THE MC MOTOR CONTROL SYSTEMAPRIL 1985 Copyright (c) 1984 Sevcon Division of Tech/Ops Ltd. Kingsway South Team Valley Trading Estate Gateshead NE11 0QA England. Tel (091) 487 8516 Telex 53328 Tech/Ops Inc. Tech/Ops SA 40 North Avenue 12 Rue Jean Poulmarch Burlington 2.A.C. Mass. 01803 95100 Argenteuil U.S.A. France ALL RIGHTS RESERVED WORLDWIDETABLE OF CONTENTS SECTION I GENERAL DISCUSSION ON THE MC SYSTEM & THEORY OF OPERATION SECTION II INSTALLATION GUIDELINES SECTION III TROUBLE-SHOOTING SECTION IV POWER COMPONENT SERVICE AND TEST HINTS SECTION V REPLACEMENT PART NUMBERS CONTROLLER BUILD OPTIONS SECTION VI APPLICATIONS INFORMATION TWIN MOTOR, LOOSE & PANEL MOUNTED UNITS, ACCESSORIES SECTION VII INDEX Due to the continuing development of this product this manual are not sequentially numbered. Please end of each section for updates etc. Current available from Sevcon offices worldwide. the pages in refer to the updates are This manual details the full range of MC'G' Controllers, together with accessories and applications information. The Sevcon MC'G' range is the results of over 20 years leadership in the design of DC chopper control systems.IMPORTANT WARNING ELECTRIC VEHICLES CAN BE DANGEROUS. REPAIRS AND ADJUSTMENTS TO THIS CONTROLLER MUST ONLY BE CARRIED OUT BY COMPETENT PERSONNEL IN ACCORDANCE WITH MANUFACTURER'S INSTRUCTIONS. ANY ATTEMPT TO MAKE UNAUTHORISED ADJUSTMENTS, TO BREAK THE SEALS, OR FIT NON- APPROVED PARTS, WILL VOID WARRANTY. FAULT FINDING - DANGER DURING ALL FAULT FINDING OPERATIONS THE DRIVE WHEELS OF THE VEHICLE MUST BE CLEAR OF THE GROUND AND FREE TO ROTATE. THE VEHICLE MUST BE STABLE. ANY WIRING MODIFICATIONS INTRODUCED DURING THE COURSE OF FAULT FINDING MUST BE REMOVED BEFORE THE VEHICLE IS RE-COMMISSIONED. DISABLED. IMPORTANT SAFETY NOTICE AT THE END OF EVERY SERVICE INSPECTION ON VEHICLES FITTED WITH THE SEVCON CHOPPER CONTROLLER THE FAILSAFE CIRCUIT MUST BE CHECKED AS DETAILED IN SECTION II PAGE 6 PARAGRAPH 7. SAFETY ! Tech/Ops Ltd. Tech/Ops Inc. Tech/Ops SA Gateshead Burlington, Mass. Paris England. U.S.A. France.1 MC - THE FAMILY OF CONTROLLERS P. 2 1.2 PRODUCT BULLETINS 1.3 INTRODUCTION TO SCR SWITCHING P. 3 14 SUMMARY OF THE SWITCHING CYCLE P. 10 1.9 CONTROLLER APPLICATIONS GRAPH =P. 16 1.6 TECHNICAL SPECIFICATION P. 17 1.7 FEATURES DESCRIPTIONS P. 19 1.8 BLOCK DESCRIPTION OF MC'G' LOGIC P. 23 1.9 ACCELERATOR CURVE P. 26 THIS SECTION PRESENTS THE MC FAMILY OF CONTROLLERS AND EXPLAINS THE VARIOUS FEATURES AVAILABLE ON THESE UNITS. FULL TECHNICAL SPECIFICATIONS ARE PRESENTED TCGETHER WITH RATING CURVES. AN OUTLINE DESCRIPTION OF THE OPERATION OF THE LOGIC UNIT IS ALSO GIVEN.Mc’G’ LOGICS, LATEST VERSION This update sheet smmuld be read in conjunction with the main mu technical manual: it covers the latest, version of the ’G’ logics, which is identified by having an additional adjustment potentiometer (PO) under the cap which houses Pl, P2 & P3, the ‘basic’ adjustments. The additional/difterent teatures are as follows:- 3) a) e 6) A Creep Speed potentiometer has been added in the same housing as Pi, P2 and P3. It is numbered PO. Section II. (Setting Uo Procedure) details its adjustment. PO is an adjustment of truck creup speed. Ihis is the initsas speed demand when the start switch is first closed. This sweed 15 independent of truck delay setting and is normally set so that the truck is just ready to move when the start switeh is first closed. It is used to remove a ‘dead band’, of nigh creep spe froma truck. Its range of adjustment is from 4% ON (minimum) tu approximately 20% ON (maximum). The minimum % ON time set by creep seed iv overridden wer plugging BUT plugging is affected by creer speed so should be set last. Plug Braking efforts is now controlled over 80% of footpecel travel to give a greater driver control. The adjustment ranay ot the pluaging sotentiometer nas Geet re scales to make setting easier. Thermal Cutbact circuitry has been redesigned to give a mere exact cutback to SO% of current Limit, provided the motor is 15% ON or greater at current limit. The stability of current Limit setting has also been improved at high motor % ON (Section I PIs p21) Low Voltage Shut Off circuitry nas been incormurated to wrevent controller mal-operation it the logic rail voltages fall below a pre-set minimum. This prevents the controller operatins unpredictably on deeply discharged batteries and allowing contactors to open slowly with large damaging arcs Recharging the battery and recycling the keyswitah «leans tha Lockout. Reverse Battery Protection - it is not possible to opel on damage the controller with a reverse connected battery. Contactor Coil Short Circuit Protection is now incorporated. This senses if any contactor coil is short circuited and prevents the drive transistor from energising.1 Mc400'G 1 Mc250'G! | Mc400'G' HP (24V ONLY) | Mc6é10'G" 1 i | NORMAL BASIC OPTIONS i LoGIcs 1 fl HIGH FREQUENCY LOW VOLTAGE 24V HIGH VOLTAGE —_96v-120V (610 ONLY) 120v-144V Hl 1 i Ie 1 1 I LOGICS i Ie. 1 I t ' 1 | DIODE OPTIONS: PINCH-CLAMP " (NOT 610) ' LONG-LEADED 1 TERMINAL (610 ONLY) MCM _- Traction Controller based on the MCG system and fitted with Microprocessor based Logic Units. P500 ) - Hydraulic motor controllers based on the well proven MC P1000) ~ controller system. Sul = A compact low cost Transistor Traction Controller. Also - A complete range of accessories: contactors, accelerator units, DC/DC converters, etc. N.B. The above systems are the subject of separate manuals. SEVCON = THE TOTAL CAPABILITY IN MOTOR CONTROL TECHNOLOGY.The SEVCONTROL system is the product of Sevcon's continuous technical advances in over 20 years of experience in the field of motor chopper control systems. It is a solid state electronic speed control which enables the energy from a fixed voltage DC source to be fed to an electric motor smoothly and without the power losses associated with other means of speed control. The operation of the Sevcontrol system consists of switching the full battery voltage to the traction-motor for very short periods of time. The motor does not respond to the individual voltage pulses but rotates at a speed corresponding to the average voltage which is determined by the number of pulses per second. The vehicle accelerator pedal sets the pulse frequency, and hence the average motor voltage, anywhere from zero up to battery voltage, smoothly and with minimal energy losses. The pulses are made possible by a device known as a Thyristor or SCR. This is, simply, a solid state switch which is capable of handlir: high currents. Let us consider how an SCR works. Figure la shows the SCR. It is a three terminal device. The two main terminals called the ANODE and the CATHODE, carry the working current. The third terminal, the GATE, is the control electrode. EIGURE la CATHODE CATHODE GATE ELECTRONIC ciRcuIT SYMBOL, ANODE GATE 7 ANODE” CAPSULE TYPE STUD TYPENormally the SCR is non-conducting: We apply positive voltage to the anode with respect to the cathode, and then apply a gate signal (also known as a TRIGGER signal) to the gate electrode, the SCR will switch to a conducting state; we have thus closed the switch. One of the peculiarities of an SCR is that it will continue to carry current, once it is in the ON state even if the GATE signal has been removed. In order to return the SCR to its non- conducting state, it is necessary to interrupt the current flow or to reverse the polarity of the source of supply. One means of switching the SCR off without excessive power losses or’ risks of battery short circuits is through the use of a resonant charging circuit. Briefly, a capacitor is charged, and the charge is held for the duration of the motor pulse. At the end of the pulse the charge is reversed by means of a resonant circuit and the reversal SCR. Then by means of an auxiliary SCR, the energy stored in the capacitor is discharged in the form of a reverse current through the SCR. This current counteracts the battery current in the SCR and allows the SCR to return to a non-conducting state. We now have a method of applying a series of rapid PULSES to the motor via the solid state switch - SCR. (Each time the SCR switch closes, battery voltage is applied to the motor. This is called a PULSE.) The SCR acts as a very high speed switch which connects and disconnects the motor directly to the battery for short time periods. During the short time the motor is connected to the battery, and because of the small amount of initial current the motor has very little rotational movement. The diagram below, FIGURE lb, shows a very simplified representation of the basic circuits The SCR speed control works by feeding the motor a rapid series of PULSES, and the number of PULSES per second determines the average voltage at the motor terminals. This is demonstrated in FIGURE 1c. FIG 1b FIG 1c nnn PULSES OF VOLTAGE —— = - > ‘scr scr thee, SCR. ‘SWITCH SWITCH Uo SWITCH one CLOSED } OPENING & CLOSINGRefer to the simplified circuit diagram shown below. In figure ld there is a device called a ‘freewheel diode’ connected across the motor, such that current does not normally flow through it. This diode is present because of an electrical effect called inductance. This is very similar to mechanical inertia i.e. it resists the force trying to set (the current) moving, but also resists (the current) reducing to zero when the applied force (or voltage) is removed. The inductance (of motor, leads etc.,) tries to keep the current flowing even when the SCR has turned off. This causes a rise in voltage at point A allowing this motor freewheel current to flow through the diode and motor windings until it decays due to their resistance. The energy is stored by the inductor as a magnetic field. It can be seen that the motor current is therefore made up of two parts; the current drawn from the battery when the SCR is closed (Fig. 1d) and the freewheel current (Fig le) flowing in the freewheel diode, when the SCR is open. FIGURE 16 FIGURE te ~—_| CoRR FREEWHEEL DIODE |FREEWHEEL + \ pice ! 1 t t ' ' ' <— = ' SCR ON SCR OFF ' (SWITCH CLOSED) (SWITCH OPEN) =It can be seen that the direction of the current through the motor does not change, and, what is more important, when the switch opens, although the battery current stops, the motor current continues to flow via the freewheel diode. Thus, the motor current is seen to be made up of two components: THE BATTERY CURRENT (SCR SWITCH CLOSED) THE FREEWHEEL CURRENT (SCR SWITCH OPEN) As we recall, the speed is a function of the pulse frequency. Thus, at low speeds, when the frequency of pulses is low, the SCR is closed relatively infrequently. Therefore, most of the motor current comes from the freewheel current. However, when the speed is high, i.e. when the switch is closed much more frequently, the battery current forms the predominant portion of the motor current. This situation is depicted graphically in FIGURES lf & lg. TO SUMMARIZE: WE HAVE ESTABLISHEC THAT THE VERY FAST ACTION NECESSARY FOR THE OPERATION OF THe CONTROL IS ACHIEVED BY SWITCHING THE MAIN SCR "ON" AND "OFF" AT A VERY PAST RATE. THE "ON" STATE IS EASILY ACHIEVED BY APPLYING A TRIGGER SIGNAL TO THE GATE AND THE "OFF" STATE IS ACHIEVED BY INTERRUPTING THE CURRENT FLOWING THROUGH THE SCR OR BY REDUCING THE TERMINAL VOLTAGE TO ZERO BY MEANS OF A CAPACITIVE DISCHARGE. We mentioned before that the SEVCON system uses a resonant charging circuit to switch off the SCR by reducing the terminal voltage to zero. The following description is illustrated by Figures :3a to e. EIRST PULSE © (FIGURES 3a-b) P10-11 en the driver places the FORWARD/KeVERSE SWITCH in the FORWARD irection and provides a speed signal, usually via an ACCELERATOR, the forward direction CONTACTOR is energised. This connects the motor to the battery. At this time SCRA is not conducting. Immediately after the CONTACTOR closes the ELECTRONIC CONTROL MODULE which is usually referred to as the LOGIC UNIT, directs a TRIGGER pulse to SCRB. Current then flows from the battery through the motor and charges the capacitor. When the capacitor is fully charged, the current flowing through the "off" SCR (SCRB) falls to zero and the SCR turns off. These actions serve to prime the circuit, the logic module now directs a trigger pulse to the "gate" electrode of the main SCR. SCRA is fired, becomes conducting and current starts to flow in the motor. This current rises slowly, limited by the motor and lead inductance.FIGURE 1f LOW SPEED CASE SCR CLOSED SWITCH OPEN a BATTERY CURRENT --b--|-----4 --+-----| f--y+———— AVERAGE 8 AVERAGE FREEWHEEL CURRENT cc AVERAGE MOTOR CURRENT D BATTERY FREEWHEEL CURRENT CURRENT FIGURE 1g HIGH SPEED CASE SCR TLOSED SWITCH OPEN YOUU UL == AVAG. MOTE woror = AVAG. BATTERY CURRENT a 4 FREEWHEEL BATTERY FREEWHEEL 1ME——= CURRENT CURRENT SUMMARY THE MOTOR CURRENT IS MADE UP OF A COMBINATION OF BATTERY CURRENT AND FREEWHEEL CURRENT. UNDER ALL CONDITIONS THE AVERAGE MOTOR CURRENT IS EITHER GREATER THAN OR EQUAL TO AVERAGE BATTERY CURRENT VIZ AT LOW SPEEDS MOTOR CURRENT MAY BE SEVERAL TIMES GREATER THAN BATTERY CURRENT. AT HIGH SPEEDS WHEN THE SCR SWITCH IS ONLY OPEN FOR SHORT PERIODS THE MOTOR CURRENT IS ALMOST ENTIRELY MADE UP OF BATTERY CURRENT. 179113052CAPACITOR CHARGE REVERSAL (FIGURE 3c) P12 After the desired "ON" time the Logic Unit instructs SCRC (by means of a voltage pulse to the gate) to turn on. As the SCR is fired into conduction current begins to flow in the circuit and the capacitor Cl discharges into the inductor Ll, via SCRl. As the voltage on Cl decreases, the current in Ll increases. When Cl becomes completely discharged, there is no longer any voltage to increase the current in Ll and the energy which was stored in the capacitor has now been transformed into magnetic energy in Ll. With no sustaining voltage, the magnetic field of the inductor begins to collapse. As it.does so it generates a voltage which charges Cl once again, but this time in the opposite polarity. As the current in Ll falls to zero, most of its stored energy is returned to Cl so that it is now charged once again, this time with its polarity reversed. This process is depicted graphically in FIGURE 2a. Without the SCR in the circuit this process would continue and the energy stored in Cl would once again be transferred into Ll and so on, until all the energy was wasted as heat in the various parts of the circuit. However, by virtue of the SCR's electronic properties of not conducting in a reverse mode, the reversed charge on Cl is trapped by SCRC turning off. C1 IS SHOWN IN ITS CHARGED STATE AFTER SCRB HAS FIRED. IT IS NOW DISCHARGING THROUGH SCRC. L1 AND SCRA CAUSING ITS REVERSAL (see CAPACITOR CHARGE REVERSAL} - + VOLTAGE AT C1 AS A FUNCTION OF TIME VOLTS TO TURN SCRA OFF (FIGURE 3d) CURRENT IN LIAS A FUNCTION OF TIME CURRENT FIGURE 2a -~The reversed charge on Cl causes the self-firing circuit for the "OFF" SCR, SCRB, to fire after a short delay. When this happens it effectively reverses the polarity of SCRA, current ceases to ‘flow and SCRA turns off. TO REPEAT THE CYCLE (FIGURE 3e) P14 Because there is inductance in the circuit (explained previously on page 5) the motor current tries to keep flowing and circulates in the freewheel diode loop. The battery leads * (see note 1*) also possess inductance which, combined with the motor inductance, cause a voltage which is higher than battery voltage to appear at the anode of SCRA. Because SCRB is still in conducting mode this voltage is transferred to Cl and as soon as the capacitor is fully charged to this "peak" voltage, current ceases to flow and SCRB turns off. With Cl now charged, SCRA is again triggered into conduction and the cycle repeats itself. *NOTE 1* THIS INDUCED VOLTAGE (CALLED OVERSWING) IS CURRENT DEPENDENT SO THAT AS MOTOR CURRENT INCREASES SO DOES OVERSWING VOLTAGE AND HENCE THE ENERGY AVAILABLE FOR COMMUTATION. IF EXCESSIVELY LONG BATTERY LEADS ARE USED THE OVERSWING VOLTAGE WILL ALSO BE EXCESSIVE CAUSING A BREAKDOWN OF SCR1. A METHOD OF CHECKING OVERSWING VOLTAGE IS GIVEN IN SECTION VI 9.STEP INITIAL PULSE FORWARD DIRECTION IS SELECTED - FWD CONTACTOR CLOSES AND SCRB IS GATED ON. CURRENT FLOWS FROM BATT+ve, THROUGH THE MOTOR ARMATURE AND SCRB TO CHARGE Cl TO BATTERY POTENTIAL. WHEN Cl IS PULLY CHARGED SCRB TURNS OFF. THIS PULSE OF CURRENT IS INSUFFICIENT TO TURN THE MOTOR. EIGURE 3a Mle FWD REV ‘ ee Lene? FIELD YY D1 { pannsnn== BATTERY I! < m haan Rev 4 FWO LOGIC UNIT —— ACCELERATOR 17811200712STEP 2: ON PULSE SCRA IS NOW GATED ON. CURRENT FLOWS THROUGH THE FIELD, ARMATURE AND SCRA, CAUSING THE MOTOR TO TURN IN THE DESIRED DIRECTION. EIGURE 3b =osemn BATTERY “df SCRA yscre SscRC t i “E |} fe eee C1 A REV 4 FWD LOGIC UNIT ACCELERATOR 11STEP 3: REVERSAL PULSE SCRC IS NOW GATED ON TO DISCHARGE Cl THROUGH Ll AND SCRA. THIS GIVES US A REVERSE CHARGE ON Cl AS SHOWN. SCRC NOW TURNS OFF TRAPPING THIS NEGATIVE VOLTAGE ON Cl. EIGURE 3c BATTERY REV A FWD ACCELERATOR LOGIC UNIT 12STEP 4: OFF PULSE SCRB IS NOW GATED ON FOR THE SECOND TIME: THIS CAUSES THE CATHODE OF SCRA TO BE MORE POSITIVE THAN THE ANODE. THEREFORE CURRENT CANNOT FLOW THROUGH IT, HENCE, IT AUTOMATICALLY TURNS OFF. AS THIS IS HAPPENING Cl DISCHARGES ITS NEGATIVE VOLTAGE AND RETURNS TO A ZERO CHARGE CONDITION. EIGURE 34 BATTERY LOGIC UNIT ACCELERATOR 13STEP 5: FREEWHEEL CURRENT AND RECHARGE Cl AS SCRA TURNS OFF THE FLOW OF CURRENT IS INTERRUPTED. THIS CAUSES THE INDUCED MOTOR VOLTAGE TO FLOW AROUND THE FREEWHEEL DIODE (D1) LOOP AND COMBINE WITH THE VOLTAGE INDUCED BY THE BATTERY LEAD INDUCTANCE: REMEMBERING THAT SCRB IS STILL IN AN ON STATE FROM THE PREVIOUS STEP, IT ALLOWS THIS COMBINED VOLTAGE TO RECHARGE Cl TO A VOLTAGE SOMEWHAT ABOVE BATTERY LEVEL. AS SOON AS Cl IS FULLY CHARGED CURRENT WILL CEASE TO FLOW AND SCRB WILL TURN OFF. Cl IS NOW CHARGED TO A VOLTAGE SOMEWHAT ABOVE BATTERY VOLTS AND THE CIRCUIT IS 'PRIMED' READY TO REPEAT THE CYCLE. EIGURE 3e LEAD ~~~ INDUC TANCE t 1 a ‘ ' +VE 1 o> E : i u | ie 1 ' Le a = [a o1 | 1 MOTOR = ‘A INDUCTANCE | I —L weoeed Eve REV t FWO ACCELERATOR LOGIC UNIT 14PLUG BRAKING With the direction contactors changed over, but the truck still travelling in the forward direction, the armature will generate in the armature/D2 loop. This produces a braking torque and the current decays. Plug braking is maintained by short pulses from SCRA (commutation etc. as before). The connections from D2 to the logic unit detects plugging and only allows short pulses on SCRA. This prevents high and unstable braking torques. Diode D2 effectively short circuits the armature preventing high voltages building up to give dangerously high braking torques. PIGURE 3£ — -9—# 4+ VE TT \ l - | =soe le eros: na 1 E '< 7 16 Ro 0 | ‘AA 4 ' eee a <8 = eo of —________" = VE SCR C x SCRA +] [F-+ = ci REV FW LOGIC UNIT ACCELERATOR 151 a wad ¢ | bet | Mebioctiv Te04 i MTECHNICAL SPECIFICATION Common Operating Parameters Battery supply voltage range: 24 - 80v Standard 96 - 144v High Voltage (Voltage pre-set at factory before despatch) Operating Limits: 60-1108 of nominal supply voltage Type of Source: Lead Acid Minimum Controlled Motor Voltage: 4% of supply (v,) Maximum motor voltage without bypass: @ 24v 938 v, @ Bov 978 ve @ 144 988 ve Minimum Pulse Width: 0.55ms Nominal ‘Period Time: a 7ms Frequency Range: 33. - 150Hz (may be lower during plugging) Type of Control: Variable pulse width and frequency modulation. Type of Motor: Series wound 3 or 4 terminal Built in Contactor Coil Suppressio: Unit Ratings (Dependent upon the unit being firmly attached to an adequate heatsink - see installation section) @ 25°C ambient. MC250 mc400 = mc610 Continuous Current: 120A 150A 200A Maximum Motor Current: (1 min) 400A 500A 750A, (At not greater than 50% ON) a7Unit Ratings @ 40°C ambient Continuous Current: Maximum Motor Current: (1 min) (At not greater than 50% ON) Thermal Trip: Humidity: *Operating Temperature Range: *N.B. the controller is fitted. Storage Temperature Range: Control Inputs: 5 Acceleration Delay: Contactor Coil Current: 18 C250 mc400 = MCG 10 90a 120A 150A 350A 450A 700A, Reduces current limit, not,top speed operates at +85°C (not on MC250) 95% RH @ +40°C (Non condensing) -25°C to +40°C (Pog temperature +40°C please Sevcon Ltd. factors). above consult for derating This refers to the temperature of the enclosure into which -40°C to +85°C Typically a 5K potentiometer between linear connected pins 14 and 4 of output plug B with the wiper connected to Pin 2 min. speed setting with wiper at Pin 4. Add- itionally a 5K variable resistor may be used as an option. Different values of resistor or potentiometer will affect operation of controller = consult Sevcon Ltd. Time to reach 90% of maximum motor voltage variable between 0.5 and 3.5 secs+ 20% (This time may be extended by operation of the current limit or plugging circuits). 3 amps max.FEATURE DESCRIPTION Current Limit: A current limit circuit is included and the setting is pre-set by means of a potentiometer. | The current limit should never be increased above the rating specified for each type of Controller. Plugging: Plugging is preset at our factory. However, this feature is adjustable. The Controller is designed to operate in the plug braking mode, i.e., one can change direction with the foot pedal depressed and the plugging effort is proportional to the foot pedal position. Direction Contactor Arc Suppression: The equipment is designed to ensure that under normal operating conditions the making and breaking of the direction contactors occurs under almost zero current conditions thereby eliminating arcing. Under fault conditions, and in some cases when reversing with the bypass contactor operated, arcing can occur. Bail Safe Circuit: The fail safe circuit is designed to cause the direction contactors to de-energize if the main current carrying thyristor has not been turned off within a preset period of time. As the controller never goes to a full-on condition except when using bypass, the fail safe circuit is always in operation. The fail safe circuit will also detect any condition which creates a short circuit across the main thyristor, including a welded bypass contactor, and in these conditions the forward or reverse contactor is prevented from closing. Due to the fact that it takes approximately 200 milliseconds between the time that the fault is detected and the time that the direction contactors are disconnected and de-energised, the vehicle can lurch between one and three feet when the fail safe circuit is activated. Contactor Coil Suppression Coil suppression circuits for the forward, reverse, bypass and field diversion contactors are included in the logic circuit. ADDITIONAL SUPPRESSION SHOULD NOT BE FITTED TO THE CONTACTORS. Additional opticnal contactors such as pump and power steer, etc., must be suppressed externally to the logic unit. 19NOTE Contactor coil current must not exceed 3A maximum or the logics will be damaged. This is especially important on low voltage twin motor applications where high contactor coil currents are experienced. Transient Interference: The unit is designed to operate with other Sevcontrollers connected to the same battery and will therefore function satisfactorily under these conditions. However, excessive transients on the battery voltage could cause problems and the unit should not be used where: a. Battery transients exceed 200 volts. (350 volts H.V. units) The battery positive potential repeatedly falls below 20% of nominal voltage for periods exceeding 1 milli- second. c. Negative transients will not damage the controller, but may cause abnormal operation. NOTE: WHERE TWO CONTROLLERS (SUCH AS PUMP) USING MC'G! LOGIC, OR ITS DERIVATIVE, ARE OPERATED FROM THE SAME BATTERY, THE -SUPPRESSION PINS ON THE CUSTOMER PLUGS SHOULD BE LINKED TOGETHER TO UTILIZE THE INTERFERENCE SUPPRESSION CIRCUIT BUILT INTO THESE LOGICS. Anti Roli Back: (Current Logics Only) This allows the vehicle to start up on incline at full torque without roll back, provided correct direction is selected. Static Return to off: This is a safety feature which requires that the direction switch be in neutral before the keyswitch is turned ON. It also requires the footswitch to be recycled if the direction switch is in neutral for more than 1 sec with footswitch closed. Reverse Battery Protection: Reverse connection of the battery will not damage the controller, and will prevent any contactors being energised. 20Arcless Direction Contactor Switching Under normal operation contactors open arclessly. This prolongs the life of contact tips and reduces contactor maintenance. isolated Baseplate: Allows the unit to be mounted in any position without additional insulation under the baseplate. Additional Features - Sealed logic for environmental and anti-tamper protection. Spares and Servicing compatibility with other products in the MC range. - Designed for easy installation and servicing. Suitable for use with twin motor drives - see applications and accessories section. ' Standard range of panels, contactors etc., available. ‘Designed to meet relevant B.S., U.L. and F.E.M. standards. e - Also suitable for use with motors with tapped field coils for field diversion. FS1 may be omitted at customers option. (Current Logic only) Over-temperature Protection: (NOT MC250) The controllers include a thermal switgh which measures the temperature of the main heatsink. At 85°C. the switch operates to reduce current limit to a value = 2/3 of that set. If required, additional thermal switches may be fitted in alternative positions. It is suggested that Sevcon be consulted if alternative operation is required. Viz: Motor Temperature Sensing Radio Frequency Emission The controller is designed to conform to the requirements laid down in British Standard 800 when mounted normally in a forklift enclosure. Detailed information and wiring details are available from Sevcon. Please contact Sevcon for specific information and relevant drawings for the units concerned. 21Bypass Operation: Bypass operation is included by connecting a bypass contactor into the circuit. No second microswitch is required, but one may be fitted if desired by referring to the appropriate diagram Bypass operation under current limit conditions is normally inhibited unless the motor voltage is approximately 30% of VB. A customer selectable option (by link from customer plug Pin 12 to B-) allows this to be increased to 90% of VB. (Current Logic only). Bypass operation in current limit (@ 30% VB) is a safety feature designed to enable a vehicle that is stuck in railway lines or potholes, and is in current limit, to get free Adjustments are provided for bypass overcurrent drop out and bypass pull-in delay (variable 0-10 seconds) Refer to Setting Up Procedure Section Field Diversion Operation: Field diversion operation can be obtained by an additional contactor (refer to appropriate wiring diagram). The unit provides adjustments for pull-in and drop-out current settings. Some early units had a single setting for adjustment of pull-in level, grop-out always being twice pull-in setting 22LOGICS CIRCUIT - Description of Operation (See also Ficure 4a) The logic circuit contains all the. light current . control functions and is implemented using analog and digital I.C.'s. The power supply provides regulated and stabilized supply rails from the truck battery. Voltage selection is factory preset. This circuit also feeds the accelerator potentiometer. The clamp and sequence circuit takes inputs from the key, direction, foot, handbrake and seat switches (where fitted) and ensures that the contactors will not energize if the incorrect sequence is selected. It incorporates a static return to off time delay. This circuit also feeds inhibit signals to the oscillators to stop them oscillating and allow them to start up in the correct sequence. Contactor coil suppression components are incorporated in this circuit. (For correct “start-up sequence” see section II.3). The anti roll back circuit contains a memory, which checks that a direction command has been given to go, say forward; if the truck then rolls back, as on a hill start, the plugging circuit, which would normally operate, is inhibited and the controller will run up to a maximum-of current limit allowing a hill start without rolling backwards. During plug braking operation the anti roll back does not operate. The fail safe circuit monitors the length of ON time of the main SCR and if a commutation failure occurs during drive it opens the direction contactors. This circuit also monitors the main SCR before switch on to detect faulty devices or welded bypass contactor tips and prevent the direction contactors from being energized. Activation of the fail safe circuit can result in the vehicle lurching between one and three feet. The oscillator circuit consists of a pair of cross-coupled monostables wired as voltage controlled oscillators. The oscillators feed the power circuit through opto-isolators. Provision is made in the oscillator circuit for synchronizing feeds from other MC controllers connected to the same battery to prevent mutual interference. The accelerator shaping circuit takes the voltage fed from the accelerator potentiometer and shapes it to feed the desired voltage to the ON and OFF oscillators to give the correct pulse width and frequency. This circuit gives rise to the accelerator curve shown in section 1.9. A delay circuit is incorporated in this circuit block so that smooth acceleration is obtained even if the accelerator pedal is suddenly fully depressed. The range of accelerator delay is adjustable over the range of 0.5 to 3.5 seconds. This circuit is also fed from the current limit and plugging amplifiers and ensures that the correct voltage is presented to the oscillators to give the desired percentage ON times when in either current limit or plugging mode. 23The current limit circuit senses the peak motor current by means of the volts drop across a shunt in the battery negative lead. When the peak current reaches the preset value (see setting-up instructions) the output of the circuit goes low, causing the voltage feed to the accelerator shaping circuit to be reduced, thus forcing the controller to stay at maximum current setting Under these conditions the motor is typically 1/3 to 1/2 ON * The plugging circuit senses the voltage across the motor armature to detect plugging. When plugging occurs the circuit output goes low and reduces the ON time of the controller. The plugging severity is preset (see adjustments) by a potentiometer. It is also dependent on the accelerator position, full depression of the pedal giving hardest plugging. The bypass circuit senses the voltage from the accelerator pot and bypass is inhibited until accelerator demand reaches approximately 90%, provided the controller is pulsing at least 30% ON. This is a safety feature so that if the truck becomes stuck and is in current limit, it is possible to bring in bypass and "jerk" the truck out of, for example, railroad tracks. The bypass circuit incorporates a time delay setting (0.5 to 10 seconds) and a bypass overcurrent dropout setting which opens the bypass contactor when the motor current exceeds a preset level, (normally about 150% of main current limit setting). This circuit is fed from the main current limit amplifier. An L.E.D is fitted to the bypass circuit to ease setting up. (See Setting’ Up Instructions Section II.5). At user option bypass may be inhibited until-~motor is 90% ON viz. no bypass under current limi The field diversion circuit closes a contactor to shunt some of the field current through a resistor around the field coils (motor manufacturers do not normally recommend field diversions of more than 50% as this leads to bad commutation). This circuit is equally suitable for use with motors having a field coil tap for field diversion. The field diversion circuit is inhibited until the bypass circuit operates and then closes the contactor provided the motor current is below the cut-in leve (presetable). (See Setting Up Instructions Section 11.5). Latch circuitry is fitted to the options card so that bypass and field diversion are inhibited after an overcurrent dropout until the accelerator is recycled. * An L.I.M. (Low Inductance Motor) module is available to overcome plugging stability problems associated with low inductance motors. In case of plugging difficulty please contact Sevcon Ltd. (See Section VI). 24ry Old ACCELERATOR PLUGGING accet, osc — DETECTOR ‘SHAPING LaroR circurrs circuits Sz FIELD DIVERSION ‘cuncurt ‘CURRENT BYPASS z um 2 s a cincurr ereZOel6et FSi DIRECTION sw) SUPPLY RAILS. [SEQUENCE JcLamps ‘AND Jcontacr DRIVERS FAIL, SAFE circuit ‘SCR B TRIGGER DeLay circurr key sw PoweR SUPPLY circuits oro. CouPLeRS, [DIVERSION t ' ByPASS BAL +VE BAT VE100 - = 80 60) ‘BATTERY Vous 40 20 20 40 60 80 100 % ACCELERATOR POTENT IOMETER 26INSTALLATION GUIDELINES 11.1 MECHANICAL INSTALLATION Pp. 2 11.2 ELECTRICAL INSTALLATION Pp. 3 11.3 START UP SEQUENCE Pp. 4 11.4 PRELIMINARY CHECKS & COMMISSIONING BOS 11.5 SETTING UP PROCEDURE 8 11.6 SETTING UP PROCEDURE (EARLY UNITS) P, 13 I1.7 RECOMMENDED TOOLS AND EQUIPMENT P. 16 This section details the methods of installing the MC range of Sevcontrollers into vehicles, commissioning and setting up details are given, together with the recommended types of tools, instruments and accessories.Ir. MECHANICAL INSTALLATION TRACTION PANEL MOUNTING The baseplate of the controller is electrically isolated from the circuit. To achieve the MC controllers maximum specified rating it must be mounted in intimate contact with a continuous flat metal section of the vehicle frame or other heavy metal part. a. The surface onto which the controller is to be mounted must be flat (max. gap 0.2mm) and have a good surface finish. It should be perfectly clean and free of foundry scale, paint, weld splatter or other substances which might Prevent the panel and the surface from coming together. (Max. gap between panel and surface at any one point is 0.2mm) . b. Special care should be taken around mounting studs or bolt holes to insure that a weld bead or raised tapping burr does not prevent the panel from lying flat against the surface. c. Before fitting the panel, the mounting surface should be smeared with a thin layer of silicone grease or other thermally “conductive compound to eliminate any air voids an@ improve the thermal contact. Sevcon‘can supply MS4 silicone grease. | See spares section for ordering proced- ure. da. Finally, the controlier should be fastened down using all mounting bolts, evenly tightened, taking care not to trap loose’ wires or other foreign objects behind ‘the panel. Recommended fixing is M8 or 5/16" bolt size. Neglect of any of the above points could cause general or local overheating on the SCR controller which would result in operation of the thermal trip and possibly premature semiconductor failure after a period of operation. PROTECTION The controller, mounted in any position and in the prescribed manner, will operate without ventilation. Care should be taken to protect the panel from dirt and moisture. If necessary, a cover may be fitted to prevent the entry of foreign objects. NOTE In the following pages we refer to Dl (freewheel) and D2 (plugging) Diodes. When the equipment is supplied on a panel with contactors, the physical positions of the Diodes may interchange: Dl is always connected to B+ and D2 always has the light wire from Pin 13 of Plug ‘A‘ going to it.11.2 ELECTRICAL INSTALLATION TRACTION PANEL POWER WIRING INSTRUCTIONS The basic power circuit connects the traction panel and its components, the battery, forward/reverse and bypass contactors and the drive motor. All power connection should be made using adequate gauge cable with a crimped or soldered end lug. It is recommended that an air break fuse be installed in the battery positive cable between the battery and traction panel. MC250 - 200 amp fuse, MC400 - 300 amp fuse, MC610 - 500 amp fuse. (Battery current always less than motor current - except when in bypass). Por power connections refer to drawing corresponding to'rodel of traction panel being installed. BATTERY LEADS MUST BE AS SHORT AS POSSIBLE. BASIC VEHICLE WIRING INSTRUCTIONS The basic vehicle wiring harness connects the traction panel, accelerator, key switch, forward/reverse and bypass contec All vehicle wiring to the traction panel and accelerator control unit is vie multi-pin plug and socket (customer plug ‘B'). VEHICLE WIRING HARNESS - CAUTIONS All_vghicle wiring should be made using at least 16/0.2mm (0.5mm*, 19/.0076, 20 AWG) wire. The vehicle wiring harness should be made by measuring wire lengths from the traction panel location along predetermined routes to the various components on the vehicle. Wires should be labelled or keyed to correspond to the wiring run list and/or appropriate drawing. _ Wherever possible they should be routed as far away as possible from power wiring to eliminate any possibility of electrical interference. MULTI-CONNECTOR PLUG In order to facilitate installation and subsequent field service we have incorporated a multi-connector plug to interface the control to the vehicles. The following is a general procedure for installing this plug. Using correct tool, (see spares sec- tion for reference number) crimp pins onto wires terminating at the plug on the controller. Pins are a push and lock fit into plug therefore ensure pins correspond to correct locations in plug. Once fitted they should not be extracted without the correct special tool (see Spares Section for reference no.). NOTE Battery positive (keyswitch link) must be connected to Pin ll of Plug 'B'. On early logics it could be connected to either 11, 12 or 15. TO PREVENT MALFUNCTION ASCERTAIN THE KEYSWITCH LINE IS CONNECTED TO PIN 11 ONLY, WHEN FITTING REPLACEMENT LOGICS.11.3 Introduction For safety reasons a vehicle fitted with an MC controller will not start up unless the correct start up sequence is followed. The MC controller is fitted to a wide range of vehicles, with various driver controls, viz: park/brake switches, seat switches, auxiliary foot switches; which may be connected in differing combinations. The correct sequence of switch operation depends on the individual vehicle, but we may generalize as follows: To Start Up Vehicle (With all switches off) First - Plug in battery Second - Operate Keyswitch Third - Operate direction switch and any other switches except the foot switch. (Handbrake, seat etc.) Fourth - Operate footswitch (startswitch). Static Return to Off-Footswitch (ALL UNITS) If any of the switches.supplying power to the logic card (i.e. Keyswitch) are opened while the controller is pulsing or even simply while the footswitch is closed, then the footswitch will have to be recycled to restart. Static Return to Off-Direction Switch (ALL UNITS) If the direction switch is moved to neutral while the footswitch is closed; and returned to a direction; the vehicle will restart as long as the direction lever was in neutral for less than about 1 second. If the direction switch is in neutral for longer than 1 second and returned to direction, the footswitch will have to be recycled to restart. Combined 7 ry Some vehicles do not have a separate footswitch, but simply use two microswitches as both direction switch and start switch. In this case, the above sequence may not apply. The important thing is that power is supplied to the electronics before the final traction demand switch (FS1) is closed. If in doubt, consult Sevcon.1. All tools, nuts, washers, and other industrial debris has been cleared from the vicinity of all electrical parts. 2. All electrical connections are tight and terminated correctly, especially power connections. 3. Using a suitable ohm meter ensure there are no short circuits between battery positive and negative of the controller (battery disconnected). IMPORTANT SAFETY OPERATION Jack up drive wheels clear of ground and fit axle stands or similar solid chocks, so that they are free to rotate. (This will prevent injury or damage to personnel and equipment.) Fit output plug 'B' to controller. Connect the battery and close the key-switch; select a direction and close the start switch (F.S.1.). 4. With a suitable multi-meter set on the appropriate voltage ranges, check the following pin numbers of plug ‘B' with respect to negative. . PIN_NUMBER 5 CORRECT VOLTAGE 14) 10-12 volts il) Battery volts 6) 0-1 volt ) when reverse ) selected and 8) Battery ) FS1 closed. volts. 6) Battery volts ) When forward ) selected and 8) 0-1 volt ) FS1 closed 4) 5-6 volts 5) 0-1 volts 2) 5-10 volts (Ensure this voltage rises as the footpedal is depressed) 10) Battery volts 7) Battery volts 3) Battery volts 9) Battery volts INCORRECT CONNECTION TO PLUG 'B' WILL PERMANENTLY DAMAGE LOGICS N.B. Ensure Pin 1 is only connected to synchronization bus. This pin in ONLY used when more than one controller is connected to the traction battery.possibly move when full battery voltage is applied to the motor, Open the keyswitch, disconnect the battery and connect a current measuring shunt and D.C. ammeter of suitable full scale deflection for the controller in use, between the armature lead and motor armature. (See Fig. 1, Page 7). Remove the grommets in the logic box cover, reconnect the battery, close the keyswitch, select a direction and operate F.S.1. A contactor should operate and the motor turn. Speed will increase as the accelerator is depressed. With the accelerator fully depressed the bypass contactor should close, followed by the field diversion contactor (if options are fitted). Repeat with opposite direction selected. Check that direction switch caused wheels to rotate in correct direction, if not, reverse either armature or field connections. Bypass weld protection. To simulate a welded bypass contactor the following method should be used. . q INSULATE BOTH THE DIRECTION CONTACTOR TIPS BEFORE CARRYING OUT THE BYPASS WELD TEST. Simulated bypass weid condition can be effected by physically closing the bypass contactor power tips before switching on the keyswitch, direction switch and the start switch. Under bypass weld conditions the direction contactor is prevented from energizing. If the direction contactor does energize and the tips are not insulated, then the motor will accelerate extremely fast since the battery voltage is being applied. If either of the direction contactors energize under “bypass weld" conditions change logics. Remove direction contactor tip insulation. Failsafe check. (Disconnect battery). The safety circuit ensures that if the commutation circuit malfunctions then the direction contactor will be de- energized. e.g. faulty SCRB, SCRC, etc. To simulate a.commutation fault disconnect the lead from the gate of SCRB at the logic box snap connector. (Only SCRB Gate must be disconnected or the logic will be damaged). Connect battery and go through start sequence. If failsafe is working, the direction contactors will close and immediately open with a flash. . If this does not happen the logic is defective and must be replaced. Switch off disconnect battery and restore connections.WARNING ENSURE THAT THE DRIVE WHEELS ARE RAISED CLEAR OF THE FLOOR AND FREE TO ROTATE AND THAT THE TRUCK IS STABLE. WITH THE BATTERY DISCONNECTED, REMOVE ONE END OF THE MOTOR ARMATURE LEAD. FIT A CURRENT MEASURING SHUNT AND D.C. AMMETER OF ADEQUATE RATING BETWEEN THE ARMATURE LEAD AND MOTOR ARMATURE. REMOVE THE GROMMETS IN THE LOGIC ROX COVER, CONNECT THE BATTERY, CLOSE THE KEYSWITCH, SELECT A DIRECTION AND OPERATE FS1.