1268 Manual

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-ANUAL PN

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).34!,,!4)/. !.$ 7)2).'

-OUNTING THE #ONTROLLER
#ONNECTIONS ,OW #URRENT
#ONNECTIONS (IGH #URRENT
7IRING #ONTROLLER
7IRING 4HROTTLE
7IRING $RIVERS
7IRING %XTERNAL ,%$ /UTPUT
7IRING 0EDAL )NTERLOCK 3WITCH
#ONTACTOR 3WITCHES AND /THER (ARDWARE
02/'2!--!",% 0!2!-%4%23

!CCELERATION$ECELERATION 0ARAMETERS
!CCELERATION 2ATE - - 2EVERSE
$ECELERATION 2ATE - - 2EVERSE
&IELD "RAKE
&IELD "RAKE 3PEED
&IELD "RAKE -AX
&IELD "RAKE 2ATE
3PEED 0ARAMETERS
-AX &ORWARD 3PEED - -
-AX 2EVERSE 3PEED
20- 4O 3PEED
4ACHO 0OLES
4HROTTLE 0ARAMETERS
4HROTTLE
4HROTTLE
4HROTTLE -AP
4HROTTLE &AULT ,OW
4HROTTLE &AULT (IGH
#URRENT ,IMIT 0ARAMETERS
-AIN #URRENT ,IMIT - -
2EGEN #URRENT ,IMIT
0LUG "RAKING #URRENT ,IMIT
7ALK!WAYÒ #URRENT ,IMIT
"RAKE -APPING 0ARAMETERS
"RAKE -INIMUM - - 2EVERSE
"RAKE -AXIMUM - - 2EVERSE
"RAKE 3TART - - 2EVERSE
"RAKE %ND - - 2EVERSE
"RAKE -AP - - 2EVERSE
&IELD -APPING 0ARAMETERS
&ORWARD &IELD -INIMUM - -
2EVERSE &IELD -INIMUM
#URTIS -ANUAL 2EV ! III

#/.4%.43
&IELD -AX
.EGATIVE &IELD -AXIMUM
&IELD -AP 3TART .EGATIVE &IELD -AP 3TART
&IELD -AP %ND .EGATIVE &IELD -AP %ND
&IELD 2AMP .EGATIVE &IELD 2AMP
&AULT 0ARAMETERS
+3) 32/ %NABLE
-ODE !FTER +3)
/VERVOLTAGE -INIMUM
,OW 6OLTAGE -AXIMUM
7ARNING /PTION
/UTPUT $RIVER 0ARAMETERS
!UXILIARY $RIVER -ODE
!UXILIARY 0ULL )N 6OLTAGE
!UXILIARY (OLDING 6OLTAGE
%LECTROMAGNETIC "RAKE $ELAY
%LECTROMAGNETIC "RAKE 3PEED #HECK
%LECTROMAGNETIC "RAKE AT 3PEED 6ALUE
).34!,,!4)/. #(%#+/54
45.).' '5)$%

-AJOR 4UNING
- 4UNING THE ACTIVE THROTTLE RANGE
7 #ALIBRATING THE CONTROLLER SPEED MEASUREMENT
6 4UNING THE CONTROLLER TO THE MOTOR
" %QUALIZING LOADED AND UNLOADED VEHICLE SPEED
! #ONlRMING LOADED VEHICLE SPEED ON DOWNHILL
&INE 4UNING
3 2ESPONSE TO INCREASED THROTTLE
2 2ESPONSE TO FULL THROTTLE RELEASE
4RANSITIONING FROM mAT GROUND TO DOWNHILL
+ (ILL CLIMBING
' 7ALK!WAYÒ BRAKING
( ,OW SPEED lELD BRAKING
) %- BRAKE OPERATION
$)!'./34)#3 !.$ 42/5",%3(//4).'
-!).4%.!.#%
!00%.$)8 ! 6EHICLE $ESIGN #ONSIDERATIONS

!00%.$)8 " 0ROGRAMMER /PERATION
!00%.$)8 # 0ROGRAMMABLE 0ARAMETER )NDEX
!00%.$)8 $ 3PECIlCATIONS #ONTROLLER
IV #URTIS -ANUAL 2EV !

&)'52%3
&)'52%3
&)' #URTIS ELECTRONIC MOTOR CONTROLLER
&)' -OUNTING DIMENSIONS #URTIS CONTROLLER
&)' A 3TANDARD WIRING CONlGURATION

WITH AUX DRIVER USED FOR AN %- BRAKE
&)' B 3TANDARD WIRING CONlGURATION

WITH AUX DRIVER USED FOR A 7ALK!WAYÒ RELAY
&)' 7IRING FOR WIRE POTENTIOMETER THROTTLE
&)' 7IRING FOR n6 THROTTLE
&)' 7IRING FOR )43 THROTTLE
&)' 4HROTTLE MAP STRUCTURE
&)' "RAKE MAP STRUCTURE
&)' &IELD MAP STRUCTURE
&)' " #URTIS HANDHELD PROGRAMMER "
#URTIS -ANUAL 2EV ! V

/6%26)%7

/6%26)%7
#URTIS CONTROLLERS ARE SEPARATELY EXCITED MOTOR SPEED CONTROLLERS DESIGNED FOR
USE IN A VARIETY OF TRANSPORT VEHICLES 4HESE PROGRAMMABLE CONTROLLERS ARE SIMPLE
TO INSTALL EFlCIENT AND COST EFFECTIVE 4YPICAL APPLICATIONS INCLUDE HEAVY DUTY
GOLF CARTS PERSONNEL TRANSPORTS BURDEN CARRIERS AND OTHER UTILITY VEHICLES
4HE CONTROLLER OFFERS SMOOTH SILENT COST EFFECTIVE CONTROL OF MOTOR
SPEED AND TORQUE 4HE SPEED SENSOR INPUT ALLOWS SUPERIOR CLOSED LOOP CONTROL
FOR REGULATING VEHICLE SPEED 5NIQUE BRAKING PARAMETERS ALLOW SIMPLE INTUITIVE
DECELERATION TUNING ! FULL BRIDGE lELD WINDING CONTROL STAGE IS COMBINED WITH
A HALF BRIDGE ARMATURE POWER STAGE TO PROVIDE SOLID STATE MOTOR REVERSING AND
REGENERATIVE BRAKING POWER WITHOUT ADDITIONAL RELAYS OR CONTACTORS
&IG #URTIS

ELECTRONIC MOTOR CONTROLLER
4HESE CONTROLLERS ARE FULLY PROGRAMMABLE BY MEANS OF THE OPTIONAL

HANDHELD PROGRAMMER OR 0# PROGRAMMING STATION 5SE OF A PROGRAMMER
PROVIDES DIAGNOSTIC AND TEST CAPABILITY AS WELL AS CONlGURATION mEXIBILITY AND
THE ABILITY TO EASILY TRANSFER SETTINGS FROM ONE CONTROLLER TO ANOTHER
#URTIS -ANUAL 2EV !

/6%26)%7
,IKE ALL #URTIS MOTOR CONTROLLERS THE OFFERS SUPERIOR OPERATOR CONTROL OF
THE VEHICLES MOTOR DRIVE SPEED &EATURES INCLUDE
2EGENERATIVE BRAKING PROVIDING LONGER OPERATION ON A SINGLE

BATTERY CHARGE AND REDUCING MOTOR BRUSH WEAR AND MOTOR
HEATING
!DJUSTABLE BRAKE RATES FOR SMOOTH PEDAL RELEASE BRAKING
4WO USER SELECTABLE VEHICLE OPERATING PERSONALITIES WITH
VEHICLE TOP SPEED CONTROLLED AND LIMITED IN EACH MODE
-OTOR PARAMETERS ARE PROGRAMMABLE TO MATCH THE
CHARACTERISTICS OF THE SPECIlC MOTOR BEING USED
6EHICLE SPEED CONTROL IS ENHANCED THROUGH FEEDBACK FROM A
(ALL EFFECT SPEED SENSOR
!NTI ROLLBACK FUNCTION PROVIDING IMPROVED CONTROL WHEN
THROTTLE IS RELEASED ON HILLS
!NTI STALL FUNCTION HELPS PREVENT MOTOR COMMUTATOR DAMAGE
(IGH PEDAL DISABLE (0$ AND STATIC RETURN TO OFF 32/
INTERLOCKS PREVENT VEHICLE RUNAWAY AT STARTUP
7ALK!WAYÒ BRAKING FEATURE LIMITS ANY STOPPED OR KEY OFF
ROLLING TO A VERY LOW SPEED
!UXILIARY DRIVER CAN BE PROGRAMMED FOR EITHER AN
ELECTROMAGNETIC %- BRAKE OR A 7ALK!WAYÒ RELAY
#OIL DRIVER PROVIDES ADJUSTABLE PULL IN AND HOLDING VOLTAGES
TO 7ALK!WAYÒ RELAY OR %- BRAKE
$RIVER FOR BRAKE LAMP RELAY CAN BE USED TO POWER EXTERNAL
LIGHTS DURING BRAKING
2EVERSE SIGNAL DRIVER PROVIDES A LOW SIGNAL ANY TIME THE
VEHICLE IS TRAVELING IN REVERSE
#URTIS -ANUAL 2EV !

/6%26)%7
$RIVER OUTPUTS ARE SHORT CIRCUIT PROTECTED AND PROVIDE BUILT IN

COIL SPIKE PROTECTION
7ARNING BUZZER SOUNDS STEADY IN REVERSE INTERMITTENT DURING
7ALK!WAYÒ BRAKING
#OMPLETE DIAGNOSTICS THROUGH ANY OF THE OPTIONAL
PROGRAMMERS AND THROUGH THE BUILT IN 3TATUS ,%$
$RIVER FOR REMOTE 3TATUS ,%$ ENABLES STATUS INFORMATION TO
BE AVAILABLE AT A DASHBOARD
3EALED PACKAGE IS RATED AT )0 AND )0
-EETS OR EXCEEDS %%# FAULT DETECT REQUIREMENTS
&AMILIARITY WITH YOUR #URTIS CONTROLLER WILL HELP YOU INSTALL AND OPERATE IT
PROPERLY 7E ENCOURAGE YOU TO READ THIS MANUAL CAREFULLY )F YOU HAVE QUES
TIONS PLEASE CONTACT THE #URTIS OFlCE NEAREST YOU
#URTIS -ANUAL 2EV !

).34!,,!4)/. 7)2).' #ONTROLLER

).34!,,!4)/. !.$ 7)2).'
-/5.4).' 4(% #/.42/,,%2

4HE OUTLINE AND MOUNTING HOLE DIMENSIONS FOR THE CONTROLLER ARE SHOWN
IN &IGURE
4HE CONTROLLER CAN BE ORIENTED IN ANY POSITION AND MEETS THE )0)0
RATINGS FOR ENVIRONMENTAL PROTECTION AGAINST DUST AND WATER (OWEVER THE LO
CATION SHOULD BE CAREFULLY CHOSEN TO KEEP THE CONTROLLER AS CLEAN AND DRY
AS POSSIBLE 7HEN SELECTING THE MOUNTING POSITION BE SURE TO ALSO TAKE INTO
CONSIDERATION THAT ACCESS IS NEEDED AT THE TOP OF THE CONTROLLER TO PLUG THE
PROGRAMMER INTO ITS CONNECTOR AND THAT THE BUILT IN 3TATUS ,%$ IS VISIBLE
ONLY THROUGH THE VIEW PORT IN THE LABEL ON TOP OF THE CONTROLLER
&IG -OUNTING
DIA - THREAD PLCS
DIMENSIONS #URTIS PLCS
CONTROLLER - THREAD PLCS

34!453
,%$

$IMENSIONS IN MILLIMETERS AND INCHES
#URTIS -ANUAL 2EV !

).34!,,!4)/. 7)2).' #ONTROLLER
4O ENSURE FULL RATED POWER THE CONTROLLER SHOULD BE FASTENED TO A CLEAN mAT
METAL SURFACE WITH FOUR - DIAMETER SCREWS USING THE HOLES PROVIDED
!LTHOUGH NOT REQUIRED A THERMAL JOINT COMPOUND CAN BE USED TO IMPROVE HEAT
CONDUCTION FROM THE CONTROLLER HEATSINK TO THE MOUNTING SURFACE
9OU WILL NEED TO TAKE STEPS DURING THE DESIGN AND DEVELOPMENT OF YOUR
END PRODUCT TO ENSURE THAT ITS %-# PERFORMANCE COMPLIES WITH APPLICABLE
REGULATIONS SUGGESTIONS ARE PRESENTED IN !PPENDIX !
4HE CONTROLLER CONTAINS %3$ SENSITIVE COMPONENTS 5SE APPROPRI
ATE PRECAUTIONS IN CONNECTING DISCONNECTING AND HANDLING THE CONTROLLER
3EE INSTALLATION SUGGESTIONS IN !PPENDIX ! FOR PROTECTING THE CONTROLLER FROM
%3$ DAMAGE

# !5 4 ) / . 7ORKING ON ELECTRIC VEHICLES IS POTENTIALLY DANGEROUS 9OU SHOULD
PROTECT YOURSELF AGAINST RUNAWAYS HIGH CURRENT ARCS AND OUTGASSING FROM
LEAD ACID BATTERIES
25.!7!93 3OME CONDITIONS COULD CAUSE THE VEHICLE TO RUN OUT OF CONTROL
$ISCONNECT THE MOTOR OR JACK UP THE VEHICLE AND GET THE DRIVE WHEELS OFF
THE GROUND BEFORE ATTEMPTING ANY WORK ON THE MOTOR CONTROL CIRCUITRY
()'( #522%.4 !2#3 %LECTRIC VEHICLE BATTERIES CAN SUPPLY VERY HIGH POWER
AND ARCS CAN OCCUR IF THEY ARE SHORT CIRCUITED !LWAYS OPEN THE BATTERY
CIRCUIT BEFORE WORKING ON THE MOTOR CONTROL CIRCUIT 7EAR SAFETY GLASSES
AND USE PROPERLY INSULATED TOOLS TO PREVENT SHORTS
,%!$ !#)$ "!44%2)%3 #HARGING OR DISCHARGING GENERATES HYDROGEN GAS

WHICH CAN BUILD UP IN AND AROUND THE BATTERIES &OLLOW THE BATTERY
MANUFACTURERS SAFETY RECOMMENDATIONS 7EAR SAFETY GLASSES
#URTIS -ANUAL 2EV !

).34!,,!4)/. 7)2).' #ONTROLLER
#/..%#4)/.3
,OW #URRENT #ONNECTIONS
4HREE LOW CURRENT CONNECTORS ARE BUILT INTO THE CONTROLLER 4HEY ARE
LOCATED IN A ROW ON THE TOP OF THE CONTROLLER
* ,OGIC CONNECTOR
* 3PEED 3ENSOR CONNECTOR
* * * * 0ROGRAMMER CONNECTOR
4HE PIN CONNECTOR PROVIDES THE LOGIC CONTROL CONNECTIONS 4HE MAT
ING CONNECTOR IS A PIN -OLEX -INI &IT *R CONNECTOR PN USING
TYPE TERMINALS 4HE APPROPRIATE WIRE GAUGE IS n !7'

*
* +EYSWITCH )NPUT +3) INPUT AND RETURN FOR MAIN CONTACTOR COIL
* ,OGIC %NABLE INPUT FROM RUNSTORE SWITCH
* &USE 3ENSE INPUT FROM 7ALK!WAY FUSE SENSE LINE
* ,OGIC 0OWER POWER TO CONTROLLER LOGIC
* NOT USED
* NOT USED
* NOT USED
* 0EDAL )NTERLOCK 3WITCH INPUT FROM PEDAL SWITCH WIRED TO THROTTLE
* 7ALK!WAY 2ETURN COIL RETURN FOR 7ALK!WAY RELAY
* &ORWARD INPUT FROM FORWARD SWITCH
* 2EVERSE INPUT FROM REVERSE SWITCH
* NOT USED
* 0OT (IGH 6 SUPPLY THROUGH 1OR )43 INPUT

* 0OT ,OW 1TO GROUND
* 0OT 7IPER THROTTLE WIPER INPUT OR )43 INPUT
* ,%$ 'ROUND GROUND FOR EXTERNAL ,%$
* -AIN #ONTACTOR CONTACTOR COIL DRIVER LOW SIDE OUTPUT
* "RAKE ,IGHT $RIVER RELAY DRIVER LOW SIDE OUTPUT
* 2EVERSE !LARM ALARM LOW SIDE DRIVER OUTPUT
* -ODE 3WITCH INPUT FROM MODE SWITCH
* NOT USED
* %XTERNAL ,%$ $RIVER ,%$ DRIVER HIGH SIDE OUTPUT
* !UXILIARY $RIVER 7ALK!WAY%-" DRIVER LOW SIDE OUTPUT
* NOT USED
#URTIS -ANUAL 2EV !

).34!,,!4)/. 7)2).' #ONTROLLER
! PIN LOW POWER -OLEX CONNECTOR IS PROVIDED FOR THE INTERFACE WITH THE (ALL
SPEED SENSOR 4HE MATING CONNECTOR IS A -OLEX -INI &IT *R PN
USING TYPE TERMINALS
* NOT USED

* GROUND
* INPUT
* 6
*
4HE 6 SUPPLY SHOULD ONLY BE USED WITH THE SPEED SENSOR AND NOT TO POWER
ANY OTHER EXTERNAL SYSTEMS
! PIN LOW POWER CONNECTOR IS PROVIDED FOR AN OPTIONAL PROGRAMMER ! COM

* 2X $ATA PLETE HANDHELD PROGRAMMER KIT INCLUDING THE APPROPRIATE CONNECTING CABLE
* "
* 4X $ATA WITH MATING CONNECTOR CAN BE ORDERED FROM #URTIS
PN FOR THE 5SER 0ROGRAMMER MODEL
* 6
* PN FOR THE /%- 0ROGRAMMER MODEL
)F A HANDHELD PROGRAMMER IS ALREADY AVAILABLE SUCH AS THE NOW DISCONTINUED
BUT HAS AN INCOMPATIBLE CABLE THE APPROPRIATE CONNECTING CABLE CAN BE
ORDERED AS A SEPARATE PART PN
)F A 0# PROGRAMMING STATION IS USED THE INTERFACE BOX AND CABLE
CONNECT THE COMPUTER TO THE CONTROLLER
PN 0# 0ROGRAMMING 3TATION 5SER #$ 2/-
PN 0# 0ROGRAMMING 3TATION /%- #$ 2/-
PN )NTERFACE "OX
PN -OLEX CABLE FOR )NTERFACE "OX
(IGH #URRENT #ONNECTIONS

&IVE TIN PLATED SOLID ALUMINUM BUS BARS ARE PROVIDED FOR THE HIGH CURRENT CON
NECTIONS TO THE BATTERY " AND " THE MOTOR ARMATURE - AND THE MOTOR
lELD & AND & 4HESE BUS BARS INCORPORATE THREADED MOUNTING STUDS DESIGNED
TO ACCEPT MOUNTING BOLTS 4HIS SIMPLIlES THE ASSEMBLY AND REDUCES THE MOUNT
#!",% &2%% :/.% ING HARDWARE NECESSARY FOR THE POWER CONNECTIONS
3):% -!8 $%04( 149 -!8 4/215%
34!453 &IELD STUDS - ¾ .qM FT LBS

,%$
0OWER STUDS - ¾ .qM FT LBS
& &
%XCEEDING THESE SPECIlCATIONS COULD DAMAGE THE BUS
BARS INTERNAL THREADS RESULTING IN LOOSE CONNECTIONS
7E RECOMMEND MAXIMUM POSSIBLE THREAD ENGAGEMENT
" - " ALWAYS EXCEEDING THREADS
# !5 4 ) / .
0OWER CABLES MUST NOT BE ROUTED OVER THE INDICATED AREA /THERWISE THEY
MAY INTERFERE WITH THE PROPER OPERATION OF SENSITIVE ELECTROMAGNETIC COMPO
NENTS LOCATED UNDERNEATH
#URTIS -ANUAL 2EV !

).34!,,!4)/. 7)2).' #ONTROLLER
7)2).' 3TANDARD #ONlGURATION

&IGURES A AND B SHOW TYPICAL WIRING 4HE SYSTEM CAN INCLUDE AN ELECTROMAG
NETIC BRAKE OR A 7ALK!WAYÒ RELAY BUT NOT BOTH &IGURE A SHOWS A SYSTEM WITH
AN %- BRAKE &IGURE B SHOWS A SYSTEM WITH A 7ALK!WAYÒ RELAY
3TANDARD 0OWER 7IRING

-OTOR ARMATURE WINDING IS STRAIGHTFORWARD WITH THE ARMATURES ! CONNECTION
GOING TO THE CONTROLLERS " BUS BAR AND THE ARMATURES ! CONNECTION GOING
TO THE CONTROLLERS - BUS BAR
4HE MOTORS lELD CONNECTIONS & AND & TO THE CONTROLLER ARE LESS
OBVIOUS 4HE DIRECTION OF VEHICLE TRAVEL WITH THE FORWARD DIRECTION SELECTED
WILL DEPEND ON HOW THE & AND & CONNECTIONS ARE MADE TO THE CONTROLLERS
TWO lELD TERMINALS AND HOW THE MOTOR SHAFT IS CONNECTED TO THE DRIVE WHEELS
THROUGH THE VEHICLES DRIVE TRAIN
&IG A 3TANDARD WIRING CONlGURATION FOR #URTIS CONTROLLER

IN AN APPLICATION WITH AN %- BRAKE
#URTIS -ANUAL 2EV !

).34!,,!4)/. 7)2).' #ONTROLLER
3TANDARD #ONTROL 7IRING

7IRING IS SHOWN IN &IGURES A AND B FOR THE MOST COMMONLY USED COMPONENTS
7IRING FOR ALTERNATIVE THROTTLES IS SHOWN IN THE FOLLOWING PAGES
4HE MAIN CONTACTOR COIL MUST BE WIRED DIRECTLY TO THE CONTROLLER AS SHOWN
IN &IGURES A AND B 4HE CONTROLLER USES THE MAIN CONTACTOR COIL DRIVER OUTPUT
TO REMOVE POWER FROM THE CONTROLLER AND MOTOR IN THE EVENT OF VARIOUS FAULTS
)F THE MAIN CONTACTOR COIL IS NOT WIRED TO 0IN THE CONTROLLER WILL NOT
BE ABLE TO OPEN THE MAIN CONTACTOR IN SERIOUS FAULT CONDITIONS AND THE
SYSTEM WILL THEREFORE NOT MEET %%# SAFETY REQUIREMENTS
&IG B 3TANDARD WIRING CONlGURATION FOR #URTIS CONTROLLER

IN AN APPLICATION WITH THE 7ALK!WAY FUNCTION
#URTIS -ANUAL 2EV !

).34!,,!4)/. 7)2).' 4HROTTLE
7)2).' 4HROTTLE
6ARIOUS THROTTLES CAN BE USED WITH THE CONTROLLER INCLUDING K1 WIRE
POTENTIOMETERS AND n6 THROTTLES 3OME CONTROLLER MODELS ARE SPECIl
CALLY DESIGNED TO BE COMPATIBLE WITH )43 THROTTLES
4HE CONTROLLER LOOKS FOR A VOLTAGE SIGNAL AT THE WIPER INPUT 0IN WITH
VEHICLE SPEED INCREASING WITH INCREASED THROTTLE VOLTAGE !LL THROTTLE FAULT PRO
TECTION IS ACCOMPLISHED BY MONITORING THE WIPER INPUT 4HIS PROVIDES THROTTLE
FAULT PROTECTION THAT MEETS ALL %%# REQUIREMENTS 4HUS NO ADDITIONAL FAULT
PROTECTION IS REQUIRED ON ANY THROTTLE TYPE USED WITH THE CONTROLLER
)F THE THROTTLE YOU ARE PLANNING TO USE IS NOT COVERED CONTACT THE #URTIS
OFlCE NEAREST YOU
7IRE 0OTENTIOMETER K1nK1 4HROTTLE

4HE WIRE POTENTIOMETER IS USED IN ITS VOLTAGE DIVIDER MODE WITH THE VOLTAGE
SOURCE AND RETURN BEING PROVIDED BY THE CONTROLLER 0OT (IGH 0IN PROVIDES
A CURRENT LIMITED 6 SOURCE TO THE POT AND 0OT ,OW 0IN PROVIDES THE
RETURN PATH 4HE POT WIPER IS THEN CONNECTED TO THE 7IPER )NPUT 0IN
0OTENTIOMETERS WITH TOTAL RESISTANCE VALUES BETWEEN K1 AND K1 CAN BE
USED 7IRING IS SHOWN IN &IGURE
&IG 7IRING FOR WIRE
POTENTIOMETER THROTTLE
4HIS WIRING IS ALSO SHOWN IN THE STANDARD WIRING DIAGRAMS &IGS A AND B
n6 4HROTTLE
4HE ACTIVE RANGE FOR THE n6 THROTTLE IS SET BY THE PARAMETERS 4HROTTLE AND
4HROTTLE AND IS MEASURED RELATIVE TO " 7IRING IS SHOWN IN &IGURE
&IG 7IRING FOR n6
THROTTLE

#URTIS -ANUAL 2EV !

).34!,,!4)/. 7)2).' 4HROTTLE
)43 4HROTTLE
4HE )43 THROTTLE IS A WIRE ELECTRONIC THROTTLE THAT CONNECTS BETWEEN THE 0OT
(IGH AND 0OT 7IPER PINS 0INS AND AS SHOWN IN &IGURE 4HE (ALL
SENSOR CIRCUIT WITHIN THE THROTTLE CREATES AN OUTPUT CURRENT BETWEEN M! AND
M! FROM MIN TO MAX THROTTLE 4HE TWO WIRES ARE INTERCHANGEABLE
&IG 7IRING FOR )43
THROTTLE 0OT (IGH INPUT 0IN
0OT ,OW INPUT 0IN
.OTE )43 THROTTLES CAN ONLY BE USED WITH MODELS THAT ARE SPECIl
CALLY DESIGNED FOR THEM
#URTIS -ANUAL 2EV !

).34!,,!4)/. 7)2).' 4HROTTLE
7)2).' $RIVERS
4HE CONTROLLER PROVIDES FOUR DRIVERS AT 0INS FOR THE MAIN
CONTACTOR BRAKE LIGHT RELAY REVERSE ALARM AND AUX CONTACTORRELAY 4HESE FOUR
OUTPUTS ARE LOW SIDE DRIVERS DESIGNED TO ENERGIZE INDUCTIVE COILS OR A PIEZO
ELECTRIC REVERSE ALARM 4HE BRAKE LIGHT RELAY REVERSE ALARM AND AUX ARE OPTIONAL
FUNCTIONS
7ITH THE EXCEPTION OF THE COIL USED AT THE AUX DRIVER 0IN IT IS NECESSARY
TO SPECIFY THE CONNECTED COIL VOLTAGE AT THE NOMINAL BATTERY PACK VOLTAGE 4HE
AUX DRIVER CAN BE SET TO EITHER OR OF SYSTEM VOLTAGE 4HESE
lXED PERCENTAGES ARE USED FOR THE #OIL 0ULL )N 6OLTAGE AND (OLDING 6OLTAGE
3EE 3ECTION FOR MORE INFORMATION ON PROGRAMMING THESE PARAMETERS
! COIL SUPPRESSION DIODE IS PROVIDED INTERNALLY TO PROTECT TWO OF THE DRIV
ERS * FROM INDUCTIVE SPIKES GENERATED AT TURN OFF 4O TAKE ADVANTAGE
OF THE CONTROLLERS INTERNAL COIL SUPPRESSION DIODE THE COILS MUST BE WIRED SUCH
THAT THE RETURN PATH TO THE DRIVERS CANNOT BE OPENED BY ANY SWITCHES OR CONTAC
TORS AS SHOWN IN THE STANDARD WIRING DIAGRAMS PAGES
2!4%$ ).4%2.!,
2!4%$ ,/!$ $)/$%
$2)6%2 0). #522%.4 6/,4!'% 02/4%#4)/.
-AIN #ONTACTOR * ! " YES
"RAKE ,IGHT 2ELAY * ! " NO
2EVERSE !LARM * ! " NO
!UX %-"7ALK!WAYÒ * ! " 6 6 YES
4HE DRIVER LOADS ARE NOT LIMITED TO CONTACTOR COILS !NY LOAD CAN BE CONNECTED
TO A 0IN OR DRIVER AS LONG AS IT DOES NOT EXCEED THE CURRENT RATING
&OR INFORMATION ON PROGRAMMING THE VARIOUS DRIVER RELATED PARAMETERS
SEE 3ECTION 0ROGRAMMABLE 0ARAMETERS
-AIN #ONTACTOR $RIVER

4HE MAIN CONTACTOR DRIVER 0IN PULLS LOW WHEN A THE TOWSTORE SWITCH
KEYSWITCH INPUT AND PEDAL INTERLOCK SWITCH ARE ENABLED B A DIRECTION IS
SELECTED AND C THROTTLE IS APPLIED IT STAYS LOW UNTIL NEAR ZERO SPEED AT ZERO
THROTTLE OR UNTIL A CRITICAL FAULT OCCURS 4HIS WIRING IS SHOWN IN THE STANDARD
WIRING DIAGRAMS PAGES
"RAKE ,IGHT 2ELAY $RIVER

4HE BRAKE LIGHT RELAY DRIVER 0IN PULLS LOW WHEN THE VEHICLE ENTERS A BRAKING
STATE ! RELAY CAN BE USED WITH THIS DRIVER TO PASS CURRENT FROM AN AUXILIARY BATTERY
TO THE VEHICLE BRAKE LIGHTS 4HIS OUTPUT IS NOT TO BE CONNECTED DIRECTLY TO THE
BRAKE LIGHT ! mYBACK DIODE SHOULD BE CONNECTED ACROSS THE COIL OF THE RELAY TO
PROTECT THE DRIVER AS SHOWN IN THE STANDARD WIRING DIAGRAMS PAGES
#URTIS -ANUAL 2EV !

).34!,,!4)/. 7)2).' 4HROTTLE
2EVERSE !LARM $RIVER

4HE REVERSE ALARM DRIVER 0IN PULLS LOW WHEN THE REVERSE DIRECTION SWITCH
IS APPLIED 4HIS DRIVER IS DESIGNED TO DRIVE A REVERSE SIGNAL BEEPER OR PIEZO
ELECTRIC BUZZER THAT OPERATES WHEN THE VEHICLE IS TRAVELING IN REVERSE OR DURING
7ALK!WAYÒ OPERATION )T CAN ALSO BE PROGRAMMED TO GIVE A WARNING DURING
ANTI ROLLBACK ANDOR TO WARN OF AN OVERVOLTAGE CONDITION SEE 7ARNING /PTION
PARAMETER
!UXILIARY $RIVER
4HE CONDITION FOR WHICH THE AUXILIARY DRIVER 0IN PULLS LOW DEPENDS ON HOW
IT IS BEING USED 7ITH AN %- BRAKE THE DRIVER BECOMES ACTIVE LOW WHEN THE
VEHICLE IS COMMANDED INTO MOTION SO AS TO ACTIVATE THE BRAKE COIL AND PULL IN
THE BRAKE )N A 7ALK!WAYÒ SYSTEM THE DRIVER BECOMES ACTIVE WHEN THE VEHICLE
IS ROLLING WHILE THE MAIN CONTACTOR IS NOT ENGAGED
4HE AUX DRIVERS OUTPUT IS PULSE WIDTH MODULATED AT THE COIL HOLDING
VOLTAGE SET BY THE (OLDING 6OLTAGE PARAMETER 4HE PULL IN VOLTAGE SET BY THE
0ULL )N 6OLTAGE PARAMETER IS USED IN PLACE OF THE HOLDING VOLTAGE FOR THE lRST
MILLISECONDS
7HEN THE AUX DRIVER IS USED WITH AN %- BRAKE THE %-" $ELAY PARAM
ETER ALLOWS FOR THE ADJUSTMENT OF A TIME DELAY BEFORE THE BRAKE ENGAGES AFTER
THE VEHICLE IS STOPPED OR HAS SLOWED BELOW THE THRESHOLD SET BY THE %-" 3PEED
6ALUE PARAMETER
7)2).' %XTERNAL ,%$ /UTPUT

4HE OUTPUT DRIVER AT 0IN IS DESIGNED FOR USE WITH AN EXTERNAL ,%$ TO DIS
PLAY FAULT CODES WHERE THEY CAN BE EASILY SEEN BY THE OPERATORTYPICALLY ON
THE DASHBOARD 4HIS OUTPUT DRIVER SOURCES 6 FROM A HIGH SIDE DRIVER AND
RESISTOR RATED AT M! MAXIMUM CURRENT
7)2).' 0EDAL )NTERLOCK 3WITCH

#ONTROLLER OUTPUT IS POSSIBLE ONLY WHEN THE PEDAL INTERLOCK INPUT 0IN IS
PULLED TO " 4HE PEDAL INTERLOCK SWITCH IS CONNECTED TO THE THROTTLE MECHA
NISM THUS GUARANTEEING ZERO CONTROLLER OUTPUT WHEN THE OPERATOR RELEASES THE
THROTTLE 4HIS ADDS A SAFETY FEATURE TO PROTECT AGAINST THROTTLE FAILURES THAT COULD
OTHERWISE CAUSE UNINTENDED CONTROLLER OUTPUT VEHICLE MOTION
#URTIS -ANUAL 2EV !

).34!,,!4)/. 7)2).' 3WITCHES ETC
#/.4!#4/2 37)4#(%3 AND /4(%2 (!2$7!2%

-AIN #ONTACTOR
! MAIN CONTACTOR IS REQUIRED FOR USE WITH ANY CONTROLLER 4HE MAIN CONTAC
TOR ALLOWS THE CONTROLLER AND MOTOR TO BE DISCONNECTED FROM THE BATTERY 4HIS
PROVIDES A SIGNIlCANT SAFETY FEATURE IN THAT THE BATTERY POWER CAN BE REMOVED
FROM THE DRIVE SYSTEM IF A CONTROLLER OR WIRING FAULT IS DETECTED ! SINGLE POLE
SINGLE THROW 3034 CONTACTOR WITH SILVER ALLOY CONTACTS IS RECOMMENDED FOR
USE AS THE MAIN CONTACTOR 4HE COILS MUST BE SPECIlED AT THE NOMINAL BATTERY
PACK VOLTAGE WITH A CONTINUOUS RATING
+EYSWITCH AND 2UN3TORE 3WITCH

4HE VEHICLE SHOULD HAVE A KEYSWITCH TO ENABLEDISABLE DRIVING EACH TIME THE
VEHICLE IS USED 4HE RUNSTORE SWITCH ON THE OTHER HAND IS TYPICALLY LOCATED IN
AN OUT OF THE WAY LOCATION AND LEFT ON EXCEPT WHEN THE VEHICLE WILL BE STORED
DURING THE WINTER FOR EXAMPLE OR IS BEING TOWED 4HE KEYSWITCH AND THE RUN
STORE SWITCH PROVIDE CURRENT TO DRIVE THE VARIOUS COILS AS WELL AS THE CONTROLLERS
INTERNAL LOGIC CIRCUITRY AND MUST BE RATED TO CARRY THESE CURRENTS
&ORWARD 2EVERSE -ODE 3ELECT AND 0EDAL )NTERLOCK 3WITCHES

4HESE INPUT SWITCHES CAN BE ANY TYPE OF SINGLE POLE SINGLE THROW 3034 SWITCH
CAPABLE OF SWITCHING THE BATTERY VOLTAGE AT M!
#IRCUITRY 0ROTECTION $EVICES

4O PROTECT THE CONTROL CIRCUITRY FROM ACCIDENTAL SHORTS A LOW CURRENT FUSE AP
PROPRIATE FOR THE MAXIMUM CURRENT DRAW SHOULD BE CONNECTED IN SERIES WITH
THE BATTERY FEED TO THE RUNSTORE SWITCH !DDITIONALLY A HIGH CURRENT FUSE SHOULD
BE WIRED IN SERIES WITH THE MAIN CONTACTOR TO PROTECT THE MOTOR CONTROLLER
AND BATTERIES FROM ACCIDENTAL SHORTS IN THE POWER SYSTEM 4HE APPROPRIATE
FUSE FOR EACH APPLICATION SHOULD BE SELECTED WITH THE HELP OF A REPUTABLE FUSE
MANUFACTURER OR DEALER 4HE STANDARD WIRING DIAGRAMS SEE PAGES SHOW
THE RECOMMENDED FUSE LOCATIONS
3PEED 3ENSOR
! SPEED SENSOR IS REQUIRED FOR USE WITH ANY CONTROLLER 4HE SPEED SENSOR
MUST BE OF A PULSE TYPE AND MUST INTERFACE TO THE CONTROLLER WITH AN OPEN COL
LECTOR .0. TRANSISTOR OUTPUT 4HE MOST COMMON SENSOR TYPE WILL BE A (ALL
EFFECT SWITCH )# SUCH AS THE !LLEGRO TYPE 5'. OR -ICRO 3WITCH TYPE
33 THESE WORK WITH AN EIGHT POLE FOUR PULSES PER REVOLUTION RING MAGNET
ATTACHED TO THE MOTOR SHAFT /THER POLE CONlGURATIONS CAN BE ACCOMMODATED
BY PROGRAMMING THE 4ACHO 0OLES PARAMETER TO MATCH THE SENSOR MAGNET ,INEAR
OUTPUT SENSORS SUCH AS 0- TACHOGENERATORS AND VARIABLE RELUCTANCE GEAR TOOTH
SENSORS hMAGNETIC PICKUPSv ARE UNSUITABLE
! #URTIS !PPLICATION .OTE IS AVAILABLE WITH MORE DETAILED INFORMATION
ON THE SPEED SENSOR REQUIREMENTS
#URTIS -ANUAL 2EV !

02/'2!--!",% 0!2!-%4%23

02/'2!--!",% 0!2!-%4%23
4HE CONTOLLERS PROGRAMMABLE PARAMETERS ALLOW THE VEHICLES PERFORMANCE

CHARACTERISTICS TO BE CUSTOMIZED TO lT THE NEEDS OF INDIVIDUAL VEHICLES OR VEHICLE
OPERATORS 0ROGRAMMING CAN BE DONE WITH A HANDHELD PROGRAMMER OR A
0# 0ROGRAMMING 3TATION 4HE DISCONTINUED HANDHELD PROGRAMMER
IS ALSO FULLY COMPATIBLE WITH THE CONTROLLER
#URTIS OFFERS TWO VERSIONS OF THE PROGRAMMER THE IS THE
5SER PROGRAMMER WHICH CAN ADJUST ONLY THOSE PARAMETERS WITH 5SER ACCESS
RIGHTS AND THE IS THE /%- PROGRAMMER WHICH CAN ADJUST ALL THE
PROGRAMMABLE PARAMETERS 3IMILARLY THE 0# 0ROGRAMMING 3TATION SOFT
WARE IS AVAILABLE IN TWO VERSIONS AND 3EE !PPENDIX "
FOR MORE INFORMATION ABOUT THE PROGRAMMERS
4HE CONTROLLERS ALLOW OPERATION IN TWO DISTINCT MODES -ODE
AND -ODE 4HESE MODES CAN BE PROGRAMMED TO PROVIDE TWO DIFFERENT SETS OF
OPERATING CHARACTERISTICS WHICH CAN BE USEFUL FOR OPERATING IN DIFFERENT CONDI
TIONSSUCH AS SLOW PRECISE INDOOR MANEUVERING IN ONE MODE AND FASTER LONG
DISTANCE OUTDOOR TRAVEL IN THE OTHER MODE
4EN PARAMETERS CAN BE CONlGURED INDEPENDENTLY IN THE TWO MODES
-AIN #URRENT ,IMIT - -

!CCELERATION 2ATE - -
$ECELERATION 2ATE - -
"RAKE -INIMUM - -
"RAKE -AXIMUM - -
"RAKE -AP - -
"RAKE 3TART - -
"RAKE %ND - -
&ORWARD 3PEED - -
&ORWARD &IELD -INIMUM - -
)N THE FOLLOWING DESCRIPTIONS THE S PARAMETERS ARE GROUPED INTO

CATEGORIES OF RELATED PARAMETERS -ANY OF THE PARAMETERS ARE INTERDEPENDENT
)N THE DESCRIPTIONS IN THIS SECTION THESE INTERDEPENDENCIES ARE ONLY BRIEmY
NOTED &OR A MORE THOROUGH DISCUSSSION OF HOW THEY WORK TOGETHER SEE
3ECTION 4UNING 'UIDE
#URTIS -ANUAL 2EV !

02/'2!--!",% 0!2!-%4%23
4HE PARAMETER NAMES ARE LISTED HERE IN THE ABBREVIATED FORMS THAT APPEAR ON
THE HANDHELD PROGRAMMERS CHARACTER ,#$ SCREEN .OT ALL OF THESE PARAM
ETERS ARE AVAILABLE ON ALL CONTROLLERS THE PARAMETERS FOR ANY GIVEN CONTROLLER ARE
DEPENDENT ON ITS SPECIlCATIONS
&OR A LIST OF THE PARAMETERS IN THE ORDER IN WHICH THEY ARE DISPLAYED IN
THE 0ROGRAM MENU SEE !PPENDIX "
&OR AN ALPHABETICAL LIST AND INDEX OF THE PARAMETERS SEE !PPENDIX #
VViiÀ>ÌÊ*>À>iÌiÀÃ i`Ê>««}Ê*>À>iÌiÀÃ
!##%, - - 2%6 &7$ &,$ -). - -
$%#%, - - 2%6 2%6 &)%,$ -).
&,$ "2!+% &)%,$ -!8
&,$ "2!+% 30$ .%' &)%,$ -!8
&,$ "2!+% -!8 &,$ -!0 34!24 .%' &,$ -!0 34
&,$ "2!+% 2!4% &)%,$ -!0 %.$ .%' &,$ -!0 %.
&)%,$ 2!-0 .%' &,$ 2!-0
-«ii`Ê*>À>iÌiÀÃ
>ÕÌÊ*>À>iÌiÀÃ
&7$ 30%%$ - -
2%6 30%%$ +3) 32/ %.!",%
20- 4/ 30%%$ -/$% !&4%2 +%9
4!#(/ 0/,%3 /6%26/,4!'% -)
,/7 6/,4!'% -!
/ÀÌÌiÊ*>À>iÌiÀÃ 7!2.).' /04)/.
4(2/44,%
"ÕÌ«ÕÌÊÀÛiÀÊ*>À>iÌiÀÃ
4(2/44,%
4(2/44,% -!0 !58 $262 -/$%
4(2/4 &!5,4 ,/ !58 05,, ).
4(2/4 &!5,4 () !58 (/,$).'
%-" $%,!9

ÕÀÀiÌÊÌÊ*>À>iÌiÀÃ %-" 30$ #(%#+
-!). #, - - %-" 30$ 6!,5%
2%'%. #,
0,5' #,
7!,+!7!9 #,
À>iÊ>««}Ê*>À>iÌiÀÃ
"2!+% -). - - 2%6
"2!+% -!8 - - 2%6
"2!+% 34!24 - - 2%6
"2!+% %.$ - - 2%6
"2!+% -!0 - - 2%6
#URTIS -ANUAL 2EV !

02/'2!--!",% 0!2!-%4%23 !CCELERATION 0ARAMETERS
VViiÀ>ÌÊ*>À>iÌiÀÃ
--2%6 !##%, 2!4%

4HE ACCELERATION RATE DElNES THE TIME IN SECONDS FOR THE CONTROLLER TO AC
CELERATE FROM OUTPUT TO OUTPUT ! LARGER VALUE REPRESENTS A LONGER
ACCELERATION TIME AND A GENTLER START &AST STARTS CAN BE ACHIEVED BY REDUCING THE
ACCELERATION TIME IE BY ADJUSTING THE ACCEL RATE TO A SMALLER VALUE 4HE FORWARD
ACCEL RATE CAN BE SET INDEPENDENTLY FOR EACH OF THE TWO OPERATING MODES THE
REVERSE ACCEL RATE APPLIES TO BOTH - AND -
--2%6 $%#%, 2!4%

4HE DECELERATION RATE DElNES THE TIME IN SECONDS FOR THE CONTROLLER TO REDUCE
THE AVERAGE VOLTAGE AT THE ARMATURE OUTPUT FROM 07- TO 07-
! LARGER VALUE REPRESENTS A LONGER DECELERATION TIME AND GENTLER VEHICLE SLOW
ING 1UICK STOPS CAN BE ACHIEVED BY REDUCING THE DECELERATION TIME IE BY
ADJUSTING THE DECEL RATE TO A SMALLER VALUE 4HE FORWARD DECEL RATE CAN BE SET
INDEPENDENTLY FOR EACH OF THE TWO OPERATING MODES THE REVERSE DECEL RATE AP
PLIES TO BOTH - AND -
)F THE VEHICLE IS SLOWING QUICKER THAN THE DECEL RATE FOR EXAMPLE AT ZERO
THROTTLE TRAVELING UP A HILL THE OUTPUT WILL DECAY AT A RATE OF SECONDS
&,$ "2!+%
4HE lELD BRAKE PARAMETER ENABLES OR DISABLES THE lELD BRAKING FUNCTION 7HEN
SET TO /N THE lELD BRAKE ROUTINE IS ENABLED AND WILL INCREASE THE VEHICLE BRAK
ING NEAR ZERO SPEED
2ELATED PARAMETERS 7HEN Ê , IS /N THE &IELD "RAKE -* 8 AND ,/
PARAMETERS APPLY THEY HAVE NO EFFECT WHEN Ê , IS PROGRAMMED /FF
&,$ "2!+% 30$

4HE lELD BRAKE SPEED PARAMETER SETS THE SPEED THRESHOLD BELOW WHICH lELD
BRAKING WILL OCCUR WHEN Ê , IS /N 7HEN THE THROTTLE HAS BEEN RELEASED
AND VEHICLE SPEED IS DETECTED TO HAVE FALLEN BELOW Ê , Ê-* THE lELD CURRENT
STARTS TO INCREASE TOWARD THE VALUE SPECIlED BY Ê , Ê8 AT A RATE SPECIlED
BY Ê , Ê,/ )F THE THRESHOLD SPEED IS SET VERY LOW lELD BRAKING WILL OCCUR
ONLY AT THE VERY END OF VEHICLE DECELERATION )F THE VEHICLE DOES NOT SLOW TO THE
SPEED DElNED BY Ê , Ê-* DOWN A STEEP HILL FOR EXAMPLE lELD BRAKING
WILL NOT OCUR AS THE THRESHOLD WILL NOT BE REACHED
#URTIS -ANUAL 2EV !

02/'2!--!",% 0!2!-%4%23 !CCELERATION 0ARAMETERS
&,$ "2!+% -!8

4HE lELD BRAKE MAX PARAMETER SETS THE MAXIMUM VALUE OF lELD CURRENT PER
MITTED DURING lELD BRAKING WHEN Ê , IS /N 4HE lELD CURRENT DElNED BY
Ê , Ê8 OVERRIDES THE STANDARD lELD MAP CURRENT BELOW THE SPEED DElNED
BY Ê , Ê-*
7HEN AN %- BRAKE IS USED THE AMOUNT OF lELD CURRENT PROGRAMMED BY
Ê , Ê8 IS APPLIED FOR THE MAX AMOUNT OF TIME SPECIlED BY Ê 9 SEE
/UTPUT $RIVER PARAMETERS PRIOR TO LOCKING THE %- BRAKE ! HIGH VALUE OF Ê
, Ê8 HELPS TO ENSURE THE VEHICLE USES SUFlCIENT BRAKING TO SLOW TO A STOP
BEFORE LOCKING THE %- BRAKE
7HEN THE AUXILIARY OUTPUT IS USED FOR A 7ALK!WAY RELAYÒ INSTEAD OF AN
%- BRAKE LOWER Ê , Ê 8Ê VALUES ARE USEFUL IN PROVIDING SOFTER BRAKING
NEAR ZERO SPEED 3ETTING THE VALUE TOO LOW MAY RENDER THE CONTROLLER INCAPABLE
OF SENSING VEHICLE ROLLBACK (OWEVER EVEN THOUGH THE ANTI ROLLBACK FUNCTION
MAY NOT BE ACTIVATED THE PLUG BRAKING GENERATED BY THE lELD CURRENT WILL STILL
ACT TO SLOW THE VEHICLE
&,$ "2!+% 2!4%

4HE lELD BRAKE RATE PARAMETER DElNES HOW QUICKLY THE lELD CURRENT RISES DURING
lELD BRAKING WHEN Ê , IS /N AND IS ADJUSTABLE FROM TO 4HIS INDEX
VALUE DElNES THE TIME FOR THE lELD CURRENT TO RISE TO THE PROGRAMMED Ê , Ê
8 AS SHOWN IN THE EXAMPLES BELOW 4HE HIGHER THE SETTING THE FASTER THE RISE
)N THESE EXAMPLES Ê , Ê8 AMPS
).$%8 &)%,$ #522%.4 2!.'% 4)-% /& 2)3%

342/.'%2
n ! SECONDS

"2!+).'
n ! SECONDS
7HEN AN %- BRAKE IS USED THE lELD CURRENT RISES UNTIL IT REACHES Ê , Ê
8 MAINTAINS THAT CURRENT FOR THE DURATION OF Ê 9] AT THE END OF WHICH
THE %- BRAKE DRIVER TURNS OFF CAUSING THE BRAKE TO ENGAGEIF IT HAS NOT ALREADY
BEEN APPLIED DUE TO THE VEHICLE HAVING STOPPED OR STARTED TO ROLL BACK
#URTIS -ANUAL 2EV !

02/'2!--!",% 0!2!-%4%23 3PEED 0ARAMETERS
-«ii`Ê*>À>iÌiÀÃ
-- &7$ 30%%$

4HE FORWARD SPEED PARAMETER DElNES THE MAXIMUM SPEED LIMIT IN THE FORWARD
DIRECTION )T IS ADJUSTABLE FROM TO IN UNITS OF MPH OR KMH DEPENDING
ON ,*Ê/"Ê-* THE SETTING
2%6 30%%$
4HE REVERSE SPEED PARAMETER DElNES THE MAXIMUM SPEED LIMIT IN THE REVERSE
DIRECTION )T IS ADJUSTABLE FROM TO IN UNITS OF MPH OR KMH DEPEND
ING ON ,*Ê/"Ê-* THE SETTING
20- 4/ 30%%$
4HE RPM TO SPEED PARAMETER IS A CONVERSION FACTOR USED TO GENERATE A VEHICLE
SPEED ESTIMATE FROM THE SPEED SENSOR INPUT MOTOR 20- SIGNAL 5SE THESE
EQUATIONS TO CALCULATE THE VALUE TO ENTER FOR ,*Ê/"Ê-*
TIRE DIAMETER INCHES

&OR %NGLISH UNITS MPH ¾
GEAR RATIO
TIRE DIAMETER CM

&OR METRIC UNITS KMH ¾
GEAR RATIO
4!#(/ 0/,%3
4HE TACHOMETER POLES PARAMETER CONlGURES THE SPEED SENSOR AND SHOULD BE
SET TO THE NUMBER OF MAGNETIC POLES IN THE SPEED SENSOR MAGNET /
"Ê*" - IS
ADJUSTABLE FROM TO SEE SPEED SENSOR DESCRIPTION PAGE FOR INFORMATION
ABOUT SENSOR TYPES
#URTIS -ANUAL 2EV !

02/'2!--!",% 0!2!-%4%23 4HROTTLE 0ARAMETERS
/ÀÌÌiÊ*>À>iÌiÀÃ
4(2/44,%
4HE THROTTLE PARAMETER DElNES THE THROTTLE INPUT VOLTAGE AT WHICH A THROTTLE
COMMAND BEGINS 6OLTAGES LOWER THAN THE PROGRAMMED VALUE BUT HIGHER THAN
/,/Ê1/Ê" ARE INTERPRETED TO BE IN A DEADBAND
4(2/44,%
4HE THROTTLE PARAMETER DElNES THE THROTTLE INPUT VOLTAGE THAT GIVES A FULL
THROTTLE COMMAND )NPUT VOLTAGES ABOVE THIS VALUE BUT LOWER THAN /,/Ê1/Ê
ARE INTERPRETED AS THROTTLE COMMAND
4(2/44,% -!0
4HE THROTTLE MAP PARAMETER MODIlES THE VEHICLES RESPONSE TO THE THROTTLE
INPUT !S SHOWN IN &IGURE THIS PARAMETER DETERMINES THE CONTROLLER OUTPUT
FOR A GIVEN AMOUNT OF APPLIED THROTTLE 4HE /,"// Ê* SETTING REFERS TO THE
CONTROLLER OUTPUT AT HALF THROTTLE THE MIDPOINT OF THE THROTTLES FULL ACTIVE RANGE
THE RANGE BETWEEN /,"// Êä¯ AND /,"// Ê£ää¯
&IG 4HROTTLE MAPS FOR
CONTROLLER WITH THE 4HROTTLE
-AP PARAMETER SET AT VARI
OUS VALUES
3ETTING /,"// Ê* AT PROVIDES A LINEAR OUTPUT RESPONSE TO THROTTLE

POSITION 6ALUES BELOW REDUCE THE CONTROLLER OUTPUT AT LOW THROTTLE SETTINGS
PROVIDING ENHANCED SLOW SPEED CONTROL 6ALUES ABOVE GIVE THE VEHICLE A
FASTER JUMPIER FEEL AT LOW THROTTLE SETTINGS
#ONTROLLER OUTPUT BEGINS WHEN THE THROTTLE IS MOVED BEYOND /,"// Êä¯
AND CONTINUES TO INCREASEFOLLOWING THE CURVE DElNED BY THE /,"// Ê *
SETTINGAS THE THROTTLE INPUT INCREASES AND REACHES MAXIMUM OUTPUT WHEN
THE THROTTLE INPUT CROSSES THE /,"// Ê£ää¯ THRESHOLD
#URTIS -ANUAL 2EV !

02/'2!--!",% 0!2!-%4%23 #URRENT ,IMIT 0ARAMETERS
4(2/4 &!5,4 ,/
4HE THROTTLE FAULT LOW PARAMETER SETS THE LOWER THROTTLE FAULT THRESHOLD THROTTLE
INPUT VOLTAGES BELOW THIS THRESHOLD WILL SIGNAL A THROTTLE FAULT
4(2/4 &!5,4 ()
4HE THROTTLE FAULT HIGH PARAMETER SETS THE UPPER THROTTLE FAULT THRESHOLD THROTTLE
INPUT VOLTAGES ABOVE THIS THRESHOLD WILL SIGNAL A THROTTLE FAULT

ÕÀÀiÌÊÌÊ*>À>iÌiÀÃ
-- -!). #,

4HE MAIN CURRENT LIMIT PARAMETER ALLOWS ADJUSTMENT OF THE MAXIMUM CURRENT
THE CONTROLLER WILL SUPPLY TO THE MOTOR DURING DRIVE OPERATION 4HIS PARAMETER
CAN BE USED TO REDUCE THE MAXIMUM TORQUE APPLIED TO THE DRIVE SYSTEM BY THE
MOTOR IN EITHER OF THE MODES 4HE DRIVE CURRENT LIMIT IS ADJUSTABLE FROM
AMPS UP TO THE CONTROLLERS FULL RATED CURRENT 4HE FULL RATED CURRENT DEPENDS
ON THE CONTROLLER MODEL
2%'%. #,
4HE REGENERATIVE CURRENT LIMIT PARAMETER ALLOWS ADJUSTMENT OF THE MAXIMUM
CURRENT THE CONTROLLER WILL SUPPLY TO THE MOTOR DURING REGEN BRAKING OPERA
TION $URING REGEN BRAKING THIS PARAMETER CONTROLS THE REGEN CURRENT FROM THE
MOTORS ARMATURE INTO THE BATTERY 4HE BRAKING CURRENT LIMIT IS ADJUSTABLE FROM
AMPS UP TO THE CONTROLLERS FULL RATED CURRENT 4HE FULL RATED CURRENT DEPENDS
ON THE CONTROLLER MODEL
2EGEN IS THE NORMAL MODE OF BRAKING
0,5' #,
4HE PLUG CURRENT LIMIT PARAMETER ALLOWS ADJUSTMENT OF THE MAXIMUM CURRENT
THE CONTROLLER WILL SUPPLY TO THE MOTOR DURING PLUG BRAKING OPERATION $URING
PLUG BRAKING THIS PARAMETER CONTROLS THE PLUG CURRENT FROM THE MOTORS ARMATURE
4HE PLUG CURRENT LIMIT IS ADJUSTABLE FROM AMPS UP TO THE CONTROLLERS FULL RATED
CURRENT 4HE FULL RATED CURRENT DEPENDS ON THE CONTROLLER MODEL
0LUG BRAKING IS USED DURING 7ALK!WAYÒ AND !NTI 2OLLBACK OPERATION
7!,+!7!9 #,
4HE 7ALK!WAY CURRENT LIMIT PARAMETER SETS THE MAXIMUM lELD CURRENT
APPLIED DURING 7ALK!WAYÒ OPERATION 4HE 7ALK!WAYÒ FUNCTION APPLIES lELD
CURRENT TO SLOW A VEHICLE THAT IS DETECTED AS MOVING WHILE THE MAIN CONTACTOR
IS OPEN 4HE MOTOR FORCE CREATED FROM THIS FUNCTION IS INTENDED TO LIMIT THE
VEHICLES ROLLING SPEED BUT MAY NOT BE SUFlCIENT TO SLOW HEAVY VEHICLES ON STEEP
#URTIS -ANUAL 2EV !

02/'2!--!",% 0!2!-%4%23 "RAKE -APPING 0ARAMETERS
SLOPES 4HE WARNING BUZZER IS PULSED TO CREATE AN AUDIBLE INDICATION THAT THE
VEHICLE IS ROLLING
À>iÊ>««}Ê*>À>iÌiÀÃ
4HE BRAKE MAPPING PARAMETERS DETERMINE THE MAXIMUM BRAKING POWER THAT
CAN BE APPLIED AT A GIVEN VEHICLE SPEED , Ê8 SHOULD BE SET HIGHER THAN
, Ê AND , Ê HIGHER THAN , Ê-/,/
--2%6 "2!+% -).

4HE BRAKE MINIMUM PARAMETER SETS THE MAX REGEN CURRENT AT LOW SPEEDS AND
IS APPLICABLE FROM , Ê-/,/ SPEED TO ZERO SPEED 4HE VALUE IS A PERCENTAGE OF
THE FULL REGEN CURRENT
, Ê IS USED TO SOFTEN VEHICLE BRAKING AT LOW SPEEDS ! LOW VALUE WILL
LIMIT THE BRAKING AT LOW SPEEDS TO PROVIDE A SOFT DECELERATION ! VERY LOW VALUE
MAY PREVENT THE VEHICLE FROM COMING TO A STOP FROM PEDAL UP BRAKING ON AN
INCLINE WHILE A VERY HIGH VALUE MAY CAUSE THE VEHICLE TO BRAKE ABRUPTLY
--2%6 "2!+% -!8

4HE BRAKE MAXIMUM PARAMETER IS USED TO SET THE MAX REGEN CURRENT AT HIGH
SPEEDS AND IS APPLICABLE AT SPEEDS AT AND ABOVE THE , Ê SPEED 4HE VALUE
IS A PERCENTAGE OF THE FULL REGEN CURRENT
, Ê8 IS USED TO STRENGTHEN VEHICLE BRAKING AT HIGH SPEEDS ! HIGH
VALUE WILL PROVIDE GREATER BRAKING POWER AT HIGH SPEEDS ! VERY LOW VALUE MAY
PREVENT THE VEHICLE FROM SUCCESSFULLY LIMITING SPEED DOWN A HILL WHILE A VERY
HIGH VALUE MAY CAUSE EXCESSIVE BRAKING FORCE AT HIGH SPEEDS
--2%6 "2!+% 34!24

4HE BRAKE MAP START PARAMETER DElNES THE VEHICLE SPEED AT WHICH THE BRAKE
MAP STARTS TO INCREASE FROM THE , Ê VALUE )NCREASING THE , Ê-/,/ VALUE
INCREASES THE SPEED AT WHICH THE CONTROLLERS BRAKING POWER REACHES THE , Ê
SETTING RESULTING IN A LARGER SPEED RANGE WITH SOFT BRAKING
--2%6 "2!+% %.$

4HE BRAKE MAP END PARAMETER DElNES THE VEHICLE SPEED AT WHICH THE BRAKE MAP
REACHES THE , Ê8 VALUE 4HIS PARAMETER CAN BE SET TO ALLOW THE CONTROLLER
TO USE A HIGHER BRAKING POWER AT HIGHER SPEEDS
$ECREASING THE , Ê VALUE INCREASES THE BRAKING TORQUE THE VEHICLE
CAN PRODUCE AT MEDIUM SPEEDS
#URTIS -ANUAL 2EV !

02/'2!--!",% 0!2!-%4%23 "RAKE -APPING 0ARAMETERS
--2%6 "2!+% -!0

4HE BRAKE MAP PARAMETER DElNES THE SHAPE OF THE BRAKE MAP CURVE 4HE VALUE
SET FOR THIS PARAMETER IS A PERCENTAGE OF THE REGEN CURRENT BETWEEN THE , Ê
AND , Ê8 VALUES AT THE POINT THAT IS HALFWAY BETWEEN THE , Ê AND
, Ê-/,/ SPEEDS THE h"RAKE -AP -IDPOINTv AS SHOWN IN &IGURE
4HE , Ê* CURVE IS THE MAX ALLOWED REGEN CURRENT AND THE SHADED
GRAY AREA BELOW IT IS THE OPERATING RANGE
&IG "RAKE MAP STRUCTURE
.OTE "RAKE -AP 34!24

AND "RAKE -AP %.$ REFER
TO THE VEHICLE SPEEDS AT
WHICH THE REGEN CURRENT
hSTARTSv TO INCREASE AND
hENDSv INCREASING
&ROM THE OPERATORS
PERSPECTIVE HOWEVER
BRAKING BEGINS AT THE 7ITH THE , Ê* SET AT THE MOTORS REGEN CURRENT LIMIT DECREASES
POINT ON THE CURVE LINEARLY WITH DECREASING SPEED FROM , Ê TO , Ê -/,/ PROVIDING A
CORRESPONDING TO THE
VEHICLES SPEED WHEN CONSISTENT RATE OF SOFTENING IN BRAKING POWER $ECREASING THE , Ê* SETTING
BRAKING IS INITIATED AND REDUCES THE REGEN CURRENT ATTAINABLE AT MEDIUM SPEEDS "ECAUSE THE REGEN CUR
THEN FOLLOWS THE CURVE RENT LIMIT IS REDUCED AS THE SPEED IS REDUCED THE MOTOR WILL BRAKE MORE GENTLY
TOWARD h"RAKE 3TARTv 4HE
BRAKING FORCE IS TYPICALLY AS THE VEHICLE APPROACHES A STOP
SET TO DECREASE AS THE
VEHICLE SLOWS DOWN
#URTIS -ANUAL 2EV !

02/'2!--!",% 0!2!-%4%23 &IELD -APPING 0ARAMETERS
i`Ê>««}Ê*>À>iÌiÀÃ
4HE lELD MAPPING PARAMETERS DETERMINE HOW MUCH lELD CURRENT IS APPLIED FOR
A GIVEN ARMATURE CURRENT
-- &7$ &)%,$ -).

4HE FORWARD MINIMUM lELD CURRENT LIMIT PARAMETER DElNES THE MINIMUM
ALLOWED CURRENT IN THE MOTORS lELD WINDING WHEN THE VEHICLE IS TRAVELING IN
THE FORWARD DIRECTION )TS SETTING MAY AFFECT THE VEHICLES MAXIMUM SPEED AND
TO SOME EXTENT THE SMOOTHNESS WITH WHICH THE VEHICLE STARTS AND TRANSITIONS
BETWEEN DRIVE AND REGEN )F 7Ê Ê IS SET HIGH THE VEHICLES TOP SPEED WILL
BE REDUCED BUT TORQUE BUMPS MAY BE EVIDENT WHEN THE VEHICLE IS INCHED OR
CHANGES DIRECTION
/NE OF THE GREATEST ADVANTAGES OF THE Ê PARAMETER IS THAT IT WILL
PREVENT UNCONTROLLED ACCELERATION WHEN THE VEHICLE GOES DOWN RAMPS OR WHEN
IT IS UNLOADED FROM TRUCKS ETC
2%6 &)%,$ -).

4HE REVERSE MINIMUM lELD CURRENT LIMIT PARAMETER DElNES THE MINIMUM
ALLOWED CURRENT IN THE MOTORS lELD WINDING WHEN THE VEHICLE IS TRAVELING IN
THE REVERSE DIRECTION
&)%,$ -!8
4HE MAXIMUM lELD CURRENT LIMIT PARAMETER DElNES THE MAXIMUM ALLOWED
CURRENT IN THE MOTORS lELD WINDING )TS SETTING WILL DETERMINE THE MOTORS
MAXIMUM TORQUE DURING DRIVE OPERATION AND WILL LIMIT THE POWER DISSIPATION
IN THE lELD WINDING ITSELF
.%' &)%,$ -!8

4HE NEGATIVE MAXIMUM lELD CURRENT LIMIT PARAMETER DElNES MAXIMUM AL
LOWED CURRENT IN THE MOTORS lELD WINDING DURING REGEN BRAKING
&,$ -!0 34!24 .%' &,$ -!0 34

4HE lELD MAP START PARAMETER DElNES THE ARMATURE CURRENT AT WHICH THE lELD
CURRENT STARTS TO INCREASE FROM THE Ê VALUE SEE CURRENT LIMIT PARAMETERS
4HE NEGATIVE lELD MAP START PARAMETER WORKS SIMILARLY IT DElNES THE NEGATIVE
ARMATURE CURRENT AT WHICH THE lELD CURRENT STARTS TO INCREASE FROM THE Ê
VALUE
#ARE SHOULD BE TAKEN TO ENSURE THAT HIGH Ê*Ê-/,/ VALUES DO NOT
MOVE THE MOTORS OPERATING CHARACTERISTICS OUTSIDE ITS SAFE COMMUTATION AREA
#URTIS -ANUAL 2EV !

02/'2!--!",% 0!2!-%4%23 &IELD -APPING 0ARAMETERS
&)%,$ -!0 %.$ .%' &,$ -!0 %.

4HE lELD MAP END PARAMETER DElNES THE ARMATURE CURRENT AT WHICH THE lELD
MAP CLAMPS TO THE Ê8 VALUE SEE CURRENT LIMIT PARAMETERS
#ARE SHOULD BE TAKEN TO ENSURE THAT HIGH Ê*Ê VALUES DO NOT MOVE
THE MOTORS OPERATING CHARACTERISTICS OUTSIDE ITS SAFE COMMUTATION REGION
&)%,$ 2!-0 .%' &,$ 2!-0

4HE lELD RAMP PARAMETER DElNES THE SHAPE OF THE lELD MAP CURVE )T IS SET AS
A PERCENTAGE OF THE lELD CURRENT BETWEEN THE Ê AND Ê8 VALUES
!S SHOWN IN &IGURE THE Ê,* PARAMETER SETS THE lELD CURRENT AT
THE ARMATURE CURRENT THAT IS HALFWAY BETWEEN THE Ê*Ê-/,/ CURRENT AND
THE Ê*Ê CURRENT 4HIS HALFWAY POINT IS REFERRED TO AS THE &IELD -AP
-IDPOINT
&IG &IELD MAP STRUCTURE
7ITH Ê,* SET AT AND Ê*Ê-/,/ SET AT ZERO THE MOTORS lELD
CURRENT INCREASES LINEARLY WITH INCREASING ARMATURE CURRENTTHUS EMULATING A
SERIES WOUND MOTOR $ECREASING THE Ê,* SETTING REDUCES THE lELD CURRENT
AT A GIVEN ARMATURE CURRENT IE IT WEAKENS THE lELD !S THE lELD CURRENT IS
REDUCED THE MOTOR WILL BE ABLE TO ACHIEVE HIGHER SPEEDS
#ARE SHOULD BE TAKEN TO ENSURE THAT EXCESSIVELY LOW Ê,* VALUES DO
NOT MOVE THE MOTORS OPERATING CHARACTERISTICS OUTSIDE ITS SAFE COMMUTATION
REGION
#URTIS -ANUAL 2EV !

02/'2!--!",% 0!2!-%4%23 &AULT 0ARAMETERS
>ÕÌÊ*>À>iÌiÀÃ
+3) 32/ %.!",%

4HE KEYSWITCH STATIC RETURN TO OFF 32/ FEATURE PREVENTS THE VEHICLE FROM BE
ING STARTED WHEN hIN GEARv 7HEN THIS PARAMETER IS ENABLED THE CONTROLLER MUST
INITIALLY SENSE THE +3) INPUT IN THE /FF POSITION UPON VEHICLE POWER UP PRIOR
TO IT BEING SWITCHED TO THE /N POSITION 4HIS FEATURE IS USED TO PREVENT VEHICLE
MOTION DUE TO A +3) SHORT CIRCUIT OR DUE TO THE KEYSWITCH BEING PERMANENTLY
LOCKED IN THE /N POSITION
-/$% !&4%2 +%9

4HE MODE CHANGE AFTER KEYSWITCH PARAMETER DETERMINES WHETHER THE OPERAT
ING MODE - - CAN BE CHANGED AFTER +3) HAS BEEN ACTIVATED )F " Ê/ ,Ê
9 IS ENABLED THE MODE CAN BE CHANGED WHILE THE VEHICLE IS BEING OPERATED
4HE SETTINGS ARE GRADUALLY SLEWED BETWEEN THE TWO MODES SO AS TO REDUCE THE
ABRUPTNESS OF THE TRANSITION (OWEVER IF THE SETTINGS FOR -ODE GREATLY DIFFER
FROM THOSE OF -ODE SWITCHING FROM ONE MODE TO THE OTHER WHILE DRIVING
MAY CAUSE THE VEHICLE PERFORMANCE TO CHANGE DRASTICALLY
)F " Ê / ,Ê 9 IS NOT ENABLED THE MODE CAN BE CHANGED ONLY WHEN
KEYSWITCH IS OFF
/6%26/,4!'% -)
4HE OVERVOLTAGE MINIMUM PARAMETER SETS THE OVERVOLTAGE PROTECTION THRESHOLD
FOR THE ELECTRONIC SYSTEM 4HIS PARAMETER DETERMINES WHEN REGEN SHOULD BE CUT
BACK TO PREVENT DAMAGE TO BATTERIES AND OTHER ELECTRICAL SYSTEM COMPONENTS
DUE TO OVERVOLTAGE
! NON ADJUSTABLE INTERNAL THRESHOLD ALSO EXISTS TO PREVENT DAMAGE WITHIN
THE CONTROLLER
,/7 6/,4!'% -!
4HE LOW VOLTAGE MAXIMUM PARAMETER SETS THE UNDERVOLTAGE THRESHOLD TO PROTECT
THE SYSTEM FROM OPERATING AT VOLTAGES LOWER THAN ITS ELECTRONICS WERE DESIGNED
FOR !T THIS THRESHOLD VOLTAGE THE DRIVE CURRENT WILL TAPER OFF UNTIL IT REACHES
THE CONTROLLERS INTERNAL THRESHOLD FOR SAFE OPERATION 4HIS WILL ENSURE PROPER
OPERATION OF ALL ELECTRONICS WHENEVER THE VEHICLE IS DRIVEN
#URTIS -ANUAL 2EV !

02/'2!--!",% 0!2!-%4%23 &AULT 0ARAMETERS
7!2.).' /04)/.
4HE WARNING OPTION PARAMETER SETS THE OUTPUT PATTERNmASH OR SOLIDOF THE
EXTERNAL ,%$ 0IN AND THE WARNING BEEP CONDITIONS DURING ANTI ROLLBACK
AND OVERVOLTAGE 0IN 7, Ê"*/" IS PROGRAMMABLE FROM TO
%84%2.!, ,%$ !.4) 2/,,"!#+ /6%26/,4!'%
3%44).' /54054 "%%0 "%%0
mASH NO NO
mASH NO YES
mASH YES NO
mASH YES YES
SOLID NO NO
SOLID NO YES
SOLID YES NO
SOLID YES YES
#URTIS -ANUAL 2EV !

02/'2!--!",% 0!2!-%4%23 /UTPUT $RIVER 0ARAMETERS
"ÕÌ«ÕÌÊÀÛiÀÊ*>À>iÌiÀÃ
!58 $262 -/$%

4HE AUXILIARY DRIVER MODE PARAMETER DETERMINES WHETHER THE AUXILIARY FUNCTION
WILL BE AN ELECTROMAGNETIC BRAKE OR A 7ALK!WAY RELAY OR NEITHER NO AUXILIARY
FUNCTION )T IS PROGRAMMABLE FROM TO
AUXILIARY DRIVER /FF
EXTERNAL 7ALK!WAY RELAY
ELECTROMAGNETIC BRAKE
! 7ALK!WAY RELAY PROVIDES AN ALTERNATIVE PATH FOR THE CURRENT TO THE
CONTROLLER SO THAT IT CAN MAINTAIN BRAKING TO SLOW A VEHICLE THAT BEGINS TO ROLL
AFTER THE MAIN CONTACTOR HAS OPENED
!N %- BRAKE KEEPS THE VEHICLE FROM MOVING AFTER COMING TO REST WHICH
CAN BE VERY USEFUL WHEN STOPPING ON A HILL
"OTH OPTIONS REQUIRE APPROPRIATE HARDWARE 3EE THE WIRING DIAGRAMS
PAGES AND
!58 05,, ).
4HE AUXILIARY PULL IN VOLTAGE PARAMETER SETS THE PEAK VOLTAGE MOMENTARILY
APPLIED TO THE LOAD CONNECTED TO THE AUX DRIVER 4HE PULL IN PARAMETER ALLOWS
A HIGH INITIAL VOLTAGE TO BE SUPPLIED FOR SECOND WHEN THE DRIVER lRST TURNS
ON TO ENSURE PROPER CLOSURE 6ALUES FOR THIS PARAMETER SHOULD BE DETERMINED
FROM RELAY%-" SPECIlCATIONS OR ADVICE FROM THE DEVICE MANUFACTURER
18Ê*1Ê IS PROGRAMMABLE FROM TO REPRESENTING THESE lXED BATTERY
VOLTAGE PERCENTAGES
BATTERY VOLTAGE
BATTERY VOLTAGE
BATTERY VOLTAGE
!58 (/,$).'
4HE AUXILIARY HOLDING VOLTAGE PARAMETER SETS THE CONTINUOUS VOLTAGE APPLIED
TO THE LOAD CONNECTED TO THE AUX DRIVER AFTER THE INITIAL SECOND PULL IN
18Ê" IS PROGRAMMABLE FROM TO 4HE DRIVER OUTPUT IS PULSE WIDTH
MODULATED AT ONE OF THREE BATTERY VOLTAGE PERCENTAGES
BATTERY VOLTAGE
BATTERY VOLTAGE
BATTERY VOLTAGE
5SING THIS PARAMETER THE AVERAGE APPLIED VOLTAGE CAN BE REDUCED SO THAT A COIL
THAT IS NOT RATED FOR THE FULL BATTERY VOLTAGE CAN BE USED &OR EXAMPLE A RELAY
COIL RATED FOR 6 COULD BE USED IN A 6 SYSTEM IF 18Ê " IS SET TO
6
6 AS 6 IS WELL ABOVE TYPICAL DROPOUT VOLTAGE 4HE
#URTIS -ANUAL 2EV !

02/'2!--!",% 0!2!-%4%23 /UTPUT $RIVER 0ARAMETERS
RESULTING VOLTAGE MUST BE SET HIGH ENOUGH TO HOLD THE RELAY CLOSED UNDER ALL
SHOCK AND VIBRATION CONDITIONS THE VEHICLE WILL BE SUBJECTED TO ,OW SETTINGS
MINIMIZE THE CURRENT REQUIRED TO POWER THE COIL THEREBY REDUCING COIL HEATING
AND INCREASING BATTERY LIFE
6ALUES FOR 18Ê" SHOULD BE DETERMINED WITH SPECIlCATIONS OR ADVICE
FROM THE RELAY OR BRAKE MANUFACTURER
%XAMPLE 4O USE A 6 BRAKE IN A 6 VEHICLE TRY
18Ê*1Ê 6
18Ê" 6
%-" $%,!9
4HE ELECTROMAGNETIC BRAKE DROPOUT DELAY SETS A DELAY TIME BEFORE THE %-
BRAKE DROPS 4HE DELAY COUNTDOWN BEGINS EITHER WHEN THE VEHICLE HAS COME
TO REST AND THE MAIN CONTACTOR HAS OPENED OR DURING lELD BRAKING WHEN
THE VEHICLE HAS SLOWED BELOW THE Ê ,Ê-*
2ELATED PARAMETER 4HE Ê , PARAMETER DElNES WHEN THE %- BRAKE
DELAY WILL BEGINSEE AND ABOVE
%-" 30$ #(%#+

4HE ELECTROMAGNETIC BRAKE SPEED CHECK PARAMETER ADDS EXTRA MEASURES TO
PREVENT THE LOCKING OF THE %- BRAKE AT HIGH VEHICLE SPEEDS UNDER CONDITIONS
WHEN THE MAIN CONTACTOR IS OPEN FOR EXAMPLE IF THE KEYSWITCH IS TURNED OFF
DURING DRIVING OR A FAULT IS DETECTED 7HEN IT IS ENABLED THE CONTROLLER OVER
RIDES THE Ê 9 IN AN ATTEMPT TO ALLOW THE VEHICLE TO SLOW DOWN PRIOR TO
ENGAGING THE %- BRAKE
%-" 30$ 6!,5%

4HE ELECTROMAGNETIC BRAKE AT SPEED VALUE PARAMETER SETS THE SPEED AT WHICH
THE %- BRAKE IS PERMITTED TO LOCK )T IS PROGRAMMABLE FROM TO MPH
AND IS TYPICALLY SET AT THE EXTREME LOW END OF THAT RANGE 4HE PURPOSE OF Ê
-*Ê61 IS TO PREVENT DROPPING THE %- BRAKE AT HIGH SPEED WHICH COULD BE
DANGEROUS ON CERTAIN TERRAIN EG WET GRASS
)N THE EVENT OF MAIN CONTACTOR FAILURE OR FAULT DETECTION THAT COMMANDS
THE CONTACTOR TO OPEN THE %- BRAKE PARAMETERS CONTROL THE BRAKE AS FOLLOWS
Ê-*Ê

Ê OFF
%- BRAKE DRIVER WILL TURN OFF AFTER Ê 9 TIME HAS EXPIRED
Ê-*Ê

Ê ON
%- BRAKE DRIVER WILL NOT TURN OFF UNTIL VEHICLE SPEED IS DETECTED
AS HAVING REDUCED TO THE SET Ê-*Ê61
)F Ê-*Ê61 IS SET BELOW MPH THE %- BRAKE DRIVER WILL
NOT TURN OFF UNTIL THE VEHICLE REACHES REST
#URTIS -ANUAL 2EV !

).34!,,!4)/. #(%#+/54

).34!,,!4)/. #(%#+/54
"EFORE OPERATING THE VEHICLE CAREFULLY COMPLETE THE FOLLOWING CHECKOUT PROCE
DURE )F YOU lND A PROBLEM DURING THE CHECKOUT REFER TO THE DIAGNOSTICS AND
TROUBLESHOOTING SECTION 3ECTION FOR FURTHER INFORMATION
4HE INSTALLATION CHECKOUT CAN BE CONDUCTED WITH OR WITHOUT THE HANDHELD
PROGRAMMER 4HE CHECKOUT PROCEDURE IS EASIER WITH A PROGRAMMER /THERWISE
OBSERVE THE 3TATUS ,%$ LOCATED IN THE CONTROLLERS LABEL AREA FOR DIAGNOSTIC
CODES 4HE CODES ARE LISTED IN 3ECTION

# !5 4 ) / . 0UT THE VEHICLE UP ON BLOCKS TO GET THE DRIVE WHEELS
UP OFF THE GROUND BEFORE BEGINNING THESE TESTS
$O NOT STAND OR ALLOW ANYONE ELSE TO STAND DIRECTLY

IN FRONT OF OR BEHIND THE VEHICLE DURING THE CHECKOUT
-AKE SURE THE KEYSWITCH IS OFF THE THROTTLE IS RELEASED

AND THE FORWARD AND REVERSE SWITCHES ARE OPEN
7EAR SAFETY GLASSES AND USE WELL INSULATED TOOLS
)F A PROGRAMMER IS AVAILABLE CONNECT IT TO THE PROGRAMMER CONNECTOR
4URN THE RUNSTORE SWITCH ON 4HE PROGRAMMER SHOULD POWER UP WITH
AN INITIAL DISPLAY )F IT DOES NOT CHECK FOR CONTINUITY IN THE RUNSTORE
SWITCH CIRCUIT AND CONTROLLER GROUND
)F A PROGRAMMER IS NOT AVAILABLE CONTROLLER POWER UP CAN BE VERI
lED BY MOMENTARILY SELECTING REVERSE AND LISTENING FOR THE SOUND OF THE
REVERSE ALARM
)F YOU ARE USING A PROGRAMMER GO TO THE &AULTS -ENU 4HE DISPLAY

SHOULD INDICATE h.O +NOWN &AULTSv
)F THERE IS A PROBLEM THE ,%$ WILL mASH A DIAGNOSTIC CODE AND THE
PROGRAMMER WILL DISPLAY A DIAGNOSTIC MESSAGE )F YOU ARE CONDUCTING
THE CHECKOUT WITHOUT A PROGRAMMER LOOK UP THE ,%$ DIAGNOSTIC CODE
IN 3ECTION $IAGNOSTICS AND 4ROUBLESHOOTING
7HEN THE PROBLEM HAS BEEN CORRECTED IT MAY BE NECESSARY TO CYCLE
THE RUNSTORE SWITCH IN ORDER TO CLEAR THE FAULT
4URN THE KEYSWITCH ON SELECT A DIRECTION AND OPERATE THE THROTTLE

4HE MOTOR SHOULD BEGIN TO TURN IN THE SELECTED DIRECTION )F IT TURNS IN
THE WRONG DIRECTION lRST VERIFY THE WIRING TO THE FORWARD AND REVERSE
SWITCHES )F THE WIRING IS CORRECT TURN OFF THE CONTROLLER DISCONNECT THE
#URTIS -ANUAL 2EV !

).34!,,!4)/. #(%#+/54
BATTERY AND EXCHANGE THE MOTORS lELD CONNECTIONS & AND & ON THE
CONTROLLER 4HE MOTOR SHOULD NOW TURN IN THE PROPER DIRECTION 4HE
MOTOR SHOULD RUN PROPORTIONALLY FASTER WITH INCREASING THROTTLE )F NOT
REFER TO 3ECTION
)F YOU ARE USING A PROGRAMMER GO TO THE -ONITOR MENU 3CROLL DOWN

TO OBSERVE THE STATUS OF THE SWITCHES
-ODE
&OOT )NPUT PEDAL SWITCH

+EY )NPUT
&ORWARD )NPUT
2EVERSE )NPUT
-ODE 3WITCH
#YCLE EACH SWITCH IN TURN OBSERVING THE PROGRAMMER 4HE PROGRAMMER

SHOULD DISPLAY THE CORRECT STATUS FOR EACH SWITCH

h-ODE 3WITCHv TELLS YOU THE PHYSICAL STATUS OF THE MODE SWITCH OPEN
OR CLOSED h-ODEv IS A MONITOR VALUE THAT TELLS YOU THE MODE IN WHICH
THE VEHICLE IS CURRENTLY OPERATING 4HIS MAY NOT CORRESPOND TO THE STATUS
OF THE MODE SWITCHFOR EXAMPLE IF THE " Ê/ ,Ê 9 PARAMETER IS SET
TO /FF AND THE MODE SWITCH WAS mIPPED WHILE THE VEHICLE WAS BEING
OPERATED
4AKE THE VEHICLE DOWN OFF THE BLOCKS AND DRIVE IT IN A CLEAR AREA )T
SHOULD HAVE SMOOTH ACCELERATION AND GOOD TOP SPEED 2ECOMMENDED
PROCEDURES FOR TUNING THE VEHICLES DRIVING CHARACTERISTICS ARE PRESENTED
IN 3ECTION 4UNING 'UIDE
4EST THE DECELERATION AND BRAKING OF THE VEHICLE
6ERIFY THAT ALL OPTIONS SUCH AS STATIC RETURN TO OFF 32/ ELECTROMAGNETIC
BRAKE OR 7ALK!WAY AND REVERSE SIGNAL ARE AS DESIRED
)F YOU USED A PROGRAMMER DISCONNECT IT WHEN YOU HAVE COMPLETED THE

CHECKOUT PROCEDURE TO MINIMIZE BATTERY DISCHARGE
#URTIS -ANUAL 2EV !

45.).' '5)$%

45.).' '5)$%
4HE CONTROLLER IS A VERY POWERFUL VEHICLE CONTROL SYSTEM )TS WIDE VARIETY
OF ADJUSTABLE PARAMETERS ALLOW MANY ASPECTS OF VEHICLE PERFORMANCE TO BE OPTI
MIZED 4HIS SECTION PROVIDES EXPLANATIONS OF WHAT THE MAJOR TUNING PARAMETERS
DO AND INSTRUCTIONS ON HOW TO USE THESE PARAMETERS TO OPTIMIZE THE PERFORMANCE
OF YOUR VEHICLE /NCE A VEHICLEMOTORCONTROLLER COMBINATION HAS BEEN TUNED
THE PARAMETER VALUES CAN BE MADE STANDARD FOR THAT SYSTEM OR VEHICLE MODEL
!NY CHANGES IN THE MOTOR THE VEHICLE DRIVE SYSTEM OR THE CONTROLLER WILL REQUIRE
THAT THE SYSTEM BE TUNED AGAIN TO PROVIDE OPTIMUM PERFORMANCE
4HE TUNING PROCEDURES SHOULD BE CONDUCTED IN THE SEQUENCE GIVEN BECAUSE
SUCCESSIVE STEPS BUILD UPON THE ONES BEFORE 4HE TUNING PROCEDURES INSTRUCT PER
SONNEL HOW TO ADJUST VARIOUS PROGRAMMABLE PARAMETERS TO ACCOMPLISH SPECIlC
PERFORMANCE GOALS )T IS IMPORTANT THAT THE EFFECT OF THESE PROGRAMMABLE PA
RAMETERS BE UNDERSTOOD IN ORDER TO TAKE FULL ADVANTAGE OF THE CONTROLLERS
POWERFUL FEATURES 0LEASE REFER TO THE DESCRIPTIONS OF THE APPLICABLE PARAMETERS
IN 3ECTION IF THERE IS ANY QUESTION ABOUT WHAT ANY OF THEM DO
-!*/2 45.).'
&IVE MAJOR PERFORMANCE CHARACTERISTICS ARE USUALLY TUNED ON A VEHICLE
- 4UNING THE !CTIVE 4HROTTLE 2ANGE
4 7 #ALIBRATING THE #ONTROLLER 3PEED -EASUREMENT
6 4UNING THE #ONTROLLER TO THE -OTOR &IELD -APPING
4 " %QUALIZING ,OADED5NLOADED 6EHICLE 3PEED ON &LAT 'ROUND
! #ONlRMING ,OADED 6EHICLE 3PEED ON $OWNHILL 'RADE
4HESE lVE CHARACTERISTICS SHOULD BE TUNED IN THE ORDER LISTED
- 4UNING THE !CTIVE 4HROTTLE 2ANGE

"EFORE ATTEMPTING TO OPTIMIZE ANY SPECIlC VEHICLE PERFORMANCE CHARACTERISTICS
IT IS IMPORTANT TO ENSURE THAT THE CONTROLLER INPUT IS OPERATING OVER ITS FULL RANGE
4O DO THIS THE THROTTLE SHOULD BE TUNED USING THE HANDHELD PROGRAMMER
AND A VOLTMETER 4HE PROCEDURES THAT FOLLOW WILL ESTABLISH ZERO THROTTLE FULL
THROTTLE AND THROTTLE FAULT PARAMETER VALUES THAT CORRESPOND TO THE ABSOLUTE
FULL RANGE OF YOUR PARTICULAR THROTTLE MECHANISM .OTE 4HESE PARAMETERS ARE
EXPRESSED IN ABSOLUTE VOLTAGES BETWEEN AND VOLTS
)T IS ADVISABLE TO PROVIDE SOME BUFFER AROUND THE ABSOLUTE FULL RANGE OF
THE THROTTLE MECHANISM TO ALLOW FOR THROTTLE RESISTANCE VARIATIONS OVER TIME AND
TEMPERATURE AS WELL AS VARIATIONS IN THE TOLERANCE OF POTENTIOMETER VALUES BETWEEN
INDIVIDUAL THROTTLE MECHANISMS 4HIS WILL FORM AREAS AT THE TOP AND BOTTOM OF
THE THROTTLE MOVEMENT RANGE THAT THE CONTROLLER READS AS AND
#URTIS -ANUAL 2EV !

45.).' '5)$%
34%0 *ACK THE VEHICLE WHEELS UP OFF THE GROUND SO THAT THEY SPIN FREELY
.OTE -OST OF THE THROTTLE TUNING CAN BE DONE WITHOUT DRIVING
THE MOTOR BUT IT IS ADVISABLE TO CHECK THAT THE THROTTLE RANGE IS
STILL FULLY ACTIVE WHEN MOTOR CURRENTS ARE BEING PRODUCED
34%0 0LUG THE PROGRAMMER INTO THE CONTROLLER AND TURN ON THE
CONTROLLER WITH THE RUNSTORE SWITCH
34%0 5SING THE PROGRAMMERS 0ROGRAM MENU INITIALLY SET THE
/,"// Ê * PARAMETER TO 4HIS WILL PROVIDE A LIN
EAR RELATIONSHIP BETWEEN THE THROTTLE INPUT VOLTAGE AND THE
4HROTTLE DISPLAYED IN THE PROGRAMMERS -ONITOR MENU
34%0 3ELECT THE -ONITOR MENU 4HROTTLE SHOULD BE VISIBLE AT THE TOP
OF THE DISPLAY 9OU WILL NEED TO REFERENCE THE VALUE DISPLAYED HERE
34%0 5SE A VOLTMETER AND TEST CLIP TO MEASURE THE THROTTLE INPUT VOLT
AGE AT 0IN *
34%0 -EASURE AND NOTE THE VOLTAGE WHEN THE THROTTLE IS FULLY RELEASED
34%0 )F THE PEDAL SWITCH IS WIRED INTO THE MECHANICAL THROTTLE
MECHANISM SCROLL DOWN THE -ONITOR MENU TO &OOT )NPUT
4HE DISPLAY SHOULD INDICATE THAT THE PEDAL SWITCH IS /FF
3LOWLY APPLY THROTTLE UNTIL THE DISPLAY INDICATES THAT THE
PEDAL SWITCH IS /N -EASURE THE THROTTLE VOLTAGE THAT IS BE
ING PRODUCED AT THIS THRESHOLD AND MAKE A NOTE OF THIS VALUE
34%0 -EASURE THE VOLTAGE WHEN THE THROTTLE IS FULLY DEPRESSED AND
MAKE A NOTE OF THIS VALUE
34%0 2ETURN TO THE 0ROGRAM MENU
3ET /,"/Ê1/Ê" LOWER THAN THE FULLY RELEASED VOLTAGE MEA
SURED IN 3TEP
)F THE PEDAL SWITCH IS WIRED INTO THE THROTTLE MECHANISM
SET /,"// Êä¯ CLOSE TO THE VOLTAGE MEASURED IN 3TEP 3ETTING
/,"// Êä¯ TOO FAR BELOW THIS VOLTAGE WILL RESULT IN LOSS OF LOW
END THROTTLE RANGE )F THE PEDAL SWITCH IS NOT PART OF THE THROTTLE
ASSEMBLY SET /,"// Êä¯ ABOVE THE FULLY RELEASED VOLTAGE MEASURED
IN 3TEP
3ET /,"// Ê £ää¯ LOWER THAN THE FULLY DEPRESSED VOLTAGE
MEASURED IN 3TEP 3ET THE /,"/Ê1/Ê PARAMETER ABOVE THE
FULLY DEPRESSED VOLTAGE BUT NO HIGHER THAN 6
34%0 !PPLY THE KEYSWITCH AND FORWARD SWITCH AND DEPRESS THE THROTTLE
SLOWLY THROUGH THE FULL RANGE OF MOTION CAUSING THE WHEELS TO
SPIN %NSURE THAT THE 4HROTTLE REACHES WHEN THE PEDAL IS
FULLY DEPRESSED %NSURE THAT THE 4HROTTLE RETURNS TO WHEN
THE THROTTLE IS RELEASED AND THAT NO THROTTLE FAULT APPEARS IN THE
&AULTS MENU
34%0 2EFER TO 3ECTION PAGE AND SET THE /,"// Ê* PARAMETER
FOR DESIRED PERFORMANCE
#URTIS -ANUAL 2EV !

45.).' '5)$%
7 #ALIBRATING THE #ONTROLLER 3PEED -EASUREMENT

TO THE 6EHICLE
4HE ,*Ê/"Ê-* PARAMETER IS A CONVERSION FACTOR USED TO GENERATE A VEHICLE
SPEED ESTIMATE FROM THE SPEED SENSOR INPUT MOTOR 20- SIGNAL 4HIS CONVER
SION FACTOR ALLOWS THE VEHICLE TO BE CONlGURED FOR VARIOUS GEAR RATIOS AND TIRE
SIZES )T CAN ALSO BE USED TO CONVERT THE DISPLAYED VEHICLE SPEED VALUES IN THE
0ROGRAM AND -ONITOR MENUS BETWEEN %NGLISH AND METRIC UNITS 5SE THE EQUA
TIONS BELOW TO CALCULATE THE CORRECT VALUE FOR THIS PARAMETER
TIRE DIAMETER INCHES

&OR %NGLISH UNITS MPH ¾
GEAR RATIO
TIRE DIAMETER CM

&OR METRIC UNITS KMH ¾
GEAR RATIO
34%0 5SING THE 0ROGRAM MENU SET ,*Ê/"Ê-* TO THE CORRECT VALUE
FOR THE VEHICLE TIRE SIZE AND GEAR RATIO
34%0 3ET /
"Ê *" - 4O THE NUMBER OF POLES IN THE MOTORS SPEED
SENSOR TYPICALLY
34%0 3ET THE £Ê7Ê-* ÓÊ7Ê-* AND , 6 ,- Ê-* TO THE DESIRED
TOP VEHICLE SPEEDS IN EITHER MPH OR KMH
6 4UNING THE #ONTROLLER TO THE -OTOR

4HE CONTROLLER HAS THE mEXIBILITY TO BE TUNED TO NEARLY ANY SEPARATELY
EXCITED MOTOR FROM ANY MANUFACTURER 4HE PROGRAMMABLE PARAMETERS ALLOW
FULL CONTROL OF THE MOTORS MAXIMUM ARMATURE CURRENT DURING DRIVING AND
BRAKING THEY ALSO ALLOW FULL CONTROL OF THE MOTORS MAXIMUM AND MINIMUM
lELD CURRENT AS WELL AS THE lELD CURRENT RELATIONSHIP TO THE ARMATURE CURRENT
4HIS mEXIBILITY ALLOWS MOTOR PERFORMANCE TO BE MAXIMIZED WHILE PROTECTING IT
FROM OPERATING OUTSIDE ITS SAFE COMMUTATION REGION
)N ORDER TO PROPERLY TUNE THE CONTROLLER THE FOLLOWING INFORMATION SHOULD
BE OBTAINED FROM THE MOTOR MANUFACTURER
-AXIMUM !RMATURE #URRENT 2ATING
-AXIMUM &IELD #URRENT 2ATING
-INIMUM &IELD #URRENT 2ATING
&IELD 2ESISTANCE HOT AND COLD
0OSITIVE AND .EGATIVE &IELD -APS
4HE PERFORMANCE OF A SEPARATELY EXCITED MOTOR CHANGES DEPENDING ON TEM
PERATURE 4HIS IS DUE TO THE CHANGE IN lELD WINDING RESISTANCE AS THE MOTOR
HEATS UP THROUGH USE 7HEN THE lELD WINDING TEMPERATURE INCREASES SO DOES
ITS RESISTANCE AND THEREFORE THE MAXIMUM CURRENT THAT CAN BE FORCED THROUGH
#URTIS -ANUAL 2EV !

45.).' '5)$%
THE WINDING IS REDUCED 2EDUCTIONS IN THE lELD CURRENT OVER THE MOTORS TYPICAL
OPERATING TEMPERATURE RANGE CAN BE TO 3INCE THE MAXIMUM AVAIL
ABLE lELD CURRENT DETERMINES THE MAXIMUM TORQUE THAT CAN BE PRODUCED BY
THE MOTOR THE VEHICLES PERFORMANCE UNDER LOAD AND UP INCLINES WILL CHANGE
AS THE MOTOR HEATS UP 4HE CHANGE IN PERFORMANCE CAN BE LIMITED BY TUNING
THE MOTOR WHEN IT IS HOT RATHER THAN COLD 7E THEREFORE RECOMMEND THAT THIS
PROCEDURE BE PERFORMED WITH A HOT MOTOR
34%0 5SING THE PROGRAMMERS 0ROGRAM -ENU SET THE DRIVE CURRENT
LIMIT Ê
É FOR BOTH MODES TO THE SMALLER OF A THE MOTORS
PEAK ARMATURE CURRENT RATING OR B THE MAXIMUM CONTROLLER
DRIVE CURRENT LIMIT 4HIS VALUE CAN LATER BE ADJUSTED TO ESTABLISH
THE DESIRED VEHICLE DRIVING FEEL IN EACH MODE
34%0 3ET THE , Ê
É VALUE IN EACH MODE TO THE SMALLER OF A THE
MAXIMUM MOTOR ARMATURE CURRENT RATING OR B THE MAXIMUM
CONTROLLER BRAKING CURRENT LIMIT 4HIS VALUE CAN LATER BE ADJUSTED
TO ESTABLISH THE DESIRED VEHICLE BRAKING FEEL SEE &INE 4UNING
34%0 4O SET Ê8 lRST DECIDE WHETHER YOU WANT TO MAINTAIN CON
SISTENT VEHICLE OPERATION THROUGHOUT THE MOTORS TEMPERATURE
RANGE )F YOU DO PROCEED TO 3TEP )F HOWEVER MAINTAINING
OPERATIONAL CONSISTENCY ACROSS MOTOR TEMPERATURE IS NOT A CONCERN
AND ACHIEVING MAXIMUM TORQUE IS SKIP TO 3TEP
34%0 &OR THE MOST CONSISTENT OPERATION ACROSS TEMPERATURE SET THE
Ê8 TO THE MAXIMUM lELD CURRENT AVAILABLE AT LOW BATTERY
VOLTAGE WITH A HOT MOTOR 4O DETERMINE THIS CURRENT DIVIDE THE
LOW BATTERY VOLTAGE TYPICALLY OF NOMINAL BY THE HIGH
TEMPERATURE lELD WINDING RESISTANCE SPECIlCATION PROVIDED BY
THE MANUFACTURER 3ET Ê8 TO THIS VALUE 4HIS WILL PROVIDE
GOOD CONSISTENCY BETWEEN MOTOR PERFORMANCE IN BOTH HOT AND
COLD STATES 3KIP TO 3TEP
34%0 &OR THE MAXIMUM TORQUE REGARDLESS OF TEMPERATURE SET Ê8
TO THE MOTORS RATED ABSOLUTE MAXIMUM lELD CURRENT 4O DETER
MINE THE ABSOLUTE MAXIMUM lELD CURRENT DIVIDE THE NOMINAL
BATTERY VOLTAGE BY THE LOW TEMPERATURE lELD WINDING RESISTANCE
SPECIlCATION PROVIDED BY THE MANUFACTURER 3ET Ê8 TO THIS
VALUE 4HIS WILL PROVIDE THE MAXIMUM POSSIBLE TORQUE UNDER ALL
CONDITIONS
4HIS HAS NOW SET THE Ê8 PARAMETER
4HE NEXT STEP IS TO SET THE Ê PARAMETER Ê SHOULD NEVER BE SET
BELOW THE RATED VALUE SPECIlED BY THE MANUFACTURER /PERATING THE MOTOR
AT LOWER lELD CURRENTS THAN SPECIlED WILL RESULT IN OPERATION OUTSIDE THE MOTORS
SAFE COMMUTATION REGION AND WILL CAUSE ARCING BETWEEN THE BRUSHES AND COM
MUTATOR SIGNIlCANTLY REDUCING MOTOR AND BRUSH LIFE
#URTIS -ANUAL 2EV !

45.).' '5)$%
34%0 3ET Ê Ê8 AT OR BELOW THE Ê8 SETTING

)F THE CONTROLLER IS TUNED SUCH THAT THE SYSTEM IS OPERATING
OUTSIDE THE MOTORS SAFE COMMUTATION REGION THERE WILL BE AU
DIBLE AND VISUAL INDICATIONS 5NDER NORMAL OPERATION THE MO
TOR WILL EMIT A WHINE WITH A PITCH THAT INCREASES WITH INCREASING
ROTATION SPEED )F A hSCRATCHYv SOUND IS ALSO HEARD THIS IS USUALLY
AN INDICATION THAT PIN ARCING IS OCCURRING IN THE MOTOR AND IT IS
OPERATING OUTSIDE ITS SAFE COMMUTATION REGION 4HIS OPERATION IS
NORMALLY ACCOMPANIED BY A STRONG SMELL FROM THE MOTOR )F THE
BRUSHES AND COMMUTATOR BARS ARE VISIBLE ARCING MAY BE VISIBLE
4HE FURTHER OUTSIDE THE SAFE COMMUTATION REGION THE MOTOR IS
OPERATING THE WORSE THE ARCING WILL BE /PERATION OUTSIDE THE
SAFE COMMUTATION REGION IS VERY DETRIMENTAL TO THE MOTOR
4HE Ê AND POSSIBLY ALSO THE Ê,* SHOULD BE INCREASED
UNTIL THE INDICATIONS OF ARCING STOP $ECREASING Ê*Ê-/,/
WILL ALSO HELP TO MOVE OPERATION BACK INTO THE SAFE COMMUTATION
REGION
4HE TYPICAL DEFAULT lELD MAP SETTINGS ARE AS FOLLOWS
&URTHER TUNING OF THE lELD MAPS IS DESCRIBED IN PROCEDURES !

2 AND +
#URTIS -ANUAL 2EV !

45.).' '5)$%
" %QUALIZING THE ,OADED5NLOADED 6EHICLE 4OP 3PEED

ON &LAT 'ROUND
4HE CONTROLLER AND VEHICLE SHOULD BE CONlGURED AS FOLLOWS PRIOR TO SETTING THE
MAXIMUM VEHICLE SPEED
s ,6 Ê
É AS ESTABLISHED IN TUNING PROCEDURE 6
s Ê,*
s Ê*Ê-/,/ OF THE SPECIlED DRIVE CURRENT LIMIT
s Ê MANUFACTURERS SPECIlED MINIMUM OR AMPS
s 4HE VEHICLE CAN BE LOADED OR LOADED
)F FULL CLOSED LOOP SPEED CONTROL IS REQUIRED IN BOTH LOADED
AND UNLOADED OPERATION CONDUCT THIS PROCEDURE WITH THE
VEHICLE LOADED
s 4HE VEHICLE BATTERY SHOULD BE FULLY CHARGED
$RIVE THE VEHICLE ON A mAT SURFACE IN A CLEAR AREA DURING THIS PROCEDURE 0RECAUTIONS
SHOULD BE TAKEN TO ENSURE SAFETY OF TEST PERSONNEL AND ANYONE IN THE TEST AREA
34%0 3ELECT THE PROGRAMMERS 0ROGRAM MENU AND SCROLL DOWN UNTIL
£Ê7Ê-* PARAMETER IS DISPLAYED AND SET THIS TO THE DESIRED
TOP FORWARD SPEED FOR -ODE #ONlRM THAT -ODE IS SELECTED
BY READING THE -ODE VALUE IN THE -ONITOR MENU
34%0 4URN ON THE KEYSWITCH AND THE &ORWARD SWITCH AND APPLY FULL
THROTTLE 7HILE DRIVING THE VEHICLE WITH FULL THROTTLE APPLIED OB
SERVE THE 3PEED )N AND !RM 07- READINGS IN THE -ONITOR MENU
.OTE VEHICLE SPEED WILL DISPLAY AS FOR SPEEDS BELOW
)F THE SPEED IS BEING LIMITED BY THE lELD MAP PARAMETERS
THE !RM 07- WILL BE )N THIS CASE SKIP TO 3TEP
)F THE VEHICLE IS TRULY IN CLOSED LOOP SPEED CONTROL THE !RM
07- WILL BE LESS THAN 4HE CONTROLLER WILL BE LIMITING THE
VEHICLE SPEED TO THE PROGRAMMED MAXIMUM SPEED BY REDUCING
THE APPLIED ARMATURE VOLTAGE BELOW THE VALUE COMMANDED BY
THE THROTTLE )N THIS CASE PROCEED TO 3TEP
34%0 /BSERVE THE !RM 07- AND !RM #URRENT READINGS WHILE DRIVING
AT TOP SPEED 3ET THE Ê*Ê-/,/ÊTO A VALUE ABOVE THE !RM #UR
RENT READING 7ITH THE VEHICLE UNLOADED INCREASE THE £Ê7ÊÊ
UNTIL THE !RM 07- IS BETWEEN n 7HEN THE VEHICLE
IS LOADED THE CONTROLLER WILL OUTPUT A HIGHER VALUE OF !RM 07-
TO ACHIEVE THIS SPEED
&OR SLOW SPEEDS A HIGHER Ê IS PREFERABLE IN ORDER TO
ENSURE A SMOOTH TRANSITION BETWEEN THE DRIVE AND REGEN STATES
&OR HIGH SPEEDS A LOWER Ê IS USUALLY NECESSARY TO ALLOW
THE VEHICLE TO ACHIEVE TRUE CLOSED LOOP SPEED CONTROL AND NOT BE
LIMITED BY THE lELD CURRENT
3KIP TO 3TEP
#URTIS -ANUAL 2EV !

45.).' '5)$%
34%0 )N THIS CASE THE VEHICLES TOP SPEED IS BEING LIMITED BY THE FIELD
MAPPING PARAMETERS /BSERVE THE !RM #URRENT IN THE -ONITOR
MENU AND SET THE Ê*Ê-/,/ TO A VALUE ABOVE THE !RM #UR
RENT READING 2EDUCE THE £Ê7ÊÊ UNTIL THE 3PEED )NPUT
SHOWS THE PROGRAMMED MAXIMUM SPEED IE THE SPEED SET BY
£Ê7Ê-* AND THE !RM 07- READING DROPS BELOW
INDICATING THAT THE CONTROLLER IS IN CLOSED LOOP SPEED CONTROL
7HEN THE VEHICLE IS UNLOADED THE CONTROLLER WILL OUTPUT A LOWER
VALUE OF !RM 07- TO MAINTAIN THIS SPEED
$O NOT SET THE lELD MAPPING PARAMETERS OUTSIDE THE MOTORS
SAFE COMMUTATION LIMITS
34%0 2EPEAT FROM 3TEP FOR THE -ODE FORWARD SPEED AND FOR REVERSE
SPEED 3EPARATE lELD MINIMUM PARAMETERS ARE PROVIDED FOR ALL
THREE SPEEDS £Ê7Ê-* ÓÊ7Ê-* , 6Ê-*
! #ONlRMING ,OADED 6EHICLE 3PEED ON $OWNHILL 'RADE

34%0 3ET THE FOLLOWING PARAMETERS
s , Ê
É MAXIMUM SPECIlED BY THE MOTOR SPECS
s ÊÊ*Ê AT OR BELOW , Ê
É
s Ê Ê8 Ê8ÊAS SET IN PROCEDURE 6 STEP

s £Ê , Ê AT LEAST n MPH OR KMH BELOW £Ê7Ê-*
s £Ê , Ê8
34%0 7ITH THE VEHICLE FULLY LOADED DRIVE DOWN THE STEEPEST REQUIRED
GRADE /BSERVE THE !RM #URRENT DISPLAYED IN THE -ONITOR MENU
IT WILL BE A NEGATIVE VALUE 4HIS VALUE IS THE REGEN CURRENT RE
QUIRED TO PREVENT EXCEEDING THE PROGRAMMED TOP SPEED )T IS AN
IMPORTANT VALUE TO BE AWARE OF WHEN ADJUSTING THE BRAKE MAP
PING PARAMETERS FOR OPTIMUM COMPRESSION BRAKING FEEL
)F THE VEHICLE TOP SPEED IS EXCEEDED INCREASE THE Ê Ê
8 AND ÊÊ,* OR DECREASE ÊÊ*Ê TO HELP PROVIDE
ADDITIONAL BRAKING TORQUE EARLIER
3EE BRAKE MAPPING EXAMPLES ON PAGE
34%0 2EPEAT THE PROCEDURE FOR THE -ODE FORWARD SPEED AND FOR
REVERSE SPEED 3EPARATE BRAKE MAPPING PARAMETERS ARE PROVIDED
FOR EACH SPEED £Ê7Ê-* ÓÊ7Ê-* , 6Ê-*
#URTIS -ANUAL 2EV !

45.).' '5)$%
&).% 45.).'
3EVEN ADDITIONAL VEHICLE PERFORMANCE CHARACTERISTICS CAN BE ADJUSTED
3 2ESPONSE TO )NCREASED 4HROTTLE
2 2ESPONSE TO &ULL 4HROTTLE 2ELEASE #OMPRESSION "RAKING
4RANSITIONING FROM &LAT 'ROUND TO $OWNHILL
+ (ILL #LIMBING
' 7ALK!WAY "RAKING
( ,OW 3PEED &IELD "RAKING
) !PPLYING THE %- "RAKE
4HESE CHARACTERISTICS ARE RELATED TO THE hFEELv OF THE VEHICLE AND WILL BE DIFFERENT
FOR VARIOUS APPLICATIONS /NCE THE lNE TUNING HAS BEEN ACCOMPLISHED IT SHOULD
NOT HAVE TO BE REPEATED ON EVERY VEHICLE
3 2ESPONSE TO )NCREASED 4HROTTLE

4HE VEHICLES RESPONSE TO THROTTLE INCREASES CAN BE MODIlED USING THE

/,"// Ê* AND Ê8 PARAMETERS /PTIMAL VEHICLE RESPONSE IS TUNED BY
ADJUSTING THESE PARAMETERS AND THEN ACCELERATING THE VEHICLE FROM A DEAD STOP
UNDER VARIOUS THROTTLE TRANSITION CONDITIONS
34%0 3ET /,"// Ê* AS DESIRED )N MOST APPLICATIONS A SETTING BELOW
IS USED TO PROVIDE GREATER CONTROL FOR LOW SPEED MANEUVER
ING
34%0 3ELECT -ODE 7HILE DRIVING THE VEHICLE ADJUST £Ê
FOR
THE BEST OVERALL ACCELERATION RESPONSE )F THE VEHICLE STARTS TOO
SLOWLY UNDER ALL DRIVING CONDITIONS £Ê
SHOULD BE REDUCED
2EMEMBER THE ACCEL RATE PARAMETER IS IN UNITS OF TIME
34%0 )NCREASING VEHICLE ACCELERATION )F ACCELERATION FEELS GOOD FOR SLOW
OR MODERATE THROTTLE TRANSITIONS BUT THE VEHICLE INITIALLY STARTS
TOO SLOWLY SET Ê8 HIGHER )F ACCELERATION IS NOT SATISFACTORY
WHEN THE THROTTLE IS TRANSITIONED QUICKLY FROM ZERO TO FULL SPEED
DECREASE £Ê
TO OBTAIN THE DESIRED FAST THROTTLE RESPONSE

34%0 !CHIEVING BETTER CONTROL AT LOW SPEEDS )F THE VEHICLE RESPONDS WELL
FOR FAST FULL RANGE THROTTLE TRANSITIONS BUT IS TOO JUMPY DURING
LOW SPEED MANEUVERING REDUCE THE /,"// Ê*
34%0 3ELECT -ODE AND REPEAT THE PROCEDURE
9OU MAY WISH TO DEDICATE ONE OF THE TWO MODES FOR PRECISION MANEUVERING
4HE
8Ê-* AND Ê

É PARAMETERS CAN BE TUNED EXCLUSIVELY FOR THIS
PRECISION MANEUVERING MODE TO OBTAIN COMFORTABLE VEHICLE RESPONSE "ECAUSE
/,"// Ê* AND Ê8 ARE NOT MODE SPECIlC YOU MAY NEED TO RE TUNE -ODE
IF YOU MAKE ADJUSTMENTS TO THESE TWO PARAMETERS WHEN TUNING -ODE
#URTIS -ANUAL 2EV !

45.).' '5)$%
2 2ESPONSE TO &ULL 4HROTTLE 2ELEASE #OMPRESSION "RAKING

4HE WAY THE VEHICLE RESPONDS WHEN THE THROTTLE IS COMPLETELY RELEASED CAN BE
MODIlED USING THE
, Ê
É BRAKE MAPPING AND NEGATIVE lELD MAPPING
PARAMETERS "RAKING PARAMETERS SHOULD BE SET FOR - AND - FORWARD SPEEDS
AND FOR REVERSE SPEED
7HEN THE THROTTLE IS RELEASED THE
RATE ACTS TO DRIVE THE ARMATURE
07- DOWN TO ZERO BUT THE , Ê* WILL ENSURE THAT THE BRAKING REGEN
CURRENT IS LIMITED TO THE VALUE FOR THE PRESENT VEHICLE SPEED 4HIS ALLOWS A PROlLE
TO BE SPECIlED THAT ALLOWS HIGH INITIAL BRAKING TORQUE SOFTENING TO A MILDER
TORQUE AS THE VEHICLE SLOWS DOWN !LTERNATIVELY YOU CAN SET UP A PROlLE WITH
STRONG BRAKING DOWN TO ZERO SPEED ! LOWER
VALUE WILL ALSO PROVIDE A MORE
IMMEDIATE STRONG BRAKING FEEL
34%0 3ET THE BRAKE MAPPING PARAMETERS TO THE DEFAULT VALUES SHOWN
IN %XAMPLE ! ON THE NEXT PAGE
.OTE 7ITH THE DEFAULT SETTINGS MAXIMUM BRAKING TORQUE
IS SPECIlED AT TOP SPEED TAILING OFF TO A MUCH MILDER TORQUE AT
LOW SPEEDS
34%0 $RIVE THE VEHICLE AT FULL SPEED ON FLAT GROUND AND RELEASE THE
THROTTLE PAYING ATTENTION TO THE FEEL OF VEHICLE BRAKING )F THE
INITIAL BRAKING IS TOO SUDDEN INCREASE THE
VALUE )F THE
INITIAL BRAKING IS TOO STRONG LOWER THE , Ê8 OR INCREASE THE
, Ê*Ê
7HEN SETTING A VERY MILD COMPRESSION BRAKING FEEL BEWARE
OF SETTING THE , Ê8 AND , Ê
É TO VALUES THAT WILL INHIBIT
THE CONTROLLERS ABILITY TO MAINTAIN TOP SPEED BRAKINGIN BOTH
THROTTLE APPLIED AND THROTTLE RELEASED CONDITIONSON A DOWNHILL
GRADE
)F THE BRAKING TORQUE REMAINS TOO STRONG AFTER THE VEHICLE
HAS BEEN BROUGHT TO A SLOWER SPEED REDUCE THE , Ê* AND
, Ê PARAMETERS AND INCREASE THE , Ê *Ê -/,/ 4HESE
ADJUSTMENTS WILL ACT TO LIMIT THE BRAKING TORQUE AT THE LOWER
SPEEDS
)F ON THE OTHER HAND YOU WANT TO INCREASE BRAKING TORQUE
AT LOWER SPEEDS INCREASE THE , Ê* OR , Ê PARAMETERS
OR REDUCE THE , Ê*Ê-/,/
.OTE 4HE SETTING OF THE BRAKE MAPPING AND
PARAMETERS WILL ALSO AFFECT THE
FEEL OF THE VEHICLE DECELERATION DURING PARTIAL THROTTLE RELEASES !FTER COMPLETING
PROCEDURE 2 FOR FULL THROTTLE RELEASE MAKE SURE THE DECELERATION DURING PARTIAL
THROTTLE RELEASE IS ACCEPTABLE
#URTIS -ANUAL 2EV !

45.).' '5)$%
Ìi\Ê , Ê Ê>`ÊÊ , Ê8Ê>ÀiÊ«iÀViÌ>}iÃÊvÊ, Ê

É°
ÊÊ , Ê*ÊÃÊ>Ê«iÀViÌ>}iÊvÊÌiÊÀ>}iÊLiÌÜiiÊ , Ê Ê>`ÊÊ , Ê8°
#URTIS -ANUAL 2EV !

45.).' '5)$%
4RANSITIONING FROM &LAT 'ROUND TO $OWNHILL

4O ENSURE SMOOTHNESS ON TRANSITIONS FROM POSITIVE DRIVE CURRENT TO NEGATIVE
REGEN CURRENT SET THE ÊÊ*Ê-/ NEGATIVE lELD MAP START GREATER THAN ZERO
TO PROVIDE A CONSTANT VALUE OF lELD CURRENT AS THE MOTOR TRANSITIONS BETWEEN
DRIVE AND REGEN BRAKING
)F SPEED hHUNTINGv OR OSCILLATION OCCURS ON DOWNHILL GRADES REDUCE THE Ê
Ê8 AND ÊÊ,* PARAMETERS OR INCREASE THE ÊÊ*Ê PARAMETER
TO ENSURE AN INITALLY SHALLOWER NEGATIVE lELD MAP PROlLE
.OTE 4HE hNEGATIVE lELD MAPv REFERS TO THE lELD AND ARMATURE REGEN
BRAKING CURRENT RELATIONSHIP REGARDLESS OF FORWARD OR REVERSE DIRECTION
+ (ILL #LIMBING
4HE VEHICLE RESPONSE TO INCREASED GRADIENTS SUCH AS HILLS AND LOADING RAMPS
CAN BE TUNED VIA THE Ê ,* PARAMETER $ECREASING THE Ê ,* VALUE
ALLOWS FASTER VEHICLE SPEEDS WHILE CLIMBING BUT IT WILL ALSO HAVE THE EFFECT OF
REDUCING THE ABILITY OF THE CONTROLLER TO GENERATE TORQUE IN THE VEHICLES MID
RANGE SPEEDS
34%0 )F FASTER VEHICLE SPEED IS DESIRED WHEN CLIMBING RAMPS DECREASE
Ê,* UNTIL THE DESIRED RAMP CLIMBING SPEED IS ATTAINED )T
SHOULD BE NOTED THAT IF THE MOTORS TORQUE CAPABILITY IS EXCEEDED
UNDER THE CONDITIONS OF LOAD AND RAMP GRADIENT VEHICLE SPEED
WILL BE LIMITED BY THE MOTORS CAPABILITY AND THE DESIRED VEHICLE
SPEED MAY NOT BE ATTAINABLE 4HE SYSTEM WILL lND A COMPROMISE
POINT AT WHICH SUFlCIENT MOTOR TORQUE IS GENERATED TO CLIMB THE
RAMP AT AN ACCEPTABLE SPEED )F Ê,* IS REDUCED TO AND
THE DESIRED SPEED IS STILL NOT ATTAINED THE SYSTEM IS BEING LIMITED
BY THE MOTORS TORQUE CAPABILITY UNDER THESE CONDITIONS
#AUTION SHOULD BE USED IN REDUCING Ê,* SINCE AT LOW
Ê,* VALUES IT IS POSSIBLE THAT THE MOTOR COULD BE OPERATED
OUTSIDE ITS SAFE COMMUTATION REGION
34%0 )F THE DRIVE SYSTEM CANNOT PRODUCE SUFlCIENT TORQUE FOR A FULLY
LOADED VEHICLE TO CLIMB THE DESIRED RAMP TRY INCREASING THE Ê
,* Ê8 ANDOR Ê
É 4HE IMPACT OF INCREASING THESE
VALUES ON OTHER DRIVING CHARACTERISTICS MUST BE EVALUATED )NCREAS
ING THE Ê8 WILL PROVIDE MORE lELD CURRENT AND INCREASING
THE Ê
É WILL PROVIDE MORE ARMATURE CURRENT )F Ê8 IS
SET AT THE MANUFACTURERS SPECIlED LIMIT AND THE Ê
É IS SET AT
THE RATED MAXIMUM THEN VEHICLE SPEED UP THE RAMP IS LIMITED
BY THE MOTOR OR THE VEHICLES GEARING AND CANNOT BE INCREASED
BY TUNING THE CONTROLLER
.OTE4O DETERMINE WHETHER THE CONTROLLERS ARMATURE CURRENT
IS AT ITS SET VALUE DURING RAMP CLIMBING READ THE !RM #URRENT
IN THE PROGRAMMERS -ONITOR MENU
#URTIS -ANUAL 2EV !

45.).' '5)$%
' 7ALK!WAYÒÊ "RAKINGÊ

)F THE 7ALK!WAY OPTION IS CONlGURED 7ALK!WAY BRAKING WILL OCCUR WHENEVER
VEHICLE MOVEMENT IS DETECTED WHILE THE MAIN CONTACTOR IS OPEN )N GENERAL THIS
IS USED TO PREVENT UNCONTROLLED VEHICLE ROLLING AFTER THE VEHICLE HAS REACHED REST
)T ALSO IS USED TO SLOW THE VEHICLE IF IT IS ROLLING WHEN THE KEYSWITCH IS TURNED
OFF OR IN CERTAIN FAULT CONDITIONS THAT CAUSE THE MAIN CONTACTOR TO OPEN
4HE STRENGTH OF THE 7ALK!WAY BRAKING IS CONTROLLED BY THE 779Ê
É
AND *1Ê
É PARAMETERS
34%0 $RIVE THE VEHICLE ONTO A STEEP GRADE AND HOLD IT WITH THE FOOT
BRAKE UNTIL YOU HEAR THE MAIN CONTACTOR OPEN
34%0 2ELEASE THE FOOT BRAKE 4HE VEHICLE WILL BEGIN TO ROLL AT A SLOW
PACE FOLLOWED BY 7ALK!WAY BRAKING INDICATED BY A BEEPING
TONE
)F THE VEHICLE IS ROLLING TOO FAST INCREASE THE 779Ê
É
ANDOR THE *1Ê
É
34%0 #HECK THAT THESE BRAKING PARAMETER ADJUSTMENTS DO NOT MAKE
THE BRAKING FEEL TOO ABRUPT ON MILDER SLOPES
( ,OW 3PEED &IELD "RAKING

4HE Ê , PARAMETER PROVIDES AN ADDITIONAL MECHANISM FOR SLOWING THE
VEHICLE DOWN AT SLOW SPEEDS 4HERE ARE THREE USES FOR lELD BRAKING
A 0ROVIDING EXTRA BRAKING TORQUE AS THE VEHICLE SLOWS TO A STOP
B 3TRENGTHENING THE ANTI ROLLBACK BRAKING IN VEHICLES THAT DO NOT HAVE
AN %- BRAKE
.OTE 4HE ANTI ROLLBACK FUNCTION CAN NEVER HOLD A
VEHICLE PERFECTLY STATIONARY ON AN INCLINE AND IS NOT
INTENDED TO REPLACE A MECHANICAL OR ELECTROMAGNETIC
BRAKE FOR THIS PURPOSE (OWEVER IT WILL PREVENT
UNCONTROLLED VEHICLE COASTING IN THIS SITUATION
C /N VEHICLES EQUIPPED WITH AN %- BRAKE lELD BRAKING AND THE %-
BRAKE CAN BE USED TOGETHER TO STOP THE VEHICLE AND TO PREVENT THE VEHICLE
FROM ROLLING BACK DOWN A HILL
.OTE 4HIS USE OF lELD BRAKING IS COVERED SEPARATELY
IN 0ROCEDURE )
4HIS PROCEDURE TUNES THE lELD BRAKING PARAMETERS TO PROVIDE ADDITIONAL BRAKING
AT LOW SPEEDS IN SITUATIONS A AND B
#URTIS -ANUAL 2EV !

45.).' '5)$%

s Ê , /N
s Ê , Ê8 Ê
s Ê , Ê-* A LOW VALUE EG MPH
s Ê , Ê,/
34%0 $RIVE THE VEHICLE UP A GRADE
34%0 2ELEASE THE THROTTLE 4HE VEHICLE WILL SLOW DOWN AND THEN ROLL
BACK DOWN THE HILL UNDER GRAVITY $EPENDING ON THE SETTING OF
THE 7, Ê"*/" PARAMETER YOU MAY HEAR BEEPING
)F THE VEHICLE IS ROLLING TOO FAST INCREASE THE Ê , Ê8
SETTING 4HIS WILL CAUSE A HIGHER PLUG BRAKING CURRENT )T WILL
ALSO INCREASE THE BRAKING FEEL AS THE VEHICLE INITIALLY SLOWS DOWN
BEFORE CHANGING DIRECTION
4O MAKE THE LOW SPEED BRAKING OCCUR EARLIER INCREASE THE
Ê , Ê-*
4O INCREASE THE STRENGTH OF THE LOW SPEED BRAKING AS THE
VEHICLE IS BROUGHT TO A STOP INCREASE THE Ê , Ê,/ AND Ê
, Ê8
34%0 $RIVE THE VEHICLE ON FLAT GROUND TO CONlRM THAT THE EXTRA BRAK
ING FEEL PROVIDED BY THESE ADJUSTMENTS IS ACCEPTABLE
) %- "RAKE /PERATION WITH OPTIONAL %- BRAKE

$URING NORMAL OPERATION THE %- BRAKE IS APPLIED AT THE EXPIRATION OF THE
Ê 9 4HE Ê , SETTING /FF OR /N DETERMINES WHEN THE Ê 9Ê
COUNTDOWN BEGINS
.OTE &OR %- BRAKE CONTROL DURING FAULT CONDITIONS SEE Ê-*Ê61
PAGE
Ê , /FF
(ERE THE Ê 9 SETS THE LENGTH OF TIME BETWEEN THE MAIN CONTACTOR OPENING
AND THE %- BRAKE BEING APPLIED
s Ê , /FF
s Ê 9 SECOND
Ê , /N
(ERE THE Ê 9 SETS THE LENGTH OF TIME THE lELD CURRENT IS HELD AT THE Ê
, Ê8 BEFORE THE %- BRAKE IS APPLIED 4HIS GUARANTEES THAT THE %- BRAKE
WILL BE APPLIED SOME TIME AFTER THE VEHICLE HAS SLOWED BELOW THE Ê , Ê-*
EVEN THOUGH THE MAIN CONTACTOR MAY STILL BE CLOSED AND IS USEFUL IN PREVENT
ING THE VEHICLE FROM CONTINUING TO ROLL FORWARD !DDITIONALLY IF THE CONTROLLER
#URTIS -ANUAL 2EV !

45.).' '5)$%
DETECTS THAT THE VEHICLE HAS REACHED REST OR IS STARTING TO ROLL BACK THE %- BRAKE
WILL BE APPLIED IMMEDIATELY TO PREVENT FURTHER VEHICLE MOVEMENT
s Ê , /N
s Ê 9 A LOW VALUE EG SECONDS
s Ê , Ê8 Ê OR HIGHER
s Ê , Ê,/ A LOW VALUE EG
34%0 $RIVE UP A HILL AND RELEASE THE THROTTLE 4HE VEHICLE SHOULD SLOW
TO A STOP AND THE %- BRAKE SHOULD DROP JUST AS THE VEHICLE BE
GINS TO ROLL BACKWARDS )F THE VEHICLE ROLLS BACKWARDS EXCESSIVELY
INCREASE THE Ê , Ê8
34%0 $RIVE DOWN A MILD SLOPE AND RELEASE THE THROTTLE 4HE VEHICLE WILL
SLOW DOWN BUT MAY NOT REACH A COMPLETE STOP DEPENDING ON THE
GRADIENT OF THE SLOPE 9OU SHOULD FEEL THE lELD BRAKING TORQUE
FOLLOWED BY THE %- BRAKE BEING APPLIED )F THE %- BRAKE IS
APPLIED TOO EARLY INCREASE THE Ê , Ê8 AND THE Ê 9
34%0 !FTER ADJUSTING THESE PARAMETERS DRIVE THE VEHICLE ON FLAT GROUND
TO CONlRM THAT THE %- BRAKE TIMING IS ACCEPTABLE 4O AVOID
UNNECESSARILY ABRUPT STOPS THE PARAMETERS SHOULD BE SET SO THAT
WHEN DRIVING ON mAT GROUND THE VEHICLE REACHES REST BEFORE THE
%- BRAKE IS APPLIED
#URTIS -ANUAL 2EV !

$)!'./34)#3 42/5",%3(//4).'

$)!'./34)#3 !.$ 42/5",%3(//4).'
4HE CONTROLLER PROVIDES DIAGNOSTICS INFORMATION TO ASSIST TECHNICIANS IN

TROUBLESHOOTING DRIVE SYSTEM PROBLEMS 4HIS INFORMATION IS DISPLAYED ON THE
HANDHELD PROGRAMMER OR 0# 0ROGRAMMING 3TATION AND IT IS ALSO AVAILABLE IN
THE FORM OF FAULT CODES ISSUED BY THE CONTROLLERS BUILT IN 3TATUS ,%$ AND THE
OPTIONAL REMOTE ,%$ DRIVEN BY THE CONTROLLERS EXTERNAL ,%$ OUTPUT 2EFER
TO THE TROUBLESHOOTING CHART FOR SUGGESTIONS COVERING A WIDE RANGE OF POSSIBLE
FAULTS
02/'2!--%2 $)!'./34)#3
4HE PROGRAMMER PRESENTS COMPLETE DIAGNOSTIC INFORMATION IN PLAIN LANGUAGE
&AULTS ARE DISPLAYED IN THE &AULTS MENU SEE COLUMN IN THE TROUBLESHOOT
ING CHART AND THE STATUS OF THE CONTROLLER INPUTSOUTPUTS IS DISPLAYED IN THE
-ONITOR -ENU
!CCESSING THE &AULT (ISTORY MENU PROVIDES A LIST OF THE FAULTS THAT HAVE
OCCURRED SINCE THE FAULT HISTORY lLE WAS LAST CLEARED #HECKING AND CLEARING
THE FAULT HISTORY lLE IS RECOMMENDED EACH TIME THE VEHICLE IS BROUGHT IN FOR
MAINTENANCE
4HE FOLLOWING STEP PROCESS IS RECOMMENDED FOR DIAGNOSING AND TROUBLE
SHOOTING AN INOPERATIVE VEHICLE VISUALLY INSPECT THE VEHICLE FOR OBVIOUS
PROBLEMS DIAGNOSE THE PROBLEM USING THE PROGRAMMER TEST THE CIRCUITRY
WITH THE PROGRAMMER AND CORRECT THE PROBLEM 2EPEAT THE LAST THREE STEPS
AS NECESSARY UNTIL THE VEHICLE IS OPERATIONAL
%XAMPLE ! VEHICLE THAT DOES NOT OPERATE IN hFORWARDv IS BROUGHT IN
FOR REPAIR
34%0 %XAMINE THE VEHICLE AND ITS WIRING FOR ANY OBVIOUS PROBLEMS
SUCH AS BROKEN WIRES OR LOOSE CONNECTIONS
34%0 #ONNECT THE PROGRAMMER SELECT THE &AULTS MENU AND READ
THE DISPLAYED FAULT INFORMATION )N THIS EXAMPLE THE DISPLAY SHOWS
h.O +NOWN &AULTSv INDICATING THAT THE CONTROLLER HAS NOT DETECTED
ANY PROBLEMS
34%0 3ELECT THE -ONITOR MENU AND OBSERVE THE STATUS OF THE INPUTS
AND OUTPUTS IN THE FORWARD DIRECTION )N THIS EXAMPLE THE DISPLAY
SHOWS THAT THE FORWARD SWITCH DID NOT CLOSE WHEN hFORWARDv WAS
SELECTED WHICH MEANS THE PROBLEM IS EITHER IN THE FORWARD SWITCH
OR THE SWITCH WIRING
34%0 #HECK OR REPLACE THE FORWARD SWITCH AND WIRING AND REPEAT
THE TEST )F THE PROGRAMMER SHOWS THE FORWARD SWITCH CLOSING AND
THE VEHICLE NOW DRIVES NORMALLY THE PROBLEM HAS BEEN CORRECTED
#URTIS -ANUAL 2EV !

$)!'./34)#3 42/5",%3(//4).'
42/5",%3(//4).' #(!24
,%$ 02/'2!--%2
#/$% ,#$ $)30,!9 %80,!.!4)/. 0/33)",% #!53%
ņ!5 3ELF TEST OR WATCHDOG FAULT #ONTROLLER DEFECTIVE

|4'||! ņ!|ņĘ 7IPER SIGNAL OUT OF RANGE 4HROTTLE INPUT WIRE OPEN
POT LOW FAULT 4HROTTLE INPUT WIRE SHORTED TO " OR "
4HROTTLE POT DEFECTIVE
50 ņ5 %5'4ņ!| .O PULSES FROM SENSOR 3PEED SENSOR NOT CONNECTED
3PEED SENSOR DEFECTIVE
0 (IGH 0EDAL $ISABLE FAULT )MPROPER SEQUENCE OF DIRECTION AND
THROTTLE INPUTS
$'|'4ņ5|!! -OTOR STALL AT CURRENT 3LOPE TOO STEEP FOR VEHICLE WEIGHT
-ECHANICALLY LOCKED MOTOR
%- BRAKE WIRING FAILURE
3PEED SENSOR DEFECTIVE
!'ņ || 4ņ'!| ,OW BATTERY VOLTAGE "ATTERY VOLTAGE UNDERVOLTAGE CUTBACK
THRESHOLD
#ORRODED BATTERY TERMINAL
,OOSE BATTERY OR CONTROLLER TERMINAL
' 4'!| /VERVOLTAGE "ATTERY VOLTAGE OVERVOLTAGE SHUTDOWN
THRESHOLD
6EHICLE OPERATING WITH CHARGER ATTACHED
"ATTERY DISCONNECTED DURING REGEN
BRAKING
| 4$!ņ
|
/VER UNDERTEMPERATURE 4EMPERATURE # OR #
CUTBACK %XCESSIVE LOAD ON VEHICLE
)MPROPER MOUNTING OF CONTROLLER
/PERATION IN EXTREME ENVIRONMENTS
$%ņ4 4ņ'% -AIN CONTACTOR COIL HELD LOW -AIN CONTACTOR MISSING OR WIRE TO COIL
OPEN
#ONTROLLER DEFECTIVE
ņ
'!ņ!| -ISSING AUX BRAKE RELAY COIL !UX COIL OPEN OR NOT CONNECTED
$%ņ4 4ņ' -AIN CONTACTOR DRIVER HELD HIGH -AIN CONTACTOR COIL SHORTED
$%ņ ! -AIN CONTACTOR WELDED -AIN CONTACTOR STUCK CLOSED
-AIN CONTACTOR DRIVER SHORTED
04
4 ņ!| )NTERNAL VOLTAGE TOO LOW AT %XTERNAL SHORT OR LEAKAGE PATH TO "
STARTUP ON EXTERNAL " CONNECTION
!ņ$55% &IELD WINDING FAULT -OTOR lELD WIRING LOOSE
-OTOR lELD WIRING OPEN
ņ4 4ņ' !UX BRAKE RELAY DRIVER HELD !UX COIL SHORTED
HIGH #ONTROLLER DEFECTIVE

44 %|ņ5 %5 ņ!| !RMATURE OR lELD CURRENT #ONTROLLER DEFECTIVE
SENSOR FAULT
4 4ņ' 4
44 %| #ONTACTOR DRIVER OR AUX DRIVER #ONTACTOR OR AUX COIL SHORTED
OVERCURRENT
$ðņ5'4| )NTERNAL - SHORT TO " #ONTROLLER DEFECTIVE
ņ4 !ņ%
!UX RELAY DID NOT CLOSE !UX RELAY MISSING OR WIRE TO COIL OPEN
#URTIS -ANUAL 2EV !

$)!'./34)#3 42/5",%3(//4).'
42/5",%3(//4).' #(!24 CONTD

,%$ 02/'2!--%2
#/$% ,#$ $)30,!9 %80,!.!4)/. 0/33)",% #!53%
! ņņ4 ! 7ELDED AUX RELAY !UX RELAY STUCK CLOSED

!UX RELAY SHORTED
ņ5|
ņ54' 32/ FAULT +EYWSWITCH NOT OFF AT POWER UP
+EYSWITCH SHORTED
$%ņ
'!ņ'0 % -ISSING MAIN CONTACTOR -AIN CONTACTOR COIL OPEN OR NOT
CONNECTED
ņ4 4ņ'% !UX %- BRAKE OR 7ALK!WAYÒ !UX OUTPUT SHORT TO GROUND
RELAY DRIVER COIL HELD LOW #ONTROLLER DEFECTIVE

4
|ņ 4 4ņ'0 % #IRCUIT BREAKER OR FUSE OPEN "REAKERFUSE TRIPPED OR OPEN
IN 7ALK!WAYÒ CIRCUIT "REAKERFUSE DEFECTIVE
2ELAYFUSE SENSE LINE BROKEN
$%ņ4'0'| -AIN CONTACTOR OPEN -AIN CONTACTOR DEFECTIVE
,%$ $)!'./34)#3
! BUILT IN 3TATUS ,%$ IS VISIBLE THROUGH A WINDOW IN THE LABEL ON TOP OF THE
CONTROLLER 7HEN THE CONTROLLER DETECTS A FAULT THE 3TATUS ,%$ mASHES THE
DIGIT FAULT CODE 4HE CODE IS mASHED CONTINUOUSLY UNTIL THE FAULT IS CORRECTED
&OR EXAMPLE CODE hvWELDED MAIN CONTACTORAPPEARS AS
f f f f f f f f f f f f f f f ETC

4HE CODES ARE LISTED IN THE 4ROUBLESHOOTING #HART /NLY ONE FAULT IS INDICATED
AT A TIME AND FAULTS ARE NOT QUEUED UP )F MULTIPLE FAULTS ARE ACTIVE SIMULTANE
OUSLY THE CODE OF THE HIGHEST PRIORITY FAULT IS mASHED !FTER ALL FAULTS HAVE BEEN
CLEARED THE CODE OF THE LAST ACTIVE FAULT WILL CONTINUE TO mASH FOR ONE MINUTE
4HIS FEATURE IS DESIGNED TO HELP SERVICE PERSONNEL IDENTIFY INTERMITTENT FAULTS
WHEN NO PROGRAMMER IS AVAILABLE
4HESE SAME FAULT CODES WILL ALSO BE mASHED BY THE EXTERNAL FAULT ,%$
CONNECTED TO 0IN IF ONE IS INCLUDED IN THE SYSTEM
#URTIS -ANUAL 2EV !

-!).4%.!.#%

-!).4%.!.#%
4HERE ARE NO USER SERVICEABLE PARTS IN THE #URTIS CONTROLLER .O ATTEMPT
SHOULD BE MADE TO OPEN REPAIR OR OTHERWISE MODIFY THE CONTROLLER $OING
SO MAY DAMAGE THE CONTROLLER AND WILL VOID THE WARRANTY
)T IS RECOMMENDED THAT THE CONTROLLER BE KEPT CLEAN AND DRY THAT ITS
DIAGNOSTICS HISTORY lLE BE CHECKED AND CLEARED PERIODICALLY
#,%!.).'
0ERIODICALLY CLEANING THE CONTROLLER EXTERIOR WILL HELP PROTECT IT AGAINST COR
ROSION AND POSSIBLE ELECTRICAL CONTROL PROBLEMS CREATED BY DIRT GRIME AND
CHEMICALS THAT ARE PART OF THE OPERATING ENVIRONMENT AND THAT NORMALLY EXIST

# !5 4 ) / . IN BATTERY POWERED SYSTEMS 7HEN WORKING AROUND ANY BATTERY POWERED
VEHICLE PROPER SAFETY PRECAUTIONS SHOULD BE TAKEN 4HESE INCLUDE BUT ARE
NOT LIMITED TO PROPER TRAINING WEARING EYE PROTECTION AND AVOIDING LOOSE
CLOTHING AND JEWELRY
5SE THE FOLLOWING CLEANING PROCEDURE FOR ROUTINE MAINTENANCE .EVER USE A
HIGH PRESSURE WASHER TO CLEAN THE CONTROLLER
2EMOVE POWER BY DISCONNECTING THE BATTERY
$ISCHARGE THE CAPACITORS IN THE CONTROLLER BY CONNECTING A LOAD SUCH AS
A CONTACTOR COIL OR A HORN ACROSS THE CONTROLLERS " AND " TERMINALS
2EMOVE ANY DIRT OR CORROSION FROM THE POWER AND SIGNAL CONNECTOR AREAS
4HE CONTROLLER SHOULD BE WIPED CLEAN WITH A MOIST RAG $RY IT BEFORE
RECONNECTING THE BATTERY
-AKE SURE THE CONNECTIONS ARE TIGHT 2EFER TO 3ECTION PAGE FOR
MAXIMUM TIGHTENING TORQUE SPECIlCATIONS FOR THE BATTERY AND MOTOR
CONNECTIONS
&!5,4 ()34/29
4HE PROGRAMMERS &AULT MENU CAN BE USED TO ACCESS THE CONTROLLERS FAULT HIS
TORY lLE 4HE PROGRAMMER WILL READ OUT ALL THE FAULTS THAT THE CONTROLLER HAS
EXPERIENCED SINCE THE LAST TIME THE FAULT HISTORY lLE WAS CLEARED 4HE FAULTS MAY
BE INTERMITTENT FAULTS FAULTS CAUSED BY LOOSE WIRES OR FAULTS CAUSED BY OPERATOR
ERRORS &AULTS SUCH AS CONTACTOR FAULTS MAY BE THE RESULT OF LOOSE WIRES CONTACTOR
WIRING SHOULD BE CAREFULLY CHECKED &AULTS SUCH AS (0$ OR OVERTEMPERATURE
MAY BE CAUSED BY OPERATOR HABITS OR BY OVERLOADING
!FTER A PROBLEM HAS BEEN DIAGNOSED AND CORRECTED IT IS A GOOD IDEA TO
CLEAR THE FAULT HISTORY lLE 4HIS ALLOWS THE CONTROLLER TO ACCUMULATE A NEW lLE
OF FAULTS "Y CHECKING THE NEW FAULT HISTORY lLE AT A LATER DATE YOU CAN READILY
DETERMINE WHETHER THE PROBLEM WAS INDEED lXED
#URTIS -ANUAL 2EV !

!00%.$)8 ! %-# %3$ $%3)'. #/.3)$%2!4)/.3
!00%.$)8 !
6%()#,% $%3)'. #/.3)$%2!4)/.3
2%'!2$).' %,%#42/-!'.%4)# #/-0!4)"),)49 %-#
!.$ %,%#42/34!4)# $)3#(!2'% %3$
%,%#42/-!'.%4)# #/-0!4)"),)49 %-#

%LECTROMAGNETIC COMPATIBILITY %-# ENCOMPASSES TWO AREAS EMISSIONS AND
IMMUNITY %MISSIONS ARE RADIO FREQUENCY 2& ENERGY GENERATED BY A PRODUCT
4HIS ENERGY HAS THE POTENTIAL TO INTERFERE WITH COMMUNICATIONS SYSTEMS SUCH
AS RADIO TELEVISION CELLULAR PHONES DISPATCHING AIRCRAFT ETC )MMUNITY IS THE
ABILITY OF A PRODUCT TO OPERATE NORMALLY IN THE PRESENCE OF 2& ENERGY
%-# IS ULTIMATELY A SYSTEM DESIGN ISSUE 0ART OF THE %-# PERFORMANCE
IS DESIGNED INTO OR INHERENT IN EACH COMPONENT ANOTHER PART IS DESIGNED INTO
OR INHERENT IN END PRODUCT CHARACTERISTICS SUCH AS SHIELDING WIRING AND LAYOUT
AND lNALLY A PORTION IS A FUNCTION OF THE INTERACTIONS BETWEEN ALL THESE PARTS
4HE DESIGN TECHNIQUES PRESENTED BELOW CAN ENHANCE %-# PERFORMANCE IN
PRODUCTS THAT USE #URTIS MOTOR CONTROLLERS
%MISSIONS
3IGNALS WITH HIGH FREQUENCY CONTENT CAN PRODUCE SIGNIlCANT EMISSIONS IF CON
NECTED TO A LARGE ENOUGH RADIATING AREA CREATED BY LONG WIRES SPACED FAR APART
#ONTACTOR DRIVERS AND THE MOTOR DRIVE OUTPUT FROM #URTIS CONTROLLERS CAN
CONTRIBUTE TO 2& EMISSIONS "OTH TYPES OF OUTPUT ARE PULSE WIDTH MODULATED
SQUARE WAVES WITH FAST RISE AND FALL TIMES THAT ARE RICH IN HARMONICS .OTE
CONTACTOR DRIVERS THAT ARE NOT MODULATED WILL NOT CONTRIBUTE TO EMISSIONS
4HE IMPACT OF THESE SWITCHING WAVEFORMS CAN BE MINIMIZED BY MAKING THE
WIRES FROM THE CONTROLLER TO THE CONTACTOR OR MOTOR AS SHORT AS POSSIBLE AND BY
PLACING THE WIRES NEAR EACH OTHER BUNDLE CONTACTOR WIRES WITH #OIL 2ETURN
BUNDLE MOTOR WIRES SEPARATELY
&OR APPLICATIONS REQUIRING VERY LOW EMISSIONS THE SOLUTION MAY INVOLVE
ENCLOSING THE CONTROLLER INTERCONNECT WIRES CONTACTORS AND MOTOR TOGETHER IN
ONE SHIELDED BOX %MISSIONS CAN ALSO COUPLE TO BATTERY SUPPLY LEADS AND THROTTLE
CIRCUIT WIRES OUTSIDE THE BOX SO FERRITE BEADS NEAR THE CONTROLLER MAY ALSO BE
REQUIRED ON THESE UNSHIELDED WIRES IN SOME APPLICATIONS )T IS BEST TO KEEP THE
NOISY SIGNALS AS FAR AS POSSIBLE FROM SENSITIVE WIRES
)MMUNITY
)MMUNITY TO RADIATED ELECTRIC lELDS CAN BE IMPROVED EITHER BY REDUCING OVERALL
CIRCUIT SENSITIVITY OR BY KEEPING UNDESIRED SIGNALS AWAY FROM THIS CIRCUITRY 4HE
CONTROLLER CIRCUITRY ITSELF CANNOT BE MADE LESS SENSITIVE SINCE IT MUST ACCURATELY
DETECT AND PROCESS LOW LEVEL SIGNALS FROM SENSORS SUCH AS THE THROTTLE POTENTI
OMETER 4HUS IMMUNITY IS GENERALLY ACHIEVED BY PREVENTING THE EXTERNAL 2&
ENERGY FROM COUPLING INTO SENSITIVE CIRCUITRY 4HIS 2& ENERGY CAN GET INTO THE
CONTROLLER CIRCUITRY VIA CONDUCTED PATHS AND RADIATED PATHS
#URTIS -ANUAL 2EV ! !

!00%.$)8 ! %-# %3$ $%3)'. #/.3)$%2!4)/.3
#ONDUCTED PATHS ARE CREATED BY THE WIRES CONNECTED TO THE CONTROLLER

4HESE WIRES ACT AS ANTENNAS AND THE AMOUNT OF 2& ENERGY COUPLED INTO THEM
IS GENERALLY PROPORTIONAL TO THEIR LENGTH 4HE 2& VOLTAGES AND CURRENTS INDUCED
IN EACH WIRE ARE APPLIED TO THE CONTROLLER PIN TO WHICH THE WIRE IS CONNECTED
#URTIS CONTROLLERS INCLUDE BYPASS CAPACITORS ON THE PRINTED CIRCUIT BOARDS
THROTTLE WIRES TO REDUCE THE IMPACT OF THIS 2& ENERGY ON THE INTERNAL CIRCUITRY
)N SOME APPLICATIONS ADDITIONAL lLTERING IN THE FORM OF FERRITE BEADS MAY ALSO
BE REQUIRED ON VARIOUS WIRES TO ACHIEVE DESIRED PERFORMANCE LEVELS
2ADIATED PATHS ARE CREATED WHEN THE CONTROLLER CIRCUITRY IS IMMERSED IN
AN EXTERNAL lELD 4HIS COUPLING CAN BE REDUCED BY PLACING THE CONTROLLER AS FAR
AS POSSIBLE FROM THE NOISE SOURCE OR BY ENCLOSING THE CONTROLLER IN A METAL BOX
3OME #URTIS CONTROLLERS ARE ENCLOSED BY A HEATSINK THAT ALSO PROVIDES SHIELDING
AROUND THE CONTROLLER CIRCUITRY WHILE OTHERS ARE PARTIALLY SHIELDED OR UNSHIELDED
)N SOME APPLICATIONS THE VEHICLE DESIGNER WILL NEED TO MOUNT THE CONTROLLER
WITHIN A SHIELDED BOX ON THE END PRODUCT 4HE BOX CAN BE CONSTRUCTED OF JUST
ABOUT ANY METAL ALTHOUGH STEEL AND ALUMINUM ARE MOST COMMONLY USED
-OST COATED PLASTICS DO NOT PROVIDE GOOD SHIELDING BECAUSE THE COATINGS
ARE NOT TRUE METALS BUT RATHER A MIXTURE OF SMALL METAL PARTICLES IN A NON CON
DUCTIVE BINDER 4HESE RELATIVELY ISOLATED PARTICLES MAY APPEAR TO BE GOOD BASED
ON A DC RESISTANCE MEASUREMENT BUT DO NOT PROVIDE ADEQUATE ELECTRON MOBILITY
TO YIELD GOOD SHIELDING EFFECTIVENESS %LECTROLESS PLATING OF PLASTIC WILL YIELD A
TRUE METAL AND CAN THUS BE EFFECTIVE AS AN 2& SHIELD BUT IT IS USUALLY MORE
EXPENSIVE THAN THE COATINGS
! CONTIGUOUS METAL ENCLOSURE WITHOUT ANY HOLES OR SEAMS KNOWN AS A
&ARADAY CAGE PROVIDES THE BEST SHIELDING FOR THE GIVEN MATERIAL AND FREQUENCY
7HEN A HOLE OR HOLES ARE ADDED 2& CURRENTS mOWING ON THE OUTSIDE SURFACE OF
THE SHIELD MUST TAKE A LONGER PATH TO GET AROUND THE HOLE THAN IF THE SURFACE
WAS CONTIGUOUS !S MORE hBENDINGv IS REQUIRED OF THESE CURRENTS MORE ENERGY
IS COUPLED TO THE INSIDE SURFACE AND THUS THE SHIELDING EFFECTIVENESS IS REDUCED
4HE REDUCTION IN SHIELDING IS A FUNCTION OF THE LONGEST LINEAR DIMENSION OF A
HOLE RATHER THAN THE AREA 4HIS CONCEPT IS OFTEN APPLIED WHERE VENTILATION IS
NECESSARY IN WHICH CASE MANY SMALL HOLES ARE PREFERABLE TO A FEW LARGER ONES
!PPLYING THIS SAME CONCEPT TO SEAMS OR JOINTS BETWEEN ADJACENT PIECES OR
SEGMENTS OF A SHIELDED ENCLOSURE IT IS IMPORTANT TO MINIMIZE THE OPEN LENGTH
OF THESE SEAMS 3EAM LENGTH IS THE DISTANCE BETWEEN POINTS WHERE GOOD OHMIC
CONTACT IS MADE 4HIS CONTACT CAN BE PROVIDED BY SOLDER WELDS OR PRESSURE
CONTACT )F PRESSURE CONTACT IS USED ATTENTION MUST BE PAID TO THE CORROSION
CHARACTERISTICS OF THE SHIELD MATERIAL AND ANY CORROSION RESISTANT PROCESSES APPLIED
TO THE BASE MATERIAL )F THE OHMIC CONTACT ITSELF IS NOT CONTINUOUS THE SHIELDING
EFFECTIVENESS CAN BE MAXIMIZED BY MAKING THE JOINTS BETWEEN ADJACENT PIECES
OVERLAPPING RATHER THAN ABUTTED
4HE SHIELDING EFFECTIVENESS OF AN ENCLOSURE IS FURTHER REDUCED WHEN A WIRE
PASSES THROUGH A HOLE IN THE ENCLOSURE 2& ENERGY ON THE WIRE FROM AN EXTERNAL
lELD IS RE RADIATED INTO THE INTERIOR OF THE ENCLOSURE 4HIS COUPLING MECHANISM
CAN BE REDUCED BY lLTERING THE WIRE WHERE IT PASSES THROUGH THE SHIELD BOUNDARY
! #URTIS -ANUAL 2EV !

!00%.$)8 ! %-# %3$ $%3)'. #/.3)$%2!4)/.3
'IVEN THE SAFETY CONSIDERATIONS INVOLVED IN CONNECTING ELECTRICAL COMPONENTS

TO THE CHASSIS OR FRAME IN BATTERY POWERED VEHICLES SUCH lLTERING WILL USUALLY
CONSIST OF A SERIES INDUCTOR OR FERRITE BEAD RATHER THAN A SHUNT CAPACITOR )F A
CAPACITOR IS USED IT MUST HAVE A VOLTAGE RATING AND LEAKAGE CHARACTERISTICS THAT
WILL ALLOW THE END PRODUCT TO MEET APPLICABLE SAFETY REGULATIONS
4HE " AND " IF APPLICABLE WIRES THAT SUPPLY POWER TO CONTROL PAN
ELSSUCH AS AN ELECTRONIC THROTTLE OR CONTROL WIRES SUCH AS KEYSWITCH DIRECTION
ETCSHOULD BE BUNDLED WITH THE OTHER CONTROL WIRES TO THE PANEL SO THAT ALL
THESE WIRES ARE ROUTED TOGETHER )F THE WIRES TO THE CONTROL PANEL ARE ROUTED
SEPARATELY A LARGER LOOP AREA IS FORMED ,ARGER LOOP AREAS PRODUCE MORE EFlCIENT
ANTENNAS WHICH WILL RESULT IN DECREASED IMMUNITY PERFORMANCE
+EEP ALL LOW POWER )/ SEPARATE FROM THE MOTOR AND BATTERY LEADS 7HEN
THIS IS NOT POSSIBLE CROSS THEM AT RIGHT ANGLES
%,%#42/34!4)# $)3#(!2'% %3$

#URTIS 0-# MOTOR CONTROLLERS CONTAIN %3$ SENSITIVE COMPONENTS AND IT IS
THEREFORE NECESSARY TO PROTECT THEM FROM %3$ ELECTROSTATIC DISCHARGE DAMAGE
-OST OF THESE CONTROL LINES HAVE PROTECTION FOR MODERATE %3$ EVENTS BUT MUST
BE PROTECTED FROM DAMAGE IF HIGHER LEVELS EXIST IN A PARTICULAR APPLICATION
%3$ IMMUNITY IS ACHIEVED EITHER BY PROVIDING SUFlCIENT DISTANCE BE
TWEEN CONDUCTORS AND THE %3$ SOURCE SO THAT A DISCHARGE WILL NOT OCCUR OR BY
PROVIDING AN INTENTIONAL PATH FOR THE DISCHARGE CURRENT SUCH THAT THE CIRCUIT
IS ISOLATED FROM THE ELECTRIC AND MAGNETIC lELDS PRODUCED BY THE DISCHARGE )N
GENERAL THE GUIDELINES PRESENTED ABOVE FOR INCREASING RADIATED IMMUNITY WILL
ALSO PROVIDE INCREASED %3$ IMMUNITY
)T IS USUALLY EASIER TO PREVENT THE DISCHARGE FROM OCCURRING THAN TO DIVERT
THE CURRENT PATH ! FUNDAMENTAL TECHNIQUE FOR %3$ PREVENTION IS TO PROVIDE
ADEQUATELY THICK INSULATION BETWEEN ALL METAL CONDUCTORS AND THE OUTSIDE ENVI
RONMENT SO THAT THE VOLTAGE GRADIENT DOES NOT EXCEED THE THRESHOLD REQUIRED FOR
A DISCHARGE TO OCCUR )F THE CURRENT DIVERSION APPROACH IS USED ALL EXPOSED METAL
COMPONENTS MUST BE GROUNDED 4HE SHIELDED ENCLOSURE IF PROPERLY GROUNDED
CAN BE USED TO DIVERT THE DISCHARGE CURRENT IT SHOULD BE NOTED THAT THE LOCA
TION OF HOLES AND SEAMS CAN HAVE A SIGNIlCANT IMPACT ON %3$ SUPPRESSION )F
THE ENCLOSURE IS NOT GROUNDED THE PATH OF THE DISCHARGE CURRENT BECOMES MORE
COMPLEX AND LESS PREDICTABLE ESPECIALLY IF HOLES AND SEAMS ARE INVOLVED 3OME
EXPERIMENTATION MAY BE REQUIRED TO OPTIMIZE THE SELECTION AND PLACEMENT OF
HOLES WIRES AND GROUNDING PATHS #AREFUL ATTENTION MUST BE PAID TO THE CONTROL
PANEL DESIGN SO THAT IT CAN TOLERATE A STATIC DISCHARGE
-/6 TRANSORBS OR OTHER DEVICES CAN BE PLACED BETWEEN " AND OFFENDING
WIRES PLATES AND TOUCH POINTS IF %3$ SHOCK CANNOT BE OTHERWISE AVOIDED

!00%.$)8 "
! 02/'2!--%2
%-# %3$ $%3)'.
/0%2!4)/.
#/.3)$%2!4)/.3
-%.53
!00%.$)8 "
02/'2!--%23
#URTIS PROGRAMMERS PROVIDE PROGRAMMING DIAGNOSTIC AND TEST CAPABILITIES FOR
THE CONTROLLER 4HE POWER FOR OPERATING THE PROGRAMMER IS SUPPLIED BY
THE HOST CONTROLLER VIA A PIN CONNECTOR 4WO PROGRAMMERS ARE AVAILABLE THE
0# 0ROGRAMMING 3TATION AND THE HANDHELD PROGRAMMER 4HE
0ROGRAMMING 3TATION HAS FEATURES NOT AVAILABLE ON THE HANDHELD UNIT ON THE
OTHER HAND THE HANDHELD PROGRAMMER HAS THE ADVANTAGE OF BEING MORE PORTABLE
4YPICALLY THE 0ROGRAMMING 3TATION IS USED TO SET UP THE PARAMETERS INITIALLY AND
THE HANDHELD PROGRAMMER IS USED TO MADE ADJUSTMENTS IN THE lELD
4WO VERSIONS OF EACH PROGRAMMER ARE AVAILABLE THE 5SER PROGRAMMERS
CAN ADJUST ONLY 5SER ACCESS PARAMETERS WHEREAS THE /%- PROGRAMMERS CAN
ADJUST ALL THE PARAMETERS
(!.$(%,$ 02/'2!--%2

4HE PROGRAMMER IS EASY TO USE WITH SELF EXPLANATORY FUNCTIONS !FTER
PLUGGING IN THE PROGRAMMER WAIT A FEW SECONDS FOR IT TO BOOT UP AND GATHER
&IG " #URTIS
HANDHELD PROGRAMMER
"
! #URTIS -ANUAL 2EV !
!00%.$)8
!00%.$)8!
" %-# %3$ $%3)'.
02/'2!--%2 #/.3)$%2!4)/.3
/0%2!4)/. -%.53
INFORMATION FROM THE CONTROLLER &OR EXPERIMENTING WITH SETTINGS THE PROGRAM
MER CAN BE LEFT PLUGGED IN WHILE THE VEHICLE IS DRIVEN
4HE BOOKMARK KEYS CAN MAKE PARAMETER ADJUSTMENT MORE CONVENIENT
&OR EXAMPLE IN SETTING THE THROTTLE PARAMETERS YOU MIGHT SET A BOOKMARK AT
THE lRST OF THESE PARAMETERS ;0ROGRAM w 4HROTTLE = AND ANOTHER AT THE RAW
THROTTLE READOUT ;-ONITOR w 4HROTTLE= THIS WAY YOU CAN EASILY TOGGLE BETWEEN
THE READOUT AND THE PARAMETER
4O SET A BOOKMARK PRESS ONE OF THE THREE BOOKMARK KEYS FOR MORE THAN
TWO SECONDS 4O JUMP TO A BOOKMARKED LOCATION PRESS THE APPROPRIATE BOOK
MARK KEY QUICKLY FOR LESS THAN TWO SECONDS
4HE BOOKMARK KEYS ALSO HAVE ANOTHER FUNCTION THAT MAKES PROGRAM
MING EASIER 7HEN SETTING THE VALUE OF A PARAMETER YOU CAN USE THESE KEYS TO
ADJUST THE INCREMENTS BY WHICH THE VALUE CHANGESWITH "OOKMARK +EY THE
VALUE CHANGES IN DIGIT STEPS UP OR DOWN WITH "OOKMARK +EY PRESSED
THE VALUE CHANGES IN DIGIT STEPS AND WITH "OOKMARK +EY IN DIGIT
STEPSWHICH FOR MOST PARAMETERS TAKES YOU FROM THE MAXIMUM TO THE MINI
MUM OR VICE VERSA
0# 02/'2!--).' 34!4)/.

4HE 0ROGRAMMING 3TATION IS AN -3 7INDOWS BIT APPLICATION THAT RUNS ON A
STANDARD 7INDOWS 0# )T CAN DO EVERYTHING THE HANDHELD PROGRAMMER CAN DO
AND MORE )TS ADDITIONAL CAPABILITIES INCLUDE SAVINGRESTORING SETS OF PARAMETERS
TOFROM DISK AND UPDATING SOFTWARE )NSTRUCTIONS FOR USING THE 0ROGRAMMING
3TATION ARE INCLUDED WITH THE SOFTWARE
02/'2!--%2 -%.53
4HE PROGRAMMERS HAVE SIX MENUS
0ROGRAM PROVIDES ACCESS TO THE INDIVIDUAL PROGRAMMABLE PARAMETERS
-ONITOR PRESENTS REAL TIME VALUES DURING VEHICLE OPERATION THESE INCLUDE ALL
INPUTS AND OUTPUTS
&AULTS PRESENTS DIAGNOSTIC INFORMATION AND ALSO A MEANS TO CLEAR THE FAULT
HISTORY lLE
&UNCTIONS PROVIDES ACCESS TO THE CONTROLLER CLONING COMMANDS AND TO THE
hRESETv COMMAND
)NFORMATION DISPLAYS DATA ABOUT THE HOST CONTROLLER MODEL AND SERIAL NUMBERS
DATE OF MANUFACTURE HARDWARE AND SOFTWARE REVISIONS AND ITEMIZATION OF OTHER
DEVICES THAT MAY BE ASSOCIATED WITH THE CONTROLLERS OPERATION
0ROGRAMMER 3ETUP DISPLAYS DATA ABOUT THE PROGRAMMER MODEL AND SERIAL
NUMBERS AND DATE OF MANUFACTURE

"
!00%.$)8 "
! 02/'2!--%2
%-# %3$ $%3)'.
/0%2!4)/.
#/.3)$%2!4)/.3
-%.53
4HE 0ROGRAM -ENU AND -ONITOR -ENU ARE PRESENTED HERE &OR &AULTS
SEE THE 4ROUBLESHOOTING #HART IN 3ECTION 4HE OTHER THREE MENUS ARE SELF
EXPLANATORY
0ROGRAM -ENU NOT ALL ITEMS AVAILABLE ON ALL CONTROLLERS
0ARAMETERS ARE LISTED HERE IN THE ORDER IN WHICH THEY APPEAR IN THE 0ROGRAM
-ENU DISPLAYED BY THE PROGRAMMER
$Ęņ$%ņ
Ņ! $RIVE CURRENT LIMIT IN -ODE
$œņ$%ņ
Ņ! $RIVE CURRENT LIMIT IN -ODE
4 %ņ
Ņ! #URRENT LIMIT DURING REGEN BRAKING
0!ņ
Ņ! #URRENT LIMIT DURING PLUG BRAKING
ņ44ņ$' NONE 7ALK!WAYÒ %- BRAKE
ņ0!!ņ% 6OLTAGE AT AUX DRIVER PIN DURING lRST SECOND
ņ'!% 6OLTAGE AT AUX DRIVER PIN AFTER lRST SECOND
$ ņ ! $ELAY BEFORE %- BRAKE IS APPLIED
!ņ 4 %NABLE lELD BRAKING TO SLOW VEHICLE NEAR ZERO SPEED
!ņ 4 ņ50 3PEED THRESHOLD BELOW WHICH lELD BRAKING OCCURS
!ņ 4 ņ$ -AX lELD CURRENT ALLOWED DURING lELD BRAKING
!ņ 4 ņ4| 3ETS HOW QUICKLY lELD CURRENT RISES DURING lELD BRAKING
$ ņ50ņ

%NABLE CONTROLLER TO ATTEMPT TO STOP VEHICLE BEFORE
LOCKING %-" AFTER MAIN CONTACTOR FAULT
$ ņ50ņ! 4HRESHOLD SPEED AT WHICH %-" IS ALLOWED TO LOCK
DURING A MAIN CONTACTOR FAULT
40$ņ|'ņ50 #ONVERSION FACTOR FOR MOTOR TO VEHICLE SPEED
|
'ņ0'! 5 .UMBER OF POLES IN SPEED SENSOR MAGNET
$' ņ| 4ņ -ODE CHANGE ALLOWED AFTER +3) ACTIVATED YESNO
4%%ņ'0|'% 3ETS CONDITIONS FOR WARNING SIGNALS
$Ęņņ50 -AXIMUM FORWARD SPEED IN -ODE
$Ęņ
! &ORWARD ACCELERATION RATE IN -ODE

$Ęņ
! &ORWARD DECELERATION RATE IN -ODE
$Ęņ 4 ņ$% OF -AIN #, AT START OF BRAKE MAP -ODE
$Ęņ 4 ņ$ OF -AIN #, AT END OF BRAKE MAP -ODE
$Ęņ 4 ņ$0 OF -AIN #, AT MIDPOINT OF BRAKE MAP -ODE
$Ęņ 4 ņ5|4| 6EHICLE SPEED AT START OF BRAKE MAP -ODE
$Ęņ 4 ņ % 6EHICLE SPEED AT END OF BRAKE MAP -ODE
4 ņ50 -AXIMUM REVERSE SPEED
4 ņ
! 2EVERSE ACCELERATION RATE

4 ņ
! 2EVERSE DECELERATION RATE
4 ņ 4 ņ$% OF -AIN #, AT START OF REVERSE BRAKE MAP
4 ņ 4 ņ$ OF -AIN #, AT END OF REVERSE BRAKE MAP
!
" #URTIS -ANUAL 2EV !
!00%.$)8
!00%.$)8!
" %-#
02/'2!--%2
%3$ $%3)'.
/0%2!4)/.
#/.3)$%2!4)/.3
-%.53
0ROGRAM -ENU CONTD
4 ņ 4 ņ$0 OF -AIN #, AT MIDPOINT OF REVERSE BRAKE MAP

4 ņ 4 ņ5|4| 6EHICLE SPEED AT START OF REVERSE BRAKE MAP
4 ņ 4 ņ % 6EHICLE SPEED AT END OF REVERSE BRAKE MAP
$œņņ50 -AXIMUM FORWARD SPEED IN -ODE
$œņ
! &ORWARD ACCELERATION RATE IN -ODE

$œņ
! &ORWARD DECELERATION RATE IN -ODE
$œņ 4 ņ$% OF -AIN #, AT START OF BRAKE MAP -ODE
$œņ 4 ņ$ OF -AIN #, AT END OF BRAKE MAP -ODE
$œņ 4 ņ$0 OF -AIN #, AT MIDPOINT OF BRAKE MAP -ODE
$œņ 4 ņ5|4| 6EHICLE SPEED AT START OF BRAKE MAP -ODE
$œņ 4 ņ % 6EHICLE SPEED AT END OF BRAKE MAP -ODE
' 4'!| ņ$ 4HRESHOLD ABOVE WHICH REGEN CURRENT DECREASES
!'ņ'!| ņ$ 4HRESHOLD BELOW WHICH DRIVE CURRENT DECREASES
|4'||! ņ$0 -IDPOINT VALUE THAT SHAPES THE THROTTLE MAP
|4'||! ņņņťĦ 6OLTAGE AT WHICH THROTTLE COMMAND BEGINS
|4'||! ņĘťťĦ 6OLTAGE AT WHICH THROTTLE COMMAND IS MAXED OUT
|4'|ņ!|ņ!' 6OLTAGE UNDER WHICH A THROTTLE FAULT OCCURS
|4'|ņ!|ņ 6OLTAGE OVER WHICH A THROTTLE FAULT OCCURS
$Ęņņ!ņ$% -INIMUM lELD CURRENT FORWARD DIRECTION -ODE
4 ņ !ņ$% -INIMUM lELD CURRENT REVERSE DIRECTION
$œņņ!ņ$% -INIMUM lELD CURRENT FORWARD DIRECTION -ODE
!ņ$0ņ5|4| 0OSITIVE ARMATURE CURRENT AT WHICH lELD MAP BEGINS
!ņ4$0 -IDPOINT VALUE THAT SHAPES THE lELD MAP
!ņ$ -AXIMUM lELD CURRENT DURING DRIVE
!ņ$0ņ % 0OSITIVE ARMATURE CURRENT AT WHICH lELD MAP ENDS
% ņ!ņ$0ņ5| .EG ARMATURE CURRENT AT WHICH NEG lELD MAP BEGINS
% ņ !ņ4$0 -IDPOINT VALUE THAT SHAPES THE NEGATIVE lELD MAP
% ņ !ņ$ -AXIMUM lELD CURRENT DURING REGEN BRAKING
% ņ!ņ$0ņ % .EG ARMATURE CURRENT AT WHICH NEG lELD MAP ENDS
! ņ
Ņ! &IELD CURRENT DURING 7ALK!WAYÒ OPERATION
5ņ54'ņ % ! +EYSWITCH MUST BE OFF AT POWER UP YESNO
#URTIS -ANUAL 2EV ! "

!
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-ONITOR -ENU
)TEMS ARE LISTED HERE IN THE ORDER IN WHICH THEY APPEAR IN THE -ONITOR -ENU
DISPLAYED BY THE PROGRAMMER
50 ņ%0| 3PEED READING

|4'||! 4HROTTLE READING AS OF FULL THROTTLE
|| 4ņ'!|5 6OLTAGE AT +3) PIN
|5% ņ| $0 (EATSINK TEMPERATURE IN #
$' #ONTROLLER OPERATING MODE -ODE OR -ODE
4$ņ
44 %| -OTOR ARMATURE CURRENT IN AMPS
!ņ
44 %| -OTOR lELD CURRENT IN AMPS
4$ņ0$ -OTOR ARMATURE APPLIED DUTY CYCLE AS
!ņ0$ -OTOR lELD APPLIED DUTY CYCLE AS
''|ņ%0| 0EDAL INTERLOCK SWITCH ONOFF
ņ%0| +EYSWITCH ONOFF
'44ņ%0| &ORWARD SWITCH ONOFF
4 45 ņ%0| 2EVERSE SWITCH ONOFF
$' ņ5|
-ODE SWITCH ONOFF
ņ
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$%ņ4 4 -AIN CONTACTOR DRIVER HIGHLOW
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4HE CONTROLLERS PROGRAMMABLE PARAMETERS ARE LISTED BELOW IN ALPHABETICAL ORDER
BY PROGRAMMER DISPLAY NAME WITH REFERENCES PROVIDED TO THE PARAMETER DESCRIPTIONS
AND TO THE APPROPRIATE 4UNING 'UIDE PROCEDURES
4HE PARAMETERS ARE DESCRIBED INDIVIDUALLY IN 3ECTION )T IS IMPORTANT ALSO TO READ THE
TUNING PROCEDURES IN 3ECTION AS MANY PARAMETERS ARE HIGHLY INTERDEPENDENT WITH
OTHER PARAMETERS
.OTE 4HE BULLETED PARAMETERS s ARE NOT INCLUDED IN THE 4UNING 'UIDE THE INFORMA
TION PROVIDED IN 3ECTION IS SUFlCIENT FOR ADJUSTING THESE PARAMETERS
-iV°ÊÎÊ -iV°Êx -iV°ÊÎÊ -iV°Êx

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#3",&45"35 ..3&7 Q 2 Q t07&370-5"(&.* Q
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t&.#41%7"-6& Q 3&741&&% Q 7 Q
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'-%#3",&."9 Q ( Q 5)3055-& Q - Q
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.OMINAL INPUT VOLTAGE 6 OR 6

07- OPERATING FREQUENCY K(Z
%LECTRICAL ISOLATION TO HEATSINK 6 AC MINIMUM
,OGIC ENABLE AND LOGIC POWER INPUT

VOLTAGE MINIMUM 6
,OGIC ENABLE AND LOGIC POWER INPUT
CURRENT NO CONTACTORS ENGAGED M! WITHOUT PROGRAMMER M! WITH PROGRAMMER
,OGIC INPUT VOLTAGE 6 (IGH 6 ,OW

,OGIC INPUT CURRENT M!
/PERATING AMBIENT TEMPERATURE RANGE # TO # & TO &

(EATSINK OVERTEMPERATURE CUTBACK STARTS AT # & CUTOFF AT # &
(EATSINK UNDERTEMPERATURE CUTBACK ARMATURE CURRENT AT # &
0ACKAGE ENVIRONMENTAL RATING )0 )0

7EIGHT KG LB
$IMENSIONS ,¾7¾( ¾ ¾ MM ¾ ¾
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88
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!00%.$)8 ! 6EHICLE $ESIGN #ONSIDERATIONS

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&)'  #URTIS  ELECTRONIC MOTOR CONTROLLER 

&)'  -OUNTING DIMENSIONS #URTIS  CONTROLLER  

&)' A 3TANDARD WIRING CONlGURATION 

&)' B 3TANDARD WIRING CONlGURATION 

&)'  7IRING FOR  WIRE POTENTIOMETER THROTTLE  

&)'  7IRING FOR n6 THROTTLE  

&)'  7IRING FOR )43 THROTTLE  

&)'  4HROTTLE MAP STRUCTURE  

&)'  "RAKE MAP STRUCTURE  

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#URTIS  -ANUAL 2EV ! V

&IG  #URTIS 

4HESE CONTROLLERS ARE FULLY PROGRAMMABLE BY MEANS OF THE OPTIONAL 

#URTIS  -ANUAL 2EV ! 

 2EGENERATIVE BRAKING PROVIDING LONGER OPERATION ON A SINGLE

 #URTIS  -ANUAL 2EV !

 $RIVER OUTPUTS ARE SHORT CIRCUIT PROTECTED AND PROVIDE BUILT IN

#URTIS  -ANUAL 2EV ! 

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$IMENSIONS IN MILLIMETERS AND INCHES

 #URTIS  -ANUAL 2EV !

,%!$ !#)$ "!44%2)%3  #HARGING OR DISCHARGING GENERATES HYDROGEN GAS

#URTIS  -ANUAL 2EV ! 

*  0OT (IGH 6 SUPPLY THROUGH 1OR )43 INPUT

 #URTIS  -ANUAL 2EV !

!  PIN LOW POWER CONNECTOR IS PROVIDED FOR AN OPTIONAL PROGRAMMER ! COM

(IGH #URRENT #ONNECTIONS

34!453 &IELD STUDS - ¾     .qM  FT LBS

#URTIS  -ANUAL 2EV ! 

7)2).' 3TANDARD #ONlGURATION

3TANDARD 0OWER 7IRING

&IG A 3TANDARD WIRING CONlGURATION FOR #URTIS  CONTROLLER

 #URTIS  -ANUAL 2EV !

3TANDARD #ONTROL 7IRING

&IG B 3TANDARD WIRING CONlGURATION FOR #URTIS  CONTROLLER

#URTIS  -ANUAL 2EV ! 

 7IRE 0OTENTIOMETER K1nK1 4HROTTLE

 #URTIS  -ANUAL 2EV !

0OT ,OW INPUT 0IN 

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-AIN #ONTACTOR *   ! " YES

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2EVERSE !LARM *   ! " NO

!UX %-"7ALK!WAYÒ *   ! " 6 6 YES

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Ú #524)3 ).3425-%.43 ).#

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&)' A 3TANDARD WIRING CONlGURATION

&)' B 3TANDARD WIRING CONlGURATION

&)' 7IRING FOR WIRE POTENTIOMETER THROTTLE

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&)' 7IRING FOR )43 THROTTLE

&)' 4HROTTLE MAP STRUCTURE

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#URTIS -ANUAL 2EV !

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#URTIS -ANUAL 2EV !

$IMENSIONS IN MILLIMETERS AND INCHES

#URTIS -ANUAL 2EV !

,%!$ !#)$ "!44%2)%3 #HARGING OR DISCHARGING GENERATES HYDROGEN GAS

#URTIS -ANUAL 2EV !

* 0OT (IGH 6 SUPPLY THROUGH 1OR )43 INPUT

#URTIS -ANUAL 2EV !

! PIN LOW POWER CONNECTOR IS PROVIDED FOR AN OPTIONAL PROGRAMMER ! COM

34!453 &IELD STUDS - ¾ .qM FT LBS

#URTIS -ANUAL 2EV !

7)2).' 3TANDARD #ONlGURATION

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7)2).' 0EDAL )NTERLOCK 3WITCH

#URTIS -ANUAL 2EV !

+EYSWITCH AND 2UN3TORE 3WITCH

#URTIS -ANUAL 2EV !

4HE CONTOLLERS PROGRAMMABLE PARAMETERS ALLOW THE VEHICLES PERFORMANCE

-AIN #URRENT ,IMIT - -

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#URTIS -ANUAL 2EV !

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