356a speedster
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Owners Manual Lithium Electric Conversion
356A Speedster
Based on the original design by Ferdinand Porsche, 1957 model year
Lithium Electric 356A Speedster Owners Manual
Kriss Motors Corporation 8345 NW 66th Street, Suite 8268
Miami, FL 33166
Version 1.0
Printed in the U.S.A.
Contents
Specifications...................................................................................................................................................................................... 5
Program Parameter Reference................................................................................................................................................. 6
Curtis 1238 Controller (1311 Programmer)..........................................................................................................................6
Vehicle identification......................................................................................................................................................................7
Operations.............................................................................................................................................................................................8
STARTING................................................................................................................................................................................................ 8
GEAR SELECTION................................................................................................................................................................................ 8
DRIVING.................................................................................................................................................................................................... 9
BRAKING...................................................................................................................................................................................................9
HANDBRAKE.........................................................................................................................................................................................10
RANGE CONSIDERATIONS............................................................................................................................................................ 10
TIRE PRESSURE..................................................................................................................................................................................11
INSTRUMENTS.................................................................................................................................................................................... 11
LIGHTS and INDICATORS............................................................................................................................................................. 11
State of Charge (SOC).................................................................................................................................................................12
ODOMETER.......................................................................................................................................................................................... 12
COMBI FUEL GAGE..........................................................................................................................................................................12
BATTERY MONITOR......................................................................................................................................................................... 12
VOLTMETER......................................................................................................................................................................................... 13
Lithium Electric 356A Speedster Owners Manual
Master Cutoff Switch....................................................................................................................................................................14
Charging................................................................................................................................................................................................15
Cooling.................................................................................................................................................................................................. 17
Curtis 840 Display...........................................................................................................................................................................18
Wiring Diagrams.............................................................................................................................................................................. 19
Component Documentation.......................................................................................................................................Appendix
Specifications
VehicleCurb weight 2009 lbs (no driver or passenger)
Weight distribution 50% front/50% rear
Wheelbase 85 inches
Dimensions (inches) 49 height x 152 length x 65 width
Tires, wheels 155/80R15 Kumho, 4-bolt 25mm offset
Tire pressure 30 lbs front, 32 lbs rear
Range 100 miles to 80% DOD
Maximum speed 125 mph
Suspension & brakesFront suspension adjustable twin torsion I-beam
Rear suspension torsion bar, adjustable spring plates
Foot brakes disk brakes, regenerative, programmable
Emergency brake rear disk, hand set in cockpit
Shocks Koni coil-overs, front and rear
PowerBattery pack 36 LiFePO4 cells, 200Ah, 3.65v charged
Energy storage 26.3kWh maximum capacity
Pack voltage 131.4v recharge, ~120v operating, DC
Maximum current pack 600 amps, controller 550 amps
Accessories 13vdc, 400w, DC-DC conversion
Pack charger 3kW, 15a|120vac or 30a|240vac
120v safety GIM cutoff switch, Ferraz A3T500 fuse
12v safety DC-DC converter shutoff switch
Drive trainMotor HPEV AC50 alternating current (AC)
Controller Curtis 1238-7501, programmable
Controller cooling motor bay fan, manual cockpit control
Transaxle 3.88, four-speed, heavy duty racing
Gear ratios 3.11, 1.93, 1.22, and .824
Cabling 2/0 and 1 AWG for major connections
InstrumentationSpeedometer in kilometers, odometer, trip odometer
Tachometer toggles between RPM and amperes
Combination charge level, controller temp, indicators
Warning lights low SOC warning, recharging in progress
Instrument pod tach toggle, SOC flasher, EV gauges
AC50/Curtis [pod] motor/controller temp, voltage, other
Xantrex [pod] voltage, amps, cumulative amp-hours
RechargingRecharge time 7 to 12 hours depending on voltage
Recharge voltage 131.4v with 3 amp cutoff
Controls & indicators Throttle Hall effect, 0-5vdc, programmable
Signal lights left, right turn; hazard flasher; reverse
Lights headlamps, 12v LED signals
Horn dual, steering wheel push button
Lithium Electric 356A Speedster Owners Manual
Program Parameter Reference
Curtis 1238 Controller (1311 Programmer)
SPEED MODE EXPRESS ACC FEEDFORWARD Max speed accel 1.0
Max speed 4000 Kaff 0 Max speed decel 10
Kp % 30 Kbff 0 Pump enable OFF
Ki % 30 Build rate 1.0 TORQUE MODE
Acceleration rate 10 Release rate 0.4 SPEED LIMITER
Deceleration rate 2.5 RESPONSE Max speed 6500
Braking rate 10 Full accel rate HS 5.0 Kp % 60
Pump enable OFF Full accel rate LS 2.5 Ki % 20
SPEED MODE Low accel rate 10 Kd % 10
SPEED CONTROLLER Neutral accel rate HS 10 RESPONSE
Max speed 4000 Neutral accel rate LS 20 Kaff-amp 0
Kp % 30 Full brake rate HS 1.0 Kbaff-amp 0
Ki % LH 10 Full brake rate LS 2.0
Ki % LS 30 Low brake rate 4.0
VEL FEEDFORWARD FINE TUNING
Kvff 0 Partial decel rate 30
Build rate 1.0 HS % 70
Release rate 0.4 LS % 30
Reversal soften 20
Vehicle identification
The Speedster VIN number – based on the chassis number assigned by the Special Editions, Inc., the
manufacturer – is located on an engraved plate affixed to the body under the hood and in front of
the battery pack. Identification is also stamped on a small plate welded to the center tunnel in the
cockpit near the shift coupler between the seats. The VIN is a nine digit number, beginning with 356.
Lithium Electric 356A Speedster Owners Manual
Operations
Driving an electric car is really quite similar to driving any car. But there are some interesting
differences and subtleties that can enhance your experience. Most of these derive from the very low
noise levels and the lack of engine compression you may be familiar with in driving internal
combustion engine (ICE) vehicles.
STARTING
There is really no ICE analog to “starting” an electric car. To drive, you first “turn on” the vehicle by
applying voltage to the controller. There is little indication that the car is “running” until you step
on the throttle.
It is a good idea to place the gear selector in neutral and apply the handbrake before energizing
the system.
Turn the ignition key clockwise (right). You may hear a click of the motor contactor (this is normal)
and, if the rear cooling fan is on, some white noise. Otherwise, the car will be silent.
GEAR SELECTION
The Electric Speedster uses the same VW/Porsche transaxle as the ICE version. For reverse, push
down on the gear shift selector before putting it into position left and towards you.
The remaining gears – first through fourth – are in the standard H configuration with first gear left
and forward, second gear left and aft, third gear right and forward, and fourth gear, right and aft.
It is actually not necessary to use the clutch at all when pulling away from a stop or slowing down
to stop. But it is suggested that you use the clutch when shifting gears while in motion to match
the electric motor rpm to the new gear ratio.
DRIVING
While there is no engine compression to slow you down when you take your foot off the throttle,
regenerative braking is set by parameters to create a range of different road characteristics. The
Speedster has been preset with a neutral band regenerative braking that engages when you remove
throttle pressure. This will slow the car and recapture some of the kinetic energy of forward motion
to recharge the batteries; this also simulates ICE compression pressure that we are all accustomed
to.
Be aware that subliminally we are all acculturated to the sound of automobiles. This car does not
make the same kind of noise. Be on the alert for pedestrians, children, pets, and even wildlife.
BRAKING
The Electric Speedster features regenerative braking. That is, when you press on the brake pedal, all
power is removed from the AC induction drive motor and the controller instead configures the motor
as an electrical generator to produce current which is used to recharge the battery cells. This
produces a powerful slowing effect and is controlled by the pressure on the brake pedal.
This gives the sensation of having power brakes. Note that if you push in the clutch while braking,
which most of us are accustomed to do as we slow for a traffic light, you immediately disconnect
this power brake assist because you have disconnected the motor from the wheels. It is NOT
necessary to put in the clutch when slowing to a stop at all, and your braking will be much more
secure if you avoid doing so.
Note that regenerative braking is only applied to the rear wheels . In some braking situations you may
want to put in the clutch to use the hydraulic brakes to stop instead.
In all regimes, you have the full functionality of the standard hydraulic brake system available at all
times. Simply apply a little more pressure on the brake pedal to “step through” the regenerative
braking.
Lithium Electric 356A Speedster Owners Manual
HANDBRAKE
We are all accustomed to parking a manual transmission car “in gear” and trusting that engine
compression will keep the car from rolling away. The AC induction motor does not provide any such
compression and ergo, your Electric Speedster will, in all likelihood, roll down any incline.
ALWAYS APPLY THE HANDBRAKE when parking the car. Never leave it unattended without the
handbrake applied. This brake locks the rear wheel brakes and is very capable of holding the car in
position.
Similarly, always remember to release the handbrake before beginning your drive.
RANGE CONSIDERATIONS
The Electric Speedster's battery pack contains thirty-six 3.35v lithium iron phosphate (LiFePo4) cells
connected in series to produce a nominal pack voltage of 120vdc. These cells have a capacity of
200Ah. In normal driving, energy is consumed at a rate of about 1.6 per mile, providing a “normal”
maximum theoretical range of 125 miles (excluding the impact, if any, of regenerative braking).
Range can vary by ambient temperature (batteries are more efficient in hot weather), topography (flat
terrain is more efficient than hills), traffic conditions (stop-and-go is less efficient), driver technique,
weight (a passenger and/or luggage reduces range), tire pressure (higher PSI is more efficient since
rolling resistance is reduced), wind resistance (a speed of about 50 mph is most efficient), gear
selection (4th gear is most efficient), and numerous other factors that are difficult to measure.
Running out of gas in an ICE car is inconvenient, but penalty free in terms of damage to the car.
In an electric car, running your battery pack to complete discharge is another matter. It may
damage one or more battery cells (although careful recharging can bring back a “dead” cell). Two
spare 200Ah battery cells are provided with each Speedster.
As a practical matter, therefore, the Electric Speedster should be regarded as a 100-mile range car
(and perhaps less in less-than-optimal conditions). There are several indicators (see section below) to
remind you what your State of Charge (SOC) is at all times.
In the event you discharge the battery pack too far, the car will automatically go into “limp mode.”
In limp mode you can still drive the car, but the throttle input is cut to a fraction of its normal
value, and it may take several minutes to accelerate to 30 mph. This allows you to “limp” to a safe
area out of traffic or a nearby place where you can recharge the cells sufficiently to return home.
TIRE PRESSURE
Maintaining tire pressure is a key efficiency technique for all cars, but critically so in an electric
vehicle. Higher pressure reduces rolling resistance and extends range. However, handling of the car is
generally improved with lower pressure.
Also, if you prefer a softer ride, reduce the tire pressure to comfort, but remember that this will also
decrease the range of the vehicle.
INSTRUMENTS
The analog speedometer and odometer is the same as in the ICE Speedster. The tachometer can
toggle between a RPM display and an AMP display. For example, a “20” reading indicates 2000 rpm
or 200 amps.
In the AMP mode, the needle will drop to zero when no current is used even when the Speedster is
traveling at high speed. This is normal.
LIGHTS and INDICATORS
Lights have LED bulbs to reduce current load (except for the headlights). Lights and indicators work
the same way as in the ICE Speedster.
Lithium Electric 356A Speedster Owners Manual
State of Charge (SOC)
ODOMETER
The easiest SOC indicator is simply your odometer. With the car standing still, push the button on
the speedometer gauge and it will zero the odometer before you start.
In normal driving, 85 miles is a safe standard.
COMBI FUEL GAUGE
The battery pack contains 200 amp hours (Ah) of energy fully charged. An amp hour is the amount
of energy provided by one ampere of current for one hour. For example, a steady 200 amperes of
current drain over one hour would discharge the entire battery pack. A 100 ampere drain for two
hours would also discharge the pack, and so on.
The fuel gauge, which can be calibrated, is preset so that “empty” is approximately 80 miles. A hall
effect device in the front battery pack sends appropriate signals to the fuel gauge. Like fuel gauges
in ICE vehicles, classic analog instruments are generally inaccurate.
BATTERY MONITOR
A LinkLITE battery monitor counts amp hours (Ah) and gives a reasonable indication of Ah
consumed. However, regeneration amps are not measured well, and the monitor tends to slightly
over-count Ah consumption (that is, it's conservative).
VOLTMETER
The Curtis controller gauge includes a readout of motor system voltage which can be used to
roughly judge range. A fully charged system will display 119-120 volts. Voltage will drop slowly and,
at 90% depletion, voltage will be about 114-115 volts.
Note that these measurements must be STATIC voltage – that is, the voltage when the Speedster is
completely stopped and not drawing current from the battery pack (except for gauge and controller
functionality).
During acceleration it is perfectly normal for voltage to decrease below 110v. Do not be alarmed.
This “sag voltage” is simply a byproduct of demanding large currents out of the lithium cells; voltage
will rebound as soon as current draw is reduced or stopped.
To check your SOC using voltage, allow the car to sit for 30 seconds to stabilize pack voltage, and
then check the gauge.
Lithium Electric 356A Speedster Owners Manual
Master Cutoff Switch
A master battery pack cutoff switch is located behind the driver seat. If switched off, no current will
flow in the car.
Always turn the master switch off when performing any maintenance on the vehicle.
If the motor will not start, check that the master switch is in the on position.
In the event of an accident, immediately turn off the master switch.
CAUTION: Even when the master switch is on, each individual battery cell remains “live”. Never
touch both terminals of a battery cell with metal objects.
The Speedster uses a DC-DC converter to convert the 120vdc pack voltage to 13.2vdc that operates
auxiliary equipment on the car such as the lights, the cooling fan, and instrumentation. Much like
the 12vdc battery in your ICE car, this is “on” all the time as long as the master switch is on. There
is a slow drain of current from the battery pack at all times (to power the LinkLITE gauge, for
example).
To avoid a small current drain, or for long term storage (more than a week without use), simply turn
the master switch off. When turned back on again, the LinkLITE battery monitor will reset itself
automatically, so be aware that prior SOC information will be deleted.
Charging
Most new electric car owners focus on two questions: how far can I go on a single charge and how
long does it take to recharge the car.
The quick answer is 100 miles, and 8 hours. But both answers are generally correct, but may vary
considerably (see discussion above about range).
The LiFePo4 battery cells in the Electric Speedster are remarkable devices and exhibit very few of
the churlish characteristics of lead acid, nickel cadmium, or nickel metal hydride cells.
LiFePo4 cells have no “memory” and therefore there is no need to fully charge or discharge them
initially to reach full capacity. These cells do not self-discharge, even over extended periods.
LiFePo4 cells do not sulfate, so they need not be “balanced”. There is also no maintenance
requirement, like adding water. These cells behave well in both hot and cold temperatures. However,
recharging should only be done at temperatures above 20 degrees F.
There is one important fact: LiFePo4 cells should never be overcharged.
By limiting range under 100 miles on a charge, these cells should last more than 3000 charging
cycles – that's over 300,000 miles! By comparison, military grade lead acid cells can only handle 350
cycles.
What this means in actual practice is that you can charge when and where you like, as often as you
like, without concern about cell life. And a lesser cycle doesn’t count as a full cycle. For example, if
you recharge ten times when the pack is 10% discharged, this is the same as one full recharge
cycle.
Lithium Electric 356A Speedster Owners Manual
The on-board charge is programmed to prevent overcharging. It has encoded with a special constant
current charge curve that is linked to a certain voltage threshold. At that point, the charger switches
to constant voltage mode and holds that voltage until the current required to do so diminishes to
about three amperes. Then the charger shuts off automatically.
The charger will not turn back on later at any point. To restart the charger, remove the power
connection and reconnect it – this resets the charger.
The result is that the charging procedure is quite simple: plug an extension cord into a 120vac (or
240vac) outlet and into the Speedster's charge port, and walk away. Unplug at any time (even in the
middle of recharging, if necessary).
The charge port is located on the left side of the car behind the driver door (in the cutout used for
the torsion bar access).
The charge port incorporates a NEMA 5-15 three-prong male plug. Connect the female end of a
heavy duty 15amp extension cord into it, and the male end into any ordinary 15- or 20-amp wall
receptacle.
The Speedster comes equipped with a heavy duty three-prong extension cord suitable for charging
from 120vac outlets.
Cooling
Both the electric motor and its controller must be below a maximum allowable temperature to
operate normally.
The controller is a very high power semiconductor electronic device, controlling up to 550 amps of
current to the drive motor. Excessive heat can cause controllers to fail, but, in the absence of
damaging heat, they will last essentially forever. Electric motors have a similar profile; when kept
within temperature limits, they can run for decades unattended.
The electric HPEVS motor has internal fans and is air cooled. No maintenance is needed.
The Curtis controller is mounted on a heat sink with fins with a cooling fan positioned below (so
that it blows up into the fins). A pull knob on the dash controls the fan. This fan only cools the
controller, not the motor.
When the controller exceeds 50 degrees C for a period of time, the cooling fan should be switched
on. At 85 degrees C, the controller will go into “limp mode” and reduce its output. One way to
quickly reduce heat is simply to turn off the car for a few minutes.
The temperature indicator on the dash combination gauge indicates controller temperature at the heat sink. In normal operation, the controller will be operating at 45-55C and this needle will remain at the bottom of the gauge.
A mid-range indication on the meter – about 75C – signals operating caution. The controller will
automatically enter it’s own “limp mode” at 85C, or about three-fourths of the temperature gauge
needle movement. Note that the analog gauge temperature information is not very accurate.
Lithium Electric 356A Speedster Owners Manual
Curtis 840 Display
A much more accurate reading of both motor and controller temperature can be viewed on the
Curtis 840 digital display readout.
The Curtis 840 display indicates both motor and controller temperature as MTemp and CTemp. Use
the Curtis pushbutton to cycle through the various indications from the controller including voltage,
rpm, amperes, MTemp and CTemp.
Wiring Diagrams
Lithium Electric 356A Speedster Owners Manual
Component Documentation
B
B 23
APPLICATIONS:LoadcentersPanelboardsSwitchboardsCircuit BreakersMetering Centers
➤
➤
➤
➤
➤
AMP-TRAP®
A3T & A6T FAST ACTING/CLASS T
A3TAC:1 to 1200A 300VAC, 200kA I.R. DC: 1 to 1200A 160VDC, 50kA I.R.
A6TAC: 1 to 800A 600VAC, 200kA I.R. DC: 1 to 800A 300VDC, 100kA I.R.
➤
➤
Ratings
Features/Benefits
Extremely current limiting for low peak let-thru currentUnique dimensions prevent replacement by other fuse classes
Blade-stamped catalog numbers for permanent identificationSmall physical size for greater design flexibility
➤
➤
➤
➤
THESE SMALL DIMENSION FUSES ARE THE RIGHT FIT... FOR A TIGHT FIT
Fast acting A3T and A6T Class T fuses combine two highly desirable features -- high currentlimitation and a small physical size. Their unique dimensions prevent the substitution of other fuses with lower voltage ratings or current limitingcapability. These fuses have glass melaminebodies for superior dimensional stability andcatalog numbers stamped into the blades forpermanent identification.
UL Listed to Standard 248-15 File E2137
CSA Certified to Standard C22.2 No. 248.15
DC Listed to UL Standard 248
➤
➤
➤
ApprovalsHIGHLIGHTS:
Fast ActingExtremely Current LimitingSmall Physical SizeDC Ratings
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Recommended Fuse Blocks With Box Connectors for Amp-trap Class T Fuses
A variety of pole configurations and termination provisions are available. Refer to the fuse block section of this catalog for details.
AmpereRating
3060
100200400600
1-pole30306T30606T31031T32031T34031T36031T
3-pole30308T30608T31033T32033T34033T
–
1-pole60306T60606T61031T62031T64031T66031T
3-pole60308T60608T61033T62033T
––
Catalog Number300V 600V
B 24
FAST ACTING/CLASS T FUSES AMP-TRAP®
Standard Fuse Ampere Ratings, Catalog Numbers
Ampere Catalog Number Ampere Catalog Number Ampere Catalog Number Rating 300V 600V Rating 300V 600V Rating 300V 600V
1 A3T1 A6T1 60 A3T60 A6T60 300 A3T300 A6T3003 A3T3 A6T3 70 A3T70 A6T70 350 A3T350 A6T3506 A3T6 A6T6 80 A3T80 A6T80 400 A3T400 A6T40010 A3T10 A6T10 90 A3T90 A6T90 450 A3T450 A6T450
15 A3T15 A6T15 100 A3T100 A6T100 500 A3T500 A6T50020 A3T20 A6T20 110 A3T110 A6T110 600 A3T600 A6T60025 A3T25 A6T25 125 A3T125 A6T125 700 A3T700 A6T70030 A3T30 A6T30 150 A3T150 A6T150 800 A3T800 A6T800
35 A3T35 A6T35 175 A3T175 A6T175 1000 A3T1000 40 A3T40 A6T40 200 A3T200 A6T200 1200 A3T120045 A3T45 A6T45 225 A3T225 A6T225 50 A3T50 A6T50 250 A3T250 A6T250
AMPERE A B C D F G J RATING In. mm In. mm In. mm In. mm In. mm In. mm In. mm
A3T1-30 .88 22.4 .41 10.3 - - - - - - - - - - 31-60 .88 22.4 .56 14.1 - - - - - - - - - -61-100 2.16 54.9 .81 20.6 .12 3.2 .75 19.0 1.56 39.6 .28 7.1 .82 20.8101-200 2.44 62.0 1.06 26.9 .19 4.8 .88 22.4 1.70 43.2 .34 8.6 .83 21.1
201-400 2.75 69.8 1.33 33.8 .25 6.4 1.00 25.4 1.84 46.7 .41 10.4 .84 21.3 401-600 3.06 77.7 1.62 41.1 .31 7.8 1.25 31.8 2.03 51.6 .48 12.2 .84 21.3601-800 3.38 85.8 2.08 52.8 .38 9.7 1.75 44.4 2.22 56.4 .55 14.0 .88 22.4
801-1200 4.00 102 2.52 64.0 .44 11.2 2.00 50.8 2.53 64.3 .61 15.5 1.03 26.2
A6T
1-30 1.50 38.1 .57 14.5 - - - - - - - - - -31-60 1.57 39.9 .81 20.6 1.51 38.4 1.00 25.4 - - - - - -61-100 2.95 75.0 .82 20.8 .12 3.2 .75 19.0 2.35 59.7 .28 7.1 1.58 40.1101-200 3.26 82.8 1.07 27.2 .19 4.8 .88 22.4 2.51 63.7 .34 8.6 1.61 41.0
201-400 3.62 92.1 1.62 41.3 .25 6.4 1.00 25.4 2.72 69.1 .41 10.4 1.70 43.2401-600 3.98 101.2 2.06 52.4 .31 7.9 1.25 31.8 2.95 75.0 .48 12.2 1.70 43.2601-800 4.33 110.0 2.50 63.5 .37 9.5 1.75 44.4 3.17 80.5 .56 14.1 1.70 43.2
Dimensions
A3T 1-60
A3T 61-1200
A3T
A6T 31-60
A6T 61-800
A6T
A6T 1-30
A3T & A6T
B
B 25
FAST ACTING/CLASS T FUSES A3T & A6T
AMP-TRAP®
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Time in Seconds
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Peak Let-Thru Current Data – A3T30 to 1200, 300 Volts AC
Max
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B 26
Time in Seconds
FAST ACTING/CLASS T FUSES A3T & A6T
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Tab
le
Max
imum
Effi
cien
cy:
≥90
%
Envi
ronm
enta
l Enc
losu
re:
I
P66
Shoc
k &
Vib
ratio
n:
S
AEJ
1378
Safe
ty-N
orth
Am
eric
a:
U
L220
2/U
L156
4 2n
d Ed
ition
Emis
sion
s- N
orth
Am
eric
a:
FC
C P
art 1
5/IC
ES 0
03 C
lass
A
Imm
unity
-Eur
ope:
EN
6100
0-4-
2/3/
5/6/
11
Ope
ratin
g Te
mpe
ratu
re:
-20℃
-50℃
(-22
-122
)
Pr
otec
tions
Sh
ort C
ircui
t: E
lect
roni
c cu
rren
t lim
it, m
anua
l res
et
Ther
mal
Cut
back
: Red
uce
outp
ut c
urre
nt if
ther
mal
is o
ver 8
5℃
AC
und
er o
r Ove
r: Sh
ut d
own,
aut
o–re
set.
Rev
erse
Pol
arity
: E
lect
roni
c pr
otec
tion,
aut
o–re
set.
Type
Tab
le
Type
Ba
tter
y Vo
ltage
C
harg
e cu
rren
t
JCW
PC-1
240
12V
40
A
JCW
PC-2
430
24V
30
A
JCW
PC-3
621
36V
21
A
JCW
PC-4
818
48V
18
A
JCW
PC-6
015
60V
15
A
JCW
PC-7
212
72V
12
A
JCW
PC-9
610
96V
10
A
JCW
PC-1
2008
12
0V
8A
JCW
PC-1
4408
14
4V
7A
Che
nnic
Tec
hnol
ogy
Co.
, Ltd
w
ww
.che
nnic
.com
In
stal
latio
n Si
ze
App
endi
x:
Dis
play
pan
el il
lust
ratio
n
O
pera
tion
Indi
catio
n St
and
By:
AC
LED
on
<80%
Cha
rge:
C
harg
ing
with
max
imum
cur
rent
.
>80%
Cha
rge:
80
% L
ED o
n, C
harg
ing
curr
ent i
s cut
ting
dow
n ba
r by
bar.
100%
Cha
rge:
FU
LL L
ED o
n, C
harg
ing
cour
se is
ove
r.
Mai
nten
ance
: A
uto-
rest
art i
f bat
tery
vol
tage
<2.1
V/c
ell o
r 15d
ays e
laps
e
Faul
t ind
icat
ion
Cha
rger
Fau
lt:
AC
& F
AU
LT L
ED o
n, L
ED4
flash
.
Bat
tery
Fau
lt:
AC
& F
AU
LT L
ED o
n, L
ED1
flash
.
Ope
ratin
g In
stru
ctio
ns
1.A
lway
s us
e a
grou
nded
out
let .
Whe
n us
ing
an e
xten
sion
cor
d, a
void
exc
essi
vevo
ltage
dro
p by
usi
ng a
gro
unde
d 3-
wire
cor
d.
2.Th
e ch
arge
will
aut
omat
ical
ly t
urn
on a
nd g
o th
roug
h a
shor
t LE
D i
ndic
ator
self-
test
(AC
on,
els
e fla
sh).
If th
e ch
arge
r is
conn
ecte
d to
bat
tery
pac
k, a
tric
kle
curr
ent
will
be
appl
ied
until
a m
inim
um v
olta
ge.
If t
he c
harg
er i
s us
ed i
n an
of
f-br
oad
appl
icat
ion
and
the
char
ger i
s w
aitin
g to
be
plug
ged
into
a b
atte
ry p
ack
(AC
on,
els
e of
f).
3.O
nce
a m
inim
um b
atte
ry v
olta
ge i
s de
tect
ed,
the
char
ger
will
ent
er t
he b
ulk
char
ging
con
stan
t-cur
rent
sta
ge. I
t will
dis
play
the
curr
ent t
o th
e ba
ttery
on
the
bar g
raph
. The
leng
th o
f cha
rge
time
will
var
y by
how
larg
e an
d ho
w d
eple
ted
the
War
ning
: U
se c
harg
er o
nly
on b
atte
ry s
yste
ms
with
an
algo
rithm
sel
ecte
d th
at i
s ap
prop
riate
to
the
spec
ific
batte
ry t
ype.
Oth
er u
sage
may
cau
se p
erso
nal
inju
ry a
nd d
amag
e. L
ead
acid
bat
terie
s m
ay
gene
rate
exp
losi
ve h
ydro
gen
gas
durin
g no
rmal
ope
ratio
n. K
eep
spar
ks, f
lam
es, a
nd s
mok
ing
mat
eria
ls
away
fro
m b
atte
ries.
Prov
ide
adeq
uate
ven
tilat
ion
durin
g ch
argi
ng. N
ever
cha
rge
a fr
ozen
bat
tery
. Stu
dy
all b
atte
ry m
anuf
actu
res’
spec
ific
prec
autio
ns s
uch
as re
com
men
ded
rate
s of
cha
rge
and
rem
ovin
g or
not
re
mov
ing
cell
caps
whi
le c
harg
ing.
Dan
ger:
Ris
k of
ele
ctric
shoc
k. C
onne
ct c
harg
er p
ower
cor
d to
an
outle
t tha
t has
bee
n pr
oper
ly in
stal
led
and
grou
nded
in a
ccor
danc
e w
ith a
ll lo
cal c
odes
and
ord
inan
ces.
A g
roun
ded
outle
t is
requ
ired
to re
duce
ris
k of
ele
ctric
sho
ck-d
o no
t us
e gr
ound
ada
pter
s or
mod
ify p
lug.
Do
not
touc
h un
insu
late
d po
rtion
of
outp
ut c
onne
ctor
or u
nins
ulat
ed b
atte
ry te
rmin
al. D
isco
nnec
t the
AC
supp
ly b
efor
e m
akin
g or
bre
akin
g th
e co
nnec
tions
to th
e ba
ttery
whi
le c
harg
ing.
Do
not o
pen
or d
isas
sem
ble
char
ger.
Do
not o
pera
te c
harg
er if
th
e A
C s
uppl
y co
rd is
dam
aged
or
if th
e ch
arge
r ha
s re
ceiv
ed a
sha
rp b
low,
bee
n dr
oppe
d, o
r ot
herw
ise
dam
aged
in a
ny w
ay-r
efer
all
repa
ir w
ork
to q
ualif
ied
pers
onal
. Not
for u
se b
y ch
ildre
n.
Che
nnic
Tec
hnol
ogy
Co.
, Ltd
w
ww
.che
nnic
.com
ba
ttery
pac
k is
, inp
ut v
olta
ge (
the
high
er, t
he b
ette
r), a
nd a
mbi
ent t
empe
ratu
res
(the
low
er, t
he b
ette
r).
4.W
hen
the
batte
ry is
at a
ppro
xim
atel
y 80
% s
tate
of
char
ge, t
he b
ulk
stag
e ha
sco
mpl
eted
and
an
> 80
% c
harg
e in
dica
tion
is g
iven
(‘80
%’ L
ED o
n). I
n th
e ne
xt
phas
e kn
own
as th
e ab
sorp
tion
or c
onst
ant-v
olta
ge p
hase
, the
last
20%
of c
harg
e is
then
ret
urne
d to
the
batte
ry. T
he c
harg
ing
coul
d be
term
inat
es a
t thi
s po
int i
f th
e ve
hicl
e re
quire
s im
med
iate
usa
ge, h
owev
er, i
t is
high
ly re
com
men
ded
to w
ait
until
100
% c
harg
e in
dica
tion
is g
iven
to e
nsur
e m
axim
um b
atte
ry c
apac
ity a
nd
life.
5.
A l
ow c
urre
nt “
finis
h-ch
arge
” ph
ase
is n
ext
appl
ied
to r
etur
n an
d m
aint
ain
max
imum
bat
tery
cap
acity
( ‘1
00%
’ LED
on)
. 6.
Whe
n ‘1
00%
’ LED
on,
the
bat
terie
s ar
e co
mpl
etel
y ch
arge
d. T
he c
harg
er m
ayno
w b
e un
plug
ged
from
AC
pow
er (
alw
ays
pull
on p
lug
and
not c
ord
to r
educ
e ris
k of
dam
age
to t
he c
ord)
. If
lef
t pl
ugge
d in
, th
e ch
arge
r w
ill a
utom
atic
ally
re
star
t a
com
plet
e ch
arge
cyc
le i
f th
e ba
ttery
pac
k vo
ltage
dro
ps b
elow
a
min
imum
vol
tage
or 3
0 da
ys h
as e
laps
ed (o
ptio
nal).
7.If
a fa
ult o
ccur
red
anyt
ime
durin
g ch
argi
ng, a
faul
t ind
icat
ion
is g
iven
by
flash
ing
FAU
LT a
nd o
ther
LED
. Det
ail i
nfor
mat
ion
is sh
own
in a
ppen
dix
II.
Mai
nten
ance
Inst
ruct
ions
1.
For f
lood
ed le
ad-a
cid
batte
ries,
regu
larly
che
ck w
ater
leve
ls o
f eac
h ba
ttery
cel
laf
ter
char
ging
and
add
dis
tille
d w
ater
as
requ
ired
to l
evel
spe
cifie
d by
bat
tery
m
anuf
actu
rer.
Follo
w th
e m
aint
enan
ce a
nd s
afet
y in
stru
ctio
ns r
ecom
men
ded
by
the
batte
ry m
anuf
actu
rer
2.M
ake
sure
cha
rger
con
nect
ions
to b
atte
ry te
rmin
als a
re ti
ght a
nd c
lean
.3.
Do
not e
xpos
e ch
arge
r to
oil,
dirt
, mud
or
to d
irect
hea
vy w
ater
spr
ayin
g w
hen
clea
ning
veh
icle
.
Inst
alla
tion
Inst
ruct
ion
WA
RN
ING
: Th
e ou
tput
of
char
gers
will
be
grea
ter
than
48V
may
pos
e an
ene
rgy
and/
or s
hock
haz
ard
unde
r no
rmal
use
. Th
ese
units
mus
t be
ins
talle
d in
the
hos
t eq
uipm
ent
in s
uch
a m
anne
r th
at t
he o
utpu
t ca
ble
and
batte
ry c
onne
ctio
ns a
re o
nly
acce
ssib
le w
ith th
e us
e of
a to
ol b
y qu
alifi
ed p
erso
nnel
. O
ptio
nal f
unct
ion
D
c ba
ttery
con
nect
ion
proc
edur
e:
The
gree
n w
ire o
utpu
ts b
atte
ry v
olta
ge w
hen
the
char
ger i
s no
t plu
gged
into
AC
to
prov
ide
an i
nter
lock
fun
ctio
n –
see
Fig.
1. I
f us
ed,
a us
er-s
uppl
ied
1A f
ast-b
low
ex
tern
al f
use
mus
e be
inst
alle
d in
line
to p
reve
nt d
amag
e. S
horti
ng o
r dr
awin
g m
ore
than
1A
may
dam
age
char
ger a
nd v
oid
the
war
rant
y.
App
endi
x II
Cha
rgin
g St
atus
Des
crib
e
Num
St
atus
D
escr
ibe
Rea
son
& H
andl
e
1 A
C li
ght
STA
ND
BY
2 A
C li
ght,
othe
rs fl
ash
SELF
TES
T
3 A
C、
LED
1 lig
ht
char
ging,
curr
ent i
s 25%
4 A
C、
LED
1、LE
D2
light
char
ging,
curr
ent i
s 50%
5 A
C、
LED
1、LE
D2、
LED
3 lig
ht
char
ging,
curr
ent i
s 75%
6 A
C、
LED
1、LE
D2、
LED
3、LE
D4
light
char
ging,
curr
ent i
s 100
%
7 A
C、
80%
ligh
t ch
argi
ng,
batte
ry is
80%
char
ged
8 A
C、
FULL
ligh
t ba
ttery
is 1
00%
cha
rged
9 A
C、
FAU
LT
light
,
LED
1 fla
sh
Bat
terie
s are
not
righ
t. B
atte
ry is
not
con
nect
ed ri
ghtly
.
10
AC、
FAU
LT
light
,
LED
2 fla
sh
Ove
r hea
t C
harg
er is
cov
ered
or
air
is n
ot
flow.
11
AC、
FAU
LT
light
,
LED
3 fla
sh
Ove
r cur
rent
D
isco
nnec
t the
cha
rger
from
AC
inpu
t, an
d re
conn
ect t
o A
C, i
f it
happ
ens
agai
n, t
here
is
som
e
faul
t in
char
ger.
12
AC、
FAU
LT
light
,
LED
4 fla
sh
AC
vol
tage
is to
o lo
w
AC
vol
tage
is lo
wer
than
90V
.
13
AC、
FAU
LT
light
,
LED
1/LE
D4
flash
AC
vol
tage
is to
o hi
gh
AC
vol
tage
is h
ighe
r tha
n 26
5V.
14
All
LED
S ar
e rig
ht,
exce
pt F
AU
LT
TEST
IN C
OM
PAN
Y
15
All
LED
S ar
e fla
shin
g,
exce
pt F
AU
LT
TEST
IN C
OM
PAN
Y
Che
nnic
Tec
hnol
ogy
Co.
, Ltd
w
ww
.che
nnic
.com
In
stal
latio
n &
Saf
ety
Inst
ruct
ions
Our
cha
rger
has
bee
n de
sign
ed t
o pr
ovid
e sa
fety
and
rel
iabi
lity.
It
is i
mpo
rtant
to
obse
rve
the
follo
win
g pr
ecau
tions
and
ins
talla
tion
inst
ruct
ions
in
orde
r to
avo
id
dam
age
to p
erso
ns a
nd t
o th
e ba
ttery
cha
rger
. Fo
r fu
rther
ref
eren
ce k
eep
the
inst
ruct
ion
in a
pro
per p
lace
. 1.
Fix
the
batte
ry c
harg
er to
a s
tabl
e su
rfac
e w
ith th
e ho
les
inse
rted
on th
e m
ount
ing
tabs
. In
case
of i
nsta
llatio
n on
a v
ehic
le, i
t is a
dvis
able
to u
se a
nti-v
ibra
tion
supp
orts
. 2.
Pref
erab
ly th
e ch
arge
r sho
uld
be in
stal
led
in th
e ve
rtica
l pos
ition
with
radi
ator
fins
verti
cal.
A s
pace
of
10cm
abo
ve g
roun
d sh
ould
be
vaca
ted,
to e
nsur
e it
is v
entil
ated
. N
ever
inst
all i
n th
e ve
rtica
l pos
ition
with
fins
faci
ng d
own.
Ref
er to
dra
win
g be
low:
3.En
sure
all
heat
dis
sipa
ting
parts
are
not
obs
truct
ed to
avo
id o
verh
eatin
g. D
o no
t put
the
batte
ry c
harg
er n
ear a
ny h
eat s
ourc
es. M
ake
sure
that
free
spac
e ar
ound
the
batte
ry
char
ger i
s suf
ficie
nt to
pro
vide
ade
quat
e ve
ntila
tion
and
easy
acc
ess t
o ca
ble
sock
ets.
4.Fo
r saf
ety
and
elec
trom
agne
tic c
ompa
tibili
ty th
e ba
ttery
cha
rger
has
a 3
-pro
ng p
lug
that
will
onl
y pl
ug in
to a
pro
per g
roun
ded
outle
t. 5.
To a
void
dam
agin
g th
e po
wer
cor
d, d
o no
t put
any
thin
g on
it o
r pl
ace
it w
here
itw
ill b
e w
alke
d on
. If t
he c
ord
beco
mes
dam
aged
or f
raye
d, re
plac
e it
imm
edia
tely
. 6.
If y
ou a
re u
sing
an
exte
nsio
n co
rd o
r po
wer
stri
p, m
ake
sure
that
the
tota
l of
the
ampe
res
requ
ired
by a
ll th
e eq
uipm
ent
on t
he e
xten
sion
is
less
tha
n th
e ex
tens
ion’
s ra
ting.
7.
Verif
y th
at t
he s
elec
ted
char
ging
cur
ve i
s su
itabl
e fo
r th
e ty
pe o
f ba
ttery
to
bere
char
ged.
8.
In o
rder
to a
void
vol
tage
dro
p, th
e ou
tput
cab
les
mus
t be
as s
hort
as p
ossi
ble,
and
the
diam
eter
mus
t be
adeq
uate
for t
he o
utpu
t cur
rent
. 9.
Do
not t
ry to
ser
vice
the
batte
ry c
harg
er y
ours
elf.
Ope
ning
the
cove
r m
ay e
xpos
eyo
u to
shoc
k or
oth
er h
azar
ds.
10.If
the
batte
ry c
harg
er d
oes n
ot w
ork
corr
ectly
or i
f it h
as b
een
dam
aged
. Unp
lugg
ed
it im
med
iate
ly fr
om th
e su
pply
sock
et, f
rom
the
batte
ry a
nd c
onta
ct a
reta
iler.
11.I
n th
e ca
se o
f the
rmal
com
pens
atio
n fo
r the
bat
tery
vol
tage
. It i
s nec
essa
ry to
pla
ceth
e th
erm
al s
enso
r in
the
area
of
the
high
est b
atte
ry te
mpe
ratu
re, s
uch
as b
etw
een
2 ba
tterie
s nea
r the
cen
ter o
f the
pac
k
For m
ore
info
rmat
ion
plea
se c
onta
ct u
s dire
ctly
at s
ales
@ch
enni
c.co
m
Chennic Technology Co., Ltd
www.chennic.com
CHENNIC Isolated DC-DC Inverter
(JCDI30)
Description
JCDI30 series isolated DC/DC converter applies advanced technology
and is configured specifically for electric vehicles. It is very suitable to
supply power to the lamp and audio system as it is very stable and clean.
The advantages of high efficiency, stability and compact size, are achieved
by adopting the advanced high frequency technology. It is sealed by silica
glue to get water and vibration proof, which ensures the stability of the
vehicle in atrocious condition.
It also can be used as a charger to charge the 12V battery in the electric
automobile according to the customer’s requirement.
Current equalizer is built in, which makes converters work in parallel
possible in order to enlarge the capability.
Specifications
Input Voltage: 36V 48V 60V 72V 96V 120V 144V 156V
Output Voltage: 13.8V @0A (Can be used to charge battery)
12.0V @30A(typical)
Output Current: 30A
Maximum Efficiency: ≥90%
Environmental Enclosure: IP68
Shock and Vibration: SAEJ1378
Safety-North America: UL2202/UL1564 2nd Edition
Emissions- North America: FCC Part 15/ICES 003 Class A
Immunity-Europe: EN61000-4-2/3/5/6/11
Operating Temperature: -20℃-50 (℃ -22-122)
Protections
Water and Vibration Proofed: All sealed by silica glue to get water and
vibration proof, which is suitable for all
kinds of condition.
Input reverse polarity protection: Shut down, auto–reset.
Water Proofed Fuse: Input or output fuse, simple wiring.
Short Circuit: Shut down with little plus current, auto–reset, ensure the wire
safety.
Superheating Cutback: Reduce output current if the temperature is over 65℃,
ensure the continuous power for your car.
Input Reverse Polarity: Electronic protection, auto–reset.
Input Low Protection: Shut down, auto–reset, prevent the battery from over
discharging
Type Table
Type Battery
Voltage
Operate
Range
Output
Voltage
Output
current
JCDI30-3612 36V 28.1—48.7V 12V 30A
JCDI30-4812 48V 37.5—65.0V 12V 30A
JCDI30-6012 60V 47.0—78.0V 12V 30A
JCDI30-7212 72V 56.5—94.0V 12V 30A
JCDI30-9612 96V 72.0—130.0V 12V 30A
JCDI30-12012 120V 76.0—145.0V 12V 30A
JCDI30-14412 144V 120.5—195V 12V 30A
Note: other voltage is available
Wire
Note:It will cause problem when disconnecting the output as input.
Installation Size
D E S C R I P T I O N
Curtis Models 1236 and 1238 provide advanced control of AC induction motors performing on-vehicle traction drive or hydraulic pump duties. They offer vehicle developers a highly cost-effective combination of power, performance and functionality.
A P P L I C A T I O N
Designed primarily for use on medium to large material handling vehicles such as counterbalance or warehouse trucks. The Model 1236 is equally suitable for Light-On-Road passenger vehicles and utility vehicles. The larger Model 1238 is also intended for use on all heavy-duty applications such as Tow Tractors and Airport Ground Support Equipment (GSE).
Only Curtis AC can offer:
• Curtis VCL -Vehicle Control Language is an easy touse programming language that allows vehicle developersto write powerful logic functions and create a ‘virtual systemcontroller’. Curtis offers customers VCL development toolsand training. Curtis also provides a VCL service where Curtisengineers will work with the OEM to create any custom VCLcode required.
• Indirect Field Orientation (IFO) vector control algorithmgenerates the maximum possible torque and efficiency acrossthe entire speed range. Advanced Curtis IFO vector controlprovides superb drive ‘feel’, improved speed regulation andincreased gradeability.
• Curtis Auto-Tune function enables quick and easycharacterization of the AC motor without having to removeit from the vehicle. Curtis AC controllers are fully compatiblewith any brand of AC motor.
• Dual-Drive functionality is standard, allowing correctcontrol of vehicles such as 3-wheel counterbalance trucks orother applications featuring twin traction motors. This functionensures smooth and safe operation, minimal tire wear andcorrect load sharing between the traction motors at all times.
• Configurable CANbus connection allows communicationwith other CANbus enabled devices. These models areCANopen compatible and can be further customized andconfigured using VCL.
• Integrated System Controller - More than just motorcontrollers, they are also powerful system controllers. Theyfeature a comprehensive allocation of multi-function I/O pinsfor use as analog inputs, digital inputs, contactor coil driversand proportional valve drivers. In addition to this local I/O,these controllers can use VCL to map and configure the remoteI/O available on other CANbus devices, send messages toCAN displays and thus control and monitor the entire system.
1236
1238
M O D E L 1 2 3 6 / 1 2 3 8
AC INDUCT ION MOTOR CONTROL L ERS
www.curtisinstruments.com
F E A T u R E S
Advanced functionality, compact power
• High frequency, silent operation across the 0-300Hz statorfrequency range.
• Models available for 350-650A output at 24-80V systemvoltages. These are true 2 minute RMS ratings, not shortduration ‘boost’ ratings.
• Powerful operating system allows parallel processingof vehicle control tasks, motor control tasks and userconfigurable programmable logic.
• Advanced Pulse Width Modulation techniques produce lowmotor harmonics, low torque ripple and minimized heatinglosses, resulting in high efficiency.
Patents Pending
Unmatched Flexibility
• Programmable for either traction or pump applications.
• Field upgradeable software.
• Integrated Battery state-of-charge algorithm and hour meter.
• Multi-ModeTM provides user-selectable vehicle operatingprofiles.
• Fully-featured generic software and VCL for typicalWarehouse Truck applications is included.
• Comprehensive programming options and VCL allow otherapplications to be easily supported.
• Curtis hand-held or PC Windows programming tools provideeasy programming and powerful system diagnostic tools.
• Integrated status LED provides instant diagnostic indication.
Robust Safety and Reliability
• Insulated Metal Substrate power base provides superior heattransfer for increased reliability.
• Fail-Safe power component design.
• Redundant hardware watchdog timers.
• Reverse polarity protection on battery connections.
• Short circuit protection on all output drivers.
• Thermal cutback, warning, and automatic shutdown provideprotection to motor and controller.
• Rugged sealed housing and connectors meet IP65environmental sealing standards for use in harshenvironments.
2 Min RMS 2 Min RMS Model Battery Voltage Current Rating Arms Power Rating
V (A) (kVA)1236-44XX 24-36 400 16.61236-45XX 24-36 500 20.91238-46XX 24-36 650 25.41236-53XX 36-48 350 19.71236-54XX 36-48 450 24.81238-54XX 36-48 450 25.51238-56XX 36-48 650 36.31236-63XX 48-80 300 28.11238-65XX 48-80 550 51.3
F E A T u R E S con t inued
The Curtis Model 840 LCD Multifunction display contains 8 large, easy to read characters to provide display of battery discharge (BDI), hour meter and error messages. Built-in backlight is also available.
The Curtis model 1352 CANbus I/O expansion module features 9 I/O pins, including 6 proportional valve drivers. This module can be used to further expand the I/O capability of Curtis AC motor controllers using VCL.
The Curtis Model 1311 Handheld Programmer is ideal for setting parameters and performing diagnostic functions.
Contact Curtis to obtain the VCL Vehicle Control Language compiler and development tools.
M O D E L 1 2 3 6 / 1 2 3 8
M O D E L C H A R T
S Y S T E M A C C E S S O R I E S
Meets or complies with relevant US and International Regulations
EMC: Designed to the requirements of EN12895Safety: Designed to the requirements of EN1175IP65 Rated per IEC 529UL recognizedRegulatory compliance of the complete vehicle system with the controller installed is the responsibility of the vehicle OEM.
B-
B+
FUSE
U V W
M8 ø 1.25,6 plcs
19
80
85
212232
10 (0.4)
Status LEDs
7 dia.,4 plcs
165
145
B-
B+
FUSE
U W
M8 ø 1.25,6 plcs
19
80102
212232
10 (0.4)
Status LEDs
7 dia.,4 plcs
275
255
V
C O N N E C T O R W I R I N G
ENCPHASE
B
123
456789101112
242526272829303132333435
1314151617181920212223
KSI
PROP DRIVER
DRIVER 4
DRIVER3
DRIVER 2
DRIVER 1
I/O GND
SW2/ANA2
SW3
SW4
SW5
SW6
PGM
THR WIPER
POTLOW
DIGOUT2
SW7
SW1/ANA1
COILRETURN
+12V
+5V
THR POT HI
BRK POT HI
TX
BRK WIPER
RX
ANAOUT
DIGOUT 1
ENCPHASE
A
CAN TERM H
SW8
CAN H
CAN L
CAN TERM L
1236 1238
M O D E L 1 2 3 6 / 1 2 3 8
D I M E N S I O N S m m
KSISWITCH 1/ANA 1
ANALOG OUT (0-10)
SWITCH 3
SWITCH 4
SWITCH 5
SWITCH 6
SWITCH 7
SWITCH 8
COILRETURN
DRIVER 1
DRIVER 2DRIVER 3
DRIVER 4 KEYS
WIT
CH
ENCODER
BATTERY
I/O GROUND
CAN H
SERIALPORT
SWITCH 2/ANA 2
THROTTLEPOT HIGH
THROTTLEWIPER
POT 2WIPER
POT LOW
J1-24
J1-30
J1-9
J1-10
J1-11
J1-12
J1-22
J1-33
J1-8
J1-7
J1-15
J1-16
J1-17
J1-18
20A
J1-13
J1-6
J1-5J1-4
J1-3
J1-1
J1-23
J1-35CAN LCAN PORT}
TX
RX
J1-28
J1-29
3
1
2
4
} SERIAL PORT4 PIN MOLEX
J1-7I/O GROUND
J1-25+12V
MAI
N
E/M
BR
AKE
INTERLOCK
FORWARD
REVERSE
THR
OTT
LE P
OT
POT
2
PV DRIVER J1-2
J1-21CAN TERM HJ1-34CAN TERM L
Short for 120Ohm TerminationPOT 2
HIGHJ1-27
PRO
P. V
ALVE
865
DISPLAY
SPEEDENCODER
B+
U
V
W
B-
MAIN
J1-31J1-32J1-7
J1-26+5 V
I/O Gnd
PHASE APHASE B
1243
AC MOTOR
J1-19
J1-20DIGITAL OUTPUT 7DIGITAL OUTPUT 6
EMR CHECK(OPTIONAL)
EM REV.
MODE
MOTORTEMP. INPUT
T
840
T Y P I C A L W I R I N G
M O D E L 1 2 3 6 / 1 2 3 8
Specifications subject to change without notice. 50095 REV K 12/09©2009 Curtis Instruments, Inc. is a trademark of Curtis Instruments, Inc.
WA R R A N T Y Two year limited warranty from time of delivery.
S ER IA L DATA D I SP LAY
D E S C R I P T I O N
Displays various system parameters, such as battery state-of-charge, operating hours or maintenance status from a Curtis motor controller or other serial communication source.
A P P L I C A T I O N
Curtis Model 840 is ideal for use in material handling vehicles such as pallet trucks, walkies, stackers and order pickers as well as other equipment with a need to display data using a dedicated unidirectional asynchronous serial signal.
F E A T U R E S
• Attractive, easy-to-read, 8 character dot matrix Liquid CrystalDisplay enhances the look of any vehicle.
• Two display versions available:
3 LEDs -green to indicate that hour meter is being displayed,amber to indicate that battery state-of-charge is beingdisplayed and red to indicate that a fault has occurred.
6 LEDs -five green to indicate battery state-of-charge and onered to indicate that a fault has occurred.
• Standard models display hours of use, battery state-of-chargeand messages from a Curtis motor controller.
• Interfaces directly to Curtis motor controllers and displaysvarious system parameters.
• Molded-in rear Molex style connector provides a low-cost,rugged and reliable installation.
• Front sealed (IP65) for use in harsh environments.
Options
• Heater version available for freezer applications.
• Backlighting for reading in low lit environments.
M O D E L 8 4 0
www.curtisinstruments.com
58.4
43.6MAX.
8.9 MAX.
57.8MAX.
42.5MAX.
51.5MAX.
MAX
CURTIS LOGO ORCUSTOM LOGO(IF REQUIRED)
LED1SERVICE INDICATOR(RED LED)
LED2BDI INDICATOR(YELLOW LED)
LED3HOURMETER INDICATOR
(GREEN LED)
LCD 18 ALPHA-NUMERICCHARACTER, DOT-MATRIXLCD DISPLAY
8 5
4 1
LABEL
"U"CLAMP FOR .03 TO .25PANEL THICKNESS
BLACK BEZEL
58.4
43.6MAX.
8.9 MAX.
57.8MAX.
42.5MAX.
51.5MAX.
MAX
8 5
4 1
Function CommentsN.C.N.C.B+ =24V Optional Heater B+ =24V (Freezer Unit Only)B+ =36V Optional Heater B+ =36V (Freezer Unit Only)POWER IN + +12V/+15V From PMC Motor ControllerRECEIVE Communication InputN.C. POWER IN - Common From Motor Controller
Pin No.12345678
CONNECTOR PINOUT
Note: In addition to a “U” clamp and thumbnuts/washers shown in the drawing, individually packed units are provided with a mating connector and female pins. Bulk packed units are provided with a “U” clamp and hex nuts/washers only.
M O D E L 8 4 0
D I M E N S I O N S m m
M O D E L C H A R TModel Housing Operating Voltage Temperature Rating Backlighting Input LED # Logo
840 R 015R S N A 101 -0
015R = 12VDC S = -10ªC to +70ªC N = No B/L A = Std 101 = 3 LED O = Curtis
F = -40ªC, +70ªC B = Backlit 102 = 6 LED N = No Logo
• Display:8-character, alphanumeric, dot-matrix LCD with optionalbacklighting.
• Operating Voltage Range:12.0 to 15.0 VDC
• Operating Temp. Range:-10°C to +70°C (Standard Model)-40°C to +70°C (Freezer Model)
• Storage Temp. Range:-40°C to +70°C
• Shock & Vibration:Meets SAE J 1378 (Jul 98)
• Enclosure Protection:IP65 (Face), IP40 (Rear)
• Mating Connector:Molex 8 pin, 39-01-2085
S P E C I F I C A T I O N S
WA R R A N T Y Two year limited warranty from time of delivery.
Specifications subject to change without notice 50102 REV D 3/09©2009 Curtis Instruments, Inc. is a trademark of Curtis Instruments, Inc.
Xantrex Technology Inc.Headquarters8999 Nelson WayBurnaby, British ColumbiaCanada V5A 4B5800 670 0707 Toll Free604 420 1591 Fax
541 Roske Drive, Suite AElkhart, Indiana USA 46516800 446 6180 Toll Free574 294 5989 Fax
www.xantrex.com
© 2008 Xantrex Technology Inc. All rights reserved. Xantrex and Smart choice for power are trademarks of Xantrex International, registered in the U.S. and other countries. Printed in Canada
LinkPRO / LinkLITE Battery Monitors
Battery Status At A GlanceDefining the amount of energy available in a battery is a complex task since battery age, discharge current and temperature all influence the actual battery capacity. High performance measuring circuits, along with complex software algorithms, are used to exactly determine the remaining battery capacity. A new shunt selection feature enables the LinkPRO and LinkLITE to measure currents up to 10,000 and 1,000 amps respectively.
The LinkPRO and LinkLITE selectively displays voltage, charge and discharge current, consumed amphours, remaining battery capacity and the LinkPRO also displays the time remaining of your battery bank. Using a clear backlit LCD Display and an intuitive user interface, all parameters can be recalled with just a button press. A second battery input is also provided to monitor voltage on a second battery bank.
The LinkPRO and LinkLITE are equipped with an internal programmable alarm relay, to run a generator when needed or to turn off devices when the battery voltage exceeds programmable boundaries.
Performance FeaturesRead your battery bank like a fuel gauge Provides critical information about the status of your battery bank Displays voltage, current, consumed amphours and remaining battery capacitySecondary battery bank voltage monitoring Auto sensing battery voltage inputsLarge backlit LCD Display Quick nut mounting construction Programmable alarm relay Shunt selection capability enables flexible system integrationSplash proof frontpanel 500 Amp shunt includedCE and e-mark certified
LinkPRO Additional Performance FeaturesDisplays time remaining Communication/expansion portStores a wide range of history events in internal memoryAdvanced programmable alarm relay Battery temperature sensor input
© 2008 Xantrex Technology Inc. All rights reserved. Xantrex and Smart choice for power are trademarks of Xantrex International, registered in the U.S. and other countries. Printed in Canada
General Specifications
Regulatory & Environmental Compliance
Models LinkPRO LinkLITE
Operating temperature 3 -20 to 50°C -20 to 50°C
Battery monitor dimensions
· Front panel ∅ 2.54” (64mm) ∅ 2.54” (64mm)
· Body diameter ∅ 2.05” (52mm) ∅ 2.05” (52mm)
· Total depth ∅ 3.11” (79mm) ∅ 3.11” (79mm)
Shunt dimensions
· Footprint 1.77 x 3.43” (45 x 87mm) 1.77 x 3.43” (45 x 87mm)
· Height 0.67” (17mm) base / 1.38” (35mm) terminal bolts 0.67” (17mm) base / 1.38” (35mm) terminal bolts
Weight
· Battery monitor weight 0.21 lb (95 g) 0.21 lb (95 g)
· Shunt weight 0.32 lb (145 g) 0.32 lb (145 g)
Warranty One year One year
Part Numbers 84-2031-00 84-2030-00
Models LinkPRO LinkLITE
Supply voltage range 9 to 35 Vdc 9 to 35 Vdc
Supply current 1
· @ Vin = 12 Vdc 9 mA 9 mA
· @ Vin = 24 Vdc 7 mA 7 mA
Input voltage range
· Main battery 0 to 35 Vdc 0 to 35 Vdc
· Auxiliary battery 2 to 35 Vdc 2 to 35 Vdc
Input current range 2 -9999 to +9999A -999 to +999A
Battery capacity range 20 to 9990A 20 to 999A
Readout resolution
· Voltage (0 to 35V) ± 0.01V ± 0.1V
· Current 0 to 199A (± 0.1A) 0 to 99A (± 0.1A)
· Current 200 to 9999A (± 1A) 100 to 999A (± 1A)
· Amphours 0 to 199Ah (± 0.1Ah) 0 to 99Ah (± 0.1Ah)
· Amphours 200 to 9999Ah (± 1Ah) 100 to 999Ah (± 1Ah)
· State-of-charge ± 0.1% ± 1%
· Time-to-go (0 to 99hrs) ± 1 minute n/a
· Time-to-go (100 to 240hrs) ± 1 hour n/a
· Temperature (-20 - +50˚C) 2 ± 0.5˚C n/a
Voltage measurement accuracy ± 0.3% ± 0.3%
Current measurement accuracy ± 0.4% ± 0.4%
LinkPRO / LinkLITE Battery Monitors
Electrical Specifications
AccessoriesTemperature sensor - 32ft (10m) 854-2022-01 n/a
Communication kit 854-2019-01 n/a
Connection kit - 50ft (15m) 854-2021-01 854-2021-01
EMC Directive 2004/108/EC (EN61000-6-2 and -6-3). Automotive EMC Directive 95/54/EC. RoHS Directive 2002/95/EC1 Measured with backlight and alarm relay turned off.2 Only available when optional temperature sensor is connected.3 Depends on selected shunt. With standard delivered 500A/50mV shunt (350A continuous), the range is limited from -600 to +600A.
Note: Specifications subject to change without notice.
SPECIFICATION SHEET
2655 Napa Valley Corporate Dr., Napa, CA 94558 Phone: (707) 226-8600 Fax: (707) 226-9670 Date: February, 2001 Rev: 00
Charger Inlet 15A, 125V
NEMA 5-15P
Catalog Number: 150BBI
Item: Charger inlet, straight blade, dust resistant
Rating: 15 amperes, 125 volts, NEMA Configuration 5-15P
Materials: All rigid plastic parts are nylon with CTI greater than 600 volts. Sealing cover and rear protective boot are vinyl/nitrile compound. Blades are nickel-plated brass.
Terminals: Tempered brass, nickel-plated lug style, Perma-Lock™ design. Terminals visible through clear end cap.
Terminal Identification: Terminal screws are color coded. Ground wire entrance hot stamped green and marked "GR." Line wire entrance hot stamped black.
Mounting Means: Either front mount by three #6 x 5/8 screws (provided) or rear mount by 1½" conduit locknut (provided).
Listings: UL listed, File E57672 CSA certified, File LR81290
Dimensions:
Industrial-Grade Cable
28
Mining
Product Construction: Conductor:
stranded bare copper per ASTM B-172 Class M
Jacket:®, orange
Jacket Marking:®
WELDING CABLE FT-1®
ARC WELDING CABLE FT-1 TYPE RHH OR
Applications:
hoists, cranes or other applications where flexible power leads must be installed in conduit, raceways or trays
Features:
applications
in replacement costs, maintenance cost and downtime
Industry Approvals:
Packaging:
Super Vu-Tron® Welding Cable
Suggested Ampacities:For 600 Volt In-Line Applications
AWG AMPERES AWG AMPERES1246
Appendix J Ampacities for portable cable in accordance
May not be suitable for all installations per National Electrical Code®.
WELDING CABLE AMPACITIESSINGLE CONDUCTOR
length in feet for total circuit for secondary voltages only – do not use this table for 600 Volt in-line applicationsAMPS 100' 150' 200' 250' 300' 350' 400'
4 4 2 2 14 2 12 11
REQUIRED CABLE SIZES SHOWN IN AWG NUMBERS
These values for curren
SUPER VU-TRON® WELDING CABLE—UL/CSA—CLASS M—34 AWG STRANDING
CATALOGNUMBER
COND. SIZE (AWG)
CONDUCTORSTRAND
NOMINAL O.D. APPROX.NET WT.LBS/M'(S)
STD.CTN.INCHES mm
01768 6 125
01767 4 191
01766 2 1666/34 259
01765 1 13.46 331
01764† 14.61
01763† 511
01762† 17.78 615
01761† 5225/34 844(S) Actual shipping weight may vary.†
18 Casella Place, Kewdale WA 6105, Australia :: Ph: (08) 9353 1794 :: http://www.evworks.com.au
EV Fuel Gauge DriverInstallation and Instructions For Use
Introduction
The single most important piece of information every EV driver needs to know is the state of charge of their battery. This device offers an elegantly simple solution, using the vehicle’s original fuel gauge to display your EV battery’s state of charge. As well as simplifying installation, using the original fuel gauge offers the most intuitive feedback for drivers, particularly those unfamiliar with EV technology.
Installation
Disconnect one of the cables from your battery pack, insert it through the hole in the blue current sensor, then reconnect. The top side of the current sensor (with the writing on it) should be oriented towards the negative terminal of your battery pack.
Make sure the Fuel Gauge Driver itself is secured so it doesn’t move around while driving. There are four 3mm holes at the corners of the unit which may be used for fastening the device to a mounting bracket.
The black wire must be connected to ground and the red wire goes to a permanent 12V supply. You may optionally have a switch on the 12V line. Cutting power to the device will reset it (to the Full position).
The white wire attaches to the fuel tank sensor wire from your instrument cluster (the wire which originally went to the sensor in your petrol tank).
Tuning
Adjustment of the device is achieved via the single blue tuning pot on the circuit board. Turn anticlockwise for smaller packs (down to about 20Ah), and clockwise for larger packs (up to about 500Ah).
Initial calibration is usually performed during a discharge cycle. After installing the Fuel Gauge Driver, drive the vehicle until the pack is getting low (for lithium packs 3.2V per cell is a good benchmark) then turn the pot until the fuel gauge needle sits on Empty.
We recommend setting the Empty point to be around an 80% discharge (i.e 20% capacity remaining) to provide a small safety buffer and to discourage drivers from frequent deep discharges, but you are free to set the Empty point at whatever depth of discharge you prefer.
“Gotchas”
The EV Fuel Gauge Driver only offers an indication of battery state of charge, and while its current sensor is quite accurate the non-linear nature of some vehicle fuel gauges can result in an imprecise reading. It should always be used in conjunction with a good battery management system which can ensure that the battery cannot be damaged through overcharging or overdischarging.
When the Fuel Gauge Driver is first powered up, it calibrates the zero point of the current sensor, so it is paramount that the current flowing at this time is truly zero. It is important that your EV does not have any parasitic loads on the traction pack when the key is off. (In fact it is considered bad practice for any devices to be running off the traction pack when the key is off, partly for safety reasons, plus they can flatten the battery if the vehicle is left idle for extended periods of time.)
The EV Fuel Gauge Driver is proudly designed and manufactured in Australia by EV Works.
ZEVA
Fuel Gauge Driver Plus v1.1
Mini Manual
Introduction1.The ZEVA Fuel Gauge Driver Plus (FGD+) provides an intuitive solution for monitoring three important aspects of your Electric Vehicle (EV):
• Battery State of Charge (SoC), displayed on the vehicle’s factory fuel gauge.
• Instantaneous current flow, displayed on the vehicle’s factory tachometer.
• Low battery warning light, using a standard LED installed installed on the dash.
As well as simplifying installation, reusing factory gauges offers drivers the most intuitive feedback, particularly those unfamiliar with EV technology.
Zero Emission Vehicles Australia http://ww.zeva.com.au
Installation2.The device should be rigidly fastened to the vehicle using the integrated mounting bracket. It should be installed where it is protected from the elements. It is usually most convenient to mount close to either the positive or negative battery terminal.
Route the power cable from the battery through the blue toroidal current sensor. Ensure that all loads in your traction circuit (including charger, DC/DC converter) are con-nected to the traction circuit after the FGD+ or they will not be monitored. The diagram below shows recommended installation locations in a typical EV circuit:
The fl w of conventional current should go from the back to the front through the blue toroidal current sensor – that is, the side with the mounting bracket attached should be oriented towards the positive terminal.
Wiring3.The FGD has fi e I/O pins as shown on the diagram right. All wiring should be referenced to the vehicle’s 12V electrical system, not the traction circuit.
• Pin 1: Permanent 12V supply. The device must be pow-ered at all times (not ignition switched) to ensure current fl w is monitored even when the key is off.
• Pin 2: Ground, or vehicle body.
• Pin 3: To fuel gauge, replacing the wire originally go-ing back to the sensor in your fuel tank.
• Pin 4: Low SoC LED. This provides a 5V 5mA outputwhich may be used to drive a standard LED installed in the dash.
• Pin 5: To the tachometer, replacing the original wirecoming from the vehicle’s engine tach sensor.
Zero Emission Vehicles Australia http://ww.zeva.com.au
The FGD+ calibrates the zero point of its current sensor during the first 2 seconds after being powered up. It is important to ensure that there is zero current fl w through the traction circuit during this period to ensure accurate calibration. (If you have a master switch in your traction circuit, turn it off before powering up the FGD+.)
If the device loses power, it will reset to 100% SoC. The rationale behind this is to offer a simple method for resynchronizing the state of charge at the end of a charge cycle if you experience any SoC drift. As above, ensure there is zero current fl wing in the traction circuit when resetting to ensure accurate zero point calibration on startup.
Calibration4.The FGD+ is calibrated using three 25-turn adjustment pots and a pair of DIP switches. The pots are adjusted with a small flat-blade screwdriver. The limits of travel at each end are indicated by a gentle clicking as you turn the pot.
• Pot 1, full position adjustment: Turn this pot to changethe fuel gauge needle position when Full (100% SoC). This calibration is best performed when the device first powers up. (Note: you may need your ignition key on for the fac-tory gauge itself to activate.)
• Pot 2, rate and direction: This pot allows you to tune thedevice for your battery pack, with an approximate calibra-tion range of 200Ah to -200Ah (i.e for gauges with reversed operation). Mimimum capacity settings are found at each end, and the sensor polarity swaps in the middle as shown in the diagram, below.
Capacity calibration is best performed dur-ing one full-depth discharge cycle. After a full charge simply drive the vehicle to its maximum range (3.2V/cell for LiFePO4 or 12V/batt for PbA is a good reference point) then adjust the tuning pot until the needle sits on empty. Some older vehicles have very slow-moving fuel gauge needles so some patience may be required!
• Pot 3, position for low SoC warning light: Adjusting this pot will change the SoC atwhich the low battery warning LED output switches on. It is automatically polarised relative to the direction set with Pot 2.
• DIP switches: Use these two switches to adjust the scaling of the tachometer drive.For a typical tachometer, expected pulses per rev will be half the number of cylinders the original engine had, e.g for an ex-4 cylinder vehicle, set 2 pulses per rev for cor-rect scaling on the tachometer. Units displayed will be in hundreds of amps, instead of thousands of RPM. Switch positions as follows:
0: 1p/rev (2cyl) 1: 2 p/rev (4cyl) 2: 3p/rev (6cyl) 1&2: 4p/rev (8cyl)
Zero Emission Vehicles Australia http://ww.zeva.com.au
Tech note on SoC synchronization5.The FGD+ uses 100% SoC as it’s synchronization point. Once it hits 100% SoC, it will ignore any further charge current. Lithium batteries have approx 1% charge inefficien y, which means your charger will usually put 1% more energy in to the cells than you can get back out. This 1% is useful to give the FGD+ a brief synchronisation window at the top-of-charge, to compensate for any SoC drift from measurement inaccuracy. In most cases, it will allow the FGD+ to maintain synchronization with your pack’s SoC transparently.
The device does not stop counting current fl w when it hits 0% SoC, so you can recali-brate your low point anytime without truncating the SoC counter.
Accuracy and SoC drift6.This device uses a Hall Effect sensor to measure current fl w. Whilst offering good accu-racy and linearity, they can suffer from a small amount of zero-point drift and inaccuracy when measuring very low levels of current. If a vehicle is not driven or charged for a period of weeks or longer, the FGD may have accumulated SoC error due to quiescent current fl w. In such cases simply recharge your pack, then reset the FGD (via power cycle) to allow it to resynchronize.
This device should only be used to give an indication of the battery’s SoC, and can not replace a battery management system (BMS) for protecting your cells from overcharging or over-discharging.
Advice for use in modern vehicles, or with digital gauges7.Some digital and aftermarket fuel gauges are more particular about the input signal they receive, and some modern vehicles perform error checking on the input. If the FGD doesn’t seem to be working with your gauge, you can try putting a resistor between the FGD+ and gauge, usually in the order of 10-30 ohms (depending on your gauge).
If using a programmable aftermarket gauge, for best performance select an input resis-tance range with a small value for Full and a large value for Empty, then add an inline resistor equal to the Full resistance.
Specifications in brief8.• Power supply input voltage: 9-30VDC
• Power consumption: Approx 35mA.
• Current range: ±1200A
• Capacity range: Approx 10-200Ah (some variation depending on OEM gauge behaviour)
• Traction circuit voltage range: Limited by power cable insulation rating
• Reverse voltage protected and fuse protected
The ZEVA Fuel Gauge Driver is proudly designed and manufactured in Australia.
Zero Emission Vehicles Australia http://ww.zeva.com.au
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