Curtis 1298 User Manual

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CURTIS INSTRUMENTS, INC.

200 Kisco Avenue Mt. Kisco, New York 10549 USA Tel. 914.666.2971 Fax 914.666.2188

www.curtisinstruments.com

1298

M O D E L

IN TEGRATED TRACTION & HY DR AU L IC SYS T EM

MOTOR CONTROLLER

OS 11 with VCL

1298 Manual, p/n 38272

17 November 2010, Rev. B

» Software version OS 11.0 «

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CONTENTS

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

2. INSTALLATION AND WIRING .............................................3

Mounting the Controller .....................................................3

High Current Connections and Wiring Guidelines ..............5

Low Current Connections and Wiring Guidelines ...............6

Controller Wiring: Basic Conﬁguration ............................

Switch Input Wiring ..........................................................

Throttle Wiring .................................................................11

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

10 11

CONTENTS

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

Program Menu ..................................................................

4a. MONITOR MENU ................................................................

4b. CONTROLLER INFORMATION MENU ...........................

21 22

5. INITIAL SETUP .....................................................................75

6. TUNING GUIDE ...................................................................

7. VEHICLE CONTROL LANGUAGE .....................................

8. DIAGNOSTICS AND TROUBLESHOOTING ..................

MAINTENANCE .................................................................122

APPENDIX A Theory of Operation APPENDIX B Vehicle Design Considerations APPENDIX C Curtis WEEE / RoHS Statement APPENDIX D Programming Devices APPENDIX E Speciﬁcations, 1298 Controller

112

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FIGURES / TABLES

FIGURES

FIG. 1: Curtis 1298 controller .............................................................. 1

FIG. 10: Effect of gear soften parameter, torque control mode ............ 34

FIG. 11: Effect of brake taper speed parameter, torque control mode ... 34

FIG. 12: Drive current limiting map .................................................... 37

FIG. 2: Mounting dimensions, Curtis 1298 controller ........................ 3

FIG. 3: Basic wiring diagram .............................................................. 10

FIG. 4: Wiring for Type 1 throttles .................................................... 12

FIG. 5: Wiring for Type 2 throttles .................................................... 13

FIG. 6: Wiring for Type 3 throttles .................................................... 14

FIG. 7: Acceleration response rate diagram ......................................... 29

FIG. 8: Braking response rate diagram ................................................ 30

FIG. 9: Throttle mapping, torque control mode ................................ 34

FIG. 13: Regen current limiting map ................................................... 38

FIG. 14: Throttle adjustment ............................................................... 40

FIG. 15: Hydraulic system diagram ...................................................... 50

FIG. 16: Alternative hydraulic system ................................................... 50

FIG. 17: VCL motor command diagram, AC traction motor ............... 93

FIG. 18: VCL control mode processing ................................................ 96

FIG. 19: VCL hydraulics command diagram ........................................ 97

FIG. 20: VCL proportional driver processing ..................................... 100

FIG. A-1: IFO diagram .........................................................................A-2

FIG. A-2: Power section topology ..........................................................A-3

TABLES

TABLE 1: High current connections ....................................................... 5

TABLE 2: Low current connections ........................................................ 7

TABLE 3: Programmable parameter menus .......................................... 22

TABLE 4: Types of LED display ........................................................ 113

TABLE 5: Troubleshooting chart ......................................................... 114

TABLE E-1: Speciﬁcations, 1298 controller ............................................E-1

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Fig. 1 Curtis 1298

integrated traction and hydraulic system motor controller.

1 — OVERVIEW

OVERVIEW

The Curtis 1298 motor controller combines AC traction motor control with DC pump motor control. Advanced motor drive software provides smooth control over full speed and torque, including regenerative braking and zero speed control.

The 1298 is designed primarily for Class III material handling vehicles needing solid state control of hydraulic pump motors. Generic software is included for Walkie and Walkie-Stacker applications. Other applications can be easily supported with alternative VCL programming.

Like all Curtis controllers, the 1298 offers superior operator control of motor drive performance. Features include:

✓ High efﬁciency, ﬁeld-oriented motor control algorithms

✓ Advanced Pulse Width Modulation technology for efﬁcient use

✓ Extremely wide torque/speed range including full regeneration capability

✓ Smooth low speed control, including zero speed

✓ Special features and I/O for DC pump motor and hydraulic valve

✓ Software selectable options for variable-speed lift and lower or

Curtis 1298 Manual, OS 11

of battery voltage, low motor harmonics, low torque ripple, and minimized switching losses

control, allowing economical control of the entire vehicle system

single-speed lift and lower

More Features

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1 — OVERVIEW

✓ Adaptation of control algorithm to motor temperature variation so

optimal performance is maintained under widely varying conditions

✓ Real-time battery current, motor torque, and power estimates available

✓ Power limiting maps allow performance customization for reduced motor

heating and consistent performance over varying battery state-of-charge

✓ Powerful operating system allows parallel processing of vehicle control

tasks, motor control tasks, and user conﬁgurable programmable logic

✓ A wide range of I/O can be applied wherever needed, for maximum

distributed system control

✓ Internal battery-state-of-charge, hourmeter, and maintenance timers

NOTE: The 1311

handheld programmer has been superseded; see Appendix D.

✓ Easily programmable through the Curtis 1311 handheld programmer

and 1314 PC Programming Station

✓ CAN bus connection allows communication with other CAN bus

enabled system components such as the Curtis TH-1 tiller head; protocol meets CANopen standards; other 11-bit identiﬁer ﬁeld CAN protocols can be custom conﬁgured through VCL

✓ Field-programmable, with ﬂash downloadable main operating code

✓ Thermal cutback, warning, and automatic shutdown provide protection

to traction motor and controller

✓ Rugged sealed housing and connectors meet IP65 environmental sealing

standards for use in harsh environments

✓ Insulated metal substrate power base provides superior heat transfer for

increased reliability

✓ Built-in Dual Drive software allows easy setup and control of typical

dual-drive vehicles, without VCL.

Note: If you have a dual-drive application, see the Dual Drive Addendum to the 1298 manual, part number 38272-DD.

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

Using the 1311 handheld programmer, you can set up the controller to per

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form all the basic operations. In this manual, we ﬁrst show you how to wire your system and adjust its performance characteristics without the use of VCL. Then, in Section 7, we show you how to adjust the system using VCL (Vehicle Control Language), an innovative software programming language developed by Curtis. VCL interacts with a second, independent software realm resident in a powerful logic controller embedded within the 1298 controller.

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Fig. 2 Mounting

dimensions, Curtis 1298 motor controller.

2 — INSTALLATION & WIRING

INSTALLATION AND WIRING

MOUNTING THE CONTROLLER

The outline and mounting hole dimensions for the 1298 controller are shown in Figure 2. This controller meets the IP65 requirements for environmental protection against dust and water. Nevertheless, in order to prevent external corrosion and leakage paths from developing, the mounting location should be carefully chosen to keep the controller as clean and dry as possible.

It is recommended that the controller be fastened to a clean, ﬂat metal surface with four 6mm (1/4") diameter bolts, using the holes provided. A thermal joint compound can be used to improve heat conduction from the controller heatsink to the mounting surface. Additional heatsinking or fan cooling may be necessary to meet the desired continuous ratings.

Dimensions in millimeters (and inches)

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2 — INSTALLATION & WIRING

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 B.

The1234/36/38 controllers contain ESD-sensitive components. Use appropriate precautions in connecting, disconnecting, and handling the con troller. See installation suggestions in Appendix B for protecting the controller from ESD damage.

C A U T I O N

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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 traction motor or jack up the vehicle and get the drive wheels off the ground before attempt ing any work on the traction motor control circuitry.

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 at tempting any work on the pump motor control circuitry.

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

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

LEAD ACID BATTERIES — Charging or discharging generates hydrogen gas,

which can build up in and around the batteries. Follow the battery man ufacturer’s safety recommendations. Wear safety glasses

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2 — INSTALLATION & WIRING: High Current Connections

HIGH CURRENT CONNECTIONS

There are six high-current terminals, identiﬁed on the controller housing as

B+, B-, PUMP, U, V, and W.

Table 1 High Current Connections

TERMINAL FUNCTION

B+ Positive battery to controller.

B- Negative battery to controller.

PUMP Pump motor.

U Motor phase U.

V Motor phase V.

W Motor phase W.

Lug assembly

Six aluminum M6 terminals are provided. Lugs should be installed as follows, using M6 bolts sized to provide proper engagement (see diagram):

• Place the lug on top of the aluminum terminal, followed by a high-load safety washer with its convex side on top. The washer should be a SCHNORR 416320, or equivalent.

• If two lugs are used on the same terminal, stack them so the lug carrying the least current is on top.

• Tighten the assembly to 10.2 ±1.1 N·m (90 ±10 in-lbs).

High current wiring recommendations

Battery cables (B+, B-)

These two cables should be run close to each other between the controller and the battery. Use high quality copper lugs and observe the recommended torque ratings. For best noise immunity the cables should not run across the center section of the controller. With multiple high current controllers, use a star ground from the battery B- terminal.

Pump wiring (PUMP)

Cable lengths should be kept as short as possible. Use high quality copper lugs and observe the recommended torque ratings. For best noise immunity the motor

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2 — INSTALLATION & WIRING: High C.000urrent Connections

cables should not run across the center section of the controller. Low current signal wires should not be run next to the motor cables. When necessary they should cross the motor cables at a right angle to minimize noise coupling.

Motor wiring (U, V, W)

The three phase wires should be close to the same length and bundled together as they run between the controller and the motor. The cable lengths should be kept as short as possible. Use high quality copper lugs and observe the recommended torque ratings. For best noise immunity the motor cables should not run across the center section of the controller. In applications that seek the lowest possible emissions, a shield can be placed around the bundled motor cables and connected to the B- terminal at the controller. Typical installations will readily pass the emissions standards without a shield. Low current signal wires should not be run next to the motor cables. When necessary they should cross the motor cables at a right angle to minimize noise coupling.

LOW CURRENT CONNECTIONS

All low power connections are made through a single 35-pin AMPSEAL con nector. The mating plug housing is AMP p/n 776164-1 and the contact pins are AMP p/n 770520-3. The connector will accept 20 to 16 AWG wire with a 1.7 to 2.7mm diameter thin-wall insulation.

The 35 individual pins are characterized in Table 2.

Low current wiring recommendations

Motor encoder (Pins 31, 32)

All four encoder wires should be bundled together as they run between the motor and controller logic connector. These can often be run with the rest of the low current wiring harness. The encoder cables should not be run near the motor cables. In applications where this is necessary, shielded cable should be used with the ground shield connected to the I/O ground (pin 7) at only the controller side. In extreme applications, common mode ﬁlters (e.g. ferrite beads) could be used.

CAN bus (Pins 21, 23, 34, 35)

It is recommended that the CAN wires be run as a twisted pair. However, many successful applications at 125 kBaud are run without twisting, simply using two lines bundled in with the rest of the low current wiring. CAN wiring should be kept away from the high current cables and cross it at right angles when necessary.

All other low current wiring

The remaining low current wiring should be run according to standard practices. Running low current wiring next to high current wiring should always be avoided.

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2 — INSTALLATION & WIRING: Low Current Connections

Table 2 Low Current Connections

PIN NAME DESCRIPTION

1 KSI Keyswitch input. Setup_BDI Keyswitch_Voltage Provides logic power for the controller and power for the coil drivers.

2 Prop. Driver Proportional driver. Automate_PWM Sw_13 This is a coil driver with Put_PWM PWM5 current control capability PD_Current typically used for a PD_Output proportional valve on a PD_Throttle hydraulic manifold. VCL_PD_Throttle Can also be used as a digital input.

3 Driver 4 Generic driver #4. Automate_PWM Sw_12 Typically used for the Put_PWM PWM4 load hold valve. Can PWM4_Output also be used as a digital input. Has low frequency PWM capabilities.

FUNCTIONS REFERENCES

RELATED VCL

4 Driver 3 Generic driver #3; can Automate_PWM Sw_11 also be used as a digital Put_PWM PWM3 input. Has low frequency PWM3_Output PWM capabilities. Typically used for pump contactor.

5 Driver 2 Generic driver #2; can Automate_PWM Sw_10 also be used as a digital Put_PWM PWM2 input. Has low frequency PWM2_Output PWM capabilities and a slightly higher current rating.Typically used for electromagnetic brake.

6 Driver 1 Generic driver #1; can Automate_PWM Sw_9 also be used as a digital Put_PWM PWM1 input. Has low frequency Set_Interlock PWM1_Output PWM capabilities. Clear_Interlock Interlock_State Typically used for main Main_State contactor.

7 I/O Ground Input and output ground reference.

8 Switch 2 Can be used as generic Sw_2 Analog 2 switch input #2 or as Analog2_Input generic analog input #2. Typically used as the motor temperature analog input.

9 Switch 3 Generic switch input #3. Sw_3 Typically used as the interlock switch.

10 Switch 4 Generic switch input #4. Sw_4

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* The related VCL columns are vital when writing VCL code (see Section 7).

VCL “functions” are used to access the various I/Os; VCL “references” are predeﬁned names for speciﬁc pins.

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2 — INSTALLATION & WIRING: Low Current Connections

Table 2 Low Current Connections, cont’d

RELATED VCL

PIN NAME DESCRIPTION

11 Switch 5 Generic switch input #5. Sw_5 Typically used for the Lift switch.

12 Switch 6 Generic switch input #6. Sw_6 Typically used for the Lower switch.

13 Coil Return This is the coil return pin for all the contactor coils.

14 Switch 16 Generic switch input #16. Sw_16

15 Throttle Pot High Pot high connection for a 3-wire throttle pot.

16 Throttle Pot Wiper Pot wiper connection for Setup_Pot Throttle_Pot the throttle pot. Setup_Pot_Faults Throttle_Pot_Output

17 Pot2 Wiper Pot wiper connection for Setup_Pot Brake_Pot the hydraulic throttle pot. Setup_Pot_Faults Brake_Pot_Output

FUNCTIONS REFERENCES

18 Pot Low Common pot low Pot_Low_Output connection for the throttle and brake pots.

19 Digital Out 6 An open collector digital Set_DigOut Sw_14 output. Can also be used Clear_DigOut DigOut6 as a digital input. Dig6_Output

20 Digital Out 7 An open collector digital Set_DigOut Sw_15 output. Can also be used Clear_DigOut DigOut7 as a digital input. Dig7_Output

21 CAN Term H High connection for the CAN termination jumper.

22 Switch 7 Generic switch input #7. Sw_7 Typically used as the Forward switch.

23 CANH CAN bus high. Setup_CAN Setup_Mailbox Send_Mailbox etc.

24 Switch 1 Can be used as generic Sw_1 Analog 1 switch input #1 or as Analog1_Input generic analog input #1. Typically used for emergency reverse switch (if applicable).

25 +12V Out Unregulated low power Ext_Supply_Current +12V output.

26 +5V Out Regulated low power 5_Volts_Output +5V output. Ext_Supply_Current

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2 — INSTALLATION & WIRING: Low Current Connections

Table 2 Low Current Connections, cont’d

RELATED VCL

PIN NAME DESCRIPTION

27 Pot2 High Pot high connection for a 3-wire hydraulic throttle pot.

28 Serial TX Serial transmit line for Setup_Serial display or ﬂash update.

29 Serial RX Serial receive line for Setup_Serial ﬂash update.

30 Analog Output Low power, low frequency Automate_PWM PWM6 0–10V analog output. Put_PWM Analog_Output

31 Encoder A Quadrature encoder Motor_RPM input phase A. MotorspeedA

32 Encoder B Quadrature encoder Motor_RPM input phase B. MotorspeedB

33 Switch 8 Generic switch input #8. Sw_8 Typically used as the Reverse switch.

34 CAN Term L Low connection for the CAN bus termination jumper.

FUNCTIONS REFERENCES

35 CANL CAN bus low. Setup_CAN Setup_Mailbox Send_Mailbox etc.

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2 — INSTALLATION & WIRING: Standard Wiring Diagram

CONTROLLER WIRING: BASIC CONFIGURATION

A basic wiring diagram is shown in Figure 3. The throttles are shown in the diagram as 3-wire potentiometers; other types of throttle inputs are easily accommodated, and are discussed in the following throttle wiring section.

The main contactor coil must be wired directly to the controller as shown in Figure 3 to meet EEC safety requirements. The controller can be programmed to check for welded or missing contactor faults and uses the main contactor

Fig. 3 Basic wiring diagram, Curtis 1298 motor controller.

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2 — INSTALLATION & WIRING: Throttle Wiring

coil driver output to remove power from the controller and motor in the event of various other faults. If the main contactor coil is not wired to Pin 6 of

the 35-pin connector as shown, 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.

Note that the basic wiring diagram is designed for generic applications and may not fully meet the requirements of your system. These controllers have very ﬂexible I/O and wiring conﬁgurations; you may wish to contact your local Curtis representative to discuss your particular application.

SWITCH INPUT WIRING

The following inputs are dedicated to speciﬁc functions when the parameter settings are as shown:

Switch 1: Emergency Reverse input if the EMR Enable = On

and EMR Type = 0 (see page 59).

Switch 3: Interlock input if Interlock Type = 0 (see page 44).

Switch 5: Lift input if Lift Switch Only Enable = On

Switch 6: Lower input if Lower Switch Only Enable = On

Switch 7: Forward input if Throttle Type = 1–3 (see page 39).

Switch 8: Reverse input if Throttle Type = 1–3 (see page 39).

or Off (see page 51).

THROTTLE WIRING

Various throttles can be used with the 1298 controller. They are characterized as one of ﬁve types in the programming menu of the 1311 programmer.

Type 1: 2-wire 5kΩ–0 potentiometers

Type 2: single-ended 0–5V throttles, current source throttles,

3-wire potentiometers, and electronic throttles

Type 3: 2-wire 0–5k

Type 4: wigwag 0–5V throttles and 3-wire potentiometers

Type 5: VCL input (VCL_Throttle or VCL_Hyd_Throttle)

Ω potentiometers

The two throttle inputs (drive throttle and hydraulic throttle) are programmed independently.

protection that meets all applicable EEC regulations. For voltage throttles, the controller protects against out-of-range wiper values, 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.

Curtis 1298 Manual, OS 11

For potentiometers, the controller provides complete throttle fault

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2 — INSTALLATION & WIRING: Throttle Wiring

Throttle types 1–3 use the forward and reverse inputs (switches 7 and 8) in addition to the throttle pot input to deﬁne the throttle command (see Figure 17, page 93). Throttle types 4 and 5 do not use the forward and reverse inputs (or the Lift and Lower inputs, switches 5 and 6).

Wiring for the most common throttles is described in the following text and shown in the accompanying illustrations. If a throttle you are planning to use is not covered, contact the Curtis ofﬁce nearest you.

Throttle Type 1

For these 2-wire resistive potentiometers, shown in Figure 4, full throttle request corresponds to 0

Fig. 4 Wiring for Type 1

throttles.

Ω measured between the pot wiper pin and the Pot Low pin.

Broken wire protection is provided by the controller sensing the current ﬂow from the pot wiper input (pin 16 or 17) through the potentiometer and into Pot Low (pin 18). If the Pot Low input current falls below 0.65 mA, a throttle fault is generated and the throttle request is zeroed. Note: Pot Low (pin 18) must not be tied to ground (B-).

Throttle Type 2

With these throttles, the controller looks for a voltage signal at the wiper input. Zero throttle request corresponds to 0 V and full throttle request to 5 V. A variety of devices can be used with this throttle input type, including voltage sources, current sources, 3-wire pots, and electronic throttles. The wiring for each is slightly different, as shown in Figure 5, and they have varying levels of throttle fault protection.

When a voltage source is used as a throttle, it is the responsibility of the OEM to provide appropriate throttle fault detection. For ground-referenced 0–5V throttles, the controller will detect open breaks in the wiper input but cannot provide full throttle fault protection.

To use a current source as a throttle, a resistor must be added to the circuit to convert the current source value to a voltage; the resistor should be sized to provide a 0–5V signal variation over the full current range. It is the responsibil ity of the OEM to provide appropriate throttle fault detection.

When a 3-wire potentiometer is used, the controller provides full fault protection in accordance with EEC requirements. The pot is used in its voltage divider mode, with the controller providing the voltage source and return. Pot High provides a current limited 5V source to the pot, and Pot Low provides

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2 — INSTALLATION & WIRING: Throttle Wiring

Fig. 5 Wiring for Type 2

throttles.

Voltage Source

Current Source

3-wire Potentiometer

Curtis ET-XXX Electronic Throttle

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2 — INSTALLATION & WIRING: Throttle Wiring

the return path. This is the throttle shown in the basic wiring diagram (Figure 3) for the drive throttle and for the hydraulic throttle.

The ET-XXX electronic throttle is typically used only as a drive throttle. The ET-XXX contains no built-in fault detection, and the controller will detect only open wiper faults. It is the responsibility of the OEM to provide any ad ditional throttle fault detection necessary.

Throttle Type 3

For these 2-wire resistive potentiometers, shown in Figure 6, full throttle request corresponds to 5 k

Fig. 6 Wiring for Type 3

throttles.

Ω measured between the pot wiper pin and the Pot Low pin.

Broken wire protection is provided by the controller sensing the current ﬂow from the wiper input (pin 16 or 17) through the potentiometer and into Pot Low (pin 18). If the Pot Low input current falls below 0.65 mA, a throttle fault is generated and the throttle request is zeroed. Note: Pot Low (pin 18) must not be tied to ground (B-).

Throttle Type 4

Type 4 throttles operate in wigwag style. No signals to the controller’s forward and reverse inputs (or Lift and Lower inputs) are required; the direction is determined by the wiper input value. Only 0–5V voltage sources and 3-wire potentiometers can be used as Type 4 throttles. The controller interface for Type 4 throttles is the same as for Type 2 throttles; see Figure 5. The neutral point will be with the wiper at 2.5 V, measured between pot wiper input (pin 16) and I/O ground return (pin 7). The controller will provide increas ing forward (Lift) speed as the wiper input value is increased, and increasing reverse (Lower) speed as the wiper input value is decreased.

When a 3-wire pot is used, the controller provides full fault protection. When a voltage throttle is used, the controller will detect open breaks in the wiper input but cannot provide full throttle fault protection.

Throttle Type 5

Throttle Type 5 provides a different way of sending the throttle command to the controller. This throttle type uses VCL to deﬁne the throttle signal that will be “input” into the throttle signal chain; see Figures 16 and 18. This throttle type can be used for either the drive throttle or the hydraulic throttle by using the VCL variables VCL_Throttle and VCL_Hyd_Throttle. How the VCL program is written will determine where the throttle signal originates from, making this a very ﬂexible throttle input method. VCL can be written to use the throttle

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2 — INSTALLATION & WIRING: Throttle Wiring

pot inputs, switch inputs, or CAN communication messages as the source of the throttle signals. If you have questions regarding this throttle type, contact the Curtis ofﬁce nearest you.

Setting the Throttle Type to Type 5 also allows the throttle inputs to be redeﬁned by a VCL program for uses other than as throttle inputs. The variable names that VCL can use to interface with these two inputs are Throttle_Pot_Out put (see page 94) for the drive throttle, and Brake_Pot_Output (see page 99) for the hydraulic throttle.

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2 — INSTALLATION & WIRING: I/O Signal Speciﬁcations

INPUT/OUTPUT SIGNAL SPECIFICATIONS

The input/output signals wired to the 35-pin connector can be grouped by type as follows; their electrical characteristics are discussed below.

Digital inputs

These control lines can be used as digital (on/off) inputs. Normal “on” connection is direct to B+; “off” is direct to B-. Input will pull low (off ) if no connection is made. All digital inputs are protected against shorts to B+ or B-.

Nine of these lines (Switches 1–8, 16) are designed to pull current to keep switch contacts clean and prevent leakage paths from causing false signals.

The remaining lines are digital inputs associated with driver outputs; note that they have much higher input impedances. The two digital output lines can also be read as inputs, and are therefore included in this group.

The lines at pins 24 and 8 can also be used as analog inputs, and are included in that group as well.

— digital inputs

— high power outputs — analog inputs — analog output — power supply outputs — KSI and coil return inputs — throttle and brake inputs — communications port inputs/outputs — encoder inputs.

DIGITAL INPUT SPECIFICATIONS

LOGIC

SIGNAL NAME PIN THRESHOLDS

Switch 1 24 Rising edge= 24V models: -10 V to ± 8 kV (air Switch 2 8 4.4 V max Switch 3 9 Falling edge= 36-48V models: Switch 4 10 1.5 V min about 11.0 k Switch 5 11 48-80V models: Switch 6 12 about 26.0 k Switch 7 22 Switch 8 33 Switch 16 14 Digital Out 6 19 Rising edge= Below 10 V= - 0.5 V to Digital Out 7 20 4.4 V max 300 k Driver 1 6 Falling edge= Above 10 V= Driver 2 5 1.5 V min 150 k Driver 3 4 Driver 4 3 Prop Driver 2

“MaxV” in this and the following tables is the controller’s maximum voltage: 30 V for 24V models,

and 45 V for 24–36V models.

INPUT VOLTAGE ESD

IMPEDANCE RANGE

about 7.1 kΩ (MaxV + 10 V) discharge)

Ω (MaxV + 10 V)

TOLERANCE

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2 — INSTALLATION & WIRING: I/O Signal Speciﬁcations

Digital outputs

Seven control lines can be used as high power digital output drivers. One of these, the proportional driver, can be operated in a current control mode for driving a proportional valve or similar load. Each output can be independently turned on continuously (low level) or pulse width modulated to set the average output voltage. These outputs are intended to drive inductive loads such as contactors and electromagnetic brakes but could also be used to drive resistive loads if peak current ratings are not exceeded. All these outputs are protected against shorts to B+ or B-.

These lines can also be used as digital inputs, and are included in that group as well.

DIGITAL OUTPUT SPECIFICATIONS

SIGNAL NAME PIN PWM

Driver 1 6 0 to 100% n/a 200 Hz 2 A max - 0.5 V to ± 8 kV (air Driver 2 5 duty cycle 3 A max keyswitch discharge) Driver 3 4 2 A max voltage Driver 4 3 Prop Driver 2 0 to 2 A 18 kHz in 607 nominal steps

Digital Out 6 19 on/off n/a n/a 2 A max Digital Out 7 20

PV FREQ- OUTPUT PROTECTED ESD

CURRENT UENCY CURRENT

VOLTAGE TOLERANCE

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* The combined current supplied

by all seven output drivers should not exceed 10 A.

To protect the driver hardware from overcurrent, the software puts a limitation on driver output PWM. When in voltage control (typically using

parameters to control the main contactor or EM brake, or using the VCL func tion Put_PWM) a PWM output of 1–59% is not allowed and the software will “round up” the PWM to 60%. For example, the statement Put_PWM(PWM3,

16383) would result in an output PWM of 60% (even though the argument 16383 would normally be expected to result in an output PWM of 50%).

This limitation on the output PWM also holds true for the main contactor driver PWM output that is set when the parameter Main Contactor Enable = On. With Main Contactor Enable = On, the Pull In Voltage and Holding Voltage parameters set the PWM output percent, but values of 1–59% will be rounded up to 60%.

When the parameter PD Enable = On, the PD driver is current controlled and thus is not affected by the overcurrent limitations which means a full range of 0–100% PWM is allowed on this PD driver output.

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2 — INSTALLATION & WIRING: I/O Signal Speciﬁcations

Analog inputs

Two control lines can be used as analog inputs. Both inputs are protected against shorts to B+ or B-.

Typically Analog 2 is used as the input for the motor temperature sensor. This input provides a constant current appropriate for a thermistor sensor. Some standard predeﬁned motor temperature sensors are supported in software (see Sensor Type parameter, page 49). Note: The industry standard KTY tempera ture sensors are silicon temperature sensors with a polarity band; the polarity

☞

band of a KTY sensor must be the end connected to I/O Ground (pin 7).

These lines can also be used as digital inputs, and are included in that group as well.

OPERATING

SIGNAL NAME PIN VOLTAGE

Analog 1 24 0 to 10 V in 24-36V models: - 10 V to ± 8 kV (air Analog 2 8 1024 steps 36-48V models:

48-80V models:

ANALOG INPUT SPECIFICATIONS

INPUT PROTECTED ESD

IMPEDANCE VOLTAGE TOLERANCE

about 7.1 kΩ (MaxV + 10 V) discharge)

about 11.0 kΩ

about 26.0 kΩ

Analog output

A single line is available as a low power analog output and is intended to drive instrumentation such as a battery discharge indicator. This output is generated from a ﬁltered PWM signal and has about 1% ripple. The 2% settling time is <25ms for a 0–5V step and <30 ms for a 0–10V step. This output line is protected against shorts to B+ or B-.

ANALOG OUTPUT SPECIFICATIONS

OUTPUT

SIGNAL NAME PIN VOLTAGE

Analog Out 30 0 to 10 V Source: 100 Ω - 1 V to ± 8 kV (air Sink: 66 k

OUTPUT PROTECTED ESD

IMPEDANCE VOLTAGE TOLERANCE

Ω (MaxV + 10 V) discharge)

Power supply outputs

Two lines provide auxiliary output power for low power circuits such as electronic throttles, LED indicators, displays, position encoder, and remote I/O boards. I/O Ground (at pin 7) is the return line for these low power devices. Both power supply outputs are protected against shorts to B+ or B-.

POWER SUPPLY OUTPUT SPECIFICATIONS

OUTPUT

SIGNAL NAME PIN VOLTAGE

+12V Out 25 11.5 to 14.5 V 200 mA max - 1 V to ± 8 kV (air +5V Out 26 5 V ±5% (combined total) (MaxV + 10 V) discharge) I/O Ground 7 n/a 500 mA max not protected

OUTPUT PROTECTED ESD

CURRENT VOLTAGE TOLERANCE

Curtis 1298 Manual, OS 11

Page 23

2 — INSTALLATION & WIRING: I/O Signal Speciﬁcations

KSI and coil return

KSI input provides power for all low power control circuits, power capacitor precharge (before main contactor turn on), power supply outputs, and high power output drivers. Battery voltage is sensed on the input for the VCL bat tery discharge function.

Coil Return should be wired to the positive battery side of the contactors being driven so that switching noise associated with PWM operation of the contactors is localized to the contactor wiring only.

It is important to maintain the division between KSI and coil return in order to ensure reverse polarity protection (vehicle wiring correct, battery terminals reversed).

KSI AND COIL RETURN INPUT SPECIFICATIONS

OPERATING

SIGNAL NAME PIN VOLTAGE

KSI 1 Between under- 1.0 A max * ± (MaxV + 10 V) ± 8 kV (air and overvoltage discharge)

Coil Return 13

(MaxV + 10 V)

cutbacks

INPUT PROTECTED ESD

CURRENT VOLTAGE TOLERANCE

12 A max

(KSI - 0.3 V) to

* Additionally must carry the current supplied to the driver loads by the coil return (pin 13). ** The combined current supplied by all seven output drivers should not exceed 10 A.

Throttle inputs

The two pot inputs are independently programmable to allow use of a voltage throttle or a 2-wire or 3-wire resistance throttle. Voltage throttles require only the Pot Wiper input (with I/O Ground for the return line). Resistance throttles require Pot Wiper and Pot Low (2-wire) or Pot High, Pot Wiper, and Pot Low (3-wire). All throttle I/O is protected against shorts to B+ or B-.

Alternatively, these two inputs can be used for analog signals other than the throttle pot inputs. Conﬁguring the inputs for use with other signals requires VCL programming; see Section 7.

THROTTLE INPUT SPECIFICATIONS

OPERATING

SIGNAL NAME PIN VOLTAGE

Throttle Pot High 15 0 V (shorted n/a 7 mA - 50 V to ± 8 kV (air Pot2 High 27 to Pot Low) nominal (MaxV + 10 V) discharge) 5 V (open (source) circuit) Throttle Pot Wiper 16 0 to 6.25 V 290 kΩ 0.76 mA Pot2 Wiper 17 (voltage nominal and 3-wire) (source, 2-wire) Pot Low 18 0 to 10 V 20 Ω nom. Faults if -1 V to above (MaxV + 10 V) 11 mA (sink)

INPUT S/SINK PROTECTED ESD

IMPEDANCE CURRENT VOLTAGE TOLERANCE

Curtis 1298 Manual, OS 11

Page 24

2 — INSTALLATION & WIRING: I/O Signal Speciﬁcations

Communications ports

Separate CAN and serial ports provide complete communications and programming capability for all user available controller information.

The Curtis 1311 handheld programmer plugs into a connector wired to pins 28 and 29, along with ground (pin 7) and the +12V power supply (pin

25); see wiring diagram, Figure 3. The Curtis Model 840 display can plug into the same 4-pin connector.

Wiring the CAN Term H and CAN Term L pins together provides a local CAN termination of 120 Term H and CAN Term L should never be connected to any external wiring.

SUPPORTED

SIGNAL NAME PIN PROTOCOL/DEVICES

CANH 23 CANopen, up to 500 kbps -5 V to ± 8 kV (air CANL 35 NODES 2.0, (MaxV + 10 V) discharge) other 11-bit with < 30 V identiﬁer ﬁeld differentially CAN protocols CAN Term H 21 CAN Term L 34 Serial TX 28 Serial RX 29 1311 Handheld 9.6 to 56 kbps discharge)

1314 PC Program- ming Station

Ω, 0.5 W; keep the length of these wires short. CAN

COMMUNICATIONS PORT SPECIFICATIONS

DATA RATE VOLTAGE TOLERANCE

Curtis 840 Display, as required, -0.3 to 12 V ± 8 kV (air

Programmer,

PROTECTED ESD

(no connection ± 8 kV (air to external wiring)

discharge)

Encoder inputs

Two control lines are internally conﬁgured to read a quadrature type position encoder. The encoder is typically powered from the 5V supply (pin 26) or 12V supply (pin 25), but can be powered from any external supply (from 5 V up to B+) as long as the logic threshold requirements are met.

ENCODER INPUT SPECIFICATIONS

LOGIC

SIGNAL NAME PIN THRESHOLDS

Encoder A 31 Rising edge= 720 Ω 10 kHz - 5 V to ± 8 kV (air Encoder B 32 2.8 V max (internal (MaxV + 10 V) discharge) Falling edge= pull-up with < 15 V

2.2 V min to +4V) differentially

INPUT MAX PROTECTED ESD

IMPEDANCE FREQ. VOLTAGE TOLERANCE

Curtis 1298 Manual, OS 11

Page 25

NOTE: The 1311

handheld programmer has been superseded; see Appendix D.

3 — PROGRAMMABLE PARAMETERS

PROGRAMMABLE PARAMETERS

These controllers have a number of parameters that can be programmed using a Curtis 1311 handheld programmer or 1314 Programming Station. The pro grammable parameters allow the vehicle’s performance to be customized to ﬁt the needs of speciﬁc applications.

PROGRAMMING MENUS

The programmable parameters are grouped into nested hierarchical menus, as shown in Table 3.

Motor response tuning

Motor response characteristics can be tuned through Speed Mode or through Speed Mode Express, which is a simpliﬁed version of Speed Mode with a reduced set of parameters that is adequate for most applications. Use the Control Mode Select parameter (page 25) to select which tuning mode you will use:

C A U T I O N

☞

• Speed Mode Express

• Speed Mode.

A third mode, Torque Mode, is also available, but it is unlikely that you will want to use that with the 1298 controller.

We strongly urge you to read Section 5, Initial Setup, before adjusting any of the parameters.

Even if you opt to leave most of the parameters at their default settings,

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

Curtis 1298 Manual, OS 11

Page 26

3 — PROGRAMMABLE PARAMETERS

Table 3 Programmable Parameter Menus: 1311 Programmer

CONTROL MODE SELECT ........... p. 25

0 - SPEED MODE EXPRESS

—Max Speed

—Kp

—Ki

—Accel Rate

—Decel Rate

—Brake Rate

1 - SPEED MODE MENU

—Speed Controller

—Max Speed

—Kp

—Ki

—Vel Feedforward

....... p. 26

............... p. 27

......... p. 27

—Kvff

—Build Rate

—Release Rate

—Acc Feedforward ........ p. 28

—Kaff

—Kbff

—Build Rate

—Release Rate

—Response ..................... p. 29

—Full Accel Rate HS

—Full Accel Rate LS

—Low Accel Rate

—Neutral Decel Rate HS

—Neutral Decel Rate LS

—Full Brake Rate HS

—Full Brake Rate LS

—Low Brake Rate

—Fine Tuning

—Partial Decel Rate

—HS (High Speed)

—LS (Low Speed)

—Reversal Soften

—Max Speed Accel

—Max Speed Decel

............... p. 30

2 - TORQUE MODE MENU

—Speed Limiter ................... p. 31

—Max Speed

—Kp

—Ki

—Kd

—Response ........................ p. 32

—Accel Rate

—Accel Release Rate

—Brake Rate

—Brake Release Rate

—Neutral Braking

—Neutral Taper Speed

—Creep Torque

—Brake Full Creep Cancel

—Creep Build Rate

—Creep Release Rate

—Gear Soften

—Brake Taper Speed

—Reversal Soften

—Max Speed Decel

RESTRAINT MENU ..................... p. 35

—Restraint Forward

—Restraint Back

—Soft Stop Speed

—Position Hold

—Position Hold Enable

—Kp

—Kp Deadband (Motor Deg)

—Kd

—Set Speed Settling Time

—Set Speed Threshold

—Entry Rate

—Exit Rollback Reduction

—Fine Tuning ................ p. 33

................... p. 35

CURRENT LIMITS MENU ............. p. 36

—Drive Current Limit

—Regen Current Limit

—Brake Current Limit

—EMR Current Limit

—Interlock Brake Current Limit

—DC Pump Current Limit

—Power Limiting Map

.... p. 37

—PL Nominal Speed

—Delta Speed

—Drive Limiting Map ..... p. 37

—Nominal

—Plus Delta

—Plus 2xDelta

—Plus 4xDelta

—Plus 8xDelta

—Regen Limiting Map

—Nominal

—Plus Delta

—Plus 2xDelta

—Plus 4xDelta

—Plus 8xDelta

THROTTLE MENU

—Throttle Type

—Forward Deadband

—Forward Map

—Forward Max

—Forward Offset

—Reverse Deadband

—Reverse Map

—Reverse Max

—Reverse Offset

—HPD/SRO Type

—Sequencing Delay

—VCL Throttle Enable

BRAKE MEN

* The Brake menu is not typically

applicable to 1298 controllers. If you will be using these parameters in your application, refer to the 1234/36/38 manual.

U *

.... p. 38

....................... p. 39

Curtis 1298 Manual, OS 11

Page 27

3 — PROGRAMMABLE PARAMETERS

Table 3 Programmable Parameter Menus: 1311 Programmer, cont’d

EM BRAKE CONTROL MENU ........ p. 42

—Brake Type —Pull In Voltage —Holding Voltage —Battery Voltage Comp —Set EM Brake On Fault —Set Speed Threshold —Release Delay —Set Speed Settling Time —Torque Preload Delay —Torque Preload Enable —Torque Preload Cancel Delay

DRIVERS MENU

—Main Contactor —Main Enable —Pull In Voltage —Holding Voltage —Battery Voltage Comp —Interlock Type —Open Delay —Checks Enable —Main DNC Threshold —Precharge Enable

—Proportional Driver —PD Enable —Hyd Lower Enable —PD Max Current —PD Min Current —PD Dither % —PD Dither Period —PD Kp —PD Ki

—Fault Checking —Driver1 Checks Enable —Driver2 Checks Enable —Driver3 Checks Enable —Driver4 Checks Enable —PD Checks Enable —External Supply Max —External Supply Min

................ p. 44

........... p. 46

................. p. 47

MOTOR MENU ............................ p. 48

—Typical Max Speed —Swap Encoder Direction —Swap Two Phases —Encoder Steps

—Temperature Control

.......... p. 49

—Sensor Enable

—Sensor Type —Sensor Offset —Temperature Hot —Temperature Max —MotorTemp LOS Max Speed

HYDRAULICS MENU

—Lift Switch Only Enable —Lower Switch Only Enable —Pump Max PWM —Pump Accel Rate —Pump Decel Rate —Lower Accel Rate —Lower Decel Rate —Load Hold Enable —Load Hold Delay —Lift BDI Lockout —Hyd Inhibit Type (HPD)

—Hydraulic Throttle —Hyd Throttle Type —Lift Deadband —Lift Map —Lift Max —Lift Offset —Lower Deadband —Lower Map —Lower Max —Lower Offset —VCL Hyd Throttle Enable

BATTERY MENU

—Nominal Voltage —Undervoltage Cutback Range —User Overvoltage —User Undervoltage —Reset Volts Per Cell —Full Volts Per Cell —Empty Volts Per Cell —Discharge Time —BDI Reset Percent

.................. p. 51

....... p. 53

......................... p. 55

DUAL DRIVE MENU ............ see Sec. 4

of the Dual Drive

addendum, p/n 38272-DD.

VEHICLE MENU .......................... p. 58

—Metric Units

—Speed to RPM

—Capture Speed 1

—Capture Speed 2

—Capture Distance 1

—Capture Distance 2

—Capture Distance 3

EMERGENCY REVERSE MENU ..... p. 59

—EMR Enable

—EMR Type

—EMR Dir Interlock

—EMR Time Limit

—EMR Speed

—EMR Accel Rate

—EMR Decel Rate

INTERLOCK BRAKING MENU

—Enable

—Decel Rate HS

—Decel Rate LS

—Interlock Brake Timeout

CAN INTERFACE MENU

—CANopen Interlock

—CAN Node ID

—Baud Rate

—Heartbeat Rate

—PDO Timeout Period

—Emergency Message Rate

—Suppress CANopen Init

MOTOR CONTROL TUNING MENU

—Motor Characterization Tests

—Field Weakening Control

—FW Base Speed

—Field Weakening

—Weakening Rate

—Motor Type ..................... p. 62

....... p. 60

............... p. 61

. p. 62

.... p. 62

Curtis 1298 Manual, OS 11

Page 28

3 — PROGRAMMABLE PARAMETERS

Individual parameters are presented as follows in the menu charts:

Parameter name Allowable range Description of the parameter’s as it appears in the in the function and, where applicable, programmer display programmer’s units suggestions for setting it

⇓ ⇓ ⇓

Max Speed 100–8000 rpm Deﬁnes the maximum allowed motor rpm at full throttle.

Max_Speed_SpdM 100–8000

⇑ ⇑

Parameter name Allowable range in VCL in VCL units

Note: All bit variables have two VCL parameter names. The ﬁrst is the name of the bit, and the second is the name of the byte containing the bit. The bit position within the byte is indicated in brackets after the byte name.

Examples:

BIT NAME: Metric_Units

BYTE NAME: OptionBits3 [Bit 5]

BIT NAME: EMR_Dir_Interlock

BYTE NAME: EMR_Dir_Interlock_Bit0 [Bit 0]

In the second example, “_Bit0” is part of the byte name, and does not indicate the bit position; this byte, like all bytes, has 8 available bits.

Within the menu charts, each pair of bit variable names is shown as a grouped set, with the bit name appearing ﬁrst and then the byte name:

Metric Units On/Off

Metric_Units On/Off

OptionBits3 [Bit 5]

Curtis 1298 Manual, OS 11

Page 29

3 — PROGRAMMABLE PARAMETERS: Control Mode Select Parameter

CONTROL MODE SELECT

ALLOWABLE PARAMETER RANGE DESCRIPTION

Control Mode Select 0–2 This parameter determines which control method will be in effect when Control_Mode_Select 0–2 programming AC traction motor response:

0 = 1 = 2 = Contact Curtis if you are interested in a custom control method. Note: Do not change this parameter while the controller is powering the motor. Any time this parameter is changed a Parameter Change Fault (fault code 49) is set and must be cleared by cycling power; this protects the controller and the operator.

SPEED MODE EXPRESS SPEED MODE TORQUE MODE.

Note: Motor Speed Constraints

The maximum motor speed of the AC traction motor is a programmable parameter in each control mode. Regardless of which control mode is used, the maximum motor speed the controller will allow is constrained by the number of motor poles, the number of encoder pulses per motor revolution, and the maximum speed constraint imposed by the ﬁrmware.

Electrical frequency constraint

The maximum electrical frequency the controller will output is 300 Hz. To determine how fast this constraint will allow your motor to spin, use the equation

Max Motor RPM = 36000 / Number of Motor Poles

(e.g., a 6-pole motor can run up to 6000 rpm).

Encoder pulses/revolution constraint

The maximum encoder frequency the controller will accept is 10 kHz. To determine how fast this constraint will allow your motor to spin, use the equation

Max Motor RPM = 600000 / Encoder Size

(e.g., a motor with a 128-pulse encoder can run up to 4687 rpm).

Firmware max speed constraint

The overall maximum motor speed allowed is the least of these three constraints.

☞

Curtis 1298 Manual, OS 11

The maximum motor speed the controller will allow is 8000 rpm.

Page 30

3 — PROGRAMMABLE PARAMETERS: Speed Controller Parameters (SPEED MODE EXPRESS)

0 – SPEED MODE EXPRESS SPEED MODE EXPRESS MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Max Speed 100–8000 rpm Deﬁnes the maximum requested motor rpm at full throttle. Partially- Max_Speed_SpdMx 100–8000 applied throttle is scaled proportionately; e.g., 40% applied throttle

corresponds to a request for 40% of the set Max Speed Value. Note: The maximum motor rpm is subject to the constraints on page 25.

Kp 0–100 % Determines how aggressively the speed controller attempts to match Kp_SpdMx 0–8192 the speed of the motor to the commanded speed. Larger values provide

tighter control. If the gain is set too high, you may experience oscillations as the controller tries to control speed. If it is set too low, the motor may behave sluggishly and be difﬁcult to control.

Ki 5–100 % The integral term (Ki) forces zero steady state error, so the motor Ki_SpdMx 50–1000 will run at exactly the commanded speed. Larger values provide tighter

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

Accel Rate 0.1–30.0 sec. Sets the rate (in seconds) at which the speed command increases Accel_Rate_SpdMx 100–30000 when throttle is applied. Larger values represent slower response.

Decel Rate 0.1–30.0 sec. Sets the rate (in seconds) that is used to slow down the vehicle when Decel_Rate_SpdMx 100–30000 the throttle is reduced. Larger values represent slower response.

Brake Rate 0.1–30.0 sec. Sets the rate (in seconds) at which the vehicle slows down when throttle Brake_Rate_SpdMx 100–30000 is applied in the opposite direction. Larger values represent slower

response.

Pump Enable On/Off This parameter should be programmed On to operate a pump motor

AC_Pump_Enable_SpdM

On/Off rather than a vehicle drive motor. Speed controller responsiveness and

AC_Pump_Enable_SpdM_Bit0 [Bit 0] stability are enhanced, and the motor is allowed to turn only in the forward

direction.

Curtis 1298 Manual, OS 11

Page 31

3 — PROGRAMMABLE PARAMETERS: Speed Controller & Velocity Feedforward Parameters (SPEED MODE)

1 – SPEED MODE SPEED CONTROLLER MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Max Speed 100–8000 rpm Deﬁnes the maximum requested motor rpm at full throttle. Partially-applied Max_Speed_SpdM 100–8000 throttle is scaled proportionately; e.g., 40% applied throttle corresponds to

a request for 40% of the set Max Speed Value. If Max_Speed_SpdM is set <100 rpm (through VCL or CAN), the throttle request is zeroed. Note: The maximum motor rpm is subject to the constraints on page 25.

Kp 0–100 % Determines how aggressively the speed controller attempts to match Kp_SpdM 0–8192 the speed of the motor to the commanded speed. Larger values provide

Ki 5–100 % The integral term (Ki) forces zero steady state error, so the motor will run Ki_SpdM 50–1000 at exactly the commanded speed. Larger values provide tighter control.

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

1 – SPEED MODE VELOCITY FEEDFORWARD MENU [OPTIONAL]

ALLOWABLE PARAMETER RANGE DESCRIPTION

Kvff 0–500 A This velocity feedforward term is designed to improve throttle responsive- Kvff_SpdM 0–5000 ness and speed controller performance, especially at low speeds.

For traction systems, set it to 50–70% of the current needed to maintain a very low speed, unloaded, on ﬂat ground. For a pump system, set it to the lowest load current (i.e., the current running at the minimum load). Alternatively, the responsiveness of a pump speed control loop can be signiﬁcantly enhanced by using a VCL program to continuously update this parameter to the appropriate value as each pump load is requested.

Build Rate 0.1–5.0 sec Determines how fast the Kvff term builds up. Vel_FF_Build_Rate_SpdM 100–5000 For traction systems, if you feel or hear the mechanical slop pick up

abruptly when you move the throttle from neutral to a very small value, slowing the build rate (i.e., setting it to a higher value) will soften the feel. For a pump system, start with this parameter at the minimum setting. Slowing it down (i.e., setting it to a higher value) will reduce speed over

shoot if too much feedforward has been commanded.

Release Rate 0.1–2.0 sec Determines how fast the Kvff term releases. If the release seems too abrupt, Vel_FF_Release_Rate_SpdM 100–2000 slowing the release rate (i.e., setting it to a higher value) will soften the feel.

It should be set fast enough (i.e., at a low enough value) to prevent the vehicle from running on after throttle release.

Curtis 1298 Manual, OS 11

Page 32

3 — PROGRAMMABLE PARAMETERS: Acceleration Feedforward Parameters (SPEED MODE)

1 – SPEED MODE ACCELERATION FEEDFORWARD MENU [OPTIONAL]

ALLOWABLE PARAMETER RANGE DESCRIPTION

Kaff 0–500 A This acceleration feedforward term is designed to improve throttle Kaff_SpdM 0–5000 responsiveness and speed controller performance at all speeds. It can be

thought of as a “quick start” function which can enhance responsiveness at all speeds. Using your present accel and decel rates, observe the average current you are running at full throttle at low speeds while accelerating without load on ﬂat ground, and set Kaff to 50–70% of that value. Note: If any accel rate parameters get changed, this parameter will need to be changed also.

Kbff 0–500 A This braking feedforward term is designed to improve braking Kbff_SpdM 0–5000 responsiveness at all speeds.

Using your present decel rates, observe the average current you are running at full throttle braking, and set Kbff to that value.

Build Rate 0.1–5.0 sec Determines how fast the Kaff and Kbff terms build up. Acc_FF_Build_Rate_SpdM 100–5000 For traction systems, if you feel or hear the mechanical slop pick up

Release Rate 0.1–2.0 sec Determines how fast the Kaff and Kbff terms release. It should be set fast Acc_FF_Release_Rate_SpdM 100–2000 enough (i.e., at a low enough value) to prevent the vehicle from running

on after throttle release.

Curtis 1298 Manual, OS 11

Page 33

3 — PROGRAMMABLE PARAMETERS: Response Parameters (SPEED MODE)

1 – SPEED MODE RESPONSE MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Full Accel Rate HS 0.1–30.0 sec Sets the rate (in seconds) at which the speed command increases Full_Accel_Rate_HS_SpdM 100–30000 when full throttle is applied at high vehicle speeds. Larger values

represent slower response. See Figure 7 for relationship between Full Accel Rate HS, Full Accel Rate LS, and Low Accel Rate.

Full Accel Rate LS 0.1–30.0 sec Sets the rate (in seconds) at which the speed command increases Full_Accel_Rate_LS_SpdM 100–30000 when full throttle is applied at low vehicle speeds.

Low Accel Rate 0.1–30.0 sec Sets the rate (in seconds) at which the speed command increases Low_Accel_Rate_SpdM 100–30000 when a small amount of throttle is applied. This rate is typically

adjusted to affect low speed maneuverability.

Neutral Decel Rate HS 0.1–30.0 sec Sets the rate (in seconds) that is used to slow down the vehicle Neutral_Decel_Rate_HS_SpdM 100–30000 when the throttle is released to neutral at high vehicle speeds.

Neutral Decel Rate LS 0.1–30.0 sec Sets the rate (in seconds) that is used to slow down the vehicle Neutral_Decel_Rate_LS_SpdM 100–30000 when the throttle is released to neutral at slow vehicle speeds.

Full Brake Rate HS 0.1–30.0 sec Sets the rate (in seconds) at which the vehicle slows down from high Full_Brake_Rate_HS_SpdM 100–30000 speeds when full brake is applied or when full throttle is applied in the

opposite direction. See Figure 8 for relationship between Full Brake Rate HS, Full Brake Rate LS, and Low Brake Rate.

Full Brake Rate LS 0.1–30.0 sec Sets the rate (in seconds) at which the vehicle slows down from low Full_Brake_Rate_LS_SpdM 100–30000 speeds when full brake is applied or when full throttle is applied in the

opposite direction.

Low Brake Rate 0.1–30.0 sec Sets the rate (in seconds) at which the vehicle slows down at all Low_Brake_Rate_SpdM 100–30000 speeds when a small amount of brake is applied or when a small

amount of throttle is applied in the opposite direction.

Fig. 7 Acceleration

response rate diagram.

In this example,

HS = 70%, LS = 30%, Typ Max Spd = 5000 rpm.

Curtis 1298 Manual, OS 11

Page 34

3 — PROGRAMMABLE PARAMETERS: Fine Tuning Parameters (SPEED MODE)

1 – SPEED MODE FINE TUNING MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Partial Decel Rate 0.1–30.0 sec. Sets the rate (in seconds) that is used to slow down the vehicle Partial_Decel_Rate_SpdM 100–30000 when the throttle is reduced without being released to neutral.

Larger values represent slower response.

HS (High Speed) 0–100 % Sets the percentage of the Typical Max Speed (page 48) above which HS 0–32767 the “HS” parameters will be used.

LS (Low Speed) 0–100 % Sets the percentage of the Typical Max Speed (page 48) below which LS 0–32767 the “LS” parameters will be used.

Reversal Soften 0–100 % Larger values create a softer reversal from regen braking to drive Reversal Soften_SpdM 0–3000 when near zero speed. This helps soften the transition when the regen

and drive current limits are set to different values.

Max Speed Accel 0.1–30.0 sec In some applications, the Max Speed value is changed frequently, Max_Speed_Accel_SpdM 100–30000 through VCL or over the CAN bus. The Max Speed Accel parameter

controls the rate at which the maximum speed setpoint is allowed to change when the value of Max Speed is raised. The rate set by this parameter is the time to ramp from 0 rpm to Typical Max Speed rpm. For example, suppose Max Speed is raised from 1000 rpm to 4000 rpm. If Typical Max Speed is 5000 rpm, and the rate is 10.0 seconds, it will take 10.0 * (4000–1000) / 5000 = 6.0 seconds to ramp from 1000 rpm to 4000 rpm.

Max Speed Decel 0.1–30.0 sec This parameter works like the Max Speed Accel parameter, except that Max_Speed_Decel_SpdM 100–30000 it controls the rate at which the maximum speed setpoint is allowed to

change when the value of Max Speed is lowered For example, suppose you change Max Speed from 4500 rpm to 2500 rpm. If Typical Max Speed is 5000 rpm, and the rate is 5.0 seconds, it will take 5.0 * (4500–2500) / 5000 = 2.0 seconds to ramp from 4500 rpm to 2500 rpm.

Fig. 8 Braking

response rate diagram.

In this example,

HS = 70%, LS = 30%, Typ Max Spd = 5000 rpm.

Curtis 1298 Manual, OS 11

Page 35

3 — PROGRAMMABLE PARAMETERS: Speed Limiter Parameters (TORQUE MODE)

2 – TORQUE MODE SPEED LIMITER MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Max Speed 500–8000 rpm Deﬁnes the maximum allowed motor rpm for torque control mode Max_Speed_TrqM 500–8000 (independent of throttle position). In torque control mode, full throttle

requests 100% of the available torque. Partially-applied throttle is scaled proportionately; e.g., 40% applied throttle corresponds to a request for 40% of the available torque. Note: The maximum motor rpm is subject to the constraints on page 25.

Kp 0–100 % Determines how aggressively the speed controller attempts to limit the Kp_TrqM 0–8192 speed of the motor to Max Speed. Larger values provide tighter control.

If Kp is set too high, you may experience oscillations as the controller tries to control speed. Setting Kp too low may result in a top speed much higher than Max Speed.

Ki 5–100 % The integral term (Ki) forces zero steady state error, so the motor speed Ki_TrqM 50–1000 will be limited to Max Speed. Larger values provide faster control.

If the gain is set too high, you may experience oscillations as the controller tries to limit speed. If it is set too low, it may take a long time for the motor to approach Max Speed from overspeed.

Kd 0–100 % Provides damping as the vehicle approaches top speed, thereby reducing Kd_TrqM 0–8192 overshoot. If Kd is set too high, the vehicle may take too long to reach

top speed. If Kd is set too low, the vehicle may overshoot top speed, especially when traveling downhill.

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Page 36

3 — PROGRAMMABLE PARAMETERS: Response Parameters (TORQUE MODE)

2 – TORQUE MODE RESPONSE MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Accel Rate 0.1–30.0 sec. Sets the rate (in seconds) at which the motor torque increases to full Accel_Rate_TrqM 100–30000 when full throttle is applied. Larger values represent slower response.

Accel Release Rate 0.1–2.0 sec. Determines how quickly deceleration will be initiated when the throttle Accel_Release_Rate_TrqM 100–2000 is released while the vehicle is still accelerating. If the release rate

is fast (i.e., set to a low value), the transition is initiated abruptly. The transition is smoother if the release rate is set to a higher value (slower transition); however, setting the rate too high can cause the vehicle to feel uncontrollable when the throttle is released, as it will continue to drive for a short time.

Brake Rate 0.1–5.0 sec. Adjusts the rate (in seconds) at which braking torque builds as the Brake_Rate_TrqM 100–5000 vehicle transitions from drive to braking when direction is reversed,

the brake pedal is applied, or neutral braking begins. Lower values represent faster times and therefore faster braking; gentler braking is achieved by setting the braking rate to a higher value.

Brake Release Rate 0.1–2.0 sec. Adjusts the rate (in seconds) at which braking torque releases as Brake_Release_Rate_TrqM 100–2000 as the vehicle transitions from braking to drive.

Neutral Braking 0–100 % Neutral braking occurs progressively when the throttle is reduced Neutral_Braking_TrqM 0–32767 toward the neutral position or when no direction is selected. The

neutral braking parameter is adjustable from 0 to 100% of the regen current limit (see Current Limits menu, page 36).

Neutral Taper Speed 200–6000 rpm Determines the motor speed below which braking current is adjusted Neutral_Taper_Speed_TrqM 200–6000 in both the positive and negative directions when throttle is reduced;

see Figure 9.

In the positive direction, the neutral braking current is linearly

reduced from 100% at the Neutral Taper Speed to the Creep Torque current at zero rpm motor speed.

In the negative direction, the restraint current is linearly

increased from the Creep Torque current at zero rpm motor speed to the restraint current at the Neutral Taper Speed.

Note: Setting the taper speed too low may cause oscillations in

the motor.

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3 — PROGRAMMABLE PARAMETERS: Fine Tuning Parameters (TORQUE MODE)

2 – TORQUE MODE FINE TUNING MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Creep Torque 0–100 % Determines the amount of torque applied to the vehicle at a stop with Creep_Torque_TrqM 0–32767 no throttle input, to emulate the feel of an automatic transmission

automobile; see Figure 9. WARNING! When interlock is engaged, creep torque allows vehicle propulsion if a direction is selected even though no throttle is applied. Care should be taken when setting up this parameter. If pedal braking is enabled (see Brake menu in 1234/36/38 manual), creep torque is progressively disabled as brake is applied so as to prevent the motor from driving into the brakes and thus wasting energy.

Brake Full Creep Cancel 25–100 % Determines the amount of brake pedal input that will fully cancel the . Brake_Full_Creep_Cancel_TrqM 8192–32767 creep torque. Amount of cancellation is proportional to the brake input.

Creep Build Rate 0.1–5.0 sec Determines how fast the programmed creep torque builds when Creep_Build_Rate_TrqM 100–5000 a direction is selected.

Creep Release Rate 0.1–5.0 sec Determines how fast the programmed creep torque releases when the Creep_Release_Rate_TrqM 100–5000 brake is cancelling the creep torque or when the direction switches are

cleared (neutral).

Gear Soften 0–100 % Adjusts the throttle take-up from linear (0% setting) to an S curve. Gear_Soften_TrqM 0–5000 Larger values create softer throttle take-up, in forward and reverse.

Softening is progressively reduced at higher speeds; see Figure 10.

Brake Taper Speed 200–6000 rpm Determines the motor speed below which the maximum braking current Brake_Taper_Speed_TrqM 200–6000 is linearly reduced from 100% to 0% at zero speed; see Figure 11.

Setting the taper speed too low for the braking current will cause oscillations in the motor as it attempts to brake the vehicle to a stop on very steep slopes. Taper speed is applicable only in response to brake pedal input; it does not affect direction reversal braking or neutral braking.

Reversal Soften 0–100 % Larger values create a softer reversal from regen braking to drive Reversal_Soften 0–3000 when near zero speed. This helps soften the transition when the regen

and drive current limits are set to different values.

Max Speed Decel 0.1–30.0 sec In some applications, the Max Speed value is changed frequently, Max_Speed_Accel_TrqM 100–30000 through VCL or over the CAN bus. The Max Speed Accel parameter

controls the rate at which the maximum speed setpoint is allowed to change when the value of Max Speed is lowered. The rate set by this parameter is the time to ramp from Typical Max Speed rpm to 0 rpm. For example, suppose you change Max Speed from 3000 rpm to 1000 rpm. If Typical Max Speed is 5000 rpm, and the rate is 5.0 sec

onds, it will take 5.0 * (3000–1000) / 5000 = 2.0 seconds to ramp from 3000 rpm to 1000 rpm.

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Page 38

TIME

TORQUE

Gear Soften = 0%

= 25%

= 50%

= 75%

= 100%

3 — PROGRAMMABLE PARAMETERS: Fine Tuning Parameters (TORQUE CONTROL MODE)

Fig. 9 Throttle mapping (torque control mode).

Fig. 10 Effect

of Gear Soften parameter (torque control mode).

Fig. 11 Effect of Brake

Taper Speed parameter (torque control mode).

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3 — PROGRAMMABLE PARAMETERS: Restraint and Position Hold Parameters

RESTRAINT MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Restraint Forward 0–100 % Increases torque when on a steep hill in order to limit roll-forward speed. Restraint_Forward 0–32767 Setting this parameter too high may cause oscillations in the motor as it

attempts to limit the roll-forward speed.

Restraint Back 0–100 % Increases torque when on a steep hill in order to limit roll-back speed. Restraint_Back 0–32767 Setting this parameter too high may cause oscillations in the motor as it

attempts to limit the roll-back speed.

Soft Stop Speed 0–500 rpm Deﬁnes the speed below which a much slower decel rate is used. Soft_Stop_Speed 0–500 A setting of zero disables the function. Note: This parameter works only

in Speed Mode and Speed Mode Express. Soft Stop Speed is useful for vehicles that have fast deceleration and vehicles operating on ramps using the Position Hold function. With vehicles that have fast deceleration, the driver may ﬁnd the ﬁnal speed reduction to zero rpm uncomfortable; the vehicle may even rock back as a result of tire wind-up. Soft Stop Speed allows the vehicle to slow at the same fast rate until it reaches the set threshold, at which point it changes to a slower (softer) deceleration rate. However, if the threshold is set too high, the vehicle will feel like it is “running on.” When throttle is released on a ramp, the vehicle may roll back before Position Hold (see below) takes control. Soft Speed Stop can be used to reduce the amount of rollback, but shouldn’t be set so high the vehicle drives up the ramp after the throttle is released.

POSITION HOLD MENU [SPEED MODE & SPEED MODE EXPRESS only]

ALLOWABLE PARAMETER RANGE DESCRIPTION

Position Hold Enable On/Off Allows the Position Hold mode to be entered at zero throttle when

Position_Hold_Enable On/Off the vehicle comes to a stop. Position_Hold_Enable_Bit0 [Bit 0] Note: EM Brake Type = 2 also enables the Position Hold function.

Kp 2–100 % Determines the stiffness with which position is regulated when in

Kp_Position_Hold 82–2048 Position Hold mode. High Kp will produce less rollback on a ramp, but

more bouncing; see Kd below. Too much Kp will cause instability.

Kp Deadband (motor degrees) 0–720 motor degrees Allows a position feedback deadband around the setpoint, Kp_Deadband_Position_Hold 0–8192 to help avoid instability caused by gear slop.

Kd 0–100 % Determines the damping in Position Hold mode. Some damping must Kd_Position_Hold 0–8192 be present in the control system to keep the vehicle from oscillating

slowly (“bouncing”). High Kd will improve the dynamic response of the Position Hold controller, but too much Kd will cause fast instability.

Set Speed Settling Time 0–5000 rpm This parameter appears twice in the menu structure. For description, Set_Speed_Settling_Time 0–156 see EM Brake Control menu, page 43.

Set Speed Threshold 5–100 rpm This parameter appears twice in the menu structure. For description, Set_Speed_Threshold 5–100 see EM Brake Control menu, page 43.

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3 — PROGRAMMABLE PARAMETERS: Current Limit Parameters

POSITION HOLD MENU, cont’d

ALLOWABLE PARAMETER RANGE DESCRIPTION

Entry Rate 5–100 % When the vehicle transitions from forward speed to reverse speed Entry_Rate_Position_Hold 50–1000 or from reverse speed to forward speed (for example, when coming to a stop

going up a steep ramp), Position Hold is automatically entered immediately at zero speed—regardless of this parameter. This parameter applies when the vehicle needs to be brought to a stop without the assistance of gravity (for example, when moving forward down a ramp). This rate determines how quickly zero speed is attained after the ramped speed request reaches zero. Setting this parameter too high will make the stop seem very abrupt, and may even cause the vehicle to roll back slightly. When the parameter is set lower, the vehicle take longer to come to a stop and enter Position Hold mode.

Exit Rollback Reduction 0–100 % This function is applicable only when the Torque Preload function has Exit_Rollback_Reduction 0–2048 been disabled (see EM Brake menu), or its timer has expired. It introduces a

proportional feedforward term into the speed controller based on the position signal. For example, suppose the vehicle is on a ramp and a forward throttle request is given such that the vehicle rolls back slightly before climbing the ramp (again, assuming the torque preload function is inactive). As the vehicle rolls back a feedforward torque term proportional to the rollback posi tion will be added to the torque request until forward speed is sensed.

CURRENT LIMITS MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Drive Current Limit 5–100 % Sets the maximum RMS current the controller will supply to the motor

Drive_Current_Limit 1638

–32767 during drive operation, as a percentage of the controller’s full rated

current.* Reducing this value will reduce the maximum drive torque.

Regen Current Limit 5–100 % Sets the maximum RMS regen current, as a percentage of the controller’s

Regen_Current_Limit 1638

–32767 full rated current.* The regen current limit applies during neutral braking,

direction reversal braking, and speed limiting when traveling downhill.

Brake Current Limit 5–100 % Sets the maximum RMS regen current during braking when a brake

Brake_Current_Limit 1638

–32767 command is given, as a percentage of the controller’s full rated current.

Typically the brake current limit is set equal to the regen current limit. The brake current limit overrides the regen current limit when the brake input is active.

EMR Current Limit 5–100 % Sets the maximum RMS current allowed for braking and drive when in

EMR_Current_Limit 1638–32767 emergency reverse. The emergency reverse current limit is a percentage

of the controller’s full rated current.

Interlock Brake Current Limit 5–100 % Sets the maximum RMS regen current during interlock braking, as a

Interlock_Brake_Current_Limit 1638

–32767 percentage of the controller’s full rated current.

DC Pump Current Limit 5–100 % Sets the maximum current the controller will supply to the pump motor

DC_Pump_Current_Limit 1638–32767 during lift operation, as a percentage of the controller’s full rated current.

The full rated current depends on the controller model; see

speciﬁcations in Table D-1 for the rated current of your model.

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3 — PROGRAMMABLE PARAMETERS: Power & Drive Limiting Map Parameters

POWER LIMITING MAP MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Nominal Speed 100–4000 rpm Sets the base speed that will be used in the drive limiting map and

PL_Nominal_Speed 100

Delta Speed 50–1000 rpm Sets the width of the delta increment that will be used in the drive limiting

PL_Delta_Speed 50

ALLOWABLE PARAMETER RANGE DESCRIPTION

Nominal 0–100 % Sets

PL_Drive_Nominal 0

–4000 regen limiting map.

–1000 map and regen limiting map.

DRIVE LIMITING MAP MENU

–32767

Plus Delta 0–100 % Sets

PL_Drive_Nominal_Plus_Delta 0

Plus 2xDelta 0–100 % Sets

PL_Drive_Nominal_Plus_2xDelta 0

Plus 4xDelta 0–100 % Sets

PL_Drive_Nominal_Plus_4xDelta 0

Plus 8xDelta 0–100 % Sets

PL_Drive_Nominal_Plus_8xDelta 0

–32767

Fig. 12 Drive

current limiting map (typical example).

These parameters deﬁne the percentage of drive current limit that will be applied at the speeds deﬁned by the nominal speed and delta speed parameters. The resulting map allows the controller to reduce the drive current as a function of speed. Reducing the power requirements at certain speeds restricts performance. This can be useful for reducing motor heating. It can also be used to keep consistent vehicle power with changing battery state-of-charge.

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3 — PROGRAMMABLE PARAMETERS: Regen Limiting Map Parameters

REGEN LIMITING MAP MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Nominal 0–100 % Sets

PL_Regen_Nominal 0

–32767

Plus Delta 0–100 % Sets

PL_Regen_Nominal_Plus_Delta 0

Plus 2xDelta 0–100 % Sets

PL_Regen_Nominal_Plus_2xDelta 0–32767

Plus 4xDelta 0–100 % Sets

PL_Regen_Nominal_Plus_4xDelta 0–32767

Plus 8xDelta 0–100 % Sets

PL_Regen_Nominal_Plus_8xDelta 0–32767

–32767

Fig. 13 Regen

current limiting map (two examples).

These parameters deﬁne the percentage of regen current limit or braking current limit that will be applied at the speeds deﬁned by the nominal speed and delta speed parameters. The curve can be shaped to limit the available torque at various speeds. One possible use is to compensate for the torque-speed characteristic of the motor.

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3 — PROGRAMMABLE PARAMETERS: Throttle Parameters

THROTTLE MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Throttle Type 1–5 The 1298 controller accepts a variety of throttle inputs. The throttle

Throttle_Type

1–5 type parameter can be programmed as follows:

1 2-wire rheostat, 5k

or 0–5V voltage source

3 2-wire rheostat, 0–5k

4 wigwag 3-wire 1k

or 0–5V voltage source

5 VCL input (

Note: Do not change this parameter while the controller is powering the

motor. Any time this parameter is changed a Parameter Change Fault (fault code 49) is set and must be cleared by cycling power; this protects the controller and the operator.

Forward Deadband 0–5.00 V Deﬁnes the wiper voltage at the throttle deadband threshold. Increasing Forward_Deadband 0–32767 the throttle deadband setting will increase 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.

Forward Map 0–100 % Modiﬁes the vehicle’s response to the throttle input. Setting the throttle Forward_Map 0–32767 map 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 map value is the percentage of controller output at half throttle ((deadband + max)/2).

single-ended 3-wire 1kΩ–10kΩ potentiometer,

Ω–0 input

Ω input

Ω–10kΩ potentiometer,

VCL_Throttle)

Forward Max 0–5.00 V Deﬁnes the wiper voltage required to produce 100% controller output.

Forward_Max 0–32767 Decreasing the throttle max setting reduces the wiper voltage and

Forward Offset 0–100 % Deﬁnes the initial controller output generated when the throttle is ﬁrst

Forward_Offset

0–32767 rotated out of the neutral deadband. For most vehicles, a setting of 0

Note: All four throttle adjustment parameters — Deadband, Map,

☞

Max, Offset — condition the raw throttle voltage into a single % throttle command, as shown in Figure 14.

Curtis 1298 Manual, OS 11

therefore the full stroke necessary to produce full controller output. This parameter allows reduced-range throttle assemblies to be accommodated.

is appropriate. For heavy vehicles, however, increasing the offset may improve controllability by reducing the amount of throttle required to start the vehicle moving.

Page 44

3 — PROGRAMMABLE PARAMETERS:

ALLOWABLE

Reverse Deadband 0–5.00 V

Reverse_Deadband 0–32767

Reverse Map 0–100 %

Reverse_Map 0–32767

Reverse Max 0–5.00 V

Reverse_Max 0–32767

Reverse Offset 0–100 %

Reverse_Offset 0–32767

Throttle Parameters

THROTTLE MENU, cont’d

The four Throttle Reverse parameters are the same as their Throttle Forward counterparts, and apply when the throttle direction is reversed.

Fig. 14 Effect of throttle

adjustment parameters. Together these four generic parameters determine the controller’s response to throttle demand (in forward or reverse) and to brake demand.

In the examples shown in this ﬁgure,

Deadband = 0.5V Max = 4.5V Offset = 0.

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3 — PROGRAMMABLE PARAMETERS: Throttle Parameters

THROTTLE MENU, cont’d

ALLOWABLE

ALLOWABLE PARAMETER RANGE DESCRIPTION

PARAMETER RANGE DESCRIPTION

HPD/SRO Type 0–3 Determines the type of HPD/SRO protection. One type of checks is available

HPD_SRO_Type

0–3 for material-handling vehicles, and two types for golf-style vehicles.

OptionBits1 [Bit 4] If any of the HPD/SRO checks ﬁnds an input sequencing problem, an

HPD/Sequencing Fault (ﬂash code 47) is set.

0 HPD/SRO feature is disabled.

1 HPD/SRO enabled for material-handling vehicles.

HPD: If throttle input is received before interlock input.

SRO: If direction input is received before interlock input.

The HPD/SRO check is made when the interlock input changes

from Off to On. If the throttle input >25% or a direction input is On, an HPD/Sequencing Fault is set. The HPD/Sequencing Fault is cleared by returning the throttle input to <25% and the direction inputs to Off.

2 Golf-style HPD that allows direction reversal while driving.

while vehicle is stationary.

HPD: If throttle input is received before interlock or direction input

SRO: None.

The HPD check is made when the interlock input or direction

inputs are Off and the vehicle is stationary. If the throttle input >25%, an HPD/Sequencing Fault is set. No SRO check is made with this type, so the order of the interlock and direction inputs does not matter The HPD/Sequencing Fault is cleared by returning the throttle input to <25% and the direction inputs to Off.

3 Golf-style HPD that prevents direction reversal while driving.

HPD: If throttle input is received before interlock or direction input.

SRO: None.

HPD check is made when the interlock input or direction

inputs are Off. If the throttle input >25%, an HPD/Sequencing Fault is set. The check is done regardless of vehicle speed, so reversing direction with throttle input >25% will result in a fault. No SRO check is made with this type, so the order of the interlock and direction inputs does not matter The HPD/Sequencing Fault is cleared by returning the throttle input to <25% and the direction inputs to Off.

Sequencing Delay 0.0–5.0 sec. Typically the sequencing delay feature allows the interlock switch to be cycled

Sequencing_Delay

0–312 within a set time (the deﬁned sequencing delay), thus preventing inadvertent

activation of HPD/SRO. This feature is especially useful in applications where the interlock switch may bounce or be momentarily cycled during operation.

VCL Throttle Enable On/Off When programmed On, the throttle processing with fault detection will operate

VCL_Throttle_Enable

On/Off normally; however, the throttle command (see Figure 17, page 93) will require

VCL_Throttle_Enable_Bit0 [Bit 0] VCL to deﬁne the connection between the OS_Throttle and VCL_Throttle

variables. This allows VCL ﬂexibility and customization of throttle processing, while still allowing Throttle_Type 1–4 with throttle fault detection.

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3 — PROGRAMMABLE PARAMETERS: EM Brake Control Parameters

EM BRAKE CONTROL MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Brake Type 0–2 The brake type parameter determines how the EM brake responds to the

EM_Brake_Type

0–2 interlock input, throttle, and vehicle motor speed.

0 EM brake function disabled. The EM brake driver (PWM2) is

released to general I/O use with VCL.

1 EM brake controlled by interlock. The controller will command the

EM brake to release whenever the interlock is closed (Interlock = On). If interlock braking is enabled and the interlock opens when the vehicle is moving at motor speed greater than EM_Brake_Set_Speed_Threshold, the controller will brake the vehicle to a stop (with interlock braking) and then command the EM brake to set. If the vehicle motor speed is less than this threshold, the EM brake will engage after the Sequencing_Delay has expired. If interlock braking is disabled, the EM brake will engage after the Sequencing_Delay has expired.

2 EM brake controlled by interlock and neutral. The controller will

command the EM brake to set whenever the throttle command is zero and motor speed is less than EM_Brake_Set_Speed_Threshold. Position Hold will be enabled automatically.

Pull In Voltage 0–100 % The EM brake pull-in voltage allows a high initial voltage when the EM EM_Brake_Pull_In_Voltage 0–32767 brake ﬁrst turns on, to ensure brake release. After 1 second, this peak

voltage drops to the EM brake holding voltage. To protect the driver hardware from overcurrent, the software puts a limitation on driver output PWM. A PWM output of 1–59% is not allowed and the software will “round up” the PWM to 60%. Setting this parameter to a value <60% will therefore result in an output PWM of at least 60%. Note: The Battery Voltage Compensated parameter controls whether the pull-in and holding voltages are battery voltage compensated.

Holding Voltage 0–100 % The EM brake holding voltage allows a reduced average voltage to be EM_Brake_Holding_Voltage 0–32767 applied to the brake coil once the brake has been released. This

parameter must be set high enough to hold the brake released under all shock and vibration conditions the vehicle will be subjected to. To protect the driver hardware from overcurrent, the software puts a limitation on driver output PWM. A PWM output of 1–59% is not allowed and the software will “round up” the PWM to 60%. Setting this parameter to a value <60% will therefore result in an output PWM of at least 60%. Note: The Battery Voltage Compensated parameter controls whether the pull-in and holding voltages are battery voltage compensated.

Battery Voltage Compensated On/Off This parameter determines whether the EM brake pull-in and holding

EM_Brake_Battery_Voltage_ On/Off voltages are battery voltage compensated. When set On, the pull-in and Compensated holding voltages are compensated relative to the set Nominal Voltage (see EM_Brake_Battery_Voltage_ Battery menu, page 55). In other words, the output voltage is adjusted to Compensated_Bit0 [Bit 0] compensate for swings in battery voltage, so the percentage is relative to

the set Nominal Voltage—not to the actual voltage.

For example, suppose Nominal Voltage is set to 48V and Holding

Voltage is set to 75% (36V) to the output driver. Now suppose the bus volt age dips to 40V. If Battery Voltage Compensated = On, the output will still be 36V (Nominal Voltage × Holding Voltage) to the coil. If Battery Voltage Compensated = Off, the output will be 30V (Actual Voltage × Holding Volt age) to the coil.

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3 — PROGRAMMABLE PARAMETERS: EM Brake Control Parameters

EM BRAKE CONTROL MENU, cont’d

ALLOWABLE PARAMETER RANGE DESCRIPTION

Set EM Brake On Fault On/Off When programmed On, the controller’s operating system will drop the

EM_Brake_Set_Upon_Fault

On/Off electromagnetic brake when a fault occurs that has a fault action of EM_Brake_Set_Upon_ ShutdownEMBrake. See Section 8 for a list of all the faults that have a fault Fault_Bit0 [Bit 0] action of ShutdownEMBrake.

Set Speed Threshold 5–100 rpm Determines the speed below which the EM brake will be commanded

Set_Speed_Threshold 5–100 to set. Setting this speed too high may cause a jerky stop when the EM

brake sets and stops the motor.

Release Delay 40–2000 msec Estimated time for the EM brake to physically release after the pull-in EM_Brake_Release_Delay 5–250 voltage is applied. This is used to ensure the position hold torque buildup

is complete before the brake releases. When set too low, the vehicle may experience rollback on EM brake release.

Set Speed Settling Time 0–5000 msec Determines how long the position hold function is allowed to operate Set_Speed_Settling_Time 0–156 before the EM brake is set. This time should be set long enough for the

position hold to settle. Note: This parameter is applicable only when Speed Mode or Speed

Mode Express is selected and either Position Hold Enable = On or EM Brake Type = 2.

Torque Preload Delay 0–800 msec Estimated worst-case time to build up the torque required to hold the

EM_Brake_Torque_Preload_ 0–100 vehicle stationary on a hill prior to EM brake release. This is used in Delay conjunction with Release Delay to determine when to release the brake

and allow the speed request to slew away from zero. Note: This parameter is applicable only when Speed Mode or Speed

Mode Express is selected and either Position Hold Enable = On or EM Brake Type = 2.

Torque Preload Enable On/Off When enabled, this function eliminates rollback when the throttle is

EM_Brake_Torque_Preload_Enable On/Off re-engaged on a ramp by forcing the vehicle to ﬁrst enter position-hold EM_Brake_Torque_Preload_ before setting the EM brake, and then “remembering” the amount of torque Enable_Bit0 [Bit 0] that was necessary to hold it on the ramp. When throttle is re-engaged,

this value is loaded in the motor before the EM brake is released. The

torque value is cleared automatically when KSI power is cycled. Off = When a valid throttle input is received, the speed controller will start with no torque preload as soon as the Release Delay expires. This will allow some rollback when the EM brake releases. On = When a valid throttle input is received, the speed controller will start with a pre-set torque as measured by position-hold when the vehicle came to a stop. Note: This parameter is applicable only when Speed Mode or Speed

Mode Express is selected and either Position Hold Enable = On or EM Brake Type = 2.

Torque Preload Cancel Delay 0–120 sec The timer starts after the EM brake is set. If the timer expires before the

EM_Brake_Torque_Preload_ 0–15000 throttle is re-engaged, the torque preload memory will be cleared. Setting Cancel_Delay this parameter to zero disables the timer, i.e., the preload is never

cancelled. The purpose of this delay is to prevent the vehicle from lunging forward if it is unloaded on a hill such that the torque measured by position-hold is no longer valid. Note: This parameter is applicable only when Torque Preload Enable = On (see conditions above).

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3 — PROGRAMMABLE PARAMETERS: Main Contactor Parameters

MAIN CONTACTOR MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Main Enable On/Off When programmed On, the controller’s native software controls the main

Main_Enable On/Off contactor when the interlock is enabled or when Pump_Throttle >0. OptionBits1 [Bit 0] When programmed Off, the contactor is controlled by VCL. Note: With

Main Enable programmed Off, 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.

Pull In Voltage 0–100 % The main contactor pull-in voltage parameter allows a high initial voltage Main_Pull_In_Voltage 0–32767 when the main contactor driver ﬁrst turns on, to ensure contactor closure.

After 1 second, this peak voltage drops to the contactor holding voltage To protect the driver hardware from overcurrent, the software puts a limitation on driver output PWM. A PWM output of 1–59% is not allowed and the software will “round up” the PWM to 60%. Setting this parameter to a value <60% will therefore result in an output PWM of at least 60%. Note: The Battery Voltage Compensated parameter (below) controls whether the pull-in and holding voltages are battery voltage compensated.

Holding Voltage 0–100 % The main contactor holding voltage parameter allows a reduced average Main_Holding_Voltage 0–32767 voltage to be applied to the contactor coil once it has closed. This param

eter must be set high enough to hold the contactor closed under all shock and vibration conditions the vehicle will be subjected to

. To protect the driver hardware from overcurrent, the software puts a limitation on driver output PWM. A PWM output of 1–59% is not allowed and the software will “round up” the PWM to 60%. Setting this parameter to a value <60% will therefore result in an output PWM of at least 60%. Note: The Battery Voltage Compensated parameter (below) controls whether the pull-in and holding voltages are battery voltage compensated.

Battery Voltage Compensated On/Off This parameter determines whether the main pull-in and holding voltages

Main_Driver_Battery_Voltage_ On/Off are battery voltage compensated. When set On, the pull-in and holding Compensated voltages are set relative to the set Nominal Voltage (see Battery menu, Main_Driver_Battery_Voltage_ page 55). In other words, the output voltage is adjusted to compensate for Compensated_Bit0 [Bit 0] swings in battery voltage, so the percentage is relative to the set Nominal

Voltage—not to the actual voltage.

For example, suppose Nominal Voltage is set to 48V and Holding

Interlock Type 0–2 Three interlock options are available: Interlock_Type 0–2 0 = interlock turns on with switch 3.

1 = interlock controlled by VCL functions. 2 = interlock turns on with KSI.

Curtis 1298 Manual, OS 11

Page 49

3 — PROGRAMMABLE PARAMETERS: Main Contactor Parameters

MAIN CONTACTOR MENU, cont’d

ALLOWABLE PARAMETER RANGE DESCRIPTION

Open Delay 0–40 sec. Applicable only when Interlock Type = 0 or 1. The delay can be set to allow the Open_Delay 0–2500 contactor to remain closed for a period of time (the delay) 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.

Checks Enable

On/Off When programmed On, the controller performs ongoing checks to ensure that

Checks_Enable On/Off the main contactor has closed properly each time it is commanded to do so, OptionBits1 [Bit 2] and that it has not welded closed. These checks (Main Contactor Welded and

Main Contactor Did Not Close) are not performed if this parameter is Off. The main contactor driver, however, is always protected from short circuits.

Main DNC Threshold 0–84.0 V When Checks Enable = On, this parameter is used as the threshold for Main_DNC_Threshold 0–5376 detecting a Main Did Not Close fault. The Main DNC Threshold is the

maximum voltage difference between the Keyswitch and Capacitor voltages. When the voltage difference is above this threshold, and the battery current is low, a Main Did Not Close fault will be set. Setting this parameter lower will increase the sensitivity of the fault detect. Setting this parameter too low may cause false fault trips due to normal voltage drops between the keyswitch and capacitor voltages. Setting this parameter = 0 V will disable the Main Did Not Close fault check.

Precharge Enable

On/Off Turns the precharge feature on and off. Precharge provides a limited

Precharge_Enable On/Off current charge of the controller’s internal capacitor bank before the main OptionBits2 [Bit 6] contactor is closed. This decreases the arcing that would otherwise occur

when the contactor is closed with the capacitor bank discharged.

Curtis 1298 Manual, OS 11

Page 50

3 — PROGRAMMABLE PARAMETERS: Proportional Driver Parameters

PROPORTIONAL DRIVER MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

PD Enable On/Off Determines how the PWM of the proportional driver is controlled.

PD_Enable On/Off When programmed On, it is controlled by the controller’s PD current control OptionBits1 [Bit 6] software. When programmed Off, it is controlled by the VCL function

Put_PWM (PWM5, value); see Figure 20, page 100.

Hyd Lower Enable

Hyd_Lower_Enable On/Off When programmed Off, lowering is controlled by the VCL variable

OptionBits1 [Bit 7]

PD Max Current 0.0–2.0 A

PD_Max_Current 0–607 This parameter sets the maximum allowed current through the valve,

PD Min Current 0.0–2.0 A

PD_Min_Current 0–607 Most proportional valves need a non-zero closed current in order to start

PD Dither % 0–100 %

PD_Dither_Percent 0–32767 back-and-forth motion of the valve; this keeps the valve lubricated and allows

PD Dither Period 16–112 msec

PD_Dither_Period 1–7

PD Kp 1–100 %

PD_Kp 82–8192 force the control loop to respond quickly but may cause oscillations.

On/Off When programmed On, lowering is controlled by throttle position.

Throttle; see Figure 20, page 100.

The Lower speed is determined by the aperture of the proportional valve.

which in turn deﬁnes its aperture.

Sets the minimum allowed current through the proportional valve.

opening immediately when Lower is requested.

Dither provides a constantly changing current in the coil to produce a rapid

low-friction, precise movement. The PD Dither % parameter speciﬁes the amount of dither as a percentage of the PD max current, and is applied in a continuous cycle of add%-subtract%.

Sets the period for proportional valve dither.

Sets the proportional gain of the current feedback controller. Higher gains

VCL_PD_

PD Ki 1–100 %

PD_Ki 327–32767 to force the error to zero. Higher gains force the control loop to respond

Sets the integral gain of the current feedback controller. Integral gain tries

quickly but may cause oscillations.

* These parameter descriptions assume the proportional driver

is being used to drive a proportional valve, and that the PD current control software is active (PD_Enable = On).

Curtis 1298 Manual, OS 11

Page 51

3 — PROGRAMMABLE PARAMETERS: Fault Checking Parameters

FAULT CHECKING MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Driver1 Checks Enable On/Off C

Driver1_Checks_Enable On/Off

OptionBits2 [Bit 1]

The ﬁve Checks Enable parameters are used to enable driver

Driver2 Checks Enable

On/Off S

Driver2_Checks_Enable On/Off

OptionBits2 [Bit 2]

and coil fault detection at the ﬁve individual drivers (at Pins J1-6, J1-5, J1-4, J1-3, and J1-2). When a Checks parameter is enabled, the associated driver, driver wiring, and driver load are checked to verify that the driver correctly drives the load

Driver3 Checks Enable

On/Off S

Driver3_Checks_Enable On/Off

OptionBits2 [Bit 3]

both high and low. The checks will occur regardless of the PWM output of the driver. The checks will detect both open and shorted conditions. When a fault is detected, the controller opens the driver and issues a fault code.

Driver4 Checks Enable

On/Off S

Driver4_Checks_Enable On/Off

OptionBits2 [Bit 4]

If nothing is connected to a driver, its Checks Enable parameter should be set Off. Note: Short circuit protection is always active at these ﬁve drivers, regardless of how Checks Enable is set.

PD Checks Enable

On/Off S

PD_Checks_Enable On/Off

OptionBits2 [Bit 5]

External Supply Max 5–200 mA Sets the upper threshold of the combined current of the 5V and 12V

External_Supply_Max 52–800 external supplies. At or above this threshold a fault will be created that

can be read by VCL.

External Supply Min 5–200 mA Sets the lower threshold of the combined current of the 5V and 12V External_Supply_Min 52–800 external supplies. At or below this threshold a fault will be created that

can be read by VCL.

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Page 52

3 — PROGRAMMABLE PARAMETERS: Motor Parameters

MOTOR MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Typical Max Speed 500–8000 rpm Set this parameter to the typical maximum motor speed of the vehicle. Typical_Max_Speed 500–8000 This value does not need to be set precisely; an estimate will do.

All of the vehicle response rates are normalized to Typical Max Speed. For example, suppose Typical_Max_Speed is ﬁxed at 6000 rpm, and Full_Accel_Rate_LS_SpdM = 3.0 seconds:

If Max_Speed_SpdM = 6000 rpm, it will take 3.0 sec to accelerate from

zero to top speed (6000 rpm). If Max_Speed_SpdM = 3000 rpm, it will take 1.5 sec to accelerate from zero to top speed (3000 rpm). If Max_Speed_SpdM = 1000 rpm, it will take 0.5 sec to accelerate from zero to top speed (1000 rpm).

Swap Encoder Direction On/Off Changes the motor encoder’s effective direction of rotation. The encoder

Swap_Encoder_Direction OptionBits3 [Bit 0] must be set such that when the motor is turning forward, the controller

On/Off provides data used to calculate motor position and speed. This parameter

reports back a positive motor speed. Positive motor speed must be in the forward direction in order

for the emergency reverse feature to operate properly.

Note: Do not change this parameter while the controller is powering the motor. Any time this parameter is changed a Parameter Change Fault (fault code 49) is set and must be cleared by cycling power; this protects the controller and the operator. Adjusting this parameter can be hazardous. For instructions,

☞

see Section 5, Step

(page 77).

Swap Two Phases On/Off If, after Swap Encoder Direction has been set correctly, the vehicle drives

Swap_Two_Phases OptionBits3 [Bit 3] versa), try changing the setting of the Swap Two Phases parameter. This

Encoder Steps 32–256 Sets the number of encoder pulses per revolution. This must be set to

Encoder_Steps 32–256 match the encoder; see motor nameplate.

On/Off in the wrong direction (i.e., drives forward when in reverse, and vice

parameter has the same effect as physically swapping the cables on any two of the three motor phase connections. Positive motor speed must be in the forward direction in order

for the emergency reverse feature to operate properly.

☞

see Section 5, Step

☞

may cause vehicle malfunction, including uncommanded drive. For instructions, see Section 5, Step

(page 77).

(page 75).

Curtis 1298 Manual, OS 11

Page 53

3 — PROGRAMMABLE PARAMETERS: Motor Temperature Parameters

MOTOR TEMPERATURE CONTROL MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Sensor Enable On/Off When programmed On, the motor temperature cutback and the motor

MotorTemp_Sensor_Enable OptionBits3 [Bit 1] used only if a temperature sensor has been properly conﬁgured.

The motor temperature cutback feature will linearly cutback the drive

On/Off temperature compensation features are enabled. This parameter can be

current from 100% to 0% between the Temperature Hot and Temperature Max temperatures. The motor temperature compensation feature will adapt the motor control algorithms to varying motor temperatures, for improved efﬁciency and more consistant performance.

Sensor Type

MotorTemp_Sensor_Type

Sensor Temp Offset -20 – 20 °C Often the sensor is placed in the motor at a location with a known offset

MotorTemp_Sensor_Offset -200

Temperature Hot 0–250 °C Deﬁnes the temperature at which drive current cutback begins.

MotorTemp_Hot 0

Temperature Max 0–250 °C Deﬁnes the temperature at which drive current is cut back to zero.

MotorTemp_Max 0

1–5 Five sensor types are predeﬁned in the software:.

1–5 Type 1 KTY83–122

Type 2 2 Type 3 KTY84–130 or KTY84–150 Type 4 2 Type 5 PT1000. Custom sensor types can be set up easily, if none of the ﬁve predeﬁned types is appropriate for your application. Please contact your Curtis customer support engineer. Note: The industry standard KTY temperature sensors are silicon

☞

–200 to the critical temperature; the offset can be corrected with this parameter.

–2500

temperature sensors with a polarity band; the polarity band of a KTY sensor must be the end connected to I/O Ground (pin 7).

The parameter can also be used to correct a known offset in the sensor itself.

× Type 1, in series

× Type 3, in series

MotorTemp LOS Max Speed 100–3000 rpm When a Motor Temp Sensor Fault (fault code 29) is set, a LOS (Limited

MotorTemp_LOS_Max_Speed 10

0–3000 Operating Strategy) mode is engaged. The maximum speed is reduced to

Curtis 1298 Manual, OS 11

the programmed Max Speed in the operating mode (Max_Speed_SpdMx, Max_Speed_SpdM, Max_Speed_TrqM) LOS_Max_Speed, whichever is lower.

or to the programmed MotorTemp_

Page 54

3 — PROGRAMMABLE PARAMETERS: Hydraulic Parameters

HYDRAULIC OPERATION

The 1298 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 1298 controlling the pump motor speed. VCL programming and spare 1298 inputs and outputs could be used to control the other hydraulic valves.

Fig. 15 Hydraulic system diagram.

The standard conﬁguration is shown in Figure 15. In some alternative systems a simple open/closed lowering valve is used, as shown in Figure 16.

Fig. 16 Alternative hydraulic system, without proportional lowering.

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Page 55

3 — PROGRAMMABLE PARAMETERS: Hydraulic Parameters

The various hydraulics parameters are used to adjust the system’s operating characteristics—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.

HYDRAULICS MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Lift Switch Only Enable On/Off When programmed On, closing the Lift switch turns on the DC pump,

Lift_Switch_Only_Enable On/Off at its maximum speed. OptionBits4 [Bit 4] When programmed Off, DC pump speed varies according to the position

of the hydraulic throttle. Note: Any time this parameter is changed a Parameter Change Fault (fault code 49) is set and must be cleared by cycling power; this protects the controller and the operator.

Lower Switch Only Enable

Lower_Switch_Only_Enable On/Off completely. OptionBits4 [Bit 5] When programmed Off, the aperture of the proportional valve varies

Pump Max PWM

Pump_Max_PWM 3276–32767 Setting the max PWM sets the maximum speed of the pump motor.

Pump Accel Rate

Pump_Accel_Rate 100–2000 Higher values mean slower acceleration.

Pump Decel Rate

Pump_Decel_Rate 100–2000 Higher values mean slower deceleration.

Lower Accel Rate

Lower_Accel_Rate 100–2000 that controls the lowering function. Higher values mean slower acceleration.

Lower Decel Rate 0.1–2.0 sec Sets the deceleration rate of the current request to the proportional valve

Lower_Decel_Rate 100–2000 that controls the lowering function. Higher values mean slower deceleration.

Load Hold Enable

Load_Hold_Enable On/Off If your application does not include a load hold valve, set this Load_Hold_Enable_Bit0 [Bit 0] parameter Off.

10–100% Deﬁnes the maximum allowed armature PWM output during pump operation.

0.1–2.0 sec Sets the acceleration rate of the throttle request to the DC pump.

0.1–2.0 sec Sets the deceleration rate of the throttle request to the DC pump.

0.1–2.0 sec Sets the acceleration rate of the current request to the proportional valve

On/Off When programmed On, the load hold valve is controlled by Driver 4.

On/Off When programmed On, closing the Lower switch opens the proportional valve

according to the position of the hydraulic throttle. Note: Any time this parameter is changed a Parameter Change Fault (fault code 49) is set and must be cleared by cycling power; this protects the controller and the operator.

Load Hold Delay

Load_Hold_Delay 0–256 action (i.e., after pump speed has reached zero at completion of a lift action,

0–2048 msec Deﬁnes how long the load hold valve is kept open at the end of a lift or lower

Curtis 1298 Manual, OS 11

or after the proportional valve has closed at completion of a lowering action). The load hold valve is either open or shut, which means it closes abruptly. To prevent jitter it is important that the delay time be set long enough for the hydraulic ﬂuid to stop ﬂowing before the load hold valve snaps shut.

Page 56

3 — PROGRAMMABLE PARAMETERS: Hydraulic Parameters

HYDRAULICS MENU, cont’d

ALLOWABLE PARAMETER RANGE DESCRIPTION

Lift BDI Lockout On/Off When programmed On, this parameter enables a check of the

Lift_BDI_Lockout On/Off BDI_Percentage variable. When BDI_Percentage falls to 0%, OptionBits4 [Bit 0] the Pump BDI fault is set and pump operation is locked out starting

with the next pump operation.

Hyd Inhibit Type (HPD)

0–3 The hydraulic inhibit function prohibits lift or lowering operation if the

Hyd_Inhibit_Type 0–3 hydraulic throttle request is greater than 25% within 250 msec of KSI

being turned on.

The following types of hydraulic inhibit can be set:

0 = Hydraulic inhibit disabled.

1 = Hydraulic inhibit enabled for lift (pump) operation

and disabled for lowering operation.

2 = Hydraulic inhibit enabled for lowering operation

and disabled for lift (pump) operation.

3 = Hydraulic inhibit enabled for both lift (pump)

and lowering operation.

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Page 57

3 — PROGRAMMABLE PARAMETERS: Hydraulic Parameters

For variable speed control, a throttle is required. Without a throttle, when the Lift switch is closed the pump accelerates to the set maximum pump speed in the set Pump Accel time; when the Lower switch is closed, the lowering valve current ramps from 0% to 100% in the set Lower Accel time.

HYDRAULIC THROTTLE MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Hyd Throttle Type 1–5 The 1298 controller accepts a variety of throttle inputs. The hydraulic

Hyd_Throttle_Type

1 2-wire rheostat, 5k

3 2-wire rheostat, 0–5k

4 wigwag 3-wire 1k

5 VCL input (

1–5 throttle type parameter can be programmed as follows:

Ω–0 input

single-ended 3-wire 1kΩ–10kΩ potentiometer,

or 0–5V voltage source

Ω input

Ω–10kΩ potentiometer,

or 0–5V voltage source

VCL_Hyd_Throttle)

Note: Any time this parameter is changed a Parameter Change Fault (fault

code 49) is set and must be cleared by cycling power; this protects the controller and the operator

Lift Deadband

Lift_Deadband 0–32767 Increasing the hydraulic throttle deadband setting will increase the neu

Lift Map

Lift_Map 3276–32767 the lift map at 50% provides linear output response to hydraulic throttle

Lift Max

Lift_Max 0–32767 Decreasing the lift max setting reduces the wiper voltage and therefore

0–5.00 V Deﬁnes the wiper voltage at the hydraulic throttle deadband threshold.

tral 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.

10–100% Modiﬁes the pump’s response to the hydraulic throttle input. Setting

position. Values below 50% reduce controller output at low hydraulic throttle settings, thus providing enhanced low-speed control of the pump. Values above 50% give the pump a faster, more responsive feel at low throttle positions. The map value is the percentage of controller output at half throttle ((deadband + max) / 2).

0–5.00 V Deﬁnes the wiper voltage required to produce 100% pump output.

the full stroke necessary to produce full pump output. This parameter al lows reduced-range throttle assemblies to be accommodated.

Lift Offset

Lift_Offset 0–32767 ﬁrst rotated out of the neutral deadband. For most pump systems, a set

0–100% Deﬁnes the initial pump output generated when the hydraulic throttle is

Curtis 1298 Manual, OS 11

ting of zero is appropriate. For some pump systems, however, increasing the offset may improve controllability by reducing the amount of throttle required to start the pump load moving.

Page 58

3 — PROGRAMMABLE PARAMETERS: Hydraulic Parameters

HYDRAULIC THROTTLE MENU, cont’d

ALLOWABLE PARAMETER RANGE DESCRIPTION

Lower Deadband 0–5.00 V Deﬁnes the wiper voltage at the hydraulic throttle deadband threshold. Lower_Deadband 0–32767 Increasing the hydraulic throttle deadband setting will increase the neu

Lower Map

10–100% Modiﬁes the proportional valve driver’s response to the hydraulic throttle

Lower_Map 3276–32767 input. Setting the lower map at 50% provides linear output response to

hydraulic throttle position. Values below 50% reduce the driver’s output at low hydraulic throttle settings, thus providing enhanced low-speed control of the proportional valve. Values above 50% give the proportional valve a faster, more responsive feel at low throttle positions. The map value is the percentage of controller output at half throttle ((deadband + max) / 2).

Lower Max

0–5.00 V Deﬁnes the wiper voltage required to produce 100% proportional valve

Lower_Max 0–32767 driver current. Decreasing the lower max setting reduces the wiper

voltage and therefore the full stroke necessary to produce full driver current. This parameter allows reduced-range throttle assemblies to be accommodated.

Lower Offset

0–100% Deﬁnes the initial proportional valve driver current generated when the

Lower_Offset 0–32767 hydraulic throttle is ﬁrst rotated out of the neutral deadband. For most

hydraulic systems, a setting of zero is appropriate. For some hydraulic systems, however, increasing the offset may improve controllability by reducing the amount of throttle required to open the proportional valve.

VCL Hyd Throttle Enable

On/Off When programmed On, this parameter provides a VCL alternative to

VCL_Hyd_Throttle_Enable On/Off Throttle Type 5, allowing you instead to select Hyd Throttle Types 1–4, VCL_Hyd_Throttle_Enable_ which have automatic throttle fault protection. Bit0 [Bit 0] As shown in the hydraulic command chain (Figure 19, page 97),

enabling this parameter breaks the chain—with the ﬁrst part providing normal throttle pot processing (with throttle fault protection), and the second part under the control of VCL.

However, in order to “combine the best of both worlds,” you must write

VCL code to deﬁne the connection between the OS_Hyd_Throttle and VCL_Hyd_Throttle variables.

This combination allows VCL ﬂexibility and customization of hydraulic

throttle processing, while still allowing hydraulic types 1–4 with their automatic throttle fault detection.

Curtis 1298 Manual, OS 11

Page 59

3 — PROGRAMMABLE PARAMETERS: Battery Parameters

BATTERY MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Nominal Voltage 24–84 V Must be set to the vehicle’s nominal battery pack voltage. This parameter Nominal_Voltage 1536–5376 is used in determining the overvoltage and undervoltage protection thresholds

for the electronic system. Overvoltage protection cuts back regen braking to prevent damage to batteries and other electrical system components due to overvoltage. Undervoltage protection prevents systems from operating at voltages below their design thresholds. The four threshold points are calculated from the Nominal Voltage, Undervoltage Cutback Range, User Overvoltage, and User Undervoltage parameter settings and the controller’s minimum voltage and maximum voltage ratings:

VOLTAGE RATINGS

BROWNOUT MIN MAX CONTROLLER VOLTAGE

VOLTAGE VOLTAGE

24V 15V 16.8V 30V

Overvoltage = Either Max Voltage (see voltage ratings table)

or User Overvoltage × Nominal Voltage, whichever is lower.

Severe Overvoltage = Overvoltage (see previous item) + 10V.

Undervoltage = Either Min Voltage (see voltage ratings table)

or User Undervoltage × Nominal Voltage, whichever is higher.

Severe Undervoltage = Undervoltage point – Undervoltage Cutback Range.

The Brownout Voltage is determined by the controller base type and cannot

be changed. When the capacitor voltage falls below the Brownout voltage the bridge is switched off (i.e., motor current is switched off). If the capacitor voltage stays below the Brownout voltage for > 64 msec the controller will reset (equivalent to cycling the keyswitch). If the capacitor voltage rises above the Brownout voltage before 64 msec have passed the bridge will be reenabled. The Severe Undervoltage point can be set lower than the Brownout voltage.

Undervoltage Cutback Range 2.0–14.0 V This parameter sets the voltage range between the Undervoltage and Undervoltage_Cutback_Range 0–4096 Severe Undervoltage points (see Nominal Voltage description).

A Severe Undervoltage fault will be set if the capacitor voltage falls below either the Severe Undervoltage point (drive current limit set to 0) or the Brownout voltage (bridge disabled, motor current set to 0).

User Overvoltage 115–200 % The value of this parameter is a percentage of the Nominal Voltage setting.

User_Overvoltage 293–512 The User Overvoltage parameter can be used to adjust the overvoltage

threshold, which is the voltage at which the controller will cut back regen braking to prevent damage to the electrical system. Typically this parameter is changed only when the controller is being used in an application at the low end of the controller’s range: such as a 48–80V controller being used in a system with a 48V battery pack. In this case, the overvoltage threshold can be raised by setting the User Overvoltage to a higher value. The overvoltage threshold can never be raised above the controller’s power base maximum voltage rating.

Curtis 1298 Manual, OS 11

Page 60

3 — PROGRAMMABLE PARAMETERS: Battery Parameters

BATTERY MENU, cont’d

ALLOWABLE PARAMETER RANGE DESCRIPTION

User Undervoltage 50–80 % The value of this parameter is a percentage of the Nominal Voltage setting. User_Undervoltage 128–204 The User Undervoltage parameter can be used to adjust the undervoltage

threshold, which is the voltage at which the controller will cut back drive current to prevent damage to the electrical system. Typically this parameter is changed only when the controller is being used in an application at the high end of the controller’s range: such as a 24–36V controller being used in a system with a 36V battery pack. In this case, the undervoltage threshold can be lowered by setting the User Undervoltage to a lower value. The undervoltage threshold can never be lowered below the controller’s power base minimum voltage rating.

BDI Algorithm

The BDI (battery discharge indicator) algorithm continuously calculates the battery state-of-charge whenever KSI is on. The result of the BDI algo rithm is the variable BDI Percentage, which is viewable in the 1311 menu Monitor » Battery. When KSI is turned off, the present BDI Percentage is stored in nonvolatile memory.

The standard values for volts per cell are as follows, for ﬂooded lead

acid and sealed maintenance-free batteries.

BATTERY TYPE

FLOODED SEALED

Reset Volts Per Cell 2.09 2.09 Full Volts Per Cell 2.04 2.04 Empty Volts Per Cell 1.73 1.90

Use the standard values for your type of batteries as the starting point in setting the reset, full, and empty volts-per-cell parameters.

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Page 61

3 — PROGRAMMABLE PARAMETERS: Battery Parameters

BATTERY MENU, cont’d

ALLOWABLE PARAMETER RANGE DESCRIPTION

Reset Volts Per Cell 0.90–3.00 V The reset voltage level is checked only once, when KSI is ﬁrst turned on. BDI_Reset_Volts_Per_Cell 900–3000 Note that the BDI Reset Percent parameter also inﬂuences the algorithm

that determines whether BDI Percentage is reset to 100%. Reset Volts Per Cell should always be set higher than Full Volts Per Cell. Reset Voltage Level = Reset Volts Per Cell × number of cells in the battery pack.

Full Volts Per Cell 0.90–3.00 V The full voltage level sets the Keyswitch Voltage that is considered to be BDI_Full_Volts_Per_Cell 900–3000 100% state-of-charge; when a loaded battery drops below this voltage,

it begins to lose charge. Keyswitch Voltage is viewable in the 1311 menu Monitor » Battery. Full Voltage Level = Full Volts Per Cell × number of cells in the battery pack.

Empty Volts Per Cell 0.90–3.00 V The empty voltage level sets the Keyswitch_Voltage that is considered to BDI_Empty_Volts_Per_Cell 900–3000 be 0% state-of-charge.

Empty Voltage Level = Empty Volts Per Cell × number of cells in the battery pack.

Discharge Time 0–600 min. Sets the minimum time for the BDI algorithm to count down the BDI BDI_Discharge_Time 0–600 Percentage from 100% to 0%. The BDI algorithm integrates the time the

ﬁltered keyswitch voltage is below the state of charge voltage level. When that cumulative time exceeds the Discharge Time / 100, the BDI Percentage is decremented by one percentage point and a new state of charge voltage level is calculated. State of Charge Level = ((Full Voltage Level - Empty Voltage Level) × BDI Percentage / 100) + Empty Voltage Level.

BDI Reset Percent 0–100 % When a battery has a high BDI percentage, its ﬂoat voltage at KSI On BDI_Reset_Percent 0–100 can sometimes cause false resets. The BDI Reset Percent parameter

addresses this problem by allowing the user to deﬁne a BDI Percentage value above which the BDI Percentage variable will not reset. When KSI is ﬁrst powered on, the BDI Percentage variable will reset to 100% only if ((Keyswitch Voltage > Reset Voltage Level) and (BDI Percentage < BDI Reset Percent)).

* To determine the number of cells in your battery pack, divide your Nominal Voltage setting (page 55) by 2.

FOR DUAL DRIVE PARAMETERS, SEE THE DUAL DRIVE ADDENDUM, P/N 38272-DD.

Curtis 1298 Manual, OS 11

DUAL DRIVE MENU

Page 62

3 — PROGRAMMABLE PARAMETERS: Vehicle Parameters

VEHICLE MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Metric Units On/Off When this parameter is programmed On, the distance variables (Vehicle

Metric_Units OptionBits3 [Bit 5] and the Capture Distance variables) will accumulate and display in metric

On/Off Odometer, Braking Distance Captured, Distance Since Stop, Distance Fine,

units (km, meters, or decimeters). When programmed Off, the distance variables will accumulate and display in English units (miles, feet, or inches). Distance variables are displayed in the Monitor

» Vehicle menu, page 71.

Speed to RPM 10.0–3000.0 This parameter affects the vehicle speed displayed in the Monitor

Speed_to_RPM 100–30000 menu (see page 68), and also modiﬁes the VCL variable Vehicle_Speed;

it does to RPM is a conversion factor that scales motor speed to vehicle speed.

KPH to RPM: (G/d)*5305, where G = gear ratio, d = tire diameter [mm].

MPH to RPM: (G/d)*336.1, where G = gear ratio, d = tire diameter [in].

Capture Speed 1 0–8000 rpm The controller captures the time it takes the motor to go from 0 rpm to the Capture_Speed_1 0–8000 programmed Capture Speed. The result is stored as “Time to Speed 1”

in the Monitor motor accelerates from zero speed.

Capture Speed 2 0–8000 rpm This parameter allows a second capture speed to be deﬁned, and works Capture_Speed_2 0–8000 identically to Capture Speed 1. The result is stored as “Time to Speed 2”

in the Monitor

Capture Distance 1 1–1320 The controller captures the time it takes the vehicle to travel from 0 rpm to Capture_Distance_1 1–1320 the programmed Capture Distance. The result is stored as “Time to Dist 1”

in the Monitor vehicle accelerates from zero speed. Note: For accurate distance measuring, the Speed to RPM parameter must be set correctly. With the Metric Units parameter programmed Off, distance is in units of feet. With Metric Units programmed On, distance is in units of meters.

not affect actual vehicle performance. The value entered for Speed

» Vehicle menu (page 71). This timer starts every time the

» Vehicle menu.

» Vehicle menu (page 71). This timer starts every time the

» Motor

Capture Distance 2 1–1320 This parameter allows a second capture distance to be deﬁned, and works

Capture_Distance_2 1–1320 identically to Capture Distance 1. The result is stored as “Time to Dist 2” in

Capture Distance 3 1–1320 This parameter allows a third capture distance to be deﬁned, and works

Capture_Distance_3 1–1320 identically to Capture Distance 1. The result is stored as “Time to Dist 3” in

the Monitor

» Vehicle menu.

Curtis 1298 Manual, OS 11

Page 63

3 — PROGRAMMABLE PARAMETERS: Emergency Reverse Parameters

EMERGENCY REVERSE MENU [SPEED MODE & SPEED MODE EXPRESS only]

ALLOWABLE PARAMETER RANGE DESCRIPTION

EMR Enable On/Off Determines whether the emergency reverse function is active.

EMR_Enable On/Off On = emergency reverse is enabled. OptionBits1 [Bit 1] Off = emergency reverse is disabled.

EMR Type 0–1 Determines where the input comes from for emergency reverse.

EMR_Type 0–1 0 = emergency reverse activated by switch 1 (pin 24).

1 = emergency reverse is activated by VCL functions Enable_Emer_Rev() and Disable_Emer_Rev().

EMR Dir Interlock On/Off Determines whether the interlock switch must be turned off after emergency

EMR_Dir_Interlock On/Off reverse before the vehicle can be driven again. EMR_Dir_Interlock_Bit0 [Bit 0] On = Interlock and throttle and direction must all be cleared.

Off = Only throttle and direction must be cleared.

EMR Time Limit 0–30 sec Deﬁnes how long emergency reverse is allowed to be active after the vehicle EMR_Time_Limit 0–3750 is moving in the reverse direction. This timer will restart if the vehicle ever goes

forward while emergency reverse is still active. The allowable range is 0–30 seconds, where 30 seconds is a special case of no time out. When emergency reverse times out, the Emer Rev Timeout fault is set. Cycling the emergency reverse input will clear the Emer Rev Timeout fault. To stop the vehicle after an EMR event (not move in reverse direction), set this parameter to 0.

EMR Speed 50–6000 rpm Deﬁnes the maximum reverse speed of the motor (in motor rpm), when EMR_Speed 50–6000 emergency reverse is active.

EMR Accel Rate 0.1–3.0 sec Sets the rate (in seconds) at which the vehicle accelerates in the opposite EMR_Accel_Rate 100–3000 direction after it has been brought to a stop. If the vehicle is already traveling in

the reverse direction below the EMR Speed, the EMR Accel Rate will bring the vehicle to the EMR Speed.

EMR Decel Rate 0.1–3.0 sec Sets the rate (in seconds) at which the vehicle brakes to a stop when EMR_Decel_Rate 100–3000 emergency reverse is activated and the vehicle is moving forward. If the vehicle

is already traveling in the reverse direction above the EMR Speed, the EMR Decel Rate will bring the vehicle down to the EMR Speed.

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3 — PROGRAMMABLE PARAMETERS: Interlock Braking Parameters

INTERLOCK BRAKING MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Enable On/Off Determines whether the interlock braking function is active.

Interlock_Brake_Enable On/Off On = The controller will attempt to bring the vehicle to a stop using regen OptionBits3 [Bit 7] braking when the interlock signal is removed.

Off = The controller will disable the bridge after Sequencing Delay expires and allow the vehicle to roll freely when the interlock signal is removed. This option is typically used only when there is a user controlled mechanical or hydraulic brake system.

Decel Rate HS 0.1–30.0 Sets the rate (in seconds) that is used to slow down the vehicle when the

Interlock_Brake_Decel_ 100–30000 interlock is released at high vehicle speeds. Larger values represent slower Rate_HS response.

Decel Rate LS 0.1–30.0 Sets the rate (in seconds) that is used to slow down the vehicle when the

Interlock_Brake_Decel_ 100–30000 interlock is released at low vehicle speeds. Larger values represent slower Rate_LS response.

Interlock Brake Timeout 0–8.0 sec Controls the maximum allowable duration of an interlock braking event.

Interlock_Brake_Timeout 0–1000 The timer starts as soon as the interlock signal is removed. If the time expires

before the vehicle has slowed below the Set_Speed_Threshold, the EM brake will engage automatically. This parameter can be used to allow parallel usage of regen braking and the EM brake to reduce stopping distance. If Interlock Brake Timeout expires and the motor is still moving, regen braking will continue to retard vehicle motion in conjunction with the EM brake. Note: This parameter is only applicable when EM_Brake_Type = 1 or 2

(see page 42).

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3 — PROGRAMMABLE PARAMETERS: CAN Inter face Parameters

CAN INTERFACE MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

CANopen Interlock On/Off When programmed On, CAN NMT State must = 5 (operational state)

CANopen_Interlock_Enable On/Off in order for the interlock to be set; see Monitor

OptionBits3 [Bit 2]

CAN Node ID 0–127 Sets the Node ID of the CANopen Slave system. The Node ID is the

CAN_Node_ID 0

Baud Rate -3 – 2 Sets the CAN baud rate for the CANopen Slave system:

CAN_Baud_Rate -3 – 2 -3=20Kbps, -2=50Kbps, -1=100Kbps,

Heartbeat Rate 16–200 msec Sets the rate at which the CAN heartbeat messages are sent from the

CANopen_Heart_Beat_Rate 4

PDO Timeout Period 0–200 msec Sets the PDO timeout period for the CANopen Slave system. After the

CAN_PDO_Timeout_Period 0

–127 ﬁrst 7 bits of the 11-bit identiﬁer (the COB ID).

0=125Kbps, 1=250Kbps, 2=500Kbps.

–50 CANopen Slave system.

–50 slave controller has sent a PDO MISO, it will declare a PDO Timeout Fault

if the master controller has not sent a reply PDO MOSI message within the set time. Either PDO1 MOSI or PDO2 MOSI will reset the timer. Setting the PDO Timeout Period = 0 will disable this fault check.

» CAN Status menu, page 73.

Emergency Message Rate 16–200 msec Sets the minimum rate between CAN emergency messages from the

CANopen_Emergency_ 4–50 CANopen Slave system. This prevents quickly changing fault states from Message_Rate generating so many emergency messages that they ﬂood the CAN bus.

Suppress CANopen Init 0–1 When Suppress CANopen Init is set = 1, at KSI On the initialization of the

Suppress_CANopen_Init 0–1 CANopen system is suppressed. Typically this is done so that the VCL

program can make changes to the CANopen system before enabling it (by setting the variable Suppress_CANopen_Init = 0 and running the Setup_ CAN() function).

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3 — PROGRAMMABLE PARAMETERS: Field Weakening Control and Motor Type Parameters

MOTOR CHARACTERIZATION TESTS MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

Contact your Curtis customer support engineer if you will be running the AC motor characterization tests yourself. See Initial Setup, step bk, page 78.

FIELD WEAKENING CONTROL MENU

ALLOWABLE PARAMETER RANGE DESCRIPTION

FW Base Speed 200–6000 rpm This parameter needs to be reset each time the Motor Type is changed FW_Base_Speed 200–6000 or the low speed current limit is changed. For example, if you lower

Drive_Current_Limit (page 36) or PL_Drive_Nominal (page 37), you should consider adjusting this parameter. To determine the correct value, perform this tuning test. The test should be run with batteries that have a reasonable charge. In either Torque Control Mode or Speed Control Mode, set your accel rates to be fast—so that you’ll be accelerating at full current during the test. Next, set the Base Speed parameter to the maximum value (so that it will not interfere with the test result). From a stop, apply full throttle and accelerate to high speed and then stop. After stopping, note the value displayed in Monitor » Controller » Motor Tuning » Base Speed Captured, and enter this value for the Base Speed setting. The test restarts each time the vehicle comes to a stop and the throttle is released, so be sure to note the value before driving away.

Field Weakening 0–100 % Determines the amount of high speed power the controller will allow,

Field_Weakening

0–1024 while still maintaining maximum effﬁciency at the allowed power. Reducing

this parameter effectively reduces controller current at high speeds, which can reduce energy consumption and motor heating, but at the expense of reduced available torque from the motor.

Weakening Rate 0–100 % Determines the control loop gains for ﬁeld weakening. Setting the rate too

Field_Weakening_Rate

0–500 low may create surging in the vehicle as it accelerates at mid to high

speeds. Setting the rate too high may create high frequency oscillations (usually audible) when the vehicle accelerates at mid to high speeds.

MOTOR TYPE PARAMETER

ALLOWABLE PARAMETER RANGE DESCRIPTION

Motor Type 0–200 This parameter references a predeﬁned table of motor parameters for many Motor_Type 0–200 AC motors. Consult your local Curtis customer support engineer for

information on how to set this parameter based on your application and motor.

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3 — PROGRAMMABLE PARAMETERS: Controiller Cloning

CLONING (for copying parameter settings to multiple controllers)

Once a controller has been programmed to the desired settings, these settings can be transferred as a group to other controllers, thus creating a family of “clone” controllers with identical settings. Cloning only works between controllers with the same model number and software version. For example, the programmer can read all the information from a 1298-2205 controller and write it to other 1298-2205 controllers; however, it cannot write that same information to 1298-2206 controllers.

To perform cloning, plug the programmer (1311 or 1314) into the controller that has the desired settings. Scroll down to the Functions menu; “Settings” is the only function included here. Select “Get settings from controller” to copy the settings into the programmer.

Plug the programmer into the controller that you want to have these same settings, and select “Write settings to controller.”

Note: For cloning Dual Drive controllers, see the separate Dual Drive addendum, p/n 38272-DD.

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4a — MONITOR MENU

MONITOR MENU

Through its Monitor menu, the 1311 programmer provides access to real-time data during vehicle operation. This information is helpful during diagnostics and troubleshooting, and also while adjusting programmable parameters.

Monitor Menu: INPUTS

DISPLAY VARIABLE RANGE DESCRIPTION

Throttle Command -100–100 % Throttle request to slew rate block.

Throttle_Command -32768–32767

MONITOR MENU

—Inputs ................. p. 64

—Outputs .............. p. 67

—Battery ............... p. 68

—Motor ................. p. 68

—Controller ...........p. 68

–Cutbacks ........ p. 70

–Motor Tuning .. p. 70

—Vehicle ............... p. 71

—CAN Status ........ p. 73

Mapped Throttle -100–100 % Mapped throttle request.

Mapped_Throttle -32768–32767

Throttle Pot 0–5.5 V Voltage at throttle pot wiper (pin 16).

Throttle_Pot_Raw 0–36044

Brake Command 0–100 % Brake request to slew rate block.

Brake_Command 0–32767

Mapped Brake 0–100 % Mapped brake request.

Mapped_Brake 0–32767

Pot2 Raw 0–5.5 V Voltage at pot2 wiper (pin 17).

Pot2_Raw 0–36044

Mapped Hyd Throttle -100 – 100 % Mapped hydraulic throttle request to slew

Mapped_Hyd_Throttle -32767 – 32767 block (from lowering valve or pump).

Pump Throttle 0–100 % Pump throttle request after slew block.

Pump_Throttle 0–32767

PD Throttle 0–100 % Proportional driver current request.

PD_Throttle 0–32767

Steer Pot 0–5.5 V Voltage at steer pot wiper (pin 17) on Dual

Steer_Pot_Raw 0–36044 Drive traction slave.

Steer Angle -90 – 90 deg Steer angle calculated in Dual Drive

Steer_Angle -90 – 90 traction master.

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4a — MONITOR MENU

Monitor Menu: INPUTS,

DISPLAY VARIABLE RANGE DESCRIPTION

cont’d

Interlock On/Off Interlock input on or off. The source of the

Interlock_State On/Off interlock input is determined by the Interlock System_Flags1 [Bit 0] Type parameter:

from Switch 3 (pin 9) if Interlock Type = 0 from VCL function if Interlock Type = 1 from KSI (pin 1) if Interlock Type = 2.

Emer Rev On/Off Emergency reverse input on or off. The

EMR_State On/Off source of the emergency reverse input is System_Flags1 [Bit 1] determined by the EMR Type parameter:

from Switch 1 (pin 24) if EMR Type = 0 from VCL function if EMR Type = 1.

Analog 1 0–10.0 V Voltage at analog 1 (pin 24).

Analog1_Input 0–1023

Analog 2 0–10.0 V Voltage at analog 2 (pin 8).

Analog2_Input 0–1023

Switch 1 On/Off Switch 1 on or off (pin 24).

Sw_1 On/Off Switches [Bit 0]

Switch 2 On/Off Switch 2 on or off (pin 8).

Sw_2 On/Off Switches [Bit 1]

Switch 3 On/Off Switch 3 on or off (pin 9).

Sw_3 On/Off Switches [Bit 2]

Switch 4 On/Off Switch 4 on or off (pin 10).

Sw_4 On/Off Switches [Bit 3]

Switch 5 On/Off Switch 5 on or off (pin 11).

Sw_5 On/Off Switches [Bit 4]

Switch 6 On/Off Switch 6 on or off (pin 12).

Sw_6 On/Off Switches [Bit 5]

Switch 7 On/Off Switch 7 on or off (pin 22).

Sw_7 On/Off Switches [Bit 6]

Switch 8 On/Off Switch 8 on or off (pin 33).

Sw_8 On/Off Switches [Bit 7]

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4a — MONITOR MENU

Monitor Menu: INPUTS, cont’d

DISPLAY VARIABLE RANGE DESCRIPTION

Driver 1 Input On/Off Driver 1 input on or off (pin 6).

Sw_9 On/Off Switches [Bit 8]

Driver 2 Input On/Off Driver 2 input on or off (pin 5).

Sw_10 On/Off Switches [Bit 9]

Driver 3 Input On/Off Driver 3 input on or off (pin 4).

Sw_11 On/Off Switches [Bit 10]

Driver 4 Input On/Off Driver 4 input on or off (pin 3).

Sw_12 On/Off Switches [Bit 11]

PD Input On/Off Proportional driver on or off (pin 2).

Sw_13 On/Off Switches [Bit 12]

DigOut6 Input On/Off Digital Out 6 input on or off (pin 19).

Sw_14 On/Off Switches [Bit 13]

DigOut7 Input On/Off Digital Out 7 input on or off (pin 20).

Sw_15 On/Off Switches [Bit 14]

Switch 16 On/Off Switch 16 on or off (pin 14).

Sw_16 On/Off Switches [Bit 15]

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4a — MONITOR MENU

Monitor Menu: OUTPUTS

DISPLAY VARIABLE RANGE DESCRIPTION

Analog Out 0–10.0 V Voltage at Analog output (pin 30).

Analog_Output 0–32767

Digital Out 6

Dig6_Output On/Off

Digital Out 7

Dig7_Output On/Off

Driver 1 PWM

On/Off Digital Out 6 output on or off (pin 19).

On/Off Digital Out 7 output on or off (pin 20).

0–100 % Driver 1 PWM output (pin 6).

PWM1_Output 0–32767

Driver 2 PWM

0–100 % Driver 2 PWM output (pin 5).

PWM2_Output 0–32767

Driver 3 PWM

0–100 % Driver 3 PWM output (pin 4).

PWM3_Output 0–32767

Driver 4 PWM

0–100 % Driver 4 PWM output (pin 3).

PWM4_Output 0–32767

PD PWM

0–100 % Proportional driver PWM output (pin 2).

PD_Output 0–32767

Pump PWM 0–100 % PWM output of the DC pump motor.

Pump_Output 0–32767

PD Current

0–2.0 A Current at proportional driver (pin 2).

PD_Current 0–607

Pump Current -100 – 400 A Current in the DC pump motor.

Pump_Current -1000 – 4000

0–6.25 V Voltage at +5V output (pin 26).

5 Volts

Five_Volts_Output 0–1023

Ext Supply Current

5–200 mA Combined current of the external +12V and

Ext_Supply_Current 52–800 +5V voltage supplies (pins 25 and 26).

Pot Low

0–6.25 V Voltage at pot low (pin 18).

Pot_Low_Output 0–1023

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4a — MONITOR MENU

Monitor Menu: BATTERY

DISPLAY VARIABLE RANGE DESCRIPTION

BDI 0–100 % Battery state of charge.

BDI_Percentage 0–100

Capacitor Voltage

Capacitor_Voltage 0–6720

Keyswitch Voltage

Keyswitch_Voltage 0–10500

0–105 V Voltage of controller’s internal capacitor bank

at B+ terminal.

0–105 V Voltage at KSI (pin 1).

Monitor Menu: MOTOR

DISPLAY VARIABLE RANGE DESCRIPTION

Motor RPM -12000–12000 rpm Motor speed in revolutions per minute.

Motor_RPM -12000–12000

Temperature

-100–300 °C Temperature sensor readout.

Motor_Temperature -1000–3000

MotorSpeed A

MotorspeedA 0–12000 per minute.

0–12000 rpm Motor encoder phase A speed in revolutions

This can be used to verify that phase A of the encoder is operating correctly. MotorSpeed A should equal MotorSpeed B in a properly operating motor encoder. MotorSpeed A does not indicate direction.

MotorSpeed B

MotorspeedB 0–12000 per minute.

0–12000 rpm Motor encoder phase A speed in revolutions

This can be used to verify that phase B of the encoder is operating correctly. MotorSpeed B should equal MotorSpeed A in a properly operating motor encoder. MotorSpeed B does not indicate direction.

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4a — MONITOR MENU

Monitor Menu: CONTROLLER

DISPLAY VARIABLE RANGE DESCRIPTION

Current (RMS) 0–1000 A RMS current of the controller, taking all Current_RMS 0–10000 three phases into account.

Modulation Depth 0–100 % Percentage of available voltage being used.

Modulation_Depth 0–1182

Frequency -300–300 Hz Controller electrical frequency.

Frequency -18000–18000

Temperature -100–300 °C Controller internal temperature.

Controller_Temperature -1000–3000

Main State 0–10 Main contactor state:

Main_State 0–10 0 = open

1 = precharge 2 = weldcheck 3 = closingdelay 4 = missingcheck 5 = closed (when Main Enable = On) 6 = delay 7 = arccheck 8 = opendelay 9 = fault 10= closed (when Main Enable = Off).

Regen On/Off On when regen braking is taking place;

Regen_State On/Off Off when it is not. System_Flags1 [Bit 2]

VCL Error Module 0–65536 A VCL Runtime Error (fault code 68) will

Last_VCL_Error_Module 0–65536 store additional information about the cause of a VCL runtime error in the VCL VCL Error 0–65536 Error Module and VCL Error variables. The Last_VCL_Error 0–65536 resulting non-zero values can be compared

to the runtime VCL module ID and error code deﬁnitions listed in the controller’s OS SysInfo ﬁle, which should help pinpoint the VCL error that caused the runtime error.

Motor Characterization Error 0–65536 A Motor Characterization Error (fault code 87) Motor_Characterization_Error 0–65536 will store additional information in the Motor

Characterization Error variable:

0 = none

1 = encoder signal seen but unable to determine step size; must set up Encoder Step Size manually 2 = motor temp sensor fault 3 = motor temp hot cutback fault 4 = controller overtemp cutback fault 5 = controller undertemp cutback fault 6 = undervoltage cutback fault 7 = severe overvoltage fault 8 = encoder signal not seen, or one or both channels missing 9 = motor parameters out of character ization range.

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4a — MONITOR MENU

Monitor Menu: CUTBACKS

DISPLAY VARIABLE RANGE DESCRIPTION

Motor Temp Cutback 0–100 % Displays the current available as a result of MotorTempCutback 0–4096 the motor temperature cutback function.

A value of 100% indicates no cutback in current.

Controller Temp Cutback

ControllerTempCutback 0–4096 the controller temperature cutback function.

Undervoltage Cutback

UndervoltageCutback 0–4096 the undervoltage cutback function.

Overvoltage Cutback

OvervoltageCutback 0–4096 the overvoltage cutback function.

DISPLAY VARIABLE RANGE DESCRIPTION

0–100 % Displays the current available as a result

A value of 100% indicates no cutback in current.

0–100 % Displays the current available as a result

A value of 100% indicates no cutback in current.

0–100 % Displays the current available as a result

A value of 100% indicates no cutback in current.

Monitor Menu: MOTOR TUNING

Base Speed Captured 0–8000 rpm Displays the value of the motor base speed

Base_Speed_Captured 0–8000 captured in the most recent acceleration.

This value is used to set the Base Speed parameter (Program Tuning

» Field Weakening Control menu),

using the Base Speed set procedure described on page 62.

» Motor Control

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4a — MONITOR MENU

Note: All vehicle

☞

calculations assume no tire slippage.

DISPLAY VARIABLE RANGE DESCRIPTION

Vehicle Speed -327.7–327.7 Vehicle speed, in units of MPH or KPH, Vehicle_Speed -32768–32767 depending on the setting of the Metric

Vehicle Odometer 0–429496729.5 Vehicle distance traveled, in units of miles Vehicle_Odometer 0–4294967295 or km, depending on the setting of the

Vehicle Acceleration -10–10 g Vehicle acceleration. The Speed to RPM Vehicle_Acceleration -10000–10000 parameter must be set correctly for ac

Time to Speed 1 0–128 sec Time taken for the vehicle to go from zero Time_to_Capture_Speed_1 0–32000 rpm to the programmed Capture Speed 1

Monitor Menu: VEHICLE

Units parameter (see Program menu, page 58). For accurate speed estimates, the Speed to RPM parameter must be set correctly (page 58).

Metric Units parameter (page 58). For accurate distance measurements, the Speed to RPM parameter must be set correctly (page 58).

curate measurement.

(see Program during its most recent such acceleration.

» Vehicle

» Vehicle menu, page 58)

Time to Speed 2 0–128 sec Time taken for the vehicle to go from zero

Time_to_Capture_Speed_2 0–32000 rpm to the programmed Capture Speed 2

(see Program most recent such acceleration.

Time Between Speeds 0–128 sec Time taken for the vehicle to go from Time_Between_Capture_Speeds 0–32000 the programmed Capture Speed 1 to

the programmed Capture Speed 2 (see Program its most recent such acceleration.

Time to Dist 1 0–128 sec Time taken for the vehicle to travel from Time_to_Capture_Dist_1 0–32000 zero rpm to the programmed Capture

Distance 1 (see Program page 58) during its most recent such trip. For accurate distance measurements, the Speed to RPM parameter must be set correctly (page 58).

Time to Dist 2 0–128 sec Time taken for the vehicle to travel from Time_to_Capture_Dist_2 0–32000 zero rpm to the programmed Capture

Distance 2 (see Program » Vehicle menu) during its most recent such trip. For accurate distance measurements, the Speed to RPM parameter must be set correctly (page 58).

» Vehicle menu) during its

» Vehicle menu, page 58) during

» Vehicle menu,

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4a — MONITOR MENU

Monitor Menu: VEHICLE, cont’d

DISPLAY VARIABLE RANGE DESCRIPTION

Time to Dist 3 0–128 sec Time taken for the vehicle to travel from Time_to_Capture_Dist_3 0–32000 zero rpm to the programmed Capture

Distance 3 (see Program during its most recent such trip. For accurate distance measurements, the Speed to RPM parameter must be set correctly (page 58).

» Vehicle menu)

Braking Distance Captured

Braking_Distance_Captured 0–400000000 with vehicle braking (initiated by throttle

Distance Since Stop

Distance_Since_Stop 0–400000000 from a stop. In effect, the vehicle is used

Distance Fine

Distance_Fine_Long -2147483648–2147483647 in both the forward and reverse

-214748364.8–214748364.7 Position measurement. Net distance

0–1000000.0 Distance traveled by the vehicle starting

reversal, VCL_Brake, or interlock braking) and ending when Motor_RPM = 0. Units are meters or feet, depending on the setting of the Metric Units parameter (page 58). For accurate distance measurements, the Speed to RPM parameter must be set correctly (page 58).

0–1000000.0 Distance traveled by the vehicle starting

as a tape measure. (In other words, if you travel 300 feet forward and then 300 feet in reverse, the distance would be 600.) The distance is continuously updated and will stop (and restart) when Motor_RPM = 0. For accurate distance measurements, the Speed to RPM parameter must be set correctly (page 58). Units are meters or feet, depending on the setting of the Metric Units parameter (page 58).

directions. (In other words, if you travel 20 inches forward and then 20 inches in reverse, the distance would be zero.) The distance is con tinuously updated and will roll over when the variable goes over the limits. Units are decimeters or inch es, depending on the setting of the Metric Units parameter (page 58). For accurate distance measurements, the Speed to RPM parameter must be set correctly (page 58).

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4a — MONITOR MENU

Monitor Menu: CAN STATUS

DISPLAY VARIABLE RANGE DESCRIPTION

CAN NMT State 0–127 Controller CAN NMT state: CAN_NMT_State 0–127 0=initialization, 4=stopped, 5=operational,

127=pre-operational.

PDO1 MOSI Byte Map

PDO1 MISO Byte Map

PDO2 MOSI Byte Map

PDO2 MISO Byte Map

* 0 – 232 Mapping objects for PDO1 MOSI’s eight bytes.

* 0 – 232 Mapping objects for PDO1 MISO’s eight bytes.

* 0 – 232 Mapping objects for PDO2 MOSI’s eight bytes.

* 0 – 232 Mapping objects for PDO2 MISO’s eight bytes.

* Each of these byte maps is a submenu containing 8 variables,

one for each byte. Each variable is 32 bits. For example, the

PDO1 MOSI Byte Map menu looks like this:

PDO1 MOSI Byte Map

0 – 232 Mapping object for byte 1 of PDO1 MOSI.

0 – 232 Mapping object for byte 2 of PDO1 MOSI.

0 – 232 Mapping object for byte 3 of PDO1 MOSI.

0 – 232 Mapping object for byte 4 of PDO1 MOSI.

0 – 232 Mapping object for byte 5 of PDO1 MOSI.

0 – 232 Mapping object for byte 6 of PDO1 MOSI.

0 – 232 Mapping object for byte 7 of PDO1 MOSI.

0 – 232 Mapping object for byte 8 of PDO1 MOSI.

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4b — CONTROLLER INFO MENU

CONTROLLER INFORMATION MENU

This menu provides ID and version numbers for your controller hardware and software.

CONTROLLER INFORMATION MENU

DISPLAY VARIABLE RANGE DESCRIPTION

Model Number 0–4294967295 Model number. For example, if you have a Model_Number 0–4294967295 controller with the model number 1298-2207,

the Model Number variable will have a value of 12982207.

Serial Number 0–4294967295 Serial number. For example, if the serial Serial Number 0–4294967295 number printed on your controller is

08045L.11493, the Serial Number variable will have the value of 11493.

Mfg Date Code 0–32767 Controller date of manufacture, with the ﬁrst Manuf_Date 0–32767 two digits indicating the year and the last

three indicating the day. For example, if the serial number printed on your controller is 08045L.11493, the Mfg Date Code variable will have the value of 08045 (45th day of

2008).

Hardware Version 0–32.767 The hardware version number uniquely Hardware_Ver 0–32767 describes the combination of power base

OS Version 0–32767 Version number of the operating system OS_Ver 0–32767 software that is loaded into the controller.

Build Number 0–32767 Build number of the operating system Build_Number 0–32767 software that is loaded into the controller.

SM Version 0–327.67 Version number of the Start Manager SM_Ver 0–32767 software that is loaded into the controller.

Param Blk Version 0–327.67 Version number of the parameter block that Param_Blk_Ver 0–32767 is loaded into the controller.

VCL App Version 0–327.67 Version number of the VCL application VCL_App_Ver 0–32767 software that is loaded into the controller.

assembly and the logic, cap, and IMS board assemblies used in the controller.

This variable speciﬁes the number of the controller’s operating system.

This variable speciﬁes the minor version number of the controller’s operating system.

This value is set in the VCL program by assigning a value to the VCL_App_Ver variable.

major version

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5 — INITIAL SETUP

INITIAL SETUP

The 1298 controller can be used in a variety of vehicles, which differ widely in characteristics. Before driving the vehicle, it is imperative that these initial setup procedures be carefully followed to ensure that the controller is set up to be compatible with your application. The ﬁrst step is to contact Curtis:

BEFORE YOU START

* * *

Correct values for the AC motor parameters (Motor Type, FW Base Speed, and Field Weakening) must be determined individually for each AC motor. You can determine these values in any one of the following ways:

* * *

C A U T I O N

☞

Contact Curtis with the manufacturer’s part num

➡

ber for your motor. We have a database of many AC motors for which we have already determined the correct motor parameter settings.

Use the AC Motor Characterization Procedure,

➡

which has the controller “learn” the AC motor parameter data. The procedure should take about 30 minutes to complete and can be done on the vehicle. Contact Curtis for the procedure. Go ahead and complete setup steps before conducting the characterization procedure.

Send your AC motor to Curtis for testing on the

➡

motor dyno. Your motor’s data will be entered into the Curtis database and we will send you the appropriate parameter values to enter into your controller. Contact Curtis before shipping your motor.

Once you have obtained the correct values for Motor Type, FW Base Speed, and Field Weakening and have set them on your controller (see Motor Control menus, page 62), you can start conducting the setup procedures. Note: If you will be conducting the AC Motor Characterization Procedure, that will come later.

Before starting the setup procedures, jack the vehicle drive wheels up off the ground so that they spin freely. Double-check all wiring to ensure it is consistent with the wiring guidelines presented in Section 2. Make sure all connections are tight. Turn on the controller and plug in the 1311 programmer.

through 9

1 Motor encoder (see page 48)

Set the Encoder Steps parameter to the correct setting for your motor’s position encoder. This information is typically available from the motor manufacturer. If

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5 — INITIAL SETUP

C A U T I O N

☞

the AC Motor Characterization Procedure is used, it can determine the encoder steps (but only for encoders with 32, 64, or 80 ppm).

Setting the Encoder Steps parameter improperly may cause vehicle malfunction, including uncommanded drive.

2 Motor temperature sensor (see page 49)

Set the Sensor Type parameter to the predeﬁned type (1–5) that corresponds to your motor temperature sensor. Typically, the motor temperature sensor will be a thermistor that should be connected from Analog 2 (pin 8) to ground (pin 7) as shown on page 10.

To check whether the parameter settings and the motor thermistor connec tions yield the correct motor temperature, read the Temperature value displayed in the 1311’s Monitor the motor has not been run for many hours, to ensure the motor is at a known (room) temperature. If the 1311 does not display the correct motor temperature, contact your Curtis customer support engineer for help. If the correct motor temperature is not displayed, or if there is no motor temperature sensor, this setup procedure can continue only if the Sensor Enable is set to Off.

If the 1311 displays the correct motor temperature, continue with the procedure and set up the Sensor Enable, Temperature Hot, and Temperature Max parameters.

» Motor menu (page 68). This is typically done when

3 Current limits (see page 36)

The Drive, Regen, Brake, EMR, Interlock, and DC Pump Current Limit parameters are a percentage of the controller’s full rated current. The controller’s full rated current is printed on the label of the controller. Set the six current limit parameters to your desired values.

4 Battery (see page 55)

Set the Nominal Voltage parameter to match the nominal battery pack voltage of your system.

5 Main contactor (see page 44)

Set up the parameters in the Main Contactor menu.

6 EM brake (see pages 42–43)

Set up the parameters in the EM Brake Control menu.

7 Throttle (see pages 11–15 and 39–41)

Before the throttle can be set up the interlock must be veriﬁed as Off, by reading the Interlock value displayed in the Monitor the 1311 indicates the interlock is On, review how you set the Interlock Type parameter (Main Contactor menu) and turn the interlock off. Verify that the

» Inputs menu (page 65). If

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5 — INITIAL SETUP

1311 displays that the interlock is now Off. Contact your Curtis customer support engineer to resolve any issues about the interlock before continuing with the setup procedure.

Once you have veriﬁed the interlock is off, you can set up the throttle input. The Throttle Type parameter must be set to match the type of throttle (1–5) and wiring that you are using, as described on pages 11–15. Adjust the Forward Deadband, Forward Max, Reverse Deadband and Reverse Max param eters to match the range of your throttle. The Throttle Pot value displayed on the Monitor

» Inputs menu (page 64) is useful when setting up these parameters.

For the forward and reverse directions, read the displayed throttle pot voltage at the point when the throttle moves out of neutral and at the point just before full throttle and enter these values for the deadband and max settings for that direction. Set up the other parameters in the Throttle menu as required by the application.

You will be able to verify that your throttle settings are correct by checking the Mapped Throttle value displayed in the Monitor

» Inputs menu

(page 64) over the entire range of throttle pot movement. The value displayed for Mapped Throttle should be = 0% through the range of throttle motion that is considered neutral. The displayed Mapped Throttle should be = 100% through the range of motion that is considered forward throttle max and should be = -100% through the range considered reverse throttle max. Contact your Curtis customer support engineer to resolve any issues about the throttle setup before continuing with the setup procedure.

8 Faults (see Section 8)

Turn the KSI input Off and then On (to clear any parameter change faults) and use the 1311 to check for faults in the controller. All faults must be cleared before continuing with the setup procedure. Use Section 8 for help in trouble shooting. Contact your Curtis customer support engineer to resolve any issues about the faults before continuing with the setup procedure.

9 Setting encoder direction and direction of rotation (see page 48)

With the vehicle drive wheels still jacked up, no faults present in the controller, the interlock Off (as veriﬁed in the Monitor throttle and brake in neutral (Mapped Throttle = 0% and Mapped Brake = 0% in the Monitor the Monitor

» Inputs menu), the encoder direction can be checked. Use

» Motor menu (page 68) to view the Motor RPM display. Turn

the motor by hand and observe the sign of Motor RPM. Positive is forward and negative is reverse. If you get a positive Motor RPM when you rotate the motor in the forward direction, and a negative Motor RPM when you rotate the motor in the reverse direction, the Swap Encoder Direction parameter is correct and should not be changed. If you are getting negative Motor RPM when rotating the motor forward, the Swap Encoder Direction parameter must be changed. Cycle KSI power and repeat the procedure until you are satisﬁed

» Inputs menu, page 65), and both the

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5 — INITIAL SETUP

C A U T I O N

☞

that the Swap Encoder Direction setting is correctly set. If the vehicle will use the emergency reverse feature, the reverse direction (negative Motor RPM) must be correctly selected so that when the Emergency reverse input is active the motor will rotate in the reverse direction. Contact your Curtis customer support engineer to resolve any issues about encoder direction or emergency reverse before continuing with the setup procedure.

Now that you have the encoder direction set correctly, you can test to see which direction the motor will spin due to how the three phase cables (

V, and W) are connected to the motor.

Cycle KSI input Off and then On (to clear any parameter change faults) and use the 1311 to check for faults in the controller. All faults must be cleared before continuing with the setup procedure.

Apply the interlock input and verify that the interlock = On (as veriﬁed in the Monitor

Then, while keeping the brake in neutral, select a direction and apply throttle. The motor should begin to turn, but it may turn in the wrong direction. Observe the direction of rotation of the motor and if it is turning in the wrong direction return the throttle to neutral, and change the setting of the Swap Two Phases parameter. Cycle power, turn on interlock, and turn on direction. Ap ply throttle and verify that the direction of rotation of the motor matches the direction input. If the motor is turning in the correct direction but appears to be “ﬁghting itself ” (struggling at full current while jerkily turning at very low speed), change the direction of the Swap Encoder Direction parameter. If the motor still does not respond properly you should contact your Curtis customer support engineer to resolve any issues about encoder direction or emergency reverse before continuing with the setup procedure.

Do not take the vehicle down off the blocks until the motor is re sponding properly.

Once the motor is responding properly, lower the vehicle to put the drive wheels on the ground.

» Inputs menu).

bk Motor characterization (refer to procedure sent by Curtis)

If you will be conducting the AC Motor Characterization Procedure, do it now. This procedure will determine the values you should set for the Motor Type, FW Base Speed, and Field Weakening parameters (see Motor Control menus, page 62). Note: If you obtained these values and set them before starting the Initial Setup, skip this step.

bl Emergency reverse (see page 59)

Set up the parameters in the Emergency Reverse menu.

bm Interlock braking (see page 60)

Set up the parameters in the Interlock Braking menu.

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5 — INITIAL SETUP

Setting up the hydraulic system

Before beginning the setup procedures for the hydraulics,

• Double-check the hydraulic system wiring to ensure it is consistent with the wiring guidelines presented in Section 2.

• Conﬁrm that the hydraulic system is consistent with with the system diagram shown in either Figure 15 or 16.

• Make sure all electrical and hydraulic connections are tight, and the hydraulic ﬂuid ﬁlled to the appropriate level.

-1 Hydraulic throttle inputs (see pages 50–54)

For simple digital (on/off) inputs using the Lift and Lower switches, set the Lift Switch Only Enable and/or Lower Switch Only Enable parameters to On. If both are set On, the hydraulic throttle is not used and the Hyd Throttle Type should be set to 5.

For variable lift or lower, the hydraulic throttle must be set up. Still with the interlock veriﬁed to be off, the Hyd Throttle Type must be set up to match the type of throttle (1–5) and wiring that you are using, as described in the Hydraulic Throttle menu and on pages 11–15.

Adjust the Lift Deadband, Lift Max, Lower Deadband and Lower Max parameters to match the range of your hydraulic throttle. The Pot2 Raw value displayed on the Monitor

» Inputs menu (page 64) is useful when setting up

these parameters. For lift and lower, read the displayed Pot2 Raw voltage at the point when the throttle moves out of neutral and at the point just before full throttle and enter these values for the deadband and max settings for that direction. Set up the other parameters in the Hydraulic Throttle menu as re quired by the application.

You will be able to verify that your hydraulic throttle settings are correct by checking the Mapped Hyd Throttle value displayed in the Monitor

» Inputs

menu (page 64) over the entire range of throttle movement. The value displayed for Mapped Hyd Throttle should be = 0% through the range of throttle mo tion that is considered neutral. The displayed Mapped Hyd Throttle should be = 100% through the range of motion that is considered Lift throttle max and should be = -100% through the range considered Lower throttle max. Contact your Curtis customer support engineer to resolve any issues about the throttle setup before continuing with the setup procedure

If your application uses a hydraulic load hold valve, set the Load Hold Enable parameter On; otherwise set it Off.

If your application uses a proportional lowering valve, set the PD Max Current, PD Min Current, PD Dither %, and PD Dither Period parameters based on the valve manufacturer’s ratings.

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-2 Load hold valve (see page 51)

-3 Proportional lowering valve (see page 46)

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5 — INITIAL SETUP

-4 Adjustments (see pages 46 and 51–52)

Test the hydraulic system and adjust the Pump Max PWM and PD Max Current (if a proportional valve is used) to give the desired performance.

To further tune the Lift response, adjust the Pump Accel Rate and Pump Decel Rate.

To further tune the Lower response, adjust the Lower Accel Rate and Lower Decel Rate.

If a bump is felt at the end of Lift or Lower operation, increase the Load Hold Delay value to allow the hydraulic ﬂuid to stop ﬂowing before the load hold valve closes.

Set the Lift BDI Lockout and Hyd Inhibit Type (HPD) parameters as required by the application.

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6 — TUNING GUIDE

TUNING GUIDE

Many aspects of vehicle performance can be optimized, using the wide variety of adjustable parameters available to the 1298 controllers. Once a vehicle/mo tor/controller combination has been tuned, the parameter values can be made standard for the 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.

Selecting the control mode (see page 25)

Before starting to tune your vehicle’s performance, you must select which control mode you use. Set the Control Mode Select parameter = 0 (Speed Mode Express) or = 1 (Speed Mode) or = 2 (Torque Mode). Cycle KSI input Off and then On (to clear any parameter change faults) and use the 1311 to check for faults in the controller. Then proceed to the tuning steps for the control mode you have selected.

Conduct the steps in the sequence given, because 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 1298’s powerful features. Please refer to the descriptions in Section 3 if there is any question about what any of the parameters do.

0 - SPEED MODE EXPRESS tuning (see page 26)

Speed Mode Express is the same as Speed Mode with the exception that it has fewer parameters and is therefore simpler to use. Most vehicle applications will ﬁnd success with Speed Mode Express; however, for some applications vehicle performance cannot be satisfactorily ﬁne-tuned in Speed Mode Express. In this case, change your control mode to Speed Mode (i.e., set Control Mode Select =1).

a. Adjust Max Speed to the maximum speed the motor should turn in the vehicle

application; this speed setting corresponds to an input of full throttle.

b. Adjust Typical Max Speed (page 48) to the approximate maximum speed

that the motor will spin. This is usually the same value as the setting for Max Speed, but some applications have a Max_Speed_SpdMx that changes (in the VCL software). If the Max_Speed_SpdMx changes, set Typical Max Speed to the highest speed the motor is expected to reach. This value does not need to be set precisely since it will not change motor performance. Typical Max Speed sets a reference point for the “rate” parameters (accel, decel, brake rates), so that applications that have a changing Max_Speed_SpdMx will not experience changes in the rates (because the rates are referenced to the unchanging Typical Max Speed value). Once you set the Typical Max Speed parameter you should not readjust it without adjusting all the rate parameters as well.

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6 — TUNING GUIDE

c. Kp and Ki typically do not need to be changed as the default values will

work well in most applications. If you want to adjust Kp (for looser or tighter following of the speed trajectory set by the accel, decel, and brake rates), follow the procedure in step “c” in the Speed Mode tuning section.

d. Adjust the Accel Rate and Decel Rate as necessary while moving the throttle

to different positions (i.e., neutral to full throttle, half throttle to full throttle, full throttle to half throttle, full throttle to neutral, neutral to low throttle, etc.).

e. Adjust the Brake Rate as necessary while reversing the throttle input (i.e., full

throttle forward to low throttle reverse, full throttle forward to full throttle reverse, full throttle reverse to low throttle forward, etc.).

1 - SPEED MODE tuning (see pages 27–30)

a. Adjust Max Speed to the maximum speed the motor should turn in the vehicle

application; this speed setting corresponds to an input of full throttle.

b. Adjust the Typical Max Speed (page 48) to the approximate maximum speed

that the motor will spin. This is usually the same value as the setting for Max Speed, but some applications have a Max_Speed_SpdM that changes (in the VCL software). If the Max_Speed_SpdM changes, set the Typical Max Speed to the highest speed the motor is expected to reach. This value does not need to be set precisely since it will not change motor performance. Typi cal Max Speed sets a reference point for the “rate” parameters (accel, decel, brake rates), so that applications that have a changing Max_Speed_SpdM will not experience changes in the rates (because the rates are referenced to the unchanging Typical Max Speed value). Once you set the Typical Max Speed parameter you should not readjust it without adjusting all the rate parameters as well.

c. Kp typically does not need to be changed as the default value will work

well in most applications. This parameter controls how tightly the ac tual motor speed will track the requested speed trajectory (speed trajec tory is set by the accel, decel, and brake rates). If you want to adjust the Kp (for looser or tighter following of the speed trajectory), follow these guidelines.

• Set the following parameters. Before setting them, make a note of their present (default) settings so you can return them to these original values at the end of this procedure.

If your vehicle has an EM Brake, set the Brake Type (page

42) to 1. This setting will release the EM Brake as soon as interlock is asserted.

In the Speed Mode

» Response menu, set all the accel and

decel rates to their fastest values (0.1 seconds); this allows better observation of the system response.

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6 — TUNING GUIDE

In the Speed Mode

Speed to low value (

» Speed Controller menu, set the Max

≈1000 rpm), as high speed operation

is not needed to observe system response.

Set Soft Stop Speed parameter to 0 rpm to disable the soft

stop speed function (see Restraint menu, page 35).

• Cycle KSI to clear any faults.

• Using very quick, pulsing throttle movements, increase the throttle and then release it to 0%. The intent is to give the speed controller torque impulses.

• Increase Kp and repeat the throttle tests. Increase Kp until you start to notice marginal stability (normally motor bouncing, or continuous oscillation in the gears, is heard). Note: It is possible that very heavy vehicles will not experience marginal stability even at the highest setting of Kp.

• Once the Kp setting for marginal stability is found, reduce the Kp value in the 1311 by about one third (i.e., ﬁnal Kp = marginal stability Kp * 2/3).

• If you will be using Speed Mode Express, enter this Kp value for the Kp parameter in the Speed Mode Express menu.

• Set the Brake Type, Accel/Decel Rates, Max Speed, and Soft Stop Speed back to their original values.

d. In the Speed Mode

» Response menu, adjust the ﬁve Accel and Decel Rate

parameters as necessary while moving the throttle to different positions (i.e., neutral to full throttle, half throttle to full throttle, full throttle to half throttle, full throttle to neutral, neutral to low throttle, etc.).

e. In the Speed Mode

» Response menu, adjust the remaining three brake rate

parameters as necessary while reversing the throttle input (i.e., full throttle forward to low throttle reverse, full throttle forward to full throttle reverse, full throttle reverse to low throttle forward, etc.). If a brake input is present in the application (Brake_Pedal_Enable = On) continue adjusting these three brake rates until you are satisﬁed with the response when brake is applied.

f. The parameters in the Speed Mode » Response » Fine Tuning menu typically

do not need to be changed as the default values work well in most applica tions.

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6 — TUNING GUIDE

2 - TORQUE MODE tuning (see pages 31–34)

a. Set Max Speed to the maximum speed you want to limit the motor to.

b. Kp, Ki, and Kd typically do not need to be changed as the default values will

work well in most applications. These parameters control how tightly the controller limits the speed of the motor to the programmed Max Speed.

c. Set Typical Max Speed (page 48) to the expected maximum speed of the motor.

d. Adjust the parameters shown in Figure 9 (page 34) to set up the throttle

mapping:

• Regen Current Limit

(Current Limits menu, page 36)

• Drive Current Limit (Current Limits menu, page 36)

• Restraint Forward, Restraint Back (Restraint menu, page 35)

• Neutral Braking (Torque Mode » Response menu, page 32)

• Neutral Taper Speed (Torque Mode » Response menu, page 32)

• Creep Torque (Torque Mode » Response » Fine Tuning menu, page 33).

e. In the Torque Mode

» Response menu, adjust the four accel, decel, and release

rate parameters as necessary while moving the throttle to different positions (i.e., neutral to full throttle, half throttle to full throttle, full throttle to half throttle, full throttle to neutral, neutral to low throttle, etc.).

f. The other parameters in the Torque Mode

» Response » Fine Tuning menu

typically may need to be changed for some applications. Read the parameter descriptions and adjust as necessary.

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VEHICLE CONTROL LANGUAGE (VCL)

7 — VCL

The 1298 controller has a built-in programmable logic controller with application-speciﬁc functions. VCL (Vehicle Control Language) software provides a way to implement unique and complex vehicle control functions.

VCL is a simple programming language that will feel very familiar to anyone who has worked with BASIC, Pascal, or C. Working with VCL requires the installation of the WinVCL program onto a PC. WinVCL will compile VCL programs and ﬂash download the software into the controller through the computer’s serial port. The install process for WinVCL will also install two important manuals on your PC—the VCL Programmer’s Guide and the VCL Common Functions Manual. These two manuals, which are in PDF format, include more detailed information about VCL than is included here.

This section of the manual summarizes VCL and also describes aspects and functions of VCL that are speciﬁc to the 1298 controller. For a more complete understanding of the functions and capabilities of VCL, see the the WinVCL User’s Guide, VCL Programmer’s Guide, and VCL Common Func tions Manual.

Summary of VCL Basics

• VCL is not case-sensitive:

put_pwm(), Put_PWM(), and PUT_PWM() are identical.

• Spaces in variable names are not allowed in VCL; use underscores

in place of spaces.

Example: Forward_Offset is the VCL name for the 1311 parameter

Forward Offset.

• Functions are followed by parentheses; for example:

Reset_Controller() is a function

Reset_Voltage is a variable.

• Logical statements must be inside parentheses; examples:

IF (setpoint >50)

ELSE IF ((setpoint <20) & (temperature >100)).

• Comments are preceded by semicolons.

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7 — VCL

The VCL functions described in the VCL Common Functions Manual are available on 1298 controllers. The 1298 also has these additional functions:

ENABLE_PRECHARGE() ............ p. 106

DISABLE_PRECHARGE() ........... p. 107

SET_DIGOUT() ............................ p. 108

CLEAR_DIGOUT() ....................... p. 108

ENABLE_EMER_REV() ............... p. 109

DISABLE_EMER_REV() .............. p. 109

SET_INTERLOCK() ..................... p. 110

CLEAR_INTERLOCK() ................ p. 110

SETUP_POT_FAULTS() .............. p. 111

These functions, which are not included in the VCL Common Functions Manual, are described at the end of Section 7.

VARIABLE TYPES

VCL provides dedicated space in which to store custom variables. There are four types of variables, based on their type of storage: volatile storage (RAM) and three types of non-volatile storage (EEPROM) are available.

RAM variables are stored only while power is on; they are lost at powerdown. They must be initialized on power-up by explicit VCL assignments (i.e., User1 = 12).

NVUser1–15 EEPROM variables are 15 variables stored at power-down and recalled by the operating system when the NVM_NVUser_Restore func tion is used. Thus, they can then be recalled at the next power-on cycle, which restores their previous values. See the section on non-volatile memory access in the VCL Common Functions manual for more information.

Block EEPROM are 38 blocks of 15 variables (total of 570 variables), which are stored and recalled using the functions NVM_Block_Read and NVM_ Block_Write. The 38 blocks are called NVM3–NVM40. The read and write functions must point to the RAM variables that the EEPROM blocks should be written from or read to. For example, NVM_Block_Read(NVM10,0,15,User20) will read the 15 variables stored in EEPROM block NVM10 and restore those variables to the 15 variables starting with RAM variable User20 (so the 15 EEPROM variables would be restored to User20–34). See the section on non-volatile memory access in the VCL Common Functions manual for more information.

Parameters EEPROM variables are a special type of EEPROM variable that is intended to be used to create OEM deﬁned 1311 parameters. These 1311 parameters can be deﬁned as 16-bit by using the P_User variables or they can be deﬁned as bit (On/Off) by using the P_UserBit variables. These variables are typically written to EEPROM through the 1311 programmer interface (i.e., when a 1311 user changes a parameter setting using the 1311). They can be used in the VCL code, but changing a P_User (or P_UserBit) value with VCL

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7 — VCL

will only change the variable value in RAM and will not change the value in EEPROM. Thus, these variables are intended for creating and deﬁning 1311 parameters only.

TYPE QUANTITY RANGE

RAM 120 variables User1 – User120

NVUser EEPROM 15 variables NVUser1 – NVUser15

Block EEPROM 38 blocks NVM3 – NVM40 (15 variables each)

Parameters EEPROM 100 variables and P_User1 – P_User100 20 variables of 8 bits P_UserBit1 – P_UserBit20 each (160 bits)

VCL can modify the 1311 control mode parameters in RAM by using the VCL variable name for the 1311 parameter. For example,

Brake_Rate_SpdM = 3000 ;Change Brake Rate to 3.0sec

will change the RAM value of the speed control mode’s Brake Rate; the new value will be used in determining the Controller Torque Command. However, the value of the stored EE value of this parameter remains unchanged; when the controller is turned off, the RAM value will be lost. The next time the controller is powered back on, the “old” value of Brake Rate will be restored from EE memory. VCL cannot write to the EE memory. The 1311 parameter settings in EE memory can be changed by using the 1311 to change the values in the program menus.

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7 — VCL

VCL RUNTIME RATES

VCL is an interpreted language. Each line of VCL code is converted (compiled) into a set of codes and then ﬂash loaded into the controller. The controller interprets these codes one line at a time while the system is powered up. Here are the processing rates of the various functions:

FUNCTION FUNCTION FULL NAME INSTANCES SERVICE RATE

ABS Absolute Value 2 4 ms

ADC Analog to Digital Converter Input 2 1 ms

CAN CAN Communications 15 4 ms

CPY Copy 8 4 ms

DLY Delay 32 1 ms

FLT Filter 4 1 ms

LIM Limit 4 4 ms

MAP Map 4 4 ms

MTD Multiply then Divide 4 4 ms

NVM Non-Volatile Memory 38 2 ms

PID Proportional Integral Derivative 2 4 ms

POT Potentiometer Input 2 8 ms

PWM Pulse Width Modulated Output 6 4 ms

RMP Ramp 4 1 ms

SCL Scaling 4 4 ms

SEL Selector, 2-position switch 8 4 ms

SEL_4P Selector, 4-position switch 8 32 ms

SW Switch Input 1

TMR Timers (hourmeters) 3 1 ms

* 4 ms

* There is only one Switch variable; it has 16 associated bit-variables.

I/O CONTROL WITH VCL

Digital Inputs

The 1298 controller has a total of 16 digital inputs. Eight are switch inputs (Sw_1 through Sw_8, plus Sw_16). These switch inputs are shown on the standard wiring diagram (Figure 3, page 10). The remaining seven digital inputs are less obvious: one on each driver and digital output (Sw_9 through Sw_15). These can be used as digital inputs or to sense the state of the output or its wiring (e.g., open coil check).

To address a digital input in a VCL program, use the desired input label (Sw_1 through Sw_16). You must use On or Off in the code when determining a switch state; using true/false or 1/0 will give erroneous results.

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7 — VCL

if (Sw_1 = ON)

{

;put code here to run when switch 1 is On

}

if (Sw_16 = OFF)

{

;put code here to run when switch 16 is Off

}

All switch inputs are automatically debounced by the VCL operating system. This prevents noisy contacts or contact bounce from causing erroneous events in your VCL code. The debounce time can be varied from 0 to 32 milliseconds in 4ms steps, using this function:

Setup_Switches(5); 20 milliseconds

If this line is not in the VCL code, the debounce time is set at 16 ms.

Driver and Digital Outputs

There are ﬁve driver outputs (PWM1 through PWM5) and two digital outputs (DigOut6 and DigOut7). These outputs have variations in current and frequency range. For their speciﬁcations, see “digital outputs” on page 17.

The driver outputs have high current FET output stages and can be pulse width modulated (PWM) to vary the average output to inductive loads such as contactors and relays. This is useful when the battery voltage needs to be brought down for lower voltage coils. The two digital outputs are 1-amp drivers that are only On or Off.

Drivers use a special VCL function to set their PWM level. This PWM level can be set up in a signal chain to update automatically or can be set di rectly in the main loop. PWM can be set from 0–100% using the digital range of 0 to 32767.

Curtis 1298 Manual, OS 11

Put_PWM(PWM2,16384)

will output a 50% waveform on Driver 2.

Automate_PWM(PWM2,@user1)

will continually update the Driver 2 output with the present value of variable User1. This automate statement needs only to be run once, usually in the ini tialization section of the VCL program. VCL can monitor the present value of a PWM driver: the variable PWMx_Output (where “x” is the PWM channel number) is automatically ﬁlled with the present value of the driver output.

The proportional driver (Driver 5) is different from Drivers 1–4. It can be controlled in two ways: with the proportional driver processing function (see Figure 20, page 100) or with the VCL Put_PWM() function. The VCL statement Put_PWM(PWM5, 16383) will result in a 50% PWM output on pin 2 only if the parameter PD Enable is set to Off. See page 94 for more information on interfacing the proportional driver.

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7 — VCL

Control of the two digital outputs (Digital Outputs 6 and 7) is done using the VCL functions Set_Digout() and Clear_Digout().

Set_DigOut(DigOut6)

will set Digital Output 6 On (active). VCL can monitor the present value of a digital output driver: the bit variable Digx_Output (where “x” is the digital output channel number) is automatically ﬁlled with the present value of the driver output (On or Off ).

It is important to note that all outputs are active Low. With 100% PWM or an output of “On,” the FET or transistor will be pulling hard to ground. A DVM on the output will measure near 0 volts.

Potentiometer Inputs

The 1298 controller has two potentiometer inputs, which are typically used for a traction motor throttle and a pump motor throttle. Many features (map ping, acceleration rates, etc.) are built in as 1311 parameters. Still, there are times that these potentiometer inputs may be needed for other functions such as steering angle or height sensing, or simply as data inputs.

The standard way to input pot information is to set the 1311 parameter Throttle Type (or Hyd Throttle Type) to an appropriate value of 1–4 as shown on pages 11–14. When set to a value of 1–4, the resulting signal chain can operate without the use of any VCL.

However, if an OEM wishes to control the throttle (or hydraulic throttle) signal chain in VCL or use either of the throttle inputs for signals that are not throttle signals, then the 1311 parameter Throttle Type (or Hyd Throttle Type) should be set to a value of 5. Setting the 1311 parameter Throttle Type (or Hyd Throttle Type) to a value of 5 changes the routing of the appropriate signal chain (drive throttle or hydraulic throttle) and allows the VCL program mer access to the Throttle_Pot_Output or Brake_Pot_Output variables; see Figure 17, page 93. (Note that in VCL, the hydraulic throttle output is named Brake_Pot_Output.)

When the Throttle Type = 5, the Throttle_Pot_Output is a VCL variable that the OS will update with the current value of the throttle pot input. Similarly, when the Hyd Throttle Type = 5, the Brake_Pot_Output is a VCL variable that the OS will update with the current value of the hydraulic throttle pot input. However, the value of the Throttle_Pot_Output (or Brake_Pot_Output) will remain clamped to zero until the VCL function Setup_Pot() is executed.

Typically the Setup_Pot() function is executed at the beginning of a VCL program to deﬁne the potentiometer input connection as High and Pot Low connections), Pot Low but no connection to Pot High), or connection to either Pot High or Pot Low).

TWO_WIRE (variable resistor, or rheostat, uses

ONE_WIRE (a voltage input, no

THREE_WIRE potentiometer con-

THREE_WIRE (uses Pot

nections are the same as the 3-wire potentiometer connections shown on page 13 for a Throttle Type 2.

TWO_WIRE potentiometer connections are the same as

the 2-wire potentiometer connections shown on page 12 for a Throttle Type 1.

ONE_WIRE potentiometer connections are the same as the Voltage Source or

Current Source connections shown on page 13 for a Throttle Type 2.

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Note that the Setup_Pot() function will only work (and is only needed) if the corresponding Type is set to 5 (Throttle Type = 5 or Hyd Throttle Type = 5).

Setup_Pot(THROTTLE_POT,THREE_WIRE)

will set up the throttle pot input for wiring using all three connections (pins 15, 16, 18).

To set up the hydraulic throttle pot input for use in VCL, use the Brake_Pot constant in place of the Thottle_Pot constant in the Setup_Pot function.

Setup_Pot(BRAKE_POT,TWO_WIRE)

will set up the hydraulic throttle pot input for wiring using two connections (pins 17, 18).

The 0–100% position of the potentiometer is represented by a value from 0–32767 in VCL. Once set up (through the VCL Setup_Pot() function) the potentiometer value is automatically and continuously loaded into the variable Throttle_Pot_Output or Brake_Pot_Output. It is important to use the correct setup (ONE_WIRE, TWO_WIRE, or THREE_WIRE) since the input is automatically re-scaled for 0–100% based on the wiring used; for example, the voltage at the Pot Low pin is automatically subtracted and re-scaled on a

THREE_WIRE pot.

Another effect of setting Throttle Type = 5 is that the signal chain for the throttle now gets its input from a different source. The input to the throttle chain is now a VCL variable called VCL_Throttle instead of the throttle pot. Similarly, Hyd Throttle Type = 5 means that the hydraulic throttle signal chain will get its input from a VCL variable called VCL_Hyd_Throttle rather than from the hydraulic throttle pot. The VCL_Throttle and VCL_Hyd_Throttle variables will need to be controlled in the VCL program.

One of the unique features of the potentiometer inputs (as opposed to the analog inputs) is that they have automatic pot fault detection functions running in the motor controller OS. The VCL programmer has access to the pot detection functions with the Setup_Pot_Faults() function. With this function, VCL can set the high and low threshold at which a fault occurs. This function also forces the pot value to a deﬁnable level if a fault occurs. Note that the Setup_Pot_Faults() function will work for all throttle Types (1–5). See page 111 for more detail on this function.

Analog Inputs

These controllers have two generic analog inputs (pins 24 and 8). These are shared as switch inputs 1 and 2 (Sw_1, Sw_2). The values of the analog inputs are automatically placed in VCL variables Analog1_Input and Analog2_Input every 1 millisecond. Scaling is 0–10V = 0–1023.

will ﬁll the User2 RAM variable with the value of the voltage at pin 8.

matically placed in VCL variables Analog1_Filtered and Analog2_Filtered. Scaling is 0–10V = 0–1023. The default ﬁlter value is 328 (10 Hz) and can be changed in VCL by changing the Analog1_Filter and Analog2_Filter values. Scaling is 0–999Hz = 0–32767.

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User2 = Analog2_Input

The ﬁltered values of the analog inputs are also available and are auto-

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Analog Output

This controller has one analog output (pin 30). This output is a special driver output. The switching stage is ﬁltered to provide a smooth average voltage, in stead of the actual PWM waveform seen on Drivers 1–5. However, AnalogOut uses the same Put_PWM() and Automate_PWM() used by these other drivers. The scaling is 0–10V = 0–32767.

Put_PWM(PWM6,6553)

will generate 2.0 volts at the analog output. VCL can monitor this output using the variable Analog_Output.

INTERFACING THE THROTTLE AND BRAKE COMMANDS

VCL can interface and modify the throttle, brake, and hydraulic throttle signals at several points; it can be used to create a completely unique command, adjust parameters to provide MultiMode, or modify the command based on steering angle, height, etc.

These signal chains within the controller are sophisticated and ﬂexible. Before applying VCL to modify these chains, it is important to fully under stand the ramiﬁcations of these changes. The AC motor command diagram is presented in Figure 17, and the hydraulic command diagram in Figure 19.

Throttle Processing (Fig. 17)

The throttle signal chain ﬂows left to right starting with the physical throttle pot. The voltage on the throttle wiper input (pin 16) is input into the control ler and has the VCL variable name Throttle_Pot_Raw which is displayed in the 1311 Monitor

» Inputs menu. This throttle signal is then modiﬁed by the

Throttle Type Processing and Throttle Mapping blocks.

The Throttle Type Processing block combines the Throttle Type parameter (see page 39) and the throttle potentiometer input (Throttle_Pot_Raw) to create a 16-bit variable containing the magnitude of the raw command. This raw command passes to the Throttle Mapping block, which re-shapes the throttle signal magnitude and direction based on the various Throttle menu parameters (see pages 39–41) and the direction inputs.

Following the Throttle Mapping block are two switches whose purpose is to give the throttle signal a small value (1 for the forward switch, and -1 for the reverse switch) to indicate that a direction switch is On—but only if the throttle signal output from the Throttle Mapping block is = 0.

The signal then passes through a selector switch. If the Throttle_Type parameter is set to 5 (Throttle Type = VCL input, see page 39), the Throttle Mapping block output signal is ignored and the command comes from the VCL variable VCL_Throttle. The VCL program manipulates the VCL_Throttle variable to get a throttle command. When the Throttle Type is set to 1–4, the variable VCL_Throttle does nothing, and the Throttle Mapping block output signal passes through.

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Fig. 17 Motor command diagram, AC traction motor.

multiplying and summing nodes. These nodes can be adjusted by VCL through the variables Throttle_Multiplier and Throttle_Offset. This is the basic input point for creating functions like MultiMode, dual drive algorithms, and height vs. speed control. Note that the throttle multiplier has a built-in “divide by 128.” This allows the VCL to either multiply (Throttle_Multiplier > 128) or divide (Throttle_Multiplier < 128) the nominal throttle value. Typically the default multiplier is set to 128, thus having no net effect. Both Throttle_Multiplier and Throttle_Offset can be positive or negative.

called Mapped_Throttle, which is displayed in the 1311 Monitor Checking the value of Mapped_Throttle using the 1311 is a good way to see if

Curtis 1298 Manual, OS 11

After the “Throttle Type = 5” switch, the throttle signal is modiﬁed by the

The output of the multiplying and summing nodes is a VCL variable

» Input menu.

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7 — VCL

your Throttle menu parameters are set correctly. A VCL program can control the throttle by changing the variables VCL_Throttle (only if Throttle Type = 5), Throttle_Multiplier, and Throttle_Offset. The effect of these variables can be observed as Mapped_Throttle in the 1311 Monitor » Inputs menu.

The throttle signal continues to a selector switch that will set the throttle signal = 0% if any of the following conditions is present: Interlock_State = Off (see page 65), a fault has set throttle request = 0% (see the Troubleshooting Chart, Table 5), or if Main_State

≠ 5 or 10 (see page 69).

After this selector switch the throttle signal is a VCL variable called Throttle_Command, which is displayed in the 1311 Monitor » Inputs menu. Throttle_Command is the ﬁnal value of the throttle signal chain that is input to the Control Mode Processing block; see Figure 18. Checking the value of Throttle_Command using the 1311 is a good way to see the ﬁnal throttle signal. If ABS(Throttle_Command) > 1 count, the motor controller will output signals to the motor to make it spin.

For investigating why a motor is not spinning, it is useful to use the 1311 to check the state of the throttle signal from beginning to end: using Throttle_Pot_Raw, Mapped_Throttle, and Throttle_Command. Once these values are known, the Motor Command Diagram (Figure 17) can be used to ﬁnd how that signal progressed from input to ﬁnal value.

The following throttle processing variables are accessible by VCL:

VCL VARIABLE ACCESS DESCRIPTION

Throttle_Pot_Raw Read Only Voltage measurement at pin 16, scaled for the proper wiring

Throttle_Pot_Output Read Only Throttle pot input value after being scaled for the proper wiring; for use in VCL program when Throttle Type = 5

OS_Throttle Read Only Throttle pot value after mapping, to be used in VCL when VCL Throttle Enable = On and Throttle Type = 1–4

Mapped_Throttle Read Only Throttle pot value after mapping

VCL_Throttle Read/Write VCL-accessible throttle command

Throttle_Multiplier Read/Write Multiplies or divides the throttle signal

Throttle_Offset Read/Write Provides a +/- offset to the throttle signal

Throttle_Command Read Only Command resulting from throttle processing

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Brake Processing (Fig. 17)

Braking can be programmed in the 1298 through VCL, as shown in the lower portion of Figure 17, rather than through a physical brake pot. The VCL pro gram manipulates the VCL_Brake variable to get a brake command. Custom braking functions can be set up in this fashion; e.g., braking based on a switch position or an internal fault.

After the initial switch, the brake signal passes through a limiter which limits the brake signal to a range of 0–100% (0–32767). After the limiter the brake signal is a VCL variable called Mapped_Brake, which is displayed in the 1311 Monitor Inputs menu.

The brake signal then goes through a second selector switch that will set the brake signal = 0% if the Brake Pedal Enable parameter is set Off. If set On, the brake signal will pass through. The brake signal after this second selector switch is a VCL variable called Brake_Command, which is displayed in the 1311 Monitor Inputs menu. Brake command is the ﬁnal value of the brake signal chain that is input to the Control Mode Processing block; see Figure 18. If Brake_Command is non-zero, the throttle signal will be set to 0%.

The following brake processing variables are accessible by VCL:

VCL VARIABLE ACCESS DESCRIPTION

VCL_Brake Read/Write VCL-accessible brake command

Mapped_Brake Read Only Brake signal value after mapping

Brake_Command Read Only Command resulting from brake processing

Control Mode Processing (Fig. 18) and Final AC Motor Control

Figure 18 begins with the Throttle_Command input. The signal chain is then directed to Speed Mode Express or Speed Mode or Torque Mode, based on Control Mode Select.

The control mode function uses algorithms to convert the incoming throttle signal and the motor rpm input into a Controller Torque Command.

The selected control mode calculates the desired Controller Torque Com mand, which is passed to the Motor Control block (see Figure 17). The Motor Control block uses its mathematical model of the speciﬁc AC induction motor used to generate the high efﬁciency three-phase outputs that are output to the AC motor via the cables connected to the

U, V, and W terminals.

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Fig. 18 Control Mode processing.

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