed. The voltage is a percentage

of the nominal voltage.
This parameter must be set high enough to hold the relay closed under
all shock and vibration conditions the vehicle will be subjected to.

Open Delay

0 – 40 s The open delay can be set to allow the steer relay to remain closed

for a period of time (the open delay) after the interlock is turned off.

The delay is useful for preventing unnecessary cycling of the relay
and for maintaining power to auxiliary functions that may still be used
for a short time after the interlock has turned off.

VEHICLE CONFIGURATION: TRACTION SETTINGS

ALLOWABLE
PARAMETER RANGE DESCRIPTION

Traction Motor Max Speed 0 – 8000 rpm Denes the maximum speed of the traction motor in revolutions

per minute.

Interlock Enable Speed 0 – 100 % Sets the traction motor speed above which the interlock will automatically

be enabled, thus enabling steering. It is a percentage of the Traction

Motor Max Speed

A setting of zero disables this function.

Speed Limit Angle (deg) 0 – 90° The traction controller continuously monitors the Steering Angle Output

(pin J1-12). When this angle is greater than the threshold set by the

Steering Angle Output Interlock

Off / On When a 1313 programmer is connected to the traction controller,

a Communication Lost fault (code 63) is issued on the 1220.

Curtis 1220 Manual, Rev. C

Speed Limit Angle (deg) parameter, the traction controller will reduce the
traction motor speed.

If Steering Angle Output Interlock = On, the Steering Angle Output
(pin J1-12) is xed at 10V to limit the traction motor speed.
If Steering Angle Output Interlock = Off, the Steering Angle Output

(pin J1-12) has its full of 5–9V range according to the actual steered

wheel angle regardless of the status of the Communication Lost fault.
This parameter is useful during commissioning and will be set to On
automatically at every startup.

19

3 — PROGRAMMABLE PARAMETERS: Current and Motor Parameters

CURRENT MENU

ALLOWABLE
PARAMETER RANGE DESCRIPTION

Drive Current Limit 0 – 40 A Denes the maximum current the controller will supply to the steer motor

during drive operation.

Regen Current Limit 0 – 40 A Denes the maximum current the controller will supply to the steer motor

during regen operation.

Boost On / Off Enables/disables the boost feature. When set to On, the current limit

is boosted to 50 A.

MOTOR MENU

ALLOWABLE
PARAMETER RANGE DESCRIPTION

Gear Ratio 0 – 500.0 Denes the total gear ratio of the gearbox, including its speed

reducing mechanism.

Max Speed 0 – 8000 rpm Denes the maximum allowed steer motor rpm.

Stall Steering Speed 0 – 500 rpm

These parameters are used by the motor stalled fault check.

The Stall Steering Speed denes the speed below which

Stall PWM

25 – 80 %

the steer motor will be considered stalled if it remains below this

speed longer than the length of time dened by the Stall Timeout

parameter while the target PWM > Stall PWM or the motor
current > 95% Drive Current Limit.
Setting of the Stall Steering Speed = 0 turns off the motor

Stall Timeout

0 – 2000 ms

stalled fault check.

Current Rating

0 – 25 A Set this parameter to the motor current rating provided by the motor

manufacturer.

Max Current Time 0 – 120 s Denes the maximum time the motor is allowed to run at the drive

current limit.

Cutback Gain 0 – 100 % When the motor overheats, the drive current is cut back until it reaches

the programmed Current Rating. The Cutback Gain determines how

20

quickly this cutback will be initiated once the programmed Max Current
Time has expired. A higher setting provides faster cutback.

Curtis 1220 Manual, Rev. C

3 — PROGRAMMABLE PARAMETERS: Motor Control Tuning Parameters

MOTOR CONTROL TUNING MENU

ALLOWABLE
PARAMETER RANGE DESCRIPTION

Following Error Tolerance (deg) 0.0 – 5.0° Denes the maximum difference allowed between command inputs

and position feedback.

Following Error Time 0.0 – 20.0 s Denes the maximum following time allowed during steering and

homing operations.

Position Kp 0 – 100.0 % Determines how aggressively the steer controller attempts to match

the steer position to the commanded steer position. Larger values

provide tighter control.
If the gain is set too high, you may experience oscillations as the
controller tries to control position. If it is set too low, the motor may

behave sluggishly and be difcult to control.
Position Kp can be ne-tuned using the Steering Sensitivity

parameters.

Velocity Kp

0 – 100.0 % Determines how aggressively the steer controller attempts to match

the steer velocity to the determined velocity to reach the desired

position. Larger values provide tighter control.
If the gain is set too high, you may experience oscillations as the
controller tries to control velocity. If it is set too low, the motor may

behave sluggishly and be difcult to control.

Velocity Ki

0 – 100.0 % The integral term (Ki) forces zero steady state error in the determined

velocity, so the motor will run at exactly the determined velocity. Larger

values provide tighter control.
If the gain is set too high, you may experience oscillations as the
controller tries to control velocity. If it is set too low, the motor may take
a long time to approach the exact commanded velocity

Curtis 1220 Manual, Rev. C

21

3 — PROGRAMMABLE PARAMETERS: Motor Control Tuning Parameters

MOTOR CONTROL TUNING: SENSITIVITY MAP

ALLOWABLE
PARAMETER RANGE DESCRIPTION

LS Sensitivity 0 – 100 % Denes the steering sensitivity at very low traction speeds (i.e., near

zero traction rpm), as a percentage of the programmed Position Kp.

Sensitivity is typically reduced at low speeds to prevent excessive
hunting for the commanded position.

HS Sensitivity

0 – 100 % Denes the steering sensitivity at high traction speeds, as a percentage

of the programmed Position Kp.

Sensitivity is typically reduced at high speeds to make the vehicle
easier to drive.

Low Speed

0 – 100 % Denes the percentage of Traction Motor Max Speed at which 100%

sensitivity will start to be applied as the vehicle accelerates.

Mid Speed 0 – 100 % Denes the percentage of Traction Motor Max Speed at which 100%

sensitivity will start to decrease as the vehicle decelerates.

High Speed 0 – 100 % Denes the percentage of Traction Motor Max Speed at and above

which the programmed HS Sensitivity value will be applied.

The steering sensitivity map is shaped by the settings
of the five parameters in the Steering Sensitivity menu,

100%

B

C

with the two sensitivity parameters along the Y axis

HS Sensitivity

LS Sensitivity

STEERING SENSITIVITY (% of Position Kp)

D

A

0

Low

Speed

Mid

Speed

TRACTION SPEED (RPM)

High

Speed

and the three speed parameters along the X axis.

X (RPM) Y (%)

A 0 LS Sensitivity

B Low Speed 100%

C Mid Speed 100%

D High Speed HS Sensitivity

The map adjusts the proportional gain (Position Kp) as
a function of traction speed.

Fig. 8 Steering sensitivity map.

FUNCTION RANGE DESCRIPTION

Restore Parameters Yes / No When set to Yes, will reset all programmable parameters
to their factory default settings.

Clear Hourmeter Yes / No When set to Yes, will set the hourmeter to zero hours.

22

Table 2 Functions Menu

Curtis 1220 Manual, Rev. C

4

4 — MONITOR MENU

MONITOR MENU

rough its Monitor menu, the handheld programmer provides access to real-time
data during vehicle operation. is information is helpful during diagnostics
and troubleshooting, and also while adjusting programmable parameters.

Table 3 Monitor Menu

COMMAND INPUT ................p. 24

—Steer Command

—Target Position (deg)

—Speed Request

—Command Analog 1 Input

POSITION FEEDBACK

—Wheel Position (deg)

—Stop Position Reached

—Encoder Counts from Home

—Position Analog 1 Input

VOLTAGE

—Battery Voltage

—Capacitor Voltage

—Motor Voltage

—5V Out

INPUTS and

—Main Driver

—Main Coil Feedback

—Fault Output

—Fault Output Feedback

—Interlock Switch

—Home Switch

.......................p. 25

OUTPUTS .............p. 25

..............p. 24

CONTROLLER ....................p. 26

—Temperature

—Motor RPM

—Motor Current

—Motor Temp Cutback

—Traction Motor RPM

—Hour Meter

—Status .....................p. 26

—Interlock

—Traction Controller Connected

Curtis 1220 Manual, Rev. C

23

4 — MONITOR MENU: Command Input, Position Feedback

Monitor Menu: COMMAND INPUT

DISPLAY
VARIABLE RANGE DESCRIPTION

Steer Command -100 – 100 % The operator’s steer command (in

percent) that is input into the command
map. the output of the command map
is the Target Position (deg).

Target Position (deg)

-120.0° – 120.0° Wheel position target for the position

control loop.

Speed Request

-100 – 100 % The calculated speed PWM command.

Command Analog 1 Input 0 – 5.50 V Command Analog 1 input voltage.

Monitor Menu: POSITION FEEDBACK

DISPLAY
VARIABLE RANGE DESCRIPTION

Wheel Position (deg) -120.0° – 120.0° Final wheel position (in degrees).

Stop Position Reached Off / On Flag indicating the Stop position has

been reached.

Encoder Counts
from Home

Position Analog 1 Input 0 – 5.50 V Position feedback Analog 1 input voltage.

24

-2147483648 – 2147483648 Encoder counts from home position.

Curtis 1220 Manual, Rev. C

4 — MONITOR MENU: Voltage, Inputs & Outputs

Monitor Menu: VOLTAGE

DISPLAY
VARIABLE RANGE DESCRIPTION

Battery Voltage 0 – 36.3 V Voltage of battery.

Capacitor Voltage 0 – 36.3 V Voltage of steer controller’s internal

capacitor bank.

Motor Voltage

0 – 36.3 V Voltage measured between the steer motor

connectors.

0 – 9.00 V Voltage measured at the +5V output.

5V Out

Monitor Menu: INPUTS and OUTPUTS

DISPLAY
VARIABLE RANGE DESCRIPTION

Main Driver Off / On Flag indicating the main relay driver status.

Main Coil Feedback Off / On Flag indicating the main relay coil feedback

status. If it does not match the main relay

driver status, a fault is issured.

Fault Output

Off / On Flag indicating the Fault Output status.

Fault Output Feedback Off / On Flag indicating the Fault Output feedback
status. If it does not match the Fault Output

Interlock Switch

Home Switch Off / On Flag indicating the home switch status.

Curtis 1220 Manual, Rev. C

status, a fault is issured.

Off / On Flag indicating the interlock switch status.

25

4 — MONITOR MENU: Controller

Monitor Menu: CONTROLLER

DISPLAY
VARIABLE RANGE DESCRIPTION

Temperature -50°C – 100°C Controller’s internal temperature.

Motor RPM -8000 – 8000 rpm Steer motor speed in revolutions per minute.

Motor Current -60 – 60 A Current of the steer motor.

Motor Temp Cutback 0 – 100 % Current cutback, as a percentage of max

current, during motor over-temperature.

100% = no cutback.

Traction Motor RPM

-8000 – 8000 rpm Traction motor speed in revolutions per minute.

Hour Meter 0 – 1000000.0 h Number of hours KSI has been active.

Monitor Menu: CONTROLLER → Status

DISPLAY
VARIABLE RANGE DESCRIPTION

Interlock Off / On Flag indicating the interlock status.

Traction Controller Off / On Flag indicating the status of communcation
Connected

between the steer controller and the traction

controller.

26

Curtis 1220 Manual, Rev. C

5

5 — COMMISSIONING

COMMISSIONING

e 1220 steer controller can be used in a variety of vehicles, which dier in
characteristics and in their input and feedback devices. Before driving the ve­hicle, it is important that the commissioning procedures be carefully followed
to ensure that the controller is set up to be compatible with your application.

e 1220 controller must be used in conjunction with a Curtis AC

traction controller with VCL. e Curtis traction controller must implement

special software (VCL) to communicate with the 1220 controller, in order to
support safe vehicle operation.

A single main contactor can be used to support both traction and steer
controllers. All vehicles must use the Fault Output connection (J3-1) to allow
the 1220 to disable the traction controller’s main contactor coil or interlock
input during certain fault conditions.

Before starting the commissioning procedures, jack the vehicle drive
wheels up o the ground so that they spin freely and steer freely from
stop to stop. Manually disable the Interlock (traction and steer) so
that the 1220 will not begin steering and the traction wheel will not
turn. Double-check all wiring to ensure it is consistent with the wiring
guidelines presented in Section 2. Make sure all connections are tight.
Turn on the controller and plug in the handheld programmer.

Curtis 1220 Manual, Rev. C

27

5 — COMMISSIONING

e commissioning procedures are grouped into four sections, as follows.

e rst section covers the initial setting of various parameters, before the actual
commissioning begins.

e procedures in the second section set up the steer command. e 1220
interlock and the traction interlock both remain O.

e procedures in the third section require the steer motor to turn, so the
1220 interlock (the steer interlock) must be set to On. e vehicle drive wheels
continue to be jacked up o the ground to they can spin freely and steer freely
from stop to stop.

“0” — Setup for Pot feedback
“1/2” — Setup for Encoder feedback

Last, the vehicle drive wheels are lowered to the ground and the nal proce­dures are conducted. For these procedures, the traction interlock must also be
set to On.

Preparation for commissioning

1

2 Command Map setup.

3 Command Input Device setup

Position Feedback Device setup

4

Set the Motor Control Tuning parameters

5

Verify the Position Feedback Setup

6

Resolve any existing faults

7

Set the Center Oset parameter

8

Set the remaining Motor parameters

9

Adjust the Sensitivity Map.

bk

28

Curtis 1220 Manual, Rev. C

5 — COMMISSIONING

Preparation for commissioning

1

Lower these ve parameter values to force low steering performance and sta­ble response (with the wheel o the ground) while the setup procedures are
performed:

MOTOR

Max Speed = 1000 rpm or lower

CURRENT

Drive Current Limit = 20%

MOTOR CONTROL TUNING

Position Kp = 5%

Velocity Kp = 5%

Velocity Ki = 5%.

Verify that the 1220 interlock = O (Monitor

» Inputs & Outputs » Interlock

Switch) and the traction controller interlock = O. If either interlock is On,
either change the interlock input to the controllers or adjust the

Interlock Type

parameter until the interlock variables are both O. If the interlock is accidentally
set to On during commissioning, the steered wheel may turn without warning.

Set the following parameters based on the vehicle conguration and your desired
performance characteristics.

MOTOR

Gear Ratio

Current Rating

VEHICLE CONFIGURATION

Interlock Type

Sequencing Delay

Fault Output Control

Fault Steering Timeout

VEHICLE CONFIGURATION → Relay Driver

Main On Interlock

Pull-In Voltage

Holding Voltage

Open Delay

Verify that the correct VCL software is loaded into the Curtis AC traction con­troller to support the 1220. Resolve any problems with the traction software
before continuing on to the commissioning procedures.

Curtis 1220 Manual, Rev. C

VEHICLE CONFIGURATION → Traction Settings

Traction Motor Max Speed

Interlock Enable Speed

Speed Limit Angle (deg)

Steering Angle Output Interlock

29

5 — COMMISSIONING

Steer Direction

Parameter and monitor values for wheel position and steer motor speed are
signed (i.e., they are positive and negative values).

Right wheel positions (positive values) are such that when traveling in
the forward vehicle direction in a vehicle with the steered wheel in the front
the steer direction is to the driver’s right.

Left wheel positions (negative values) are such that when traveling in
the forward vehicle direction in a vehicle with the steered wheel in the front
the steer direction is to the driver’s left.

In vehicles where the steered wheel is in the back, these directions are
reversed.

FRONT WHEEL DRIVE

Forward direction of travel

LEF T

REAR WHEEL DRIVE

R IGH T

Steering
“right” (+)
results in
vehicle
turning right.

Steering
“left” (-)
results in
vehicle
turning right.

R IGH T TU RN R IGH T TU R N

30

Curtis 1220 Manual, Rev. C

IMPORTANT

+

5 — COMMISSIONING

Command Map setup (see page 13)

2

e fourteen parameters in the Command Map menu dene an 8-point map,
as described on page 13. e input to the Command Map (in units of %) can
be observed in Monitor » Command Input » Steer Command. e output to the
Command Map (in units of degrees) can be observed in Monitor » Command
Input » Target Position (deg).

e Left Stop (deg) parameter is paired with a value of -100%, and the Right

Stop (deg) parameter is paired with a value of 100%. e P1-P6 Output values

ll in the continuum between the two stops; these values should get positive
when center is crossed. Similarly, the P1-P6 Input parameters should start with
negative percent values and increase to positive percent values. e settings of
the point pairs can be customized to shape the map according to the needs of
the application. In general, starting with a linear command map without any
deadband is recommended for vehicles that have the steered wheel in the center.

Setting the Left Stop (deg) and Right Stop (deg) to the correct angle is critical
to the setup of the vehicle as these two parameters set the maximum steering
angle. ey must be set before continuing on to set up the position feedback.

Although any map shape can be set up, it is recommended that the map
always be set so that a Steer Command of zero equals a Target Position (deg) of zero.

Command Input Device setup (see page 11)

3

Your steering command input device will be a dual potentiometer (using pins
J1-6 and J1-13). Most applications will have a primary command input device
and a redundant input device. For applications with only a primary command
input device, you will need to set the Redundant Input Device parameter to O.

Set the Redundant Input parameter to the type of input you will be using:

Redundant Input

0ff = Single input only

0n = Redundant input

Curtis 1220 Manual, Rev. C

31

5 — COMMISSIONING

Setup for Analog Pot input

Note: e steer motor should not respond to this command input because the
Interlock is O. If the steer motor shows any movement (or if the Interlock is
On), stop and resolve the issue; see Preparation for Commissioning, page 29.

a. Move the steer command pots to the Left position (not to the actual phys-

ical stop, but a small amount away, to allow for pot tolerance variation)
and observe the voltage shown in the Monitor

Analog 1 Input variable. Set the parameter Command Analog Left to the observed

» Command Input » Command

voltage.

b. Move the steer command pots to the Center position and observe the voltage

shown in the Command Analog 1 Input variable. Set the parameter Command

Analog Center to the observed voltage.

c. Move the steer command pots to the Right position (not to the actual

physical stop, but a small amount away, to allow for pot tolerance variation)
and observe the voltage shown in the
parameter

Command Analog Right to the observed voltage.

Command Analog 1 Input variable. Set the

d. Set the two fault parameters (

Fault Max). Set these to voltages that will not be reached during normal op-

Command Analog Fault Min, and Command Analog

eration, but will be reached when the steer command inputs become faulty
(e.g., should there be an open or short circuit).

e Command Analog Fault Min setting must be below the minimum voltage

seen on

Command Analog 1 Input when steered to the maximum left or right

positions.

e Command Analog Fault Max setting must be above the maximum voltage

seen on

Command Analog 1 Input when steered to the maximum left or right

positions.

32

Curtis 1220 Manual, Rev. C

IMPORTANT

+

5 — COMMISSIONING

Continuing with the commissioning procedures will require the steer motor
to turn, so you will have to enable the steer interlock (interlock = On).
e vehicle drive wheels should continue to be jacked up o the ground so
they can spin freely and steer freely from stop to stop. Enabling the steer

interlock can result in erratic movement of the steer motor.

Position Feedback Device Setup (see pages 14–16)

4

Manually enable the steer interlock, so that the 1220 will begin steering; the
traction interlock can remain O. Verify that the 1220 interlock is now On
(Monitor

» Inputs&Outputs » Interlock Switch). If Interlock Switch = O, resolve

the fault condition that is causing this, change the interlock input to the steer
controller, or adjust the Interlock Type parameter (Vehicle Conguration

Interlock Type) until the Interlock Switch variable = On.

»

Your position feedback device will be a potentiometer (using pin J1-11) or a
motor encoder with a Home switch (using pins J1-2 and J1-9 for the motor
encoder and J3-2 for the Home switch).

Set the

Position Feedback Device and Redundant Input parameters to match

your input type:

Position Feedback Device Type and Redundant Input Type

0 = Analog pot. Off = Single input.

1 = Polarity encoder. On = Redundant inputs.

2 = Quadrature encoder.
Use the appropriate setup procedure for the type of device you have chosen.

Setup for Analog Pot feedback (see page 15)

a. Use the tiller to move the steered wheel to the Left stop and observe the

voltage shown in the Monitor » Position Feedback » Position Analog 1 Input
variable. Set the

Position Left Stop parameter to the observed voltage.

b. Similarly, move the steered wheel to the center and observe the voltage

shown in the Position Analog 1 Input variable. Set the parameter Position Center
parameter to the observed voltage.

c. Finally, move the steered wheel to the Right stop and again observe the

voltage shown in the Position Analog 1 Input variable. Set the parameter Position

Right Stop parameter to the observed voltage.

d. Set the two fault parameters (Position Fault Min and Position Fault Max). Set

these to voltages that will not be reached during normal operation, but will
be reached if the steer position feedback becomes faulty (e.g., should there
be an open or short circuit).

e Position Fault Min setting must be below the minimum voltage seen on

Position Analog 1 Input when steered to the maximum left or right positions.

e Position Fault Max setting must be above the maximum voltage seen on

Position Analog 1 Input when steered to the maximum left or right positions.

Curtis 1220 Manual, Rev. C

33

5 — COMMISSIONING

Setup for Encoder feedback and Home Switch (see pages 16–17)

a. Verify that the feedback position encoder is working in the correct direction.

Steer to the right, and observe the Monitor » Controller » Motor RPM variable.
In a vehicle traveling forward with the steer motor in front, this value should
be positive; see diagram on page 30. If necessary, change the Program
back Device

» Encoder » Swap Encoder Direction parameter.

» Feed-

b. Set the Homing Direction Method, Home on Interlock, and Homing Speed parameters.

Homing Speed can be set to a lower speed than required as the nal setting

will be performed in Step 5-a.

c. Review the diagrams in the Homing Direction Method parameter description on

page 17. en determine the correct
the Monitor

» Inputs and Outputs » Home Switch variable while also observing

Homing Direction Method by observing

the position of the steered wheel and the Home switch.

If Home Switch = On and the steered wheel is to the right of the Home

switch (or

Direction Method to either 0 or 1 will result in the correct direction toward the

Home Switch = O and steered wheel is to the left), setting Homing

Home switch during homing. Choose 0 or 1 depending on which side of the
Home switch you prefer the steered wheel to be when homing is complete.

If Home Switch = On and the steered wheel is to the left of the Home

switch (or

Direction Method to either 2 or 3 will result in the correct direction toward the

Home Switch = O and steered wheel is to the right), setting Homing

Home switch during homing. Choose 2 or 3 depending on which side of the
Home switch you prefer the steered wheel to be when homing is complete.

If Home Switch = On and the steered wheel is just on the Home switch

(and when
switch), set
to the value shown in the Monitor

Home Switch = O when the steered wheel is not on the Home

Homing Direction Method to 4. en set Homing Compensation (deg)

» Command Input » Target Position (deg)

variable after steering the tiller head and making the steered wheel just on
the center of the Home switch.

After setting the Homing Direction Method, verify that the homing function

d. e correct settings for Encoder Steps (pulses per revolution, or PPR) can be

should be > 66μs.

34

works correctly starting from either side of the Home switch.

calculated as follows.

(1) If the encoder is installed before the motor gearbox (i.e., attached
to the steer motor rotor),

Encoder Single Pulse Period = 60*106/(Max Steer Motor RPM*Encoder PPR)

Example: Max Steer Motor RPM = 3000.
60*106/(3000*Encoder PPR) > 66

Encoder PPR < 303

Curtis 1220 Manual, Rev. C

5 — COMMISSIONING

(2) If the encoder is installed after the motor gearbox,

Encoder Single Pulse Period = Gearbos Ratio*60*106/(Max Steer Motor

RPM*Encoder PPR) should be > 66μs.

Example: Max Steer Motor RPM = 3000.
Gearbox ratio = 40:1.

40*60*106/(3000*Encoder PPR) > 66
Encoder PPR < 12120

In either case, we recommend setting Encoder Steps to a value greater than 16
to avoid possible sampling error which will lead to poor following accuracy.

Set the Motor Control Tuning parameters (see page 21)

5

a. Restore these two parameter values to their desired performance settings:
Motor » Max Speed

Current » Drive Current Limit.

If Position Feedback Device = 2, set Homing Speed (which is a percentage of Max

Speed) to the desired setting.

b. Temporarily set Steering Sensitivity » LS Sensitivity and HS Sensitivity = 100%.
With this setting, and the drive wheels still jacked up o the ground, set

the three parameters in the Motor Control Tuning menu (see page 21) to
get correct responsiveness to the steer command input.

Note: Setting these values too high will result in unstable responsiveness.

Increase these values as high as possible without becoming unstable:

Motor Control Tuning » Position Kp

Motor Control Tuning » Velocity Kp
Motor Control Tuning » Velocity Ki.

After setting these three parameters, return LS Sensitivity and HS Sensitivity to

their proper values.

Verify the position feedback setup

6

To verify the setup thus far, observe Monitor » Position Feedback » Wheel Position

(deg) while exercising the steer command input device over the entire operational

steer range. If the signal gives an undesired output, go back and resolve this
problem before continuing.

7

Cycle the Keyswitch input to reset the vehicle controllers. Check the active
faults in the controller and resolve any faults until all have been cleared. All
faults must be cleared before lowering the vehicle drive wheels to the ground.
Use Section 6 for help in troubleshooting. Contact your Curtis customer sup­port engineer to resolve any remaining issues about faults before continuing.

Curtis 1220 Manual, Rev. C

Resolve any existing faults

35

5 — COMMISSIONING

CAUTION

+

Do not take the vehicle down o the blocks until both the steer and
traction motors are responding properly. Once the motors are responding

properly, lower the vehicle to put the drive wheels on the ground.

Set the Center Offset parameter (see page 16)

8

While driving the vehicle, initiate a homing action and note the home reference
position reached. Set the Center Oset to the dierence between this value and
the true center (zero) position for the application.

Set the remaining Motor parameters (see page 20)

9

Set Motor » Stall Steering Speed, Stall PWM, and Stall Timeout to appropriate val-
ues that will not cause a fault during normal operation, but will trigger a fault
during a real stall condition.

Set Motor

» Max Current Time and Cutback Gain as desired.

Set the Sensitivity Map parameters (see page 22)

bk

Drive the vehicle through a wide range of turning and speed scenarios, and
adjust the Motor Control Tuning

High Speed parameters to create the desired sensitivity map.

» Sensitivity Map » Low Speed, Mid Speed, and

36

Curtis 1220 Manual, Rev. C

6

6 — DIAGNOSTICS & TROUBLESHOOTING

DIAGNOSTICS & TROUBLESHOOTING

e 1220 controller detects a wide variety of fault conditions. Faults with the
steering controller typically aect the traction controller as well, as shown in
the troubleshooting chart.

Faults are displayed on the handheld programmer. If you have a LED
device attached to the Status LED driver (pin J1-1), the fault codes will be
ashed by that device. e numerical codes used by the LED are listed in the
troubleshooting chart (Table 4),

e troubleshooting chart, Table 4, provides the following information about
each controller fault:

 • faultcode

 • faultnameasdisplayedontheprogrammer’sLCD

 • possiblecausesofthefault

 • faultclearconditions

 • steerfaultaction(eectoffaultonsteering)

 • tractionfaultaction(eectoffaultontraction)

For each fault, the chart shows one of these six Steer Fault actions:

Warning Only — e 1220 still operates normally.

Shutdown — Immediate shutdown of the 1220 and turn-o of the fault

output (pin J3-1).

Warning and reduced current limit — Steer motor current is reduced, to

protect the controller.

Warning and maximizing steering angle output voltage — Steering angle output

voltage (pin J1-12) is maximized, which limits the traction motor RPM.

Warning then Shutdown — e 1220 continues to operate until the traction

motor comes to a stop or the timer (set by Fault Steering Timeout) expires.
After this occurs, the Shutdown action takes place.

Hold then Shutdown — e 1220 tries to hold the existing wheel position

regardless of operator input until the traction motor comes to a stop or the
timer (set by Fault Steering Timeout) expires. After this occurs, the Shutdown
action takes place.

Whenever a fault is encountered and no wiring or vehicle fault can be found,
shut o KSI and turn it back on to see if the fault clears. If it does not, shut
o KSI and remove the J1, J2, and J3 connectors. Check the connectors for
corrosion or damage, clean them if necessary, and re-insert them.

Curtis 1220 Manual, Rev. C

37

6 — DIAGNOSTICS & TROUBLESHOOTING

Table 4 TROUBLESHOOTING CHART

FLASH

CODE

NAME

POSSIBLE CAUSE

CLEAR STEER TRACTION

CONDITION

FAULT ACTION FAULT ACTION

12 Controller 1. Steer motor wires shorted. Cycle KSI. Shutdown. Stop.
Overcurrent 2. Controller defective.

13 Current Sense 1. Controller defective. Cycle KSI. Shutdown. Stop.
Fault

14 Precharge Fault 1. Controller defective. Cycle KSI. Shutdown. Stop.
15 Controller 1. Controller is operating in extreme Bring heatsink Warning Only. No action.

Severe low temperature environment. temperature
Undertemp 2. Temperature sensor broken. above -35°C.

16 Controller 1. Excessive load on vehicle. Cycle KSI. Warning then Stop.
Severe 2. Controller is operating in an extreme Shutdown.
Overtemp high temperature environment.

3. Improper mounting of controller..
17 Severe 1. Battery or battery cables or battery Cycle KSI. Shutdown. Stop.

Undervoltage connections defective.

2. Excessive non-controller hydraulic
system drain on battery.

3. Battery discharged or improper battery.
18 Severe 1. Battery or battery cable resistance Cycle KSI. Shutdown. Stop.

Overvoltage too high for a given regen current.

2. Battery disconnected while regen braking.
21 Motor Temp 1. Excessive load on vehicle. Bring estimated Warning and No action.

Hot Cutback 2. Controller is operating in an extreme steering motor reduced current
high temperature environment. temperature back limit.
within range.

22 Controller 1. Excessive load on vehicle. Bring heatsink Warning Only. Speed reduced.
Overtemp 2. Controller is operating in an extreme temperature
high temperature environment. below 85°C.

3. Improper mounting of controller.
23 Motor 1. Motor polarity reversed. Cycle KSI. Shutdown. Stop.

Polarity Fault 2. Position feedback device polarity reversed.
24 5V Output 1. +5V output overloaded. Cycle KSI. Hold then Stop.

Failure 2. Controller defective. Shutdown.
31 Main Driver 1. Internal relay coil is broken. Cycle KSI. Warning then Stop.

Fault 2. Internal relay driver is open or shorted. Shutdown.
32 Relay Welded 1. Internal relay welded. Cycle KSI. Shutdown. Stop.

2. Controller defective.
33 Relay Did Not 1. Internal relay was commanded to close Cycle KSI. Shutdown. Stop.

Close but it did not.

2. Internal relay tips oxidized.
34 Hardware 1. Hardware error detected. Cycle KSI. Shutdown. Stop.

Fault 2. Motor voltage out of range.

3. IIC communication failed.

4. Power MOSFETs shorted.

38

Curtis 1220 Manual, Rev. C

6 — DIAGNOSTICS & TROUBLESHOOTING

Table 4 TROUBLESHOOTING CHART, cont’d

FLASH

CODE

NAME

POSSIBLE CAUSE

CLEAR STEER TRACTION

CONDITION

FAULT ACTION FAULT ACTION

35 Fault Output 1. Incorrect Fault Output wiring. Cycle KSI. Shutdown. Stop.
Failed 2. Controller defective.

36 Motor Stalled 1. Stalled steer motor. Cycle KSI. Shutdown. Stop.

2. Steer motor encoder failure or wires open.

3. Steer motor wires open.

4. Related parameters do not match with
steer motor.

37 Motor Open 1. Steer motor wires open. Cycle KSI. Warning then Stop.

2. Faulty motor cable wiring. Shutdown.

3. Controller defective.
38 Motor Short 1. Steer motor wires shorted. Cycle KSI. Shutdown. Stop.
41 Command 1. Command Analog input 1 (J1-6) is out Cycle KSI. Hold then Stop.

Analog1 of range. Shutdown.
Out of Range 2. Incorrect parameter settings.

42 Command 1. Command Analog input 2 (J1-13) Cycle KSI. Hold then Stop.
Analog2 is out of range. Shutdown.
Out of Range 2. Crosscheck on Command Analog Input 1
and Command Analog Input 2 failed.

3. Incorrect parameter settings.
43 Feedback 1. Position Analog input 1 (J1-11) is out Cycle KSI. Hold then Stop.

Analog1 of range. Shutdown.
of Range 2. Incorrect parameter settings.

44 Feedback 1. Position Analog input 2 (J1-3) is out Cycle KSI. Hold then Stop.
Analog2 of range. Shutdown.
Out of Range 2. The crosscheck on Position Analog input 1
(J1-11) and Position Analog input 2 (J1-3)
failed.

3. Incorrect parameter settings.
45 Parameter 1. A parameter value was changed that Cycle KSI. Shutdown. Stop.

Change Fault requires a power cycle.

2. Parameters were restored to their
original vslues.

46 EEPROM 1. e CRC of the parameters in Cycle KSI. Hold then Stop.
Failure EEPROM does not calculate correctly. Shutdown.

2. Controller defective.
47 Encoder Fault 1. Encoder data is outside the allowed range. Cycle KSI. Warning then Stop.

2. Encoder Phase A or B on the quadrature Shutdown.
encoder is open.

3. Encoder Phase B on polarity encoder
is open.

53 Home Position 1. Home switch defective. Cycle KSI. Shutdown. Stop.
Not Found 2. Mounting or wiring defective.

62 Communication 1. Handshake with traction controller Cycle KSI. Shutdown Stop.
Fault failed at startup.

Curtis 1220 Manual, Rev. C

39

6 — DIAGNOSTICS & TROUBLESHOOTING

Table 4 TROUBLESHOOTING CHART, cont’d

FLASH

CODE

NAME

POSSIBLE CAUSE

CLEAR STEER TRACTION

CONDITION

FAULT ACTION FAULT ACTION

63 Communication 1. Broken wiring on Rx (J1-8). Receive the Warning and Speed
Lost 2. Programmer (1313/1314) is Spyglass maximizing reduced.
connecting with traction controller. message. steering angle
output voltage.

71 Software 1. Software defective. Cycle KSI. Shutdown. Stop.
Fault 2. Controller defective.

73 Following 1. Incorrect parameter settings. Cycle KSI. Warning then Stop.
Error 2. Position feedback device defective. Shutdown.

3. Steer motor defective.
75 Parameter 1. Parameter settings are in conict Cycle KSI. Shutdown. Stop.

Conflict with each other.

40

Curtis 1220 Manual, Rev. C

MAINTENANCE

7 — MAINTENANCE

7

CAUTION

+

ere are no user serviceable parts in Curtis 1220 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.

It is recommended that the controller and connections be kept clean and
dry and that the controller’s fault history file be checked and cleared periodically.

CLEANING

Periodically cleaning the controller exterior will help protect it against corrosion
and possible electrical control problems created by dirt, grime, and chemicals
that are part of the operating environment and that normally exist in battery
powered systems.

When working around any battery powered system, proper safety
precautions should be taken. ese include, but are not limited to: proper

training, wearing eye protection, and avoiding loose clothing and jewelry.

Use the following cleaning procedure for routine maintenance. Never use
a high pressure washer to clean the controller.

1. Remove power by disconnecting the battery.

2. Remove any dirt or corrosion from the power and signal
connector areas. e controller should be wiped clean with a
moist rag. Dry it before reconnecting the battery.

3. Make sure the connections are tight.

FAULT HISTORY

e handheld programmer can be used to access the controller’s fault history
file. e programmer will read out all the faults the controller has experienced
since the last time the fault history file was cleared. Faults such as contactor
faults may be the result of loose wires; contactor wiring should be carefully
checked. Faults such as overtemperature may be caused by operator habits or
by overloading.

After a problem has been diagnosed and corrected, it is a good idea to
clear the fault history file. is allows the controller to accumulate a new file
of faults. By checking the new fault history file at a later date, you can readily
determine whether the problem was indeed fixed.

Curtis 1220 Manual, Rev. C

41

APPENDIX A: EMC & ESD DESIGN CONSIDERATIONS

REGARDING ELECTROMAGNETIC COMPATIBILITY (EMC)

ELECTROMAGNETIC COMPATIBILITY (EMC)

Electromagnetic compatibility (EMC) encompasses two areas: emissions and
immunity. Emissions are radio frequency (RF) energy generated by a product.
is energy has the potential to interfere with communications systems such
as radio, television, cellular phones, dispatching, aircraft, etc. Immunity is the
ability of a product to operate normally in the presence of RF energy.

EMC is ultimately a system design issue. Part of the EMC performance
is designed into or inherent in each component; another part is designed into
or inherent in end product characteristics such as shielding, wiring, and layout;
and, finally, a portion is a function of the interactions between all these parts.
e design techniques presented below can enhance EMC performance in
products that use Curtis motor controllers.

APPENDIX A

VEHICLE DESIGN CONSIDERATIONS

AND ELECTROSTATIC DISCHARGE (ESD)

Emissions

Signals with high frequency content can produce significant emissions if con­nected to a large enough radiating area (created by long wires spaced far apart).
Contactor drivers and the motor drive output from Curtis controllers can
contribute to RF emissions. Both types of output are pulse width modulated
square waves with fast rise and fall times that are rich in harmonics. (Note:
contactor drivers that are not modulated will not contribute to emissions.)
e impact of these switching waveforms can be minimized by making the
wires from the controller to the contactor or motor as short as possible and by
placing the wires near each other (bundle contactor wires with Coil Return;
bundle motor wires separately).

For applications requiring very low emissions, the solution may involve
enclosing the controller, interconnect wires, contactors, and motor together in
one shielded box. Emissions can also couple to battery supply leads and throttle
circuit wires outside the box, so ferrite beads near the controller may also be
required on these unshielded wires in some applications. It is best to keep the
noisy signals as far as possible from sensitive wires.

Immunity

Immunity to radiated electric fields can be improved either by reducing overall
circuit sensitivity or by keeping undesired signals away from this circuitry. e
controller circuitry itself cannot be made less sensitive, since it must accurately
detect and process low level signals from sensors such as the throttle poten­ti-ometer. us immunity is generally achieved by preventing the external RF
energy from coupling into sensitive circuitry. is RF energy can get into the
controller circuitry via conducted paths and radiated paths.

A-1

Curtis 1220 Manual, Rev. C

APPENDIX A: EMC & ESD DESIGN CONSIDERATIONS

Conducted paths are created by the wires connected to the controller.
ese wires act as antennas and the amount of RF energy coupled into them
is generally proportional to their length. e 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.
In some applications, additional filtering in the form of ferrite beads may also
be required on various wires to achieve desired performance levels.

Radiated paths are created when the controller circuitry is immersed in
an external field. is coupling can be reduced by placing the controller as far
as possible from the noise source or by enclosing the controller in a metal box.
Some Curtis controllers are enclosed by a heatsink that also provides shielding
around the controller circuitry, while others are partially shielded or unshielded.
In some applications, the vehicle designer will need to mount the controller
within a shielded box on the end product. e box can be constructed of just
about any metal, although steel and aluminum are most commonly used.

Most coated plastics do not provide good shielding because the coatings
are not true metals, but rather a mixture of small metal particles in a non-con­ductive binder. ese relatively isolated particles may appear to be good based
on a dc resistance measurement but do not provide adequate electron mobility
to yield good shielding eectiveness. Electroless plating of plastic will yield a
true metal and can thus be eective as an RF shield, but it is usually more
expensive than the coatings.

A contiguous metal enclosure without any holes or seams, known as a
Faraday cage, provides the best shielding for the given material and frequency.
When a hole or holes are added, RF currents owing on the outside surface of
the shield must take a longer path to get around the hole than if the surface
was contiguous. As more “bending” is required of these currents, more energy
is coupled to the inside surface, and thus the shielding eectiveness is reduced.
e reduction in shielding is a function of the longest linear dimension of a
hole rather than the area. is concept is often applied where ventilation is
necessary, in which case many small holes are preferable to a few larger ones.

Applying this same concept to seams or joints between adjacent pieces or
segments of a shielded enclosure, it is important to minimize the open length
of these seams. Seam length is the distance between points where good ohmic
contact is made. is contact can be provided by solder, welds, or pressure
contact. If pressure contact is used, attention must be paid to the corrosion
characteristics of the shield material and any corrosion-resistant processes applied
to the base material. If the ohmic contact itself is not continuous, the shielding
eectiveness can be maximized by making the joints between adjacent pieces
overlapping rather than abutted.

e shielding eectiveness of an enclosure is further reduced when a wire
passes through a hole in the enclosure; RF energy on the wire from an external
field is re-radiated into the interior of the enclosure. is coupling mechanism
can be reduced by filtering the wire where it passes through the shield boundary.

Curtis 1220 Manual, Rev. C

A-2

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.

e B+ (and B-, if applicable) wires that supply power to a control panel
should be bundled with the other control wires to the panel so that all these
wires are routed together. If the wires to the control panel are routed separately,
a larger loop area is formed. Larger loop areas produce more efficient antennas
which will result in decreased immunity performance.

Keep all low power I/O separate from the motor and battery leads. When
this is not possible, cross them at right angles.

ELECTROSTATIC DISCHARGE (ESD)

Curtis motor controllers contain ESD-sensitive components, and it is therefore
necessary to protect them from ESD (electrostatic discharge) damage. Most
of these control lines have protection for moderate ESD events, but must be
protected from damage if higher levels exist in a particular application.

ESD immunity is achieved either by providing sufficient distance be­tween conductors and the ESD source so that a discharge will not occur, or by
providing an intentional path for the discharge current such that the circuit
is isolated from the electric and magnetic fields produced by the discharge. In
general the guidelines presented above for increasing radiated immunity will
also provide increased ESD immunity.

It is usually easier to prevent the discharge from occurring than to divert
the current path. A fundamental technique for ESD prevention is to provide
adequately thick insulation between all metal conductors and the outside envi­ronment so that the voltage gradient does not exceed the threshold required for
a discharge to occur. If the current diversion approach is used, all exposed metal
components must be grounded. e shielded enclosure, if properly grounded,
can be used to divert the discharge current; it should be noted that the location
of holes and seams can have a significant impact on ESD suppression. If the
enclosure is not grounded, the path of the discharge current becomes more
complex and less predictable, especially if holes and seams are involved. Some
experimentation may be required to optimize the selection and placement of
holes, wires, and grounding paths. Careful attention must be paid to the control
panel design so that it can tolerate a static discharge.

MOV, transorbs, or other devices can be placed between B- and oend­ing wires, plates, and touch points if ESD shock cannot be otherwise avoided.

A-3

Curtis 1220 Manual, Rev. C

APPENDIX B: PROGRAMMING DEVICES

APPENDIX B

PROGRAMMING DEVICES

Curtis programmers provide programming, diagnostic, and test capabilities for
the 1220 controller. e 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. e Programming Station
has the advantage of a large, easily read screen; on the other hand, the hand­held programmer (with its 45×60mm screen) has the advantage of being more
portable and hence convenient for making adjustments in the eld.

Both programmers are available in User, Service, Dealer, and OEM ver­sions. Each programmer can perform the actions available at its own level and
the levels below that—a User-access programmer can operate at only the User
level, whereas an OEM programmer has full access.

PC PROGRAMMING STATION (1314)

e Programming Station is an MS-Windows 32-bit application that runs on
a standard Windows PC. Instructions for using the Programming Station are
included with the software.

HANDHELD PROGRAMMER (1313)

e handheld programmer is functionally equivalent to the PC Programming
Station; operating instructions are provided in the 1313 manual.

PROGRAMMER FUNCTIONS

Programmer functions include:

Parameter adjustment — provides access to the individual programmable pa-

rameters.

Monitoring — presents real-time values during vehicle operation; these include

all inputs and outputs.

Diagnostics and troubleshooting — presents diagnostic information, and also a

means to clear the fault history file.

Programming — allows you to save/restore custom parameter settings les and

also to update the system software.

Favorites — allows you to create shortcuts to your frequently-used adjustable

parameters and monitor variables.

Curtis 1220 Manual, Rev. C

B-1

APPENDIX C: SPECIFICATIONS

APPENDIX C

SPECIFICATIONS

Table C-1 SPECIFICATIONS: 1220 CONTROLLERS

Nominal input voltage 24 V

PWM operating frequency 15.6 kHz

Electrical isolation to heatsink 500 V (minimum)

Storage ambient temperature range -40°C to 85°C (-40°F to 185°F)

Operating ambient temperature range -40°C to 50°C (-40°F to 122°F)

Package environmental rating IP65 for electronics

Weight 0.3 kg (0.7 lbs)

Dimensions, W× L×H 72 × 131 × 39 mm (2.8" × 5.2" × 1.5")

EMC Designed to the requirements of EN 12895:2000

Note: Regulatory compliance of the complete vehicle system
with the controller installed is the responsibility of the vehicle OEM.

NOMINAL 2 MIN 1 HOUR
MODEL BATTERY VOLTAGE RATING RATING BOOST
NUMBER (V) (A

) (A

rms

) (A

rms

rms

1220-22XX 24 40 20 50

Note: Conditions for thermal ratings are as follows: Controller mounted on 150 mm square, 6 mm thick aluminum plate, with 5 km/h

perpendicular air ow. Initial heatsink temperature = 25°C. Motor current held at rating being tested for a minimum of 120%
of rated time before start of thermal limiting.

)

C-1

Curtis 1220 Manual, Rev. C