CURTIS # 1208 Motor Controller of Curis PMC 1200 series consoles proteiad by US, Patent No, 4825750,INSTALLATION/INSTRUCTION MANUAL FOR MODEL 1208 MOTOR SPEED CONTROLLERS INTRODUCTION The 1208 motor controllers are complete, efficient, and simple to use DC motor speed controllers for 12V, 24V and 36V permanent magnet motors. Controller applications include small vehicles, wheelchairs, scrubbers, sweepers, AGV's, conveyor belts and power steering. The only external parts needed for a complete motor control system (besides motor and battery) are an on/off switch and a throttle control potentiometer. All forward, reverse and power contactors are "on board” thus greatly simplifying external power wiring. The center off throttle control potentiometer eliminates the need for external forward and reverse switches. Extra battery connections are provided on board for convenient wiring points for battery charger input or power output to accessories. Quick connects and plug type connectors allow easy controller installation and removal. FEATURES Many performance and safety features are designed into the 1208 motor speed controllers. Pol protection prevents the controller from being turned on if the battery wires are reversed during installation, The controller will not be harmed from this battery wire reversal. Under-voltage detection reduces motor current when the batteries discharge to about two-thirds theit nominal voltage. This allows the controller to operate on low batteries, with reduced performance, but will not allow the batteries to discharge below the two-thirds voltage level. Pot fault protection forces the controlter into neutral if any of the three throttle pot wires or the pot opens. Motor current limiting protects both motor and controller from over current conditions. An optional output may be provided to drive a spring set electromagnetic brake where desired. INSTALLATION Figure 1 shows outline and mounting dimensions for the 1208 controllers. The circuit board must be mounted from the top side using aluminum spacers to conduct heat from the on-board mounting plate to the installation heats ink {wall, bulkhead, etc). Minimum required heats ink is a 4" x 5" aluminum plate 1/811 thick mounted with 3/811 diameter, 11° long {maximum) spacers to meet the data sheet currentitime and continuous current ratings. The controller may be oriented in any position but care should be taken to locate in an area protected against dirt, water, mechanical abuse, ete. A cover should be provided for complete protection from contaminants.2.000 o —4950 2.000 = 0.500 — 3.300 4.100 — Ee al k 1208 MOUNTING DIMENSIONS FIGURE 1 WIRING, All electrical connections to the controller use .250" quick connects for power connections and .100" and ,156" centers connectors for control connections. Several manufacturers connectors will mate with the on board connectors with options of crimp or insulation displacement terminals and wires straight out or at right angles to the connector bodies (see Appendix B). Figure 2 shows a typical installation with all wires routed in the same direction using right angle style connectors.owns sunrace Conn AS TYPICAL INSTALLATION Figure 2 A complete wiring diagram is shown in Figure 3 using the standard 5K-ohm throttle control potentiometer. If voltage input is used for throttle control a 5.1K ohm, 1/4W resistor must be added (Fig. 4) to keep pot fault from shutting down the controller due to the open throttle input connection. ‘This resistor may be mounted at the PC board connector. The control voltage input should be connected between B- and pot wiper connections as shown. If the voltage-input wire breaks, the controller will return to neutral. For either type of throttle input, maximum controller output may be limited using a resistor and switch or a rheostet. Output will be reduced in forward and reverse according to this resistor value as shown in Figure 5. ‘The circuit breaker (or fuse), if used, should be located to interrupt all power to the controller (B+ and keyswitch connections). A diode must be connected across the circuit breaker to shunt regenerative motor current back to the battery if the circuit breaker opens while the vehicle is in motion. Auxiliary power is available at P2 to operate accessories or as a connection point for a battery charger. These terminals connect directly to B+ and B- on the board but current is limited by the PC board and connector to a maximum of 7 amperes (see Appendix B). ‘The electromagnetic brake output immediately switches battery voltage to the brake when going from neutral to forward or reverse, Brake power is removed after a one second delay after returningthrottle to neutral from forward or reverse. Other delay times are optionally available. Continuons current rating is | amp at nominal battery voltage. — 1208 WIRING DIAGRAM FIGURE 3 xe VOLTAGE CONTROL THROTTLE WIRING FIGURE 5 FIGURE 4APPENDIX A 1208 SPECIFICATIONS ‘Nominal Input Voltage 12V, 24V, 36V (see model chart) Voltage Operating Range ‘max voltage = 125% of nominal min voltage = see model chart Nominal Current Limit 25-55 amps (see model chart) Time-Current Rating, ‘may be held at fall current for 30 seconds (Continuous current rating depends on mounting-25 amps typical) Frequeney of Operation 15kHz nominal Typical Voltage Drop 0.35 volts @ 20 amps (see model chart) Speed Control Signal 5000 ohm 3 wire pot, or 0 to 5 volts Potentiometer 200 ohm = max reverse, center = neutral, 4800 ohm = max forward, deadband = +/- 300 ohm Voltage 0.3V = max reverse, 2.5V = neutral, 4.7V = max forward, deadband = +/-0.3V Weight 8 ounces Dimensions 4.10" x 4.95" x 1.25"h Warranty: 1 year from date of installation, subject to conditions of warranty. ‘Model Number Designation: 1208-xxx (first digit = voltage: 1 = 12V, 2= 24V, 3 =36V) (second digit = FET complement: 2 = 2/2, 3 = 4/4) {third digit designates specific model number) Model Number Selection Chart: Model [Nominal] FET | Current Li Max. Allow. | Min. Allow. | Typical Under Number | Battery | Comp. | @0'see. Rating) | Braking Motor Res. | Voltage Drop | Voltage Voltage ‘Current (mo) @2A Cutback x [av 3a [45x A Boma AY ‘30v BX___[ av 3B [55a 308 T50mi 35V ‘8.0V 14x___[12v 4a [ 55a" 350A. TiSma 25 ‘30v 2x___[24v 22 asa 0A 460mm 45V 165 Bx [2av 33___[55A SOA 300m 35 1635 24x___[24v a4 [S5A" SOA 230mm 250 165V 32x [36V 22 [25a 258 75mi Vv 2735V 33x [36V 38 [45a 235A Gomi 35 27.5¥ Third digit determines specific option includi © Acceleration rate/type © Electromagnetic brake output/delay time © Reverse speed ‘+ _In-out power/signal connector types * 1 minute ratingAPPENDIX B 1208 MOTOR CONTROLLER SIGNAL AND AUXILIARY CONNECTOR COMPATIBILITY SIGNAL CONNECTOR (P1): PC board - Molex: #22-03-2061, 6 pin .100" centers header (locking, polarizing) Mating connectors - all available for 22-30 AWG wire Molex: +#22-01-3067 (locking, polarizing, crimp terminals) +#22-01-2067 (locking only, crimp terminals) Methode: #1300-106-422 (locking, polarizing, insulation displacement terminals, 22. AWG) AMP: +#640440-6 (locking only, insulation displacement terminals, wires at right angle, 22 AWG) Panduit: #CE100F22-6 (locking only, insulation displacement terminals, wires at right angle, 22 AWG) AUXILIARY POWER CONNECTOR (P2): PC board - AMP: #640445-2, 2 pin .156" centers header (locking) or Methode #3100-8-102-02, 2 pin .156" centers header (locking) Mating connectors -all available for 18-26 AWG wire Panduit: #640426-2 (locking, insulation displacement terminals, wires at right angle, 18 AWG, 7A rating) +#3300-102-218 (locking, insulation displacement terminals, 18 AWG, 5A rating) #09-50-3021 (locking, crimp ter #CE1S6F18-2 (locking, insulation displacement terminals, wires at right angle, 18 AWG, 8A rating) nals, 7 rating)APPENDIX C MOI MOTOR SPE LER FUNCTIONAL DESCRIPTION ‘The mode! 1208 series controllers are high-frequency, pulse width modulated, Power FET DC motor speed controllers, The half bridge FET configuration plus two direction relays result in full four ‘quadrant motor operation (drive and regenerative braking, in forward and reverse) .The totem pole drive FET/tegen FET output stage provides true bi-directional speed control for all vehicle operating conditions. Motor current is always positively controlled so there is never a condition where the motor can free wheel (coast). During normal level ground operation, hill climbing or acceleration, motor current goes through the lower drive FET when it is on and through the internal diode of the regen FET when both FET's are ff (during the sequencer dead times). When the regen FET turns on, its internal diode gets shunted by the FET tur on, thus further reducing voltage drop and power dissipation across the device (being used as a freewheel diode). During deceleration and downhill operation (regenerative braking), motor current goes through the regen FET when it is on and through the internal diode of the drive FET during the dead times. When the drive FET tums on, this diode drop again gets reduced by the FET tum on, thus making the "free-wheel diode” losses much smaller. In regenerative braking mode currents built up in the motor (to cause braking) are eycled back to the battery. In neutral, the For/Rev relays return to neutral and the motor is dynamically braked by the shorted relay contacts. Motor speed is adjusted by varying the duty cycle of the Power FET half- bridge output stage according to the throttle control input signal. Motor current limiting, broken ‘control wire detection, polarity protection, precharge tum on detection and low battery voltage detection are some of the additional features to also be described in the following discussion (refer to block diagram). Controller operation commences with turning on of the keyswitch. Polarity protection is provided here so that a reversal of the battery connections (B+, B-) will not cause the controller to be turned on. Once the keyswitch is tumed on, the precharge control circuit takes care of the orderly turn on of the controller. Eilter capacitors in the power section provide the instantaneous current pulses required by the pulse- ‘width modulated Power FET output stage and also prevent voltage spikes from disrupting the control or power circuitry. These capacitors would require a large current surge (to charge them up to the battery voltage) from the keyswitch and main power relay when first turing on the controller. The precharge circuit eliminates this surge by slowly charging the capacitors at turn-on. Only when the ‘capacitors charge up to about two-thirds nominal battery voltage does the precharge circuit allow the main power relay to turn on. The resulting current flow is low and well controlled, thus resulting in maximum keyswitch and power relay life. The precharge sensing circuit also acts as an undervoltage cut-out. If battery voltage is too low, the controller will not turn on. Also, if the FET's, sequencer or drive circuits have failed, the controller will not turn on because the capacitor voltage can never rise far enough to allow the precharge circuit to tum on the main power relay. Turning the keyswitch back off immediately removes all power from the controller and brakes the motor to a stop through the normally closed relay contacts. Once the controller is on, battery voltage is fed directly to some of the control circuitry while the voltage control circuit reduces filters and current limits the battery voltage for operating the rest of the control circuitry.Duty cycle control for the pulse width modulator (PWM) is derived from the throttle-input signal which may be provided from two possible sources: 1. 5K ohm, three wire potentiometer 2. 0-5 voltage input Maximum speed in either case may be externally limited using the series resistor shown. This resistor restricts the input voltage swing which results in a limited duty eycle swing for both forward and reverse operation, Problems caused by broken throttle potentiometer, wiper element or wires are eliminated by the Pot fault detection circuit. If any of these conditions occur, the controller returns to neutral throttle conditions (zero duty cycle). Vehicle acceleration and deceleration rates may be independently set as specified by the customer. These rates may be symmetrical (acceleration/deceleration rates the same) or asymmetrical (acceleration/deceleration rates different) and are set by RC time constants limiting the rate of change of the throttle control input signal. Forward or reverse direction control is determined by sensing the level of the throttle-input signal. Center off for the 5K-ohm potentiometer or 2.5 volts for the voltage input is neutral throttle. A ++/- 6% neutral dead band allows adequate tolerance for accommodating variations in centering of the throttle potentiometer. Throttle inputs greater than 2.8 volts select forward operation and the forward direction relay. Inputs less than 2.2 Volts select reverse operation and the reverse direction relay. In standard controller configurations, forward speed range is from 0 to 100% (zero to max speed) and reverse speed range is from zero to a nominal 60%. Reverse speed scaling may be other than 60%, As an option, this maximum reverse speed may be set in the range of about 35-100% duty cycle (percent of maximum speed). After forward/reverse scaling, the throttle control signal then passes through the limit integrator, which performs two functions: 1. scales the control signal for the FWM 2. reduces controller output duty cycle in response to pot fault, over-current or undervoltage conditions, The resulting conditioned throttle input signal from the limit integrator then directly determines the output duty eycle of the FET switches via the PWM, sequencer and drive circuits ‘An integrated circuit pulse-width modulator converts the conditioned throttle input signal to a smoothly varying fixed frequency duty cycle control signal for the power PET output stage. This variable duty cycle signal is modified by the sequencer to properly drive the power output stage. ‘The sequencer provides interlaced drive waveforms from the PWM to assure that both the lower drive FET's and the upper regen FET's are never turned on at the same time. The sequencer inserts a dead time (all FET's off) between when the drive FET's turn off and the regen FET's turn on and vice versa. The drive circuits amplify and level shift the sequencer waveforms to the appropriate levels to drive the output stage power FETs. Motor drive current limiting is accomplished by sensing the voltage drop across the drive PET when the FET is on, This sensed FET voltage is compared to a reference voltage which sets the controller current limits. When this reference voltage is exceeded, the current limit comparator forces the limit integrator to reduce the controller output duty cycle to hold the output current at the limit level until the over-current condition is removed. When the drive FET is off, the current limit signal is not valid (controller output is high or drive FET is acting as a free whee! diode). During this time the current limit disabler keeps these false signals from getting to the current limit comparator.Motor voltage polarity will be as follows. When forward operation is selected, terminal MI is connected to B+ via the reverse relay and terminal M2 is connected to the pulse-width modulated controller output via the forward relay. As the throttle is increased, M2 is modulated a larger percentage of the time towards B-. At full throttle M2 is connected to B- 100% of the time so that full battery voltage is applied to the motor. In reverse operation the functions of terminals M1 and M2 are reversed. M2 is connected to B+ while M1 is modulated by the controller. When the batteries discharge in normal operation to about two- thirds of nominal battery voltage, the under-voltage detect circuit forces the limit integrator to cut back motor current to maintain battery voltage at the cut-back voltage. This allows the vehicle to be operated on low batteries, with reduced performance, but will not allow the batteries to discharge beyond this cut-back voltage. A spring set motor brake may be operated by the optional electro-magnetic brake circuit. The circuit ‘operates by detecting neutral throttle and by providing a unidirectional time delay to drive the brake, ‘When increasing throttle from neutral to forward or reverse, the brake coil is immediately energized to allow the vehicle to operate. The delay operates when returning from forward or reverse back to neutral. This delay allows time to go from forward to reverse, ot vice versa, without the brake operating as the throttle passes through neutral. Nominal brake delay is one second but may optionally be changed.1208 SERVICE POLICY From Curtis PMC to You This agreement is extended by Curtis PMC to the OEM who purchased the Controller. Curtis PMC expressly states that its standard product will be free of defects in workmanship or materials under normal use for twelve months. To allow for the delay between shipments and production, the warranty period is extended to fifteen months from the Date Code (D/C) date. The D/C can be found on the controller 1D label. What is Covered We will, at our option, repair or replace any qualified 1208 Curtis PMC motor speed controller at no charge. What is not Covered We will not cover damages caused by misuse, abuse, contamination or faulty installation, Controllers whose Date Code has exceeded fifteen months will not be covered under this agreement. What You must Do ‘The motor speed controller must be installed according to the outlined installation instructions in the 1208 Installation/Operations Manual. You must adequately protect the controller from environmental contamination that could damage the controller. The controller must be used in an application suitable for its intended design. How to Obtain Service Manufacturers purchasing Curtis PMC products, may obtain service by contacting the Curtis PMC Service Department at 925-961-1088 Ship to: Curtis PMC 235 East Airway Blvd. Livermore, CA 94551