Curtis PMC 1207 & 1207A Motor Controllers Manual - PDF DOWNLOAD

MANUAL

1207& 1207A MultiMode™ MOTOR CONTROLLERS

© 1999 CURTIS INSTRUMENTS, INC. DESIGN OF CURTIS PMC 1200 SERIES CONTROLLERS PROTECTED BY U.S. PATENT NO. 4626750.

1207 / 1207A Manual p/n 16081, Rev. D: August 1999

1207 / 1207A Manual p/n 16081, Rev. D: August 1999 © 1999 CURTIS INSTRUMENTS, INC.

This electronic version of the 1207/1207A manual is offered as a convenience to our customers. You may download any or all of it.

If you would like a hard copy of the published manual, please order it by part number from the Curtis office nearest you.

The electronic version of the manual is identical to the printed version published in August 1999 and revised March 2000. The revisions are in Figures 4, 4A, and 9A (on pages 8, 24, and 28).

Bookmarks have been added to the electronic version to speed the process of going directly to a particular part of the document.

CONTENTS

CONTENTS 1.

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

2.

INSTALLATION AND WIRING: 1207 controllers ................ 3 1207 Mounting ................................................................... 3 1207 Connections: Low Current ........................................ 4 1207 Connections: High Current ....................................... 5 1207 Adjustment Panel ....................................................... 5 1207 Wiring: Standard Configuration (Series Motor) ......... 6 Power wiring for series motor ...................................... 7 Control wiring for series motor .................................... 7 1207 Wiring: Compound Motor Configuration ................. 8 Power wiring for compound motor .............................. 9 Control wiring for compound motor ........................... 9 1207 Wiring: Throttle ...................................................... 10 5kΩ–0 throttle (“Type 1”) ......................................... 10 0–5V, 0–10V, 3-wire potentiometer, and electronic throttles (“Type 2”) ................................ 11 0–5kΩ throttle (“Type 3”) ......................................... 15 1207 Wiring: Emergency Reverse Check .......................... 15 1207 Switches and Other Hardware ................................. 16 Keyswitch ................................................................... 16 Main contactor .......................................................... 16 Forward/reverse contactors ......................................... 16 F/R and emergency reverse switches ........................... 16 Circuitry protection devices ....................................... 16 1207 Installation Checkout ............................................... 17

2A. INSTALLATION AND WIRING: 1207A controllers ............ 19 1207A Mounting .............................................................. 19 1207A Connections: Low Current .................................... 20 1207A Connections: High Current ................................... 21 1207A Wiring: Standard Configuration (Series Motor) .... 22 Power wiring for series motor .................................... 23 Control wiring for series motor .................................. 23 Curtis PMC 1207/1207A Manual

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iii

CONTENTS

1207A Wiring: Compound Motor Configuration ........... 24 Power wiring for compound motor .......................... 25 Control wiring for compound motor ....................... 25 1207A Wiring: Throttle .................................................. 26 5kΩ–0 throttle (“Type 1”) ....................................... 26 0–5V, 0–10V, 3-wire potentiometer, and electronic throttles (“Type 2”) .............................. 27 0–5kΩ throttle (“Type 3”) ....................................... 29 1207A Wiring: Emergency Reverse Check ...................... 29 1207A Switches and Other Hardware ............................. 30 Keyswitch ................................................................. 30 Main contactor ........................................................ 30 Forward/reverse contactors ....................................... 30 F/R and emergency reverse switches ......................... 30 Circuitry protection devices ..................................... 30 1207A Installation Checkout .......................................... 31 3.

ADJUSTMENT OF PARAMETERS .................................... 33 Electronic Adjustment, via the Programmer .................... 33 Mechanical Adjustment, via the Trimpots (1207 only) ... 34

4.

MAINTENANCE ................................................................. 35 Cleaning .......................................................................... 35 Diagnostic History .......................................................... 35 Testing the Fault Detection Circuitry ............................. 36

5.

DIAGNOSTICS AND TROUBLESHOOTING ................. 37 LED Diagnostics ............................................................. 37 Programmer Diagnostics ................................................. 38

6.

PROGRAMMER OPERATION .......................................... 40 Operating Modes ............................................................ 42 Peace-of-Mind Programming .......................................... 45 Progammer Menus .......................................................... 46

APPENDIX A APPENDIX B

Curtis PMC 1207/1207A Manual

Glossary of Features and Functions .......................... A-1 Specifications; Auxiliary Panels ................................ B-1

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iv

FIGURES

FIGURES FIG.

1: Curtis PMC 1207 and 1207A motor controllers and handheld programmer ...........................................1

FIG.

2: Mounting dimensions, Curtis PMC 1207 controller ........................................ 3

FIG.

3: Standard wiring diagram (series motors), Curtis PMC 1207 controller ........................................ 6

FIG.

4: Compound motor wiring diagram, Curtis PMC 1207 controller ........................................ 8

FIG.

5: Wiring for 5kΩ–0 throttle (1207 controller) .............. 10

FIG.

6: Wiring for 20kΩ potentiometer used as a wigwag-style throttle (1207 controller) ........ 10

FIG.

7: Wiring for 0–5V throttle (1207 controller) ................11

FIG.

8: Wiring for 0–10V throttle (1207 controller) .............. 12

FIG.

9: Wiring for 3-wire pot throttle (1207 controller) .........13

FIG.

10: Wiring for Curtis ET-XXX electronic throttle (1207 controller) ........................................................ 14

FIG.

11: Wiring for 0–5kΩ throttle (1207 controller) .............. 15

FIG.

2A: Mounting dimensions, Curtis PMC 1207A controller ....................................19

FIG.

3A: Standard wiring diagram (series motors), Curtis PMC 1207A controller ....................................21

FIG.

4A: Compound motor wiring diagram, Curtis PMC 1207A controller ....................................24

FIG.

5A: Wiring for 5kΩ–0 throttle (1207A controller) ...........26

Curtis PMC 1207/1207A Manual

v

FIGURES/TABLES

FIG.

6A: Wiring for 20kΩ potentiometer used as a wigwag-style throttle (1207A controller) ......26

FIG.

7A: Wiring for 0–5V throttle (1207A controller) .............27

FIG.

8A: Wiring for 3-wire pot throttle (1207A controller) ......28

FIG.

9A: Wiring for Curtis ET-XXX electronic throttle (1207A controller) ......................................................28

FIG.

10A: Wiring for 0–5kΩ throttle (1207A controller) ...........29

FIG.

11A: Alternative wiring for emergency reverse check (1207A controller) ......................................................29

TABLES TABLE

1: LED codes ..................................................................37

TABLE

2: Troubleshooting chart ................................................39

Curtis PMC 1207/1207A Manual

vi

1 — OVERVIEW

1

OVERVIEW Curtis PMC 1207/1207A programmable motor speed controllers provide efficient, cost-effective, and simple-to-install control for a variety of small electric vehicles. Typical applications include walkie fork/pallet trucks, mini personnel carriers, and sweepers. The microprocessor-based logic section combined with a proven MOSFET power section gives the 1207/1207A controllers high power and advanced features in a simple, compact package. The optional handheld programmer enables the user to set parameters, conduct tests, and obtain diagnostic information quickly and easily.

Fig. 1 Curtis PMC

1207 and 1207A electronic motor controllers and handheld programmer.

Like all Curtis PMC motor controllers, the 1207 and 1207A models offer superior operator control of the vehicle’s motor drive speed. Features include: ✓

Power MOSFET design, providing • infinitely variable drive and plug brake control • silent high-frequency operation • high efficiency (for reduced motor and battery losses)

✓

Compact size

✓

Overvoltage and undervoltage protection

✓

Thermal protection and compensation circuitry provides undertemperature cutback, constant current limit, and linear rollback in overtemperature— thus preventing sudden power loss regardless of thermal conditions More Features

Curtis PMC 1207/1207A Manual

☞ 1

1 — OVERVIEW

✓

Intelligent handheld programmer (optional) provides a full set of parameter and function settings

✓

Diagnostic and test information for the controller—and other system components—readily available both on-board and through the programmer

✓

On-board potentiometers allow direct manual adjustment of acceleration rate, creep speed, maximum speed, plug current, and main current limit (1207 single-mode models only)

✓

Circuitry and software detects faults in the throttle circuit, MOSFET drive circuit, MOSFET transistors, contactor drivers, and contactors—ensuring that the controller meets EEC fault detect requirements

✓

Input sequencing options include neutral start and static return to off (SRO)

✓

Microprocessor-controlled contactor sequencing provides true arcless contactor switching

✓

Smooth, controlled plug braking—with either variable (throttle-dependent) or fixed plug current limit

✓

Neutral braking option provides automatic plug braking in neutral

✓

MultiMode™ input selects between two different operating modes, thus allowing optimization of vehicle characteristics for different driving conditions

✓

Emergency reverse (belly button switch) with a single input

✓

Ramp-start feature provides full power for starting on ramps

✓

Simple contactor and switch wiring, with coil drivers monitored for faults— thus ensuring fail-safe operation

✓

Flexible throttle circuitry accommodates a variety of throttle types

✓

Programmable “ramp shape” (static throttle map) provides flexibility in selecting throttle response feel

✓

Connections made by solid copper power busses with a polarized Molex connector for control signals

✓

Solid, well-protected construction—with an aluminum mounting plate and injection-molded cover.

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

Curtis PMC 1207/1207A Manual

2

2 — INSTALLATION & WIRING: 1207 Controller

2

INSTALLATION AND WIRING: 1207 MOUNTING The 1207 controller can be oriented in any position, but the location should be carefully chosen to keep the controller as clean and dry as possible. If a clean mounting location cannot be found, a cover must be used to shield the controller from water and contaminants.

To ensure full rated output power, the controller should be fastened to a clean, flat metal surface with three screws. The case outline and mounting hole dimensions are shown in Figure 2. The controller should be mounted with sufficient clearance to allow the sliding cover to be opened, providing access to

Fig. 2 Mounting

165 (6.50)

dimensions, Curtis PMC 1207 controller.

127 (5.00)

22 (0.85)

28 (1.10)

122 (4.80)

CL

66 (2.60)

SLIDING COVER

6.6 (0.26) dia., 3 plcs 152 (6.00)

6.5 (0.25)

21 × 16 × 1.5 (0.83 × 0.63 × 0.06); 8.4 (0.33) dia. hole thru 60 (2.35) 4.8 (0.19)

Dimensions in millimeters and (inches)

Curtis PMC 1207/1207A Manual

3

2 — INSTALLATION & WIRING: 1207 Controller

the user-adjustable potentiometers. Access is also needed to plug the programmer into the connector beneath the sliding cover, and to view the Status LED. Although not usually necessary, a thermal joint compound can be used to improve heat conduction from the case to the mounting surface.

CONNECTIONS: Low Current An integrated 16-pin low power connector molded into the front of the controller provides the low power logic control connections (see pin list below). The mating connector is Molex Mini-Fit Jr., part number (5557) 39-01-2165.

Contact Molex regarding compatible pins for various wire sizes.

Curtis PMC 1207/1207A Manual

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

Pin Pin Pin Pin Pin Pin Pin Pin

1 2 3 4 5 6 7 8

shunt field driver output; n/c for series motors reverse contactor driver output forward contactor driver output main contactor driver output throttle: 3-wire pot high throttle: 3-wire pot wiper or 0–5V throttle: pot low throttle: 2-wire 5kΩ–0 or 0–5kΩ input

Pin Pin Pin Pin Pin Pin Pin Pin

9 10 11 12 13 14 15 16

throttle: 0–10V emergency reverse (BB) check output [optional] reverse input forward input emergency reverse input mode selection input brake input keyswitch input (KSI)

4

2 — INSTALLATION & WIRING: 1207 Controller

CONNECTIONS: High Current Four tin-plated copper bus bars are provided for the high current connections to the battery and motor: MBB+ A2

A2

MB-

output to motor armature negative connection to battery positive connection to battery/field plug diode to motor armature

B+ Cables are fastened to the bus bars by M8 (5⁄16") bolts.

When tightening the bolts, two opposing wrenches should be used to prevent bending the bus bars and putting undue strain on the internal connections.

ADJUSTMENT PANEL The adjustment panel is located on top of the 1207 controller, under a sliding protective cover. The panel provides access to a set of adjustable potentiometers, and also contains the Status LED and a connector for the handheld programmer.

1

2

1

2

1

2

1

2

1

2

0

3

0

3

0

3

0

3

0

3

OFF

4

OFF

4

OFF

4

OFF

4

OFF

4

MAIN

PLUG

ACCEL.

CREEP

CURRENT L I M I T

L O W

S TAT U S

SPEED L I M I T

Manually Adjustable Potentiometers

Five screwdriver-adjustable potentiometers (“trimpots”) allow manual adjustment of the main and plug current limits, acceleration rate, maximum creep speed, and maximum speed (labeled “LOW”), as described in Section 3. The trimpots can be enabled or disabled at the factory; if they are enabled, MultiMode™ operation is not available.

NOTE: To adjust any of these parameters electronically with the programmer, its potentiometer must be set to “OFF.” Programmer Connector

An RJ11 modular connector is provided for the handheld programmer.

The mating cable is supplied with the programmer.

Status LED

The LED displays flashing codes to indicate controller status; the codes are listed in Section 5.

Curtis PMC 1207/1207A Manual

5

2 — INSTALLATION & WIRING: 1207 Controller

WIRING: Standard Configuration (Series Motor) The basic wiring for series motors with field reversing is shown in Figure 3.

Fig. 3 Standard

SWITCHES

wiring diagram (series motor), Curtis PMC 1207 controller.

CONTACTORS MULTI MODE

BRAKE

EMERGENCY REVERSE

FORWARD

REVERSE

REVERSE

FORWARD

MAIN

THROTTLE 5kΩ–0 (TYPICAL) KEYSWITCH

POLARITY PROTECTION DIODE

CONTROL FUSE

M-

A2 B-

B+

POWER FUSE

B+ MAIN CONTACTOR PRECHARGE RESISTOR (250 Ω, 5 W)

S2

FORWARD CONTACTOR

S1

REVERSE CONTACTOR

BA1

A A2

The configuration shown in Figure 3 is a typical arrangement for a series motor.

Curtis PMC controllers are designed for use in a wide range of applications, and accordingly can be installed in a variety of ways to best meet customer needs.

NOTE: The emergency reverse check feature (wiring shown by dashed line) is a factory option.

Curtis PMC 1207/1207A Manual

6

2 — INSTALLATION & WIRING: 1207 Controller

Power Wiring for Series Motor

In every wiring configuration, it is imperative that the field be wired between the controller’s B+ and A2 terminals and that the armature be wired between the Mand A2 terminals. The internal plug diode used in the 1207 is connected between M- and A2. Therefore, the armature and field positions cannot be interchanged.

Reversing contactors can be used to switch either the armature or the field.

Control Wiring for Series Motor

Wiring for the input switches and contactors is shown in Figure 3 (see detail below). The main contactor, if one is used, is normally connected directly to the controller. Optionally, the main contactor can be switched directly by the keyswitch or brake, leaving Pin 4 unconnected.

16-pin detail (see Fig. 3): MULTI MODE

KEYSWITCH

EMERGENCY REVERSE

BRAKE

EMERGENCY REVERSE CHECK OUTPUT

FORWARD

REVERSE

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

POT LOW 2-WIRE POT (5 kΩ)

FORWARD CONTACTOR MAIN CONTACTOR

REVERSE CONTACTOR

The throttle shown in Figure 3 is a 5kΩ–0 type. Various other throttles can also be accommodated, and are discussed in the throttle wiring section.

Curtis PMC 1207/1207A Manual

7

2 — INSTALLATION & WIRING: 1207 Controller

WIRING: Compound Motor Configuration A specially configured controller is available for compound motor applications.

The wiring for a compound wound motor with armature reversing is shown in Figure 4.

Fig. 4 Compound SWITCHES

motor wiring diagram, Curtis PMC 1207 controller.

CONTACTORS MULTI MODE

BRAKE

EMERGENCY REVERSE

FORWARD

REVERSE

SHUNT

REV

FWD

MAIN

THROTTLE 5kΩ–0 (TYPICAL) KEYSWITCH

POLARITY PROTECTION DIODE

CONTROL FUSE

M-

A2 B-

B+

POWER FUSE S2

B+ MAIN CONTACTOR PRECHARGE RESISTOR (250 Ω, 5 W)

FORWARD CONTACTOR

A1

A2

A

3/28/00

B-

REVERSE CONTACTOR

S1

The configuration shown in Figure 4 requires the use of a compound wound motor. Pure shunt motors cannot be used with 1207 controllers. Although the configuration shown is typical, various other configurations are possible.

NOTE: The emergency reverse check feature (wiring shown by dashed line) is a factory option.

Curtis PMC 1207/1207A Manual

8

2 — INSTALLATION & WIRING: 1207 Controller

Power Wiring for Compound Motor

The field must be wired between B+ and A2 and the armature between M- and A2.

The internal plug diode in the 1207 is connected between M- and A2; therefore, the armature and field positions cannot be interchanged.

If the shunt is rated for under 2 amperes, it can be connected directly to the controller as shown in Figure 4. If the shunt is rated for higher than 2 amperes, a contactor must be used to control the shunt field.

Control Wiring for Compound Motor

Control wiring for the compound motor application is like that for the standard (series motor) wiring. The main contactor, if one is used, is normally connected directly to the controller. Optionally, the main contactor can be switched directly by the keyswitch or brake, leaving pig Pin 4 unconnected.

16-pin detail (see Fig. 4): MULTI MODE

KEYSWITCH

EMERGENCY REVERSE

BRAKE

EMERGENCY REVERSE CHECK OUTPUT

FORWARD

REVERSE

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

POT LOW 2-WIRE POT (5 kΩ)

FORWARD CONTACTOR MAIN CONTACTOR

SHUNT

REVERSE CONTACTOR

The throttle shown in Figure 4 is a 5kΩ–0 type. Various other throttles can also be accommodated, and are discussed in the throttle wiring section.

Polarity protection diodes and control fuses must be sized appropriately to handle the increased current from the shunt field.

Curtis PMC 1207/1207A Manual

9

2 — INSTALLATION & WIRING: 1207 Controller

WIRING: Throttle Wiring for various throttles is described below. They are characterized as Type 1, Type 2, and Type 3 throttles in the programming menu of the handheld programmer. NOTE: In the text, throttles are identified by their nominal range and not by their actual active range.

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

5kΩ–0 Throttle (“Type 1”)

The 5kΩ–0 throttle (called a “Type 1” throttle in the programming menu of the handheld programmer) is a 2-wire resistive throttle that connects between the 5kΩ–0/0–5kΩ pin (Pin 8) and the Pot Low pin (Pin 7), as shown in Figure 5. It doesn’t matter which wire goes on which pin. Zero speed corresponds to 5kΩ measured between the two pins and full speed corresponds to 0Ω.

Fig. 5 Wiring for 5kΩ–0

5kΩ POT

throttle (“Type 1”).

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

FASTER PIN KEY (1207)

Pin 8 Pin 7

5kΩ–0 Pot Low

In addition to accommodating the basic 5kΩ–0 throttle, the Type 1 throttle is the easiest with which to implement a wigwag-style throttle. Using a 20kΩ potentiometer wired as shown in Figure 6, the pot wiper can be set such that the controller has 5kΩ between Pins 7 and 8 when the throttle is in the neutral position (i.e., at the center of the pot). The throttle mechanism can then be designed such that rotating it either forward or back decreases the resistance between Pins 7 and 8, which increases the controller output. The throttle Fig. 6 Wiring for 20kΩ

potentiometer used as a wigwag-style throttle (“Type 1”).

20 kΩ POT

FASTER

FASTER

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

PIN KEY (1207)

Pin 8 Pin 7

Curtis PMC 1207/1207A Manual

5kΩ–0 Pot Low

10

2 — INSTALLATION & WIRING: 1207 Controller

mechanism must provide signals to the controller’s forward and reverse inputs independent of the throttle pot resistance. The controller will not sense direction from the pot resistance.

Broken wire protection for Type 1 throttles is provided by the controller sensing the current flow from the 5kΩ–0 input through the pot and into the Pot Low pin. If the Pot Low input current falls below 0.1 mA, a throttle fault is generated and the controller is disabled. NOTE: The Pot Low pin (Pin 7) must not be tied to ground.

0–5V, 0–10V, 3-Wire Potentiometer, and Electronic Throttles (“Type 2”)

With these throttles (“Type 2” in the programming menu), the controller looks for a voltage signal at either the pot wiper/0–5V input of the controller (Pin 6) or the 0–10V input (Pin 9). Zero speed corresponds to 0V and full speed corresponds to either 5V or 10V, measured relative to B-. Pot Low is the current return path for all Type 2 throttles.

A voltage source, 3-wire pot, or electronic throttle can be used with this throttle type. The wiring for each is slightly different and each has varying levels of throttle fault detection associated with it.

0–5V Throttle

Two ways of wiring the 0–5V throttle are shown in Figure 7. Broken wire protection is provided by the controller looking for a minimum current into the Fig. 7 Wiring for 0–5V

throttle (“Type 2”).

(a) 0–5V throttle sensor

+ 0–5V SENSOR

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

SENSOR OUTPUT

PIN KEY (1207)

SENSOR GROUND

(b) Ground-referenced 0–5V throttle

Pot Low 0–5V Input

Pin 7 Pin 6

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

(Shunt impedance 150 kΩ to ground)

+ -

Curtis PMC 1207/1207A Manual

PIN KEY (1207)

4.7 kΩ

B-

Pin 7 Pin 6 Pin 5

Pot Low 0–5V Input Pot High

11

2 — INSTALLATION & WIRING: 1207 Controller

Pot Low pin. If the Pot Low input current falls below 0.1 mA, a throttle fault is generated and controller shuts down. If a throttle sensor is used, the sensor’s ground return current must be less than 10 mA. If the 0–5V throttle input (Pin 7) exceeds 8 volts, controller output will shut down. NOTE: In Figure 7(b), the throttle’s voltage input signal is in reference to Pot Low. 0–10V Throttle

Two ways of wiring the 0–10V throttle are shown in Figure 8. Broken wire protection is provided by the controller looking for a minimum current into the Pot Low pin. If the Pot Low input current falls below 0.1 mA, a throttle fault is generated and the controller shuts down. If a throttle sensor is used, the sensor’s ground return current must be less than 10 mA. If the 0–10V throttle input (Pin 9) exceeds 16 volts, the controller will shut down. NOTE: In Figure 8(b), the throttle’s voltage input signal is in reference to Pot Low. Fig. 8 Wiring for 0–10V

throttle (“Type 2”).

(a) 0–10V throttle sensor

+ 0–10V SENSOR

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

SENSOR OUTPUT PIN KEY (1207)

0–10V Input Pot Low

Pin 9 Pin 7

SENSOR GROUND

(b) Ground-referenced 0–10V throttle

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

(Shunt impedance 150 kΩ to ground)

+ -

Curtis PMC 1207/1207A Manual

PIN KEY (1207)

4.7 kΩ

B-

Pin 9 Pin 7 Pin 5

0–10V Input Pot Low Pot High

12

2 — INSTALLATION & WIRING: 1207 Controller

3-Wire Potentiometer (500Ω–10kΩ) Throttle

A 3-wire potentiometer with a total resistance value anywhere between 500Ω and 10kΩ can be used, wired as shown in Figure 9. The pot is used in its voltage divider mode—with the voltage source and return being provided by the 1207 controller. Pot High provides a current-limited 5V source to the potentiometer, and Pot Low provides the return path.

Fig. 9 Wiring for 3-wire

3-WIRE POT

potentiometer throttle (“Type 2”).

ON

OFF 16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

PIN KEY (1207)

Pin 7 Pin 6 Pin 5

Pot Low 0–5V Input Pot High

As with the 2-wire throttles, broken wire protection is provided by the controller looking for a minimum current into the Pot Low pin. If the Pot Low input current falls below 0.1 mA, a throttle fault is generated and the controller shuts down. NOTE: The Pot Low pin (Pin 7) must not be tied to ground.

Curtis PMC 1207/1207A Manual

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2 — INSTALLATION & WIRING: 1207 Controller

Curtis ET-XXX Electronic Throttle

The Curtis ET-XXX provides throttle and forward/reverse inputs to the 1207.

Wiring for the Curtis ET-XXX is shown in Figure 10.

Fig. 10 Wiring for Curtis

B+

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

KEYSWITCH

ET-XXX 16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

PIN KEY (1207)

WHT/ GRN WHT/BRN GREEN

B-

Pin 16 Pin 12 Pin 11

KSI Input Forward Reverse

Pin 7 Pin 6

Pot Low 0–5V Input

ORANGE BLACK BLACK/WHITE WHITE

There is no fault detection built into the ET-XXX, and the controller will detect only open wiper faults. It is the responsibility of the vehicle manufacturer to provide any additional throttle fault detection necessary for the application.

The ET-XXX can be integrated into a control head to provide wigwag-style throttle control. Alternatively, a complete control head assembly is available from Curtis. This control head assembly—the CH series—combines the ET-XXX throttle with a variety of standard control head switch functions for use in walkie and lift truck applications.

Curtis PMC 1207/1207A Manual

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2 — INSTALLATION & WIRING: 1207 Controller

0–5kΩ Throttle (“Type 3”)

The 0–5kΩ throttle (“Type 3” in the programming menu) is a 2-wire resistive throttle that connects between the 5kΩ–0/0–5kΩ pin (Pin 8) and the Pot Low pin (Pin 7), as shown in Figure 11. It doesn’t matter which wire goes on which pin. For Type 3 throttles, zero speed corresponds to 0Ω and full speed corresponds to 5kΩ.

Fig. 11 Wiring for 0–5Ω 5kΩ POT

throttle (“Type 3”).

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

FASTER PIN KEY (1207)

Pin 8 Pin 7

5kΩ–0 Pot Low

Broken wire protection is provided by the controller sensing the current flow from the 0–5kΩ input through the pot and into the Pot Low pin. If the Pot Low input current falls below 0.1 mA, a throttle fault is generated and the controller shuts down. NOTE: The Pot Low pin (Pin 7) must not be tied to ground.

WIRING: Emergency Reverse Check An optional wire connected directly to the emergency reverse (belly button) switch provides for broken wire detection when that option is enabled at the factory. The emergency reverse check output wire periodically pulses the emergency reverse circuit to check for continuity. If there is no continuity in the circuit, the controller shuts down and a fault code is indicated.

This feature must be enabled at Curtis PMC. If the option is selected and the check wire is not connected, the vehicle will not operate. If the option is not selected and the check wire is connected, no harm will occur—but continuity will not be checked.

The emergency reverse check output wire is connected to Pin 10, as shown by the dashed lines in the two basic wiring diagrams (Figures 3 and 4).

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2 — INSTALLATION & WIRING: 1207 Controller

SWITCHES AND OTHER HARDWARE Keyswitch

The vehicle should have a master on/off switch to turn the system off when not in use. The keyswitch provides logic power for the 1207 controller, coil current for the contactors, and shunt current (in compound motor applications). The keyswitch must be capable of carrying these currents.

Main Contactor

A main contactor allows the 1207 controller to be disconnected from the battery.

In 24V applications a main contactor is optional, but in 36V applications a main contactor is required. A heavy-duty single-pole, single-throw (SPST) contactor with silver-alloy contacts is recommended, such as an Albright SW80 or SW180 (available from Curtis).

After initial closing of the contacts, inrush currents flow as the controller’s internal filter capacitors are charged. A 250Ω, 5W resistor (such as Curtis PMC p/n MP-2) can be used across the contactor to precharge the capacitors and reduce the inrush current through the contacts.

Forward/Reverse Contactors

For forward/reverse, a paired single-pole, double-throw (2×SPDT) contactor is recommended, such as an Albright DC88 or DC182 (available from Curtis).

With 4-terminal split field motors, two single-pole, single-throw (SPST) contactors are typically used. The coil voltage should match the vehicle voltage. The maximum allowed coil current is 1 ampere.

Forward/Reverse, Emergency Reverse, and Mode Switches

The direction input switches can be any type of single-pole, single-throw (SPST) switch capable of switching the battery voltage at 10 mA. Circuitry Protection Devices

For reverse polarity protection, a diode should be added to the control circuit. It must be sized appropriately for the maximum contactor coil currents (and shunt current, in compound motor applications). To protect the control wiring from accidental shorts, a low current fuse (appropriate for the maximum current draw) should be connected in series with the battery feed. These devices are both shown in the wiring diagrams.

Curtis PMC 1207/1207A Manual

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2 — INSTALLATION & WIRING: 1207 Controller

1207 INSTALLATION CHECKOUT Before operating the vehicle, carefully complete the following checkout procedure. If you find a problem during the checkout, refer to the diagnostics and troubleshooting section (Section 5) for further information.

The installation checkout can be conducted with or without the handheld programmer. The checkout procedure is easier with a programmer. Otherwise, observe the Status LED for codes.

☞

Put the vehicle up on blocks to get the drive wheel(s) off the ground before beginning these tests.

CAUTION

Turn the keyswitch off and make sure that the brake is applied (brake switch open), the throttle is in neutral, and the forward/reverse switches are open.

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

Curtis PMC 1207/1207A Manual

1.

Slide open the cover on the top of the controller. The cover is not removable; be careful not to force it. If a programmer is available, connect it to the programmer connector.

2.

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

3.

If you are using a programmer, put it into the diagnostic mode by pressing the DIAGNOSTICS key. The display should indicate “No Faults Found.”

Release the brake (close the brake switch). To do this on a walkie, pull the tiller down to the operating position. The LED should continue blinking a single flash and the programmer should continue to indicate no faults. If there is a problem, the LED will flash a diagnostic code and the programmer will display a diagnostic message. If you are conducting the checkout without a programmer, look up the LED diagnostic code in Section 5: Diagnostics and Troubleshooting.

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

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2 — INSTALLATION & WIRING: 1207 Controller

4.

With the brake released, select a direction and operate the throttle. The motor should begin to turn in the selected direction. If it does not, verify the wiring to the forward/reverse switches, forward/reverse contactors, and motor. The motor should run proportionally faster with increasing throttle. If not, refer to Section 5.

5.

If you are using a programmer, put it into the test mode by pressing the TEST key. Scroll down to observe the status of the forward, reverse, brake, emergency reverse, and mode switches. Cycle each switch in turn, observing the programmer. Each input should show the correct state on the programmer.

6.

Specific material handling directives, such as prEN1175, require testing of the controller’s fault detection circuitry. This can be done as follows: a) Disconnect the battery and make sure the keyswitch is off. b) Using an inline fuse holder fitted with a 10-amp fuse and alligator clips, connect the controller’s M- and B- terminals. c) Turn the keyswitch on, release the brake, and apply the throttle.

The motor should not operate, and the direction contactors should not pull in. d) Leave the keyswitch on and remove the inline fuse wire. The vehicle status should continue to remain off. e) Cycle the keyswitch off and on, release the brake, and apply the throttle. The vehicle should now operate normally.

7.

Take the vehicle off the blocks and drive it in a clear area. It should have smooth acceleration and good top speed.

8.

Test the plug braking of the vehicle. Verify that the plug braking option is as desired (variable or fixed).

9.

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

10.

Check to see whether the emergency reverse (belly button) feature is working correctly. If you have the optional emergency reverse check wiring, verify that the circuit is operational by momentarily disconnecting one of the emergency reverse wires. The vehicle should be disabled and a fault indicated.

11.

When you have completed the checkout procedure, be sure to close the protective sliding cover.

Curtis PMC 1207/1207A Manual

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2A — INSTALLATION & WIRING: 1207A Controller

2A

INSTALLATION AND WIRING: 1207A MOUNTING The 1207A controller can be oriented in any position, but the location should be carefully chosen to keep the controller as clean and dry as possible. If a clean mounting location cannot be found, a cover must be used to shield the controller from water and contaminants.

To ensure full rated output power, the controller should be fastened to a clean, flat metal surface with three screws. The case outline and mounting hole dimensions are shown in Figure 2A.

Fig. 2A Mounting 165 (6.50)

dimensions, Curtis PMC 1207A controller.

127 (5.00)

22 (0.85)

28 (1.1) Status LED 122 (4.80) 66 (2.6)

CL

6.7 (0.265) dia., 3 plcs 152 (6.00)

6.3 (0.25)

21 × 16 × 1.5 (0.83 × 0.63 × 0.06); 8.4 (0.33) dia. hole thru 66 (2.60) 4.8 (0.19)

Dimensions in millimeters and (inches)

Curtis PMC 1207/1207A Manual

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2A — INSTALLATION & WIRING: 1207A Controller

Although not usually necessary, a thermal joint compound can be used to improve heat conduction from the case to the mounting surface.

CONNECTIONS: Low Current An integrated 16-pin low power connector molded into the front of the controller provides the low power logic control connections (see pin list below). The mating connector is Molex Mini-Fit Jr., part number (5557) 39-01-2165.

Contact Molex regarding compatible pins for various wire sizes.

Curtis PMC 1207/1207A Manual

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

Pin Pin Pin Pin Pin Pin Pin Pin

1 2 3 4 5 6 7 8

shunt field driver output; n/c for series motors reverse contactor driver output forward contactor driver output main contactor driver output throttle: 3-wire pot high throttle: 3-wire pot wiper or 0–5V throttle: pot low throttle: 2-wire 5kΩ–0 or 0–5kΩ input

Pin Pin Pin Pin Pin Pin Pin Pin

9 10 11 12 13 14 15 16

n/c emergency reverse (BB) check output [optional] reverse input forward input emergency reverse input mode selection input brake input keyswitch input (KSI)

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2A — INSTALLATION & WIRING: 1207A Controller

Programmer Connector

A 4-pin Molex connector is provided for the handheld programmer. The mating cable is supplied with the programmer.

Status LED

The Status LED, located on top of the controller, displays flashing codes to indicate controller status; the codes are listed in Section 5.

CONNECTIONS: High Current Four tin-plated copper bus bars are provided for the high current connections to the battery and motor:

A2

MB-

B+

MBB+ A2

output to motor armature negative connection to battery positive connection to battery/field plug diode to motor armature

Cables are fastened to the bus bars by M8 (5⁄16") bolts.

When tightening the bolts, two opposing wrenches should be used to prevent bending the bus bars and putting undue strain on the internal connections.

Curtis PMC 1207/1207A Manual

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2A — INSTALLATION & WIRING: 1207A Controller

WIRING: Standard Configuration (Series Motor) The basic wiring for series motors with field reversing is shown in Figure 3A. Fig. 3A Standard

SWITCHES

wiring diagram (series motor), Curtis PMC 1207A controller.

CONTACTORS MULTI MODE

BRAKE

EMERGENCY REVERSE

FORWARD

REVERSE

REVERSE

FORWARD

MAIN

THROTTLE 5kΩ–0 (TYPICAL) KEYSWITCH

POLARITY PROTECTION DIODE

CONTROL FUSE

M-

A2 B-

B+

POWER FUSE

B+ MAIN CONTACTOR PRECHARGE RESISTOR (250 Ω, 5 W)

S2

FORWARD CONTACTOR

S1

REVERSE CONTACTOR

BA1

A A2

The configuration shown in Figure 3A is a typical arrangement for a series motor.

Curtis PMC controllers are designed for use in a wide range of applications, and accordingly can be installed in a variety of ways to best meet customer needs.

NOTE: The emergency reverse check feature (wiring shown by dashed line) is a factory option.

Curtis PMC 1207/1207A Manual

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2A — INSTALLATION & WIRING: 1207A Controller

Power Wiring for Series Motor

In every wiring configuration, it is imperative that the field be wired between the controller’s B+ and A2 terminals and that the armature be wired between the Mand A2 terminals. The internal plug diode used in the 1207A is connected between M- and A2. Therefore, the armature and field positions cannot be interchanged. Reversing contactors can be used to switch either the armature or the field.

Control Wiring for Series Motor

Wiring for the input switches and contactors is shown in Figure 3A (see detail below). The main contactor, if one is used, is normally connected directly to the controller. Optionally, the main contactor can be switched directly by the keyswitch or brake, leaving Pin 4 unconnected.

16-pin detail (see Fig. 3A): MULTI MODE

KEYSWITCH

EMERGENCY REVERSE

BRAKE

EMERGENCY REVERSE CHECK OUTPUT

FORWARD

REVERSE

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

POT LOW 2-WIRE POT (5 kΩ)

FORWARD CONTACTOR MAIN CONTACTOR

REVERSE CONTACTOR

The throttle shown in Figure 3A is a 5kΩ–0 type. Various other throttles can also be accommodated, and are discussed in the throttle wiring section.

Curtis PMC 1207/1207A Manual

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2A — INSTALLATION & WIRING: 1207A Controller

WIRING: Compound Motor Configuration A specially configured controller is available for compound motor applications.

In this controller, the MOSFET output driver is used to drive the shunt field.

The wiring for a compound wound motor with armature reversing is shown in Figure 4A. Fig. 4A Compound

SWITCHES

motor wiring diagram, Curtis PMC 1207A controller.

CONTACTORS MULTI MODE

BRAKE

EMERGENCY REVERSE

FORWARD

REVERSE

SHUNT

REV

FWD

MAIN

BTHROTTLE 5kΩ–0 (TYPICAL) KEYSWITCH

POLARITY PROTECTION DIODE

CONTROL FUSE

M-

A2 B-

B+

POWER FUSE S2

B+ MAIN CONTACTOR

B-

FORWARD CONTACTOR

A1

A2

A

The configuration shown in Figure 4A requires the use of a compound wound motor. Pure shunt motors cannot be used with 1207A controllers. Although the configuration shown is typical, various other configurations are possible.

NOTE: The emergency reverse check feature (wiring shown by dashed line) is a factory option.

Curtis PMC 1207/1207A Manual

24

3/28/00

PRECHARGE RESISTOR (250 Ω, 5 W)

REVERSE CONTACTOR

S1

2A — INSTALLATION & WIRING: 1207A Controller

Power Wiring for Compound Motor

The field must be wired between B+ and A2 and the armature between M- and A2.

The internal plug diode in the 1207A is connected between M- and A2; therefore, the armature and field positions cannot be interchanged.

If the shunt is rated for under 2 amperes, it can be connected directly to the controller as shown in Figure 4A. If the shunt is rated for higher than 2 amperes, a contactor must be used to control the shunt field.

Control Wiring for Compound Motor

Control wiring for the compound motor application is like that for the standard (series motor) wiring. The main contactor, if one is used, is normally connected directly to B-.

16-pin detail (see Fig. 4A): MULTI MODE

KEYSWITCH

EMERGENCY REVERSE

BRAKE

EMERGENCY REVERSE CHECK OUTPUT

FORWARD

REVERSE

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

POT LOW 2-WIRE POT (5 kΩ)

FORWARD CONTACTOR

SHUNT

REVERSE CONTACTOR

The throttle shown in Figure 4A is a 5kΩ–0 type. Various other throttles can also be accommodated, and are discussed in the throttle wiring section.

Polarity protection diodes and control fuses must be sized appropriately to handle the increased current from the shunt field.

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2A — INSTALLATION & WIRING: 1207A Controller

WIRING: Throttle Wiring for various throttles is described below. They are characterized as Type 1, Type 2, and Type 3 throttles in the programming menu of the handheld programmer. NOTE: In the text, throttles are identified by their nominal range and not by their actual active range.

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

5kΩ–0 Throttle (“Type 1”)

The 5kΩ–0 throttle (called a “Type 1” throttle in the programming menu of the handheld programmer) is a 2-wire resistive throttle that connects between the Fig. 5A Wiring for

5kΩ–0 throttle (“Type 1”).

5kΩ POT 16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

FASTER PIN KEY (1207A)

Pin 8 Pin 7

5kΩ–0 Pot Low

5kΩ–0/0–5kΩ pin (Pin 8) and the Pot Low pin (Pin 7), as shown in Figure 5A. It doesn’t matter which wire goes on which pin. Zero speed corresponds to 5kΩ and full speed corresponds to 0Ω.

In addition to accommodating the basic 5kΩ–0 throttle, the Type 1 throttle is the easiest with which to implement a wigwag-style throttle. Using a 20kΩ potentiometer wired as shown in Figure 6A, the pot wiper can be set such that the controller has 5kΩ between Pins 7 and 8 when the throttle is in the neutral position (i.e., at the center of the pot). The throttle mechanism can then be designed such that rotating it either forward or back decreases the resistance Fig. 6A Wiring for 20kΩ

potentiometer used as a wigwag-style throttle (“Type 1”).

20 kΩ POT

FASTER

FASTER

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

PIN KEY (1207A)

Pin 8 Pin 7

Curtis PMC 1207/1207A Manual

5kΩ–0 Pot Low

26

2A — INSTALLATION & WIRING: 1207A Controller

between Pins 7 and 8, which increases the controller output. The throttle mechanism must provide signals to the controller’s forward and reverse inputs independent of the throttle pot resistance. The controller will not sense direction from the pot resistance.

0–5V, 3-Wire Potentiometer, and Electronic Throttles (“Type 2”)

With these throttles (“Type 2” in the programming menu), the controller looks for a voltage signal at the pot wiper/0–5V input of the controller (Pin 6). Zero speed corresponds to 0V and full speed corresponds to 5V. Pot Low is the current return path for all Type 2 throttles.

0–5V Throttle

Two ways of wiring the 0–5V throttle are shown in Figure 7A. If a throttle sensor is used, the sensor’s ground return current must be less than 10 mA. If the 0–5V throttle input (Pin 6) exceeds 8 volts, the controller will shut down.

Fig. 7A Wiring for 0–5V

throttle (“Type 2”).

(a) 0–5V throttle sensor

+ 0–5V SENSOR

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

SENSOR OUTPUT

PIN KEY (1207A)

Pot Low 0–5V Input

Pin 7 Pin 6

SENSOR GROUND

(b) Ground-referenced 0–5V throttle

16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

(Shunt impedance 150 kΩ to ground)

+ -

Curtis PMC 1207/1207A Manual

PIN KEY (1207A)

4.7 kΩ

B-

Pin 7 Pin 6 Pin 5

Pot Low 0–5V Input Pot High

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2A — INSTALLATION & WIRING: 1207A Controller

3-Wire Potentiometer (500Ω–10kΩ) Throttle

The 3-wire potentiometer is used in its voltage divider mode—with the voltage source and return being provided by the 1207A controller. Pot High provides a current-limited 5V source to the potentiometer, and Pot Low provides the return path. Wiring is shown in Figure 8A. Fig. 8A Wiring for 3-wire

potentiometer throttle (“Type 2”).

3-WIRE POT ON

OFF 16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

PIN KEY (1207A)

Pot Low 0–5V Input Pot High

Pin 7 Pin 6 Pin 5

Curtis ET-XXX Electronic Throttle

The Curtis ET-XXX (manufactured by Hardellet) provides throttle and forward/ reverse inputs to the 1207A controller. Wiring for the Curtis ET-XXX is shown in Figure 9A. Fig. 9A Wiring for

B+

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

KEYSWITCH

ET-XXX 16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

PIN KEY (1207A)

WHT/ GRN WHT/BRN GREEN

Pin 16 Pin 12 Pin 11

KSI Input Forward Reverse

Pin 6

0–5V Input

B-

ORANGE BLACK

B-

BLACK/WHITE

Curtis PMC 1207/1207A Manual

3/28/00

WHITE

28

2A — INSTALLATION & WIRING: 1207A Controller

0–5kΩ Throttle (“Type 3”)

The 0–5kΩ throttle (“Type 3” in the programming menu) is a 2-wire resistive throttle that connects between the 5kΩ–0/0–5kΩ pin (Pin 8) and the Pot Low pin (Pin 7), as shown in Figure 10A. It doesn’t matter which wire goes on which pin. Zero speed corresponds to 0Ω and full speed corresponds to 5kΩ.

Fig. 10A Wiring for 0–5Ω throttle (“Type 3”).

5kΩ POT 16

15

14

13

12

11

10

9

8

7

6

5

4

3

2

1

FASTER PIN KEY (1207A)

Pin 8 Pin 7

5kΩ–0 Pot Low

WIRING: Emergency Reverse Check An optional wire connected directly to the emergency reverse (belly button) switch provides for broken wire detection when that option is enabled at the factory. The emergency reverse check output wire provides a dc bias to the emergency reverse circuit to check for continuity. If there is no continuity in the circuit, the controller shuts down and a fault code is indicated.

SWITCHES CONTACTORS BRAKE

EMERGENCY REVERSE

MULTI MODE

FORWARD

REVERSE

REVERSE

FORWARD

MAIN

9.1 kΩ

Fig. 11A Alternative wiring for 1207A emergency reverse check.

For rest of wiring diagram, see Fig. 3A (series motors) or Fig. 4A (compound motors).

This feature must be enabled at Curtis PMC. If the option is selected and the check wire is not connected, the vehicle will not operate. If the option is not selected and the check wire is connected, no harm will occur—but continuity will not be checked.

The emergency reverse check output wire is connected to Pin 10, as shown by the dashed lines in the two basic wiring diagrams (Figures 3A and 4A).

Alternatively, a 9.1kΩ resistor can be wired directly across the emergency reverse switch to provide the dc bias, as shown by the dashed line in Figure 10A. Curtis PMC 1207/1207A Manual

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2A — INSTALLATION & WIRING: 1207A Controller

SWITCHES AND OTHER HARDWARE Keyswitch

The vehicle should have a master on/off switch to turn the system off when not in use. The keyswitch provides logic power for the 1207A controller, coil current for the contactors, and shunt current (in compound motor applications). The keyswitch must be capable of carrying these currents.

Main Contactor

A main contactor allows the 1207A controller to be disconnected from the battery. A heavy-duty single-pole, single-throw (SPST) contactor with silveralloy contacts is recommended, such as an Albright SW80 or SW180 (available from Curtis).

After initial closing of the contacts, inrush currents flow as the controller’s internal filter capacitors are charged. A 250Ω, 5W resistor (such as Curtis PMC p/n MP-2) can be used across the contactor to precharge the capacitors and reduce the inrush current through the contacts.

In compound motor applications, the main contactor driver is used to drive the shunt field. The main contactor—if one is used—is normally connected directly to B- in this configuration.

Forward/Reverse Contactors

For forward/reverse, a paired single-pole, double-throw (2×SPDT) contactor is recommended, such as an Albright DC88 or DC182 (available from Curtis).

With 4-terminal split field motors, two single-pole, single-throw (SPST) contactors are typically used. The coil voltage should match the vehicle voltage. The maximum allowed coil current is 1 ampere.

Forward/Reverse, Emergency Reverse, and Mode Switches

The direction input switches can be any type of single-pole, single-throw (SPST) switch capable of switching the battery voltage at 10 mA. Circuitry Protection Devices

For reverse polarity protection, a diode should be added to the control circuit. It must be sized appropriately for the maximum contactor coil currents (and shunt current, in compound motor applications). To protect the control wiring from accidental shorts, a low current fuse (appropriate for the maximum current draw) should be connected in series with the battery feed. These devices are both shown in the wiring diagrams.

Curtis PMC 1207/1207A Manual

30

2A — INSTALLATION & WIRING: 1207A Controller

1207A INSTALLATION CHECKOUT Before operating the vehicle, carefully complete the following checkout procedure. If you find a problem during the checkout, refer to the diagnostics and troubleshooting section (Section 5) for further information.

The installation checkout can be conducted with or without the handheld programmer. The checkout procedure is easier with a programmer. Otherwise, observe the Status LED for codes.

☞

Put the vehicle up on blocks to get the drive wheel(s) off the ground before beginning these tests.

CAUTION

Turn the keyswitch off and make sure that the brake is applied (brake switch open), the throttle is in neutral, and the forward/reverse switches are open.

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

Curtis PMC 1207/1207A Manual

1.

If a programmer is available, connect it to the programmer connector.

2.

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

3.

If you are using a programmer, put it into the diagnostic mode by pressing the DIAGNOSTICS key. The display should indicate “No Faults Found.”

Release the brake (close the brake switch). To do this on a walkie, pull the tiller down to the operating position. The LED should continue blinking a single flash and the programmer should continue to indicate no faults. If there is a problem, the LED will flash a diagnostic code and the programmer will display a diagnostic message. If you are conducting the checkout without a programmer, look up the LED diagnostic code in Section 5: Diagnostics and Troubleshooting.

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

4.

With the brake released, select a direction and operate the throttle. The motor should begin to turn in the selected direction. If it does not, 31

2A — INSTALLATION & WIRING: 1207A Controller

verify the wiring to the forward/reverse switches, forward/reverse contactors, and motor. The motor should run proportionally faster with increasing throttle. If not, refer to Section 5.

5.

If you are using a programmer, put it into the test mode by pressing the TEST key. Scroll down to observe the status of the forward, reverse, brake, emergency reverse, and mode switches. Cycle each switch in turn, observing the programmer. Each input should show the correct state on the programmer.

6.

Specific material handling directives, such as prEN1175, require testing of the controller’s fault detection circuitry. This can be done as follows: a) Disconnect the battery and make sure the keyswitch is off. b) Using an inline fuse holder fitted with a 10-amp fuse and alligator clips, connect the controller’s M- and B- terminals. c) Turn the keyswitch on, release the brake, and apply the throttle.

The motor should not operate, and the direction contactors should not pull in. d) Leave the keyswitch on and remove the inline fuse wire. The vehicle status should continue to remain off. e) Cycle the keyswitch off and on, release the brake, and apply the throttle. The vehicle should now operate normally.

7.

Take the vehicle off the blocks and drive it in a clear area. It should have smooth acceleration and good top speed.

8.

Test the plug braking of the vehicle. Verify that the plug braking option is as desired (variable or fixed).

9.

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

10.

Check to see whether the emergency reverse (belly button) feature is working correctly. If you have the optional emergency reverse check wiring, verify that the circuit is operational by momentarily disconnecting one of the emergency reverse wires. The vehicle should be disabled and a fault indicated.

Curtis PMC 1207/1207A Manual

32

3 — ADJUSTMENT OF PARAMETERS

3

ADJUSTMENT OF PARAMETERS A number of controller parameters can be adjusted electronically via the optional handheld programmer; for a complete list of the adjustments that can be made, see Section 6: Programmer Operation. On some 1207 models, it is also possible to adjust the main current limit, plug current limit, acceleration rate, maximum creep speed, and maximum speed mechanically, by means of the built-in screwdriver-adjustable potentiometers.

ADJUSTMENT VIA THE PROGRAMMER To change a parameter using the programmer, press the PROGRAM key, and scroll down the Program Menu until the desired parameter is the top line of the display. Press the appropriate CHANGE VALUE key (“up” or “down”) until the desired number is reached. The parameter is now set at the desired value. All programming occurs in real time. That is, the parameters can be changed while the vehicle is in operation.

The upper and lower limits of parameters are set at the factory. Some parameters have dependencies on other parameters. When the programmer is being used to adjust a parameter and a limit is reached, the display will stop changing. To see why the display has stopped changing, press the MORE INFO key. If the limit is related to another parameter, that information will be displayed; changing the value of the related parameter may allow the original parameter to be adjusted further. Otherwise, the display simply says “Max Limit” or “Min Limit.”

Use of the programmer is described more fully in Section 6.

1207 single-mode controllers only If a programmer is connected when a parameter is adjusted mechanically (see next page), the effect of the change can be seen in the programmer display. To adjust one of these five parameters with the programmer, its potentiometer must be set to the “OFF” position on the adjustment panel. If you attempt to use the programmer to adjust a parameter whose potentiometer is not set to the “OFF” position, its value will not change. You will also note that the LEDs in the corners of both the CHANGE VALUE keys do not light up— another indication the parameter cannot be adjusted electronically.

If you press the MORE INFO key, the programmer will display the following message: “Protected by controller, can’t program.”

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3 — ADJUSTMENT OF PARAMETERS

MECHANICAL ADJUSTMENT [1207 single-mode controllers only] Five screwdriver-adjustable potentiometers (“trimpots”) allow mechanical adjustment of the main current limit, plug current limit, acceleration rate, maximum creep speed, and maximum speed (labeled “LOW”). The five trimpots are accessed through holes on the adjustment panel, located under the sliding protective cover on top of the controller. Adjustments are made with a small insulated screwdriver.

1

2

1

2

1

2

1

2

1

2

0

3

0

3

0

3

0

3

0

3

OFF

4

OFF

4

OFF

4

OFF

4

OFF

4

MAIN

PLUG

CURRENT L I M I T

ACCEL.

CREEP

L O W

S TAT U S

SPEED L I M I T

The trimpot’s relative position indicates the approximate value over the allowable range. For example: if the main current limit range is 20–250 amps, position “0” corresponds to 20 amps, and position “4” to 250 amps. Setting the pot halfway (at position “2”) corresponds to approximately 135 amps.

If you wish to adjust any of these parameters electronically, using the programmer, its trimpot must be set to “OFF.” NOTE: On 1207 controllers with the MultiMode™ feature, the trimpots are disabled at the factory.

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4 — MAINTENANCE

4

MAINTENANCE There are no user-serviceable parts inside Curtis PMC 1207 and 1207A controllers. No attempt should be made to open the controller. Opening the controller may damage it and will void the warranty.

However, it is recommended that the controller exterior be cleaned periodically, and—if a handheld programmer is available—this periodic cleaning provides a good opportunity to check the controller’s diagnostic history file. It is also recommended that the controller’s fault detection circuitry be checked whenever the vehicle is serviced.

☞

The 1207/1207A controller is inherently a high power device.

When working around any battery powered vehicle, proper safety precautions should be taken. These include, but are not limited to: proper training, wearing eye protection, avoiding loose clothing and jewelry, and using insulated wrenches.

CAUTION

CLEANING Although the 1207/1207A controller requires virtually no maintenance if properly installed, the following minor maintenance is recommended in certain applications.

1.

Remove power by disconnecting the battery.

2.

Discharge the capacitors in the controller by connecting a load (such as a contactor coil or a horn) across the controller’s B+ and B- terminals.

3.

Remove and dirt or corrosion from the bus bar area. The controller should be wiped clean with a moist rag. Allow it to dry before reconnecting the battery.

4.

Make sure the connections to the bus bars are tight. Use two well insulated wrenches for this task in order to avoid stressing the bus bars.

DIAGNOSTIC HISTORY The handheld programmer can be used to access the controller’s diagnostic history file. Connect the programmer, press the MORE INFO key, and then—while Curtis PMC 1207/1207A Manual

35

4 — MAINTENANCE

continuing to hold the MORE INFO key—press the DIAGNOSTICS key. The programmer will read out all the faults that the controller has experienced since the last time the diagnostic history file was cleared. The faults may be intermittent faults, faults caused by loose wires, or faults caused by operator errors. Faults such as contactor faults may be the result of loose wires; contactor wiring should be carefully checked out. Faults such as HPD or overtemperature may be caused by operator habits or by overloading.

After a problem has been diagnosed and corrected, clearing the diagnostic history file is advisable. This allows the controller to accumulate a new file of faults. By checking the new diagnostic history file at a later date, you can readily determine whether the problem was indeed completely fixed.

To clear the diagnostic history file, go to the Special Program Menu (by pressing and holding the MORE INFO key, and then pressing the PROGRAM key), scroll through the menu until “Clear Diagnostic History” is the top line in the display, and then press MORE INFO again. The programmer will prompt you to acknowledge or cancel. See Section 6 of this manual for more detail on programmer operation.

TESTING THE FAULT DETECTION CIRCUITRY Specific material handling directives, such as prEN1175, require periodic testing of the controller’s fault detection circuitry. It is recommended that each time the vehicle is serviced, the M- fault detection circuitry be checked as follows: 1. Put the vehicle up on blocks to get the drive wheel(s) off the ground, disconnect the battery, and make sure the keyswitch is off.

2. Using an inline fuse holder fitted with a 10-amp fuse and alligator clips, connect the controller’s M- and B- terminals.

3. Turn the keyswitch on, release the brake, and apply the throttle. The motor should not operate, and the direction contactors should not pull in.

4. Leave the keyswitch on and remove the inline fuse wire. The vehicle status should continue to remain off.

5. Cycle the keyswitch off and on, release the brake, and apply the throttle. The vehicle should now operate normally.

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36

5 — DIAGNOSTICS & TROUBLESHOOTING

5

DIAGNOSTICS AND TROUBLESHOOTING The 1207/1207A controllers provide diagnostics information to assist technicians in troubleshooting drive system problems. The diagnostics information can be obtained in two ways: reading the appropriate display on the programmer or observing the fault codes issued by the Status LED. The Status LED is located on top of the controller. On 1207 models, it is under the sliding protective cover.

LED DIAGNOSTICS During normal operation, with no faults present, the Status LED flashes a single flash at approximately 1 flash/second. If the controller detects a fault, a 2-digit fault identification code is flashed continuously until the fault is corrected. For example, code “3,2”—welded direction contactor—appears as: ¤ ¤ ¤ ¤ ¤ (3,2)

¤ ¤ ¤ ¤ ¤ (3,2)

¤ ¤ ¤ ¤ ¤ (3,2)

The codes are listed in Table 1. For suggestions about possible causes of the various faults, refer to the troubleshooting chart (Table 2).

Table 1 LED CODES LED CODE

LED off solid on single flash 1,2 1,3 1,4 2,1 2,2 2,3 2,4 3,1 3,2 3,3 3,4 4,1 4,2 4,3 4,4 NOTE:

Curtis PMC 1207/1207A Manual

¤ ¤ ¤¤ ¤ ¤¤¤ ¤ ¤¤¤¤ ¤¤ ¤ ¤¤ ¤¤ ¤¤ ¤¤¤ ¤¤ ¤¤¤¤ ¤¤¤ ¤ ¤¤¤ ¤¤ ¤¤¤ ¤¤¤ ¤¤¤ ¤¤¤¤ ¤¤¤¤ ¤ ¤¤¤¤ ¤¤ ¤¤¤¤ ¤¤¤ ¤¤¤¤ ¤¤¤¤

EXPLANATION

no power or defective controller defective controller controller operational; no faults hardware fail-safe error M- fault or motor output short sequencing fault (SRO) 5kΩ–0 or throttle wiper input fault emerg. rev. circuit check fault (BB wiring) high-pedal-disable fault (HPD) throttle pot low open or shorted to B+ or Bcontactor or shunt driver overcurrent welded direction contactor [reserved for future use] missing contactor or shunt low battery voltage overvoltage thermal cutback [reserved for future use]

Only one fault is indicated at a time, and faults are not queued up.

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5 — DIAGNOSTICS & TROUBLESHOOTING

Operational faults—such as overtemperature—are cleared as soon as operation is brought within range. Non-operational faults—such as a throttle fault—usually require the brake or keyswitch to be cycled after the problem is remedied.

PROGRAMMER DIAGNOSTICS With a programmer, diagnostics and troubleshooting is more direct than with the LED alone. The programmer presents complete diagnostic information in plain language—no codes to decipher. Faults are displayed in the Diagnostic Menu, and the status of the controller inputs/outputs is displayed in the Test Menu.

The following 4-step process is generally used for diagnosing and troubleshooting an inoperative vehicle: (1) visually inspect the vehicle for obvious problems; (2) diagnose the problem, using the programmer; (3) test the circuitry with the programmer; and (4) correct the problem. Repeat the last three steps as necessary until the vehicle is operational.

Example: A vehicle that does not operate in “forward” is

brought in for repair.

1: Examine the vehicle and its wiring for any obvious problems, such as broken wires or loose connections.

STEP

2: Connect the programmer, put it in diagnostic mode, and read the displayed fault information. In this example, the display shows “No Faults Present,” indicating that the controller has not detected anything out of the norm.

STEP

3: Put the programmer in test mode, and observe the status of the inputs and outputs in the forward direction. In this example, the display shows that the forward switch did not close when “forward” was selected, which means the problem is either in the forward switch or the switch wiring.

STEP

4: Check or replace the forward switch and wiring and repeat the test. If the programmer shows the forward switch closing and the vehicle now drives normally, the problem has been corrected.

STEP

Refer to the troubleshooting chart (Table 2) for suggestions covering a wide range of possible faults.

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5 — DIAGNOSTICS & TROUBLESHOOTING

Table 2 TROUBLESHOOTING CHART LED CODE

PROGRAMMER LCD DISPLAY

EXPLANATION

POSSIBLE CAUSE

1,2

HW F A I L S A F E

hardware fail-safe error

1. Controller defective.

1,3

M - SHOR T ED

M- output shorted

1.

2.

3.

4.

1,4

SRO

SRO fault

1. Improper sequence of KSI, brake, and direction inputs.

2. Wrong SRO type selected.

3. Brake or direction switch circuit open.

4. Sequencing delay too short.

2,1

THROT T L E F AU L T 1

5kΩ–0 or wiper fault

1.

2.

3.

4.

2,2

BB W I R I NG CHECK

emerg. reverse wiring fault

1. BB wire open.

2. BB check wire open.

2,3

HPD

HPD sequencing fault

1. Improper seq. of KSI, brake, throttle inputs.

2. Wrong HPD type selected.

3. Misadjusted throttle pot.

2,4

THROT T L E F AU L T 2

Pot Low broken or shorted

1. Pot Low wire open.

2. Pot Low wire shorted.

3. Wrong throttle type selected.

3,1

CON T DRVR OC

driver output overcurrent

1. Direction contactor coil shorted.

2. Shunt field shorted.

3,2 3,4

D I R CON T WE L DED

welded direction contactor

1. Direction contactor stuck closed.

M I SS I NG CON T ACTOR

missing contactor or shunt

1.

2.

3.

4.

4,1

L OW BA T T ERY VOL T AGE

low battery voltage

1. Battery voltage <16 volts.

2. Corroded battery terminal.

3. Loose battery or controller terminal.

4,2

OV ERVOL T AGE

overvoltage

1. Battery voltage >48V (1207); >33V (1207A).

2. Vehicle operating with charger attached.

4,3

THERMA L CUT B ACK

over-/under-temp. cutback

1.

2.

3.

4.

Curtis PMC 1207/1207A Manual

M- output shorted to ground.

Direction contactor not closing.

Direction contactor not closing fast enough.

Internal motor short to ground.

Throttle input wire open.

Throttle input wire shorted to ground or B+.

Throttle pot defective.

Wrong throttle type selected.

Direction contactor coil open.

Direction contactor missing.

Shunt field open.

Wire to shunt or direction contactor open.

Temperature >85°C or <-25°C. Excessive load on vehicle.

Improper mounting of controller.

Operation in extreme environments.

39

6 — PROGRAMMER OPERATION

6

PROGRAMMER OPERATION The universal Curtis PMC handheld programmer (optional) allows you to program, test, and diagnose Curtis PMC programmable controllers. The programmer is powered by the host controller, via an RJ11 modular connector located in the adjustment panel on top of the controller (1207 models) or via a 4-pin Molex connector on the front panel (1207A models).

When the programmer is first plugged into the controller, it displays the controller’s model number, date of manufacture, and software revision code.

Following this initial display, the programmer displays a prompt for further instructions.

+ + CURTIS PMC + + + + ++++++++++++++++++++

A 4-line LCD display is presented in this window

The LED in the corner of the key lights up to identify the mode of operation

PROGRAM

Scroll the 4-line display (up and down) with these two keys

TEST

SCROLL DISPLAY

MORE INFO

A DIVISION OF CURTIS INSTRUMENTS INC.

Curtis PMC 1207/1207A Manual

DIAGNOSTICS

CHANGE VALUE

Choose the Program, Test, or Diagnostics Mode with one of these three keys

Change the selected item’s value (up or down) with these two keys Get more information about selected items with this key. Also, use this key in combination with other keys to put the programmer in Special modes.

40

6 — PROGRAMMER OPERATION

The programmer is operated via an 8-key keypad. Three keys select operating modes (Program, Test, Diagnostics), two scroll the display up and down, and two change the values of selected parameters. The eighth key, the MORE INFO key, is used to display further information about selected items within any of the three standard modes. In addition, when pressed together with the PROGRAM or the DIAGNOSTICS key, the MORE INFO key selects the Special Program mode or the Special Diagnostics mode.

The display window presents a 4-line LCD display. The display is visible even in bright sunlight. You can adjust the display contrast in the Special Program mode.

When one of the menu keys is pressed, the LED at the corner of the key lights up, identifying the mode of programmer operation. For example, if the TEST key is pressed, the LED at the corner of the key indicates that the programmer is now in the Test mode, and the Test Menu is displayed.

Four lines of a menu are displayed at a time. The item at the top of the display window is the selected item. To select an item, scroll within the menu until the desired item is positioned at the top of the display window. The selected item is always the top line. (In the Program mode, the selected item is highlighted by a flashing arrow.) To modify a parameter or obtain more information about it, it must be scrolled to the top position in the display window.

To scroll up and down within a menu, use the two SCROLL DISPLAY arrow keys.

The SCROLL DISPLAY arrow keys can be pressed repeatedly or be held down. When a key is held down, the scrolling speed increases the longer the key is held.

SCROLL DISPLAY

A small scroll bar at the left of the display window provides a rough indication of the position of the four displayed items within the entire menu. That is, when the bar is at the top of the window, the top of the menu is displayed. As you scroll through the menu, the bar moves downward. When the bar is at the very bottom of the window, you have reached the end of the menu. This sample display is from the Program Menu:

scroll bar

Curtis PMC 1207/1207A Manual

M1 M1 M1 M1

MA I N C / L P L UG C / L RAMP C / L ACCE L RA T E

>250 70 250 1.0

selected item

41

6 — PROGRAMMER OPERATION

CHANGE VALUE

The two CHANGE VALUE arrow keys are used to increase or decrease the value of a selected menu item. Like the SCROLL DISPLAY arrow keys, the CHANGE VALUE arrow keys can be pressed repeatedly or be held down. The longer a key is held, the faster the parameter changes. This allows rapid changing of any parameter.

An LED on each CHANGE VALUE arrow key indicates whether the key is active and whether change is permissable. When the value of a parameter is being increased, the LED on the “up” CHANGE VALUE key is on until you reach the maximum value for that parameter. When the LED goes off, you cannot increase the value.

The MORE INFO key has three functions: (1) to display more information about the selected item, (2) to access the Special Program and Special Diagnostics modes (when used together with the PROGRAM and DIAGNOSTICS keys), and (3) to initiate certain commands (such as the Self Test).

“More information” is available in all of the programmer operating modes.

After using the MORE INFO key to display additional information about the selected item, press the MORE INFO key again to return to the original list.

OPERATING MODES: PROGRAM, TEST, DIAGNOSTICS,

PROGRAM

SPECIAL PROGRAM, SPECIAL DIAGNOSTICS

In the Program mode, accessed by pressing the PROGRAM key, all the adjustable parameters and features of the controller are displayed (four at a time), along with their present settings. The setting of the selected item—the item at the top of the display, with the flashing arrow—can be changed, using the two CHANGE VALUE keys.

The LEDs on these keys indicate whether there is still room for change. That is, when the upper limit of a parameter’s range is reached, the LED on the “up” key no longer lights up, indicating that the present value cannot be increased; when the lower limit is reached, the LED on the “down” key no longer lights up.

The MORE INFO key, when used in the Program mode, displays a bar graph along with the minimum and maximum values possible for the selected parameter. Parameters can be changed either from the main Program Menu or after the MORE INFO key has been pressed and the additional information is being displayed (see example below). selected parameter bar graph minimum value

MODE 1 ACCE L ERA T I ON RA T E , SECS MIN 0 . 2

set value

1.3

MAX 3 . 0

maximum value units

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6 — PROGRAMMER OPERATION

Some parameters on some controllers have dependencies on other parameters. This means that the available settings for one parameter may be dependent on the limits of another parameter. If you attempt to set a parameter (A) outside the limits imposed by another parameter (B), a message will be displayed indicating that parameter A is dependent on parameter B. The Program Menu is presented at the end of this section. NOTE: Some items may not be available on all models.

TEST

DIAGNOSTICS

* MORE INFO

PROGRAM

In the Test mode, accessed by pressing the TEST key, real-time information is displayed about the status of the inputs, outputs, and controller temperature. For example, when the status of the forward switch is displayed, it should read “On/Off/On/Off/On/Off” as the switch is repeatedly turned on and off. In the Test mode, the item of interest does not need to be the top item on the list; it only needs to be among the four items visible in the window. The Test mode is useful for checking out the operation of the controller during initial installation, and also for troubleshooting should problems occur.

The MORE INFO key, when used in the Test mode, causes additional information to be displayed about the selected item (top line in the window).

The Test Menu is presented at the end of this section. NOTE: Some items may not be available on all models.

In the Diagnostics mode, accessed by pressing the DIAGNOSTICS key, currently active faults detected by the controller are displayed.

The MORE INFO key, when used in the Diagnostics mode, causes additional information to be displayed about the selected item.

A list of the abbreviations used in the Diagnostics display is included at the end of this section.

The Special Program mode allows you to perform a variety of tasks, most of which are self-explanatory. Through the Special Program Menu, you can revert to earlier settings, save controller settings into the programmer memory, load the controller settings from the programmer into a controller, clear the controller’s diagnostic history, adjust the contrast of the programmer’s LCD display, select the language to be displayed by the programmer, and display basic information (model number, etc.) about the controller and the programmer.

To access the Special Program mode, first press the MORE INFO key. Then, while continuing to hold the MORE INFO key, press the PROGRAM key. The LED on the PROGRAM key will light, just as when the programmer is in Program mode.

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6 — PROGRAMMER OPERATION

To distinguish between the Program and Special Program modes, look at the menu items in the display.

CONTROLLER CLONING

Two of the Special Program Menu items—“Save Controller Settings in Programmer” and “Load Programmer Settings into Controller”—allow you to “clone” controllers. To do this, simply program one controller to the desired settings, save these settings in the programmer, and then load them into other similar (same model number) controllers, thus creating a family of controllers with identical settings.

The MORE INFO key is used initially to access the Special Program mode, and once you are within the Special Program mode, it is used to perform the desired tasks.

To adjust the contrast in the display window, for example, select “Contrast Adjustment” by scrolling until this item is at the top of the screen, and then press MORE INFO to find out how to make the adjustment.

The Special Program Menu is presented at the end of this section.

* MORE INFO DIAGNOSTICS

In the Special Diagnostics mode, the controller’s diagnostic history file is displayed. This file includes a list of all faults observed and recorded by the controller since the history was last cleared. (NOTE: The maximum and minimum temperatures recorded by the controller are included in the Test Menu.) Each fault is listed in the diagnostic history file only once, regardless of the number of times it occurred.

To access Special Diagnostics, first press the MORE INFO key. Then, while continuing to hold the MORE INFO key, press the DIAGNOSTICS key. The LED on the DIAGNOSTICS key will light, just as when the programmer is in Diagnostics mode.

The MORE INFO key, when used within the Special Diagnostics mode, causes additional information to be displayed about the selected item.

To clear the diagnostic history file, put the programmer into the Special Program mode, select “Clear Diagnostic History,” and press the MORE INFO key for instructions. Clearing the diagnostic history file also resets the maximum/ minimum temperatures in the Test Menu.

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44

6 — PROGRAMMER OPERATION

PEACE-OF-MIND PROGRAMMING Each time the programmer is connected to the controller, it acquires all the controller’s parameters and stores them in its temporary memory. You can revert back to these original settings at any time during a programming session via the Special Program Menu. Select “Reset All Settings” by scrolling it to the top of the display window, press the MORE INFO key, and follow the instructions displayed.

Any inadvertent changing of parameters can be “undone” using this procedure— even if you can’t remember what the previous settings were—as long as the programmer has not been unplugged and power has not been removed from the controller.

Programmer Self Test You can test the programmer by displaying two special test screens. Press the MORE INFO key while the programmer is powering up. During the Self Test, you can toggle between the two test screens by pressing the SCROLL DISPLAY keys.

The first screen turns on every LCD element, and the second screen displays all the characters used in the various menus. As part of the Self Test, you can also test the keys be pressing each one and observing whether its corner LED lights up. To exit the Self Test, unplug the programmer or turn off the controller, and then repower it without holding the MORE INFO key.

⇐

SCROLL DISPLAY

⇒

Curtis PMC 1207/1207A Manual

! " # $%& ' ( ) * + , - . / 0 123 45 6 789 : ; <= >? @A B C D E FG H I J K L M NO P Q R S T U VWX Y Z x > Ω°

45

6 — PROGRAMMER OPERATION

PROGRAMMER MENUS Items are listed for each menu in the order they appear in the actual menus displayed by the handheld programmer.

Program Menu (not all items available on all controllers) EMR

R E V

C / L

T HROT T L E R AMP

SH A P E

CRE E P EMR

T Y P E

S P E ED

R E V

S P E ED

S EQU ENC I NG V AR I A B L E H I GH

D L Y

P L UG

P ED A L

D I S

SRO A N T I - T I E DOWN QU I C K

S T AR T

M1

MA I N

C / L

M1

P L UG

C / L

M1

R AMP

C / L

M1

ACCE L

M1

MA X

M2

MA I N

C / L

M2

P L UG

C / L

M2

R AMP

C / L

M2

ACCE L

M2

MA X

N EU T

RA T E

S P E ED

RA T E

S P E ED

BRA K E

N EU T R A L

C / L

BRA K E

Emergency reverse current limit Throttle type* Throttle map Creep speed, as percent PWM duty cycle Emerg. reverse speed, as % PWM duty cycle Sequencing delay, in seconds Throttle-variable plug braking: on or off High pedal disable (HPD): type† Static return to off (SRO): type‡ Anti-tiedown: on or off Quick-start throttle factor Mode 1 main current limit Mode 1 plug current limit Mode 1 ramp start current limit Mode 1 acceleration rate, in seconds Mode 1 maximum speed, as % PWM output Mode 2 main current limit Mode 2 plug current limit Mode 2 ramp start current limit Mode 2 acceleration rate, in seconds Mode 2 maximum speed, as % PWM output Neutral brake current limit Neutral brake: on or off

(Notes are on the next page.)

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6 — PROGRAMMER OPERATION

Program Menu Notes (For more detail on these options, see Appendix A: Glossary of Features and Functions.)

* Throttle types Type 1: 5kΩ–0 Type 2: 0–5V, 0–10V, 3-wire pot, and electronic throttles Type 3: 0–5kΩ throttles

† HPD types Type 0: no HPD Type 1: HPD on brake input Type 2: HPD on KSI

‡ SRO types Type 0: Type 1: Type 2: Type 3:

no SRO SRO on brake input SRO on KSI plus brake input plus a direction input SRO on KSI plus brake input plus forward input

Test Menu (not all items available on all controllers) T HROT T L E B A T T

%

VO L T AGE

H E A T

S I N K

° C

MA X

T EMP

° C

M I N

T EMP

° C

BRA K E

I N PU T

S P E ED

I N

EMR

R E V

I NPU T

F ORWA R D

I NPU T

R E V ER S E

I NPU T

MA I N

CON T AC TOR

FWD

CON T

R E V

CON T

Throttle reading, as percent of full Battery voltage Heatsink temperature Maximum temperature seen * Minimum temperature seen * Brake switch: on/off Mode switch: on (Mode 1) / off (Mode 2) Emergency reverse switch: on/off Forward switch: on/off Reverse switch: on/off Main contactor: on/off Forward contactor: on/off Reverse contactor: on/off

* Maximum/minimum temperatures recorded since Diagnostic History was last cleared.

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6 — PROGRAMMER OPERATION

Special Program Menu R E S E T

A L L

S E T T I NGS

CON T

S E T T I NGS >

PROG

PROG

S E T T I NGS >

CON T

C L E AR

D I AG

H I S TOR Y

CON T R A S T

AD J U S TMEN T

L ANGU AGE

S E L EC T I ON

P ROGR AMME R

I N F O

CON T RO L L ER

I N F O

Revert to original settings Save controller settings in programmer Load programmer settings in controller Clear diagnostic history memory Adjust display contrast Select displayed language Display programmer information Display controller information

Diagnostics and Special Diagnostics “Menu” This is not a menu as such, but simply a list of the possible messages you may see displayed when the programmer is operating in either of the Diagnostics modes.

The messages are listed in alphabetical order for easy reference.

B B

W I R I NG

CON T D I R

CH ECK

DRVR CON T

OC WE L D E D

H PD HW L OW M -

F A I L S A F E B A T T ERY SHOR T ED

M I S S I NG NO

VO L T AGE

K NOWN

CON T AC TOR F AU L T S

OV ER VO L T AGE SRO T HERMA L

CU T B ACK

T HROT T L E

F AU L T 1

T HROT T L E

F AU L T 2

Curtis PMC 1207/1207A Manual

BB wiring check failed Contactor driver overcurrent Direction contactor welded High-pedal-disable (HPD) activated Hardware failsafe activated Low battery voltage (<16V) M- output fault Missing contactor No known faults Overvoltage (1207: >48V; 1207A: >33V) Static-return-to-off (SRO) activated Cutback, due to over/under temp Throttle input fault Throttle low input fault

48

APPENDIX A: GLOSSARY

APPENDIX A GLOSSARY OF FEATURES AND FUNCTIONS

Acceleration/deceleration rate The acceleration rate is the time required for the controller to increase from 0% to 100% duty factor. The shape of the acceleration curve is controlled by the dynamic throttle response, which is linear.

If you have a MultiMode™ controller, the acceleration rates in Mode 1 and in Mode 2 are independently adjustable via the handheld programmer. If you have a 1207 controller with the MultiMode™ feature disabled (i.e., a singlemode controller), you can adjust the acceleration rate mechanically via the appropriate trimpot located on top of the controller.

Anti-tiedown Before enabling Mode 1 operation, the anti-tiedown function checks that the mode selection switch has been released after the last cycling of the brake switch.

This feature discourages operators from taping or otherwise “tying down” the mode switch. If Mode 1 is already selected before the brake is released, the controller remains in Mode 2 until the mode switch is released and pressed again.

Arcless contactor switching The controller output duty factor is quickly reduced to zero any time a direction is de-selected, so that the controller current will be reduced to zero before the direction contactor drops out.

BB (= Belly Button; see Emergency reverse) Brake The brake must be released (brake input “high”) for the controller to operate.

This is a safety interlock used on most material handling vehicles.

Cycling the brake or KSI clears most faults and enables operation.

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APPENDIX A: GLOSSARY

Contactor drivers and circuits These controllers can accommodate up to four external contactors: forward, reverse, main, and shunt. Some vehicles may have no main contactor, or the main contactor may be wired directly to the KSI or brake signal, bypassing the controller.

Various protections provided for the contactor drivers ensure that the contactors operate correctly; see Fault detection.

The shunt winding of a compound motor can be wired directly to the shunt driver, provided that the maximum current does not exceed the driver’s current rating.

Creep speed at first throttle Creep speed is activated when a direction is first selected. The output maintains creep speed until the throttle is rotated out of the throttle deadband (typically 10% of throttle). Creep speed is adjustable from 0 to 25% of the controller duty factor; the adjustment can be made mechanically (via the appropriate trimpot on top of the 1207 controller) or electronically (via the handheld programmer).

Current limiting Curtis PMC controllers limit the motor current to a preset maximum. This feature protects the controller from damage that might result if the current were limited only by motor demand. PWM output to the power section is reduced smoothly until the motor current falls below the set limit level.

In addition to protecting the controller, the current limit feature also protects the rest of the system. By eliminating high current surges during vehicle acceleration, stress on the motor and batteries is reduced and their efficiency enhanced. Similarly, there is less wear and tear on the vehicle drivetrain, as well as on the ground on which the vehicle rides (an important consideration with golf courses and tennis courts, for example).

If you have a MultiMode™ controller, the main current limit, plug current limit, and ramp start current limit in Mode 1 and in Mode 2 are independently adjustable via the handheld programmer. If you have a 1207 controller with the MultiMode™ feature disabled (i.e., a single-mode controller), you can adjust the main and plug current limits mechanically via the appropriate trimpots located on top of the controller.

In addition, the emergency reverse current limit can be set via the handheld programmer.

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APPENDIX A: GLOSSARY

Current multiplication During acceleration and during reduced speed operation, the Curtis PMC controller allows more current to flow into the motor than flows out of the battery. The controller acts like a dc transformer, taking in low current and high voltage (the full battery voltage) and putting out high current and low voltage.

The battery needs to supply only a fraction of the current that would be required by a conventional controller (in which the battery current and motor current are always equal). The current multiplication feature gives vehicles using Curtis PMC controllers dramatically greater driving range per battery charge.

Deceleration rate The deceleration rate is the time required for the controller to decrease from 100% duty factor to zero. The deceleration rate is fixed, and cannot be adjusted.

The shape of the deceleration curve is controlled by the dynamic throttle response, which is linear.

Emergency reverse Emergency reverse is activated when the brake is released, KSI is activated, and the emergency reverse switch (the BB, or “belly button” switch) is pressed. After the BB switch is released, normal controller operation is not resumed until neutral (no direction) is selected or until the brake is cycled (brake, then brake release). However, repeatedly pressing the BB switch will reactivate the emergency reverse function each time.

Because emergency reverse immediately powers the reverse contactor, some arcing may occur.

Fault detection An internal microcontroller automatically maintains surveillance over the functioning of the controller. When a fault is detected, the appropriate fault code is signalled via the LED, externally visible on top of the controller. The diagnostic codes flashed by the LED are listed in Section 5, Troubleshooting.

If the fault is critical, the controller is disabled. More typically, the fault is a remediable condition and temporary—for example, an undervoltage fault is cleared when the condition is removed.

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APPENDIX A: GLOSSARY

The automatic fault detection system includes: contactor coil open / shorted driver (F/R and shunt contactors) contactor driver overcurrent / contactor coil short contactor welded emergency reverse circuit check M- output fault memory checks upon start-up overvoltage cutoff power supply out of range (internal) throttle fault undervoltage cutback watchdog (external and internal) watchdog (internal)

Fault recording Fault events are recorded in the controller’s memory. Multiple occurrences of the same fault are recorded as one occurrence.

The fault event list can be loaded into the programmer for readout. The Special Diagnostics mode provides access to the controller’s diagnostic history file—the entire fault event list created since the diagnostic history file was last cleared. The Diagnostics mode, on the other hand, provides information about only the currently active faults.

Fault recovery

(including recovery from disable)

Almost all faults require a cycling of the KSI or brake input to reset the controller and enable operation.

The only exceptions are these:

Curtis PMC 1207/1207A Manual

FAULT

RECOVERY

anti-tiedown contactor overcurrent emergency reverse HPD overvoltage SRO thermal cutback throttle fault undervoltage

release and re-select Mode 1 when condition clears BB re-applied or brake cycled lower throttle to below HPD threshold when battery voltage drops below overvoltage when proper sequence is followed when temperature comes within range clears when condition gone when battery voltage rises above undervoltage

A-4

APPENDIX A: GLOSSARY

High-pedal-disable (HPD) The HPD feature prevents the vehicle from being started while the throttle is applied. The controller can be programmed to have HPD based on either brake input or KSI. Brake-type HPD

To start the vehicle, the controller must receive a brake input (brake released) before receiving a throttle input. Controller operation will be disabled immediately if pedal demand (throttle input) is greater than 25% duty factor at the time the brake is released (brake input “high”). Normal controller operation is regained by reducing the throttle demand to less than 25%.

Sequencing delay, which can be set with the handheld programmer, provides a variable delay before disabling the controller. If the brake is applied while the throttle is above the HPD threshold (25%), HPD is not activated if the brake is then released before the delay time elapses.

KSI-type HPD

The HPD feature can be activated by KSI input instead of brake input, if preferred. To start the vehicle, the controller must receive a KSI input before receiving a throttle input.

KSI KSI (Key Switch Input) provides power to the logic board, and initializes and starts diagnostics. In combination with the brake input, KSI enables all logic functions.

Some vehicles may have no keyswitch (KSI simply tied to B+) or may have the key permanently turned on.

LED A Status LED located on top of the controller flashes a fault identification code if a fault is detected by the controller. The fault codes are listed in Table 1. The code will continue to flash until the fault condition has been cleared during active fault detection. This will typically happen after cycling KSI for power-up fault conditions, and cycling the brake for faults detected during operation. NOTE: In 1207 models, the Status LED is on the adjustment panel under the sliding protective cover.

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APPENDIX A: GLOSSARY

MOSFET A MOSFET (Metal Oxide Semiconductor Field Effect Transistor) is a type of transistor characterized by its fast switching speeds and very low losses.

MultiMode™ The MultiMode™ feature of these controllers allows the vehicle to be operated with two distinct sets of characteristics. The two modes can be programmed to be suitable for operation under different conditions, such as slow precise maneuvering in Mode 2 and faster, long distance travel in Mode 1. The following parameters can be set independently in the two modes: — main current limit — plug current limit — ramp start current limit — acceleration rate — maximum speed The operating mode is selected by means of the mode selection switch. If Mode 1 is not selected, the controller operates by default in Mode 2. When the controller returns to Mode 2 from Mode 1, it automatically changes the main current limit, the plug current limit, the ramp start current limit, the acceleration rate, and the maximum speed to their Mode 2 values.

If the anti-tiedown feature is active, Mode 1 must be re-selected each time the brake is released.

Neutral brake The optional neutral brake feature provides automatic plug braking in neutral. If this option is not selected, the vehicle is free to coast in neutral. The neutral brake plug current limit is programmable.

Overtemperature At overtemperature (from 85°C to 95°C), the drive current limit is linearly decreased from full set current down to zero. (Plug current, however, is not reduced—in order to provide full vehicle braking under all thermal conditions.)

The operating PWM frequency is shifted to 1.5 kHz when the controller is operating in the overtemperature range.

Overvoltage protection Overvoltage resets the microprocessor, inhibits PWM, and opens the contactors, thereby shutting down the controller. Overvoltage can result during battery charging or from an improperly wired controller. Controller operation resumes Curtis PMC 1207/1207A Manual

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APPENDIX A: GLOSSARY

when the voltage is brought within the acceptable range. The cutoff voltage and re-enable voltage are percentages of the battery voltage, and are set at the factory.

Plug braking Plug braking takes place when a series motor is driven electrically in a direction opposite from the direction it is turning. The 1207/1207A controls the field current to obtain smooth and controlled plug braking torque. During plug braking, the maximum current limit is automatically changed to the plug current limit, and the PWM frequency is changed to 1.5 kHz. NOTE: Plug current limit on the 1207/1207A controls the field current. The armature current in plug mode will be higher than the field current.

There are two types of plug braking control — fixed and variable. The fixed plug current limit is set to a fixed level. The variable plug current limit varies the current limit to correspond to the throttle position.

If you have a MultiMode™ controller, the plug current limits in Mode 1 and in Mode 2 are independently adjustable via the handheld programmer. If you have a 1207 controller with the MultiMode™ feature disabled (i.e., a singlemode controller), you can adjust the plug current limit mechanically via the appropriate trimpot located on top of the controller.

PWM Pulse width modulation (PWM), also called “chopping,” is a technique that switches battery voltage to the motor on and off very quickly, thereby controlling the speed of the motor. Curtis PMC 1200 series controllers use high frequency PWM—15 kHz—which permits silent, efficient operation.

Quick-start Upon receiving a quick throttle demand from neutral, the controller will exceed normal acceleration momentarily in order to overcome inertia. The “quick-start” algorithm is applied each time the vehicle passes through neutral and is not in plug mode. If the vehicle is in plug, the quick-start function is disabled, allowing normal plug braking to occur.

The quick-start throttle factor is adjustable via the handheld programmer.

Ramp shape (throttle map) “Ramp shape” is a programmable parameter that determines the static throttle map of the 1207/1207A controller. Eleven preprogrammed ramp shapes are available, in 5% steps between 20% and 70% (20, 25, 30, 35, 40, 45, 50, 55, 60, Curtis PMC 1207/1207A Manual

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APPENDIX A: GLOSSARY

65, and 70%). The ramp shape number refers to the PWM output at half throttle, as a percentage of its full range. For example, if maximum speed is set at 100% and creep speed is set at 0, a ramp shape of 50% will give 50% output at half throttle. The 50% ramp shape corresponds to a linear response. The six “even number” ramp shapes for maximum and creep speeds set at 100% and 0 are shown in Figure A-1.

Fig. A-1 Ramp shape (throttle map) for controller with maximum speed set at 100% and creep speed set at 0.

100

RAMP SHAPE

MAXIMUM SPEED (100%)

90

70% 60%

80

50% 40%

PWM (percent)

70

30%

60

20%

50 40 30

CREEP SPEED (0)

20 10 0 0

10

20

30

40

50

60

70

80

90

100

THROTTLE (percent)

Changing either the maximum speed setting or the creep speed setting changes the output range of the controller. Ramp shape output is always a percentage of that range. Ramp shapes with the creep speed setting raised to 10% are shown in Figure A-2.

Fig. A-2 Ramp shape (throttle map) for controller with maximum speed set at 100% and creep speed set at 10%.

100

RAMP SHAPE

MAXIMUM SPEED (100%)

90

70% 60%

80

50% 40%

PWM (percent)

70

30%

60

20%

50 40 30 20 10 CREEP SPEED (10%)

0 0

10

20

30

40

50

60

70

80

90

100

THROTTLE (percent)

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APPENDIX A: GLOSSARY

In Figure A-3, the creep speed is kept at 10% and the maximum speed setting dropped to 60%.

Fig. A-3 Ramp shape (throttle map) for controller with maximum speed set at 60% and creep speed set at 10%.

100

RAMP SHAPE

90

70% 60%

80

50%

MAXIMUM SPEED (60%)

PWM (percent)

70

40% 30%

60

20%

50 CREEP SPEED (10%)

40 30 20 10 0 0

10

20

30

40

50

60

70

80

90

100

THROTTLE (percent)

In all cases, the ramp shape number is the PWM output at half throttle, as a percentage of its full range. So, for example, in Figure A-3, a 50% ramp shape gives 35% PWM output at half throttle (halfway between 10% and 60%). A 30% ramp shape gives 25% PWM at half throttle (30% of the range {which is 50%, from 10% to 60%}, starting at 10% output, or {[.30 x 50%] + 10%} = 25%).

Ramp start The ramp start feature allows the vehicle to be started with a higher plug current limit to prevent rolling downhill. Ramp start increases the plug current limit for the selected direction only. When the opposite direction is selected, ramp start will be canceled and a 3-step sequence must be followed to re-activate it: STEP 1. select a direction for more than 1 second, STEP 2. return to neutral, and STEP 3. re-select the same direction.

Once the vehicle is operating in ramp start mode, it will continue to do so until the opposite direction is selected for more than one second.

When the brake is first released, the ramp start current limit level will be obtained when either direction is selected in plug braking mode. In ramp start mode, either direction selected will allow the ramp start current limit level. This condition remains until the other direction is selected for more than one second.

The new direction then becomes the decision direction, and the 3-step ramp start sequence is required to regain the ramp start current limit level in plug.

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APPENDIX A: GLOSSARY

The ramp start current limit is adjustable via the handheld programmer. The Mode 1 and Mode 2 ramp start current limits can be set independently.

Reset Almost all faults require a cycling of the KSI or brake input to reset the controller and enable operation; see Fault recovery for exceptions.

Sequencing delay Sequencing delay allows the brake to be cycled within a set time (the sequencing delay), in order to prevent inadvertent activation of HPD or SRO. This feature is useful in applications where the brake switch may bounce or be momentarily cycled during operation. The delay can be set with the handheld programmer from 0 to 3 seconds, where 0 corresponds to no delay.

Shunt field control The shunt field of a compound motor can be directly controlled by using the shunt winding driver (if the current requirement meets the contactor driver specifications). The shunt is activated while a direction is selected, as long as the controller is not in plug braking mode. A programmable delay is available for the shunt drive. This delays the shunt turn-on until some time after the reversing contactors have shuttled. The delay can be set with the handheld programmer from 0 to 0.5 seconds, where 0 corresponds to no delay.

Smooth, stepless operation Like all Curtis PMC 1200 Series controllers, the 1207 and 1207A models allow superior operator control of the vehicle’s drive motor speed. The amount of current delivered to the motor is set by varying the “on” time (duty cycle) of the controller’s power MOSFET transistors. This technique—pulse width modulation (PWM)—permits silent, stepless operation.

Speed settings The maximum speed setting defines the upper-limit speed as a percentage of PWM output at full throttle. If you have a MultiMode™ controller, the maximum speed settings in Mode 1 and in Mode 2 are independently adjustable via the handheld programmer. If you have a 1207 controller with the MultiMode™

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APPENDIX A: GLOSSARY

feature disabled (i.e., a single-mode controller), you can adjust the maximum speed mechanically via the trimpot labeled “LOW” on top of the controller.

The maximum creep speed setting is also adjustable via these two methods; see Creep speed. The maximum emergency reverse speed is adjustable only via the programmer.

Static-return-to-off (SRO) The SRO feature prevents the vehicle from being started when “in gear.” SRO checks the sequencing of brake input—or of KSI and brake input—relative to a direction input. The brake input must come on before a direction is selected. If a direction is selected before or simultaneously (within 50 msec) with the brake input, the controller is disabled. There are three types of SRO: SRO relative to brake input alone (Type “1” in the programming menu); SRO relative to both KSI and brake input (Type “2”); and SRO relative to KSI, brake, and forward inputs (Type “3”). The handheld programmer can be used to set the controller to operate with any of these types of SRO, or with no SRO (SRO Type “0”).

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

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

Sequencing delay, which can be set with the handheld programmer, provides a variable delay before disabling the controller. If the brake is applied while direction is selected, SRO is not activated if the brake is then released before the delay time elapses.

Temperature compensation for current limits Full temperature compensation provides constant current limits throughout the normal operating range (heatsink temperatures of -25°C to +85°C). The temperature sensor is also used to calculate and display the heatsink temperature on the handheld programmer.

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APPENDIX A: GLOSSARY

Temperature extreme current-limit cutback Undertemperature)

(see Overtemperature,

Temperature extreme data storage The maximum and minimum temperatures read at the heatsink at any time during powering of the controller are stored in the controller’s memory. These values (which can be accessed via the programmer’s Test Menu) are cleared each time the controller’s diagnostic history file is cleared.

Throttle map The throttle map (duty factor as a function of throttle position) is adjustable, so that you can provide the proper feel for the many types of vehicles that use the 1207 controller. The throttle map parameter is called “ramp shape”; see Ramp shape for more information.

Throttle response The dynamic throttle response (duty factor as a function of time) is shaped by the acceleration rate setting. Dynamic throttle response is linear. The newest throttle input is mapped to the throttle map, and the controller then automatically accelerates (or decelerates) through a straight line until the new throttle demand is obtained.

Throttle types The 1207 and 1207A controllers accept a variety of throttle inputs, through various combinations of their four throttle input pins. The most commonly used throttles can all be hooked up directly: 5kΩ–0 and 0–5kΩ 2-wire rheostats, 3-wire pots, 0–5V throttles, 0–10V throttles (1207 only), and the Curtis ET-XXX electronic throttle.

Throttle full range produces 0–100% duty factor at the controller output (unless limited by other conditions). Throttle fault detect is performed on the throttle input signals and virtually eliminates the possibility of runaway operation. Adjustments and settings are independent of throttle type. However, throttle fault conditions will vary by throttle type.

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APPENDIX A: GLOSSARY

Undertemperature When the controller is operating at less than -25°C, the current limit is cut back to approximately one-half of the set current. The operating PWM frequency is shifted to 1.5 kHz when the controller is operating at undertemperature.

Undervoltage protection Undervoltage protection automatically disables the controller output if battery voltage is detected below the undervoltage point at start-up, or when the battery voltage is pulled below the undervoltage point by an external load. The undervoltage cutback point is set in ROM, and is not adjustable.

During normal operation, the controller duty factor will be reduced when the batteries discharge down to less than the undervoltage level. If the motor current is such that the batteries are being pulled below the minimum point, the duty factor will be reduced until the battery voltage recovers to the minimum level. In this way the controller “servos” the duty factor around the point which maintains the minimum allowed battery voltage.

If the voltage continues to drop below the undervoltage level to a severe undervoltage condition (due to battery drain or external load), the controller continues to behave in a predictable fashion, with its output disabled.

Watchdog (external, internal) The external watchdog timer guards against a complete failure of the microprocessor, which would incapacitate the internal watchdog timer. This independent system check on the microprocessor meets the EEC’s requirement for backup fault detection.

The external watchdog timer safety circuit shuts down the controller (and the microprocessor) if the software fails to generate a periodic external pulse train.

This pulse train can only be created if the microprocessor is operating. If not periodically reset, the watchdog timer times out after 150 msec and turns off the controller. The external watchdog also directly disengages all contactors and directly shuts down the PWM drive to the MOSFETs. It can only be reset by cycling KSI. The internal watchdog timer must be reset periodically by correct sequential execution of the software. If not reset, the internal timer times out and the microprocessor is “warm booted.” This causes the microprocessor to shut down its outputs (thus shutting down the controller) and attempt to restart.

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APPENDIX APPENDIX B: SPECIFICATIONS A: GLOSSARY

APPENDIX B SPECIFICATIONS Table B-1

SPECIFICATIONS: 1207 CONTROLLERS

Nominal input voltage range Maximum operating voltage Overvoltage point Minimum operating voltage Electrical isolation to heatsink PWM operating frequency

24 – 36 V 45 V 48 V 16 V (= undervoltage point) 500 V ac (minimum) 15 kHz

Output current* 250 200 150 100

1207-11XX amps for 1 minute amps for 2 minutes amps for 5 minutes amps for 1 hour

300 210 160 110

1207-21XX amps for 30 seconds amps for 2 minutes amps for 5 minutes amps for 1 hour

Contactor voltage Contactor current (maximum) Contactor coil spike protection Shunt driver current (maximum) Shunt driver spike protection

= battery voltage 1 amp (current limit at 2 amps) internal diode to brake; internal diode from brake to KSI 2 amps active clamp at 47 V

KSI input voltage KSI input current (typical) Logic input current (typical) Logic input threshold

16 – 45 V 80 mA without programmer; 130 mA with programmer 10 mA at 24 V 8V

Ambient operating temperature range Heatsink overtemperature cutback Heatsink undertemperature cutback

-25°C to 50°C 85°C -25°C

Package Weight Dimensions

splash resistant 1.1 kg (2.5 lbs) 122 × 165 × 60 mm (4.8" × 6.5" × 2.35")

* Output current rating test conditions: 1.

2.

3.

4.

5.

6.

7.

Controller cover installed Controller mounted to 230 × 305 × 3.2 mm (9" × 12" × 0.125") aluminum plate heatsink Airflow at 4.8 km/h (3 mph) perpendicular to bottom of aluminum plate Duty factor held at 60% Initial heatsink temperature at 20°C Ambient temperature at 20°C Current held at tested rating for 120% of time before thermal cutback

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APPENDIX APPENDIX B: SPECIFICATIONS A: GLOSSARY

Table B-2

SPECIFICATIONS: 1207A CONTROLLERS

Nominal input voltage Maximum operating voltage Overvoltage point Minimum operating voltage Electrical isolation to heatsink PWM operating frequency

24 V 30 V 33 V 16 V (= undervoltage point) 500 V ac (minimum) 15 kHz

Output current* 250 200 150 100

1207A-41XX amps for 1 minute amps for 2 minutes amps for 5 minutes amps for 1 hour

300 210 160 110

1207A-51XX amps for 30 seconds amps for 2 minutes amps for 5 minutes amps for 1 hour

Contactor voltage Contactor current (maximum) Contactor coil spike protection Shunt driver current (maximum) Shunt driver spike protection

24 V 1 amp (current limit at 2 amps) internal diode to brake; internal diode from brake to KSI 2 amps active clamp at 47 V

KSI input voltage KSI input current (typical) Logic input current (typical) Logic input threshold

16 – 30 V 80 mA without programmer; 130 mA with programmer 10 mA at 24 V 8V

Ambient operating temperature range Heatsink overtemperature cutback Heatsink undertemperature cutback

-25°C to 50°C 85°C -25°C

Package Weight Dimensions

splash resistant 1.1 kg (2.5 lbs) 122 × 165 × 66 mm (4.8" × 6.5" × 2.6")

* Output current rating test conditions: 1.

2.

3.

4.

5.

6.

7.

Controller cover installed Controller mounted to 230 × 305 × 3.2 mm (9" × 12" × 0.125") aluminum plate heatsink Airflow at 4.8 km/h (3 mph) perpendicular to bottom of aluminum plate Duty factor held at 60% Initial heatsink temperature at 20°C Ambient temperature at 20°C Current held at tested rating for 120% of time before thermal cutback

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APPENDIX A: GLOSSARY APPENDIX B: SPECIFICATIONS

1207/1207A AUXILIARY PANELS Auxiliary panels are available for the 1207 and 1207A controllers, consisting of a range of contactor and fuse assemblies mounted on small aluminum panels.

These auxiliary panels are designed to let you install your controller in the minimum time, at minimum cost. The panels, manufactured by Curtis Instruments (UK) Ltd., are available through all Curtis offices.

All panels are flush rear mounting. Please contact the Curtis office nearest you for further configuration details.

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A-16 B-3

MOTOR CONTROLLER FOR ELECTRONIC POWER STEERING

FLY BY WIRE INSTALLATION/OPERATION MANUAL for FBW 4820 FBW 2440 Publication no 88Q020 Rev.C Date:2000-05-04 54Q020PB 54Q020NB 54Q020RB 54Q020QB

TABLE OF CONTENTS Content 1.

page

Overview ...................................................1

2.

Specifications

2.1 2.2 2.3 2.4 2.5 2.6 2.7 2.8 2.9 2.10 2.11 2.12 2.13 2.14 2.15 2.16

General ..............................................2 Battery voltage ...................................2 Current capacity.................................3 Analog control inputs .........................3 Voltage outputs..................................3 Voltage input......................................3 Digital control inputs ..........................4 Safety relay output.............................4 Motor speed feedback .......................4 Safety system ....................................4 Indications..........................................5 Operating environment ......................6 Cooling and isolation .........................6 EMC...................................................6 Block diagram ....................................7 Mechanical dimensions .....................8

3.

3.1 3.2 3.2.1 3.2.2 3.2.3 3.2.4 3.2.5 3.2.6 3.2.7 3.2.8 3.2.9 3.3 3.3.1 3.3.2 3.4 3.4.1 3.4.2 3.4.3 3.5 3.5.1 3.5.2

Installation instructions Connections...................................... 9 Components required .......................10 Main contactor..........................10 Power fuse ...............................10 Control fuse ..............................10 Battery and motor cables .........10 Control wiring............................10 Limit switches ...........................10 Battery power supply ................11 Steering wheel tachometer.......11 Servo motor and gear...............11 Connectors .......................................12 Control connector .....................12 Power connector ......................12 Adjustments ......................................13 Current limit ..............................13 IR-compensation ......................13 Tachometer input scaling .........13 Indications.........................................14 LED ..........................................14 Output.......................................14

1. OVERVIEW ELECTRONIC POWER STEERING FOR INDUSTRIAL BATTERY TRUCKS FLY BY WIRE is the name of a series of controllers for electronic power steerings, developed by Atlas Copco Controls in co-operation with manufacturers of industrial battery trucks.

A complete steering system includes: - electronic controller, FLY BY WIRE - reference sensor (tachometer) - DC-motor with gear - contactors, fuses and cables The electronic controller is designed to control a fully electric power steering system. There is no mechanical connection between the steering wheel and the traction wheel.

The FLY BY WIRE controller continuously monitors the entire steering system to prevent any hazards. Any faults in the sensor, the cables, the controller or the motor, will result in a fault condition and deenergized safety relay, diagnosed by LED and optoisolated outputs.

When using a fully electric steering system the vehicle has to be stopped automatically if any errors occurs.

This is achieved by connecting the safety relay, in the controller, to an electric brake in the vehicle.

The safety system meets the European: Safety of machinery - Industrial trucks prEN 1175-1 Part 1: Electrical requirements for battery powered trucks.

The power MOSFET transistors controlling the servo motor current provide high efficiency, high reliability and long lifetime. The PWM switching frequency of 16kHz reduces motor losses and provides silent operation.

The controller has current and speed regulators and armature feedback with compensation for motor voltage drop, I*R-compensation.

Cooling is achieved by mounting to a flat metal surface in the vehicle.

The right selection of sensors and servo motors is very important to guarantee reliable operation. Atlas Copco Controls will assit in this matter.

.......................................

1

2. SPECIFICATIONS 2.1

GENERAL Models

2440 .................

........................

4820 .................

Part no

Motor type

........................

FBW 4820 (48V battery voltage)

2440 .................

54Q020PB

4820 .................

54Q020NB / 54Q020RB / 54Q020QB

........................

PM DC -motors

Motor inductance....................

min. 0,5mH

No. of quadrants .....................

4Q

Modulation

PWM (Puls Width Modulation)

........................

Switching frequency...............

2.2

FBW 2440 (24V battery voltage)

16kHz

BATTERY VOLTAGE Nominal

2440 .................

24VDC

4820 .................

48VDC

2440 .................

16-30VDC

4820 .................

33-58VDC

2440 .................

12VDC (Start level > 20V)

4820 .................

24VDC (Start level > 40V)

2442 .................

36VDC

4820 .................

72VDC

Tolerances: Continuous

Intermittent <50ms

<100µs

........................

2

2.3

CURRENT CAPACITY Peak

2440 .................

40A

4820 .................

20A

Thermal average 2440 .................

25A

........................

4820 .................

15A

Adjustable current limits....... ........................

2.4

At +55oC environmental temperature

50-100% of peak current.

Adjustable in 4 steps with dipswitches

ANALOG CONTROL INPUTS From tachometer, put on the steering wheel: Reference value ..................... ........................ ........................ ........................ ........................ ........................

2.5

Progressive characteristic input, meaning increased sensitivity when faster rotation.

VOLTAGE OUTPUTS + .....................

2.6

+-1,3VDC up to +-5,9VDC Scaling adjustable in 16 steps with dipswitches.

+24VDC via 50 Ohm PTC

VOLTAGE INPUT Internal supply The same input as .................... start/stopp 2440 .................

24VDC

4820 .................

48VDC

........................

3

2.7

DIGITAL CONTROL INPUTS Logic "0"=<4VDC Logic "1"=>8VDC max 58VDC

2.8

Start/stop ........................

The same input as internal supply

Logic 1/logic 0

Positiv direction limiting ........ ........................

Logic 0: no limiting Logic 1: limiting

Negative direction limiting..... ........................

Logic 0: no limiting Logic 1: limiting

SAFETY RELAY OUTPUT Safety relay

2440 .................

24VDC (closed): ok

4820 .................

48VDC (closed): ok

........................ ........................ ........................ ........................

2.9

0VDC (open): error Relay data: max 48VDC, 3A

MOTOR SPEED FEEDBACK Armature feedback with I*R-compensation.

I*R-compensation ................... ........................

Adjustable in 4 levels with dipswitches

2.10 SAFETY SYSTEM When errors are detected the safety relay opens within 75ms and the controller blocks power output.According to prEN 1175-1 The control is achived by a current pulse which is generated by the safety system with frequency of 15Hz. The pulse passes through the sensor, power electronics and motor circuit. If the pulse disappears or changes shape beyond certain limits the safety system will indicate error.

At every start up the safety system is checked by an error simulation. It takes max 0,3 sec.

If the controller is stopped (turned off) it has to be >2 sec. before a new start up.

........................

4

Tachometer circuit

........................ ........................

Disconnections and short circuits are detected.

Electronic controller............... ........................

Motor output voltage above commanded values detected.

Motor circuit

Disconnections and short circuit are detected.

........................ ........................

Temperature protection ......... ........................ ........................

Short circuit protection .......... ........................

Linear reduction of current limit starting at 75oC .

Power supply contactor .........

At every start-up: checking that contactor is open

Emergency brake coil.............

At every start-up: checking there is no voltage on the coil

Direction limit switches .........

In direction limiting mode there is still possible to get max 20-40% of supply voltage on the motor output

- Motor output+ to motor output- Motor outputs to battery -

2.11 INDICATIONS LED-indications

- Controller active - Negative direction blocking active - Positive direction blocking active - Error in tacho sensor circuit - Error in controller or motor circuit - Error in controller - Supply contactor closed or voltage on emergency brake coil

Outputs indications

- Controller active - Error in sensor circuit - Error in controller or motor circuit - Error in controller - Supply contactor closed or voltage on emergency brake coil

5

2.12 OPERATION ENVIRONMENT Temperature: Operation Storage

........................ ........................

-35oC - +55oC -40oC - +70oC

Humidity

........................

100% condensing according to IEC 68-2-30, Db

2.13 COOLING External cooling ........

Contact cooling to metal plate or frame

Isolation .....................

500VAC according to prEN 1175-1

2.14 EMC Immunity:

According to prEN50081-2

Emmission:

According to prEN50082-2

6

Common

Error signal 2

Error signal 1

Direction blocking

-

+

Potentiometer

Tachometer

-12V

Tachometer 0V

+12V

Start/Stopp Safety relay

9

12

3

5

11

10

6

7

13 4

8

1

+ +

-

Monitor puls

IR-sensitivity

R

C

Blocking and sensitivity Speed regulator

Sensors monitor

Current limit

DC

+

-

Current monitor

Voltage monitor

PWM

Voltage monitor

Logic circuits monitor

R

C

Current regulator

DC

Temperatur sensor

Bat.-

M2

M1

Bat. +

2.15 BLOCK DIAGRAM

7

2.16 MECHANICAL DIMENSIONS

64

152 139 125

145

210

6.5

10

.......................

8

.......................

Safety brake

Truck computer

Limit switches

Steering wheel tachometer

0 1

Key switch

Control fuse

9

12

10

3

5

11

6

4

13

8

1

Error indication no 2, low

Error indication no 2, high

Controller

LED

LED

Battery-

Motor-

Current limit adjust.

Motor+

LED

Error indication no 1, low

Tachometer input scaling

Battery +

IxR-comp. adjust.

LED

Error indication no 1,high

- Direction limiting

+ Direction limiting

Tachometer

0V Tachometer

+24V

Safety circuit relay

Start/Stop Internal supply

-

M2

M1

+

Steer motor

Supply contactor

Power fuse

B-

B+

3.INSTALLATION INSTRUCTIONS

3.1 CONNECTION

9

3.2

COMPONENTS REQUIRED

3.2.1 POWER SUPPLY CONTACTOR It must be controlled directly from the safety relay as shown in the drawing.

Other connections may delay closing of main relay and cause error condition.

Switching current 2440 .............

50A

4820 ............

25A

2440 ............

30A slow

4820 ............

15A slow

3.2.2 POWER FUSE Current

3.2.3 CONTROL FUSE Current

...............

6-10A slow

3.2.4 BATTERY AND MOTOR CABLES Dimension

2440 ............

min. 4mm2

4820 ............

min. 2,5mm2

3.2.5 CONTROL WIRING Dimension

...............

min. 1mm2

3.2.6 LIMIT SWITCHES Normal open (NO) Operating at 5mA

...............

10

3.2.7 BATTERY POWER SUPPLY Other power switching units on the same power supply cables may affect the controllers internal capacitor. Please consult Atlas Copco Controls in this case.

3.2.8 STEERING WHEEL TACHOMETER Use only tachometers recommended by Atlas Copco Controls.

3.2.9 SERVO MOTOR AND GEAR Use only motors and gears recommended by Atlas Copco Controls.

.......................

11

3.3

CONNECTORS

RE1 1

ON

2

LIM-

1 2 3

3

LIM+

4 5 6

4

ERROR

5

ERROR

RELAY SW1 1

K2

2

3

4

5

6

7

OFF

M1

7 8

K1 M2

8

9

10

11

12

13

3.3.1 CONTROL CONNECTOR, 13-pin MIC, make: AMP Pin no

Function

1 2 3

Input:

4 5 6 7 8 9 10 11 12

Input: Input: Input:

13

Output:

Start/stop and internal supply Not connected Error indication no 1, high

Input: Output:

Tachometer Negative direction limiting Reference value from tachometer Not connected Safety circuit relay Error indication no 2, low Error indication no 1, low Positive direction limiting Error indication no 2, high

Output:

Supply for limit switches

Output: Output:

24,48 V max 24 V, 5mA (open collector) 0V 15-48 V +-[1,3-5,9] V 24,48 V

24,48 V max 24 V, 5mA (open collector) +24 V (max 20 mA)

3.3.2 POWER CONNECTOR 4-pin POSITIV LOCK (5-pin with center pin excluded), make: AMP Pin no. + M1 M2

Function Input: Input: Output: Output

Battery voltage+ Battery voltageMotor connection + Motor connection -

24,48 V 0V

12

3.4

ADJUSTMENTS

RE1 1

ON

2

LIM-

1 2 3

3

LIM+

4 5 6

4

ERROR

5

ERROR

RELAY SW1 1

K2

2

3

4

5

6

7

OFF

M1

7 8

K1 M2

8

9

10

11

12

13

3.4.1 CURRENT LIMIT Dipswitch no 1 and 2: Both switches open: Switch no. 2 closed: 1: 1+2:

4820

2440

10A 14A 17A 20A

20A 28A 34A 40A

3.4.2 IR-COMPENSATION Switch no 3 and 4: Both switches open: Switch no. 3 closed: 4: 3+4:

No compensation 1/3 2/3 Max compensation

3.4.3 TACHOMETER INPUT SCALING Switch no. 5, 6, 7 and 8: Switch no.

5+6+7+8 closed: 6+7+8: 5+7+8: 7+8: 5+6+8: 6+8: 5+8: 8: 5+6+7: 6+7: 5+7: 7: 5+6: 6: 5: Switch no.

5+6+7+8 open:

+-1,3V +-1,6V +-1,9V +-2,3V +-2,6V +-2,9V +-3,2V +-3,5V +-3,8V +-4,1V +-4,4V +-4,7V +-5,0V +-5,3V +-5,6V +-5,9V

13

3.5 INDICATIONS

RE1 1

ON

2

LIM-

1 2 3

3

LIM+

4 5 6

4

ERROR

5

ERROR

RELAY SW1 1

K2

2

3

4

5

6

7

OFF

M1

7 8

K1 M2

8

9

10

11

12

13

3.5.1 LED: LED 1 on (green): LED 2 on (red): LED 3 on: LED 4 on LED 5 off: LED 4 off LED 5 on: LED 4 on LED 5 on: LED 1 on LED 4 off LED 5 off, and controller is not starting up; no output from safety circuit relay, 8:

controller active negative direction limiting active positive direction limiting active error in sensor circuit error in controller or motor circuit error in controller

supply contactor closed or voltage on emergency brake coil *

Outputs:

Error indication: No 1 open no 2 open: No 1 active no 2 open: No 1 open no 2 active: No 1 active no 2 active: No 1 open no 2 open, and controller is not starting up; no output from safety circuit relay, 8:

controller active error in sensor circuit error in controller or motor circuit error in controller

supply contactor closed or voltage on emergency brake coil *

* It has to be > 2 sec between a controller stop (turned off) and a new start up. Otherwise this error may occur.

14

CAT

PARAMETERS

CAT NS1200R/1500R/2000R

NO: 52-

PMC 1207-1104 (PRGM: 00-04) PARAMETER: MAIN C/L L/S MAIN C/L PLUG C/L L/S PLUG C/L EMR REV C/L LS EMR REV C/L RAMP C/L L/S RAMP C/L ACCEL RATE QUICK START THROTTLE TYPE RAMP SHAPE CREEP SPEED LOW SPEED HIGH SPEED EMR REV SPEED) (EQUENCING DLY VARIABLE PLUG HIGH PEDAL DIS SRO ANTI-TIEDOWN

1/1

Date RANGE: 20-250 A 20-250 A 20-250 A 20-250 A 20-250 A 20-250 A 20-250 A 20-250 A 0,1-3,0 s 0-6 1,2,3,4 20-70 % 0-25 % 40-100 % 40-100 % 25-100 % 0-3 s on/off 0,1,2 0,1,2,3 on/off

SET: 230 A 230 A 20 A 72 A 140 A 140 A 200 A 200 A 2,0 s 0 2 50 % 10 % 100 % 100 % 80 % 0s on 0 0 off

8.2.2002

NS2000RTREV, NS2000RTR

NS1500RTREV, NS1500RTR, NS1200RTREV, NS1200RTR NS1500TREV, NS1500TR, NS1200TREV, NS1200TR

NS1500RPNEV, NS1500RPND, NS1200RPNEV, NS1200RPND NS1500PNEV, NS1500PND, NS1200PNEV, NS1200PND

1. Central cylinder 2. Side cylinder 3. Valve 4. Valve 5. Valve 6. Valve segment N

7. Valve segment G 8. Segment 9. Basic lift cylinder 10. Stabilizer cylinder 11. Pump motor 12. Valve 13. Filter

NS1200/1500/2000/R 090

11

12

13

14

15

16 KEY SWITCH 30

L30 6/13

17 S1

18 15

19

L10

L11

5/24

5/23

20

21

22

23

24

25

26

27

B1 ACCELERATOR

28

HORN

29

LIFT

30

LOWER

L21 M-

S3 NO

COM

3

3

X5:13

X5:12

X5:11

X5:10

X2:12

X2:10

X2:9

X2:8

X2:7

1ohm

K4 21

X5:14

X6: 7

3

X2:6

1

X6:10

4

X2:5

2

X6: 4

NP2000R: 160A NS1200R/NS1500R/ NS2000R: 250A

2

S6

0.4uF

X2:2

2

F1 160A

S5

C4

1

F2

X2:4

2

4

COM

NO COM

X2:1

1

8A

S7

4

3

X6: 3

1

A:B+

1

4

S4

X9: 1 X9: 2

F3

2

X2:3

X6:1

X1: B+

X3: 2

5V

X5: 9

DEAD MAN’S SWITCH

S2 X3: 1

3

0-5V

BW

X5: 2

FW

6.0 mm2

X5: 1

X4:1

X5: 8

NC

X6: 8

NO

5/14

X8: 7

X7: 2

LIFT LIMIT (OPTION)

OPTION

X11: 3

S11

S10

X11: 1

X8: 8 G1

4

K3 3

1

2

4

2

K1

K2

20

20

3

1

4 B+

1

KEY

14 HIGH SPEED

3

15

24 V D1

BRAKE A1

D2

K1

D1

A1

K2

A2

A2

A1

X7: 3

X4:5

2

16

X3: 3 X4: 3

K4 A2

X5: 3

3

M1

A2

2

CURTIS 1207

4

MAIN CONT.

12

FW INPUT

11

BW INPUT

X10:1

LIFT CUT-OFF (OPTION)

A2

*(A2) A1

M2

A1

FW COIL BW COIL

BOSCH-2kW-24VDC *ADC-2kW-24VDC

*(A1) A2

A:M-

M-

U

A3

A1

X5: 4

Y1 A2

X4: 4

X3: 5

X10: 2 +

+

A:B-

0-5V INPUT

5

5V SUPPLY

7

POT.LOW

A1

M21 5/14

X3: 4

K3

A2

A2

A1

Y2 A2 -

-

X4:6

X4:2

6.0 mm2

NOTE: 13=>5

A1

H1

B-

X1: BX1 BATTERY CONNECTOR, EMERGENCY ISOLATION

6

X3: 6

F4 1

8A

2

-> NS1200R/NS1500R/NS2000R: LIFT/LOWER CIRCUITS SEE P. 2

CIRCUIT DIAGRAM

TS580101

NP2000R/NS1200R/NS1500R/NS2000R: TRANS.CONTROLLER CURTIS 1207

1/9

REV

3-6770

11

12

13

14

15

16

17

18

NP2000R: LIFT (OPTION) NS1200R/NS1500R/NS2000R: LIFT (/SIDE STABILIZERS)

19

20

21

22

23

NS1200R/NS1500R/NS2000R: LIFT/BASIC LIFT

24

25

4

S7

NC

S5 LIFT 3

COM

COM

LIFT LIMIT

HORN

X5: 9

X5: 10

X5: 9

X5: 10

X2: 9

X2: 10

X2: 9

X2: 10

B+24V

B+24V

X8: 8

X7: 2

S7

LIFT LIMIT

3

NC

NO

NC

S8

COM

COM

COM

COM

X8: 7

BASIC LIFT

X5: 9

X5: 10

X2: 9

X2: 10

B+24V

LIFT

X4: 3 X5: 3

X5: 4

LIFT CUT-OFF (OPTION)

A3

X4: 4

X5: 4 X4: 4

X5: 4 X4: 4

+

+

+

A1

A2

X4:6

-

B-

H1

A1

A2

A2

B-

K3

A2

-

A3

A1

H1

K3

A2 -

X4:6

A2

SIDE STABILIZERS: LIFT CUT-OFF CIRCUIT SEE LEAF 3.

A1

BASIC LIFT

X8: 8

X7: 2

X4: 3 X5: 3

K3

STABIL.

X8: 7

X4: 3 X5: 3

H1

COM

NC

S5

LIFT

LIFT CUT-OFF (OPTION)

NO

S8

X7: 3

A1

COM

S5

X7: 3

A3

NC

NO

X7: 3

A1

NC

S6 SIDE-

S13

HORN

COM

X8: 8

X7: 2

LIFT CUT-OFF (OPTION)

30

3 NO

X8: 7

29

NC

4

S13

S7

SIDESTABIL.

28

X4:6

HORN

S6

4

27

NS1200R/NS1500R/NS2000R: LIFT/BASIC LIFT/SIDE STABILIZERS

NC NC

26

B-

J20 3/15

OPTION CIRCUIT DIAGRAM

TS580101

NP2000R/NS1200R/NS1500R/NS2000R LIFT CIRCUIT 1

2/9

REV

3-6770

12

13

14

15

16

17

NS1200R/NS1500R/NS2000R: LIFT

18

19

20

21

22

23

24

25

26

27

SIDESTABIL. COM

S6

LIFT

LEFT STABILIZER (RL461074) 3

3

2

2

S23

B+24V

30

NC

COM

S21

29

(/SIDE STABILIZERS)

NC

S5

28

22

RIGHT STABILIZER (RL461074)

S24

14 MAST SWITCH

X7: 2

21

13

X7: 3 X4: 3 X5: 3

X2: 9

SIDE STABILIZERS: LIFT CUT-OFF CIRCUIT

LIFT CUT-OFF (OPTION)

X5: 4

3

S22

P 2

A3

(RL199309)

1

X4: 4 + A1

K3

X1

A2

H20 YEL

-

X4:6

11

X2

BJ20

M5

2/16

4/25

CIRCUIT DIAGRAM

TS580101

NP2000R/NS1200R/NS1500R/NS2000R LIFT CIRCUIT 2

3/9

REV

3-6770

12

13

14

15

16

17

18

19

20

21

B+

22

23

24

25

S1 KEY SWITCH

X5: 1 X3: 1

30

26

27

28

29

30

J508 6/21

15

X5: 2 X3: 2 X5: 8

LIFT SWITCH (+) X4: 3 K3

X5: 3

3

X5: 4

4

2

A3

(-) X4: 4 H2

B+ 24 V DRIVE (+)

X5: 7

7

X5: 6

6

A3 LIFT LIMIT, WHEN THE CAPACITY OF THE BATTERY IS VERY LOW. (NOTE THE POLARITY!)

X4: 1 X4: 5

h J506 6/19

LIFT

(+)

X4: 6 CONNECTIONS OF BDI: X5: 5

B-

5

X4: 2 J515 6/19

8 7 6 5 4 3 2 1

BDI CURTIS 803R X5: 15 B-

X2: 7 1

R2

2

X9: 3

COLD STORE

X9: 4

X9: 3

FAN

X9: 4

N M L K

X6: 1 OPTION: COLD STORE FAN

O P R S T U

DISCHARGE

X6:11

t=+40°C 1 2

1

R1

2

X6:12

COLD STORE

X6:11

X6:12 +

11

M4

M5

-

OPTION

FAN

CIRCUIT DIAGRAM

TS580101

NP2000R/NS1200R/NS1500R/NS2000R CONTROL CIRCUIT: BDI

4/9

REV

3-6770

13

14

15

16

17

18

L21

19

20

21

22

23

24

25

27

28

29

30

RED

6.0 mm2

X43:

B+24 VDC

S41, S42 STEERING LIMIT SWITCHES

1

F41 50A

H40

2

X1 NO

2 21

1

X45: B+

24 V

X46:1

M3 STEERING MOTOR 24 VDC

X47: 11 RED

X45: M1

4,0 mm2

A4 ACC STEERING CONTROLLER (2440)

RED

X50: 1

X50: 2

X49: 3

X49: 4

X50: 3

X47: 5 RED

X48:2

X47: 6

M3 -

COM

X47: 1 GRN

+

S42 COM

4,0 mm2

X2

NO

S41

K41

+ G1 STEERING WHEEL TACHO METER G1

BLK

12345678 OPEN CLOSED

X46:2

X48:1

X47: 4

X45: M2

4,0 mm2

-

0 V

6.0 mm2

X44:

1

8A

- -

X47: 9 8

ERROR N0.2 LOW

F42

1/14

ERROR N0.2 HIGH - -

M21

- -

RED X45: RED B- 3 10 12

4,0 mm2

B-

26

ELECTRICAL STEERING

1/15

ERROR N0.1 LOW

12

ERROR N0.1 HIGH - -

11

+ 0.4uF + A1

K41 A2

3

2

5

C3

K42

K42

10

22

1

6

1ohm

2

X49: 2

X49: 1

L11

L10

1/19

1/18

M30 6/13

OPTION CIRCUIT DIAGRAM

TS580101

NP2000R/NS1200R/NS1500R/NS2000R ELECTRICAL STEERING: ATLAS COPCO

5/9

REV

3-6770

12

13

14

15

STEERING SENSORS

L30 1/16

a

H30

a

H31

17

18

19

20

21

J506

J508

4/19

4/26

22

23

24

25

26

27

28

29

30

BUZZER / FLASH LIGHT

a

H32 b

X12: 1

b

RED

b

16

YEL

BLU

YEL

2

H11

24V

X1 CURTIS 12V-72V

H12

1

X2 BLK

11

X12: 2

1

3

2

NO

NC

S32 COM NO

NC

S31 COM

4

M30 5/29

J515 4/19

CIRCUIT DIAGRAM

TS580101

NP2000R/NS1200R/NS1500R/NS2000R OPTION: STEERING SENSORS/ BUZZER

6/9

REV

3-6770

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

OPTION: NS1200R/NS1500R/NS2000R: LIFT

(/SIDE STABILIZERS)

NC

LEFT STABILIZER (RL461074) 3

3

2

2

S23

S21

22

14

B+24V

S5 LIFT

S24

S22

13

SIDESTABIL. COM

S6 COM

X8: 7 X8: 8

3 MAST SWITCH

21

RIGHT STABILIZER (RL461074)

NC

P

(RL199309)

1

2

X7: 2

X7: 3 X4: 3 X5: 3

X2: 9

LIFT CUT-OFF (OPTION)

A3

X5: 4 X1

X2

+

H21

H20 RED

X1

X4: 4

X2

GRN

A1

K3 A2 -

X4:6

11

BM5 4/25

CIRCUIT DIAGRAM

5151502-503

NP2000R/NS1200R/NS1500R/NS2000R OPTION: SIFT SIDE LIFT CIRCUIT 2

7/9

REV

3-6770

14

15

S24:2 L1200

17

18

19

20

21

22

23

24

25

26

27

28

29

30

L350

S24:3

16

S8:NC

13

S5:COM

12

S5:COM

S21:13

S22:1 S22:2

L2000

L900

S21:14

S21:22

S22:3

L300

S21:21

S23:2

L250 L1200

CIRCUIT DIAGRAM

H2:B-

H2:B-

H20:x2

S23:3

H20:x1

11

TS580101

NP2000R/NS1200R/NS1500R/NS2000R WIRE HARNESS W11: RL461073

8/9

REV

3-6770

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

H11:2

13

H11:1

12

L250

11

506

L1700

L1200

2

508

X12 RL211074

515

CIRCUIT DIAGRAM

TS580101

NP2000R/NS1200R/NS1500R/NS2000R WIRE HARNESS: RL465195

9/9

REV

3-6770

12

13

14

SAFETY SWITCH (BELLY)

15

16

19

BW

POT LOW

FW

20

21

22

23

TILLER SWITCH

B2

0-5V B-

B+

com

COLD STORAGE

25

26

27

28

29

30

HORN

BRAKE RELEASE

LIFT / INITIAL LIFT

LOWER / INITIAL LOWER

R2

-

no

COM

S6

R1 WH/

NC

24

R1 + R2 for stacker trucks R1 for pallet trucks.

ACCELERATOR

NO

S3

COM

S4

NO COM

S5

NO COM

COM NO

COM S2.2

XB1/8

3

WH 4

OR 5

BK 6

BN 7

RED/ GRN 1

BN 2

XB2/1

BK 2

X20

BU 3

XT3/

2

1

XT5/

3

4

2

12

11

10

DATE: 2008-09-29

XB4.1/ 2

4

X21 6

5

1

XB4.1/ 1

WH/ BK

XB4.1/ 5

NC GRY

NAME: IR

CHANGE: TILLER SWITCH CONNECTIONS

18

RD B1

S2.1

17

XB4.1/ 3

c ROCLA OYJ 2006

11

This document is property of ROCLA OYJ and is not allowed in any condition to be copied, duplicated, shown or handed over to unauthorized person without written permission by ROCLA OYJ.

REV E

X22

XT1/7

6

5

4

3

2

1

9

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2006-09-14 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

8

15

NAME: JL

14

13

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1150908

XT2/2

NEW TILLER LAVANSIIRTÄJÄT JA PINOAJAT PALLET AND STACKER TRUCKS

3

1

1/2

REV

3-6969

E

c ROCLA OYJ 2006

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

1 SPEED LIFT / 2 SPEED LOWER OR PROPORTIONAL LIFT / LOWER, NOT BOTH IN SAME TRUCK B4

B3 1 SPEED LIFT, 2 SPEED LOWER

2 SPEED LOWER

1 SPEED LOWER

LIFT

B-

LIFT/LOWER

B+

0-2.5-5V B-

B+

BK OR WH/ BK

WH

WH/ BR

GR

XB4/ 5

4

3

2

1

XT4/5

4

3

2

1

GR

This document is property of ROCLA OYJ and is not allowed in any condition to be copied, duplicated, shown or handed over to unauthorized person without written permission by ROCLA OYJ.

REV

DATE: 2006-09-14

NAME:

CHANGE:

GRY

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ 2006-09-14 DESIGN. FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1150908

NEW TILLER PINOAJAT STACKER TRUCKS

2/2

REV

3-6969

E

-1TTS

STACKER Type:

__________________________________

Manufacturing year and number: _____________________

NB: Please read this manual before operating or performing maintenance on the forklift truck. Following the instructions will improve safety and enable unnecessary danger situations and accidents to be avoided.

-2-

Table of contents FOREWORD ............................................................................................................................................... 3 1. INSTRUCTIONS ON OPERATING THE TRUCK ............................................................................. 3 2. OCCUPATIONAL SAFETY .................................................................................................................... 5 3. LOAD HANDLING ................................................................................................................................ 6 4. DRIVING ................................................................................................................................................ 6 5. PARKING ................................................................................................................................................ 7 6. OTHER WORKING INSTRUCTIONS ................................................................................................ 7 7. RECHARGING AND REPLACING THE BATTERY ......................................................................... 8 8. HAZARDOUS WASTE AND DISPOSAL ............................................................................................. 9 9. ORDERING SPARE PARTS ................................................................................................................ 10 10. USE OF THE TRUCK ......................................................................................................................... 10 11. THE OPERATOR’S NORMAL DRIVING POSITION ................................................................... 10 12. NOISE .................................................................................................................................................. 10 13. CONTROLS AND THEIR DISPLAYS ..............................................................................................11 14. OPERATION ...................................................................................................................................... 12 15. HANDLING A LOAD ......................................................................................................................... 13 16. EMERGENCY PROCEDURES ........................................................................................................ 13 17. INSPECTIONS, MAINTENANCE AND REPAIR ......................................................................... 14 18. TROUBLESHOOTING CHART ....................................................................................................... 17

-3-

FOREWORD Warehouse trucks are designed for the varying needs of customers to lift and transport objects in indoor premises. Familiarise yourself with this manual carefully in order to be able to use all the features offered by the truck for efficient working.

Important: ! After reading this manual, store it in a safe place for later use. ! Do not use the truck before you have read this manual.

The truck conforms to the EN 1726 standard, ensuring its safety according to the EU machine directive.

The most important regulations and guidelines are mentioned in these instructions. As regulations vary from country to country, we expect users to be aware of the regulations and standards valid in their local area.

In order to use the truck safely, users should find out about safety risks in advance. All the safety regulations in the manual must be followed. The truck operator should acquaint himself with the instructions of a new truck carefully, and practice driving and controlling the truck in a protected area.

We hope that you will put your truck to continuous economical and efficient use. In order to remain fully operational, the truck must be maintained competently, according to the maintenance instructions and schedule supplied by us. We offer to you economical and efficient maintenance and spare part service.

The most advantageous arrangement to ensure that the truck is operational at all times is to sign a maintenance agreement with your dealer.

For further information or training on trucks, please contact our sales organisation.

WARNING! A truck is a moving machine, which may cause serious accidents, unless its operator is sufficiently familiar with its operation and unless he knows its operating and maintenance instructions. To order more copies of instruction books, contact your dealer.

1. INSTRUCTIONS ON OPERATING THE TRUCK INSTRUCTIONS FOR SITE SUPERVISION The operator must be trained with the use, maintenance and safety aspects of the truck. The site supervision must control that the operator and maintenance instructions as well as safety regulations are observed. It is in everybody’s interest that the truck remains continuously operational and in productive use. ! It is the site supervision’s duty to advise the operator and control that the operator and maintenance instructions are observed. ! The site supervision must familiarise themselves with the operator instructions and their contents.

RECEIPT OF THE TRUCK Before shipping, each truck is inspected carefully to make sure that the truck you receive is in impeccable condition and equipped as per your order. We request, however, that immediately after receiving the truck you inspect it for any damages during shipping. This way your truck can be put to productive work without undue delay.

-4TRUCK STORAGE If the truck is not used for a lengthy period, it should be stored in a cool (above 0 C) and dry place on an even surface. Before storage, complete the following: BATTERY Charge the battery well, and while stored recharge it every 2 or 3 months to prevent damage. At the same time, check the fluid level and add if necessary.

HYDRAULIC SYSTEM If the machine is out of use for more than a year, change the hydraulic oil.

DRIVE UNIT If the machine is out of use for more than a week, support the truck in such a way that the load exerted on the drive wheel becomes lighter.

Returning the Truck to Operation If the truck has been stored for several months, it must undergo maintenance as per 600 operation hours.

Otherwise normal daily maintenance and inspection are sufficient.

MAINTENANCE AND REPAIR The operation of the truck requires that it is maintained regularly and competently. Daily and weekly maintenance is the work of the operator or an appointed individual, who must be supplied with adequate training and instruction for the task. It should also be borne in mind that the terms of the warranty prescribe appropriate maintenance of the truck. All spare parts must be original spare parts.

Monitoring the maintenance instructions is easier if maintenance dates are entered in the maintenance record located on the last page of the Manual.

The most advantageous arrangement is to sign a maintenance agreement with your dealer, who can also supply you with any supplies and spare parts you may need. Contact our maintenance department or your truck dealer for good and efficient maintenance service for your truck. ! If maintenance is neglected, the truck may cause damage to property, and even personal injuries. ! Proper maintenance and care ensure that the truck can be used efficiently and without errors. ! Truck inspections, lubrication and maintenance must be made according to the maintenance schedule. ! Only a specially appointed and trained individual is allowed to repair and adjust the truck. ! If you are not sure of the symptom or the error, do not take any corrective action but contact your dealer. ! For troubleshooting chart, see Appendix.

TRUCK OPERATOR The truck operator must be at least 18 years of age, and he must have the physical (e.g. good hearing and sight) and psychological properties required for operating the truck without risks. Only an individual trained for the truck may operate it. In addition, he must have permission from the site supervision to operate the truck.

-5The operator must know and master the drive and operational properties of the truck as well as all the relevant safety and other regulations. He must be able to control the truck also in a situations of sudden danger. Familiarisation and drive practice with a new truck should be arranged in a protected area.

The operator is responsible to the site supervision for observing all the instructions and regulations in his daily work and for taking care of the truck. The operator must check the condition of the truck at the start of each work shift. In particular, he must check the operation of steering and brakes, the condition of the batteries, parking brake and signal horn.

The operator must familiarise himself carefully with the truck and its operator and maintenance instructions as well as safety regulations.

LIFTING THE TRUCK The truck may only be lifted from a marked position.

Make sure that the capacity of the lifting device is sufficient.

TOWING THE TRUCK The truck may only be towed with its drive wheel raised free of the floor.

ELECTROMAGNETIC COMPATIBILITY The truck conforms to the prEN... (Proposal 09.95) standard, ensuring its safety according to the EMC directive.

The truck is designed for use on premises of light and heavy industry (EN 50081-1 and prEN 50082-2).

WARNING Modifications to electric devices may affect the electromagnetic compatibility and, therefore, the safety of the truck.

No modifications may be made to the electric devices in the truck without permission from the manufacturer, as such modifications may put safety at risk.

2. OCCUPATIONAL SAFETY The truck must be kept clean and in good working order. The daily and weekly checks in accordance with the maintenance instruction must be carried out on time in order to avoid faults and operational errors.

If any faults or deficiencies risking safety are observed in the truck, the truck must be taken out of operation until the faults or deficiencies have been remedied. ! The operator may not make any repairs without permission from the site supervision. ! In case of malfunction disconnect the battery connector.

The operator must always promptly notify the site supervision of any accidents or injuries. In such a case the operator must leave the truck at the place of the accident. ! When using the truck, the operator is responsible for both his own and his environment’s safety. ! The truck may only be used for purposes corresponding to its outfit.

-6REPAIRS AND STRUCTURAL MODIFICATIONS The truck may not be modified without manufacturers permission: no parts may be added or removed, as the modifications could affect the operation of the truck and might weaken its construction. ! Do not weld or bend the truck’s forks.

WORK ON DANGEROUS PREMISES Trucks used for working on premises susceptible to fire or explosion or other hazards must be specially equipped. A standard truck is not suitable for such work.

OVERHEAD GUARD AND LOAD SUPPORT Trucks driven sitting or standing that are capable of lifting the load more than 1.8 m must be equipped with an overhead guard. No modifications to the overhead guard that weaken its structure are allowed. If it is possible that objects might fall through the slots in the overhead guard, the slots must be reduced.

Trucks used for transporting small objects or unstable loads must be equipped with a load support.

3. LOAD HANDLING The load must be handled without causing any risk of accident or damage to the load. The load can only be transported when it has been loaded safely. ! ! ! ! !

The truck must always be driven with its forks lowered.

If the truck has side supports, use them when you fetch or leave a load. Raise them when driving.

Do not let anyone, under any circumstances, walk or stand under the forks.

Never place any part of your body between the mast structures or any moving parts of the truck.

If driving a load that is larger than the outlines of the truck, take into account the extra space it requires.

LIFTING CAPACITY The operator must know the truck’s maximum lifting capacity and never exceed it under any circumstances.

Likewise, he must abide by the maximum values for load weight and load centre information printed on the capacity plate in the different loading situations.

Take into account the effect of any attachments to the lifting capacity.

4. DRIVING The truck must always be driven from the actual operator’s seat. Keep your body completely within the outlines of the truck. Anticipate any dangers so that you can avoid all risks of accident or injury. ! ! ! ! ! !

The truck must at all times be under the operator’s control, and it must be handled responsibly.

Sudden starts and stops should be avoided.

Steering and braking movements should be made smoothly.

Decrease the speed if the floor is slippery, e.g. because of humidity.

Take great care when driving on a slanted surface.

Do not drive over any loose objects on the floor.

-7When driving, the load must be kept down and, if possible, tilted backwards. The load must not be lifted except when stacking. This does not apply to trucks designed to be driven with the load raised.

Be especially careful: ! when there are other people, or moving or fixed objects in the working area. ! when the load reduces visibility. When driving in narrow aisles, make sure that there is enough space for the truck and the load.

SPEED Speed must be chosen according to the situation. Things to take into consideration include load, visibility, people in the working area, as well as moving and fixed objects. Speed must be reduced at cross aisles and whenever vision is obstructed. If the visibility is inadequate, the operator should use an assistant.

Careless driving leads to risk situations: for example, uncontrolled acceleration or braking, excessive speed at turning points, as well as fast and sudden turning may overturn the load and cause an accident.

In all conditions, drive the truck at a speed which makes it possible to stop it safely. Keep sufficient distance to a preceding vehicle.

TRAFFIC RULES The general rule is that the truck should be driven on the right-hand side of the driving lane. The operator should keep good visibility in the direction of driving and mind the traffic and other people by keeping sufficient safety distances. It is not allowed to drive the truck outside a private area without an order or permission by the site supervision. Outside a private area, the truck is subject to general traffic rules and regulations. Traffic regulations and speed limits should also be observed in a private area.

If a door opening is so narrow that two vehicles cannot pass each other, drive in the middle. When two trucks meet in a narrow or cross aisle, the loaded truck has the right of way. ! When driving, the horn should sounded when necessary to warn others in the same area.

5. PARKING The truck can be parked without supervision only in a specially reserved parking place. When parking the truck, the forks must be lowered to the down position and the parking brake must be on. It must be ensured that the truck under no circumstances can move by itself or that an inexperienced person can start driving it. ! Never park or stack goods in front of fire doors, fire extinguishers, emergency exits and the like. ! Never park the truck on a slanted surface.

6. OTHER WORKING INSTRUCTIONS FREE SPACE ! The operator must make sure that the truck has sufficient moving space with respect to overhead structures. Before driving to aisles or door openings, it must be ensured that there is enough space for the truck, the load and the operator. ! Always drive at a safe distance from the edge of loading platforms or bridges.

-8BEARING CAPACITY OF THE FLOOR The operator must make sure that the combined weight of the truck and the load does not exceed the bearing capacity of the floor.

USE IN ELEVATORS An elevator can only be used to transport the truck between floors by permission of the site supervision.

When using an elevator, it must be ensured that the combined weight of the truck, the load and the operator does not exceed the maximum load capacity of the elevator. The truck should always be driven with the load in front to elevators, as well as any other narrow premises. ! Do not let any other people be in an elevator when driving the truck in or out. ! The parking brake of the truck must be on before the elevator starts.

WORKING ON RAMPS The operator must get permission from the site supervision to drive on a slope or ramp. When the truck is loaded, travel with the load uphill. Without a load, you can also travel with the forks downhill. ! Do not turn the steering wheel abruptly on a ramp. The truck might overturn.

WORKING ON LOADING BRIDGES Before starting with loading or unloading, always check the bearing capacity and the fastening of the bridge. If the truck is to be driven into another vehicle, it must be ensured that the vehicle cannot move during the work. Do not drive to the edges of a loading bridge, because there is always the risk of overturning.

7. RECHARGING AND REPLACING THE BATTERY Only appointed and trained personnel may replace and recharge batteries. Individuals maintaining batteries must have sufficient protective clothing. ! Do not handle naked flame in the vicinity of batteries because of a risk of explosion. ! Do not smoke when working with batteries. ! Do not leave tools or other metal implements on top of the battery. Sparking or a short circuit may cause the battery to explode. ! When the batteries are recharged, the cell plugs must be screwed tight to prevent battery fluid splashing. ! Battery fluid is a corrosive acid solution, so caution should be exercised to avoid it getting on the skin or in the eyes. Battery fluid develops an explosive gas at the end phase of recharging. Therefore, make sure that the battery has sufficient ventilation. ! A low battery charge status may damage the battery during long-time use.

RECHARGING THE BATTERY ! Make sure that the charger is the appropriate model for recharging the battery. ! Park the truck in a specially reserved recharging place. ! Make sure that the battery has sufficient ventilation.

Connecting the battery to a charger: 1.

2.

3.

4.

Switch off the truck current Make sure that the charger has been switched off.

Disconnect the battery connector and connect it to the charger.

Connect the current to the charger.

-9After charging, when beginning the work: 1. Switch off the charger.

2. Disconnect the battery connector from the charger. Grab the plugs. Do not pull the cables.

3. Check the battery according to the manufacturer’s and maintenance instructions.

Measuring the Cell Density of the Battery Measure the acid density of the battery fluid according to the manufacturer’s instructions. The acid density of a fully charged battery is 1.28 to 1.30 at + 30 °C. 1.24 1.20 1.16 1.15

3/4 charged 1/2 charged 1/4 charged Empty. The battery must be charged immediately.

REPLACING THE BATTERY The battery must be replaced according to the manufacturer’s instructions. When reinstalling batteries, use the appropriate tools for moving, connecting and fastening the battery solidly. Tools and other metal implements must not be kept on top of uncovered batteries.

When replacing the battery for an electric truck, use a battery with dimensions and weight that fit the truck so that the stability or braking properties of the truck are not weakened. The minimum weight of the battery is indicated on the identification plate of the truck.

When a lifting device is used for lifting the battery, place a non-conductive plate on top of the battery to avoid the risk of a short circuit. This is not necessary if the lifting device has sufficient insulation and is equipped with a distributor or if the pole shoes and cell combinations are fully protected.

ACQUIRING A NEW BATTERY When acquiring a battery for the truck, pay attention to the standard prEN 1175-1, section “Traction batteries”, which lays down the requirements on the protective cover of the battery case, ventilation and interior surface treatment, and section “Minimum markings”, which lays down the requirements on the truck battery plate.

The battery plate should give at least the following information: • manufacturer • type • serial number • rated voltage • capacity (Ah/5h) • service weight

8. HAZARDOUS WASTE AND DISPOSAL Hydraulic and gear oils as well as batteries are hazardous waste, which must be disposed of accordingly.

The truck itself is not hazardous waste, and can be recycled.

- 10 -

9. ORDERING SPARE PARTS When ordering spare parts, always turn to your dealer or maintenance centre. Use only original spare parts.

To make sure you receive the correct parts, include the following information in the order: • TYPE OF TRUCK • SERIAL NUMBER OF TRUCK • ORDER NUMBER OF PART • NAME OF PART • NUMBER OF PARTS ORDERED Of the above information, items 3 and 4 are listed on the spare part pages of the manual supplied with the truck, and items 1 and 2 on the front page of the manual or on the identification plate of the truck.

10. USE OF THE TRUCK This product is designed for handling pallets and other similar picking units in pallet transfer and stacking tasks.

The truck is intended to be used on dry indoor premises, on even and straight floors. A standard truck can work continuously at a working temperature from + 25 to +5 ° C, with occasional variation from + 45 to 0 °C. If your working environment has a different temperature range, contact Rocla, because cold and freezer premises require a specially constructed machine. A special frost machine can be used down to - 35 °C. The truck meets all the relevant requirements of the EU directive on machine safety, indicated by a CE label.

FORBIDDEN USES OF THE TRUCK Never use the truck: • to transport and lift people • on premises with fire risk • on premises with explosion risk • on premises with insufficient floor bearing capacity • if damaged • as a mounting surface • to tow another truck • under the influence of intoxicating substances.

11. THE OPERATOR’S NORMAL DRIVING POSITION When moving forwards (or backwards), the driver’s normal driving position is standing firmly, while leaning on the backrest, with the left hand on the steering wheel and the right hand on the speed control support handle.

NOTE !

When driving, no part of the body must be outside the operator’s cab.

12. NOISE The maximum noise level the driver may be subjected to is 79 dB (A). This noise level can be reached when raising classified load.

- 11 -

13. CONTROLS AND THEIR DISPLAYS CHARGING PLUG / MAIN CURRENT SWITCH (1) The charging socket is the main current switch of the forklift truck, and it also serves the purpose of emergency switch.

For further information on charging the battery via the charging socket, please see section on charging the battery.

NOTE !

When welding with electrical welding equipment, the battery must be disconnected.

IN CASE OF AN EMERGENCY THE FORKLIFTTRUCK CAN BE DISCONNECTED FROM THE POWER SOURCE BY UNPLUGGING THECHARGING SOCkET KEY SWITCH (2) The key switch connects the electrical devices of the truck to the battery circuit.

• 0 = Power off (power remains on for certain electronic devices) • 1 = Power oN VALVE LEVER (3) There is one valve lever that lifts and lowers the lift forks on a truck.

• Familiarize yourself with how the valve lever works.

SIDE SUPPORTS FOR THE LIFTING / LOWERING LEVER AND/OR THE LIFTING / LOWERING BUTTON (4) FOR GROUND ALLOWANCE • Familiarize yourself with how the valve lever and buttons work.

SPEED CONTROL (5) The speed control is used for controlling driving speed and for braking the truck.

• Handle the speed control gently!

STEERING (6) The steering wheel can turn ±90° by mechanical transmission (if the optional electronic steering is in its place, see Appendix).

- 12 IDENTIFICATION PLATE (7) The identification plate gives the following information: • manufacturer • truck type • serial number • unloaded mass of the truck in working order without a battery and removable attachments • permitted maximum and minimum battery weight • terminal voltage • rated load capacity • CE- label CAPACITY PLATES (8) The truck has a capacity plate that tells the maximum lifting capacity with maximum lifting height and the lifting height with a nominal lifting ability. Only one lifting ability is announced, when needed, between these two heights. In addition, the plate tells the center of gravity distances with these lifting abilities.

WARNING: Recognize and know, in every situation, the load’s weight and center of gravity. Overloading the truck is a safety hazard and thus forbidden.

THE STOPPING PEDAL (9) The stopping pedal electrically overrides the brake when the foot is on the pedal. When the driver raises his foot off of the pedal, the steering power circuit cuts off and the trucks stops immediately. Use the pedal only as a parking brake.

WARNING: The truck stops rather suddenly when the stopping pedal is released SOUND INDICATOR (10) BATTERY GUARD AND HOUR METER COMBINATION (11) The battery guard shows the battery’s charge status and stops the lifting when the battery level is too low.

The hour meter counts the active working time. It is always running when any of the electric motors is running.

14. OPERATION DRIVING Before start, make sure that the daily maintenance has been carried out. See ”The Operator’s Daily Routines before Work”.

Switch the truck’s power on and press your foot on the pedal on the standing platform.

Gently turn the speed control in the desired direction of travel. To brake or stop the truck, turn the speed control against the truck’s direction of travel so that the motor does the braking.

Make the movements calmly because sudden movements while driving at high speeds may lead to a dangerous situation.

• Practice steering and controlling the truck • Drive slowly in intersections and while turning • Drive always with the load and the forks in lower position

- 13 STOPPING The truck should normally be braked softly by turning the speed control perpendicular to the truck’s direction of movement. You must anticipate situations where you may need to brake and, for this reason, slow your speed accordingly. When you lift your foot off of the pedal, the circuit is interrupted and the truck brakes.

15. HANDLING A LOAD The load is lifted and lowered by the valve button. Place the load so that its weight is distributed evenly on the lifting forks. The maximum lifting capacity of the truck is given on the identification plate. Do not exceed that.

• Handle only undamaged loads.

• Place the load correctly.

WARNING: DO NOT TRANSPORT BADLY PILED OR BOUND LOADS.DO NOT EXCEED THE TRUCK CAPACITY. STACKING: 1. Drive calmly perpendicular to front of the stack of shelf with the load and ground allowance down.

2. Ensure that the support forks go all the way underneath the pallet. This is best done by aligning the transported pallet’s sides with the lowest pallet’s sides. When you use the ground-level pallet for aligning, the stacking and unstacking becomes easier.

3. If there are side supports, lower them down.

4. Lift the load so high that it is clearly higher than the stacking level.

5. Drive the pallet carefully to the stacking level. When the load is correct spot above the level, lower it carefully so that the forks detach from the pallet.

6. Back up perpendicularly so far that the forks can be lowered unhindered.

7. Lower the forks.

8. Lift up side supports, if fitted UNSTACKING 1. Drive calmly perpendicular to the front of the stack of shelf with the forks low enough to go under the lowest pallet. Then backup perpendicularly to the corridor so far that the forks can be lifted up unhindered.

Lower the side supports if fitted.

2. Raise the forks to the height of the desired pallet and approach the pallet by driving carefully. Make sure that the forks can freely go underneath the pallet the whole time and that the load is stable on top of the forks.

3. Lift up the forks so that the pallet is no longer on the stacking level.

4. Back up calmly perpendicular to the corridor so that the load can be lowered to the floor unhindered.

5. Lower the load down.

Note !

• Always compare the load weight to the lifting height and capacity that are on the truck's type plate.

• Always observe the space above the load.

• Always approach the stacking shelves perpendicularly with the forks low.

• While the load is up, the steering and braking movements have to be done carefully and softly.

• A broken pallet or an unstable load may not be lifted nor left on a stack or shelf.

16. EMERGENCY PROCEDURES • If the forklift tips over, hold on to the machine tightly.

- 14 -

17. INSPECTIONS, MAINTENANCE AND REPAIR SAFETY INSTRUCTIONS IN MAINTENANCE WORK • Only individuals trained for maintaining and repairing this type of trucks may repair and maintain the truck.

• The maintenance site should be kept clean: oil, grease and water make the floor slippery.

• When working with the truck’s electrical system, there is a risk of a short circuit and skin burn if a metal object touches live connectors. No watches, rings or other metal jewellery should therefore be worn.

• Power off the truck before opening the cover of the drive unit or the electrical system.

• Remove hydraulic pressure before opening the system.

• Do not use your hand when checking possible oil leaks.

• Note that hydraulic system oil or motor surfaces may be hot.

• Use only clean oil for filling the hydraulic system.

• Disconnect the battery when welding. To prevent formation of toxic gases during welding, remove paint up to 10 cm from the work object.

• Support the truck with jacks when working underneath the truck.

DRIVER’S DAILY ROUTINES BEFORE OPERATION • As an operator, you are responsible for the daily checking and maintenance of the truck.

• Carry out the daily maintenance according to the list below before the start of a working day or shift, before the truck is used.

• Neglecting the daily maintenance may decrease the safety and reliability of the truck.

• Notify the site supervision immediately if you notic any error or deficiency during the check.

• Check the truck externally to see that no oil leaks can be observed.

• Check all wheels for damage or outer wear.

• Check the battery fluid in each battery cell. Top up with battery water if needed. The fluid surface should be about 15 mm above the plates.

• Check the gearbox for leaks. Also check the hydraulic pipes, hoses and connectors. No leaks or damage should be found.

• Switch on the current and test the operation of the lifting hydraulics by raising and lowering the forks.

• Check the operation of the speed control by driving slowly forward and backward. Also check the operation of the other electrical functions.

• Make sure that the stopping pedal returns to the upper position and that the parking brake functions properly.

• Test the sound signal.

DRIVER’S WEEKLY MAINTENANCE PROGRAMME • Check and clean the fastenings of the battery cables.

• Make sure that the air holes of the battery cell plugs are not plugged up.

• Clean the batteries with a dry rag. If necessary, you can wash the batteries with warm water or mild soda solution, which neutralises the battery acid. Dry the battery carefully after the wash.

• Check the amount of hydraulic oil in the oil tank. Add if necessary.

• Make sure that screws, nuts and pipe connectors are tight.

• Check that machine plates and labels are fastened securely and fully legible.

• Clean the truck if necessary.

• Thinly oil the mast’s, push sled’s and lifting sled’s grooves.

• Check the length of the lifting chains. When the mast is upright and the top of the mast bars is on the same level, all the chains should be somewhat loose. Adjust, when needed, the adjust screws at the end of the chains.

NB: DO NOT LET WATER IN THE ELECTRICAL DEVICES, especially if the power is on !

- 15 The truck’s lubricating points should be lubricated about once a month: • the turning bearings of the side wheels • the bearings of the side support wheels • the suspension rail of the drive unit

OIL RECOMMENDATIONS Hydraulic oil (4): NESTE 32 Super In freezer warehouses: NESTE SH 15 Fill 3/4 of the tank’s volume.

Gearbox oil (1): EP 80/90 Fill to the volume of 2 l Lubricating grease (2): NLGI No. 2. containing molybdenumdisulfide In freezer warehouses: NLGI No. 1 or No. 0.

Gearbox oil drain plug (3)

- 16 QUARTERLY MAINTENANCE INSPECTION (300 H) The most convenient arrangement is to make a maintenance agreement on inspection and scheduled maintenance with your Mitsubishi service centre. Only competent maintenance guarantees a fault-free operation of your truck.

Following the maintenance programme is easier when you enter the maintenance dates in the maintenance record. In addition to the weekly programme, the Mitsubishi service engineer checks and adjusts, if necessary, the following: • the collectors, carbon brushes and conductors of the drive and pump motors • the operation of the speed control • the operation of the speed limiter • the microswitches • the contactors and solenoids • the cables • the air gap in the brake • the anchorings of the lift cylinder • the play of the forks, and their tilting and condition SEMIANNUAL SCHEDULED MAINTENANCE (600 H) In addition to the quartely and weekly procedures, the service engineer will • change the hydraulic oil once a year (1200 h) • change the gearbox oil once a year (1200 h) • clean the oil filter • check the operation of the hydraulics and the pressure-limiting valves • check the fastening of the gearbox and the amount of gearbox oil (see 17.4) • check the condition of the side support wheels • check the wear of the drive wheel Location of the fuses in the speed control unit 1. Steering circuit fuses 2. Drive current fuse 3. Lift motor fuses

WARNING: DO NOT MAKE ANY CHANGES OR REPAIRS IN THE TRUCK THAT MAY WEAKEN ITS CONSTRUCTION OR ENDANGER SAFETY.

- 17 -

18. TROUBLESHOOTING CHART SYMPTOM:

PROBLEM:

CORRECTION:

The truck won’t move

- the battery connector is loose - the battery is empty - the emergency stop button is down - the key switch is faulty - the microswitch for the pedal is broken - the drive motor’s fuse has blown

- plug in the battery connector - recharge the battery - lift up the emergency stop button - replace the key switch - replace the microswitch - check the connections and cables and replace the fuse - check the connections and cables and replace the fuse - replace the carbon brushes

- the main power fuse has blown - the drive motor’s carbon brushes are worn out - the speed control is faulty The truck doesn’t break - leak in the brake system properly - the pedal movement is too big - the friction surface of the brake is worn out The lift pump doesn’t run - the pump or steering circuit fuse is blown - the pump motor’s carbon brushes are worn out - the pump motor’s control is faulty

- contact your truck dealer - check the connections and if necessary exchange the gaskets - check the level of brake fluid, add if necessary - replace the brake shoes of the load wheel brakes - check the connections and cables and replace the fuse - replace the carbon brushes - contact your truck dealer

The lift works poorly or - overload the load doesn’t stay up - the battery is drained - there is too little oil in the container - oil leak - the pump is worn out - there is some wear or dirt on the valves

- lighten the load - recharge the battery - add oil - check the connectors and gaskets - replace the pump - clean the valves and replace the faulty ones

The battery doesn’t - the charger is misconnected - the charger fuse has blown or it doesn’t charge get any current - the battery cells water level or specific gravity is low

- connect it correctly - check the connections and replace the fuses if necessary.

- check the cells current and specific gravity.

Add water and/or acid when necessary. See Section Recharging the battery

The steering isn’t working - The control motor fuse has blown - The control power fuse has blown properly - a short voltage break (<2 sec.). It could be caused by switching the power on too soon.

- faulty servo controller (indicators are not lit)

- change the fuse (F12) - change the fuse (F3/F6) - Switch the power off and wait more than 2 seconds. Turn the power on.

- Contact the service

The steering works poorly - the servomotor carbon brushes are worn out - The steering hits an obstacle when strongly turning

- replace the carbon brushes - the end line switches are faulty or misadjusted. Replace and adjust