Curtis 1297 User Manual

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Page 1

MANUAL

1297

MODEL

INTEGRATED TRACTION & HYDRAULIC SYSTEM

CONTROLLER

CURTIS PMC

235 East Airway Boulevard Livermore, California 94550 USA Tel: 925-961-1088 Fax: 925-961-1099 www.curtisinst.com

CONTROLLERS PROTECTED BY U.S. PATENT NO. 4626750.

1297 Manual, p/n 36411

Rev. A: February 2001

Page 2

1297 Manual

p/n 36411, Rev. A: February 2001

CURTIS INSTRUMENTS, INC.

200 KISCO AVENUE

MOUNT KISCO, NEW YORK 10549 U.S.A.

914-666-2971 FAX 914-666-2188

☎

CURTIS PMC

235 EAST AIRWAY BOULEVARD

LIVERMORE, CALIFORNIA 94550 U.S.A.

925-961-1088 FAX 925-961-1099

☎

ADDITIONAL OFFICES located in

Bulgaria, China, England, France, Germany,

India, Italy, Japan, Netherlands, Puerto Rico, Russia, Sweden, and Switzerland

www.curtisinst.com

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Curtis PMC 1297 Manual iii

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

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

3. PROGRAMMABLE PARAMETERS

CONTENTS

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

Connections: Low Current ................................................ 6

Connections: High Current ............................................... 7

Wiring: Standard Conﬁguration, without multiplexer ....... 8

Wiring: Standard Conﬁguration, with multiplexer .......... 10

Wiring: Throttles ............................................................. 12

5kΩ–0 two-wire resistive throttle (“Type 1”) ............. 13

Single-ended 0–5V, current source, 3-wire pot,

and electronic throttles (“Type 2”) ..................... 13

0–5kΩ two-wire resistive throttle (“Type 3”) ............. 17

Wigwag-style 0–5V and 3-wire pot

throttles (“Type 4”) ............................................ 17

Wiring: Auxiliary Driver .................................................. 18

Wiring: Coast and Pick ................................................... 18

Wiring: Emergency Reverse ............................................. 18

Wiring: Emergency Reverse Check .................................. 18

Wiring: Spyglass Display.................................................. 19

Contactor, Switches, and Other Hardware........................ 20

(A: Traction / B: Hydraulic / C: Shared) ................................. 22

A Traction Parameters.............................................................. 24

Acceleration Parameters .................................................... 24

Drive Current Limit, M1–M2 ................................... 24

Acceleration Rate, M1–M2 ........................................ 24

Current Ratio............................................................. 25

Boost Enable .............................................................. 25

Braking Parameters ........................................................... 25

Braking Current Limit, M1–M2................................ 25

Braking Rate, M1–M2 ............................................... 26

Deceleration Rate, M1–M2 ....................................... 26

Coast Deceleration Rate ............................................. 26

Taper Rate .................................................................. 26

Throttle Deceleration Rate......................................... 26

Interlock Braking Current Limit ................................ 27

Interlock Braking Rate ............................................... 27

Interlock Braking Delay ............................................. 27

CONTENTS

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CONTENTS

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Curtis PMC 1297 Manual iv

Restraint..................................................................... 27

Variable Braking......................................................... 28

Electromagnetic Brake Type ....................................... 29

Electromagnetic Brake Delay ..................................... 29

Speed Parameters .............................................................. 31

Maximum Speed, M1–M2......................................... 31

Creep Speed ............................................................... 31

High Speed Latch ...................................................... 31

Interlock Override...................................................... 31

Load Compensation ................................................... 32

Throttle Parameters .......................................................... 33

Throttle Type ............................................................. 33

Throttle Deadband .................................................... 34

Throttle Maximum .................................................... 36

Throttle Map ............................................................. 38

Pot Low Check .......................................................... 40

Field Parameters................................................................ 41

Field Minimum.......................................................... 41

Field Maximum ......................................................... 41

Field Map Start .......................................................... 41

Field Map................................................................... 41

Field Check................................................................ 42

Emergency Reverse Parameters ......................................... 43

Emergency Reverse Current Limit ............................. 43

Emergency Reverse Check.......................................... 43

Emergency Reverse Acceleration Rate ........................ 43

Emergency Reverse Time Limit.................................. 43

Emergency Reverse Direction Interlock...................... 43

Other Traction Parameters ................................................ 44

Anti-tiedown .............................................................. 44

HPD .......................................................................... 44

SRO ........................................................................... 45

B Hydraulic Parameters .......................................................... 46

Pump Parameters .............................................................. 46

Pump Current Limit .................................................. 46

Maximum Pump Speed.............................................. 46

No Load Pump Current Limit ................................... 46

No Load Maximum Pump Speed............................... 46

Pump Acceleration Rate ............................................. 47

Pump Deceleration Rate ............................................ 47

Lift Lockout Parameters.................................................... 48

Pump Lockout Current Limit .................................... 48

Pump Lockout Delay ................................................. 48

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Curtis PMC 1297 Manual v

Pump BDI Lockout ................................................... 48

Pump BDI Lockout Warning ..................................... 48

Hydraulic Inhibit ....................................................... 48

Valve Control Parameters.................................................. 49

Lowering Valve Maximum Current ............................ 49

Lowering Valve Minimum Current ............................ 49

Lowering Valve Dither % ........................................... 49

Lowering Valve Current Acceleration Rate ................. 49

Lowering Valve Current Deceleration Rate ................ 50

Load Hold Delay ....................................................... 50

Lowering Valve Check................................................ 50

Hydraulic Throttle Parameters.......................................... 51

Hydraulic Throttle Type ............................................. 51

Hydraulic Throttle Deadband .................................... 51

Hydraulic Throttle Maximum.................................... 53

Hydraulic Throttle Map ............................................. 54

Variable Lift ............................................................... 56

Variable Lower ........................................................... 56

C Shared Parameters .............................................................. 57

Sequencing Delay Parameter ............................................. 57

Contactor Parameters ....................................................... 57

Main Contactor Interlock .......................................... 57

Main Contactor Open Delay ..................................... 57

Main Contactor Diagnostics ...................................... 57

Multiplexer Enable Parameter ........................................... 58

Hourmeter Parameters...................................................... 59

Adjust Hours High .................................................... 59

Adjust Hours Middle ................................................. 59

Adjust Hours Low...................................................... 59

Set Total Hours .......................................................... 60

Set Traction Hours ..................................................... 60

Set Pump Hours......................................................... 60

Total Service Hours .................................................... 60

Traction Service Hours .............................................. 60

Pump Service Hours .................................................. 60

Total Disable Hours ................................................... 61

Traction Disable Hours .............................................. 61

Pump Disable Hours.................................................. 61

Traction Fault Speed .................................................. 61

Pump Fault Speed ...................................................... 61

Service Total ............................................................... 63

Service Traction .......................................................... 63

Service Pump ............................................................. 63

CONTENTS

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CONTENTS

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Curtis PMC 1297 Manual vi

4. INSTALLATION CHECKOUT ............................................ 64

5. VEHICLE PERFORMANCE ADJUSTMENT..................... 67

6. PROGRAMMER MENUS .................................................... 78

7. DIAGNOSTICS AND TROUBLESHOOTING .................. 84

8. MAINTENANCE .................................................................. 89

APPENDIX A Glossary of Features and Functions ................... A-1

APPENDIX B Throttle Mounting Dimensions ........................ B-1

APPENDIX C Electromagnetic Compatibility (EMC).............. C-1

APPENDIX D Programmable Parameters.................................. D-1

APPENDIX E Speciﬁcations ......................................................E-1

Battery Discharge Indicator (BDI) Parameters .................. 63

Reset Voltage .............................................................. 63

Full Voltage ................................................................ 63

Empty Voltage ............................................................ 63

Traction System Tuning .................................................... 67

Hydraulic System Tuning ................................................. 77

1297 Program Menu ........................................................ 78

1297 Test Menu ............................................................... 82

1297 Diagnostics Menu.................................................... 83

Programmer Diagnostics................................................... 84

LED Diagnostics .............................................................. 87

Spyglass Diagnostics ......................................................... 88

Cleaning ........................................................................... 89

Diagnostic History ........................................................... 89

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FIGURES

FIG. 1: Curtis PMC 1297 integrated

traction and hydraulic system controller .................................. 1

FIG. 2: Mounting dimensions, Curtis PMC 1297 controller ............... 4

FIG. 3: Standard wiring conﬁguration,

for applications without tiller multiplexer ................................ 8

FIG. 4: Standard wiring conﬁguration,

for applications with tiller multiplexer ................................... 10

FIG. 5: Wiring for 5kΩ–0 potentiometer (“Type 1”) ......................... 13

FIG. 6: Wiring for 0–5V voltage sources (“Type 2”) .......................... 14

FIG. 7: Wiring for current source (“Type 2”) ..................................... 15

FIG. 8: Wiring for 3-wire potentiometer (“Type 2”) .......................... 15

FIGURES

FIG. 9: Wiring for Curtis ET-XXX (“Type 2”) .................................. 16

FIG. 10: Wiring for 0–5kΩ potentiometer (“Type 3”) ......................... 17

FIG. 11: Wiring guide and mounting dimensions,

Curtis Spyglass display ........................................................... 19

FIG. 12: Ramp restraint map for controller with Field Min

set at 3 amps, Field Max set at 18 amps, and

braking current limit set at 300 amps .................................... 28

FIG. 13: Effect of adjusting the throttle deadband parameter ........ 34, 35

FIG. 14: Effect of adjusting the throttle max parameter .................36, 37

FIG. 15: Throttle maps for controller

with maximum speed set at 100% and creep speed at 0% ..... 38

FIG. 16: Throttle maps for controller

with maximum speed set at 100% and creep speed at 10% ... 39

FIG. 17: Throttle maps for controller

with maximum speed set at 90% and creep speed at 10% ..... 39

FIG. 18: Influence of various parameters on controller

output response to throttle demand ....................................... 40

FIG. 19: Field current relative to armature current,

FIG. 20: Hydraulic system diagram...................................................... 47

FIG. 21: Effect of adjusting the hydraulic throttle deadband

Curtis PMC 1297 Manual vii

with ﬁeld map parameter set at 50% and 25% ...................... 42

parameter............................................................................... 52

Page 8

FIG. 22: Effect of adjusting the hydraulic throttle max parameter ....... 53

FIG. 23: Hydraulic throttle maps for Lift, for controller

with maximum speed set at 100% ......................................... 54

FIG. 24: Hydraulic throttle maps for Lift, for controller

with maximum speed set at 80% ........................................... 55

FIG. 25: Influence of various parameters on controller

output response to hydraulic throttle Lift demand................. 55

FIG. 26: Bench test setup for verifying and adjusting

the controller’s parameters ..................................................... 66

FIG. B-1: Mounting dimensions, Curtis PMC standard

5kΩ, 3-wire throttle pot ...................................................... B-1

FIG. B-2: Mounting dimensions, Curtis PMC potboxes ..................... B-1

FIG. B-3: Mounting dimensions, Curtis PMC footpedal FP-2 ............ B-2

TABLES

FIG. B-4: Mounting dimensions, Curtis throttle WP-45 CP............... B-2

FIG. B-5: Mounting dimensions, Curtis electronic throttle ................. B-3

TABLES

TABLE 1: Throttle wiper input (threshold values) ................................ 12

TABLE 2: Configuration options: electromagnetic brake driver ............ 30

TABLE 3: Programmable throttle types: traction throttle...................... 33

TABLE 4: Programmable throttle types: hydraulic throttle ................... 51

TABLE 5: Troubleshooting chart .......................................................... 85

TABLE 6: Status LED fault codes ......................................................... 87

TABLE D-1: Programmable parameter ranges and default settings

TABLE E-1: Speciﬁcations, 1297 controller ........................................... E-1

Curtis PMC 1297 Manual viii

for generic 1297 models, Rev. 01 software .........................D-1

Page 9

OVERVIEW

1 — OVERVIEW

Fig. 1 Curtis PMC 1297

integrated traction and hydraulic system controller.

The Curtis PMC 1297 motor controller is an integrated controller that combines two motor controllers in one: it controls both a separately-excited traction motor and a series pump motor. Typical applications include walkie/rider pallet trucks, low lifts, stackers, small order-pickers, small reach trucks, and other small industrial vehicles.

Preliminary on Verso page is set with right edge at 7 and 7/8, and the top (as on the Recto page) at 1/4.

speed and torque. The traction section includes a full-bridge ﬁeld control and a half-bridge armature control to provide full solid-state regenerative braking. The pump section contains a half-bridge drive designed to provide smooth and efficient control of a series pump motor. In addition to controlling the pump motor, the 1297 controls the valves on the Lift cylinder’s hydraulic line and thus controls the hydraulic path for Lift and Lower operations.

13XX programmers. In addition to conﬁguration flexibility, the programmer provides diagnostic and test capability.

data display and the optional Curtis PMC 1312 tiller multiplexer.

Curtis PMC 1297 Manual

The 1297 controller offers smooth, silent, cost effective control of motor

The 1297 controller is fully programmable through any of Curtis PMC’s

The 1297 is also designed to work with the optional Curtis 840 Spyglass

Page 10

Like all Curtis PMC motor controllers, the 1297 offers superior operator control of motor speed. Features include:

✓ 150–350 amp separately excited regenerative traction motor controller

✓ Field current standard at 25 amps on 150 and 250 amp controllers,

and at 35 amps on 350 amp controllers

✓ MultiMode™ feature allows two distinct user-selectable operation modes

✓ 200–300 amp series pump motor controller, with choice of variable

PWM or ramped on/off

Preliminary on Verso page is set with right edge at 7 and 7/8,

✓ Proportional lowering valve is controlled by a variable-current driver,

and the top (as on the Recto page) at 1/4.

for precise control during lowering

✓ Lift and Lower operations start smoothly, because of hydraulic system

pre-load function

✓ Programmability through the Curtis PMC 13XX programmer

1 — OVERVIEW

✓ Complete diagnostics through the 13XX programmer and through

the controller’s built-in Status LED

✓ Throttle inputs for single-ended or wigwag 5kΩ pots or 0–5V throttles

(both standard full stroke and restricted range); one throttle for the traction system and one for the hydraulic system

✓ Active precharge of controller capacitor bank extends life of main

contactor tips

✓ Three hourmeters—total KSI-on hours, drive hours, pump hours—and

their associated maintenance timers are built into the controller, with EEPROM storage (no battery)

✓ BDI calculations performed within controller

✓ Meets EEC fault detection requirements (standard M- PWM fault check)

✓ Fault detection circuitry on throttle inputs can be used to inhibit

operation if traction or hydraulic throttle signal goes out of range for any reason

✓ Internal reverse polarity protection (no external diode required)

✓ Continuous diagnostics during operation, with microprocessor

✓ All output drivers are short-circuit protected and provide built-in

✓ Positive battery connections for all inputs

Curtis PMC 1297 Manual

power-on self-test

coil spike protection

Page 11

✓ Fully protected inputs

✓ Internal and external watchdog circuits ensure proper software operation

✓ High environmental protection rating (IP53)

✓ 3-wire serial interface for multifunction display—see below

✓ 4-wire serial interface for all tiller functions—see below

Curtis Model 840 Spyglass Display

Preliminary on Verso page is set with right edge at 7 and 7/8,

✓ 3-wire serial interface

and the top (as on the Recto page) at 1/4.

✓ Sequences between hourmeter, BDI, and error displays

✓ Single alphanumeric, non-backlit, 8 character, 5 mm LCD display for

hourmeter, BDI, and fault messages

1 — OVERVIEW

✓ Display updated by dedicated unidirectional serial port

✓ Available in 52 mm round case, DIN case, and as a bare board, each

with an 8-pin Molex connector; cases feature front seal to IP65 and rear seal to IP40; shock and vibration protection to SAE J1378

✓ Operating temperature range -10°C to 70°C; models with lower

temperature ratings available for freezer applications

Curtis PMC Model 1312 Tiller Multiplexer

✓ 4-wire serial interface increases reliability

✓ Multiplexes up to 12 signals, analog or digital

✓ All signals sampled 50 times per second

✓ Signal integrity checked 150 times per second

✓ Schematic drawing of the 1312 generic circuit board is available at no

cost to OEMs who want to design their own tiller multiplexers.

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

Curtis PMC 1297 Manual

Page 12

2 — INSTALLATION & WIRING: Controller

INSTALLATION AND WIRING

7.1 (0.28) dia., 4 plcs

Preliminary on Verso page is set with right edge at 7 and 7/8, and the top (as on the Recto page) at 1/4.

STATUS

INTEGRATED CONTROLLER

MOUNTING THE CONTROLLER

The 1297 controller can be oriented in any position, and meets the IP53 ratings for environmental protection against dust and water. However, the location

should be carefully chosen to keep the controller clean and dry. If a clean, dry mounting location cannot be found, a cover must be used to shield the controller from water and contaminants.

When selecting the mounting position, be sure to also take into consideration (1) that the built-in Status LED is visible only through the view port in the label on top of the controller, and (2) that convenient access is needed at the top of the controller to plug the programmer into its connector.

The outline and mounting hole dimensions for the 1297 controller are shown in Figure 2. To ensure full rated power, the controller should be fastened

M8 thread, 4 plcs

Status LED

B+

165

(6.5)

PUMP

J1 J2 J3

TRACTION

B-

150 (5.9)

165 (6.5)

Dimensions in millimeters (and inches)

Fig. 2 Mounting dimensions, Curtis PMC 1297controller.

to a clean, flat metal surface with four 6 mm (1/4") diameter screws, using the holes provided. Although not usually necessary, a thermal joint compound can be used to improve heat conduction from the controller heatsink to the mounting surface.

150

(5.9)

7.6

(0.3)

M4 thread,

2 plcs

83 (3.27)

6.4

(0.25)

(0.63)

Curtis PMC 1297 Manual

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2 — INSTALLATION & WIRING: Controller

You will need to take steps during the design and development of your end product to ensure that its EMC performance complies with applicable regulations; suggestions are presented in Appendix C.

The 1297 controller contains ESD-sensitive components. Use appropriate precautions in connecting, disconnecting, and handling the controller. See installation suggestions in Appendix C for protecting the controller from ESD damage.

Preliminary on Verso page is set with right edge at 7 and 7/8,

CAUTION

and the top (as on the Recto page) at 1/4.

☞

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

UNCONTROLLED TRACTION OPERATION — Some conditions could cause the

traction system 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 traction motor control circuitry. NOTE: If the wrong throttle input signal type is selected with the 13XX programmer, the vehicle may suddenly begin to move.

UNCONTROLLED HYDRAULIC OPERATION — Some conditions could cause the

hydraulic system to run out of control. Disconnect the pump motor or make sure the hydraulic system has enough room to operate before attempting any work on the pump motor control circuitry. NOTE: If the wrong hydraulic throttle input signal type is selected with the 13XX programmer, the hydraulic system may suddenly begin to operate.

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

occur if they are short circuited. Always open the battery circuit before working on the motor control circuit. Wear safety glasses, and use properly insulated tools to prevent shorts.

Curtis PMC 1297 Manual

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.

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2 — INSTALLATION & WIRING: Controller

CONNECTIONS

Low Current Connections

Three low current connectors (J1, J2, J3) are built into the 1297 controller. They are located in a row on the top of the controller:

24-pin 6-pin 4-pin

J1 J2 J3

The 24-pin connector (J1) provides the logic control connections for the contactor drivers and switches that are wired directly to the vehicle. The mating

Preliminary on Verso page is set with right edge at 7 and 7/8,

connector is a 24-pin Molex Mini-Fit Jr. connector part number 39-01-2245 using type 5556 terminals.

and the top (as on the Recto page) at 1/4.

24 23 22 21 20 19 18 17 16 15 14 13

121110987654321

Pin 1 keyswitch input (KSI)

Pin 2 interlock

Pin 3 mode switch input

Pin 4 wiper/0–5V input for traction throttle

Pin 5 horn input

Pin 6 emergency reverse input

Pin 7 lowering valve driver output

Pin 8 auxiliary driver output

Pin 9 emergency reverse check output

Pin 10 pot high output

Pin 11 Lift switch input

Pin 12 forward switch input (no multiplexer);

—

M1 (open), M2 (closed)

Lift limit switch input (multiplexer)

Pin 13 display data output

Pin 14 [not used]

Pin 15 display ground reference output

Pin 16 display power output

Pin 17 main contactor driver output

Pin 18 load hold valve driver output

Pin 19 horn driver output

Pin 20 electromagnetic brake driver output

Pin 21 wiper/0–5V input for hydraulic throttle

Pin 22 pot low input

Pin 23 Lower switch input

Pin 24 reverse switch input (no multiplexer);

coast switch input (multiplexer)

Curtis PMC 1297 Manual

Page 15

Pin 1 receive data (+5V)

Pin 2 ground (B-)

Pin 3 transmit data (+5V)

Pin 4 +15V supply (100mA)

2 — INSTALLATION & WIRING: Controller

A 6-pin low power Molex connector (J2) is provided for the tiller multiplexer controls. The mating connector is a Molex Mini-Fit Jr. p/n 39-01-2065 using type 5556 terminals. The multiplexer uses four of J2’s six pins: 2, 3, 4, and 6.

456

123

Preliminary on Verso page is set with right edge at 7 and 7/8, and the top (as on the Recto page) at 1/4.

For applications not using the multiplexer, J2 can be used as an alternative

Pin 1 +15V supply (limited to 20 mA)

Pin 2 ground return (B-)

Pin 3 multiplexer data line (+5V)

Pin 4 clock (+5V)

Pin 5 display data line (+5V)

Pin 6 KSI

connector for the display. The display uses only three of J2’s six pins: 1, 2, and 5.

A 4-pin low power connector (J3) is provided for the 13XX programmer. A

complete programmer kit, including the appropriate connecting cable, can be ordered; see Curtis PMC programmer manual for further information on the various programmers available for programming Curtis PMC controllers.

J3 can also be used for the display. Although the display is typically wired directly into Pins 13, 15, and 16 of the 24-pin connector (J1), it can alternatively be plugged into J3 and unplugged when the programmer is used. Only Pins 2, 3, and 4 of J3 are needed for the display.

High Current Connections

Six tin-plated solid copper bus bars are provided for the high current connections to the battery (B+ and B-), the two motor armatures (TRACTION and PUMP), and the traction motor field connections (F1 and F2), located as shown in Figure 2. The bus bars incorporate threaded mounting studs designed to accept mounting bolts. This simpliﬁes the assembly and reduces the mounting hardware necessary for the power connections. The B+, B-, TRACTION, and PUMP bus bars are

threaded to accept M8 bolts, and the F1 and F2 bus bars are threaded to accept M4 bolts. This provides secure vibration resistant connections on all power terminals.

F1, F2

The tightening torque applied to the bolts should not exceed the following limits:

B+, B-,

TRACTION M-,

PUMP M-

Exceeding these speciﬁcations could damage the bus bars’

M8 bolts: 16.3 N·m (12 ft-lbs) M4 bolts: 5.4 N·m (4 ft-lbs).

internal threads, resulting in loose connections.

Curtis PMC 1297 Manual

Page 16

2 — INSTALLATION & WIRING: Controller

MAIN

CONTACTOR

LOAD HOLD

VALVE

HORN

ELECTRO-

MAGNETIC

BRAKE

LOWERING

VALVE

HYDRAULIC

THROTTLE

J1 Pin 22

J1 Pin 21

J1 Pin 10

WIRING: Standard Configuration

without multiplexer

Figure 3 shows the typical wiring conﬁguration for applications where a tiller multiplexer is not used.

For walkie applications the interlock switch is typically activated by the tiller, and an emergency reverse switch on the tiller handle provides the emergency reverse signal. For rider applications the interlock switch is typically a seatswitch or a footswitch, and there is no emergency reverse.

Preliminary on Verso page is set with right edge at 7 and 7/8,

DISPLAY

586

and the top (as on the Recto page) at 1/4.

J1 Pin 17

J1 Pin 15

J1 Pin 16

J1 Pin 18

J1 Pin 19

J1 Pin 20

J1 Pin 7

J1 Pin 4

TRACTION THROTTLE

TRACTION

B-

M-

5 = +15V 8 = ground 6 = data

J1 Pin 13

J2 J3

EMERG. REV. CHK

PUMP M-

B+

F2 F1

J1 Pin 9 J1 Pin 6

J1 Pin 24

J1 Pin 23

J1 Pin 12

J1 Pin 11

J1 Pin 5

J1 Pin 3

J1 Pin 2

TRACTION MOTOR FIELD

J1 Pin 1

EMERG. REV.

REVERSE LOWER

FORWARD LIFT

HORN MODE

(M1/M2)

INTERLOCK

KSI

KEYSWITCH

Fig. 3 Standard wiring conﬁguration, Curtis PMC 1297 controller,

with no tiller multiplexer connected to the 6-pin connector.

Power Wiring

Traction motor armature wiring is straightforward, with the armature’s A1 connection going to the controller’s B+ bus bar and its A2 connection going to the controller’s TRACTION M- bus bar. The traction motor’s ﬁeld connections are

Curtis PMC 1297 Manual

TRACTION

MOTOR

A2 A1 A2

POWER

FUSE

PUMP

MOTOR

MAIN CONTACTOR

CONTROL

FUSE

Page 17

CAUTION

2 — INSTALLATION & WIRING: Controller

less obvious. The direction of vehicle travel with the forward direction selected will depend on how the motor’s ﬁeld connections are made to the controller’s two ﬁeld terminals and how the motor shaft is connected to the drive wheels

☞

through the vehicle’s drive train. connections will affect the operation of the emergency reverse feature. The

CAUTION:

forward and reverse switches and the ﬁeld connections must be conﬁgured so that the vehicle drives away from the operator when the emergency reverse button is pressed.

The pump motor is wired as shown, with its S1 connection going to the

B+ bus bar and its A2 connection going to the PUMP M- bus bar.

Preliminary on Verso page is set with right edge at 7 and 7/8,

Standard Control Wiring

and the top (as on the Recto page) at 1/4.

Wiring for the input switches and contactors is shown in Figure 3; the connector is shown in more detail below.

24-pin detail (see Fig. 3):

The polarity of the F1 and F2

REVERSE

SWITCH

LOWER

SWITCH

POT

LOW

HYDRAULIC

THROTTLE

WIPER

ELECTROMAGNETIC

BRAKE

DRIVER

HORN

DRIVER

LOAD HOLD

VALVE

DRIVER

MAIN

CONTACTOR

DRIVER

DISPLAY

POWER

DISPLAY

GROUND

DISPLAY

DA TA

24 23 22 21 20 19 18 17 16 15 14 13

121110987654321

FORWARD

SWITCH

LIFT

SWITCH

EMERGENCY

POT

HIGH

REVERSE

CHECK

EMERGENCY

LOWERING

VALVE

DRIVER

REVERSE

HORN

WIPER

MODE SWITCH (M1/M2)

INTERLOCK

KEYSWITCH

INPUT (KSI)

The main contactor coil must be wired directly to the controller as shown in Figure 3. The controller can be programmed to check for welded or missing contactor faults and uses the main contactor coil driver output to remove power from the controller and motors in the event of various other faults. If the main

contactor coil is not wired to J1 Pin 17, the controller will not be able to open the main contactor in serious fault conditions and the system will therefore not meet EEC safety requirements.

Curtis PMC 1297 Manual

Page 18

2 — INSTALLATION & WIRING: Controller

MAIN

CONTACTOR

LOAD HOLD

VALVE

HORN

ELECTRO-

MAGNETIC

BRAKE

AUX

CONTACTOR

LOWERING

VALVE

WIRING: Standard Configuration

with multiplexer

Figure 4 shows the typical wiring conﬁguration for applications where a tiller multiplexer is used.

= +15V

= ground

= data

J1 Pin 13

EMERG. REV. CHK

J1 Pin 17

J1 Pin 18

DISPLAY

586

J1 Pin 15

J1 Pin 16

Preliminary on Verso page is set with right edge at 7 and 7/8,

J1 Pin 19

and the top (as on the Recto page) at 1/4.

PUMP M-

J1 Pin 20

B+

J1 Pin 8

J2 J3

J1 Pin 7

J1 Pin 9 J1 Pin 6

J1 Pin 24

J1 Pin 23

J1 Pin 12

J1 Pin 11

J1 Pin 5

J1 Pin 3

J1 Pin 2

J1 Pin 1

EMERG. REV.

COAST LOWER

LIFT LIMIT LIFT

HORN MODE

(M1/M2)

INTERLOCK

KSI

J2-2 J2-3 J2-4 J2-6

+ 5V FORWARD

REVERSE INTERLOCK EMR REV LIFT LOWER MODE

(M1/M2)

PICK HORN

= ground = data = clock = KSI

MULTIPLEXER

J2 Pin 3

J2 Pin 2

(MUX)

AUX DRIVER

J2 Pin 4

+ 5V

Wiper 1

Ground

+ 5V

Wiper 2

Ground

TRACTION

M-

J2 Pin 6

B-

TRACTION

MOTOR

A A

A2 A1 A2

POWER

FUSE

When the Mux Enable parameter is programmed On, signals that are routed through both J1 and J2 are active through both connectors. If the Mux Enable parameter is programmed Off, these

TRACTION

THROTTLE

signals are active only through J1.

is active. With J2 active (Mux Enable parameter On), J1 Pin 12

HYDRAULIC

THROTTLE

is the input for the Lift limit switch and Pin 24 is the input for the coast switch. When J2 is not active, J1 Pins 12 and 24 are inputs for the forward and reverse switches—as shown in Figure 3.

PUMP

MOTOR

MAIN CONTACTOR

Two J1 pins carry different signals depending on whether J2

F2 F1

TRACTION MOTOR FIELD

CONTROL

FUSE

KEYSWITCH

Fig. 4 Standard wiring conﬁguration, Curtis PMC 1297 controller,

with 1312 tiller multiplexer connected to the 6-pin connector (J2).

Curtis PMC 1297 Manual

Page 19

CAUTION

2 — INSTALLATION & WIRING: Controller

Power Wiring

Traction motor armature wiring is straightforward, with the armature’s A1 connection going to the controller’s B+ bus bar and its A2 connection going to the controller’s

TRACTION M- bus bar. The traction motor’s ﬁeld connections are

☞

through the vehicle’s drive train. connections will affect the operation of the emergency reverse feature. The

CAUTION:

forward and reverse switches and the ﬁeld connections must be conﬁgured so

Preliminary on Verso page is set with right edge at 7 and 7/8,

that the vehicle drives away from the operator when the emergency reverse button is pressed.

and the top (as on the Recto page) at 1/4.

The pump motor is wired as shown, with its S1 connection going to the

B+ bus bar and its A2 connection going to the PUMP M- bus bar.

Standard Control Wiring

Wiring for the input switches and contactors is shown in Figure 4; the connector is shown in more detail below.

The polarity of the F1 and F2

24-pin detail (see Fig. 4):

HORN

DRIVER

LOAD HOLD

VALVE

DRIVER

COAST

SWITCH

LOWER

SWITCH

ELECTROMAGNETIC

BRAKE

DRIVER

24 23 22 21 20 19 18 17 16 15 14 13

121110987654321

LIFT LIMIT

SWITCH

LIFT

SWITCH

DRIVER

EMERGENCY

REVERSE

CHECK

AUX

EMERGENCY

LOWERING

VALVE

DRIVER

REVERSE

MAIN

CONTACTOR

DRIVER

HORN

DISPLAY

POWER

DISPLAY GROUND

MODE SWITCH (M1/M2)

DISPLAY

INTERLOCK

KEYSWITCH

INPUT (KSI)

DATA

The main contactor coil must be wired directly to the controller as shown in Figure 4. The controller can be programmed to check for welded or missing contactor faults and uses the main contactor coil driver output to remove power from the controller and motors in the event of various other faults. If the main

contactor coil is not wired to J1 Pin 17, the controller will not be able to open the main contactor in serious fault conditions and the system will therefore not meet EEC safety requirements.

Curtis PMC 1297 Manual

Page 20

2 — INSTALLATION & WIRING: Throttles

WIRING: Throttles

Various throttles can be used with the 1297 controller. They are categorized as one of four types in the programming menu of the 13XX programmer. Only Types 2 and 4 can be used for the hydraulic throttle.

Type 1: two-wire 5kΩ–0 potentiometer throttles

Type 2: 0–5V throttles, current source throttles, three-wire pot throttles,

and electronic throttles—wired for single-ended operation

Type 3: two-wire 0–5kΩ potentiometer throttles

Type 4: 0–5V and three-wire pot throttles—wired for wigwag-style

operation

Preliminary on Verso page is set with right edge at 7 and 7/8,

Table 1 summarizes the operating speciﬁcations for these four throttle types.

NOTE: For Type 2 and Type 4 throttles, the controller reads only voltage at the

and the top (as on the Recto page) at 1/4.

wiper input—even when potentiometers are used.

Table 1 THROTTLE WIPER INPUT THRESHOLD VALUES

THROTTLE THROTTLE DEADBAND (25% throttle MAX THROTTLE

TYPE PARAMETER FAULT (0% speed request) active range) (100% modulation) FAULT

1 Wiper Voltage 5.00 V 3.80 V 2.70 V 0.20 V 0.06 V

Wiper Resistance 7.50 kΩ 5.50 kΩ 3.85 kΩ 0 kΩ —

2 Wiper Voltage 0.06 V 0.20 V 1.50 V 5.00 V 5.80 V

Wiper Resistance — — — — —

3 Wiper Voltage 0.06 V 0.20 V 1.30 V 3.80 V 5.00 V

Wiper Resistance —0 kΩ 1.65 kΩ 5.50 kΩ 7.50 kΩ

4 Wiper Voltage 0.50 V 2.50 V (Fwd/Lift) * 3.10 V (Fwd/Lift) 4.40 V (Fwd/Lift) 4.50 V

Wiper Resistance — — — — —

Notes: The upper and lower deadbands are valid for nominal 5kΩ potentiometers or 5V sources with

the default Throttle Deadband and Throttle Max parameter settings of 0% and 100% respectively. These values will change with variations in the Throttle DB and Throttle Max parameter settings—

The HPD thresholds are 25% of the active range and therefore dependent on the programmed Throttle DB and Throttle Max settings (which define the active range). For Type 4

hydraulic

* With 0% Throttle Deadband, there is no neutral point on a Type 4 pot. It is recommended

that an 8% minimum deadband be used with Type 4 throttles.

throttles, the thresholds in the HPD column apply to the Hydraulic Inhibit feature.

MAXIMUM THROTTLE HPD THROTTLE MINIMUM

(Rev/Lower) * 1.90 V (Rev/Lower) 0.60 V (Rev/Lower)

2.50 V

see Section 3A, pages 34 and 36, and Section 3B, pages 51 and 53.

For potentiometers, the 1297 provides complete throttle fault protection that meets all applicable EEC regulations. For voltage throttles, the 1297 protects against out-of-range wiper voltages (see Table 1), but does not detect wiring faults; it is therefore the responsibility of the OEM to provide full throttle fault protection in vehicles using voltage throttles.

If the throttle you are planning to use is not covered, contact the Curtis ofﬁce nearest you.

Curtis PMC 1297 Manual

Wiring for the most common throttles is described in the following text.

Page 21

2 — INSTALLATION & WIRING: Throttles

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 pin (Pin 4) and the Pot Low pin (Pin 22), as shown in Figure 5. For Type 1

devices, zero speed corresponds to a nominal 5kΩ measured between the pot wiper and Pot Low pins and full speed corresponds to 0Ω.

Fig. 5 Wiring for 5k

throttle (“Type 1”).

Ω

–0

Preliminary on Verso page is set with right edge at 7 and 7/8,

Pot Low input (Pin 22)

121110987654321

and the top (as on the Recto page) at 1/4.

Wiper input (Pin 4)

Traction Throttle

FASTER

5kΩ–0

Broken wire protection is provided by the controller sensing the current flow from the wiper input (Pin 4) through the potentiometer and into the Pot Low pin (Pin 22). If the Pot Low input current falls below 0.65 mA or its voltage below 0.06 V, a throttle fault is generated and the throttle request is zeroed. NOTE: The Pot Low pin must not be tied to ground (B-).

Single-Ended 0–5V Voltage Source, Current Source, 3-Wire Pot, 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. Zero speed corresponds to 0V and full speed to 5V. A variety of devices can be used with this throttle input type, including voltage sources, current sources, and 3-wire pots. The wiring for each is slightly different and each has varying levels of throttle fault protection associated with it.

14 1315161718192021222324

0–5V Throttle

Two ways of wiring the 0–5V throttle are shown in Figure 6. The active range for this throttle is from 0.2V (at 0% Throttle Deadband) to 5.0V (at 100% Throttle Max), measured relative to B-. It is the responsibility of the OEM to provide appropriate throttle fault detection for 0–5V throttles.

than 0.65 mA to prevent shutdown due to pot faults. It is recommended that the maximum Pot Low current be limited to 55 mA to prevent damage to the Pot Low circuitry.

parameter (see Section 3A, page 40) to Off; otherwise the controller will register a throttle fault. For ground-referenced 0–5V throttles, the controller will detect open breaks in the wiper input but cannot provide full throttle fault protection.

Curtis PMC 1297 Manual

Sensor-referenced 0–5V throttles must provide a Pot Low current greater

Ground-referenced 0–5V throttles require setting the Pot Low Check

Page 22

2 — INSTALLATION & WIRING: Throttles

Fig. 6 Wiring for

0–5V throttles (“Type 2”).

(a) Sensor-referenced

0–5V source

Pot Low input (Pin 22)

SENSOR

Preliminary on Verso page is set with right edge at 7 and 7/8,

and the top (as on the Recto page) at 1/4.

SENSOR GROUND

SENSOR

(b) Ground-referenced

0–5V source

Hyd. 0–5V input (Pin 21)

Hydraulic

Throttle

SENSOR OUTPUT (0–5V)

Traction

Throttle

SENSOR OUTPUT (0–5V)

121110987654321

0–5V input (Pin 4)

14 1315161718192021222324

Traction Throttle

B-

Hyd. 0–5V input (Pin 21)

Hydraulic

Throttle

B-

14 1315161718192021222324

121110987654321

0–5V input (Pin 4)

Also, the controller recognizes the voltage between the wiper input and B- as the applied throttle voltage and not the voltage from the voltage source relative to the Pot Low input.

For either throttle input, if the 0–5V throttle input (Pin 4 or 21) exceeds

5.5V relative to B-, the controller will register a fault and shut down.

Curtis PMC 1297 Manual

Page 23

2 — INSTALLATION & WIRING: Throttles

Current Source Used As a Speed Control Device

A current source can be used as a throttle input as shown in Figure 7. A resistor,

, must be used to convert the current source value to a voltage. The resistor

throttle

should be sized to provide a 0–5V signal variation over the full current range.

It is the responsibility of the OEM to provide appropriate throttle fault detection for current sources used as throttles.

Fig. 7 Wiring for current

source throttle (“Type 2”).

Hyd. 0–5V input (Pin 21)

Hydraulic

Throttle

Preliminary on Verso page is set with right edge at 7 and 7/8,

source

B-B-

throttle

121110987654321

and the top (as on the Recto page) at 1/4.

0–5V input (Pin 4)

Traction Throttle

source

B-B-

throttle

3-Wire Pot Throttle (1kΩ–10kΩ)

The 3-wire potentiometer is used in its voltage divider mode, with the voltage source and return being provided by the 1297 controller. Pot High provides a current limited 5V source to the pot, and Pot Low (Pin 22) provides the return path. Wiring is shown in Figure 8 and also in the standard wiring diagrams,

Figures 3 and 4. Potentiometers with total resistance values between 1kΩ and 10kΩ can be used.

14 1315161718192021222324

Fig. 8 Wiring for 3-wire

potentiometer throttle (“Type 2”).

Pot Low input (Pin 22)

Hyd. Wiper input (Pin 21)

1kΩ–10kΩ

Hydraulic

Throttle

FASTER

1kΩ–10kΩ

Traction Throttle

121110987654321

Wiper input (Pin 4)

FASTER

Pot High output (Pin 10)

14 1315161718192021222324

When a 3-wire pot is used and the Pot Low Check parameter (see Section 3A, page 40) is set to On, the controller provides full fault protection in accordance with EEC requirements. NOTE: Pot Low Check applies only to traction throttles.

Curtis PMC 1297 Manual

Page 24

Fig. 9 Wiring for Curtis

ET-XXX electronic throttle (“Type 2”).

2 — INSTALLATION & WIRING: Throttles

Curtis ET-XXX Electronic Throttle

The Curtis ET-XXX provides a 0–5V throttle input and also Forward/Reverse inputs (traction throttle) or Lift/Lower inputs (hydraulic throttle) for the 1297 controller. Wiring for the ET-XXX is shown in Figure 9. When an electronic throttle is used, the Pot Low Check parameter (see Section 3

A, page 40) must

be set to Off; otherwise the controller will register a throttle fault.

Traction Throttle

121110987654321

Preliminary on Verso page is set with right edge at 7 and 7/8, and the top (as on the Recto page) at 1/4.

14 1315161718192021222324

WHT/GRN

WHT/BRN

GREEN

ORANGE

BLACK

BLACK/WHITE

WHITE

connector

The hydraulic throttle’s GREEN wire is joined to the green wire of the traction throttle.

The hydraulic throttle’s BLACK wire goes to Pin 21 (Hyd. 0–5V input), the BLACK/WHITE wire to Pin 11 (Lift input), and the WHITE wire to Pin 23 (Lower input).

Forward input (Pin 12)

B-

B+

Hydraulic

Throttle

WHT/GRN

KEYSWITCH

BLACK

BLACK/WHITE

WHITE

0–5V input (Pin 4)

KSI

(Pin 1)

Reverse input (Pin 24)

WHT/BRN

GREEN

ORANGE

B-

detect only open wiper faults. It is the responsibility of the OEM to provide any additional throttle fault detection necessary.

Curtis PMC 1297 Manual

There is no fault detection built into the ET-XXX, and the controller will

Page 25

2 — INSTALLATION & WIRING: Throttles

0–5kΩ Throttle (“Type 3”)

The 0–5kΩ throttle (“Type 3” in the programming menu) is a 2-wire resistive

throttle that connects between the pot wiper pin (Pin 4) and the Pot Low pin,

as shown in Figure 10. Zero speed corresponds to 0Ω measured between the two pins and full speed corresponds to 5 kΩ.

Fig. 10 Wiring for

Ω

throttle (“Type 3”).

0–5k

Pot Low input (Pin 22)

121110987654321

Preliminary on Verso page is set with right edge at 7 and 7/8, and the top (as on the Recto page) at 1/4.

Traction Throttle

FASTER

0–5kΩ

Wiper input (Pin 4)

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. No signals to the controller’s forward and reverse (or lift and lower) inputs are required; the action is determined by the wiper input value. The interface to the controller for Type 4 devices is similar to that for Type 2 devices. The neutral point will be with the wiper at 2.5 V, measured between Pin 4 or 21 and B-.

For the traction throttle, the controller will provide increasing forward speed as its wiper input value (Pin 4) is increased, with maximum forward speed reached at 4.5 V. The controller will provide increasing reverse speed as the wiper input value is decreased, with maximum reverse speed reached at 0.5 V. For the hydraulic throttle, the controller will provide increasing Lift speed as its wiper input value (Pin 21) is increased, with maximum Lift speed reached at

4.5 V. The controller will provide increasing Lower speed as the wiper input value is decreased, with maximum Lower speed reached at 0.5 V. The minimum and maximum wiper voltage for either throttle must not exceed the 0.5V and 4.5V fault limits.

When a 3-wire pot is used and the Pot Low Check parameter (see Section 3A, page 40) is set to On, the controller provides full fault protection for Type 4

traction throttles. Any potentiometer value between 1 kΩ and 10 kΩ is sup-

ported. When a voltage throttle is used, it is the responsibility of the OEM to provide appropriate throttle fault detection.

NOTE: If your Type 4 throttle has an internal neutral switch, this internal

neutral switch should be wired to the forward switch input (Pin 12). The controller will behave as though no throttle is requested when the neutral switch is high, and will use the throttle value when the neutral switch is low.

14 1315161718192021222324

Curtis PMC 1297 Manual

Page 26

2 — INSTALLATION & WIRING: Aux. Driver, Coast-and-Pick & Emerg. Reverse

CAUTION

WIRING: Auxiliary Driver

The 1297 controller provides an auxiliary driver at Pin 8. This low side driver, designed to energize a contactor coil, can be used to perform a variety of functions—such as engaging a brush motor. The output is rated at 2 amps, is overcurrent protected, and the turn-off is voltage clamped. The recommended wiring for an auxiliary contactor coil is shown in Figure 4. The contactor coil or driver load should not be connected directly to B+. The on/off switch for the auxiliary driver is located on the multiplexer.

Preliminary on Verso page is set with right edge at 7 and 7/8,

WIRING: Coast and Pick

When a multiplexer is used, J1 Pin 24 is the Coast input—as shown in Figure 4,

and the top (as on the Recto page) at 1/4.

page 10. When the tiller is locked in the Coast position (activating the Coast switch), the multiplexer’s Pick switch can be used to drive the vehicle a short distance forward. When the Pick switch is released, the vehicle coasts to a stop.

WIRING: Emergency Reverse

To implement the emergency reverse feature, J1 Pin 6 (the emergency reverse input) must be connected to battery voltage. Emergency reverse is activated when the keyswitch is on and the emergency reverse switch is pressed. After the emergency reverse switch is released, normal controller operation is not resumed until neutral (no direction) is selected or until the interlock switch is cycled. The recommended wiring is shown in Figures 3 and 4, pages 8 and 10. The controller provides maximum braking torque as soon as the emergency reverse switch is closed. The vehicle will then be automatically driven in the reverse direction at the programmed emergency reverse current limit until the emergency reverse switch is released.

☞

CAUTION:

operation of the emergency reverse feature. The forward and reverse switches and the F1 and F2 connections must be conﬁgured so that the vehicle drives away from the operator when the emergency reverse button is pressed.

The polarity of the F1 and F2 connections will affect the

(

REQUIRES MULTIPLEXER

(

REQUIRES MULTIPLEXER

)

WIRING: Emergency Reverse Check

Al wire connected directly to the emergency reverse switch provides for broken wire detection when that feature is programmed On (see Section 3A, page 42). The emergency reverse check output wire periodically pulses the emergency reverse circuit to check for continuity in the wiring. If there is no continuity, the controller output is inhibited until the wiring fault is corrected.

Figures 3 and 4, pages 8 and 10. If the option is selected and the check wire is

Curtis PMC 1297 Manual

The emergency reverse check wire is connected to J1 Pin 9 as shown in

Page 27

2 — INSTALLATION & WIRING: Emerg. Rev. Check & Spyglass

not connected, the vehicle will not operate. If the option is not selected and the check wire is connected, no harm will occur—but continuity will not be checked.

WIRING: Spyglass Display

The Curtis 840 Spyglass features an 8-character LCD display that sequences between hourmeter, BDI, and fault messages. Three indicator LEDs—hourmeter, BDI, and service—are also located on the face of the gauge.

The mating 8-pin connector is Molex 39-01-2085, with 39-00-0039

Preliminary on Verso page is set with right edge at 7 and 7/8,

(18–24 AWG) pins.

Fig. 11 Wiring guide and

mounting dimensions for Curtis Spyglass display.

and the top (as on the Recto page) at 1/4.

58 (2.25)

44 (1.75)

(2.0)

“U” clamp for up to 6 (0.25) panel thickness

8 41

Dimensions in millimeters (and inches)

(2.25)

Hourmeter LED (green)

BDI LED (yellow)

Service LED (red)

WIRING GUIDE

SPYGLASS 1297 CONTROLLER

PIN # FUNCTION

1–4 N.C. –––

5 +12V, +15V 16 1 4 6 receive data 13 5 3 7 N.C. ––– 8 ground (B+) 15 2 2

NOTE:

The Spyglass display can be connected to any

of the 1297’s low current connectors: J1, J2, or J3.

PIN #J2 PIN #J3 PIN #

Curtis PMC 1297 Manual

Page 28

2 — INSTALLATION & WIRING: Switches, etc.

CONTACTOR, SWITCHES, and OTHER HARDWARE

Main Contactor

A main contactor should be used with the 1297 controller. Otherwise, the controller’s fault detection will not be able to fully protect the controller, traction system, and hydraulic system from damage in a fault condition. The contactor allows the controller and both motors to be disconnected from the battery. This provides a signiﬁcant safety feature, because it means the battery power can be removed if a controller or wiring fault results in battery power being applied to either motor inappropriately.

Preliminary on Verso page is set with right edge at 7 and 7/8,

A single-pole, single-throw (SPST) contactor with silver-alloy contacts, such as an Albright SW180 or SW200 (available from Curtis), is recommended

and the top (as on the Recto page) at 1/4.

for use as the main contactor. The contactor coils should be speciﬁed with a continuous rating at the nominal battery pack voltage.

The 1297 controller provides a low-side contactor coil driver (at J1 Pin 17) for the contactor. The driver output is rated at 2 amps, is overcurrent protected at 3 amps, and is checked for open coil faults. An active clamping circuit at 70 V provides fast turn-off and protects the driver from inductive voltage kickback spikes. The controller also performs a welded contactor check and a missing main contactor check each time the interlock switch is engaged. Controller output is inhibited if these contactor checks are not passed.

For information on programming the various contactor-related parameters, see Section 3

C, page 57.

Keyswitch and Interlock Switch

The vehicle should have a master on/off switch to turn the system off when not in use. The keyswitch input provides logic power for the controller.

The interlock switch—which is typically implemented as a tiller switch, deadman footswitch, or seatswitch—provides a safety interlock for the system.

The keyswitch and interlock switch provide current to drive the main contactor coil and the valve solenoid coils as well as the controller’s internal logic circuitry, and must be rated to carry these currents.

Forward/Reverse, Lift/Lower, Mode, Emergency Reverse, Horn, Lift Limit, Coast, and Pick Switches

These input switches can be any type of single-pole, single-throw (SPST) switch capable of switching the battery voltage at 25 mA. Typically the Emergency Reverse, Horn, and Pick switches are momentary switches, active only while they are being depressed.

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 with the battery feed to the keyswitch. Additionally, a high current fuse should be

Curtis PMC 1297 Manual

Page 29

2 — INSTALLATION & WIRING: Switches, etc.

wired in series with the main contactor to protect the motors, controller, and batteries from accidental shorts in the power system. The appropriate fuse for each application should be selected with the help of a reputable fuse manufacturer or dealer. The standard wiring diagrams (Figures 3 and 4) show the recommended location for each fuse.

Valves

The hydraulic line’s load holding valve (if used) and lowering valve should be large enough to provide adequate flow when open.

The load holding valve’s solenoid coil should be rated at the nominal

Preliminary on Verso page is set with right edge at 7 and 7/8,

battery voltage of the system and must not exceed the 2 amp rating of its driver. The lowering valve solenoid coil should be rated at or below the nominal

and the top (as on the Recto page) at 1/4.

battery voltage and should be capable of opening the valve completely using not less than half an amp of current and not more than 3 amps.

The 1297 controller provides a low-side load-holding valve solenoid driver at J1 Pin 18; this driver output is rated at 2 amps, and is overcurrent protected at 3 amps. A low-side lowering valve solenoid driver is provided at J1 Pin 7; this driver output is rated at 3 amps, is overcurrent protected, is checked for open coil faults, and can drive either a proportional lowering valve or a simple open/closed lowering valve.

An active clamping circuit at 70 V provides fast turn-off and protects the drivers from inductive voltage kickback spikes.

For information on programming the various valve-related parameters, see Section 3B, page 49.

Curtis PMC 1297 Manual

Page 30

3 — PROGRAMMABLE PARAMETERS

PROGRAMMABLE PARAMETERS

The 1297 controller has nearly one hundred parameters that can be adjusted by means of a 13XX programmer. These programmable parameters allow various performance characteristics to be customized to ﬁt the needs of individual applications or system operators.

Each controller is either a generic model or an OEM-speciﬁc model. Generic controllers are shipped with the default parameter settings shown in Table D-1, and have model numbers ending “01” (e.g., 1297-2401). OEMspeciﬁed models are shipped with the default parameter settings designated by

Preliminary on Verso page is set with right edge at 7 and 7/8,

the OEM, and have model numbers that identify this particular conﬁguration (e.g., 1297-2417).

and the top (as on the Recto page) at 1/4.

In addition to specifying parameter values, the OEM can designate whether a parameter will have User or OEM-only access rights. Accordingly, two versions of the various 13XX programmers are available: the 13XX-1101 is the User programmer (which can adjust only those parameters with User access rights) and the 13XX-2101 is the OEM programmer (which can adjust all the parameters with User or OEM access rights).

The 1297’s programmable parameters are divided into three groups:

A Traction Parameters B Hydraulic Parameters C Shared Parameters

which in turn are divided into subgroups by topic:

A Traction Parameters

— Acceleration — Braking — Speed — Throttle — Field — Emergency reverse — Other traction parameters

B Hydraulic Parameters

— Pump — Valve control — Hydraulic throttle

C Shared Parameters

— Contactor and sequencing delay — Multiplexer (MUX) — Hourmeters — BDI.

The individual parameters are listed on the next page.

Curtis PMC 1297 Manual

Page 31

3 — PROGRAMMABLE PARAMETERS

A: TRACTION

(parameters related to the

traction motor and drive system)

Acceleration Parameters

Drive Current Limit, M1–M2 Acceleration Rate, M1–M2 Current Ratio Boost Enable

Braking Parameters

Braking Current Limit, M1–M2 Brake Rate, M1–M2 Deceleration Rate, M1–M2 Coast Deceleration Rate Taper Rate Throttle Deceleration Rate Interlock Braking Current Limit Interlock Brake Rate Interlock Braking Delay Restraint Variable Braking Electromagnetic Brake Type Electromagnetic Brake Delay

Speed Parameters

Maximum Speed, M1–M2 Creep Speed High Speed Latch Interlock Override Load Compensation

Throttle Parameters

Throttle Type Throttle Deadband Throttle Maximum Throttle Map Pot Low Check

Field Parameters

Field Minimum Field Maximum Field Map Start Field Map Field Check

Emergency Reverse Parameters

Emergency Reverse Current Limit Emergency Reverse Check Emergency Reverse Acceleration Emergency Reverse Time Limit Emergency Reverse Direction Intlk

Other Traction Parameters

Anti-tiedown HPD SRO

B: HYDRAULICS

(parameters related to the

pump motor and hydraulics)

Pump Parameters

Pump Current Limit Pump Max Speed No Load Pump Current Limit No Load Pump Speed Pump Acceleration Pump Deceleration Pump Lock C/L Pump Lock Delay Pump BDI Lockout Pump BDI Warning Hydraulic Inhibit

Valve Parameters

Lowering Valve Maximum Current Lowering Valve Minimum Current Lowering Valve Dither % Lowering Valve Current Acceleration Lowering Valve Current Deceleration Load Hold Delay Lowering Valve Check

Hydraulic Throttle Parameters

Hydraulic Throttle Type Hydraulic Throttle Deadband Hydraulic Throttle Maximum Hydraulic Throttle Map Variable Lift Variable Lower

Individual parameters are described in the following text in

☞

the order they are listed on this page. They are listed by the abbreviated names that are displayed in the programmer’s Program Menu. Not all of these parameters are displayed on all controllers; the list for any given controller depends on its speciﬁcations.

For a list of the individual parameters in the order in which they appear in the Program Menu, see Section 6: Programmer Menus.

C: SHARED

(parameters related to both

traction and hydraulics)

Contactor and Sequencing Delay Parameters

Sequencing Delay Main Contactor Interlock Main Contactor Open Delay Main Contactor Diagnostics

Multiplexer Parameter

Multiplexer Enable

Hourmeter Parameters

Adjust Hours High Adjust Hours Middle Adjust Hours Low Set Hours, Total Set Hours, Traction Set Hours, Pump Service Timer Hours, Total Service Timer Hours, Traction Service Timer Hours, Pump Disable Timer Hours, Total Disable Timer Hours, Traction Disable Timer Hours, Pump Traction Fault Speed Pump Fault Speed Service Timer Reset, Total Service Timer Reset, Traction Service Timer Reset, Pump

BDI Parameters

BDI Reset Volts BDI Full Volts BDI Empty Volts

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Page 32

3A — PROGRAMMABLE TRACTION PARAMETERS: Acceleration

A. TRACTION PARAMETERS

The various traction parameters adjust the vehicle’s operating characteristics—its acceleration, braking, speed, and responsiveness. These parameters allow the vehicle to be tailored to a specific application, or to a specific operator’s preferences.

The MultiMode™ feature of the 1297 controller allows operation in two distinct modes. These two modes can be programmed to provide two different sets of operating characteristics, which can be useful for different conditions. For example, Mode 1 could be set up for slow precise indoor maneuvering and Mode 2 for faster, long distance, outdoor travel. There are six parameters that can be individually set in the two modes:

Drive Current Limit, M1–M2 Acceleration Rate, M1–M2 Brake Current Limit, M1–M2 Brake Rate, M1–M2 Deceleration Rate, M1–M2 Maximum Speed, M1–M2.

It should be noted that the acceleration and braking parameters determine controller output and not the actual accelerating/braking time (or distance); the time (or distance) required to achieve the requested speed is influenced by a variety of factors—including initial speed, vehicle load, and terrain.

Acceleration Parameters

M1–M2, DRIVE C/L

The drive current limit parameter allows adjustment of the maximum current the controller will supply to the traction motor during drive operation. Setting this parameter at a low value reduces the maximum torque applied to the drive system by the motor, which may be desirable in Mode 1 if it is conﬁgured as a slow speed mode. The drive current limit is adjustable from 50 amps to the controller’s full rated drive current. (The full rated drive current depends on the controller model; see speciﬁcations in Table E-1.)

The drive current limit is tuned as part of the vehicle performance adjustment process (Section 5).

M1–M2, ACCEL RATE

The acceleration rate deﬁnes the time it takes the controller to accelerate from 0% output to 100% output when full throttle is requested. A larger value represents a longer acceleration time and a gentler start. Fast starts can be achieved by reducing the acceleration time, i.e., by adjusting the accel rate to a smaller value. The accel rate is adjustable from 0.1 to 3.0 seconds.

The accel rate is tuned as part of the vehicle performance adjustment process (Section 5).

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3A — PROGRAMMABLE TRACTION PARAMETERS: Braking

CURRENT RATIO

The current ratio parameter deﬁnes how much of the programmed drive current will be available to the traction motor at reduced throttle requests. The current ratio parameter can be set to 1, 2, 3, or 4. These settings correspond to the following ratios:

SETTING RATIO

1 1 : 1 2 2 : 1 3 4 : 1 4 8 : 1

For example, with the current ratio set at 1 and 20% throttle requested, 20% of the battery voltage and 20% of the drive current will be allowed to flow in the motor (assuming a 50% throttle map setting). If the current ratio is set at 2 under these same conditions, 40% of the current will be available; if it is set at 3, 80%. The controller will not allow more than the programmed drive current to flow in the motor. If the current ratio is set at 4 with 20% throttle requested, the controller will allow only 100% of the drive current and not 160%.

High current ratio values will allow quicker startup response and improved ramp climbing with partial throttle, but may cause too much jumpiness.

The current ratio is tuned as part of the vehicle performance adjustment process (Section 5).

NOTE: Current ratio is only effective in drive; it does not affect regenera-

tive braking.

BOOST ENABLE

In situations where the controller detects that the motor is about to stall, the boost enable feature provides a burst of extra torque by briefly applying a higher current (120% of the programmed drive current limit). This can be useful for occasionally getting the vehicle out of a pothole or over an obstacle. If the operator rocks the vehicle by reversing and rethrottling while in boost, the ﬁeld will remain at max ﬁeld to provide the maximum stall torque and minimum delay time. Boost enable can be programmed On or Off.

period, with a total of 15 seconds of boost allowed within each 3 minute period. Performance is more consistent if boost enable is programmed Off.

Braking Parameters

M1–M2, BRAKE C/L

The braking current limit parameter allows adjustment of the maximum current the controller will supply to the motor during braking. The braking current limit is adjustable from 50 amps up to the controller’s full rated braking

Each boost is limited to 6 seconds, followed by a 30 second cool-down

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3A — PROGRAMMABLE TRACTION PARAMETERS: Braking

current. (The full rated braking current depends on the controller model; see speciﬁcations in Table E-1.)

The braking current limit is tuned as part of the vehicle performance adjustment process (Section 5).

M1–M2, BRAKE RATE

The braking rate deﬁnes the time it takes the controller to increase from 0% braking output to 100% braking output when a new direction is selected. A larger value represents a longer time and consequently gentler braking. Faster braking is achieved by adjusting the braking rate to a smaller value. The braking rate is adjustable from 0.1 to 3.0 seconds.

M1–M2, DECEL RATE

The deceleration rate deﬁnes the time it takes the controller to decelerate from 100% output to 0% output. The decel rate determines the vehicle’s braking characteristic for any reduction in throttle that does not include a request for the opposite direction. A lower value represents a faster deceleration and thus a shorter stopping distance. The decel rate is adjustable from 0.1 to 10.0 seconds.

COAST DECEL

The coast deceleration rate deﬁnes how quickly the controller reduces it output to zero when the Pick switch is released. This parameter allows adjustment for different sized vehicles. Lower values represent faster deceleration and thus a shorter coasting distance. The coast decel rate is adjustable from 0.1 to 10.0 seconds.

TAPER RATE

The taper rate determines how quickly the vehicle changes direction when the opposite direction is selected. Low taper rate values result in fast and 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).

THROTTLE DECEL

The throttle deceleration rate parameter adjusts the rate at which the vehicle transitions to braking when throttle is ﬁrst reduced. If the throttle decel rate is set low, deceleration is initiated abruptly. The transition is smoother if the throttle decel rate is higher; however, setting the throttle decel parameter too

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3A — PROGRAMMABLE TRACTION PARAMETERS: Braking

high can cause the vehicle to feel uncontrollable when the throttle is released, as it will continue to drive for a short period. The throttle decel rate is adjustable from 0.1 to 1.0 second, with a value of 0.3 or 0.4 working well for most vehicles.

When the armature current goes negative (i.e., at the point when positive torque transitions to negative torque), the normal decel rate goes into effect.

INT BRAKE C/L

If the interlock switch is opened while the vehicle is being driven, the controller will send braking current to the motor. This braking—which is called interlock braking—greatly reduces wear on the vehicle’s electromagnetic brake and also enables the vehicle to meet more stringent stopping distance requirements. The interlock braking current limit parameter allows adjustment of the maximum braking current the controller will supply to the motor during interlock braking. The interlock braking current limit is adjustable from 50 amps up to the controller’s full rated braking current. (The full rated braking current depends on the controller model; see speciﬁcations in Table E-1.)

INT BRAKE RATE

The interlock braking rate parameter deﬁnes the time it takes the controller to increase from 0% braking output to 100% braking output when interlock braking is initiated. The interlock braking rate is adjustable from 0.0 to 3.0 seconds.

INT BRAKE DLY

The interlock braking delay feature allows the interlock switch to be cycled within a set time (the braking delay), thus preventing inadvertent activation of interlock braking. This feature is especially useful in applications where the interlock switch may bounce or be momentarily cycled during operation. The interlock braking delay parameter can be set from 0.0 to 30.0 seconds, with zero corresponding to no delay.

RESTRAINT

Because the 1297 controller is conﬁgured to provide regenerative braking, overspeed causes the controller to create a braking current and thus limit or “restrain” the overspeed condition. The restraint parameter determines how strongly the controller tries to limit the vehicle speed to the existing throttle setting. It is applicable when throttle is reduced or when the vehicle begins to travel downhill.

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 value, the stronger the braking force applied to the motor and the

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3A — PROGRAMMABLE TRACTION PARAMETERS: Braking

Fig. 12 Ramp restraint

map for controller with Field Min set at 3 amps, Field Max set at 18 amps, and braking current limit set at 300 amps.

Field Max

= 18 A

Restraint = 15 A

Restraint = 10 A

Restraint = 3 A

300250200150100500

Brake C/L

= 300 A

Field Min

= 3 A

FIELD CURRENT (amps)

Restraint = 35 A

Restraint = 25 A

ARMATURE CURRENT (amps)

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. The restraint feature can never hold a vehicle perfectly stationary on a ramp and is not intended to replace a mechanical or electromagnetic brake for this purpose.

The restraint parameter establishes a mapping of ﬁeld current to armature current, as shown in Figure 12, and is adjustable from the programmed minimum ﬁeld (Field Min) to the full rated current. As shown in the diagram, restraint is limited by the programmed maximum ﬁeld (Field Max). Setting the restraint parameter to a high value will cause strong braking, in an effort to bring the vehicle speed down to the requested speed. Extremely high values may cause the vehicle speed to oscillate (“hunt”) while in ramp restraint.

The restraint parameter is tuned as part of the vehicle performance adjustment process (Section 5).

VARIABLE BRAKE

The variable braking parameter deﬁnes how the controller will apply braking force when braking is requested. If the variable braking parameter is programmed On, the amount of braking current applied by the controller will be a function of the throttle’s position when braking is requested. With variable braking, the operator can use the throttle to control the amount of braking force applied to a moving vehicle. Increasing throttle in the direction opposite to the vehicle’s motion will apply increasing amounts of regenerative braking current to the motor, slowing the vehicle more quickly.

parameter should be programmed Off. With variable braking Off, the controller applies the full programmed braking current as soon as direction is reversed.

Curtis PMC 1297 Manual

If a ﬁxed amount of braking force is preferred, the variable braking

Page 37

3A — PROGRAMMABLE TRACTION PARAMETERS: Braking

E-M BRAKE TYPE

The electromagnetic brake type parameter conﬁgures the low side brake driver at J1 Pin 20. Driver output is rated at 2 amps and is monitored for overcurrent faults. An internal diode provides coil suppression through the KSI input (J1 Pin 1). The electromagnetic brake driver can be programmed to operate in any of the conﬁgurations (i.e., options 0 through 4) described in Table 2.

E-M BRAKE DLY

The electromagnetic brake driver open delay parameter allows a delay after the interlock switch has been opened before the brake driver drops out. The delay is useful for maintaining braking power for a short time after the interlock switch has been opened. This parameter is adjustable from 0.0 to 30.0 seconds. When set to zero, there is no delay and the brake driver opens as soon as the interlock switch is opened and the sequencing delay expires. This parameter is not valid when brake driver option 0 is selected (see Table 2).

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3A — PROGRAMMABLE TRACTION PARAMETERS: Braking

T ab le 2 CONFIGURATION OPTIONS:

ELECTROMAGNETIC BRAKE DRIVER (J1 Pin 20)

OPTION DESCRIPTION OF OPERATION

0 Brake Driver disabled.

1 Electromagnetic brake used like a parking brake. The Brake Driver powers

the brake coil when the interlock switch closes, and opens it immediately when the interlock switch opens. There is no delay, other than the specified Brake Delay, between the Brake Driver being turned off and the interlock switch opening.

2 Electromagnetic brake engages whenever the throttle is in neutral and the

vehicle is not moving. The Brake Driver turns on and disengages the brake when a direction switch closes. The Brake Driver turns off, engaging the brake, after the controller reaches neutral state* and the specified Brake Delay time expires. With Option 2, the Brake Driver remains on after the emergency reverse switch opens if a direction switch is still closed. The Brake Driver turns off only after the specified Brake Delay when controller reaches neutral state.*

The interlock switch must be closed for the Brake Driver to energize the brake coil and release the brake. The Brake Driver turns off, engaging the brake, when the interlock switch opens and the Brake Delay time expires.

3 Electromagnetic brake engages whenever the throttle is in neutral and the

vehicle is not moving

or after the emergency reverse switch closes and is then released. During normal operation, Brake Driver Option 3 controls braking as in Option 2. However, if emergency reverse is engaged, the Brake Driver turns off, releasing the brake

after the emergency reverse switch opens and the Brake Delay time expires. After the emergency reverse switch opens, the Brake Driver turns off even if controller is not in neutral state.*

4 Electromagnetic brake engages whenever the interlock switch is open (as

in Option 1) and also after the emergency reverse switch has been released. The interlock switch must be closed for the Brake Driver to energize the brake coil and release the brake. The Brake Driver turns off, engaging the brake, when the interlock switch opens and the Brake Delay time expires.

Also, if emergency reverse is engaged, the Brake Driver turns off, releasing the brake

after the emergency reverse switch opens and the Brake Delay time expires. After the emergency reverse switch opens, the Brake Driver turns off even if controller is not in neutral state.*

The neutral state is reached when the traction throttle is in neutral, no direction

is selected (both direction switches open), and any braking is completed.

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Speed Parameters

3A — PROGRAMMABLE TRACTION PARAMETERS: Speed

M1–M2, MAX SPEED

The maximum speed parameter deﬁnes the maximum controller voltage output at full throttle. The maximum speed parameter is adjustable from 0% to 100% of full output.

The maximum speed is tuned as part of the vehicle performance adjust-

ment process (Section 5).

CREEP SPEED

The creep speed parameter deﬁnes the initial controller output generated when a direction is ﬁrst selected. No applied throttle is necessary for the vehicle to enter the creep mode, only a direction signal. The controller maintains creep speed until the throttle is rotated out of the throttle deadband (typically 10% of throttle).

Creep speed is adjustable from 0% to 25% of the controller duty cycle. For most applications, the default setting of 0% is appropriate. For heavy vehicles, however, increasing the creep speed may improve controllability by reducing the amount of throttle required to start the vehicle moving. In any case, the creep speed should always be set low enough so there is some neutral deadband before the vehicle starts to move and it should never be set so high the vehicle is moving too fast when the throttle returns to small values just above the deadband.

NOTE: The programmed creep speed is not displayed as the “Throttle %”

value in the programmer’s Test Menu when a direction is selected and zero throttle is applied; only the 0% throttle command is displayed.

CAUTION

☞

Curtis PMC 1297 Manual

H/S LATCH

The high speed latch parameter is only applicable when the mode switch is a momentary switch. When the high speed latch parameter is programmed On, it allows the mode switch to be “latched” in the M2 position (which is typically the high speed position) without the operator having to keep it pressed in. In other words, it makes the momentary switch function as a pushbutton latching switch. The switch automatically “unlatches” when the vehicle changes direc- tion, and must be re-latched if desired in the new direction.

CAUTION:

speed latch parameter programmed On, emergency reverse is disabled.

INT OVERRIDE

The interlock override parameter, when programmed On, allows the vehicle to be driven with the interlock switch open. The interlock override feature is useful in situations where it is necessary to move the vehicle but there is not room to lower the tiller—for example, in a corner.

When the vehicle is traveling in high speed mode with the high

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3A — PROGRAMMABLE TRACTION PARAMETERS: Speed

If the interlock override feature is desired, you will probably want to conﬁgure M2 (mode switch closed) as the slow speed mode, and M1 (mode switch open) as the high speed mode. This is opposite of the typical setup. NOTE: The interlock override feature and the high speed latch parameters are mutually exclusive; you cannot have both.

To initiate override, close the mode switch (M2) while the vehicle is stopped with the interlock switch open.

To resume normal operation, the interlock or KSI must be cycled.

LOAD COMP

The load compensation parameter actively adjusts the applied motor voltage as a function of motor load current. This results in more constant vehicle speeds over variations in driving surface (ramps, rough terrain, etc.) without the vehicle operator constantly adjusting the throttle position; it also helps equalize loaded and unloaded vehicle speeds. The load compensation parameter is adjustable from 0 to 25% of the controller’s PWM output. High values will cause the controller to be more aggressive in attempting to maintain vehicle speed. However, too much load compensation can result in jerky vehicle starts and speed oscillation (“hunting”) when the vehicle is unloaded.

The load compensation parameter is tuned as part of the vehicle performance adjustment process (Section 5).

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Page 41

Throttle Parameters

THROTTLE TYPE

The 1297 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 rheostats, 3-wire pots (single-ended or wigwag), 0–5V throttles

(single-ended or wigwag), current sources (single-ended or wigwag), and the Curtis ET-XXX electronic throttle.

standard throttle input signal type options are listed in Table 3.

3A — PROGRAMMABLE TRACTION PARAMETERS: Throttle

The throttle type parameter can be programmed to 1, 2, 3, or 4. The

Table 3 PROGRAMMABLE THROTTLE TYPES

T raction Throttle

THROTTLE

TYPE DESCRIPTION

1 2-wire rheostat, 5kΩ–0 input 2 single-ended 3-wire potentiometer with 1kΩ to 10kΩ range;

0–5V voltage source; current source;

or Curtis ET-1XX electronic throttle 3 2-wire rheostat, 0–5kΩ input 4 wigwag 3-wire potentiometer with 1kΩ to 10kΩ range;

0–5V voltage source; or current source

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3A — PROGRAMMABLE TRACTION PARAMETERS: Throttle

THROTTLE DB

The throttle deadband parameter deﬁnes the throttle pot wiper voltage range that the controller interprets as neutral. Increasing the throttle deadband setting increases the neutral range. This parameter is especially useful with throttle assemblies that do not reliably return to a well-deﬁned neutral point, because it allows the deadband to be deﬁned wide enough to ensure that the controller goes into neutral when the throttle mechanism is released.

Examples of deadband settings (0%, 10%, 40%) are shown in Figure 13 for the four throttle types (see Table 3). In all the examples in Figure 13, the throttle max parameter is set at 100%.

The throttle deadband parameter is adjustable from 0% to 40% of the nominal throttle wiper range; the default setting is 10%. The nominal throttle wiper voltage range depends on the throttle type selected. See Table 1 (page 12) for the characteristics of your selected throttle type.

The throttle deadband is tuned as part of the vehicle performance adjustment process (Section 5).

Fig. 13 Effect of adjusting

the throttle deadband parameter (throttle types 1 and 2).

0.2V (0Ω)

0.7V

Throttle Type 1 (5kΩ–0)

2.1V

(3.0kΩ)

3.0V

(4.5kΩ)

3.3V

(5.0kΩ)

Throttle Type 2 (0–5V, single-ended)

2.1V

40% Deadband

10% Deadband

0% Deadband

40% Deadband

10% Deadband

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0% Deadband

0.2V

Page 43

3A — PROGRAMMABLE TRACTION PARAMETERS: Throttle

Fig. 13, cont’d Effect of

adjusting the throttle deadband parameter (throttle types 3 and 4).

0.5V

(450Ω)

0.2V (0Ω)

0.5V

Throttle Type 3 (0–5kΩ)

1.4V

(2.0kΩ)

Throttle Type 4 (0–5V, wigwag)

1.7V

2.7V

2.3V

3.3V

(5.0kΩ)

3.3V

(5.0kΩ)

3.3V

(5.0kΩ)

3.3V

4.5V

40% Deadband

10% Deadband

0% Deadband

40% Deadband

10% Deadband

0.5V

Neutral

Deadband

KEY

Controller

Output

100%

2.5V

Notes: Voltages shown are at the pot wiper relative to B-.

For throttle types 1 and 3, the deadband points are defined in terms of the nominal 5kΩ pot resistance. Using a pot of greater or lesser resistance will give different values for the deadband points.

Throttle Max parameter set at 100%.

4.5V

0% Deadband

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3A — PROGRAMMABLE TRACTION PARAMETERS: Throttle

THROTTLE MAX

The throttle maximum 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.

Examples are shown in Figure 14 to illustrate the effect of three different throttle max settings (100%, 90%, 60%) on the full-stroke wiper voltage or resistance required to attain 100% controller output for the four throttle types.

The programmer displays the throttle max parameter as a percentage of the throttle range. The throttle max parameter can be adjusted from 100% to 60%; the default setting is 90%. The nominal throttle wiper range depends on the throttle type selected. See Table 1 (page 12) for the characteristics of your selected throttle type.

The throttle max parameter is tuned as part of the vehicle performance adjustment process (Section 5).

Fig. 14 Effect of adjusting

the throttle max parameter (throttle types 1 and 2).

0.2V (0Ω)

0.5V

(450Ω)

0.5V

(450Ω)

0.2V

Throttle Type 1 (5kΩ–0)

2.1V

(3.0kΩ)

2.1V

(3.0kΩ)

3.0V

(4.5kΩ)

1.4V

(2.0kΩ)

Throttle Type 2 (0–5V, single-ended)

2.1V

3.0V

(4.5kΩ)

3.3V (5kΩ)

100% Throttle Max

40% Deadband

90% Throttle Max 40% Deadband

90% Throttle Max 10% Deadband

60% Throttle Max 10% Deadband

100% Throttle Max

40% Deadband

Curtis PMC 1297 Manual

0.7V

2.1V

3.1V

4.5V

90% Throttle Max 40% Deadband

90% Throttle Max 10% Deadband

60% Throttle Max 10% Deadband

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3A — PROGRAMMABLE TRACTION PARAMETERS: Throttle

Fig. 14, cont’d

Effect of adjusting the throttle max parameter (throttle types 3 and 4).

0.2V (0Ω)

0.5V

(400Ω)

0.5V

(400Ω)

0.5V

Throttle Type 3 (0–5kΩ)

1.4V

(2.0kΩ)

1.4V

(2.0kΩ)

2.1V

(3.0 kΩ)

3.0V

(4.5kΩ)

3.0V

(4.5kΩ)

Throttle Type 4 (0–5V, wigwag)

1.7V

3.3V

(5.0kΩ)

3.3V

4.5V

100% Throttle Max

40% Deadband

90% Throttle Max 40% Deadband

90% Throttle Max 10% Deadband

60% Throttle Max 10% Deadband

100% Throttle Max

40% Deadband

0.7V

Neutral

Deadband

KEY

1.3V

1.7V

Controller

Output

2.3V

100%

90% Throttle Max 40% Deadband

3.3V

2.7V

Notes: Voltages shown are at the pot wiper relative to B-.

3.7V

4.3V

90% Throttle Max 10% Deadband

60% Throttle Max 10% Deadband

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3A — PROGRAMMABLE TRACTION PARAMETERS: Throttle

THROTTLE MAP

The throttle map parameter determines the static throttle map of the controller. This parameter modiﬁes the vehicle’s response to the throttle input. Setting the throttle map parameter at 50% provides a linear output response to throttle position. Values below 50% reduce the controller output at low throttle settings, providing enhanced slow speed maneuverability. Values above 50% give the vehicle a faster, more responsive feel at low throttle settings.

The throttle map setting can be programmed between 20% and 80%. The setting refers to the PWM output at half throttle, as a percentage of the throttle’s full active range. The throttle’s active range is the voltage or resistance between the 0% modulation point (the throttle deadband threshold) and the 100% modulation point (the throttle max threshold).

With creep speed set at 0% and maximum speed set at 100%, a throttle map setting of 50% will give 50% output at half throttle. As noted above, the 50% ramp shape is always a linear response. A throttle map setting of 80% will give 80% output at half throttle. Six throttle map proﬁles (20, 30, 40, 50, 60, and 80%) are shown in Figure 15; in all these examples the creep speed is set at 0% and the maximum speed at 100%.

Fig. 15 Throttle maps for

controller with maximum speed set at 100% and creep speed set at 0%.

100

90 80 70 60 50 40 30 20

CONTROLLER OUTPUT (percent PWM)

100908070605040302010 0

TRACTION THROTTLE INPUT (percent of active range)

THROTTLE MAP

80% 60% 50% 40% 30% 20%

SPEED PARAMETERS

0% Creep Speed

100% Max Speed

Raising the creep speed parameter or lowering the maximum speed parameter limits the controller’s output range, as shown in Figures 16 and 17. Controller output is always a percentage of the range deﬁned by the speed parameters (the range between the creep speed and maximum speed settings).

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Page 47

Fig. 16 Throttle maps for

controller with maximum speed set at 100% and creep speed set at 10%.

3A — PROGRAMMABLE TRACTION PARAMETERS: Throttle

In Figure 16, the creep speed is increased to 10% and the maximum speed is left at 100%, resulting in a controller output range of 90%. With these speed settings, a 50% throttle map will result in 55% output (45% + 10%) at half throttle.

100

90 80 70 60 50 40 30 20

CONTROLLER OUTPUT (percent PWM)

TRACTION THROTTLE INPUT (percent of active range)

THROTTLE MAP

80% 60% 50% 40% 30% 20%

SPEED PARAMETERS

10% Creep Speed

100% Max Speed

100908070605040302010 0

Fig. 17 Throttle maps for

controller with maximum speed set at 90% and creep speed set at 0%.

In Figure 17, the maximum speed is decreased to 90% and the creep speed is left at 0%; again, the controller output range is 90%. With these speed settings, a 50% throttle map will result in 45% output at half throttle.

CONTROLLER OUTPUT (percent PWM)

100

90 80 70 60 50 40 30 20 10

100908070605040302010 0

TRACTION THROTTLE INPUT (percent of active range)

THROTTLE MAP

80% 60% 50% 40% 30% 20%

SPEED PARAMETERS

0% Creep Speed

90% Max Speed

The throttle map operates within the window established by the Creep Speed, Max Speed, Throttle Deadband, and Throttle Max parameters, as shown in Figure 18. Creep Speed and Max Speed deﬁne the controller’s output range, while Throttle Deadband and Throttle Max deﬁne the throttle’s active

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3A — PROGRAMMABLE TRACTION PARAMETERS: Throttle

Fig. 18 Influence of

various parameters on controller output response to throttle demand.

CONTROLLER OUTPUT (percent PWM)

100

90 80 70 60 50 40 30 20 10

15% Throttle Deadband

TRACTION THROTTLE INPUT (percent of active range)

80% Max Speed

HALF THROTTLE

10% Creep Speed

40% Throttle Map (38% output at half throttle)

90% Throttle Max

SPEED PARAMETERS

10% Creep Speed 80% Max Speed

PARAMETERS

15% Deadband 90% Throttle Max 40% Throttle Map

100908070605040302010 0

THROTTLE

range. These four parameters, together with the throttle map, determine the controller’s output response to throttle demand.

The throttle map parameter is tuned as part of the vehicle performance

adjustment process (Section 5).

POT LOW CHECK

The pot low check feature checks the voltage at the wiper input (J1 Pin 4) and faults the controller if this voltage drops below 0.06 V. The pot low check parameter can be enabled (programmed On) or disabled (programmed Off). Disabling the pot low check feature is useful when single-wire, ground (B-) referenced voltage throttle inputs are used. It is recommended that the pot low check parameter be set to On in any application where a resistive throttle is used. This will provide maximum throttle fault detection and provide the safest possible vehicle operation.

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Page 49

Field Parameters

3A — PROGRAMMABLE TRACTION PARAMETERS: Field

FIELD MIN

The minimum ﬁeld current limit parameter deﬁnes the minimum allowed ﬁeld winding current. The minimum ﬁeld current limit setting determines the

vehicle’s maximum speed. Field Min can be adjusted from 2 amps up to the programmed Field Max value.

The Field Min parameter is tuned as part of the vehicle performance adjustment process (Section 5).

FIELD MAX

The maximum ﬁeld current limit parameter deﬁnes the maximum allowed ﬁeld winding current. The maximum ﬁeld current limit setting determines the

vehicle’s maximum torque and limits the power dissipation in the ﬁeld winding itself. Field Max can be adjusted from the programmed Field Min value up to the controller’s full rated ﬁeld current. (The full rated ﬁeld current depends on the controller model; see speciﬁcations in Table E-1.)

The Field Max parameter is tuned as part of the vehicle performance adjustment process (Section 5).

FLD MAP START

The ﬁeld map start parameter deﬁnes the armature current at which the ﬁeld map starts to increase; it is adjustable from 25 amps up to the controller’s full rated armature current value. (The full rated armature current depends on the controller model; see speciﬁcations in Table E-1.)

The ﬁeld map start parameter is used to equalize the vehicle’s maximum speed when loaded and unloaded. Increasing the ﬁeld map start parameter value will increase the maximum load weight that the vehicle can carry while maintaining maximum speed on a level surface.

The ﬁeld map start parameter is tuned as part of the vehicle performance adjustment process (Section 5).

FIELD MAP

The ﬁeld map parameter controls how much ﬁeld current is applied for a given armature current. This parameter, along with the other ﬁeld current parameters (Field Min, Field Max, and Field Map Start), allows the OEM to set the vehicle’s speed and power performance characteristics.

The ﬁeld map parameter is set as a percentage of the ﬁeld current between the Field Min and Field Max values. As shown in Figure 19, the ﬁeld map parameter adjusts the ﬁeld current at a point halfway between the programmed Field Map Start current and the full armature current (which is the controller’s

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Fig. 19 Field current

relative to armature current, with ﬁeld map parameter set at 50% and at 25%.

Max Field

Field Map

(50%)

FIELD CURRENT

Min Field

Max Field

3A — PROGRAMMABLE TRACTION PARAMETERS: Field

Field Map Start Field Map Midpoint Current Limit

ARMATURE CURRENT

Field Map

(25%)

FIELD CURRENT

Min Field

Field Map Start Field Map Midpoint Current Limit

ARMATURE CURRENT

programmed drive current limit). This point is referred to as the Field Map Midpoint.

With the ﬁeld map parameter set at 50%, the motor’s ﬁeld current increases linearly with increasing armature current—thus emulating a series wound motor. Decreasing the ﬁeld map parameter reduces the ﬁeld current at a given armature current, i.e., it weakens the ﬁeld. As the ﬁeld current is reduced, the motor will be able to maintain speeds closer to the maximum speed value as its load increases; however, the motor’s capability to produce torque at these higher speeds will decrease.

The ﬁeld map parameter is tuned as part of the vehicle performance adjustment process (Section 5).

FIELD CHECK

The ﬁeld check parameter enables the ﬁeld open fault check, when it is pro- grammed On. In applications where the motor ﬁeld is too low to provide valid fault data (< 5 amps at 97% PWM), this parameter should be programmed Off. In most applications, it should be programmed On.

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Emergency R everse Parameters

EMR REV C/L

The emergency reverse current limit parameter deﬁnes the maximum braking current provided through the motor when the optional emergency reverse function is engaged. The emergency reverse current limit is adjustable from 50 amps up to the controller’s full rated braking current. (The full rated braking current depends on the controller model; see speciﬁcations in Table E-1.)

EMR REV CHECK

The emergency reverse check parameter is applicable only when the emergency reverse feature is being used in the application. If emergency reverse is not being used, this parameter should be set to Off.

When enabled (programmed On), the emergency reverse check tests for continuity from the emergency reverse check output (J1 Pin 9) to the emergency reverse input (J1 Pin 6). Therefore, the emergency reverse wiring should be connected as closely as possible to the controller side of the emergency reverse switch. The recommended wiring is shown in Figures 3 and 4, pages 8 and 10.

3A — PROGRAMMABLE TRACTION PARAMETERS: Emergency Reverse

EMR REV ACCEL

The emergency reverse acceleration rate parameter deﬁnes the time it takes the controller to accelerate from 0% to 100% output in the opposite direction when emergency reverse is activated. Larger values represent a longer acceleration time and therefore a gentler response. More abrupt response can be achieved by reducing the acceleration time, i.e., by setting the accel rate to a lower value.

The emergency reverse accel rate is adjustable from 0.0 to 3.0 seconds.

EMR REV TIME LIMIT

The emergency reverse time limit parameter can be used to provide a 5 second time limit on emergency reversing. If this parameter is programmed On, emergency reversing will stop after 5 seconds even if the emergency reverse button is still being pushed in; at the end of this 5 second period, the controller will set the drive output to zero. If this parameter is programmed Off, emergency reversing will continue as long as the emergency reverse button is pushed in.

EMR DIR INT

As soon as the emergency reverse button is released, the controller sets the drive output to zero regardless of whether a direction or throttle is still being requested. The emergency reverse direction interlock parameter deﬁnes how

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the controller will return to normal operation from this point. If the emergency reverse direction interlock parameter is set to On, the operator can either open both direction switches or cycle the interlock switch to enable normal operation. With the parameter set to Off, the only way for the operator to resume normal operation is by cycling the interlock switch.

Other Traction Parameters

ANTI-TIEDOWN

The anti-tiedown feature prevents operators from taping or “tying down” the mode switch in order to operate permanently in Mode 2 (which is typically the high speed mode). Upon startup, when the interlock switch is ﬁrst closed, the anti-tiedown feature checks which mode is selected. If the mode switch is requesting Mode 2 (i.e., switch closed), the controller will ignore the request and default to Mode 1. The controller will remain in Mode 1 until the mode switch is released and reactivated. Anti-tiedown can be programmed On or Off.

3A — PROGRAMMABLE TRACTION PARAMETERS: Other (Traction)

HPD

The high pedal disable (HPD) feature prevents the vehicle from driving the motor if the controller is turned on when greater than 25% throttle is applied. In addition to providing routine smooth starts, HPD also protects against accidental sudden starts if problems in the throttle linkage (e.g., bent parts, broken return spring) give a throttle input signal to the controller even with the throttle released.

If the operator attempts to start the vehicle with the throttle already applied, the controller will inhibit output to the motor until the throttle is reduced below 25%. For the vehicle to run, the controller must receive a KSI input—or a KSI input and an interlock input—before receiving a throttle input greater than 25%. Either type of HPD (HPD based on KSI input alone or HPD based on KSI plus interlock inputs) can be selected via the programmer. HPD can also be disabled. To meet EEC requirements, the HPD feature must be programmed to Type 1 or Type 2.

Sequencing delay (see page 57) can be used to provide a brief delay before HPD inhibits the controller output, if desired.

No HPD (Type 0)

HPD function is disabled.

Interlock-type HPD (Type 1)

To start the vehicle, the controller must receive both an interlock switch input and a KSI input before receiving a throttle input greater than 25%. Controller operation will be disabled immediately if throttle demand is greater than 25%

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3A — PROGRAMMABLE TRACTION PARAMETERS: Other (Traction)

at the time the interlock switch is closed. Normal controller operation is regained by reducing the throttle demand to less than 25%.

KSI-type HPD (Type 2)

To start the vehicle, the controller must receive a KSI input before receiving a throttle input greater than 25%. Controller operation will be disabled immediately if throttle demand is greater than 25% at the time KSI is enabled. In this conﬁguration, if throttle is applied before the interlock switch is closed but after the KSI input has been enabled, 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.” SRO checks the sequencing of the interlock input—or the interlock input and KSI—relative to a direction input. The interlock input— or the interlock plus KSI inputs—must come on before a direction is selected. If a direction is selected before or simultaneously (within 50 msec) with the interlock input, controller output is inhibited.

Three types of SRO are available, along with a “no SRO” option. The programmer is used to make the selection:

Type 0: no SRO Type 1: SRO unless interlock input before a direction input Type 2: SRO unless KSI plus interlock input before a direction input Type 3: SRO unless KSI plus interlock input before forward direction

input.

If your controller is programmed so that KSI and interlock inputs are both required (SRO Type 2), the following sequence must be followed to enable the controller: STEP 1, turn on KSI; STEP 2, activate interlock (input “high”); and then STEP 3, select a direction. The interval between steps 1 and 2 is the same as between steps 2 and 3; that is, KSI input must precede interlock input by at least 50 msec. Once the controller is operational, turning off either KSI or the interlock causes the controller to inhibit its output; re-enabling the controller requires the 3-step sequence.

Similarly, if your controller is programmed so that KSI, interlock, and forward inputs are all required (SRO Type 3), they must be provided in that sequence in order to enable the controller. Note, however, that operation is allowed if a reverse input precedes the interlock input; this can be useful when operating a walkie on ramps.

Sequencing delay (see page 57) can be used to provide a brief delay before SRO inhibits controller output, if desired.

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Pump Parameters

3B — PROGRAMMABLE HYDRAULIC PARAMETERS: Pump

B. HYDRAULIC PARAMETERS

The various hydraulic parameters adjust the hydraulic system’s operating character- istics—its acceleration, speed, and responsiveness. These parameters allow the hydraulic system to be tailored to a specific application, or to a specific operator’s preferences.

The 1297 controls the speed of the pump motor, and also the valves on the Lift cylinder’s hydraulic line. By so doing, it controls the hydraulic path for Lift and Lower operations. The hydraulic path for any other hydraulic operations—e.g., reach, tilt, sideshift, rotate—is provided by the vehicle manufacturer, with the 1297 controlling the pump motor speed but not the hydraulic path itself.

PUMP C/L

The pump current limit parameter deﬁnes the maximum pump motor armature current. The pump current limit is adjustable from 25 amps up to the controller’s full rated pump motor current. (The full rated pump current depends on the controller model; see speciﬁcations in Table E-1.)

PUMP MAX SPEED

When the Lift switch is closed, the controller activates the load-hold valve, thus enabling the Lift function—as shown in Figure 20. The maximum pump speed parameter deﬁnes the maximum allowed armature PWM output during Lift operations. The maximum pump speed parameter is adjustable from 0% to 100% of full output.

The maximum pump speed is tuned as part of the vehicle performance adjustment process (Section 5).

NO LOAD C/L

The no load pump current limit parameter sets the current that will deﬁne the “no load” state. When the pump current is below this ceiling, the pump is

considered to have no load, and the no load maximum pump speed will apply. If a separate maximum speed is not desired for unloaded situations, the no load pump current limit can be set at the same value as the regular pump current limit. The no load pump current limit can be adjusted from 0 amps up to the programmed pump current limit.

NO LOAD SPEED

The no load maximum pump speed parameter allows a higher maximum pump speed to be in effect when the pump motor is operating below the set “no load” current limit. The no load maximum pump speed parameter has the same

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3B — PROGRAMMABLE HYDRAULIC PARAMETERS: Pump

The 1297 controls:

• the speed of the pump motor (which regulates how quickly the hydraulic fluid can push up the Lift cylinder),

• the position of the load-hold valve (open/closed), and

• the aperture of the proportional lowering valve

(which regulates how quickly the hydraulic fluid can drain from the Lift cylinder).

Load Hold

Valve

Lift

Cylinder

Check

Valve

Pump Motor

Hydraulic

Pump

Fig. 20 Hydraulic system diagram.

adjustment range as the regular maximum pump speed parameter (0–100% full PWM output). If separate loaded and unloaded maximum speeds are not desired, this parameter can be set to the same value as the regular maximum pump speed parameter.

PUMP ACCEL

Pressure

Relief Valve

Proportional

Lowering

Valve

During Lift, the pump motor drives the pump, which forces hydraulic fluid up the hoses, through the open load-hold valve, and into the Lift cylinder. When the Lift is completed, the load-hold valve closes, trapping the fluid in the Lift cylinder.

During Lower, the load-hold valve and the proportional lowering valve open, and gravity returns the fluid to the reservoir.

The pump acceleration rate parameter deﬁnes the time it takes for the controller to accelerate from 0% output to 100% output to the pump motor when Lift is requested with full hydraulic throttle. A larger value represents a longer acceleration time and a gentler start to the Lift operation. The pump accel rate is adjustable from 0.1 to 3.0 seconds.

PUMP DECEL

The pump deceleration rate parameter deﬁnes the time it takes for the controller to decelerate from 100% output to 0% output to the pump motor when the hydraulic throttle is reduced from full to none, or when the Lift switch is opened. The pump decel rate is adjustable from 0.1 to 3.0 seconds.

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Lift Lockout Parameters

Lift operation can be prevented during overcurrent conditions or when the battery state-of-charge is below 20%. These are safety measures to protect the operator and the pump motor. In addition, both Lift and Lower can be prevented if more than 25% throttle is requested at the time the interlock switch is closed.

PUMP LOCK C/L

The pump lockout current limit parameter allows Lift operation to be prohibited when the pump motor current exceeds the set threshold. This threshold is adjustable from 25 amps to more than the controller’s full rated pump current; the ceiling is 50 amps above the rated current. (The full rated pump current depends on the controller model; see speciﬁcations in Table E-1.)

PUMP LOCK DLY

The pump lockout delay parameter allows a delay after the pump motor current exceeds the pump lockout current limit before Lift operation is prohibited. The pump lockout delay is adjustable from 0.1 to 25.0 seconds.

3B — PROGRAMMABLE HYDRAULIC PARAMETERS: Lift Lockout

PUMP BDI L/O

The pump BDI lockout feature prevents Lift operation when the battery state- of-charge is below 20%. This parameter can be programmed On or Off. When programmed On, if the battery S-O-C drops below 20% during a Lift operation, the Lift in progress will be completed but further Lift requests will be ignored as long as the battery S-O-C stays below 20%. If programmed Off, the Lift will continue operating until the undervoltage cutoff point is reached.

PUMP BDI WRN

If the battery state-of-charge is less than 25%, the pump BDI lockout warning feature beeps the horn twice each time Lift is requested, thus alerting the operator to the low S-O-C condition. The warning parameter can be programmed On or Off.

HYD INHIBIT

The hydraulic inhibit feature prevents Lift or Lower operation if the hydraulic throttle request is >25% when the interlock switch is closed. The hydraulic inhibit parameter can be programmed On or Off. Sequencing delay (see page

57) can be used to provide a brief delay before controller output is inhibited.

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Valve Control Parameters

The 1297 controls the operation of the load-hold valve and the proportional lowering valve, as shown in Figure 21. By so doing, it controls the hydraulic path for Lift and Lower operations. Some hydraulic systems have a proportional lowering valve but no load-hold valve. Others have a simple open/closed lowering valve in place of a proportional valve. In these systems, variable lowering (i.e., lowering in proportion to the amount of throttle applied) is not possible. See box at the bottom of the next page for more information about this kind of system.

LV MAX CURR

The Lower speed is determined by the aperture of the lowering valve. The LV maximum current parameter sets the maximum current the controller will

provide to the lowering valve. The LV maximum current is programmable from

0.0 to 3.0 amps. For proportional valves, the LV maximum current can be set to limit the

valve’s full aperture. Non-proportional valves always open completely; for these valves, the LV maximum current should be set to the valve’s full current rating.

3B — PROGRAMMABLE HYDRAULIC PARAMETERS: Valve Control

LV MIN CURR

The LV minimum current parameter sets the minimum current through the lowering valve. Most proportional valves need a non-zero closed current in order to start opening immediately when Lower is requested. The LV minimum current is programmable from 0.0 to 1.0 amp. For non-proportional lowering valves, the controller does not look at this parameter so its setting is irrelevant.

LV DITHER

The lowering valve dither feature provides a constantly changing current in the coil to produce a rapid back-and-forth motion of the valve. This keeps proportional valves lubricated and allows low-friction, precise movement. The LV dither % parameter speciﬁes the amount of dither as a percentage of the LV maximum current, and is applied in a continuous 200 Hz cycle of none–add%– none–subtract%. The LV dither is programmable from 0 to 100%.

For non-proportional lowering valves, where the valve’s opening and

closing is spring-activated, dither is not applicable. If your application uses this type of lowering valve, set the dither parameter to 0%.

LV ACCEL

The LV current acceleration rate parameter speciﬁes how long it will take the lowering valve current to increase from 0% to 100%. The LV current accel rate is programmable from 0.0 to 3.0 seconds.

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3B — PROGRAMMABLE HYDRAULIC PARAMETERS: Valve Control

LV DECEL

The LV current deceleration rate parameter speciﬁes how long it will take the lowering valve current to decrease from 100% to 0%. The LV current decel rate is programmable from 0.0 to 3.0 seconds.

LV CHECK

The LV check parameter deﬁnes whether the controller performs missing coil checks on the lowering valve solenoid coil. When this parameter is set to On, the controller senses the current at the lowering valve driver output (Pin 7) to conﬁrm that the coil is properly connected. If the criteria for this test are not met, the controller will inhibit operation and issue a valve fault. This test is not performed if the LV check parameter is set to Off.

LOAD HOLD DLY

The load hold delay parameter speciﬁes how long the load-hold valve is kept open at the end of a Lift or Lower action. The delay time is programmable from

0.0 to 1.0 seconds. The delay starts after the LV deceleration time (to allow the

lowering valve to close at the completion of a Lower action) and after the pump deceleration time (to allow the pump speed to reach zero at the completion of a Lift action). The load-hold valve is either open or shut, which means that it closes abruptly. To prevent jitter it is important that the delay time be set long enough so that the hydraulic fluid has stopped flowing before the load-hold valve snaps shut.

Alternative hydraulic system, with a simple (open/closed) lowering valve instead of a proportional lowering valve.

In this alternative system, a load-hold valve is not used. The lowering valve is wired to J1 Pin 7 (the lowering valve driver), and J1 Pin 18 (the load-hold valve driver) is unconnected.

Check

Valve

Pump Motor

Curtis PMC 1297 Manual

Hydraulic

Pump

Lift

Cylinder

Pressure

Relief Valve

During Lift, the pump motor drives the pump, which forces hydraulic fluid up the hoses and into the Lift cylinder. When the Lift is completed, the check valves trap the fluid in the Lift cylinder.

During Lower, the lowering valve opens and gravity returns the fluid to the reservoir. When the Lower is completed, the lowering valve closes and this check valve plus the check valve at the pump keep the hydraulic fluid in place.

Lowering

Valve

Page 59

Hydraulic Throttle Parameters

Most applications use a throttle to provide variable speed control of Lift and Lower. A throttle gives the operator more flexibility and control over performance than is provided by the Lift and Lower switches alone. Without a throttle, when the Lift switch is closed, the pump accelerates to the set maximum pump speed in the set pump acceleration time; when the Lower switch is closed, the lowering valve current ramps from 0% to 100% in the set LV acceleration time. For variable speed control, a throttle is required.

The hydraulic throttle is wired in parallel with the main traction throttle, as

shown in the diagrams in the throttle wiring section (Section 2).

HYD THRTL TYPE

The 1297 controller accepts a variety of hydraulic throttle inputs. Instructions are provided in Section 2 for wiring the most commonly used throttles: 3-wire pots (single-ended or wigwag), 0–5V throttles (single-ended or wigwag), current sources (single-ended or wigwag), and the Curtis ET-XXX electronic throttle.

The hydraulic throttle type parameter can be programmed to 2 or 4. The

standard throttle input signal type options are listed in Table 4.

3B — PROGRAMMABLE HYDRAULIC PARAMETERS: Hydraulic Throttle

Table 4 PROGRAMMABLE THROTTLE TYPES:

Hydraulic Throttle

THROTTLE

TYPE DESCRIPTION

2 single-ended 3-wire potentiometer with 1kΩ to 10kΩ range;

0–5V voltage source; current source; or Curtis ET-1XX electronic throttle

4 wigwag 3-wire potentiometer with 1kΩ to 10kΩ range;

0–5V voltage source; or current source

HYD THRTL DB

The hydraulic throttle deadband parameter deﬁnes the pot wiper voltage range the controller interprets as neutral. Increasing the throttle deadband setting increases the neutral range. This parameter is especially useful with throttle assemblies that do not reliably return to a well-deﬁned neutral point, because it allows the deadband to be deﬁned wide enough to ensure that the controller goes into neutral when the throttle mechanism is released.

Examples of deadband settings (40%, 10%, 0%) are shown in Figure 21

for throttle types 2 and 4.

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Fig. 21 Effect of

adjusting the hydraulic throttle deadband parameter.

3B — PROGRAMMABLE HYDRAULIC PARAMETERS: Hydraulic Throttle

The programmer displays the hydraulic throttle deadband parameter as a

percentage of the nominal wiper voltage range and is adjustable from 0% to 40%. The default deadband setting is 10%. The nominal wiper voltage range depends on the throttle type selected. See Table 1 (page 12) for the characteristics of your selected throttle type.

0.7V

0.2V

Throttle Type 2 (0–5V, single-ended)

2.1V

40% Deadband

10% Deadband

0% Deadband

0.5V

Neutral

Deadband

KEY

Throttle Type 4 (0–5V, wigwag)

1.7V

2.3V

2.5V

Controller

Output

100%

40% Deadband

3.3V

2.7V

Notes: Voltages shown are at the pot wiper relative to B-.

Hydraulic Throttle Max parameter set at 100%.

4.5V

10% Deadband

4.5V

0% Deadband

4.5V

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3B — PROGRAMMABLE HYDRAULIC PARAMETERS: Hydraulic Throttle

HYD THRTL MAX

The hydraulic throttle maximum parameter sets the throttle wiper voltage required to produce 100% controller output. Decreasing the hydraulic Throttle Max setting reduces the wiper voltage and therefore the full stroke necessary to produce full controller output. This feature allows reduced-range throttle assemblies to be accommodated.

Examples are shown in Figure 22 for throttle types 2 and 4. These

examples illustrate the effect of three different Throttle Max settings (100%, 90%, 60%) on the full-stroke wiper voltage required to attain 100% controller output.

Fig. 22 Effect of adjusting

the hydraulic Throttle Max parameter.

0.2V

0.7V

0.5V

Throttle Type 2 (0–5V, single-ended)

2.1V

3.1V

Throttle Type 4 (0–5V, wigwag)

1.7V

3.3V

4.5V

100% Throttle Max

40% Deadband

90% Throttle Max 40% Deadband

90% Throttle Max 10% Deadband

60% Throttle Max 10% Deadband

100% Throttle Max

40% Deadband

Curtis PMC 1297 Manual

0.7V

Neutral

Deadband

KEY

1.3V

1.7V

Controller

Output

2.3V

100%

90% Throttle Max 40% Deadband

3.3V

2.7V

Note: Voltages shown are at the pot wiper relative to B-.

3.7V

4.3V

90% Throttle Max 10% Deadband

60% Throttle Max 10% Deadband

Page 62

3B — PROGRAMMABLE HYDRAULIC PARAMETERS: Hydraulic Throttle

The programmer displays hydraulic Throttle Max as a percentage of the

throttle’s active voltage range. The nominal voltage range depends on the throttle type selected. See Table 1 (page 12) for the characteristics of your selected throttle type. The hydraulic Throttle Max parameter can be adjusted from 100% to 60%, in 1% increments.

HYD THRTL MAP

The hydraulic throttle map parameter modiﬁes the response to a throttle input. This parameter determines the controller output for a given amount of applied throttle. Setting the throttle map parameter at 50% provides a linear output response to throttle position. Values below 50% reduce the controller output at low throttle requests, providing enhanced slow speed Lift control. Values above 50% give the Lift a faster, jumpier feel at low throttle requests.

The throttle map can be programmed between 20% and 80%. The

number refers to the controller output at half throttle, as a percentage of the throttle’s full active range. The throttle’s active range is the voltage or resistance between the 0% output point (throttle deadband) and the 100% output point (throttle max). For example, if the maximum pump speed is set at 100%, a throttle map setting of 50% will give 50% output at half throttle. The 50% setting corresponds to a linear response. Six throttle map proﬁles (20, 30, 40, 50, 60, and 80%) are shown as examples in Figure 23, with the maximum pump speed set at 100%.

Fig. 23 Hydraulic throttle

maps for Lift, for controller with maximum speed set at 100%.

CONTROLLER OUTPUT (percent PWM)

100

90 80 70 60 50 40 30 20 10

HYDRAULIC THROTTLE INPUT (percent of active range)

THROTTLE MAP

80% 60% 50% 40% 30% 20%

SPEED PARAMETER

100% Pump Max Speed

100908070605040302010 0

Reducing the maximum pump speed will limit the controller’s output

range. Throttle map proﬁles with the maximum pump speed reduced from 100% to 80% are shown in Figure 245. The throttle map is always a percentage of the controller’s output range. So, in these examples, the throttle map is a percentage of the 0–80% output range; a 40% throttle map setting will give 32% output at half throttle (40% of 80% = 32%). Controller output will begin

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3B — PROGRAMMABLE HYDRAULIC PARAMETERS: Hydraulic Throttle

Fig. 24 Hydraulic throttle

maps for Lift, for controller with maximum speed set at 80%.

CONTROLLER OUTPUT (percent PWM)

100

90 80 70 60 50 40 30 20 10

HYDRAULIC THROTTLE INPUT (percent of active range)

THROTTLE MAP

80% 60% 50% 40% 30% 20%

SPEED PARAMETER

80% Pump Max Speed

100908070605040302010 0

to increase as soon as the throttle is rotated out of its normal neutral range (deadband). Controller output will continue to increase, following the curve deﬁned by the throttle map setting, as the throttle input increases and will reach maximum output when the throttle input enters the upper deadband (crosses the Throttle Max threshold).

The hydraulic throttle map for Lift operates within the window estab-

lished by the Pump Max Speed, Hydraulic Throttle Deadband, and Hydraulic Throttle Max parameters, as shown below in Figure 25. Pump Max Speed deﬁnes the controller’s output range, while Hydraulic Throttle Deadband and Hydraulic Throttle Max deﬁne the hydraulic throttle’s active range. These three parameters, together with the hydraulic throttle map, determine the controller’s output response to throttle demand for Lift operation.

Fig. 25 Influence of

various parameters on controller output response to hydraulic throttle Lift demand.

Curtis PMC 1297 Manual

CONTROLLER OUTPUT (percent PWM)

100

90 80 70 60 50 40 30 20 10

15% Throttle Deadband

HYDRAULIC THROTTLE INPUT (percent of active range)

80% Pump Max Speed

HALF THROTTLE

40% Throttle Map (32% output at

half throttle)

90% Throttle Max

HYD. THROTTLE

PARAMETERS

15% Deadband 90% Throttle Max 40% Throttle Map

SPEED PARAMETER

80% Pump Max Speed

100908070605040302010 0

For Lower operations in applications using proportional lowering valves,

the throttle maps are similar to those shown in Figures 23 and 24 for Lift

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3B — PROGRAMMABLE HYDRAULIC PARAMETERS: Hydraulic Throttle

operation—with % LV current along the y axis instead of % PWM, and the speed ceiling being determined by the programmed LV Max Current rather than by the programmed Pump Max Speed.

VARIABLE LIFT

The variable lift parameter enables throttle control of Lift speed. When variable lift is programmed Off, the pump speed is determined by the maximum pump speed parameter. When variable lift is programmed On, the pump speed is proportional to the amount of hydraulic throttle applied.

VARIABLE LOWER

The variable lower parameter enables throttle control of Lower speed if a proportional lowering valve is used. When variable lower is programmed Off, the proportional valve aperture is determined by the LV maximum current parameter. When variable lower is programmed On, the proportional valve aperture is proportional to the amount of hydraulic throttle applied.

When a non-proportional lowering valve is used, the variable lower param-

eter has only a slight effect. When programmed On, it will cause the point at which the valve snaps open to be reached more or less quickly depending on the amount of throttle applied.

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3C — PROGRAMMABLE SHARED PARAMETERS: Sequencing Delay & Contactor

In addition to the traction parameters and hydraulic parameters, there are a number of parameters that affect both the traction and the hydraulic systems. These shared parameters include the sequencing delay, various contactor parameters, the enable for the multiplexer, and all the hourmeter and BDI parameters.

Sequencing D elay Parameter

SEQUENCING DLY

The sequencing delay feature allows the interlock switch to be cycled within a set time (the sequencing delay), thus preventing inadvertent activation of various lockout features. This feature is especially useful in applications where the interlock switch may bounce or be momentarily cycled during operation. The sequencing delay parameter can be set from 0.0 to 3.0 seconds, with zero corresponding to no delay.

Sequencing delay affects two traction features (HPD and SRO) and one

hydraulic feature (hydraulic inhibit).

C. SHARED PARAMETERS

Contactor Parameters

MAIN CONT INT

The main contactor interlock parameter allows the OEM to deﬁne a dual switch requirement to operate the vehicle. When this parameter is programmed On, both the KSI input (J1 Pin 1) and the interlock input (J1 Pin 2) must be pulled high (to B+) before the controller will engage the main contactor. The contactor will open after the interlock switch is opened and the sequencing and contactor delays expire. When this parameter is set to Off, only KSI input is required for the main contactor to be engaged.

MAIN OPEN DLY

The main contactor open delay parameter is applicable only if the main contactor interlock parameter has been set to On. The delay can then be set to allow the contactor to remain closed for a period of time after the interlock switch is opened. The delay is useful for preventing unnecessary cycling of the contactor and for maintaining power to auxiliary functions that may be used for a short time after the interlock switch has opened.

The main contactor open delay is programmable from 0 to 40 seconds.

MAIN CONT DIAG

The main contactor diagnostics parameter, when set to On, performs ongoing checks to ensure that the main contactor has closed properly each time it is

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commanded to so, and that it has not welded closed. These checks are not performed if the main contactor diagnostics parameter is set to Off. The main contactor driver, however, is always protected from overcurrents, short circuits, and overheating.

Multiplexer Parameter

MUX ENABLE

The multiplexer enable parameter, when programmed On, enables the J2 connector—and thus the multiplexer—as shown in Figure 4, page 10. When the multiplexer parameter is programmed Off, the J2 connector is inactive.

3C — PROGRAMMABLE SHARED PARAMETERS: Multiplexer

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Hourmeter Parameters

Three hourmeters are built into the 1297 controller, each with non-volatile memory:

Each of these three hourmeters has a corresponding service timer and disable timer. Hourmeter information is viewable via the Spyglass display.

For each hourmeter, the service timer is used to set the time before scheduled maintenance is due. When the set service time expires, the disable timer starts and the service timer resets. If the disable time expires before the scheduled maintenance is performed, the controller defaults to the set disable speed.

Hourmeter “Preset” Settings

The 1297 controller is shipped from the factory with each of its three hourmeters preset to 0. If the controller is being installed in a new vehicle, these presets do not need to be adjusted. If the controller is being installed in a “used” vehicle, however, it may be desirable to transfer the existing hourmeter values to the new controller. To do this, the existing decimal hourmeter values must be converted to 8-bit binary values, as follows.

3C — PROGRAMMABLE SHARED PARAMETERS: Hourmeters

• a total hourmeter, that measures the total operating time (KSI on-time),

• a traction hourmeter, that measures the traction motor on-time, and

• a pump hourmeter, that measures the pump motor on-time.

ADJ HOURS HIGH

The adjust hours high parameter is used to adjust the high byte of the hourmeter preset; it can be set from 0 to 151. To calculate this value, divide the desired hours by 6,553.6 and enter the integer portion of the result for the Adjust Hours High value.

ADJ HOURS MID

The adjust hours middle parameter is used to adjust the middle byte of the hourmeter preset; it can be set from 0 to 255. To calculate this value, multiply the Hours High value by 6,553.6, subtract the result from the desired hours, divide by 25.6, and enter this integer value for the Adjust Hours Middle value.

ADJ HOURS LOW

The adjust hours low parameter is used to adjust the low byte of the hourmeter preset; it can be set from 0 to 255. To calculate this value, subtract the Hours Middle integer value from the total Hours Middle value (in other words, take the remainder), multiply by 256, and enter this integer value for the Adjust Hours Low value.

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3C — PROGRAMMABLE SHARED PARAMETERS: Hourmeters

SET TO TL HRS

The set total hours parameter is used to apply the preset high, middle, and low byte values to the total (i.e., KSI on-time) hourmeter. First, adjust the byte values as desired for the total hourmeter. Then, program the Apply Total Hours parameter On, which automatically loads the preset values. Once they have been loaded, the apply hours parameter should be programmed Off.

SET TRAC HRS

The set traction hours parameter is used to apply preset high, middle, and low byte values to the traction hourmeter. First, adjust the byte values as desired for the traction hourmeter. Then, program the Apply Traction Hours parameter On, which automatically loads the preset values. Once they have been loaded, the apply hours parameter should be programmed Off.

SET PUMP HRS

The set pump hours parameter is used to apply preset high, middle, and low byte values to the pump hourmeter. First, adjust the byte values as desired for the pump hourmeter. Then, program the Apply Pump Hours parameter On, which automatically loads the preset values. Once they have been loaded, the apply hours parameter should be programmed Off.

Hourmeter Service Timer Setting

SRVC T O TL HRS

The total service hours parameter is used to set the timer for the next scheduled overall maintenance. The total service timer can be adjusted between 0.0 and

50.0, in 0.1 increments, with 25.0 being equivalent to 2,500 hours (25.0 × 100).

SRVC TRA C HRS

The traction service hours parameter is used to set the timer for the next scheduled traction motor maintenance. The traction service timer can be adjusted between 0.0 and 50.0, in 0.1 increments, with 25.0 being equivalent

to 2,500 hours (25.0 × 100).

SRVC PUMP HRS

The pump service hours parameter is used to set the timer for the next scheduled pump motor maintenance. The pump service timer can be adjusted between 0.0 and 50.0, in 0.1 increments, with 25.0 being equivalent to 2,500

hours (25.0 × 100).

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Hourmeter Disable Timer Setting

DIS TO TL HRS

The total disable hours parameter is used to set the total disable timer; it can be adjusted between 0 and 250 hours, in 1 hour increments. If the total disable timer expires, the traction fault speed and pump fault speed both go into effect.

DIS TRAC HRS

The traction disable hours parameter is used to set the traction disable timer; it can be adjusted between 0 and 250 hours, in 1 hour increments. If the traction disable timer expires, the traction fault speed goes into effect.

DIS PUMP HRS

The pump disable hours parameter is used to set the pump disable timer; it can be adjusted between 0 and 250 hours, in 1 hour increments. If the pump disable timer expires, the pump fault speed goes into effect.

3C — PROGRAMMABLE SHARED PARAMETERS: Hourmeters

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 Max Speed, and applies to both M1 Max Speed and M2 Max Speed.

PUMP FAULT SPD

The pump fault speed parameter sets the maximum pump motor speed in the event the pump disable timer expires or the total disable timer expires; it can be adjusted between 0–100% of Pump Max Speed.

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Hourmeter Reset Service Times

SER VICE T O TL

When the total service timer expires, the controller automatically sets the service total parameter On. The user must then program the service total parameter Off to indicate the appropriate service has been performed.

SER VICE TRAC

When the traction service timer expires, the controller automatically sets the service traction parameter On. The user must then program the service traction parameter Off to indicate the appropriate service has been performed.

SERVICE PUMP

When the pump service timer expires, the controller automatically sets the service pump parameter On. The user must then program the service pump parameter Off to indicate the appropriate service has been performed.

3C — PROGRAMMABLE SHARED PARAMETERS: Hourmeters

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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 Test Menu of the 13XX programmer. Three parameters are used to adjust the display.

The standard values for flooded lead acid and sealed maintenance-free batteries are listed below.

Reset volts (VPC) 2.09 2.09 Full volts (VPC) 2.04 2.04 Empty volts (VPC) 1.73 1.90

Custom values can be entered based on speciﬁc batteries in consultation with a Curtis applications engineer.

3c — PROGRAMMABLE SHARED PARAMETERS: BDI

BATTERY TYPE

FLOODED SEALED

RESET VOLTS

The reset voltage parameter sets the voltage that is used to detect the 100% state-of-charge point on a battery with no load. Whenever this voltage is present for 6 seconds (except during regenerative braking) the BDI is reset to 100%. The reset voltage value can be set from 0.90 to 3.00 VPC, in 0.01 VPC increments.

NOTE: These values are set without the decimal point, so the range appears as 90

to 300 (i.e., VPC × 100) on the programmer.

FULL VOLTS

The full voltage parameter sets the battery voltage considered to be a 100% state-of-charge; when a loaded battery drops below this voltage, it begins to lose charge. The full voltage value can be set from 0.90 to 3.00 VPC, in 0.01 VPC increments. NOTE: These values are set without the decimal point, so the range

appears as 90 to 300 (i.e., VPC × 100) on the programmer.

EMPTY VOLTS

The empty voltage parameter sets the voltage considered to be a 0% state-ofcharge; when the battery remains under this voltage consistently, the BDI will read 0% state of charge. The empty voltage value can be set from 0.90 to 3.00 VPC, in 0.01 VPC increments. NOTE: These values are set without the decimal

point, so the range appears as 90 to 300 (i.e., VPC × 100) on the programmer.

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4 — INSTALLATION CHECKOUT

INSTALLATION CHECKOUT

Carefully complete the following checkout procedure before operating the vehicle. 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 13XX programmer. The checkout procedure is easier with a programmer. Otherwise, observe the Status LED (located in the controller’s label area) or the optional Spyglass display for diagnostic codes. The codes are listed in Section 7.

Before starting the procedure, check that the hydraulic hoses are secure, and the system primed with oil.

CAUTION

☞

Put the vehicle up on blocks to get the drive wheels up off the ground before beginning these tests.

Do not stand, or allow anyone else to stand, directly in front of or beside the vehicle during the checkout.

Make sure the keyswitch is off, the throttles are in neutral, and all the switches are open.

Wear safety glasses and use well-insulated tools.

1. If a programmer is available, connect it to the 4-pin connector (J3).

2. Turn the keyswitch on. The programmer should power up with an initial display, and the controller’s Status LED should begin steadily blinking a single flash. If neither happens, check for continuity in the keyswitch circuit and controller ground.

3. If you are using a programmer, put it into the diagnostic mode. The display should indicate “No Known Faults.” Close the interlock switch (if one is used in your application). The Status LED should continue blinking a single flash and the programmer should continue to indicate no faults.

If there is a problem, the LED will ﬂash a diagnostic code and the programmer will display a diagnostic message. If you are conducting the checkout without a programmer, look up the LED diagnostic code in Section 7 (Diagnostics and Troubleshooting).

When the problem has been corrected, it may be necessary to cycle the keyswitch in order to clear the fault.

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4 — INSTALLATION CHECKOUT

4. First, check out the traction system. With the interlock switch closed, select a direction and apply throttle. The motor should begin to turn in the selected direction. If it does not, ﬁrst verify the wiring to the forward and reverse switches. If the wiring is correct, turn off the controller, disconnect the battery, and exchange the motor’s ﬁeld connections (the

F2 cables) on the controller. The motor should now turn in the proper

F1 and

direction. The motor should turn proportionately faster with increasing throttle. If not, refer to Section 7.

F2 connections will affect the operation of emergency reverse. The

CAUTION:

The polarity of the F1 and

forward and reverse switches and the ﬁeld connections must be conﬁgured so that the vehicle drives away from the operator when the emergency reverse button is pressed.

5. If you are using a programmer, put it into the test mode. Observe the status of the forward, reverse, and mode switches, and—if your application has emergency reverse—the emergency reverse switch. Cycle each switch in turn, observing the programmer. The programmer should display the correct status for each switch.

If your application has a multiplexer, cycle these switches on the

multiplexer also.

6. Take the vehicle down off the blocks and drive it in a clear area. It should have smooth acceleration and good top speed. If not, see Section 5: Vehicle Performance Adjustment.

7. Test the braking of the vehicle.

8. Verify that all options, such as high pedal disable (HPD), static return to off (SRO), and anti-tiedown are as desired.

9. On walkies, verify that emergency reverse is working correctly. If you have the optional emergency reverse check wiring, verify the checking circuit by momentarily disconnecting one of the emergency reverse wires. The vehicle should coast to a stop and a fault should be indicated.

10. Next, check out the hydraulic system. If you are using a programmer, put it into the test mode. Observe the status of the Lift and Lower switches. Cycle each switch in turn, observing the programmer. The programmer should display the correct status for each switch.

If your application has a multiplexer, cycle the Lift and Lower

switches on the multiplexer also.

11. Drive the vehicle to a location that will provide enough room for the

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hydraulic functions to be tested; if indoors, be sure the ceiling height is adequate.

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4 — INSTALLATION CHECKOUT

12. Using the hydraulic throttle, operate the Lift and Lower. They should accelerate and decelerate smoothly.

13. Verify that the hydraulic inhibit feature performs as desired.

14. If you used a programmer, disconnect it when you have completed the checkout procedure.

BENCH TESTING WITH A 13XX PROGRAMMER

With the simple bench test setup shown in Figure 26, the controller parameters can be veriﬁed or adjusted without the controller being wired into a vehicle. The wiring can be expanded to conduct a complete functional test on the bench; if you want to do this, contact Curtis for further information.

The complete in-vehicle installation checkout, as described in Steps 1–14,

should still be conducted before the vehicle is operated.

Fig. 26 Bench test setup

for verifying and adjusting the controller’s parameters.

24 V POWER SUPPLY

KEYSWITCH

J1 Pin 1

PUMP M-

B+

1307

PROGRAMMER

CURTIS PMC

+ +

++++++++++++++++++++

PROGRAM

DIAGNOSTICS

TEST

SCROLL

CHANGE

DISPLAY

VALUE

MORE INFO

+ + +

Curtis PMC 1297 Manual

TRACTION

M-

B-

1297

CONTROLLER

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5 — VEHICLE PERFORMANCE ADJUSTMENT

VEHICLE PERFORMANCE ADJUSTMENT

The 1297 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. Traction system tuning is described ﬁrst, followed by hydraulic system tuning.

TRACTION TUNING: MAJOR

Preliminary on Verso page is set with right edge at 7 and 7/8,

The tuning procedures should be conducted in the sequence given, because

and the top (as on the Recto page) at 1/4.

successive steps build upon the ones before. It is important that the effect of these programmable parameters be understood in order to take full advantage of the 1297 controller’s powerful features. Please refer to the descriptions of the applicable parameters in Section 3 them do.

Once a vehicle/motor/controller combination has been tuned, the parameter values can be made standard for that system or vehicle model. Any changes in the motor, the vehicle drive system, or the controller will require that the system be tuned again to provide optimum performance.

The 1297’s MultiMode™ feature allows the vehicle to be conﬁgured to provide two distinct operating modes. Typically, Mode 1 is optimized for precision maneuvering and Mode 2 for faster outdoor travel. If your vehicle is intended to operate in two modes, some of the tuning procedures must be performed twice—once for each mode.

Four major performance characteristics of the traction system are usually tuned on a new vehicle:

A if there is any question about what any of

These four characteristics should be tuned in the order listed.

➀

Before attempting to optimize any speciﬁc vehicle performance characteristics, it is important to ensure that the controller output is operating over its full range. To do this, the throttle should be tuned using a 13XX programmer. The procedures that follow will establish Throttle Deadband and Throttle Max parameter values that correspond to the absolute full range of your particular throttle mechanism. It is advisable to allow some buffer around the absolute full

Curtis PMC 1297 Manual

Tuning the throttle’s active range

➀

Tuning the controller to the motor

➁ ➂ Setting the vehicle’s unloaded top speed

Equalization of loaded and unloaded vehicle speed.



Tuning the Throttle’s Active Range

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5 — VEHICLE PERFORMANCE ADJUSTMENT: Traction Tuning

range of the throttle mechanism to allow for throttle resistance variations over time and temperature as well as variations in the tolerance of potentiometer values between individual throttle mechanisms.

-A Tuning the Throttle Deadband

➀

STEP 1. Jack the vehicle wheels up off the ground so that they spin freely. STEP 2. Plug the 13XX programmer into the controller, and turn on the

keyswitch. If your application has an interlock switch, close it.

STEP 3. When the programmer instructs you to select a menu, select the

Preliminary on Verso page is set with right edge at 7 and 7/8,

Test Menu. The Throttle % parameter should be visible in the initial display. You will need to reference the value displayed here.

and the top (as on the Recto page) at 1/4.

STEP 4. Scroll down until the Forward Input parameter is visible. The

display should indicate that the forward switch is Off.

STEP 5. Slowly rotate the throttle forward until the display indicates that

the forward switch is On. Use care with this step as it is important to identify the threshold throttle position at which the forward switch is engaged and the controller recognizes the forward command.

STEP 6. Without moving the throttle, scroll up to display the Throttle %

parameter and read the value shown. This value should be zero. If the Throttle % value is zero, proceed to Step 7. If it is greater than zero, the Throttle Deadband must be increased. Select the Program Menu and enter a higher value for the Throttle Deadband. Repeat Steps 5 and 6 until the Throttle % is zero at the forward direction engagement point.

STEP 7. While observing the Throttle % value in the programmer’s Test

Menu, continue to rotate the throttle past the forward switch engagement point. Note where the Throttle % value begins to increase, indicating that the controller has begun to supply drive power to the motor. If the throttle had to be rotated further than desired before the Throttle % value began to increase, the Throttle Deadband must be decreased and the procedure repeated from Step 5. If the amount of rotation between the point at which the forward switch is engaged and the Throttle % value begins to increase is acceptable, the Throttle Deadband is properly tuned.

STEP 8. If a bidirectional (wigwag) throttle assembly is being used, the

procedure should be repeated for the reverse direction. The Throttle Deadband value should be selected such that the throttle operates correctly in both forward and reverse.

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5 — VEHICLE PERFORMANCE ADJUSTMENT: Traction Tuning

-B Tuning the Throttle Max

➀

STEP 1. Jack the vehicle wheels up off the ground so that they spin freely. STEP 2. Plug the 13XX programmer into the controller and turn on the

keyswitch. If your application has an interlock switch, close it.

STEP 3. When the programmer instructs you to select a menu, select the

Test Menu. The Throttle % parameter should be visible in the initial display. You will need to reference the value displayed here.

STEP 4. Rotate the throttle forward to its maximum speed position and

observe the Throttle % value. This value should be 100%. If it

Preliminary on Verso page is set with right edge at 7 and 7/8,

is less than 100%, the Throttle Max value must be decreased to attain full controller output at the maximum throttle position.

and the top (as on the Recto page) at 1/4.

Select the Program Menu, and decrease the Throttle Max setting. Repeat this step until the Throttle % value is 100%.

STEP 5. Now that the full throttle position results in a 100% value for

Throttle %, slowly reduce throttle until the Throttle % value drops below 100% and note the throttle position. This represents the extra range of motion allowed by the throttle mechanism. If this range is large, you may wish to decrease it by increasing the Throttle Max value. This will provide a larger active throttle range and more vehicle control. Using the programmer, increase Throttle Max and repeat the test until an appropriate amount of extra range is attained.

STEP 6. If a wigwag throttle is being used, repeat the procedure for the

reverse direction. The Throttle Max value should be selected such that the throttle operates correctly in both forward and reverse.

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5 — VEHICLE PERFORMANCE ADJUSTMENT: Traction Tuning

Tuning the Controller to the Motor

➁

The 1297 controller has the flexibility to be tuned to nearly any separately excited motor from any manufacturer. Parameters in the 13XX programmer’s Program Menu 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. This flexibility allows motor performance to be maximized while protecting it from operating outside its safe commutation region.

In order to properly tune the controller, the following information should be obtained from the motor manufacturer:

Preliminary on Verso page is set with right edge at 7 and 7/8, and the top (as on the Recto page) at 1/4.

– peak motor armature current rating – maximum motor ﬁeld current rating – minimum motor ﬁeld current rating – motor ﬁeld resistance, hot and cold.

The performance of a separately excited motor depends on temperature. This is due to the change in ﬁeld winding resistance as the motor heats up through use. When the ﬁeld winding temperature increases, so does its resistance; therefore, the maximum current that can be forced through the winding is reduced. Reductions in the ﬁeld current over the motor’s typical operating temperature range can be 10% to 50%. Since the maximum available ﬁeld current determines the maximum torque that can be produced by the motor, the vehicle’s performance under load and up inclines will change as the motor heats up. The change in performance can be limited by tuning the motor when it is hot rather than cold. Therefore, it is recommended that the following procedure be performed with a hot motor.

Curtis PMC 1297 Manual

STEP 1. Using the programmer’s Program Menu, set the Drive Current

Limit parameter in each mode to the smaller of: (a) the motor’s peak armature current rating, or (b) the controller’s full rated drive current. This setting can be adjusted later to establish the desired vehicle driving feel in each mode.

STEP 2. Set the Braking Current Limit parameter in each mode to the

smaller of: (a) the motor’s peak armature current rating, or (b) the controller’s full rated braking current. This setting can be adjusted later to establish the desired vehicle braking feel in each mode.

STEP 3. To set the Field Max parameter, ﬁrst decide whether you want to

maintain consistent vehicle operation throughout the motor’s temperature range. If you do, proceed to Step 4. If, however, maintaining operational consistency across motor temperature is not a concern—but achieving maximum torque is—proceed to Step 5.

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5 — VEHICLE PERFORMANCE ADJUSTMENT: Traction Tuning

STEP 4. For the most consistent operation across temperature, set the

Field Max to the maximum ﬁeld current available 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 to this value. This setting will provide good consistency between motor performance in both hot and cold states.

STEP 5. For the maximum torque regardless of temperature, set the Field

Max to the motor’s rated absolute maximum field current. To

Preliminary on Verso page is set with right edge at 7 and 7/8,

determine the absolute maximum ﬁeld current, divide the nominal battery voltage by the low temperature ﬁeld winding resis-

and the top (as on the Recto page) at 1/4.

tance speciﬁcation provided by the manufacturer. Set the Field Max to this value. This setting will provide the maximum possible torque under all conditions.

This has now set the Max Field parameter. The next step is to set the Min Field parameter. NOTE: The Field Min parameter should never be set below the rated value speciﬁed by the manufacturer. Operating the motor at lower ﬁeld currents than speciﬁed will result in operation outside the motor’s safe commu- tation region and will cause arcing between the brushes and commutator, signiﬁcantly reducing motor and brush life. The Field Min parameter value can be increased from the manufacturer’s speciﬁed value to limit the vehicle’s top speed. (Setting the vehicle’s top speed will be addressed in Procedure ➂.)

If the controller is tuned such that the system is operating outside the motor’s safe commutation region, there will be audible and visual indications. Under normal operation, the motor will emit a whine with a pitch that increases with increasing rotation speed. If a “scratchy” sound is also heard, this is usually an indication that pin arcing is occurring in the motor and it is operating outside its safe commutation region. This operation is normally accompanied by a strong smell from the motor. If the brushes and commutator bars are visible, arcing may be visible. The further outside the safe commutation region the motor is operating, the worse the arcing will be. Operation outside the safe commutation region is very detrimental to the motor. The Field Min and possibly also the Field Map parameter should be increased until the indications of arcing stop. Decreasing the Field Map Start parameter will also help to move operation back into the safe commutation region.

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5 — VEHICLE PERFORMANCE ADJUSTMENT: Traction Tuning

Setting the Vehicle’s Unloaded Top Speed

➂

The controller and vehicle should be conﬁgured as follows before starting this procedure:

• Max Speed = 100%

• Drive Current Limit as established in procedure

➁

• Field Map = 50%

• Field Map Start = 50% of the speciﬁed drive current limit

• Field Min = motor manufacturer’s speciﬁed minimum (if available);

otherwise, 5 amps

• Load Comp = 0

Preliminary on Verso page is set with right edge at 7 and 7/8, and the top (as on the Recto page) at 1/4.

• The vehicle should be unloaded

• The vehicle battery should be fully charged.

The vehicle should be driven on a flat surface in a clear area during this procedure. Since the vehicle may initially be traveling at speeds in excess of the ﬁnal intended speed, precautions should be taken to ensure safety of test personnel and anyone in the test area.

STEP 1. Select the programmer’s Program Menu and scroll down until the

Field Min parameter is visible in the display.

STEP 2. Power up the vehicle and apply full throttle. While driving the

vehicle with full throttle applied, adjust the Field Min parameter to set the desired top speed. Increasing the Field Min value decreases the vehicle’s top speed; decreasing the Field Min value increases the vehicle’s top speed.

CAUTION:

Do not decrease the Field Min below the motor manufacturer’s recommended mini- mum ﬁeld current value. And, as a general rule, do not increase Field Min above the following values.

150 amp controller 8 amps 250 amp controller 10 amps 350 amp controller 15 amps

STEP 3. If the Field Min is increased to the listed value and the vehicle’s

top speed has still not been sufﬁciently reduced, the Max Speed parameter should be used to bring the top speed down to the desired level. First, decrease the Field Min value, setting it to optimize smooth starting. Then adjust the Max Speed parameter per Step 4 to bring the vehicle’s top speed down to the desired level. NOTE: If the Field Min parameter is set too high, the high initial torque created by the high ﬁeld current may cause overly abrupt starts; this is why we recommend using the Max Speed parameter in those cases where a moderate Field Min setting does not sufﬁciently reduce the vehicle’s top speed.

Curtis PMC 1297 Manual

STEP 4. Scroll up the Program Menu until the Max Speed parameter is

visible in the display. While driving the vehicle with the Field

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5 — VEHICLE PERFORMANCE ADJUSTMENT: Traction Tuning

Min set at the value selected in Step 3, decrease the Max Speed parameter value until the desired vehicle top speed is set.

STEP 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.

Preliminary on Verso page is set with right edge at 7 and 7/8,

Equalization of Loaded and Unloaded Vehicle Speed



and the top (as on the Recto page) at 1/4.

The top speed of a loaded vehicle can be set to approach the unloaded top speed by tuning the controller’s Field Map Start and Load Compensation parameters. It is recommended that you review the description of the Field Map Start and Load Compensation parameters in Section 3 before starting this procedure.

STEP 1. The vehicle’s unloaded top speed should already have been set. If

it was not, it should be set before the vehicle’s loaded top speed is established.

STEP 2. Once the vehicle’s unloaded top speed has been set, load the

vehicle to its desired load capacity. Leave the Field Min and Max Speed parameters at the settings determined during the unloaded test.

STEP 3A. If the intent is to minimize the difference between the loaded and

unloaded vehicle speeds, then: (i) Drive the fully loaded vehicle on flat ground with full throttle applied. When the vehicle reaches maximum speed, observe the armature current displayed in the programmer’s Test Menu. (ii) Set the Field Map Start parameter slightly higher than the observed armature current value. (iii) Test the loaded/unloaded speed variation. If the observed variation is unacceptable, proceed to “(iv).” (iv) Increase the Load Comp parameter and retest the speed regulation. The Load Comp parameter can be increased until the desired regulation is achieved or the vehicle begins to oscillate (“hunt”) at low throttle. If the loaded/unloaded speed variation is acceptable but the average speed is not, adjustments can be made to the Field Min parameter.

STEP 3B. If the intent is to make the loaded speed less than the unloaded

Curtis PMC 1297 Manual

speed (for reasons of safety, efﬁciency, or reduced motor heating), then: (i) Unload the vehicle and drive it on flat ground with full throttle applied. When the vehicle reaches maximum speed, observe the

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5 — VEHICLE PERFORMANCE ADJUSTMENT: Traction Tuning

armature current displayed in the programmer’s Test Menu. (ii) Set the Field Map Start parameter to 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.

CAUTION:

commutation region may be exceeded. If this is the case, reduce the Field

Preliminary on Verso page is set with right edge at 7 and 7/8,

If the Field Map Start parameter is set too high, the motor’s safe

Map Start parameter to a safe value. Then, adjust the Field Map

and the top (as on the Recto page) at 1/4.

parameter as needed to reach the desired loaded top speed. Reducing the Field Map value will help bring the loaded speed closer to the unloaded speed. However, care must still be taken because it is possible for too low Field Map values—like too high Field Map Start values—to result in exceeding the motor’s safe commutation region.

TRACTION: FINE TUNING

Four additional vehicle performance characteristics can be adjusted:

Response to reduced throttle

➄

Response to increased throttle

  Smoothness of direction transitions  Ramp climbing.

These characteristics are related to the “feel” of the vehicle and will be different for various applications. Once the ﬁne tuning has been accomplished, it should not have to be repeated on every vehicle.

Typically, Mode 1 is conﬁgured for precision maneuvering, with the six Mode 1 parameters (M1 Drive Current Limit, M1 Braking Current Limit, M1 Accel Rate, M1 Decel Rate, M1 Braking Rate, and M1 Maximum Speed) tuned exclusively to provide comfortable vehicle response at low speeds.

Response to Reduced Throttle

➄

The way the vehicle behaves when the throttle is reduced or completely released can be adjusted to suit your application, using the Decel Rate and Restraint parameters. Refer to the description of these parameters in Section 3 before beginning this procedure.

Curtis PMC 1297 Manual

STEP 1. Set the Decel Rate based on the desired time for the vehicle to

stop upon release of throttle when traveling at full speed with full load. If the vehicle brakes too abruptly when the throttle is released, increase the Decel Rate.

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5 — VEHICLE PERFORMANCE ADJUSTMENT: Traction Tuning

STEP 2. The default Restraint setting (8 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. If it does not, the Decel Rate should be re-adjusted as in Step 1.

 Response to Increased Throttle

The way the vehicle reacts to quick or slow increased throttle requests can be

and the top (as on the Recto page) at 1/4.

modiﬁed using the Accel Rate, Current Ratio, and Throttle Map parameters. Optimal vehicle response is tuned by adjusting these parameters and then accelerating the vehicle from a dead stop under various throttle transition conditions.

STEP 1. Set Throttle Map = 50%. STEP 2. Drive the vehicle and adjust the Accel Rate for the best overall

response. If the vehicle starts too slowly under all driving conditions, the Accel Rate should be reduced.

STEP 3. Increasing vehicle acceleration. If acceleration feels good for slow

or moderate throttle transitions but the vehicle initially starts too slowly, set the Current Ratio parameter to 2 or higher.

STEP 4. Achieving better control at low speeds. If the vehicle responds

well for fast, full range throttle transitions but is too jumpy during low speed maneuvering, reduce the Throttle Map and/or set the Current Ratio to 1.

Smoothness of Direction Transitions



Additional ﬁne tuning can be performed to enhance the vehicle’s transitions between braking and driving.

STEP 1. Ensure that the Braking Rate parameter has been set for the desired

response (see Section 3A, page 25).

Curtis PMC 1297 Manual

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 or increasing the Current Ratio.

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5 — VEHICLE PERFORMANCE ADJUSTMENT: Traction Tuning

Ramp Climbing



The vehicle’s response to increased gradients such as loading ramps can be tuned via the Field Map parameter. Decreasing the Field Map parameter allows faster vehicle speeds while climbing ramps, but it also has the effect of reducing the ability of the controller to generate torque in the vehicle’s mid-range speeds.

STEP 1. If faster vehicle speed is desired when climbing ramps, decrease

the Field Map parameter value until the desired ramp climbing speed is attained. It should be noted that if the motor’s torque capability is exceeded under the conditions of load weight and

Preliminary on Verso page is set with right edge at 7 and 7/8, and the top (as on the Recto page) at 1/4.

ramp gradient, vehicle speed will be limited by the motor’s capability and the desired vehicle speed may not be attainable. The system will ﬁnd a compromise point at which sufﬁcient motor torque is generated to climb the ramp at an acceptable speed. If the Field Map parameter value is reduced to 0% and the desired speed is still not attained, the system is being limited by the motor’s torque capability under these operating conditions.

CAUTION:

be careful when reducing the Field Map parameter since at low Field Map values it is possible that the motor could be operated outside its safe commutation region.

STEP 2. If the drive system cannot produce sufﬁcient torque for a fully

loaded vehicle to climb the desired ramp, try increasing the Field Map, Field Max, and/or Drive Current Limit parameters. The impact of increasing these parameter values on other driving characteristics must be evaluated. Increasing the Field Max will provide more ﬁeld current, and increasing the Drive Current Limit will provide more armature current. If the Field Max is set at the manufacturer’s speciﬁed limit and the Drive Current Limit is set at the rated maximum, then vehicle speed up the ramp is limited by the motor or the vehicle’s gearing and cannot be increased by tuning the controller. NOTE: To determine whether the controller’s armature current is at its set value during ramp climbing, read the Arm Current value in the programmer’s Test Menu.

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5 — VEHICLE PERFORMANCE ADJUSTMENT: Hydraulic Tuning

HYDRAULIC TUNING

Tuning the hydraulic system is more straightforward than tuning the drive system, because the parameters are not so inter-related. Nonetheless, it is important that the effect of these programmable parameters be understood in order to take full advantage of the 1297 controller’s powerful features. Please refer to the descriptions of the applicable parameters in Section 3B if there is any question about what any of them do.

Once a vehicle/motor/controller combination has been tuned, the parameter values can be made standard for that system or vehicle model. Any changes in the pump motor, the hydraulic system, or the controller will require that the system be tuned again to provide optimum performance.

Preliminary on Verso page is set with right edge at 7 and 7/8,

The following ten-step procedure is recommended. If your application

and the top (as on the Recto page) at 1/4.

does not use a hydraulic throttle, skip directly to Step H-5(b).

Step H-1. Select the Hydraulic Throttle Type (2 or 4) and then set the other

throttle parameters: Hydraulic Throttle Deadband, Hydraulic Throttle Max, and Hydraulic Throttle Map. Initially, use these default settings: DB=10%, throttle max=90%, and map=50%.

Step H-2. Tune the active throttle range. Adjust the Hydraulic Deadband

and Throttle Max settings using the multi-step procedures outlined for their traction throttle equivalents on pages 67–68.

Step H-3. If a proportional valve is used and variable-speed Lower is desired,

set the Variable Lower parameter to On. A throttle is required.

Step H-4. If variable-speed Lift is desired, set Variable Lift to On. A throttle

is required.

Step H-5. (a) If your application uses a proportional lowering valve, set the

LV Max Current and LV Min Current based on the valve manufacturer’s ratings. (b) If your application uses a non-proportional (open/closed) lowering valve, set the LV Max Current to the full current rating of the valve; the LV Min Current setting is moot.

Step H-6. Set the Pump C/L to the pump motor’s rated current, and the Lift

Max Speed to 100%.

Step H-7. Test the hydraulic system and adjust the Lift Max speed, the LV

Max Current (if a proportional lowering valve is used), and the Throttle Map parameter (if your application includes a hydraulic throttle) to give the desired performance.

Step H-8. To further tune the Lift response, adjust the Pump Accel and

Pump Decel rates.

Step H-9. To further tune the Lower response (if a proportional lowering

Step H-10. If a bump is felt at the end of Lift or Lower operations, increase

Curtis PMC 1297 Manual

valve is used), adjust the LV Accel and LV Decel rates.

the Load Hold Delay value to allow the hydraulic fluid to stop flowing before the load-hold valve closes.

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6 — PROGRAMMER MENUS: Program Menu

PROGRAMMER MENUS

The universal 13XX Curtis PMC programmers allow you to program, test, and diagnose Curtis PMC programmable controllers. For further information about programmer operation, consult the programmer manual or call the Curtis ofﬁce closest to you.

There are ﬁve programmer menus:

• Program Menu

Preliminary on Verso page is set with right edge at 7 and 7/8, and the top (as on the Recto page) at 1/4.

The ﬁrst four menus are controller-speciﬁc, and are presented below. The items are listed in these menus in the order in which they appear in the actual menus displayed by the 13XX programmer. Depending on the speciﬁc 1297 model you have, some of the items may not appear.

The “special” program menu is generic to the various controllers, and is therefore not covered here; see the programmer manual.

1297 PROGRAM MENU

M1 DRIVE C/L Mode 1 drive current limit, in amps M2 DRIVE C/L Mode 2 drive current limit, in amps M1 BRAKE C/L Mode 1 braking current limit, in amps M2 BRAKE C/L Mode 2 braking current limit, in amps M1 ACCEL RATE Mode 1 acceleration rate, in seconds M2 ACCEL RATE Mode 2 acceleration rate, in seconds M1 DECEL RATE Mode 1 deceleration rate, in seconds M2 DECEL RATE Mode 2 deceleration rate, in seconds M1 BRAKE RATE Mode 1 braking rate during direction change, in seconds M2 BRAKE RATE Mode 2 braking rate during direction change, in seconds M1 MAX SPEED Maximum speed in Mode 1, as % armature PWM M2 MAX SPEED Maximum speed in Mode 2, as % armature PWM CREEP SPEED Creep speed, as % armature PWM THROTTLE DECEL Time for transition to braking mode, in seconds COAST DECEL Deceleration rate for coast mode after Pick release, in seconds INT BRAKE C/L Interlock braking current limit, in amps INT BRAKE RATE Interlock braking rate, in seconds INT BRAKE DLY Interlock braking delay, in seconds

• Test Menu

• Diagnostics Menu

• Special Diagnostics (Diagnostic History File)

• Special Program Menu.

(not all items available on all controllers)

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6 — PROGRAMMER MENUS: Program Menu

Program Menu, cont’d

VARIABLE BRAKE Braking proportional to opposite-direction throttle: on/off TAPER RATE Threshold affecting end of regen during direction reversal: 1–20

INT OVERRIDE

Special operation with interlock switch open: on/off

H/S LATCH Momentary-type mode switch electrically “latchable” in M2: on/off ANTI-TIEDOWN Anti-tiedown: on/off THROTTLE TYPE Throttle input signal type

THROTTLE DB Neutral deadband, as % of throttle range THROTTLE MAX % of throttle movement at which 100% output occurs THROTTLE MAP Throttle map, as % output at half throttle

Preliminary on Verso page is set with right edge at 7 and 7/8,

POT LOW CHECK Traction throttle fault detection (at J1 Pin 4): on/off

and the top (as on the Recto page) at 1/4.

FIELD MIN Traction motor min. ﬁeld current, in amps FIELD MAX Traction motor max. ﬁeld current, in amps FIELD MAP Field current at midpoint of armature current, in % FLD MAP START Armature current at which ﬁeld current starts increasing, in amps FIELD CHECK Traction motor ﬁeld check: on/off RESTRAINT Braking applied in restraint situation, in amps CURRENT RATIO Current-to-throttle ratio: 1 (1×), 2 (2×), 3 (4×), or 4 (8×) BOOST ENABLE Boost current option enabled: on/off LOAD COMP Load compensation: 0 to 25% SEQUENCING DLY Sequencing delay, in seconds SRO Static return to off (SRO) type HPD High pedal disable (HPD) type MAIN CONT INT Main contactor control type

MAIN OPEN DLY Delay after interlock opens, in seconds MAIN CONT DIAG Main contactor diagnostics enabled: on/off E-M BRAKE TYPE Electromagnetic brake driver type

E-M BRAKE DLY Delay after interlock switch opens, in seconds EMR REV CHECK Emergency reverse wiring check: on/off EMR REV C/L Emergency reverse current limit, in amps EMR ACCEL RATE Emergency reverse acceleration rate, in seconds EMR DIR INT Emerg. rev. exit by cycling dir. switches or intk: on/off EMR TIME LIMIT 5-second time limit for emergency reverse: on/off PUMP C/L Pump motor current limit, in amps PUMP LOCK C/L Pump motor current at which Lift is locked out, in amps PUMP LOCK DLY Time before Lift locked out in overcurrent, in seconds NO LOAD C/L Pump motor current that deﬁnes “load,” in amps PUMP ACCEL Pump motor acceleration rate, in seconds PUMP DECEL Pump motor deceleration rate, in seconds HYD THRTL TYPE Hydraulic throttle input signal type

HYD THRTL DB Neutral deadband, as % of hydraulic throttle range

(Menu continues on next page.)

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6 — PROGRAMMER MENUS: Program Menu

Program Menu, cont’d

HYD THRTL MAX % of pump throttle movement at which 100% output occurs HYD THRTL MAP Throttle map, as % pump motor PWM at half pump throttle VARIABLE LIFT Enables variable Lift: on/off VARIABLE LOWER Enables variable Lower: on/off PUMP MAX SPEED Pump max. speed during Lift, as % armature PWM NO LOAD SPEED Pump max. speed in no-load Lift, as % armature PWM PUMP BDI L/O Lift lockout when battery S-O-C <20%: on/off PUMP BDI WRN Horn beeps at Lift request if battery S-O-C <25%: on/off HYD INHIBIT Hydraulic lockout if throttle >25% at interlock: on/off

Preliminary on Verso page is set with right edge at 7 and 7/8,

LOAD HOLD DLY Delay after Lift/Lower, in seconds

and the top (as on the Recto page) at 1/4.

LV CHECK Lowering valve check: on/off LV ACCEL Acceleration rate for lowering valve current, in seconds LV DECEL Deceleration rate for lowering valve current, in seconds LV MIN C/L Minimum current for lowering valve, in amps LV MAX C/L Maximum current for lowering valve, in amps LV DITHER I ADJ HOURS HIGH Hourmeter preset high byte: 0–151 ADJ HOURS MID Hourmeter preset middle byte: 0–255 ADJ HOURS LOW Hourmeter preset low byte: 0–255 SET TOTL HRS Apply preset values to total hourmeter: on/off SET TRAC HRS Apply preset values to traction hourmeter: on/off SET PUMP HRS Apply preset values to pump hourmeter: on/off SRVC TOTL HRS Total service timer setting, in hours SRVC TRAC HRS Traction service timer setting, in hours SRVC PUMP HRS Pump service timer setting, in hours DIS TOTL HRS Total disable timer setting, in hours DIS TRAC HRS Traction disable timer setting, in hours DIS PUMP HRS Pump disable timer setting, in hours TRAC FAULT SPD Max. drive speed if disable timer expires, as % Max Speed PUMP FAULT SPD Max. pump speed if disable timer expires, as % Lift Max Speed SERVICE TOTL Reset total service timer: on/off SERVICE TRAC Reset traction service timer: on/off SERVICE PUMP Reset pump service timer: on/off FULL VOLTS Voltage considered 100% state of charge, in volts EMPTY VOLTS Voltage considered 0% state of charge, in volts RESET VOLTS Voltage at which state of charge resets to 100%, in volts MUX ENABLE Multiplexer inputs enabled: on/off

dither for lowering valve, in % LV maximum current

LVcoil

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Page 89

6 — PROGRAMMER MENUS: Program Menu

Program Menu Notes

Traction throttle types (see Throttle Wiring in Section 2)

Type 1: 5kΩ–0

Type 2:

Type 3: 0–5kΩ

Type 4:

Preliminary on Verso page is set with right edge at 7 and 7/8,

HPD types (see Section 3A, page 44)

Type 0: No HPD.

and the top (as on the Recto page) at 1/4.

Type 1: HPD unless KSI Type 2: HPD unless KSI input is received before throttle request.

SRO types (see Section 3A, page 45)

Type 0: No SRO. Type 1: SRO unless interlock input is received before a direction is selected. Type 2: SRO unless KSI + interlock inputs received before direction selected. Type 3: SRO unless KSI + interlock +

single-ended 0–5V throttles and 3-wire pots

wigwag 0–5V throttles and 3-wire pots

and interlock inputs received before throttle request.

forward inputs received in that order.

Main contactor control types (see Section 3C, page 57)

On: Interlock switch input required in addition to KSI to close contactor. Off: Contactor closes on KSI input alone.

Electromagnetic brake driver types (for detail on options, see Table 2, page 30)

Type 0: no electromagnetic brake driver Type 1: Option 1 Type 2: Option 2 Type 3: Option 3

Type 4: Option 4

Emergency reverse exit control type

(see Section 3

A, page 42)

On: To resume normal operation after emergency reversing has been

completed, the operator can either open both direction switches cycle the interlock switch.

Off: To resume normal operation after emergency reversing has been

completed, the operator must cycle the interlock switch.

Hydraulic throttle types (see Hydraulic Throttle Wiring in Section 2)

Type 2:

Type 4:

single-ended 0–5V throttles and 3-wire pots wigwag 0–5V throttles and 3-wire pots

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Page 90

6 — PROGRAMMER MENUS: Test Menu

1297 TEST MENU

BATT VOLTAGE Battery voltage across B+ and B-, in volts BDI % Battery state of charge, as % of full charge

HEATSINK TEMP Heatsink temperature, in °C

THROTTLE % Throttle reading, as % of full throttle FIELD CURRENT Traction motor ﬁeld current, in amps ARM CURRENT Traction motor armature current, in amps FIELD PWM Traction motor ﬁeld duty cycle, as % ARM PWM Traction motor armature duty cycle, as %

Preliminary on Verso page is set with right edge at 7 and 7/8,

FORWARD INPUT Forward switch: on/off [neutral switch for Type 4 throttle] REVERSE INPUT Reverse switch: on/off

and the top (as on the Recto page) at 1/4.

MODE INPUT Mode switch: on (M2)/off (M1) EMR REV INPUT Emergency reverse switch: on/off HYD THROTTLE % Hydraulic throttle reading, as % of full throttle PUMP CURRENT Pump motor current, in amps PUMP PWM Pump motor duty cycle, as % LV CURRENT Lowering valve current, in amps LV PWM Lowering valve duty cycle, as % LIFT INPUT Lift switch: on/off LOWER INPUT Lower switch: on/off MAIN CONT Main contactor: open/closed E-M BRAKE Electromagnetic brake: on/off HORN INPUT Horn driver: on/off LOAD HOLD Load-hold valve driver: on/off

(not all items available on all controllers)

Curtis PMC 1297 Manual

Page 91

6 — PROGRAMMER MENUS: Diagnostics Menu

1297 DIAGNOSTICS AND DIAGNOSTIC HISTORY

This is a list of the possible messages you may see displayed when the programmer is operating in either of the Diagnostics modes. The messages are listed here in alphabetical order for easy reference.

ANALOG MUX FAULT Multiplexer communications interrupted ANTI-TIEDOWN Mode switch closed (M2) at startup BDI LOW Battery state of charge <20% DRIVE M- Traction motor terminal shorted to B- or open DRIVE SENSOR Traction motor current sensor error

Preliminary on Verso page is set with right edge at 7 and 7/8,

EMR REV WIRING Emergency reverse wiring fault

and the top (as on the Recto page) at 1/4.

FIELD OPEN Traction motor ﬁeld winding open FIELD SHORT Traction motor ﬁeld overcurrent HPD HPD fault occurred HW FAILSAFE Hardware failsafe activated HYD INHIBIT Hydraulic throttle high at interlock HYD THROTTLE FAULT Hydraulic throttle fault LOW BATTERY VOLTAGE Battery voltage too low MAIN CONT WELDED Main contactor welded MISSING CONTACTOR Main contactor missing NO KNOWN FAULTS No known faults

OVER TEMP CUTBACK Cutback due to internal temp >85°C

OVERVOLTAGE Battery voltage too high PUMP DISABLED Pump motor disable timer expired PUMP M- Pump motor terminal shorted to B- or open PUMP SENSOR Pump motor current sensor error SERVICE PUMP Pump motor service timer expired SERVICE TOTAL Total service timer expired SERVICE TRAC Traction motor service timer expired SRO SRO fault occurred THROTTLE WIPER HI Traction throttle wiring fault (high) THROTTLE WIPER LO Traction throttle wiring fault (low) TOTAL DISABLED Total disable timer expired TRAC DISABLED Traction motor disable timer expired

UNDER TEMP CUTBACK Cutback due to internal temp <-25°C

VALVE FAULT Lowering valve fault

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7 — DIAGNOSTICS & TROUBLESHOOTING

DIAGNOSTICS AND TROUBLESHOOTING

The 1297 controller provides diagnostics information to assist technicians in troubleshooting pump system problems. The diagnostics information can be obtained by observing the appropriate display on a 13XX programmer, the fault codes issued by the Status LED, or the fault display on the Spyglass gauge. Refer to the troubleshooting chart (Table 5) for suggestions covering a wide range of possible faults.

PROGRAMMER DIAGNOSTICS

Preliminary on Verso page is set with right edge at 7 and 7/8,

The programmer presents complete diagnostic information in plain language. Faults are displayed in the Diagnostics Menu (see column 2 in the troubleshoot-

and the top (as on the Recto page) at 1/4.

ing chart), and the status of the controller inputs/outputs is displayed in the Test Menu.

Accessing the Diagnostic History Menu provides a list of the faults that have occurred since the diagnostic history ﬁle was last cleared. Checking (and clearing) the diagnostic history ﬁle is recommended each time the vehicle is brought in for maintenance.

The following 4-step diagnostic and troubleshooting process is recommended: (1) visually inspect the vehicle for obvious problems; (2) diagnose the problem, using the programmer; (3) test the circuitry with the programmer; and (4) correct the problem. Repeat the last three steps as necessary until the pump system is operational.

Example: A vehicle that does not operate in “forward” is brought in

for repair.

STEP 1: Examine the vehicle and its wiring for any obvious problems,

such as broken wires or loose connections.

STEP 2: Connect the programmer, select the Diagnostics Menu, and

read the displayed fault information. In this example, the display

shows “No Known Faults,” indicating that the controller has not

detected anything out of the norm.

STEP 3: Select the Test Menu, and observe the status of the inputs and

outputs in the forward direction. In this example, the display shows

that the forward switch did not close when “forward” was selected,

which means the problem is either in the forward switch or the switch

wiring.

STEP 4: Check or replace the forward switch and wiring and repeat the

test. If the programmer shows the forward switch closing and the

system now operates normally, the problem has been corrected.

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Page 93

7 — DIAGNOSTICS & TROUBLESHOOTING

Table 5 TROUBLESHOOTING CHART

LED PROGRAMMER

CODE LCD DISPLAY

EXPLANATION POSSIBLE CAUSE

1,1 DRIVE SENSOR traction motor current sensor error 1. Incorrect traction motor wiring.

2. Controller defective.

1,2 HW FAILSAFE self-test or watchdog fault 1. Controller defective.

1,3 DRIVE M- external short of traction motor M- 1. Incorrect traction motor wiring.

to B-, or FET damage 2. Controller defective.

1,4 VALVE FAULT Lowering valve fault 1. Lowering valve or connection open.

2,0 BDI LOW battery needs to be recharged 1. Battery state-of-charge <20%.

2,1 THROTTLE WIPER HI traction throttle wiper high 1. Throttle input wire shorted to B+.

Preliminary on Verso page is set with right edge at 7 and 7/8, and the top (as on the Recto page) at 1/4.

2. Defective throttle pot.

3. Wrong throttle type selected.

THROTTLE WIPER LO traction throttle wiper low 1. Throttle input wire open or shorted to B-.

2. Defective throttle pot.

3. Wrong throttle type selected.

2,2 PUMP SENSOR pump motor current sensor error 1. Incorrect pump motor wiring.

2. Controller defective.

2,3 HPD HPD sequencing error 1. Improper sequence of KSI, interlock,

and throttle inputs.

2. Wrong HPD type selected.

3. Misadjusted throttle pot.

4. Interlock switch open.

5. Sequencing delay too short.

6. Wrong throttle type selected.

SRO SRO sequencing error 1. Improper sequence of KSI, interlock,

and direction inputs.

2. Wrong SRO type selected.

3. Misadjusted throttle pot.

4. Direction switch open.

5. Sequencing delay too short.

6. Wrong throttle type selected.

ANTI-TIEDOWN mode switch activated at startup 1. Mode switch shorted to B+.

2. Mode switch “tied down” to select M2 permanently.

2,4 PUMP M- external short of pump motor M- 1. Incorrect pump motor wiring.

to B-, or FET damage 2. Controller defective.

3,1 ANALOG MUX FAULT tiller multiplexer error 1. MUX card not plugged in.

2. J2 not wired properly.

2. MUX card defective.

EMR REV WIRING emergency reverse wiring fault 1. Emergency reverse wire or check wire

open.

3,2 MAIN CONT WELDED main contactor welded 1. Main contactor stuck closed.

2. Main contactor driver shorted.

[chart continues on next page]

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Page 94

7 — DIAGNOSTICS & TROUBLESHOOTING

LED PROGRAMMER

CODE LCD DISPLAY

Table 5 TROUBLESHOOTING CHART,

EXPLANATION POSSIBLE CAUSE

continued

3,3 FIELD SHORT traction motor ﬁeld shorted 1. Field resistance too low.

2. Field winding shorted to B+ or B-.

FIELD OPEN traction motor ﬁeld open 1. Field winding or connection open.

3,4 MISSING CONTACTOR missing main contactor 1. Main contactor coil open.

2. Main contactor missing.

3. Wire to main contactor missing.

4,0 TOTAL DISABLED expired total disable timer 1. Total disable timer expired.

TRAC DISABLED expired traction disable timer 1. Traction disable timer expired.

Preliminary on Verso page is set with right edge at 7 and 7/8, and the top (as on the Recto page) at 1/4.

PUMP DISABLED expired pump disable timer 1. Pump disable timer expired.

4,1 SERVICE TOTAL expired total maintenance monitor 1. Total maintenance monitor expired.

SERVICE TRAC expired traction maintenance monitor 1. Traction maintenance monitor expired.

SERVICE PUMP expired pump maintenance monitor 1. Pump maintenance monitor expired.

4,2 OVERVOLTAGE battery voltage too high 1. Battery voltage > overvoltage

shutdown limit.

2. Operation with charger attached.

LOW BATTERY VOLTAGE battery voltage too low 1. Battery voltage < undervoltage

cutback limit.

2. Corroded battery terminal.

3. Loose battery or controller terminal.

4,3 OVER TEMP CUTBACK controller heatsink too hot 1. Temperature >85°C.

2. Excessive load on vehicle.

3. Improper mounting of controller.

4. Operation in extreme environments.

UNDER TEMP CUTBACK controller heatsink too cold 1. Temperature < -25°C.

3. Operation in extreme environments.

4,4 HYD THROTTLE FAULT hydraulic throttle fault 1. Throttle input wire shorted to B+ or B-.

2. Throttle input wire open.

3. Defective throttle pot.

4. Wrong throttle type selected.

HYD INHIBIT hydraulic throttle high at interlock 1. Improper sequence of interlock and

throttle inputs.

2. Misadjusted throttle pot.

3. Interlock switch open.

4. Sequencing delay too short.

5. Wrong throttle type selected.

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Page 95

7 — DIAGNOSTICS & TROUBLESHOOTING

LED DIAGNOSTICS

A Status LED is built into the 1297 controller. It is visible through a window in the label on top of the controller. This Status LED displays fault codes when there is a problem with the controller or with the inputs to the controller. During normal operation, with no faults present, the Status LED flashes steadily on and off. If the controller detects a fault, a 2-digit fault identiﬁcation code is flashed continuously until the fault is corrected. For example, code “3,2”—main contactor welded—appears as:

¤¤¤ ¤¤ ¤¤¤ ¤¤ ¤¤¤ ¤¤

Preliminary on Verso page is set with right edge at 7 and 7/8,

The codes are listed in Table 6.

and the top (as on the Recto page) at 1/4.

LED CODES EXPLANATION

( 3 , 2 ) ( 3 , 2 ) ( 3 , 2 )

Table 6 STATUS LED FAULT CODES

LED off no power or defective controller

solid on controller or microprocessor fault

0,1

■

¤ controller operational; no known faults

1,1 ¤¤ traction motor current sensor error 1,2 ¤¤¤ hardware failsafe 1,3 ¤ ¤¤¤ traction motor M- shorted 1,4 ¤ ¤¤¤¤ Lowering valve fault

2,0 ¤¤ battery below 20% state of charge 2,1 ¤¤ ¤ traction throttle fault 2,2 ¤¤ ¤¤ pump motor current sensor error 2,3 ¤¤ ¤¤¤ traction sequencing error 2,4 ¤¤ ¤¤¤¤ pump motor M- shorted

3,1 ¤¤¤ ¤ emerg. rev. wiring or tiller multiplexer error 3,2 ¤¤¤ ¤¤ main contactor welded 3,3 ¤¤¤ ¤¤¤ traction motor ﬁeld open or shorted 3,4 ¤¤¤ ¤¤¤¤ main contactor open

4,0 ¤¤¤¤ expired disable timer 4,1 ¤¤¤¤ ¤ expired maintenance monitor 4,2 ¤¤¤¤ ¤¤ over-/under-voltage 4,3 ¤¤¤¤ ¤¤¤ over-/under-temperature 4,4 ¤¤¤¤ ¤¤¤¤ hydraulic throttle fault

NOTE: Only one fault is indicated at a time, and faults are not queued up. Refer

to the troubleshooting chart (Table 5) for suggestions about possible causes of the various faults.

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7 — DIAGNOSTICS & TROUBLESHOOTING

SPYGLASS DIAGNOSTICS

The eight-character LCD on the Spyglass displays a continuous sequence of hourmeter, battery state-of-charge, and fault messages.

Fault messages are displayed using the same codes that are flashed by the

LED. For example, the LED flashes 3,2 for a welded main contactor:

¤¤¤ ¤¤ ¤¤¤ ¤¤ ¤¤¤ ¤¤

( 3 , 2 ) ( 3 , 2 ) ( 3 , 2 )

and the corresponding Spyglass message is CODE 32.

Preliminary on Verso page is set with right edge at 7 and 7/8, and the top (as on the Recto page) at 1/4.

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MAINTENANCE

8 — MAINTENANCE

CAUTION

☞

There are no user serviceable parts in the Curtis PMC 1297 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 that its

diagnostics history ﬁle be checked and cleared periodically.

CLEANING

Preliminary on Verso page is set with right edge at 7 and 7/8,

Periodically cleaning the controller exterior will help protect it against corrosion and possible electrical control problems created by dirt, grime, and chemicals

and the top (as on the Recto page) at 1/4.

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. These 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. Discharge the capacitors in the controller by connecting a load

(such as a contactor coil) across the controller’s B+ and B- terminals.

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

4. Make sure the connections are tight. Refer to Section 2, page 7, for maximum tightening torque speciﬁcations for the battery and motor connections.

DIAGNOSTIC HISTORY

The 13XX programmer can be used to access the controller’s diagnostic history ﬁle. The programmer will read out all the faults the controller has experienced

since the last time the diagnostic 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 diagnostic history ﬁle. This allows the controller to accumulate a new ﬁle of faults. By checking the new diagnostic history ﬁle at a later date, you can readily determine whether the problem was indeed ﬁxed.

For instructions on accessing and clearing the diagnostic history ﬁle, see the Curtis PMC 13XX programmer manual.

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APPENDIX A: GLOSSARY

APPENDIX A

GLOSSARY OF FEATURES AND FUNCTIONS

Acceleration rate

The acceleration rate is the time required for the controller to increase PWM output from zero to the maximum allowed. There are four major programmable acceleration rates for the 1297 controller: the Mode 1 and Mode 2 acceleration rates (see Section 3A, page 24), which set how quickly the traction motor accelerates; the pump acceleration rate (see Section 3B, page 47), which sets how quickly the pump motor accelerates during Lift operation; and the lowering valve current acceleration rate (see Section 3 the lowering valve aperture opens during Lower operation.

In addition, there is a separate acceleration rate for emergency reverse— see Section 3

A, page 43.

B, page 49), which sets how quickly

Access rights

Each programmable parameter is assigned an access level (OEM or User) that deﬁnes who is allowed to adjust it. On generic 1297 models, all the programmable parameters are assigned OEM access levels; see Table D-1. On OEMspeciﬁed models, the OEM designates the access level for each parameter. Restricting access rights to the OEM reduces the likelihood of important performance characteristics being changed by someone unfamiliar with the vehicle’s operation. In some cases, it may be necessary to restrict a parameter’s access to ensure that it is not set to a value in violation of EEC or other safety regulations.

Curtis PMC programmers are available in OEM and User models; the User programmer can adjust only those parameters with User access rights, while the OEM programmer can adjust all the parameters. Typically, OEMs supply User programmers to their dealers and distributors for setting the Useraccess parameters (if any) to each customer’s liking, and also for testing and diagnostics.

Anti-tiedown

The anti-tiedown feature is designed to discourage operators from taping or otherwise “tying down” the mode switch in order to operate permanently in Mode 2—see Section 3A, page 44.

BDI

The 1297 controller has a built-in battery discharge indicator (BDI) that constantly calculates the battery state-of-charge whenever KSI is on—see Section 3C, page 63.

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Page 99

APPENDIX A: GLOSSARY

Bidirectional throttle

A bidirectional (wigwag) throttle allows the operator to control vehicle speed and direction by rotating the throttle mechanism clockwise and counterclockwise. The Curtis ET-XXX is an example of this throttle type.

Braking rate

The braking rate is the time required for the controller to increase from 0% braking output to 100% braking output when a new direction is selected—see

Section 3A, page 26.

Boost

The boost feature can provide a burst of extra torque when the controller detects that the traction motor is about to stall—see Section 3

A, page 25.

Coast and pick

The coast and pick feature can be used to drive the vehicle a short distance forward while the Pick switch is activated. When the Pick switch is released, the vehicle coasts to a stop—see Section 2, page 18, and Section 3

A, page 26.

Creep speed

Creep speed is activated when a direction is ﬁrst selected. The output maintains creep speed until the throttle is rotated out of the throttle deadband (typically 10% of throttle). This feature helps to prevent rollback when starting uphill with low throttle—see Section 3A, page 31.

Current limiting

Curtis PMC controllers limit the traction motor’s drive current and the pump motor current to their programmed maximum values—see Section 3A, page 24, and Section 3B, page 46. Current limiting protects the controller from damage that might result if the current were limited only by motor demand. PWM output is reduced until the motor current falls below the set limit.

In addition to protecting the controller, the current limit feature also provides some protection to the rest of the system. By eliminating high current surges during acceleration, stress on the motors and batteries is reduced and their efﬁciency enhanced.

Current multiplication

During acceleration and during reduced speed operation, the Curtis PMC controller allows more current to ﬂow into the motor than ﬂows out of the battery. The controller acts like a dc transformer, taking in low current and high voltage (the full battery voltage) and putting out high current and low voltage.

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Page 100

APPENDIX A: GLOSSARY

Current ratio

The 1297 controller’s traction motor current limit increases linearly with increased throttle. The current ratio parameter allows adjustment of the amount of current available at low throttle requests in order to maximize startup torque while maintaining smooth vehicle starts—see Section 3A, page 25.

Deceleration rate

The deceleration rate is the time required for the controller to decrease PWM output from the maximum allowed to zero, in response to reduced throttle. There are four major programmable deceleration rates for the 1297 controller: the Mode 1 and Mode 2 deceleration rates (see Section 3A, page 26), which set how quickly the traction motor decelerates; the pump deceleration rate (see Section 3B, page 47), which sets how quickly the pump motor decelerates during Lift operation; and the lowering valve current deceleration rate (see Section 3B, page

50), which sets how quickly the lowering valve aperture closes during Lower operation.

See Coast and pick and Throttle deceleration for two additional decelera- tion rates for the traction motor.

Emergency reverse

Emergency reverse is activated when the emergency reverse switch is pressed. After the emergency reverse switch is released, normal controller operation is not resumed until the requirements set by the emergency reverse direction interlock parameter are satisﬁed—see Section 3A, page 43.

Environmental protection

The 1297 controller is housed in a rugged ABS plastic case providing environmental protection that meets the requirements of IP53. The controller should be kept clean and dry to ensure long life. Additional protection is recommended if the controller is mounted in a location exposed to dirt or water splash.

ET-series electronic throttle

The ET-XXX is a wigwag-style throttle control assembly providing a 0–5V signal in both directions (Forward/Reverse or Lift/Lower). Use of this throttle control assembly requires that the controller’s throttle input be conﬁgured for a Type 2 (single-ended 0–5V) throttle.

Fault codes

The 1297 controller provides coded fault information. When a fault occurs, the fault code can be read directly from the Status LED built into the top of the controller’s case, or from the Spyglass data display. The fault codes are deﬁned in Table 6—see Section 7, page 87.

Curtis PMC 1297 Manual

A-3

Curtis 1297 User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual