MP A428 Yale P A418 Hyster

Modello :
P 1.6 – P1.8 – P2.0 – P2.2

Inizio Matricola : A418T…..
Modello : MP 1.6 – 1.8 – 2.0 – 2.2

Inizio Matricola : A428T…..
Chopper : Curtis 1234 o simile
Attenzione
Bagai manualetto con varie info per uso interno ,
occhio alle varie possibili news e adattamenti avvenuti
by release e aggiornamenti ( occhio alle versione eprom e
connettori can - buss e consol ) .
E’ in UK ma si capisce e se posso è un piacere ,
Sem capi né .
Part no.: 4138678 Overhaul: 0 (06/2015)
Technical information for Hyster service

centres
This manual is intended solely for the specialized technicians of

the Hyster service network.
P1.6 - P1.8
A418.....
P2.0 - P2.2
INTRODUCTION SERVICE
IMPORTANT
The Service Manuals are updated regularly, but may not contain the most recent product design modifica-
tions. The updated technical information is in any case available from your nearest authorised Hyster®
dealer. The Service Manuals provide the guidelines for correct maintenance and are designed for use by
appropriately trained technicians. Incorrect maintenance or non-compliance with the instructions contained
in this manual could cause damage to property or injury and even death to people.
We therefore recommend that you read this manual carefully and keep it in a good condition so it is always
decipherable and complete.
This manual does not replace the use and maintenance manual, it is a supplement to it.
Product support group
2
SERVICE INTRODUCTION
SECTIONS
This handbook is composed of the following sections:
Section 1: Presentation
Section 2: Installation and settings
Section 3: Diagnostics and measurements
Section 4: Electrical system
Section 5: Hydraulic system
Section 6: Mechanics
Section 7: Reduction gear
Section 8: Braking system
Section 9: Standard maintenance
Use the sections index with the numbered black bands to go quickly to the desired section.
SYMBOLS
Signals a danger that can cause accidents to people or damage to the machine.
Signals danger due to high temperatures.
Signals important notes or information to take into particular consideration.
Signals disposal/recycling of harmful substances under the protection of current legislation.
INSTALLATION PROCEDURES
For the installation procedures, carry out the reverse procedure to disassembly, observing any notes and
information given for the truck to function properly.
3
GENERAL SAFETY RULES

PERSONAL SAFETY
• Always wear the personal protective equipment in situations requiring it.
• Pay particular attention to the risk of getting crushed due to moving parts, oscillations, material not
properly secured when performing lifting operations or moving loads.
• Do not wear any rings, watches, jewellery, loose or hanging items of clothing such as scarves, unbut-
toned jackets or tops with open zippers that can get caught up in moving parts.
• Never do any cleaning, lubrication or maintenance work with the battery connected.
• Using compressed air to clean the parts, protect yourself with goggles that have side protection. The
maximum air pressure must not exceed 1 bar.
SAFETY AT THE WORKPLACE

• Make sure that all the work tools are perfectly efficient and ready for use. Keep the work surfaces clean
and clear of debris that can come into contact with parts of the machine and cause damage.
• Make sure you keep sparks, naked lights and cigarettes away from fuels or flammable materials such
as the gas of the batteries and fuels.
• Make sure that the work area is ventilated, well illuminated, dry and clean. Remove any puddles of
water or oil stains.
• Make sure that the equipment, devices or lifting machinery used is able to sustain the load in a stable
manner.
• Never use gasoline, diesel fuel or other flammable liquids such as detergents: instead use non-flammable
and non-toxic trade solvents.
• When working outside the garage, move the machine preferably onto the level and block it. If working
on a slope is inevitable, block the machine beforehand and move it onto a level area as soon as pos-
sible with a certain margin of safety.
• Disconnect the batteries and label all the controls to signal that work is in progress. Block the machine
and every attachment that has to be raised.
• Never perform any servicing on the machine with persons at the controls, unless they are accredited
operators and help with the operation to be performed.
• When towing use solely the prescribed coupling points and check that the pins and/or bolts are firmly
secured before pulling. Lift and handle all the heavy parts with lifting equipment of adequate capacity.
Use the lifting eyebolts intended for this purpose. Make sure no one is near the load to be lifted.
• Avoid twisting chains or metal ropes.
• Do not trust bent or damaged chains or ropes: do not use them for lifting or pulling. Always wear the
safety gloves to handle them.
• Do not accumulate rags soaked in grease or oil: they are a great fire hazard. Always put them away
into a closed metal container.
• Used oil must be specially collected. It must not be disposed of into normal drainage system pipes.
Special companies can be employed to dispose of or recycle industrial oils according to the laws in
force in individual countries.
• When welding is necessary, you must use appropriate safety protection: dark goggles, hard hat, overalls,
gloves, safety footwear. Dark goggles must be worn also by those who are not doing the work if they
remain nearby during the welding.
4
• Before using the batteries, make sure that both ends of the cables are connected to the terminals as
prescribed: (+) with (+) and (-) with (-).
• Do not short-circuit the terminals.
• The gas released when charging is highly flammable. When charging, leave the battery compartment
uncovered for more effective ventilation and take off the plugs.
• Never check the battery charge with "jumpers" obtained by putting metal items on the terminals.
• Before taking any action, check that no elements are shorted.
• Always disconnect the battery before working on the electrical system.
• For battery chargers and similar equipment, use solely auxiliary power sources with an effective ground
connection to avoid any electric shocks.
• Fluid passing through a very small orifice can be virtually invisible and have sufficient force to penetrate
under the skin; in such cases, having to make a check, use a card or a piece of wood.
• Having to check the system pressure, use the specific instruments.
BELTS, ROPES AND SUSPENSION ELEMENTS: USER ADVICE

• Keep a record of all the suspension elements used, stating the characteristics of the suspension ele-
ments and the data given on the identification plate .
• Never leave belts, cords or suspension elements in use whose identification plate has been lost.
• Always use belts, ropes or suspension elements of suitable dimensions. Concerning the suspension
elements, take into consideration the lifting angle and any unbalancing of the load.
• The bells on the suspension elements must be sized in proportion to the hook of the overhead travelling
crane and anyhow must be free to move easily.
• Always rest the load in the race of the hook.
• Never load the tip of the hook.
• When lifting, avoid sudden operations that can jerk on the ropes and belts.
• Never do any lifting with the ropes and belts twisted.
• Knots are not permissible. Always protect the ropes and belts when they come into contact with sharp
edges.
• When moving with no load, to prevent impact and accidental hooking, hang the hooks in the bells and
close the safety ones.
Using suspension elements under conditions of unbalanced load

If lifting unbalanced loads it is advised as a precaution to downrate the load capacities of the lifting elements:
• Slings with 2 booms, consider them as corresponding to 1 boom.
• Slings with 3 and 4 booms, consider them as corresponding to 2 booms.
Tips for maintenance
Periodically examine the belts, ropes and suspension elements according to current legislation to define
their state of service.
Change them in the following cases:
• When the components show: deformation, cracks, hollows, cuts or abrasions.
• When the wear of the components exceeds 10% of the original dimensions.
• When the sling shows signs of overloading.
5
Belt capacity table
Colour
purple 1000 2000 1400 800

green 2000 4000 2800 1600
yellow 3000 6000 4200 2400
grey 4000 8000 5600 3200
red 5000 10000 7000 4000
brown 6000 12000 8400 4800
Working load blue 8000 16000 11200 6400
capacity (kg)
orange 10000 20000 14000 8000
orange 12000 24000 16800 9600
orange 15000 30000 21000 12000
orange 20000 40000 28000 16000
orange 25000 50000 35000 20000
orange 30000 60000 42000 24000
Coefficient 1 2 1.4 0.8
Rope capacity table
Track
Colour
(mm)
black 35 500 1000 700 400

purple 50 1000 2000 1400 800
black 50 1500 3000 2100 1200
green 60 2000 4000 2800 1600
Working load yellow 75 3000 6000 4200 2400
capacity (kg) grey 120 4000 8000 5600 3200
red 150 5000 10000 7000 4000
brown 180 6000 12000 8400 4800
blue 240 8000 16000 11200 6400
orange 300 10000 20000 14000 8000
Coefficient 1 2 1.4 0.8
6
Suspension element capacity table
Colour
purple 1000 1400 2100 2100

green 2000 2800 4200 4200
Working load
yellow 3000 3800 6300 6300
capacity (kg)
grey 4000 5600 8400 8400
red 5000 6600 9800 10500
Coefficient 1 1.4 2.1 2.1
Working load capacity: the working load capacity is calculated with an angle at the
centre of 90°
7
TORQUE SETTINGS FOR SCREWS, NUTS AND FITTINGS

Before disassembling the various parts
and nuts and bolts, read the following Nominal TORQUE SETTING Nm
carefully. diameter
Class 8 Class 10
To make the threaded matings secure, LOCTITE 270 is M3 4 5.2
used for tightening the screws.
M4 7 9.15
If it is not possible to unscrew the bolts because this
M5 12.14 14.8
product has been used, avoid applying extensions to
the tools, instead slightly heat the area (at most 50°C) M6 17.2 20.9
so as to eliminate the LOCTITE 270 effect. M8 31.8 38.1
In the cases described, reapply LOCTITE 270 during M10 50.5 60.3
installation in a moderate quantity (30% of the mating M12 74.2 88.5
surface). M14 101.2 120.8
The torque setting used for tightening the threaded M16 138.2 164.9
couplings is extremely important to make the coupling
M18 176.6 203.5
secure and the machine safe.
M20 225.4 259.7
M22 278.8 321.2
The tables on this page give the classes of bolts normally
used with the relevant torque settings. M24 324.8 374.2
M27 422.3 486.5
M30 516.1 594.7
TORQUE SETTING Nm
Pre-load N Class 5.8 Class 8.8 Class 10.9
M4 0.7 7 3 2400 1.92 1.44 3.07 2.3 4.17 3.13

M5 0.8 8 4 3880 3.88 2.91 6.2 4.65 8.43 6.33
M6 1 10 5 5490 6.58 4.94 10.5 7.9 14.3 10.8
M8 1.25 13 6 9990 16 12 25.6 19.2 34.8 26.1
M8 1 13 6 10700 17.1 12.8 27.4 20.5 37.3 27.9
M10 1.5 16 8 15825 31.7 23.8 51 38 69 52
M10 1.25 16 8 16700 33.4 25.1 53 40.1 73 55
M12 1.75 18 10 23025 55 41.4 88 66 120 90
M12 1.25 18 10 25150 60 45.3 96 72 130 98
M14 2 21 12 31400 88 66 140 105 190 145
M14 1.5 21 12 34125 96 72 155 115 210 155
M16 2 24 14 42850 135 105 220 165 300 225
M16 1.5 24 14 45600 145 110 235 175 320 240
M20 2.5 30 17 66875 270 200 430 320 580 435
M20 1.5 30 17 74250 295 225 475 355 650 485
= with lubricant
8
CORRECT METHOD FOR APPLYING FEMALE FITTINGS

To assure a reliable seal between female fittings and the adapters in this manual, it is necessary to observe
the following procedure, which differs from the one for assembling rigid pipes.
Female fittings without a gasket (metal/metal joint)
Screw on the nut by hand and then, with the aid of a wrench, tighten by another quarter turn.
Female fittings with O-ring
Screw on the nut by hand and then, with the aid of a wrench, tighten by another half turn.
In every case make sure that the pipe is properly aligned before tightening the nut on the adapter.
TORQUE SETTINGS
METRIC REVOLVING FEMALE REVOLVING FEMALE jic 37°

Torque setting Nm Torque setting Nm
Outside
UNF UNF
diameter Size
thread Nominal torque min / max thread Nominal torque min / max
of the pipe
M 12x1.5 6 20 15 -25 7/16-20 -4 15 9 - 21
M 14x1.5 8 38 30 - 45 1/2-20 -5 20 13 - 27
8 9/16-18 -6 30 18 - 42
M 16x1.5 45 38 - 52
10 3/4-16 -8 50 30 - 70
10 7/8-14 -10 69 44 - 94
M 18x1.5 51 43 - 85
12 1.1/16-12 -12 98 63 - 133
M 20x1.5 12 58 50 - 65 1.3/16-12 -14 118 73 - 163
14 1.5/16-12 -16 140 90 - 190
M 22x1.5 74 60 - 88
15 1.5/8-12 -20 210 135 - 285
M 24x1.5 16 74 60 - 88 1.7/8-12 -24 290 200 - 380
M 26x1.5 18 105 85 - 125 2.1/2-12 -32 450 300 - 600
20
M 30x2 135 115 - 155
22
25
M 36x2 166 140 - 192
28
M 42x2 30 240 210 - 270
M 45x2 35 290 255 - 325
38
M 52x2 330 280 - 380
42
BSP REVOLVING FEMALE ORFS REVOLVING FEMALE

Torque setting Nm Torque setting Nm
UNF UNF
Size
thread Nominal torque max thread Nominal torque max.
G1/4 20 15 - 25 9/16-18 -4 14 16
G3/8 34 27 - 41 11/16-16 -6 24 27
G1/2 60 42 - 76 13/16-16 -8 43 47
G5/8 69 44 - 94 1-14 -10 60 68
G3/4 115 95 - 135 1.3/16-12 -12 90 95
G1 140 115 - 165 1.3/16-12 -14 90 95
G1.1/4 210 140 - 280 1.7/16-12 -16 125 135
G1.1/2 290 215 - 365 1.11/16-12 -20 170 190
G2 400 300 - 500 2-12 -24 200 225
2-1/2-20 -32 460 490
The values given in the tables refer to galvanized steel fittings. Fittings of other materials
have other values.
9
INSTRUCTIONS FOR INSTALLING FLEXIBLE HOSES AND FITTINGS

Inspection of pipes and fittings
When even just one of the following conditions arises the pipe must immediately be disconnected and
replaced:
• a shift of the connector on the pipe;
• the presence of damage, cuts or abrasions on the surface layer;
• hardening or stiffness of the pipe, the presence of burns or cracks due to heat exposure;
• the presence of cracks, damage or bad corrosion on the connector;
• the presence of leaks along the pipe or at the connector;
• the presence of permanent creases, compression, flattening or twists in the pipe;
• the presence of blisters, softening, wear of the external coat.
Pre-installation inspection
Before installing a flexible hose it is necessary to inspect the pipes carefully. First check that the type, size,
reference code and length are correct, then check there is no debris, blockages, bubbles, peeling of the
outer layer or any other visible defects.
Installation
Avoid twisting the pipe, which could cause it to burst under pressure.
There must be an adequate radius of curvature to prevent constriction and collapse. The life of the assem-
bled pipe decreases considerably when below the minimum radius of curvature.
The pressure can cause changes in the length of the pipe, up to + 2%. It will be wise to have a slightly
greater length than the requirement in order to compensate for these changes.
10
SECTION CONTENTS
Presentation 1
Installation and settings 2
Diagnostics and measurements 3
Electrical system 4
Hydraulic system 5
Mechanics 6
Reduction gear 6
7
Braking system 6
8
Standard maintenance 7
9
11
12
SERVICE PRESENTATION
PRESENTATION
TRUCK PRESENTATION�� 2
VIEWS OF THE TRUCK�� 3
TRUCK IDENTIFICATION DATA AND LOAD CAPACITIES�� 4
TRUCK IDENTIFICATION DATA PLATE�� 4
MAST SERIAL NUMBER STAMP�� 4
LOCATION OF DOCUMENTATION�� 5
GENERAL SPECIFICATIONS�� 6
1
PRESENTATION SERVICE
TRUCK PRESENTATION
The new range of pedestrian tiller operated pallet trucks has a nominal load capacity of from 1600 kg to
2200 kg.
These trucks are electric vehicles on which a battery provides sufficient current for driving and lifting. The
battery is in the compartment on the fork frame and is raised/lowered together with the movement of the
forks. The battery compartment also acts as a load rack and helps keep the load blocked.
The tiller is used to select the various functions, among which steering, selecting the drive mode, braking,
directing the truck and controlling the speed, lifting and lowering of the forks.
2
VIEWS OF THE TRUCK
3
TRUCK AND LOAD IDENTIFICATION DATA

TRUCK IDENTIFICATION DATA PLATE
The truck identification data plate is located in the battery

compartment.
• Manufacturer's name • Max. battery weight

• Model • Min. battery weight
• Serial number • Battery voltage
• Weight without battery • Nominal load capacity
• Year of manufacture • Persons on board
TRUCK SERIAL NUMBER
The truck serial number is stamped on top of

the frame.
4
DATA POSITION
The truck documentation is located in the battery

compartment.
5
GENERAL SPECIFICATIONS
P1.8 - P2.0
1 - Running
2 - Braking
6
1.2 Model P 1.6 P 1.8
1.3 Propulsion: battery, diesel, LPG, petrol, electric Battery Battery
CHARACTERISTICS
1.4 Steering: tiller, pedestrian, standing, sitting tiller tiller

1.5 Load capacity, load Q (t) 1.6 1.8
1.6 Centre of gravity c (mm) 600 600
1.8 Load distance from the load wheel axle(2) x (mm) 955 955
1.9 Wheelbase (WB) (2) y (mm) 1368 1368
2.1 Unladen weight (1) (3) kg 545 545
WEIGHTS
2.2 Load per axle when loaded (front/rear) kg 841 / 1304 893 / 1452
2.3 Load per axle when unladen (front/rear) kg 425 / 120 425 / 120
3.1 Tyres: full rubber, polyurethane, vulkollan (front/rear) polyur. polyur.
WHEELS AND CHASSIS
3.2 Tyre size, front ø (mmxmm) 250 x 75 250 x 75

3.3 Tyre size, rear ø (mmxmm) 85 x 110 85 x 110
3.4 Additional wheels (size) ø (mmxmm) 100 x 40 100 x 40
3.5 Wheels: quantity, (x= traction) (front/rear) 1x+2 / 2 1x+2 / 2
3.6 Front track width b10 (mm) 461 461
3.7 Rear track width b11 (mm) 390 390
4.4 Lifting h3 (mm) 130 130
4.9 Height of tiller in operating position (min/max) h14 (mm) 744 / 1221 744 / 1221
4.15 Lowered forks height h13 (mm) 83 83
4.19 Total length (2)
l1 (mm) 1734 1734
4.20 Length of the forks at the heel (2) l2 (mm) 578 578
DIMENSIONS
4.21 Overall width b1/b2 (mm) 712 712

4.22 Fork size s/e/l (mm) 64 / 172 / 1156 64 / 172 / 1156
4.25 Outer fork gauge b5 (mm) 560 560
4.32 Ground clearance at wheelbase centre m2 (mm) 21 21
4.33 Load dimension b 12 × l 6 crossways b12 × l6 (mm) - -
4.34.1 Working aisle width with 1000 x 1200 pallet (2) Ast (mm) 2337 2337
4.35 Turning radius (2)
Wa (mm) 1535 1535
5.1 Travel speed with/without load km/h 6/6 6/6
5,1,1 Travel speed with/without load............... km/h 6/6 6/6
PERFORMANCE
5.2 Fork lifting speed with/without load m/s 0.04 / 0.05 0.04 / 0.05
5.3 Fork lowering speed with/without load m/s 0.09 / 0.04 0.09 / 0.04
5.7 Gradient, with/without load % 10 / 15 10 / 15
5.8 Maximum gradeability with/without load % 14.5 / 20 14.5 / 20
5.10 Service brakes electromagnetic electromagnetic
6.1 Traction motor, S2 60 minutes kW 1.25 1.25
ELECTRIC MOTORS
6.2 Lift motor, SR 15% rating kW 1.2 1.2

6.3 BS battery, DIN 43531/35/36 A,B,C, no (4) Din 43535 B Din 43535 B
6.4 Battery voltage/nominal capacity (1) V/Ah 24 / 250 24 / 250
6.5 Battery weight (1) (3) kg 212 212
kWh/h at number
6.6 Energy consumption per VDI cycle 0.384 0.384
of cycles
Upd. Drive/lift
data mech.
8.1 Type of control AC ~ Mosfet AC ~ Mosfet
10.7 Noise level at driver's position dB (A) < 70 < 70
(1) On P1.6 P1.8 available batteries 150Ah,210Ah. (2) See “batteries table”
On P2.0 available batteries 150Ah, 210Ah, 250Ah, 315Ah. (3) These values can vary by +/- 5%
On P2.2 available batteries 210Ah, 250Ah, 315Ah. (4) The 150Ah battery is not DIN 43635 B
7
P2.0L - P2.2
1 - Running
2 - Braking
8
1.2 Model P 2.0 P 2.2
1.3 Propulsion: battery, diesel, LPG, petrol, electric Battery Battery
CHARACTERISTICS
1.4 Steering: tiller, pedestrian, standing, sitting tiller tiller

1.5 Load capacity, load Q (t) 2.0 2.2
1.6 Centre of gravity c (mm) 600 600
1.8 Load distance from the load wheel axle(2) x (mm) 955 955
1.9 Wheelbase (WB) (2) y (mm) 1440 1440
2.1 Unladen weight (1) (3) kg 632 632
WEIGHTS
2.2 Load per axle when loaded (front/rear) kg 983 / 1452 983 / 1452
2.3 Load per axle when unladen (front/rear) kg 489 / 143 489 / 143
3.1 Tyres: full rubber, polyurethane, vulkollan (front/rear) polyur. polyur.
WHEELS AND CHASSIS
3.2 Tyre size, front ø (mmxmm) 250 x 75 250 x 75

3.3 Tyre size, rear ø (mmxmm) 85 x 110 85 x 110
3.4 Additional wheels (size) ø (mmxmm) 100 x 40 100 x 40
3.5 Wheels: quantity, (x= traction) (front/rear) 1x+2 / 2 1x+2 / 2
3.6 Front track width b10 (mm) 461 461
3.7 Rear track width b11 (mm) 390 390
4.4 Lifting h3 (mm) 130 130
4.9 Height of tiller in operating position (min/max) h14 (mm) 744 / 1221 744 / 1221
4.15 Lowered forks height h13 (mm) 83 83
4.19 Total length (2)
l1 (mm) 1806 1806
4.20 Length of the forks at the heel (2) l2 (mm) 650 650
DIMENSIONS
4.21 Overall width b1/b2 (mm) 712 712

4.22 Fork size s/e/l (mm) 64 / 172 / 1156 64 / 172 / 1156
4.25 Outer fork gauge b5 (mm) 560 560
4.32 Ground clearance at wheelbase centre m2 (mm) 21 21
4.33 Load dimension b 12 × l 6 crossways b12 × l6 (mm) - -
4.35 Turning radius (2)
Wa (mm) 1607 1607
5.1 Travel speed with/without load km/h 6/6 6/6
5,1,1 Travel speed with/without load............... km/h 6/6 6/6
PERFORMANCE
5.2 Fork lifting speed with/without load m/s 0.04 / 0.05 0.04 / 0.05
5.3 Fork lowering speed with/without load m/s 0.09 / 0.04 0.09 / 0.04
5.7 Gradient with/without load % 10 / 15 10 / 15
5.8 Maximum gradeability with/without load % 14.5 / 20 14.5 / 20
5.10 Service brakes electromagnetic electromagnetic
6.1 Traction motor, S2 60 minutes kW 1.25 1.25
ELECTICAL MOTORS
6.2 Lift motor, SR 15% rating kW 1.2 1.2

6.3 BS battery, DIN 43531/35/36 A,B,C, no (4) Din 43535 B Din 43535 B
6.4 Battery voltage/nominal capacity (1) V/Ah 24 / 375 24 / 375
6.5 Battery weight (1) (3) kg 288 288
kWh/h at number
6.6 Energy consumption per VDI cycle 0.384 0.384
of cycles
Upd. Drive/lift
data mech.
8.1 Type of control AC ~ Mosfet AC ~ Mosfet
10.7 Noise level at driver's position dB (A) < 70 < 70
(1) On P1.6 P1.8 available batteries 150Ah,210Ah. (2) See “batteries table”
On P2.0 available batteries 150Ah, 210Ah, 250Ah, 315Ah. (3) These values can vary by +/- 5%
On P2.2 available batteries 210Ah, 250Ah, 315Ah.
(4) The 150Ah battery is not DIN 43635 B
9
10
SERVICE INSTALLATION AND SETTINGS
INSTALLATION AND SETTINGS

BEFORE INSTALLATION�� 2
WEIGHT TABLE�� 2
MACHINE ASSEMBLY�� 3
LIST OF MATERIALS RECEIVED FROM THE DEALER�� 3
UNLOADING THE TRUCK�� 4
OIL TOP UP�� 5
BATTERY INSTALLATION�� 6
WITH SIDE REMOVAL�� 7
BATTERY CABLE CONNECTION�� 8
LIST AND DESCRIPTION OF ADJUSTMENTS AND SETTINGS TO BE CARRIED OUT�� 9
CHECKING THE CONDITIONS OF USE OF THE TRUCK�� 9
1
INSTALLATION AND SETTINGS SERVICE
BEFORE INSTALLATION
Make sure in advance that all the tools required to unload the truck are available (bridge crane, lift truck,
lifting slings, etc.). Before handover of the truck to the customer it is very important to check the suitability
of the place where the truck is to be used.
WEIGHT TABLE
Weight (exclud- Battery voltage/ Battery
Fork length Overall weight
Model ing battery) capacity weight
mm kg V/Ah kg kg
800 x 520
305 24 / 150 144 449
800 x 560
313 24 / 210-250 212 525
800 x 670
1006 x 520
316 24 / 150 144 460
1006 x 560
324 24 / 210-250 212 536
1006 x 670
1156 x 520
325 24 / 150 144 469
P 1.6 1156 x 560
333 24 / 210-250 212 545
1156 x 670
1400 x 520
339 24 / 150 144 483
1400 x 560
347 24 / 210-250 212 559
1400 x 670
1600 x 520
350 24 / 150 144 494
1600 x 560
358 24 / 210-250 212 570
1600 x 670
800 x 520
305 24 / 150 144 449
800 x 560
313 24 / 210-250 212 525
800 x 670
1006 x 520
316 24 / 150 144 460
1006 x 560
324 24 / 210-250 212 536
1006 x 670
1156 x 520
325 24 / 150 144 469
P 1.8 1156 x 560
333 24 / 210-250 212 545
1156 x 670
1400 x 520
339 24 / 150 144 483
1400 x 560
347 24 / 210-250 212 559
1400 x 670
1600 x 520
350 24 / 150 144 494
1600 x 560
358 24 / 210-250 212 570
1600 x 670
800 x 520 314 24 / 150 144 458
800 x 560 322 24 / 210-250 212 534
800 x 670 333 24 / 310-375 288 621
1006 x 520 325 24 / 150 144 469
1006 x 560 333 24 / 210-250 212 545
1006 x 670 344 24 / 310-375 288 632
1156 x 520 334 24 / 150 144 478
P 2.0 1156 x 560 342 24 / 210-250 212 554
1156 x 670 353 24 / 310-375 288 641
1400 x 520 348 24 / 150 144 492
1400 x 560 356 24 / 210-250 212 568
1400 x 670 367 24 / 310-375 288 655
1600 x 520 359 24 / 150 144 503
1600 x 560 367 24 / 210-250 212 579
1600 x 670 378 24 / 310-375 288 666
800 x 520
322 24 / 210-250 212 534
800 x 560
333 24 / 310-375 288 621
800 x 670
1006 x 520
333 24 / 210-250 212 545
1006 x 560
344 24 / 310-375 288 632
1006 x 670
1156 x 520
342 24 / 210-250 212 554
P 2.2 1156 x 560
353 24 / 310-375 288 641
1156 x 670
1400 x 520
356 24 / 210-250 212 568
1400 x 560
367 24 / 310-375 288 655
1400 x 670
1600 x 520
367 24 / 210-250 212 579
1600 x 560
378 24 / 310-375 288 666
1600 x 670
2
MACHINE ASSEMBLY
LIST OF MATERIALS RECEIVED FROM THE DEALER
5
6
The materials received from the dealer may vary according to whether or not optional accessories are
included.
Ref. Description
1 Truck
2 Batter extension plug (with lateral extraction)
3 External battery charger (optional)
4 Battery
5 Top up bottle for battery electrolyte
6 Rollerway for side battery removal (optional)
3
TRUCK UNLOADING
Equipment and tools
fork lift truck bridge crane 2 lifting slings

load capacity load capacity load capacity
1000 kg 1000 kg 1000 kg
Procedure
Before starting work, ensure that you are wearing suitable
protective clothing.
Phase 1
FORKLIFT TRUCK
Pick up the pallet using the lift truck, raise it and carry it to a safe place,
away from the transit areas of other vehicles and pedestrians.
Phase 2
BRIDGE CRANE - 2 LIFTING SLINGS
Remove the packaging.
Attach the two lifting slings to the lifting attachments on the truck base
(fig.1).
Fig. 1
Ensure that the bridge crane is positioned vertically above
the truck to be lifted.
Attach the lifting slings to the bridge crane, lift the truck off the pallet and
slowly lower it to the ground.
4
TOPPING UP THE OIL RESERVOIR

If required top up the oil in the hydraulic oil reservoir. Before proceeding, make sure that the forks are fully
lowered.
Equipment and tools
B
funnel oil resistant gloves
socket wrench Fig. 1

13 mm
Procedure
Fig. 2
Move the carriage to a safe place, away from areas of
transit of other vehicles and all pedestrians. Set the key
switch to OFF and disconnect the battery.
Phase 1
D
SOCKET WRENCH SIZE 13 mm C
Use the socket wrench to unscrew and remove the motor cover fixing
nuts (ref.A fig.1).
Remove the motor cover by pressing your hands first on the left and then
on the right-hand side to trip the locking clips (ref.B fig.1).
Phase 2
OIL PROTECTING GLOVES - FUNNEL
Unscrew the reservoir cap (ref.C fig.2), place the funnel in the filler hole
and top up the oil level.
Take the oil level in the tank to between the MIN and MAX values (ref.D
fig.2).
At the end of the operation screw the tank cap back on.
5
INSTALLATION OF THE BATTERY

Equipment and tools
bridge crane hexagonal "T"

load capacity spreader bar section spanner
1000 kg 6 mm
Procedure Fig. 1
Move the truck to a safe place, away from the transit areas
of other vehicles and pedestrians.
A
Phase 1
T-HANDLE HEX KEY SIZE 6 mm Fig. 2
Raise the cover of the battery compartment
Using the T-handle hex key, unscrew the battery bracket fixing screw
(ref.A fig.1) and remove the battery bracket.
Phase 2
BRIDGE CRANE - SPREADER BAR
Attach the spreader bar to the bridge crane.
Attach the spreader bar to the battery, lift the battery using the bridge
crane and position it over the battery compartment.
Lower the battery very carefully into the battery compartment (fig.2).
Unhook the spreader bar from the battery.
Phase 3
T-HANDLE HEX KEY SIZE 6 mm
Fit the battery catch back in place. Using the T-handle hex key screw in
the battery bracket fixing screw.
6
WITH LATERAL REMOVAL

Equipment and tools
bridge crane
load capacity spreader bar rollerway
1000 kg
Procedure
Move the truck to a safe place, away from the transit areas
of other vehicles and pedestrians.
Fig. 1
Phase 1
ROLLERWAY
Position the rollerway alongside the battery compartment and adjust the
height so that the top of rollerway is aligned with the bottom of the bat-
tery compartment.
Phase 2
Attach the spreader bar to the bridge crane.
Attach the spreader bar to the battery; lift the battery using the bridge
crane and place it on the rollerway (fig.1).
Detach the spreader bar from the battery and push it very carefully into
the truck compartment to trip the battery catch.
Phase 3
Connect the battery leads to the plug.
7
CONNECTION OF CABLES TO BATTERY

The positive battery terminal is identified with the redmarking or the symbol + , while the negative pole is
identified with bluemarking or the symbol .
The battery connector cables are in turn marked with a red tag for the connection to the positive pole and
a blue tag for the connection to the negative pole.
After connecting the clamps to the battery poles, apply some Vaseline grease to prevent
the risk of oxidation.
_ Tag coloured BLUE

Connection of the cable to
the negative terminal
Tag coloured RED

+ Connect lead to positive
terminal
Negative terminal
coloured BLUE
Positive terminal
_
coloured RED
8
LIST OF THE SETTINGS AND ADJUSTMENTS TO BE CARRIED OUT

After assembling all the machine's components as described in the previous pages, the following operations
must be carried out in the sequence given:
• Checking the conditions of use of the truck
VERIFY THE TRUCK USE CONDITIONS

In order to safeguard the safety of people and goods, before undertaking the following
operations, one should first check:
• The type of load to be moved
• The general conditions of the warehouse, aisles and flooring
Having carried out these assessments verify whether the conditions given are compatible with the perfor-
mance levels set:
• maximum traction speed

• traction acceleration
• reduction of traction speed
• maximum fork lifting/lowering speed
• braking
If necessary, reduce truck performance by using the programmer to customize the truck configuration pa-
rameters (see "TRUCK FUNCTIONS“ section “ELECTRICAL SYSTEM”).
In order not to jeopardize the carriage's safety, the configuration parameter customisation
can only be carried out by exclusively reducing factory values.
Parameter values in excess of those introduced at the factory are not allowed.
9
10
SERVICE DIAGNOSTICS AND MEASUREMENTS
DIAGNOSTICS AND
MEASUREMENTS
DESCRIPTION OF MODULE CONNECTORS�� 2
COMBI MODULE�� 2
MENU�� 4
MONITOR MENU�� 4
DTC CODE.................................................................................................................................................................14
LED BLINKS..............................................................................................................................................................14
COMBI CONTROLLER ALARMS - NODE 30�� 16
TILLER BOARD ALARMS - NODE 60�� 25
ELECTRICAL COMPONENT MEASUREMENTS�� 27
SOLENOID VALVE COILS�� 27
ELECTROMAGNETIC BRAKE COILS�� 27
MOTORS�� 28
1
DIAGNOSTICS AND MEASUREMENTS SERVICE
DESCRIPTION OF MODULE CONNECTORS

COMBI MODULE
A1 - +24V logic power supply from key switch

A2 – Optional buzzer negative
A3 – Down solenoid valve negative
A4 – Pump contactor coil negative
A5 – Electromagnetic brake coil negative
A6 – Main contactor coil negative
A7 - Encoder power supply negative
A8 - Motor temperature sensor input
A9 – Tiller digital input (+24V)
A10 – Not utilized
A11 – Steering system optional sensor input
2

A13 – +24V coil power supply output
A14 – Lifting block optional sensor input
A19 - Not utilized
A20 – Horn negative
A21 – Can bypass termination pin 34
A22 – Belly Switch digital input
A23 – Can High
A25 – 12V MDI output
A26 – 5V output
A28 – Serial line transmission
A29 – Serial line reception
A30 - Not utilized
A31 – CH A encoder input
A32 – CH B encoder input
A34 – Can bypass termination pin 21
A35 – Can Low
3
MENU
The main input and output signals can be measured in real time using the MONITOR function of the pro-
grammer. The programmer acts as a multimeter capable of reading voltage, current and temperature.
Certain of these menu parameters refer to functions whose status is received via Can bus, others refer to
functions directly connected to the analog/digital inputs of the module.
The following list shows the relative measurements:
MONITOR MENU
MAIN MENU MONITOR  System Controller Information
LEVEL 4
TRUCK SERIES
Not used
MODEL
Controller model number
CONTROLLER SERIAL Nu
Controller serial number
CONTROLLER MFG DATE

Date of manufacture of the controller. The first two digits indicate the year, the last three digits indicate the day.
HARDWARE VERSION
Hardware version
OS VERSION
Latest version of the operating system installed
BUILD NUMBER
First version of the operating system installed
START MANAGER VERSION

Version of the Start Manager installed on the controller
PARAM BLOCK VERSION

Version of the Parameter Block installed on the controller
VCL APP VERSION

Version of the programming language software installed
VEHICLE SERIAL NUMBER

Not used
4
MAIN MENU MONITOR  Software Enabled Features
PARAMETER
BUZZER OPTION
Shows whether this option is active on the truck
CHARGER PRESENT
BEVERAGE TRUCK ENABLING

STEER REDUCTION OPTION

ADVANCES TURTLE OPTION

TURTLE ACTIVATION A
LIFT FUNCTION 0-NORM

PERFORMANCE MODE
MAIN MENU MONITOR  Charger Messages
LEVEL 4
CHARGER STATE OF CHARGE
Shows the battery charger status
CHARGER ERROR CODES

CHARGER EVENTS
CHARGER HOURMETER
5
MAIN MENU MONITOR  Throttle Inputs
LEVEL 4
RAW CAN THROTTLE
Numeric status level of traction control butterfly rotation
MAPPED CAN THROTTLE

Percentage status level of traction control butterfly rotation
RAW REDUNDANT THROTTLE

Not used
MAPPED REDUNDANT THROTTLE

Not used
MAIN MENU MONITOR  Tiller Switch Inputs
LEVEL 4
NEUTRAL SWITCH
Traction control throttle level: ON if in rest position
EMER REV SWITCH

Emergency reverse button selection
SNAIL SWITCH
"Snail" mode button selection
HORN SWITCH
Horn button selection
FORK LIFT SWITCH

Slow fork lifting button selection
FORK LOWER SWITCH

Slow fork lowering button selection
MAST LIFT SWITCH

Slow fork lifting button selection
MAST LOWER SWITCH

Forks lowering button selection
6
MAIN MENU MONITOR  Maintenance Timers
LEVEL 4
TOTAL HOURS LEFT
Number of key-on operating hours remaining before servicing
TRACTION HOURS LEFT

Number of traction hours remaining before servicing
PUMP HOURS LEFT

Number of hydraulic pump operating hours remaining before servicing
MAIN MENU MONITOR  Inputs
LEVEL 4
THROTTLE COMMAND
Angular displacement of the traction control butterfly
MAPPED THROTTLE
Angular displacement of the traction control butterfly evaluated after mapping
THROTTLE POT
Not used
BRAKE COMMAND
Not used
MAPPED BRAKE
Not used
POT2 RAW
Not used
MAPPED HYD THROTTLE

Not used
PUMP THROTTLE
Not used
PD THROTTLE
Not used
STEER POT
Not used
STEER ANGLE (DEG)

Not used
7
INTERLOCK
Tiller status level: ON during activation
EMER REV
Emergency direction reversal level: ON during direction reversal
ANALOG 1
Not used
ANALOG 2
Thermal sensor voltage sensor measured on input A8
SWITCH 1
Not used
SWITCH 2
Not used
SWITCH 3
Status level of the tiller measured on input A9
SWITCH 4
Not used
SWITCH 5
Optional steering sensor status level
SWITCH 6
Not used
SWITCH 7
Belly switch status level measured on input A22
SWITCH 8
Not used
DRIVER 1 INPUT
See the parameter main menu monitor / Outputs / Driver 1 PWM
DRIVER 2 INPUT
DRIVER 3 INPUT
DRIVER 4 INPUT
8
PD INPUT
See the parameter main menu monitor / Outputs / PD PWM
DIGOUT6 INPUT
See the parameter main menu monitor / Outputs / Digital Out 6
DIGOUT7 INPUT
See the parameter main menu monitor / Outputs / Digital Out 7
SWITCH 16
Status level of the optional lifting block sensor on input A14
MAIN MENU MONITOR  Outputs
LEVEL 4
ANALOG OUT
Not used
DIGITAL OUT 6
Not used
DIGITAL OUT 7
Status level of the horn control signal on output A20
DRIVER 1 PWM
Percentage level of main contactor coil control on output A6
DRIVER 2 PWM
Percentage level of electromagnetic brake control on output A5
DRIVER 3 PWM
Percentage level of hydraulic pump contactor coil control on output A4
DRIVER 4 PWM
Percentage level of forks down solenoid valve control on output A3
PD PWM
Percentage level of optional buzzer control on output A2
PUMP PWM
Percentage level of control on output A4
PD CURRENT
Current measured on output A2
PUMP CURRENT
Current measured on output A4
9
5 VOLTS
Voltage measured on output A26
12 VOLTS
Voltage measured on output A25
EXT SUPPLY CURRENT

Current measured on outputs A25 - A26
POT LOW
Not used
MAIN MENU MONITOR  Battery
LEVEL 4
BDI
Battery charge percentage level
CAPACITOR VOLTAGE
Voltage at internal capacitor bank, measured at terminal B+ of the controller
KEY SWITCH VOLTAGE

Key switch voltage measured at input A1
INSULATION RESISTANCE
Not used
MAIN MENU MONITOR  Motor
LEVEL 4
MOTOR RPM
Motor speed
TEMPERATURE
Motor temperature read by thermal sensor
MOTORSPEED A
Rpm of phase A of the motor encoder
MOTORSPEED B
Rpm of phase B of the motor encoder
10
MAIN MENU MONITOR  Controller
LEVEL 4
CURRENT (RMS)
Controller current draw
MODULATION DEPTH
Voltage percentage applied to the motor
FREQUENCY
Rotation frequency applied to the motor
TEMPERATURE
Controller internal temperature
MAIN STATE
Status of the main contactor
0 = open
1 = pre-charging
2 = welding check
3 = closing delay
4 = no check
5 = closed (with parameter Main Enable > ON)
6 = delay
7 = arc check
8 = opening delay
9 = error
10 = closed (with parameter Main Enable > OFF)
REGEN
ON during all phases of current regeneration
VCL ERROR MODULE

Software runtime error (code 68); information on the cause/s of the error are saved in the parameters VCL Error
Module and VCL Error.
VCL ERROR
Software runtime error (code 68); information on the cause/s of the error are saved in the parameters VCL Error
Module and VCL Error.
11
MAIN MENU MONITOR  Cutbacks
LEVEL 4
MOTOR TEMP CUTBACK
Percentage of cutback during motor temperature reduction stage
CONTROLLER TEMP CUTBACK

Percentage of cutback during controller temperature reduction stage
UNDERVOLTAGE CUTBACK
Percentage of cutback during under-voltage reduction stage
OVERVOLTAGE CUTBACK
Percentage of cutback during over-voltage reduction stage
MAIN MENU MONITOR  Vehicle
LEVEL 4
VEHICLE SPEED
Speed of the truck
VEHICLE ODOMETER
Distance travelled in forward drive
VEHICLE ACCELERATION
Acceleration of the truck
TIME TO SPEED 1
Time required to reach 0 km/h from a speed value pre-defined in the software
TIME TO SPEED 2
Time required to reach 0 km/h from a speed value pre-defined in the software
TIME BETWEEN SPEEDS

Time taken to get from Speed 1 to Speed 2
TIME TO DIST 1
Time taken to cover a pre-defined distance in the software
TIME TO DIST 2
TIME TO DIST 3
BRAKING DISTANCE CAPTURE

Distance travelled during all phases of the braking action
12
DISTANCE SINCE STOP

Total distance travelled by the truck, calculated as the sum of distances travelled in both directions. This value is
reset to zero each time the truck is stopped.
DISTANCE FINE
Net distance travelled by the truck calculated as the sum of the distances travelled in the direction the operator is
facing (positive value) and in the opposite direction (negative value).
MAIN MENU MONITOR  CAN Status
LEVEL 4
CAN NODE ID
Displays the Can node of the controller
CONTROLLER TEMP CUTBACK

Displays the NMT Can
0= initialization
4=stopped
5= operative
127=pre-operation
13
DTC CODE
The status codes inform the operator of any malfunctioning and incorrect use of the truck.
The status codes are numeric codes that indicate failure or malfunctioning. If, during operation, the truck
is used incorrectly or there is a fault, the key symbol will flash and the status code number will appear
on the LCD screen. If the numeric status code appears, the truck must be checked and repaired by an
authorized engineer.
The causes of each status code are detailed in this manual. This manual also provides detailed trouble-
shooting procedures for the following systems or nodes:
NODE 30: TRACTION CONTROLLER
NODE 60: TILLER CARD
NODE 12: BATTERY CHARGER
The error codes are composed of 5 digits: the first two digits indicate the affected node, the last three
indicate the number of the alarm.
Examples:
30001 – Lift Coil = Alarm Coil3 Open/Short on Combi controller
60058 – Snail = Snail redundant fault alarm on tiller board
12044 – Charger = Charger Fault alarm on optional battery charger
LED BLINKS
The module is equipped with a two-colour status LED (red and yellow) which, in the event of a fault, will
flash the corresponding error code. The red LED flashes once to indicate that the system is about to signal
first digit of the error code, then the yellow LED will emit the number of flashes corresponding to this first
digit. The red LED now flashes twice to indicate that the system is about to signal second digit of the error
code, then the yellow LED will emit the number of flashes corresponding to this second digit.
DTC CODE MDI TXT DTC TXT LED BLINKS

30001 LiftCoil Coil3 Open/short 33
30003 Lwr Coil Coil4 Open/short 34
Coil 1 open/short
30033 MainCoil 31
Main open/short
Coil2 open/short 32
30035 Brake Embrake Open/short 32
embrake failed to set 92
30037 AlrmCoil Coil7 Open/short 27
PD Open/short 35
30039 AlrmCoil
Coil6 Open/Short 26
Thumb Sw Throttle Wiper high 41
30052
Start Up Analog HPD fault 67
30060 Mtr Curr Controller overcurrent 12
30061 Mtr Open motor open 37
Encoder fault 36
30062 Encoder
Encoder LOS 93
30067 MainCont Main contactor welded 38
30068 MainCont Main contactor DNC 39
30069 PreCharg Precharge failed 14
OverHeat Motor temp hot cutback 28
30080
MtTmpSns Motor temp sensor do not display 29
30082 OverHeat overtemp cutback 22
30083 OverHeat Severe overtemp 16
14
DTC CODE MDI TXT DTC TXT LED BLINKS

Severe Undervoltage 17
30086 Low Batt Undervoltage Cutback 23
Severe Undervoltage Shutdown
Overvoltage 18
30087 OverVolt
Overvoltage Cutback 24
external supply out of range
30090 12&5Vout
5v supply failure 25
Current sensor fault 13
30099 CTRLLR
OS general 71
CAN Startup failure 51
30106 CAN Comm
PDO Timeout
HPD Sequencing fault 47
30201 Startup interlock fault 58
EMR HPD 47
30227 Stalled Stall detected 73
30231 Maintremnd Maintenance reminder
EEPROM Failure 46
30232 Software
VCL runtime error 68
Parameter change fault 49
30247 Parametr
motor characterization fault 87
30248 Low Temp Severe undertemp 15
EMR cutback shutdown
60050 EmerRev
Parity belly fault 59
60058 Snail Snail redundant fault 63
60099 CtrlCard Rema tiller fault 53
60210 EmerRev BB sequencing fault 61
60211 Start Up KSI Interlock SRO 62
12044 Charger Charger fault 54
12113 Charger Charger CAN fault 55
15
COMBI CONTROLLER ALARMS - Node 30
ALARM troubleshooting
DTC CODE MDI TXT • Carry out a visual inspection of all the connectors paired with the error code.
Restart the truck and check whether the error code is still present.
30001 LiftCoil CAUSE A
Description: • Disconnect the connectors TS11 and TS12 from the contactor coil and switch
on the truck.
The Combi controller has detected a • Measure the voltage between the connector TS11 and B(-). If the voltage is not
problem on the pump contactor coil. 24 ± 2.5 V DC, check wire 239.
Possible causes: • Disconnect the connector CPS01 from the Combi controller and measure the
resistance between pin 4 and connector TS11. If the resistance is > 1 ohm, check
A. Short circuit or open circuit in the wire W028.
coil wire harness • Measure the voltage between the connector TS12 and B(+) holding down the fork
B. Short circuit or open circuit in the lifting button. If the voltage is not 24 ± 2.5 V DC proceed with cause C.
coil windings CAUSE B
C. Combi controller faulty • Measure the resistance between the two contacts of the contactor coil; if the
resistance is not equal to 55 ± 5.25 ohms, replace the pump contactor.
CAUSE C
• If no trouble is found, replace the controller.
DTC CODE MDI TXT •
Carry out a visual inspection of all the connectors paired with the error code.
30003 LwrCoil CAUSE A
Description: • Disconnect the connector CRS05 from the down valve coil located on the hydraulic
pump and switch on the truck.
The Combi controller has detected • Measure the voltage between connector CRS05 pin 1 and B(-), if the voltage is
a problem on the fork down valve. not equal to 24 ± 2.5 V DC, check wire W239-D.
Possible causes: • Disconnect the connector CPS01 from the Combi controller and measure the
continuity between CRS05 pin 2 and CPS01 pin 3; if the resistance is > 1 ohm,
A. Short circuit or open circuit in the check wire W801.
coil wire harness • Measure the voltage between the connector CRS05 pin 2 and B(+) holding down
B. Short circuit or open circuit in the the fork lifting button. If the voltage is not 24 ± 2.5 V DC proceed with cause C.
coil windings CAUSE B
C. Combi controller faulty • Measure the resistance between the two contacts of the valve coil; if the resist-
ance is not equal to 19 ± 2.0 ohms, replace the down valve coil.
CAUSE C
DTC CODE MDI TXT
• Carry out a visual inspection of all the connectors paired with the error code.
30033 MainCoil Restart the truck and check whether the error code is still present.
CAUSE A
Description:
• With the key in the ON position, disconnect the connector TS07 from the contactor
The Combi controller has detected coil and measure the voltage between the connector TS07 and B(-); if the voltage
a problem in the main contactor coil. is not equal to 24 ± 2.5 V DC, check wire W239-B.
• With the key in the OFF position, disconnect the connector CPS01 from the
Possible causes: Combi controller and connector TS08 (negative) of the contactor coil. Measure
A. Short circuit or open circuit in the the resistance between the connector TS08 and the connector CPS01 pin 6; if
coil wire harness the resistance is > 1 ohm, check wire 075.
B. Short circuit or open circuit in the CAUSE B
coil windings • With the key OFF, measure the resistance between the contacts of the main contac-
tor coil; if the resistance is not equal to 30 ± 3 ohms, replace the main contactor.
C. Combi controller faulty CAUSE C
• If no trouble is found, replace the Combi controller.
16
DTC CODE MDI TXT • Carry out a visual inspection of all the connectors paired with the error code.
30035 Brake
CAUSE A
Description: • With the key in the ON position, disconnect the connector CPS01 from the Combi
controller and measure the voltage between pin 1 of the connector CPS01 and B (-).
The Combi controller has detected
Note the value of the voltage, reconnect the connector CPS01, switch the truck off
a problem in the electromagnetic and back on again. Disconnect the connector CRP04-A from the electromagnetic
brake coil. brake and measure the voltage between pin 1 of the connector CRP04-A and B
(-). If the two voltages measured are not equal, check wire 239.
Possible causes:
CAUSE B
A. Short circuit or open circuit in the • Measure the resistance between pin 1 and pin 2 of connector CRP04-A; if the
coil wire harness resistance is not equal to 23 ± 2.3 ohms, replace the brake coil.
B. Short circuit or open circuit in the CAUSE C
coil windings • If no trouble is found, replace the Combi controller.
C. Combi controller faulty
30037 AlrmCoil CAUSE A
Description: • With the key in the ON position, disconnect the connector TS09 and measure
the voltage between TS09 and B(-). If the voltage is not equal to 24 ± 2.5 V DC,
The Combi controller has detected check wire 239.
an issue with the electronic horn. • Disconnect the connector CPS01 from the Combi controller. Measure the resist-
ance between pin 20 of the connector CPS01 and connector TS09. If the resist-
Possible causes: ance is > 1 ohm, check wire 045.
A. Short circuit or open circuit in the CAUSE B
horn wire harness • With the key in the ON position and holding down the horn button, measure the
B. Problem inside the horn. continuity between the connector TS09 and B(-); if there is continuity, replace
the horn.
CAUSE C
30039 MainCoil
CAUSE A
Description: • With the key in the ON position, disconnect the connector CPS13 from the optional
The Combi controller has detected buzzer and measure the voltage between pin 1 and B (-). If the voltage is not
equal to 24 ± 2.5 V DC, check wire 010.
an issue with the optional buzzer.
• Disconnect the connector CPS01 from the Combi controller. Measure the resist-
Possible causes: ance between pin 2 of the connector CPS01 and pin 2 of connector CPS13. If the
resistance is > 1 ohm, check wire 728.
A. Short circuit or open circuit in the
CAUSE B
optional buzzer wire harness.
• With the key in the ON position and the optional buzzer working, measure the
B. Problem inside the optional buzz- continuity between pin 2 of the connector CPS13 and B(-); if there is continuity,
er. replace the optional buzzer.
17
DTC CODE MDI TXT
30052 Thumb Sw,
Start Up •
Description: CAUSE A
Voltage on pin 16 of the Combi Con- • Perform the correct ignition and start-up procedure.
troller too high. CAUSE B
Possible causes: • Check for a short circuit on pin 16 of the connector CPS01.
A. Incorrect start-up sequence. CAUSE C
B. Short circuit on pin 16 of the con-
nector CPS01.
C. Problem inside the Combi control-
ler
DTC CODE MDI TXT • Check the conditions of the battery and its state of charge.
30060 Mtr Curr Restart the truck and check whether the error code is still present.
The Combi controller has detected • Check the three phases are correctly tightened on the traction motor and Combi
controller.
overcurrent on one of the phases of
• Check the wire harness continuity.
the traction motor.
CAUSE B
Possible causes: • Check whether there is continuity between phases U and V of the traction motor.
A. External short-circuit on connec- If there is not, then replace the traction motor.
tions of phases U, V or W to the • Check whether there is continuity between phases U and W of the traction motor.
motor If there is not, then replace the traction motor.
• Check whether there is continuity between phases W and V of the traction motor.
B. Problem inside the motor. If there is not, then replace the traction motor.
• If no trouble is found, replace the Combi controller
Check the conditions of the battery and its state of charge.
•
30061 Mtr Open Restart the truck and check whether the error code is still present.
The Combi controller has detected • Check the three phases are correctly tightened on the traction motor and Combi
controller.
an open circuit on one of the phases
• Check the wire harness continuity.
of the motor.
CAUSE B
Possible causes: • Check whether there is continuity between phases U and V of the traction motor.
A. Open circuit on connections of If there is not, then replace the traction motor.
phases U, V or W to the motor • Check whether there is continuity between phases U and W of the traction motor.
If there is not, then replace the traction motor.
B. Problem inside the motor.
• Check whether there is continuity between phases W and V of the traction motor.
C. Combi controller faulty If there is not, then replace the traction motor.
CAUSE C
18
30062 Encoder CAUSE A
Description: • Disconnect the connector CPS03 of the traction motor encoder and measure
the voltage between pin 1 and B(-). If the voltage is not equal to 5 ± 0.5 V DC,
The Combi controller has detected check wire 250.
a problem with the encoder of the • Measure the voltage between pin 1 and pin 4 of encoder connector CPS03; if the
traction motor. voltage is not equal to 5 ± 0.5 V DC, check the continuity of wire 102.
• Disconnect the connector CPS01 from the Combi controller and measure the re-
Possible causes: sistance between pin 32 of the connector CPS01 and pin 3 of connector CPS03.
A. Short circuit or open circuit in the If the resistance is > 1 ohm, check wire 578.
motor encoder wire harness • Measure the resistance between pin 31 of the connector CPS01 and pin 2 of
B. Problem inside the encoder. connector CPS03; if the resistance is > 1 ohm, check wire 577.
CAUSE B
• With the battery connected and the traction motor running, compare
the Motor>MotorSpeed A and Motor>MotorSpeedB parameters with the
Controller>Frequency parameter to check the state of the encoder.
CAUSE C
• If no trouble is found, replace the Combi controller
DTC CODE MDI TXT
30067 MainCont Restart the truck and check whether the error code is still present.
• With the key in the ON position, disconnect the connector TS07 from the main
The Combi controller has detected contactor coil and measure the voltage between TS07 and B(-); if the voltage is
that the main contactor is jammed not 24 ± 2.5 V DC, check wire 239.
closed or its contacts are soldered. • Disconnect the connector CPS01 from the Combi controller and the connector
TS08 from the main contactor coil. Measure the continuity between TS08 and pin
Possible causes: 6 of the controller CPS01. If there is no continuity, check wire 075.
A. Short circuit or open circuit in the CAUSE B
main contactor coil wire harness. • With the key in the OFF position, measure the voltage B(+) and B(-) on the Combi
B. Main contactor contacts soldered. controller, if the voltage is 24 ± 2.5 V DC, replace the main contactor.
DTC CODE MDI TXT
30068 MainCont •
The controller has detected that the • With the key in the ON position, disconnect the connector TS07 from the main
main contactor is not closed or is contactor coil and measure the voltage between TS07 and B(-); if the voltage is
jammed open. not 24 ± 2.5 V DC, check wire 239.
• Disconnect the connector CPS01 from the Combi controller and the connector
Possible causes: TS08 from the main contactor coil. Measure the continuity between TS08 and pin
A. Short circuit or open circuit in the 6 of the controller CPS01. If there is no continuity, check wire 075.
main contactor coil wire harness. CAUSE B
• With the tiller in its working position, measure the voltage between terminals B(+)
B. Contactor contacts blocked. and B(-) on the Combi controller. Press the Snail button while measuring the volt-
C. Combi controller faulty age. If no voltage is measured between B(+) and B(-), replace the main contactor.
CAUSE C
19
DTC CODE MDI TXT
•
30069 PreCharge Restart the truck and check whether the error code is still present.
CAUSE A
Description: • Repair or replace the connector or the wire harness paired with the error code.
The Combi controller has detected CAUSE B
an error in charging the capacitor • Disconnect the battery and discharge the capacitor. Reconnect the battery, if
bank. the alarm is still present, check the capacitor voltage and battery voltage on the
Monitor menu. If the voltage of the capacitor and battery are equal, check the
Possible causes: battery charge status.
A- Problem with the Combi controller • If the voltage of the capacitor and battery are not equal, measure the voltage
connections between the terminal of the traction controller B(+) and B(-); if the pre-charge volt-
age is identical to the battery voltage, check for external charges or short circuits.
B- Combi controller faulty
DTC CODE MDI TXT
30080 OverHeat, Mt- Restart the truck and check whether the error code is still present.
TempSns CAUSE A
Description: • Repair or replace the connector or the wire harness paired with the error code.
The motor temperature has reached • Reduce truck use and allow the controller to cool for at least 15 minutes. The
system restarts on reaching temperatures below 115°C for the traction motor
or exceeded the threshold tempera- and 85°C for the traction controller. If the error does not reoccur, we suggest you
ture reread the information on truck use and load capacity.
• If the alarm persists, disconnect the connectors CPS01 and CPS02. Measure the
Possible causes:
resistance between pin 8 of CPS01 and pin 1 of CPS02. If the resistance is > 1
A. Short circuit or open circuit in the ohm, check the continuity of wire 367.
traction motor temperature sensor • Measure the resistance between pin 2 of the connector CPS02 and terminal B(-) on
wire harness. the Combi controller. If the resistance is > 1 ohm, check the continuity of wire 101.
B. Combi controller faulty CAUSE B
DTC CODE MDI TXT
30082 OverHeat •
Description:
CAUSE A
: The Combi controller is operating in • Return the temperature to below the maximum limit of 85°C, release all the tiller
high temperature conditions (above controls, remove all loads from the truck, switch off the truck, wait a few minutes,
85°C) then switch it on again. Check the load handled and reduce truck use. See whether
the error code reappears.
Possible causes: CAUSE B
A. Truck overloaded. • Check that the module is installed correctly.
B. Combi controller incorrectly in- CAUSE C
stalled. • If no trouble is found, replace the controller.
20
ALARM breakdown search

DTC CODE MDI TXT
•
30083 OverHeat Restart the truck and check whether the error code is still present.
CAUSE A
Description:
• Return the temperature to below the maximum limit of 95°C, release all the tiller
The Combi controller is operating controls, remove all loads from the truck, switch off the truck, wait a few minutes,
in too high temperature conditions then switch it on again. Check the load handled and reduce truck use. See whether
(above 95°C) the error code reappears.
CAUSE B
Possible causes:
• Check that the module is installed correctly.
A. Truck overloaded. CAUSE C
B. Combi controller incorrectly in- • If no trouble is found, replace the controller.
stalled.

DTC CODE MDI TXT
30086 Low Batt
Description: Restart the truck and check whether the error code is still present.
CAUSE A
The Combi controller has detected
a low voltage condition on the bank • Repair or replace the connector or the wire harness paired with the error code
of capacitors • Measure the voltage between B(-) and B(+); if the voltage is not equal to 25 ±
0.5V DC, charge the battery.
A. Low battery charge, battery resist- • Measure the voltage between terminal B(+) and B(-) of the Combi controller, if the
ance too high. pre-charge voltage is not equal to the battery voltage, check the cable B(+). Check
the cable continuity, check the tightening of the connector on the controller. Check
B. Error in the Combi controller wire the state of the fuses FU1 and FU2. Check the main contactor works properly.
harness. CAUSE C
C. Combi controller faulty • If no trouble is found, replace the controller.

DTC CODE MDI TXT
30087 OverVolt Restart the truck and check whether the error code is still present.
The Combi controller has detected • Repair or replace the connector or the wire harness paired with the error code
a high voltage condition on the bank • Measure the voltage between terminals B(-) and B(+) of the Combi controller; if
the voltage is higher than 26V DC, check that the battery voltage is 24V and that
of capacitors
it is correctly connected to the truck.
A. Voltage on the Combi controller • Measure the voltage between terminal B(+) and B(-) of the Combi controller, if
terminals too high. the pre-charge voltage is not equal to the battery voltage, check the cable B(+).
Check the cable continuity, check the tightening of the connector on the controller.
B. Error in the Combi controller wire Check the state of the fuses FU1 and FU2.
harness. CAUSE C
C. Combi controller faulty • If no trouble is found, replace the Combi controller.
21

30090 12&5Volt CAUSE A
Description: • With the key in the ON position, disconnect the connector CRS07 from the MDI
display: switch the truck off and on. If the alarm is no longer present continue
The traction controller has detected with Cause B.
a fault in the 5/12 Volt output power • With the key in the ON position, disconnect the connector CPS03 from the trac-
supply. tion motor encoder: switch the truck off and on. If the alarm is no longer present
continue with Cause C.
Possible causes: • If the alarm persists, measure the supply voltages of the encoder and MDI on the
A. Fault in the wire harnesses Combi controller referring to the wiring diagram.
B. Fault in the MDI display CAUSE B
C. Fault in the traction motor encoder • If the fault disappears on disconnecting the MDI display and reappears on recon-
necting it, replace the MDI display module.
D. Combi controller faulty CAUSE C
• If the fault disappears on disconnecting the traction motor encoder and reappears
on reconnecting it, replace the encoder sensor.
CAUSE D

DTC CODE MDI TXT
30099 CTRLLR
Description: Restart the truck and check whether the error code is still present.
The Combi controller has detected CAUSE A
an issue with the values of the trac- • Check the wire harnesses of the traction motor phases: check for a short-circuit
tion motor currents. or low impedance on the phases U, V and W.
• Check the motor parameters are correct.
A. Dispersion of current from phases • If no fault is found in the wiring or the parameters but the alarm persists, then the
U, V or W to the truck chassis problem lies in the module.
(short circuit of motor stator)
B. Combi controller faulty.

DTC CODE MDI TXT
30106 CAN Comm
Description:
The tiller board fails to communi-
cate with the Combi controller via • Carry out a visual inspection of all the connectors paired with the error code.
CANbus. Restart the truck and check whether the error code is still present.
Possible causes: • Check the wiring harness between the Combi controller (pin 23 and pin 35) and
the tiller board (CRS 18 connector pin 4 and pin 3).
A. CANbus communication error – • Check that the connectors are clean.
no reception of the message via
CAN
B. Error in the tiller board wiring har-
ness – short circuit or open circuit
on pins 23 and 35 of the Combi
controller.
22

DTC CODE MDI TXT
30201 Startup •
Description:
CAUSE A
Incorrect start-up and firing se- • Follow the correct start up sequence
quence sequence.
CAUSE B
Possible causes: • Check the tiller wiring and the electrical panel wiring
A. Incorrect start-up sequence • Check condition of pushbutton connectors, clean if necessary.
B. Wire harness or connectors or • Check that all the tiller controls have been released.
push buttons damaged

DTC CODE MDI TXT
• Make sure there is nothing obstructing the transmission and the wheels.
30227 Stalled • Carry out a visual inspection of all the connectors paired with the fault code. Restart
Description: the truck and check whether the error code is still present.
• Make sure the electromagnetic brake is raised when a request is made for traction
The Combi controller has detected and that it lets the motor turn freely.
the traction motor is stalled.
•
Possible causes: CAUSE A
A. Encoder wire harness damaged • Check the encoder connections: check the continuity of wires 250, 577, 578 and
102. Check the condition of the connector CPS03.
B. Motor encoder damaged
CAUSE B
C. Traction motor faulty • With the battery connected and the traction motor running, compare
D. Combi controller faulty the Motor>MotorSpeed A and Motor>MotorSpeedB parameters with the
Controller>Frequency parameter to check the state of the encoder.
CAUSE C
• Check continuity of the 3 traction motor phases. If two phases do not have con-
tinuity, replace the traction motor.
CAUSE D

DTC CODE MDI TXT
30231 Maintremnd
Description:
Warning that you need to perform • Perform regular maintenance.
regular maintenance. • Reset the regular maintenance counters.
Possible causes:
A. Time interval until regular mainte-
nance is due.
23

DTC CODE MDI TXT
30232 Software
Description: • If this error occurs after editing parameters or installing new software, restore
The Combi controller has detected a conditions existing prior to the error.
problem with the controller software • Download and install the correct software; use the standard parameter configura-
or parameter settings. tion.
• Turn off and restart the truck.
Possible causes:
• If no fault is found and the alarm persists, then the problem lies in the module
A. Incorrect installation of new soft-
ware
B- Incorrect changes to the configu-
ration of the parameters

DTC CODE MDI TXT
30247 Parameter
Description:
The Combi controller has detected • Switch the truck off and on: check whether the error is still present.
a fault in the configuration of the • Restore the original configuration of the parameters.
parameters
Possible causes:
A. Incorrect configuration of the
parameters

DTC CODE MDI TXT
30248 Low Temp
Description:
CAUSE A
The Combi controller is operating in • Bring the temperature to above the lower limit of -30°C, release all tiller controls,
low temperature conditions (below turn off and restart the truck.
-30°C). CAUSE B
Possible causes: • If no fault is found and the alarm persists, then the problem lies in the module.
A. Operating temperature too low

B. Fault with the temperature sensor
in the controller
24
TILLER BOARD ALARMS - Node 60

DTC CODE MDI TXT
60050 EmerRev
Description:
The tiller board has detected an
incorrect start-up sequence or a • Release all the tiller controls
problem with the belly switch. • Check that the Belly button is released
• Switch the truck off and on: check whether the problem is still present.
Possible causes:
A. Incorrect start-up sequence
B- After an emergency reversing
manoeuvre, some of the inputs
may not have returned to neutral
position.

DTC CODE MDI TXT
60058 Snail
Description: • Carry out a visual inspection of all the connectors paired with the error code.
The tiller board sends the Snail but- Restart the truck and check whether the error code is still present.
ton signal via Can but the signal is CAUSE A
not present on pin 7 of connector X1 • Check the continuity of the wire from pin 7 of connector X1.
of the tiller board. CAUSE B
• Check for 24 V on pin 7 of connector X1 when the Snail button is active.
Possible causes:
A. Fault in the wiring harness of the
signal on pin 7 of connector X1.
B. Tiller board faulty

DTC CODE MDI TXT
60099 CtrlCard • Carry out a visual inspection of all the connectors paired with the error code.
Description: • Check that all the tiller controls are released.
Issue with the tiller board • Switch the truck off and on and check whether the problem is still present.
Possible causes:
A. Tiller board faulty

DTC CODE MDI TXT
60210 EmerRev
CAUSE A
Description:
• Release all the tiller controls. Do not activate the Belly button with the tiller in the
The tiller board has detected the rest position.
Belly button is active with the tiller in CAUSE B
the rest position. • Check the operation of the Belly button.
Possible causes:
A- Incorrect start-up sequence
B- Belly button shorted.
25

DTC CODE MDI TXT
60211 Start Up • Carry out a visual inspection of all the connectors paired with the error code.
Description:
CAUSE A
The tiller board has detected an error • Perform the correct truck start-up procedure. Do not switch on the truck with the
in the truck start-up phase. tiller in the operating position.
• Check the state of the tiller sensor.
A. Switching on the truck with the
tiller in the operating position
B. Tiller sensor short circuited
26
ELECTRICAL COMPONENT MEASUREMENTS

SOLENOID VALVE COILS
Ref. solenoid valve Value measured (Ohm)
1 Q1 27
ELECTROMAGNETIC BRAKE COILS
Traction wheel electro-

magnetic brake
Coil Value measured (Ohm)
Electromagnetic
17.9
brake
27
MOTORI
Per misurare l’isolamento del motore scollegare i cavi delle fasi (U,V, W). Collegare un puntale del tester
alla fase U e l’altro puntale sulla carrozzeria. Il valore di resistenza ( ) indicato dal tester deve essere
infinito ( ). In caso contrario il motore non è isolato e il modulo relativo al motore interessato diagnostica
l’allarme “capacitor charge”.
Ripetere l’operazione per le altre due fasi (V,W).
28
SERVICE ELECTRICAL SYSTEM
ELECTRICAL SYSTEM
WIRING DIAGRAMS �� 2
ELECTRICAL COMPONENTS�� 8
KEY TO ELECTRICAL COMPONENTS�� 8
TILLER BOARD�� 10
CONTROLS�� 12
KEY TO TILLER CONTROLS AND MAIN PANEL�� 12
DISPLAY (BATTERY CHARGE LEVEL INDICATOR)�� 14
BATTERY CHARGE LEVEL INDICATOR�� 15
MAINTENANCE AND WARNINGS INDICATOR�� 15
TRUCK FUNCTIONS�� 16
FORWARD/REVERSE TRACTION�� 16
CONTROLS�� 16
CONFIGURATION PARAMETERS�� 17
SPEED AND ACCELERATION�� 17
SPEED REDUCTION AND TRACTION LOCKOUT.�� 17
MODE SELECTION....................................................................................................................................................17
BRAKING.�� 18
EMERGENCY REVERSE MANOEUVRE.�� 18
SNAIL FUNCTION�� 19
STEERING SYSTEM�� 20
CONTROLS�� 20
SPEED REDUCTION OPTION..................................................................................................................................20
SPEED REDUCTION WITH TRACTION WHEEL STEERED....................................................................................20
FORK LIFTING/LOWERING�� 21
CONFIGURATION PARAMETERS�� 21
LIFTING LOCKOUT WITH LOW BATTERY�� 22
TIMED LIFTING LOCKOUT�� 22
END POINT SLOWDOWN LIFTING/LOWERING FORKS�� 22
LIFTING WITH INTELLIGENT LIFT OPTION.............................................................................................................22
ACCESS TO PARAMETERS VIA THE CONSOLE......................................................................................................23
MENU SEARCH AND PARAMETER MODIFICATION PROCEDURE................................................................................23
ALARM DISPLAY PROCEDURE...............................................................................................................................25
BOOKMARK..............................................................................................................................................................26
STANDARD CONFIGURATION OF MODULE PARAMETERS�� 27
MODULE PARAMETER DESCRIPTION....................................................................................................................29
MODULE: INTRODUCTION.......................................................................................................................................35
MODULE REPLACEMENT..........................................................................................................................................37
REMOVAL OF ELECTRICAL COMPONENTS...............................................................................................................39
REPLACEMENT OF THE GENERAL EMERGENCY SWITCH.................................................................................39
DISPLAY REPLACEMENT..........................................................................................................................................40
REPLACEMENT OF THE KEY SWITCH...................................................................................................................41
REPLACEMENT OF THE HORN...............................................................................................................................42
FUSE REPLACEMENT...............................................................................................................................................43
TILLER BOARD REPLACEMENT..............................................................................................................................44
REPLACEMENT OF TILLER BUTTONS.......................................................................................................................45
REPLACEMENT OF THE TILLER CONTROL SPRINGS...........................................................................................46
REPLACEMENT OF THE TILLER ENABLE SENSOR..................................................................................................48
REPLACEMENT OF OPTIONAL STEERING SENSOR.................................................................................................50
1
GENERAL NOTES
THIS WIRING DIAGRAM SHOWS ALL THE OPTIONS. YOUR MODEL MIGHT YOUR MODEL DOES NOT HAVE ALL THE OPTIONS SHOWN IN THIS ALL THE WIRES HAVE A CIRCUIT MARKED ON THE SURFACE ID
NOT HAVE ALL THE OPTIONS INDICATED WIRING DIAGRAM. REFER TO THE WIRING DIAGRAM FOR EACH
ALL THE WIRES ARE WHITE UNLESS OTHERWISE SPECIFIED
CONFIGURATION TO DETERMINE THE EXACT CONTENT.
REFER TO THE INSTRUCTIONS TO IDENTIFY THE CORRECT CONNECTION ALL THE WIRES ARE BLACK UNLESS OTHERWISE SPECIFIED
OF ALL THE OPTIONS CIRCUIT IDENTIFICATION COLOURS APPROX. 900 DEDICATED FOR CAN-LO BUSS - GREEN WIRE
RED RED CIRCUIT BATTERY LEVEL APPROX. 901 DEDICATED FOR CAN-HU BUSS, YELLOW WIRE
REFER TO THE WIRING DIAGRAM OF EACH CONFIGURATION TO
DETERMINE THE EXACT CONTENT WIRES 900 AND 901 MUST BE TWISTED
GRN GREEN - GREEN GROUND SIGNAL AND CAN BUS
COMMiniCATION CIRCUIT CIRCUITS 101-104 ARE LOW CURRENT GROUND
ALL COMPONENTS ARE SHOWN IN THEIR NORMAL POSITION. ALL
SWITCHES ARE SHOWN IN THEIR STATIC POSITION BLK BLACK - HIGH CURRENT (HIGHER THAN THE AMPERAGE OF CIRCUITS WITH THE FOLLOWING IDENTIFICATION NUMBERS ARE USED
THE LINE FUSES ON CIRCUITS WITH BATTERY LEVEL VOLTAGE
REVERSE AND DIRECTIONAL DRIVE WITH FORKS - CIRCUITS 10, 35, 79 AND 239
YEL YELLOW - CAN/BuS HI CIRCUIT COMMUNICATION
ALL TERMINALS NOT USED MUST BE FIXED TO A MAIN WIRE HARNESS ORN CIRCUTS 33 CIRCUITS AT 12 VOLTS 1S A
ORANGE - 5 VOLT CIRCUITS
CIRCUTS 250 CIRCUITS AT 5 VOLTS 1S A
PNK PINK - 12 VOLT CIRCUITS
THE FOLLOWING CIRCUIT IDENTIFICATION NUMBERS ARE USED FOR
WHT WHITE - ALL THE OTHER CIRCUITS THE GROUND SIGNALS
-101 TO 104
DIAGRAM / ELECTRICAL SYMBOLS GENERAL ABBREVIATIONS

REF-DES PREFIX “CPS” REF-DES PREFIX “CRP” ALTERNATING CURRENT - AC HEATER - HTR
CONNECTOR PLUG SOCKET CONNECTOR TERMINAL PIN
AMPERES - A HYDRAULIC - HYD
BATTERY - BATT LEFT HAND - LH
REF-DES PREFIX “CPP” REF-DES PREFIX “CRP”
CONNECTOR PLUG PIN CONNECTOR SOCKET BDI - BATTERY LIGHT - LGT
DISPLAY INDICATOR MOTOR - MTR
(CXX #) THE CONNECTORS IN BRACKETS MIGHT NOT BE LABELLED
CIRCUIT - CKT NEGATIVE - NEG
REF-DES PREFIX “TS” REF-DES PREFIX “TP” CONNECTOR - CONN OUTPUT- OUP
TERMINAL SOCKET TERMINAL PLUG
CONTACTOR - K PRESSURE - PRESS
CONNECTOR BLADE CONTROLLER - CNTLR PROXIMITY - PROX
FEMALE CYLINDRICAL DIAGNOSTICS - DGS RIGHT HAND - RH
MALE CYLINDRICAL CONNECTOR
CONNECTOR
DIODE - D SENSOR - SEN
INSULATED CONNECTOR INSULATED BLADE DIRECT CURRENT - DC SIGNAL - SIG
RING DISCONNECT - DISC STEERING - STEER
DISPLAY - DISP SWITCH - SW
SPADE
DRIVE - DR TEMPERATURE - TEMP
DOUBLE-SIDED SPADE EXAMPLE - EX TRACTION - TRAC
FUSE - FU TRANSDUCER - XDCR
DOUBLE-SIDED CONNECTOR GROUND - GND VOLTS - V
WIRE HARNESS - HRN
INSULATED DOUBLE-SIDED CONNECTOR
NOTE COUPLING CIRCUIT NODE
CABLE CABLE W / ELECTRIC CORD OPTIONS

BIPOLAR
REPRESENTS M BIPOLAR ELECTRIC CORD
FOR THE OPERATION OF THE TRUCK OPTIONS, FOLLOW THESE INSTRUCTIONS:
OPTION A - BRAKING INHIBITION OPTION: NOT AVAILABLE IN THE EMEA

VERSION
OPTION B - 20 AMP CHARGER

DISCONNECT THE INTERLOCK KEY SWITCH CRS 01-A 8 CPP 01-A CONNECT
THE LEADS OF THE CHARGER (NOT LABELLED CPP 01-8) AT THE KEY SWITCH
CRS 01-A.
CONNECT TO THE PORT AND TO THE LEADS OF THE CHARGER.
DOES NOT REQUIRE CAN COMMUNICATION.
30 AMP CHARGER OPTION: NOT AVAILABLE IN THE EMEA VERSION
OPTION C- CONNECT CPP 01-A TO THE INTERLOCK SELECTOR CRS 01-A

CONNECT THE PORT CABLES TO THE CHARGER
CONNECT THE MAIN WIRE HARNESS CPS 12 OPTIONS TO CRP 12
SUB-WIRE HARNESS CRP 12, LOCATED AT THE LOWER END OF THE CONTROL
PANEL. CONNECT THE SUB-WIRE HARNESS OPTIONS CRS 15 TO THE CAN
BUSS PORT OF THE CHARGER
OPTION D - BEVERAGE OPTION: NOT AVAILABLE FOR THE EMEA VERSION
OPTION E- THE FOLLOWING OPTIONS USE A SUB-WIRE HARNESS

THAT CONNECTS TO THE TRUCK'S MAIN WIRE HARNESS. FOR PROPER
FUNCTIONALITY OF THE FOLLOWING OPTIONS, THE SUB-WIRE HARNESS
MUST CONNECT TO CPS 12 ON THE MAIN WIRE HARNESS, LOCATED AT THE
LOWER END OF THE CONTROL PANEL.
CAN BUSS PORT CHARGER
THIS OPTION ALSO USES THE SUB-WIRE HARNESS OPTION.
REFER TO NOTE C.
BACK UP ALARM
OPTIONS INCLUDE LIGHT OR BUZZER. CONNECT THE AVAILABLE OPTION TO
CPS 15 ON THE SUB-WIRE HARNESS OPTIONS
LIFTING INTERLOCK SENSOR

THE PROXIMITY SENSOR MUST BE POSITIONED ON THE LOWER RIGHT
CORNER OF THE CONTROL PANEL. CONNECT THE PROXIMITY SENSOR TO
CRP 14 ON THE SUB-WIRE HARNESS OPTIONS.
. .
OPTION F- TO USE THE KEYPAD OPTION, DISCONNECT AND DISCARD THE
CONNECTORS OF THE SELECTOR TS04 AND TS05. CONNECT THE TABS OF
THE KEYPAD WIRE HARNESS TERMINAL TP 14-B AND TP 15-B TO THE WIRE
HARNESS TERMINAL SOCKETS TS 14-A AND TS 15-A. CONNECT CPS 17 TO
THE KEYPAD CONNECTOR. CONNECT TS13 TO THE MAIN CONTACTOR AND
TS 16 TO B- OF THE CONTROL DEVICE
OPTION G- AUTO-LIFTING SENSOR: NOT AVAILABLE IN THE EMEA VERSION
OPTION H- MULTI-CAN BAR BOARD OPTION FOR THE EUROPEAN, MIDDLE

EAST AND AFRICAN MARKET
OPTION J- OPTION RESERVED FOR EMEA COUNTRIES

TS15-A AND TS14-A WILL BE DIRECTLY CONNECTED TO THE SELECTOR. NO
JUMPER WIRE W010-B AND W079-B WILL BE CONNECTED TO THE SELECTOR

O P T I O N R ES E RV E D F O R E M EA
COUNTRIES
MAIN WIRE HARNESS OPTIONS

IN THE SCHEMATIC SECTION OF THE ELECTRICAL SYSTEM
THE CONNECTOR CPS 12 / OPTIONS
IS LOCATED ON THE RIGHT-HAND SIDE
OF THE DRAWING
THE CONNECTION IS LOCATED NEAR

THE MOTOR PHASE WIRES
AND THE MDU POSITION
ELECTRICAL SYSTEM SERVICE
ELECTRICAL COMPONENTS
IDENTIFICATION OF ELECTRICAL COMPONENTS
Ref. Description
1 Main contactor - emergency button

2 Battery charge level indicator (display)
3 Power fuse - 175 A
4 Key switch
5 Electronic control
6 Electromagnetic brake
7 Traction motor
8 Pump motor
9 Pump contactor
10 Horn
11 Battery charger socket
12 Battery charger
8
1 2 3
10
11
4
9
12
9
TILLER DIAGRAM
Ref. Description
1 Rapid reverse microswitch

2 Micro slow progress enabling with vertical tiller
3 Tiller control cable connection connector
4 Unused connector
5 Unused connector
6 Lifting ON/OFF button connector
7 Lowering ON/OFF button connector
8 Lifting ON/OFF button connector
9 Lowering ON/OFF button connector
10 Unused connector
11 Connector not used
14 Horn microswitch
10
14
13
12
11
10
4
5
11
CONTROLS
IDENTIFICATION OF TILLER CONTROLS AND MAIN PANEL
4 5 5 4
2
3
12
Ref. Description
1 Quick reverse button

2 acoustic buzzer button
3 Forward reverse traction throttle
4 Fork lowering button
5 Fork lifting button
6 Slow travel enabling button with tiller in rest position
7 Emergency button
8 Keyswitch
13
DISPLAY (BATTERY CHARGE LEVEL INDICATOR)
2 3 4
Ref. Description
1 Total operating hours and alarms indicator

2 Green LED - hour meter ON
3 Yellow LED - battery low
4 Red LED - alarm and maintenance warning
On starting the truck (key-on) the MDI performs a number of tests, and each element will illuminate for one
second. On completion of the tests, the display will show the total truck operating hours for a few seconds,
followed by the battery charge status. The green operating LED will illuminate.
14
When the tiller is lowered or a traction command is given, the total number of traction hours are displayed
for a few seconds.
When a lifting or lowering command is given, the total operating hours of the truck pump appear on the
display for a few seconds.
BATTERY CHARGE LEVEL INDICATOR

The battery charge status is indicated on the display.
When the battery charge state reaches 20% the fork lifting is inhibited.
The "battery low" indicator LED illuminates.
To reset the low battery charge indicator, recharge the battery. When
the charge level reaches 75%% the "battery low" indicator is reset
and fork lifting is enabled.
ALARM AND MAINTENANCE WARNING INDICATOR

The MDI provides an indication of the truck's alarm status. When an
alarm signal is generated, the red LED will start flashing.
The display shows the error code that generated the alarm identified
by a number (see “DIAGNOSTICS” section).
On reaching the number of hours of operation after which maintenance

is required, the red LED lights up. After carrying out the necessary
maintenance, reset the parameters MAIN MENU PROGRAM / display
functions / maintenance timers / reset total maintenance - reset trac-
tion maintenance - reset pump maintenance (see “DESCRIPTION OF
MODULE PARAMETERS”).
15
TRUCK FUNCTIONS
TRACTION FORWARD/REVERSE
IMPLEMENTATION CONTROLS
To command forward traction, rotate the throttle backwards; to command reverse traction, rotate
the throttle forwards.
The drive direction is acquired via two hall effect sensors, one for forward travel and the other for
reverse travel.
Devices involved Status
Keyswitch ON
Emergency switch ON
Tiller tilt sensor ON*
Forward reverse traction throttle forward/reverse rotation
* OFF when the "snail" button is pressed
16
CONFIGURATION PARAMETERS
main menu program

Max Speed TM2 Max Speed
Max Accel TM2 Walk Accel
MODULE
Max Decel TM2 Max Decel
Neutral Braking TM2 Neutral Braking
Max Braking TM2 Max Braking
Speed Red3 (Steer)
For the regulation values of each individual parameter see the paragraph "CONFIGURA-
TION OF STANDARD MODULEparameters".
For the description of each individual parameters see " MODULE PARAMETER DESCRIP-
TION".
SPEED AND ACCELERATION

The maximum traction speed and acceleration in operating Mode 1 and Mode 2 can be set via the pro-
grammer.
Setting maximum forward/reverse traction speed
main menu program / traction / mode 1 / max speed
Setting acceleration
main menu program / traction / mode 1 / walk accel
The same settings can be applied to the Mode 2 operating mode by going to the following menu:
main menu program / traction / mode 2
SPEED REDUCTION AND TRACTION LOCKOUT

When the traction motor reaches a temperature of 115°C the current supplied
to the motor is limited, leading to a reduction in performance and hence truck speed. If the temperature
reaches 140°C, the motor lockout is tripped.
MODE SELECTION:
There are 3 selectable traction modes:
1- Mode 1: Used to save battery, with limited performance.
2- Mode 2: average performance.
3- Mode 3 (default): maximum performance, cannot be changed by the programmer.
Procedure for selecting traction mode:

• The tiller must be in the rest position, the brake on and the key switch off (OFF).
• Press and hold the horn button while switching on the truck (key switch ON).
• When the horn sounds, release the button on the tiller.
• Select the preferred mode using the fork lifting/lowering buttons.
• The horn emits a sound according to the selected mode, one sound for mode 1, two for mode 2 and
three for mode 3.
• Lower the tiller to confirm the selected mode that will be saved by the truck.
17
BRAKING
The truck is equipped with four braking systems:
• Release braking.
• Braking on direction reversal.
• Emergency braking.
• Parking braking.
Truck braking will be performed in different ways according to which of the above systems is implemented.
For further information on the braking systems see "BRAKING SYSTEMS" “BRAKING SYSTEM” section.
BRAKING SYSTEMS WHEN DOES IT COME INTO OPERATION?
Release braking Traction control throttle release
Braking on direction reversal Inversion of the direction of motion through the traction control throttle
Through operation of the emergency braking button

Emergency braking
A warning has been triggered that requires immediate traction stop-
page.
Stationary handbrake The machine is stationary and no traction control is activated
With the programmer it is possible to set the deceleration ramps for release braking, emergency braking
and direction reversal braking.
Setting the deceleration ramp for release braking

main menu program / traction / normal mode / neutral braking
Setting the deceleration ramp for emergency braking
main menu program / traction / normal mode / max braking
Setting the deceleration ramp for direction reversal braking
main menu program / traction / normal mode / max decel
EMERGENCY REVERSE MANOEUVRE

The emergency reverse manoeuvre is a safety function
that is applied in the event that the operator, when driving
forwards (direction of the traction wheel), hits an object.
In this event, pressing the reverse button causes the truck
to immediately reverse, thereby preventing the operator
from being crushed.
The emergency reverse procedure is activated with the
truck in forward drive, the tiller in the driving position (tiller emergency reverse
sensor active) and the "BELLY SWITCH" button pressed. function activation
button
18
SNAIL FUNCTION
The "snail" function enables traction even when the tiller is in the rest position (tiller sensor not active). This
allows the operator to drive the truck even when there is not enough room to lower the tiller. The "snail"
function is activated by pressing the button on the tiller head. Once the "snail" button is pressed, the trac-
tion request is performed by the potentiometric throttle.
tiller sensor potentiometric throttle (accelerator)
snail function activa-

tion button
19
STEERING
IMPLEMENTATION CONTROLS
To steer to the right or to the left rotate the steering tiller in the corresponding direction.
Devices involved status
Keyswitch ON
Emergency switch ON
Tiller tilt sensor ON
tiller rotation right/left
SPEED REDUCTION OPTION (optional sensor)

Speed reduction according to the steering angle is optional.
It is activated via the Steer Reduction Option and is managed via the Speed Red 3 (Steer) param-
eter and occurs with a steering angle greater than 15°.
SPEED REDUCTION WITH TRACTION WHEEL STEERED

This optional function reduces the maximum traction speed on exceeding a steering angle of 15°.
Above this value speed limitation trips and this can be set via the programmer. This feature is only
available if the Steer Reduction Option is active.
Speed setting for steering angle exceeding 15°

main menu program / traction / speed reduction / speed red3 (Steer)
20
FORK LIFTING/LOWERING
CONTROLS
D C A B
To lift the forks, press the on/off button “A” or “C”.

To lower the forks, press the on/off button "B" or “D”.
Devices involved status
Keyswitch ON
Emergency switch ON
ON/OFF button for lifting/
Fork lifting/lowering
lowering activated
Tiller tilt sensor ON*
* Only where the forks are being lowered (OFF if the "snail" button is pressed)
CONFIGURATION PARAMETERS
main menu program

Quick Lift Window
Quick Lift Re-Enable Time
Initial Lift Interval
Full Lift Interval
Lift run time
BDI Warning Enable
Lift Delay Time Valve 1-2
Lowering Delay Time Valve 1-2
For the settings of each single parameter, see the "STANDARD CONFIGURATION OF
MODULE PARAMETERS" subsection. For a description of each single parameter, see the
"DESCRIPTION OF MODULE PARAMETERS" subsection.
21
LIFTING LOCKOUT WITH LOW BATTERY

When the level of the battery charge drops below 20% fork lifting is inhibited. To restore
initial operating conditions the battery must be recharged.
When the battery charge reaches 75% the "battery low" indicator is reset and normal fork operation is
restored.
Lifting lockout due to low battery may be disabled via the programmer.
Enabling/disablinglifting lockout with battery low (with optional MDI)
main menu program / display functions / bdi warning enable > off: disabled, on: enabled
The level of battery charge at which the "battery low" condition is activated can be modified using the pro-
grammer.
Battery low level

main menu program / display functions / warning bdi
TIMED LIFTING LOCKOUT

On pressing a "lift" button, P5, the forks start to rise and continue to rise for the maximum time that can be
set using the programmer.
Setting the maximum fork lift run time.

main menu program / hydraulic functions / lift run time
Once this time period has elapsed, to continue lifting, you must first press a "lower" button
and then press the "lift" button again.
END POINT SLOWDOWN LIFTING/LOWERING FORKS

When lifting, the forks rise to their maximum height without slowing down,
the motion stopping when the cylinder reaches its mechanical end-of-stroke position.
During lowering, the forks reach their lowest position without slowing down, the motion
stopping at the mechanical travel limit.
When there is the optional sensor, the lifting limit stop will be managed by the sensor.
LIFTING WITH INTELLIGENT LIFT™ OPTION

The forklifts can be equipped with the optional INTELLIGENT LIFT™. On trucks equipped with this func-
tion, you can enable and disable the option by simultaneously pressing the lifting and lowering buttons
on the left or right sides. To activate the function, select the lifting and lowering functions simultaneously.
Activation of the horn confirms that the function is active. To deactivate the function, select the lifting and
lowering functions simultaneously. Double activation of the horn confirms that the function is active. To start
lifting, briefly press the lift button. The truck then lifts up to a programmed height. Verify that there are no
obstacles in the vicinity of the truck and load. Lifting will stop when you start driving forwards. The lifting
function can be interrupted by pressing the lowering button.
22
ACCESS TO CONFIGURATION PARAMETERS VIA THE CONSOLE

Before connecting the console to the module, turn the keyswitch to “OFF”.
Once the truck is switched on (key-on), the console will start to load the data from the controller. On
completion of the operation the list of menus will be displayed.
MENU SEARCH PROCEDURE AND PARAMETER MODIFICATION
Program
Monitor
Faults
Opening screen.
Functions
Controller Information
Programmer Setup
Press the “Up” or “Down” key on the naviga-

tion keypad to move to the desired menu.
Press the “Right” key on the navigation key-

pad to access the submenus and parameters.
Program
Interlock Timeout 60s
Buzzer Option 0 The list of parameters is displayed together
with the relative values and unit of measure-
�� ment.
Monitor
Faults

tion keypad to move to the desired parameter.
Press “Plus” or “Minus” on the edit keypad to
increase/decrease the value.
23
Program
Interlock Timeout 100s Edited parameter settings are immediately
Buzzer Option 0 updated on the truck controller.
��
For each parameter the user can also access
Monitor a specific screen giving detailed information.
Faults
Press the “Right” key on the navigation

keypad to access the details.
Program
Interlock Timeout
The specific screen for the parameter will be
100s displayed.
min max
0 120
Press “Plus” or “Minus” on the edit keypad to

increase/decrease the value.
Press the “Left” key on the navigation keypad
to return to the previous menus.
The parameter value increases/decreases one unit at a time. To increase/

decrease the value by 10, 100 or 1000 at a time, hold pressed respectively the
keys 1, 2 or 3 of the numeric keypad on the console and press the “Plus” or
“Minus” of the edit keypad.
+10 00
+100 +10
Caution. The modified parameters are updated immediately on the controller

and the initial values restore function cannot be used.
24
ALARM DISPLAY PROCEDURE
Program
Monitor
Faults
Functions Opening screen.
Controller Information
Programmer Setup

tion keypad to move to the "Faults" menu.

pad to access the menu.
The following options are displayed:

Program System Faults
Monitor Display a list of all the alarm conditions cur-
rently active on the truck.
Faults
Fault History
System Faults Display a list of all the alarm conditions that
Fault History have occurred up to the present time.
Clear Fault History
Clear Fault History
Resets the alarm history.

tion keypad to move to the desired option.

pad to select the option.
25
Monitor
Faults
Scroll down to “Clear Fault History” using the
System Faults navigation keypad.
Fault History
Clear Fault History
Functions

pad.
You are about to clear

Fault History
A prompt will appear asking you to confirm
Continue? that you wish to clear the fault history.
YES (+) NO (-)
Press "Plus" or "Minus" on the editing keypad

to confirm or cancel the modification.
BOOKMARKS
The user can save up to 3 bookmarks; these enable the user to return
directly to selected menu sections without having to navigate through all
the previous menus. To save a bookmark, hold one of the 3 bookmark
keys (Fig.1) pressed for 4 seconds until the confirmation screen appears.
From now own the user can return to the selected menu section simply Fig� 1
by pressing the corresponding bookmark
key.
26
STANDARD CONFIGURATION OF MODULE PARAMETERS

It is advisable to retain the factory settings seeing as they have been designed to achieve
the best compromise between performance and part wear and tear. It is however possible
to customise the performance to suit the customer's requirements, the characteristics
of the warehouse and the materials to be moved, but no parameters must be changed if
this jeopardises the safety of the truck.
MAIN MENU PROGRAM
MAIN MENU PROGRAM 
MAIN MENU PROGRAM  Truck Options
MAIN MENU PROGRAM  Emergency Reverse
MAIN MENU PROGRAM  Hydraulic Functions
MAIN MENU PROGRAM  Traction
MAIN MENU PROGRAM  Traction  Speed Reduction
MAIN MENU PROGRAM  Traction  Mode 1
MAIN MENU PROGRAM  Traction  Mode 2
MAIN MENU PROGRAM  Display Functions
MAIN MENU PROGRAM  Display Functions  Maintenance Timers
MAIN MENU PROGRAM  Display Functions  Hour Meter Preset
MAIN MENU PROGRAM
PARAMETER PARAMETER PARAMETER

value
MENU LEV.2 MENU LEV.3 LEV.4
INTERLOCK TIMEOUT 120 sec
BUZZER DEAD BAND 70 rpm
TRUCK OPTIONS BUZZER OPTION 0
I: CHARGER PRESENT 0
I: BEVERAGE TRUCK ENABLE 0
I: STEER REDUCTION OPTION 0
I: ADVANCED TURTLE OPTION 0
I: TURTLE ACTIVATION ALARM 0
I: LIFT FUNCTION 0-NORMAL,
3
1-QUICK, 2-AUTO, 3-EU STD
EMERGENCY REVERSE EM Type 1

EM Time Limit 10 sec
EM Beep Enable 1
HYDRAULIC FUNCTIONS 803 LOCKOUT ENABLE 0
QUICK LIFT WINDOW 0.5 sec
QUICK LIFT RE-ENABLE TIME 0.4 sec
INITIAL LIFT INTERVAL 0.6 sec
FULL LIFT INTERVAL 2 sec
LIFT RUN TIME 4.3 sec
LIFT DELAY TIME VALVE 1-2 0.3 sec
LOWERING DELAY TIME VALVE
0.3 sec
1-2
27
MAIN MENU PROGRAM
PARAMETER O PARAMETER O PARAMETER

level
MENU LEV.2 MENU LEV.3 LEV.4
TRACTION MAX SPEED TM2 2780 rpm
MAX ACCEL TM2 1.5 sec
MAX DECEL TM2 1 sec
NEUTRAL BRAKING TM2 1 sec
MAX BRAKING TM2 0.4 sec
SPEED REDUCTION SPEED RED 3 (STEER) 80%
MODE 1 MAX SPEED 2300 rpm
MAX ACCEL 2.5 sec
WALK ACCEL 2.4 sec
MAX DECEL 1.4 sec
NEUTRAL BRAKING 2 sec
MAX BRAKING 0.4 sec
MODE 2 MAX SPEED 2900 rpm
MAX ACCEL 2 sec
WALK ACCEL 2 sec
MAX DECEL 1 sec
NEUTRAL BRAKING 1.6 sec
MAX BRAKING 0.4 sec
DISPLAY FUNCTIONS BDI WARNING ENABLE 1
BDI WARNING 20%
MAINTENANCE TIMERS TOTAL MAINTENANCE ENABLE 1
TRACTION MAINTENANCE EN-
1
ABLE
PUMP MAINTENANCE ENABLE 1

MAINTENANCE INTERVAL 500 h
RESET TOTAL MAINTENANCE 0
RESET TRACTION
0
MAINTENANCE
RESET PUMP MAINTENANCE 0

HOUR METER PRESET 10S OF HOURS 0
REMAINING HRS IN MINS 0
PRESET TOTAL HOURMETERS 0
PRESET TRACTION
0
HOURMETERS
PRESET PUMP HOURMETERS 0
28
MODULE PARAMETER DESCRIPTION
MAIN MENU PROGRAM
PARAMETER min max

INTERLOCK TIMEOUT 0 sec 120 sec
Maximum time period the truck may remain with the tiller in the operating position without any command being
given.
BUZZER DEAD BAND 0 rpm 1000 rpm

This parameter lets you set the RPM threshold beyond which the optional alarm is activated.
NOTE: The buzzer sounds only for RPM higher than or equal to this value.
MAIN MENU PROGRAM  Truck Options
PARAMETER min max

BUZZER OPTION 0 3
This parameter lets you set the Buzzer mode:
0-Buzzer off
1-Buzzer on when driving in reverse
2-Buzzer on when driving in both directions of travel
3-Buzzer on when driving forwards
I: CHARGER PRESENT 0 1
This parameter enables the CANopen battery charger.
I: BEVERAGE TRUCK ENABLE 0 1

This optional parameter lets you set the Beverage option (not used on the EMEA version).
I: STEER REDUCTION OPTION 0 1

This optional parameter lets you enable the option to reduce cornering speed, if the sensor is fitted.
I: ADVANCED TURTLE OPTION 0 1

This optional parameter lets you enable the truck for driving at reduced speed, with the tiller in the working
position.
I: TURTLE ACTIVATION ALARM 0 1

This parameter lets you set the alarm indicating whether the Advance Turtle option is enabled or disabled.
I: LIFT FUNCTION 0-NORMAL, 1-QUICK, 2-AUTO, 3-EU STD 0 3

This parameter lets you set the lifting performance level: 0-Normal, 1- etc.
MAIN MENU PROGRAM  Emergency Reverse

PARAMETER min max
EM TYPE 0 1
This parameter lets you set emergency stopping:
0- the truck is stopped immediately
1- the truck is stopped after a delay according to the level of the EM Time Limit parameter.
29
PARAMETER min max

EM TIME LIMIT 0 30 sec
This parameter lets you define for how long the truck is to be driven backwards by pressing
the BB switch
EM BEEP ENABLE 0 1
This parameter lets you enable the buzzer, when the emergency reversing switch is pressed.
MAIN MENU PROGRAM  Hydraulic Functions

PARAMETER min max
803 LOCKOUT ENABLE 0 1
Enables/disables lifting when the battery is low (only used on US version – on the EMEA version it should be kept
OFF).
QUICK LIFT WINDOW 0 15 sec

This optional parameter defines the minimum length of time that the lifting button must remain pressed before the
Quick Lift is activated.
QUICK LIFT RE-ENABLE TIME 0 15 sec

This optional parameter defines the minimum fork lowering time before you can again perform lifting in Quick Lift
mode.
INITIAL LIFT INTERVAL 0 10 sec

This optional parameter lets you set the time for which the truck performs lifting in Quick Lift mode. The time must
be sufficient for lifting the load...
FULL LIFT INTERVAL 0 10 sec

This optional parameter lets you set the time for which the truck will perform lifting in Quick Lift mode while traction
is active.
LIFT RUN TIME 0 10 sec

Defines the maximum time for which continuous fork lifting is enabled.
LIFT DELAY TIME VALVE 1-2 0 5 sec

This parameter defines the maximum time beyond which the valve closes after the pump has stopped having raised
the forks.
LOWERING DELAY TIME VALVE 1-2 0 5 sec

This parameter defines the maximum time beyond which the valve closes after the pump has stopped having low-
ered the forks.
MAIN MENU PROGRAM  Traction
PARAMETER min max

MAX SPEED TM2 0 3500 rpm
This parameter lets you define the maximum number of revolutions per minute of the motor under full acceleration
when the truck is moving in Advance Turtle mode.
30
PARAMETER min max

MAX ACCEL TM2 0.1 5 sec
This parameter sets the time taken to go from 0 to Max Speed TM2 when the truck is moving in Advanced Turtle
mode. Higher values correspond to a slower response.
MAX DECEL TM2 0.1 5 sec

Braking time required when the traction control throttle is inverted in Advanced Turtle mode.
NEUTRAL BRAKING TM2 0.1 5 sec

Braking time required on releasing the traction control throttle in Advanced Turtle mode.
MAX BRAKING TM2 0.1 sec 5 sec

Braking time required on releasing the tiller in Advanced Turtle mode.
MAIN MENU PROGRAM  Traction  Speed Reduction

PARAMETER min max
SPEED RED 3 (STEER) 0% 100%
This parameter defines the speed reduction (expressed as a percentage) for a steering angle greater than 15°
(feature active only with the Steer Reduction Option).
MAIN MENU PROGRAM  Traction  Mode1
PARAMETER min max

MAX SPEED 0 rpm 3550 rpm
This parameter defines the maximum number of revolutions per minute of the motor under full acceleration. RPM
= desired V. * 936 Example: rpm = 2.5MPH * 963 = 2340 rpm
MAX ACCEL 0.1 sec 5 sec

Parameter not used on the EMEA version.
WALK ACCEL 0.1 sec 5 sec

Time required to accelerate from 0% to 100% of the speed with the traction control throttle fully rotated.
MAX DECEL 0.1 sec 2 sec

Braking time required when the traction control throttle is inverted.
NEUTRAL BRAKING 0.1 sec 3 sec

Braking time required on releasing the traction control throttle.
MAX BRAKING 0.1 sec 2 sec

Braking time required on releasing the tiller.
31
MAIN MENU PROGRAM  Traction  Mode2
PARAMETER min max

MAX SPEED 0 rpm 3550 rpm
This parameter defines the maximum number of revolutions under full acceleration. RPM = VDesired * 936
Example: RPM = 2.5MPH * 963 = 2340 rpm
MAX ACCEL 0.1 sec 5 sec

Parameter not used on the EMEA version.
WALK ACCEL 0.1 sec 5 sec

Time required to accelerate from 0% to 100% of the speed with the traction control throttle fully rotated.
MAX DECEL 0.1 sec 2 sec

Braking time required when the traction control throttle is inverted.
NEUTRAL BRAKING 0.1 sec 3 sec

Braking time required on releasing the traction control throttle.
MAX BRAKING 0.1 sec 2 sec

Braking time required on releasing the tiller.
MAIN MENU PROGRAM  Display Functions

PARAMETER min max
BDI WARNING ENABLE 0 1
Enables/disables fork lifting lockout and traction speed reduction to 900 rpm when the battery charge percentage
reaches the level defined by the Warning BDI parameter
WARNING BDI 0% 100%

Defines the battery charge percentage on reaching which the truck will block the lifting function and reduce the
traction speed.
MAIN MENU PROGRAM  Display Functions  Mainteinance Timers

PARAMETER min max
TOTAL MAINTENANCE ENABLE 0 1
enables/disables signalling maintenance is necessary when the number
of hours of machine key-on operation reaches the preset maximum value.
0: signalling disabled
1: signalling enabled
TRACTION MAINTENANCE ENABLE 0 1

enables/disables signalling maintenance is necessary when the number
of hours of machine traction operation reaches the preset maximum value.
32
PARAMETER min max

PUMP MAINTENANCE ENABLE 0 1
If the optional MDI is present, it enables/disables signalling maintenance is necessary when the number of operating
hours of the machine's hydraulic pump reaches the preset maximum value.
MAINTENANCE INTERVAL 10 hours 20,000 hours
Number of truck operating hours after which maintenance is required.
RESET TOTAL MAINTENANCE 0 1

When set to 1, the remaining key-on operating hours before the next maintenance interval expires are reset to the
value indicated by the parameter MENU PROGRAM / Hours Meter Functions / Maintenance Interval.
After setting to 1 following maintenance, switch the truck off and then on again.
0: maintenance not carried out
1: maintenance carried out
RESET TRACTION MAINTENANCE 0 1

When set to 1, the remaining traction operating hours before the next maintenance interval expires are reset to the
After setting to 1 following maintenance, switch the truck off and then on again.
RESET PUMP MAINTENANCE 0 1

When set to 1, the remaining pump operating hours before the next maintenance interval expires are reset to the
After setting to ON following maintenance, switch the truck off and then on again.
MAIN MENU PROGRAM  Display Functions  Hour Meter Preset

PARAMETER min max
10S OF HOURS 0 20,000
Value used to preset the operating hours count. Each unit corresponds to 10 hours (e.g. the value 23 corresponds
to 230 hours).
REMAINING HRS IN MINS 0 6.00
Value used to preset the operating hour meter, expressed in minutes (the value 360 corresponds to 6 hours).
PRESET TOTAL HOURMETER 0 1

When set to 1, the number of truck operating hours (key-on) is preset to the value defined in the parameters MENU
PROGRAM / Hour Meter Functions / 10s Of Hours and Remaining HRs In Mins, according to the formula: (“10s Of
Hours” * 10) + (“Remaining HRs in Mins” / 60)
0: presetting not performed
1: presetting performed
33
PARAMETER min max

PRESET TRACTION HOURMETER 0 1
When set to 1, the number of truck traction hours is preset to the value defined in the parameters MENU PROGRAM
/ Hour Meter Functions / 10s Of Hours and Remaining HRs In Mins, according to the formula: (“10s Of Hours” * 10)
+ (“Remaining HRs in Mins” / 60)
PRESET PUMP HOURMETER 0 1

When set to 1, the number of truck hydraulic pump operating hours is preset to the value defined in the parameters
MENU PROGRAM / Hour Meter Functions / 10s Of Hours and Remaining HRs In Mins, according to the formula:
(“10s Of Hours” * 10) + (“Remaining HRs in Mins” / 60)
34
MODULE: INTRODUCTION
The module has been designed to perform all the electrical functions normally present on the truck:
• control of the 1.2 kW AC motor
• control of the 1 kW - 1.4 kW hydraulic pump
• driver for the porportional solenoid valve
• CanBus interface
• interface with the tiller Can Bus
• Warnings
• performances
Technical specifications:
Asynchronous three phase inverter for AC motors and chopper for DC pump motors
Regenerative braking functions
Digital control via microcontroller
Voltage: ........................................................................................24V
Maximum inverter current (24V):...................................................180A (RMS) for 2’
PWM operating frequency.............................................................10 kHz
Maximum encoder frequency........................................................10 kHz
Maximum control output frequency...............................................300 Hz
Outside temperature limits............................................................-40°C to 50°C
35
The module is connected and communicates through the CANBUS network, which allows access to truck
diagnostics or programming via PC or laptop.
The connector (X30) for the interface cable kit connection ("PC TOOL") is connected to the module and
can be accessed from a compartment on the control panel.
The module is equipped with flash memory, which enables the software to be updated by connecting a PC
to the CANBUS network (Can flash).
POSITIONING OF THE "PC TOOL" CONNECTOR
PC connector
36
MODULE REPLACEMENT: INSTRUCTIONS

Equipment and tools
B
resistor
fixed spanner
100 Ohm 25w
10 mm
isolated
T-handle socket Fig. 1

wrench
10 - 13 mm
Procedure
transit of other vehicles and all pedestrians. Turn the
keyswitch to OFF and disconnect the battery.
Phase 1 Fig. 2
T-HANDLE SOCKET WRENCH SIZE 13 mm
Use the T-handle socket wrench to unscrew and remove the motor cover fixing nuts (ref.A fig.1).
Remove the motor cover by pressing your hands first on the left and then on the right-hand side to trip the
locking clips (ref.B fig.1).
Phase 2
100 Ohm 25 W RESISTOR
Connect the resistence betwen the positive(B+) and negative(B-of the module(fig.2).
Wait approximately 10 seconds for the internal capacitors to lose their charge and then disconnect the
resistence.
To avoid short circuit, it is important that the resistence by isolated.
If it is not possible to have an external resistence to run down the capacitors, it will be necessary to wait at
least 90 seconds before disconnecting the power cables.
37
Phase 3
FIXED GAUGE 10 mm SPANNER
Using the open ended spanner, unscrew and remove the power cable retaining screws.
Disconnect the module connection connector.
Earmark the power cables for reassembly and disconnect them.
Phase 4
10 mm T-HANDLE SOCKET WRENCH
Using the T-handle hex socket wrench unscrew and remove the nuts securing the module and remove the
washers.
Remove the module including the heat sink and procede with the replacement.
CONFIGURATION
ADAPTER - PROGRAMMER
Connect the adapter to the “PC CONSOLE" connector.
Connect the USB connector of the interface cable to the USB port on the PC.
Connect the battery and switch on the truck (starter key to ON). Start the PC Console program.
ACQUISITION OF OPERATING HOURS

The truck operating hours are saved in the display memory.
After replacing the controller, on switching on the truck make a note of the operating hours shown on the
display (value H: e.g. 138.9). Perform the operation H / 10. The result will be in the format XX.YY (e.g. 13.89).
Procedure
With the truck switched off (keyswitch OFF), connect the programmer.
Switch on the truck (keyswitch ON) and select the parameter main menu program / display functions / hour
meter preset / 10s of hours.
Set the parameter to the value XX (e.g.13).
Select the parameter main menu program / display functions / hour meter preset / remaining hrs in mins.
Set the parameter to the value YY·6 (e.g. 89·6=534).
Select the parameter main menu program / display functions / hour meter preset / preset total hourmeters.
Set the parameter to “ON”.
Switch off the truck (Keyswitch OFF) and switch it back on again ( Keyswitch ON).
At this point the module will make the necessary modifications to the monitor menu parameters regarding
maintenance hours and will reset the parameter preset total hourmeters to “OFF“.
38
ELECTRICAL COMPONENT DISMANTLING

REPLACEMENT OF THE GENERAL EMERGENCY SWITCH
Equipment and tools
B
T-handle socket
medium Phillips
wrench
screwdriver
13 mm
Procedure
Procedura Fig. 1
Prima distarting
Before iniziarework,
i lavoriensure
assicurarsi
that you
di avere
are wearing
a disposizione
suitable
protective
e indossare clothing.
gli indumenti antinfortunistici adeguati. Fig. 2
Move theil carriage
Portare carrello toin aluogo
safe place,
sicuro,away
lontano
fromdal
areas
transito
of tran-
di
sit ofautomezzi
altri other vehicles
e daland passaggio
all pedestrians.
pedonale. Lower
Abbassare
the forks
le
to the ground,
forche a terra, turn
posizionare
the keyswitch
l’interruttore
to OFFchiave
and disconnect
su OFF e
the battery. la batteria.
sconnettere D
Fase 1 1
Phase
T-HANDLE
CHIAVE A TUBO
SOCKET DA 13WRENCH
mm SIZE 13 mm
Use the T-handle
Utilizzare la chiave
socket
a tubo
wrench
per svitare
to unscrew
e togliere
and remove
i dadi the
di fissaggio
motor coverdel
fixing nuts
cofano vano(ref.A fig.1).
motori (rif.A fig.1). C
Remove theilmotor
Rimuovere cofanocover
premendo
by pressing
con leyour
manihands
primafirst
sul on
latothe
sinistro
left and
poithen
sul
on the in
destro right-hand
modo dasidefar scattare
to trip the
le locking clips (ref.B
clip di blocco (rif.Bfig.1).
fig.1).
Fase 2 2
Phase
13 mm T-HANDLE
CHIAVE A TUBO DA SOCKET
13 mm -WRENCH
CACCIAVITE - PHILLIPS
A CROCE SCREWDRIVER
Mark the wires and
Contrassegnare i cavetti
remove
e rimuovere
all the faston
tutti connectors
i faston dall’interruttore.
from the switch.
ConUsing
la chiave
the T-handle
a tubo rimuovere
socket wrench
la vite
take
di fissaggio
out the della
screwstaffa
securing
all’interruttore
the bracket (rif.C fig.2).
to the switch (ref.C fig.2).
Usingil the
Con cacciavite
screwdriver,
rimuovere
remove le the
duetwo
viti fixing
di fissaggio
screws dell’interruttore
of the emergency generale
main switch (ref.D fig.2)
d’emergenza (rif.D fig.2)
and make e
the replacement.
procedere alla sostituzione.
INSTALLATION
MONTAGGIO
Prima di
Before connecting
ricollegarli,
them
verificare
again, che
makei faston
sure the
siano
Faston
adeguatamente
connectors are
saldi.
suitably
In caso
tight.
contrario
If not,
tighten the
stringere i connettori
connectorsconwithuna
Faston
pinzapliers.
per faston.
39
REPLACEMENT OF THE DISPLAY

Equipment and tools
B
T-handle socket
wrench
13 mm
Procedure Fig. 1

Move the carriage to a safe place, away from areas of C
transit of other vehicles and all pedestrians. Lower the
forks to the ground, turn the keyswitch to OFF and dis-
D
connect the battery.
Phase 1
Use the T-handle socket wrench to unscrew and remove the motor cover
fixing nuts (ref.A fig.1).
Fig. 2
Phase 2
Disconnect the wiring connector (ref.E fig.2).
Loosen the nuts securing the retaining bracket (ref.C fig.3). Remove the
bracket (ref.D fig.2).
Remove the display and proceed with replacement.
40
REPLACEMENT OF THE KEY SWITCH

Equipment and tools
T-handle socket
wrench
10 - 13 mm
Fig. 1
Procedure
Before starting work, ensure that you are wearing suitable protective clothing. Move the
carriage to a safe place, away from areas of transit of other vehicles and all pedestrians.
Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.
Phase 1 Fig. 2
T-HANDLE SOCKET WRENCH SIZE 13 mm B
Phase 2
Remove the ignition key(fig.2).
Unscrew the ferrule (ref. B fig.2), remove the switch block from the
dashboard (fig.3). Fig. 3
Disconnect the connectors and proceed with the replacement.
INSTALLATION
Before connecting them again, make sure the Faston connectors

are suitably tight. If not, tighten the connectors with Faston
pliers.
41
REPLACEMENT OF THE WARNING BUZZER

Equipment and tools
B
T-handle socket
wrench
10 - 13 mm
Procedure Fig. 1

protective clothing. Fig. 2
keyswitch to OFF and disconnect the battery.
Phase 1
Phase 2
Using the T-handle socket wrench unscrew and remove the horn fastening nut (ref.C fig.2). Disconnect
the connectors, remove the horn and proceed with replacement.
INSTALLATION
Before connecting them again, make sure the Faston connectors are suitably tight. If not,
tighten the connectors with Faston pliers.
42
FUSE REPLACEMENT
• 4A fuse (F3)
• 175A power fuse (F2)
Equipment and tools
B
T-handle socket
wrench
13 mm
Fig. 1
Procedure
keyswitch to OFF and disconnect the battery. D
C
Phase 1
Phase 2
Fig. 2
Remove the fuse (ref.C fig.2) from its socket and proceed with the re-
placement.
Using the T-handle socket wrench remove the nuts that fasten the power
fuse (ref.D fig.2), remove the fuse and proceed with the replacement.
43
TILLER BOARD REPLACEMENT

Equipment and tools
T handle hex key small flat blade

2.5 - 4 mm screwdriver A B
Fig. 1 C
Procedure
connect the battery. D
Fig. 2
EF G
Phase 1
H
Unscrew the bolts securing the upper casing ref.A,B,C fig.1).
Phase 2
Lift the upper casing and detach it from the lower casing (fig.2). Discon-
nect the serial cable connector (ref.D fig.2) and place the cover on a
clean work bench.
Fig. 3
Phase 3
T-HANDLE HEX KEY SIZE 2.5 mm
Loosen the screw securing one of the two throttles (ref.E fig.3) and re-
move the washer (ref.F fig.3). Remove the throttle from the pin (ref.G
fig.3). Remove the other butterfly control complete with the guide pin
(ref.H fig.3).
Phase 4
K
SMALL FLAT BLADE SCREWDRIVER
Unscrew the screw securing the tiller board retaining clip (ref.I fig.4).
Remove the retaining clip (ref.J fig.4) and the board from its slot (ref.K
fig.4), disconnect the connectors of the various microswitches.
Proceed with replacement. J
Fig. 4 I
After installing the new board, carry out the configuration
and calibration procedure (see “TILLER BOARD: CONFIGU-
RATION AND CALIBRATION”).
44
REPLACEMENT OF TILLER BUTTONS

Equipment and tools
A B
Fig. 1 C
T handle hex key small flat blade
4 mm screwdriver
Procedure
Move the carriage to a safe place, away from areas of D
forks to the ground, turn the keyswitch to OFF and dis- Fig. 2
Fig. 3
Phase 1
Phase 2
clean work bench.
Phase 3
Using the screwdriver, prise open the clips (fig.4) and push the button Fig. 4
out of its seat (fig.4,5).
Proceed with replacement
Fig. 5
45
REPLACEMENT OF THE TILLER CONTROL SPRINGS

Equipment and tools
T handle hex key small flat head

2.5 - 4 mm screwdriver
Procedure
A B
Fig. 1 C
Phase 1
D
Fig. 2
Phase 2
Fig. 3
clean work bench.
EF G
H
Phase 3
T-HANDLE HEX KEY SIZE 2.5 mm
Loosen the screw securing one of the two throttles (ref.E fig.3) and re-
move the washer (ref.F fig.3). Remove the throttle from the pin (ref.G
fig.3). Remove the other throttle complete with the guide pin (ref.H fig.3).
46
BUTTERFLY CONTROL SPRING

Fig. 4
Phase 4
SMALL FLAT BLADE SCREWDRIVER J
Using the screwdriver, prise out the throttle guide bush (ref.I fig.4). In the
same way, prise out the throttle control spring (ref.J fig.4).
Proceed with the replacement.
BELLY AND HORN BUTTON SPRINGS

Fig. 5
Phase 4
With the screwdriver, apply leverage under the belly switch in correspond-
ence with the locking pin (fig.5). Take out the button (ref.K fig.6) and
remove the spring (ref.L fig.6).
In the same way, apply leverage under the horn button in correspondence
with the locking pin (fig.5). Take out the button (ref.M fig.6) and remove
the spring (ref.N fig.6).
Proceed with replacement.
Fig. 6
K
L
N
47
REPLACEMENT OF THE TILLER ASSENT SENSOR

Equipment and tools
T-handle socket
T handle hex key
wrench
4 mm
13 mm
fixed spanner
28 mm
Fig. 2
Procedure
Before starting work, ensure that you are wearing suitable D
Phase 1
Phase 2
Disconnect the sensor connector located next to the traction motor (ref.C
fig.2).
§Using the hexagonal "T" section spanner, unscrew and remove the two
screws fastening the upper cover to the tiller base (ref.D fig.2). Remove
the cover.
48
Phase 3
Fig. 3
OPEN ENDED SPANNER 28 mm
Lower the tiller. While keeping the tiller completely lowered, use the span-
D
ner to unscrew the nut fastening the sensor (ref.E fig.3).
Take the sensor out of its housing, remove the wire and proceed with
the replacement.
The optimal sensor sensitivity distance from the cam is

4 mm.
49
REPLACEMENT OF OPTIONAL STEERING SENSOR

Equipment and tools
B
T-handle socket open-ended
wrench spanner
13 mm 28 mm
Procedure Fig. 1

protective clothing. Fig. 2
Phase 1
D C
Phase 2
OPEN ENDED SPANNER 28 mm
Disconnect the sensor connector located behind the traction motor (ref.C
fig.2).
Use the spanner to loosen the nut fastening the sensor (ref.E fig.3).
Take the sensor out of its housing, remove the wire and proceed with
the replacement.
The optimal sensor sensitivity distance from the cam is 4

mm.
50
SERVICE HYDRAULIC SYSTEM
HYDRAULIC SYSTEM
HYDRAULIC FUNCTIONS�� 2
FORK LIFTING AND LOWERING�� 2
OIL SUPPLY TO THE HYDRAULIC CIRCUIT�� 3
PRESSURE REGULATING VALVES�� 3
DIRECTIONAL VALVES�� 3
HYDRAULIC DIAGRAMS�� 4
SYMBOLS�� 4
MAIN HYDRAULIC DIAGRAM�� 5
HYDRAULIC DIAGRAMS BY FUNCTION�� 6
HYDRAULIC DIAGRAM FOR FORK LIFTING�� 7
HYDRAULIC DIAGRAM FOR FORK LOWERING�� 8
HYDRAULIC DIAGRAM FOR OIL RETURN TO TANK THROUGH PRESSURE RELIEF VALVE�� 9
HYDRAULIC COMPONENTS �� 10
REMOVAL OF THE PRESSURE RELIEF VALVE�� 10
CALIBRATION OF THE PRESSURE RELIEF VALVE�� 12
CHANGING THE OIL FILTER�� 13
CARTRIDGE SOLENOID VALVES�� 14
KEY TO CARTRIDGE SOLENOID VALVE COMPONENTS�� 14
REMOVAL OF THE SOLENOID VALVE�� 15
CYLINDERS�� 17
SINGLE ACTING CYLINDERS�� 17
LIFTING CYLINDER�� 17
IDENTIFICATION OF THE LIFTING CYLINDER COMPONENTS�� 18
REMOVAL OF THE LIFTING CYLINDER�� 19
REPLACEMENT OF THE LIFTING CYLINDER SEALS�� 21
LIFT PUMP�� 23
KEY TO LIFT PUMP COMPONENTS�� 23
REMOVAL OF THE LIFT PUMP�� 24
REPLACEMENT OF THE PUMP�� 26
REPLACEMENT OF THE CYLINDER SUPPLY PIPE�� 27
1
HYDRAULIC SYSTEM SERVICE
HYDRAULIC FUNCTIONS
• Fork Lifting
• Fork Lowering
FORK LIFTING/LOWERING
The fork lifting speed is determined by the rpm at which the pump motor transmits drive to the pump drive
shaft.
In the lowering stage the check valve prevents the flow of oil through the pump and the oil returns to the
reservoir through the flow control valve.
2
HYDRAULIC CIRCUIT POWER SUPPLY

Fixed cylinder capacity pumps
With fixed capacity cylinders, the oil flow is constant, providing the speed
of crank shaft rotation remains unchanged.
A reduction in the drive shaft revs lowers the load capacity: if the revs
are reduced so is the flow and vice versa; the pressure, providing the
load is unchanged, remains constant.
PRESSURE REGULATING VALVES

Pressure limiting valves
The "pressure limiting" or "pressure relief" valves are mainly used to
guarantee the maximum pressure admitted into the system and to protect
the pump from experiencing pressure that might exceed its own structural
specifications.
The use of pressure limiting devices is not restricted to the functions
described above, but they are commonly used in many devices where it
is crucial to prevent pressure build ups. An example are anti-shock and
anti-knock valves.
As long as the circuit is not subjected to excess pressure conditions, the
pressure limiting device remains in the closed position: the force exerted by the pressurised oil is lower than
that exerted by the opposing spring. With the piston at its end-of-stroke or if an anomalous situation arises
which generates forces in excess of the set level (for example with a load in excess of the load capacity),
the over-pressured oil overcomes the force of the spring and flows towards the oil outlet.
DIRECTIONAL VALVES
One-directional and restraining valves.
The function of "one-directional" or "non-return" valves is to allow the oil to flow in one direction only, while
the flow in the opposite direction is not permitted.
They are essentially comprised of a fixed part connected to the end of the pipe; in the appropriate inner
housing runs the moving element which might be a bearing or a conical plug.
Check valves instead have an opposing spring. In the direction of free flow, the oil pressure must exceed
the force exerted by the spring.
3
HYDRAULIC PLANS
SYMBOLS
TWO POSITION SOLENOID THREE POSITION

VALVE SOLENOID VALVE
ONE-DIRECTIONAL
FILTER
VALVE
DOUBLE ACTING
CYLINDER PROPORTIONAL VALVE
SINGLE ACTING CYLINDER PUMP
TANK HYDRAULIC MOTOR
LINE CONNECTION ELECTRIC MOTOR
PRESSURE RELIEF VALVE FLOW VALVE
MANUAL COCK BY-PASS VALVE
4
MAIN HYDRAULIC DIAGRAM
5
HYDRAULIC PLANS ORDERED ACCORDING TO

FUNCTION
• Fork Lifting
• Fork Lowering
SOLENOID VALVE OPERATION CHART
Function Pump EV1
Fork Lifting P -
Fork Lowering +
pressure
P
= pump in operation
relief valve in
+
= solenoid valve coil powered the tank
6
HYDRAULIC FORK LIFTING PLAN
7
HYDRAULIC FORK LOWERING PLAN
8
HYDRAULIC PLAN FOR OIL RELEASE INTO THE TANK THROUGH THE PRESSURE RELIEF VALVE
The pressure relief or pressure limiting valves are used in hydraulic systems in order to guar-
antee the extreme pressures introduced into the system and to protect and safeguard the
system against sudden pressure increases that could seriously damage the components.
The pressure relief valve may come into operation in the following instances:
• Pressure regulation not suitable for the truck load capacity.
• Attempts to lift a load in excess of the truck's load capacity
• Blocked or faulty valve
9
HYDRAULIC COMPONENTS
REMOVAL OF THE PRESSURE RELIEF VALVE
Equipment and tools
T-handle socket open ended span-

torx key
wrench oil resistant gloves ner
T30
13 mm 12 mm
Procedure
Before starting work, ensure that you are wearing suitable protective clothing.
Move the truck to a safe place, away from the transit areas of other vehicles and pedestri-
ans. Lower the forks to the ground, turn the keyswitch to OFF and disconnect the battery.
The hydraulic fluid gets very hot during system operation and can cause burns. It is
advisable to wear gloves that are resistant to oil and high temperatures.
Phase 1
Use the T-handle socket wrench to
unscrew and remove the motor cover
Remove the motor cover by pressing
your hands first on the left and then on
B
the right-hand side to trip the locking
clips (ref.B fig.1).
Fig. 1
Phase 2
Carry out the procedure to remove the lift pump (see "REMOVAL OF THE LIFT PUMP").
10
Phase 3
T30 TORX KEY - OIL RESISTANT GLOVES
Wear the oil resistant gloves.
Unscrew the tank fastening screws using the torx key (ref.C fig.2). Re-
move the tank.
Fig. 2
Fig. 3
Phase 4
FIXED 12 mm SPANNER
Use the spanner to unscrew and remove the valve assembly (ref.D fig.3)
and proceed with the replacement.
INSTALLATION
Install the valve and tighten with a torque wrench to 15 Nm.
After replacement, before reassembling the tank, regulate the valve

(see "REGULATING THE PRESSURE RELIEF VALVE")
11
PRESSURE RELIEF VALVE CALIBRATION

The calibration of pressure relief valve is required following replacement.
Equipment and tools
10mm open
ended spanner small wrench
Procedure
The valve pressure setting is approx. 35/40 bar for each screw turn.
Phase 1
FIXED 10 mm SPANNER - A SMALL FLAT HEAD SCREWDRIVER Fig. 1
Loosen the valve fastening bolt with the fixed gauge spanner (ref.A fig.1).
With a screwdriver completely unscrew the valve adjusting screw (fig.1)
and then screw it back in by 4½ turns. Use the spanner to tighten the
lock nut (ref.A fig.1), to lock the adjusting screw in position. A
Screw
Phase 2
Reassemble the pump on the truck, connect the battery and switch on
the truck (starter key to ON).
Place on the forks a load equivalent to the truck's load capacity, as indi-
cated on the truck's dataplate.
Carry out a few trial lifts and lowering manoeuvres with the load on the
forks, checking that the pressure setting is sufficient to cope with the pressure surge during the initial lifting
stage.
Otherwise, adjust once more by turning the screw another ½ turn.
12
CHANGE OIL FILTER
Procedure
Phase 1
Unscrew the filter (ref.A fig.1) from the oil suction hose (ref.B fig.1) and
proceed with the replacement. Fig. 1
13
CARTRIDGE SOLENOID VALVES

The solenoid valves of the directional control valve are of the screw-in cartridge type.
This type of valve is comprised of a body with a fixed hex nut, a threaded part, a set of static seals; inside
a moving element allows communication between the various chambers.
KEY TO CARTRIDGE SOLENOID VALVE COMPONENTS
2 1
Ref. Description
1 Coil
2 Chassis valve
14
SOLENOID VALVE DISMANTLING

Equipment and tools
T-handle socket open ended span-

small cross-head
oil resistant gloves wrench ner
screwdriver
13 mm 19-24 mm
Procedure
The hydraulic fluid gets very hot during system operation and can cause burns. It is
advisable to wear gloves that are resistant to oil and high temperatures.
Phase 1
T-HANDLE SOCKET WRENCH SIZE
13 mm
Use the T-handle socket wrench to B
unscrew and remove the motor cover
clips (ref.B fig.1). A
Fig. 1
Phase 2
SMALL PHILIPS SCREWDRIVER
Unscrew the fastening screws and disconnect the energy supply con-
nector of the solenoid valve coil (fig.2).
Fig. 2
15
Phase 3
OIL RESISTANT GLOVES - 19-24 mm OPEN ENDED SPANNER
D C
With the 19 mm spanner, unscrew the nut securing the coil (ref.C fig.3).
Withdraw the coil.
Using the 24 mm spanner, unscrew the nut securing the valve body to
the hydraulic unit (ref.D fig.3. Proceed with replacement
Fig. 3
INSTALLATION
On refitting the valve body, tighten the retaining nut to a
torque of 35 Nm. Tighten the coil retaining nut to a torque
of 6 Nm.
16
CYLINDERS
SINGLE ACTING CYLINDER
SINGLE acting cylinders receive and discharge the oil through a single pipe and the pressurised oil acts
on just one side of the piston (single acting pushing cylinders) or on the flat face of the rod in the case of
plunger type cylinders.
Single-acting plunger type cylinders
In this type of cylinder the piston is replaced by the flat end face of the piston rod or plunger; these cylinders
are usually mounted vertically or in other positions in which the force of gravity returns the plunger to the
rest position. Usually the diameter of the lower end of the rod is increased by a few millimetres in order to
avoid it slipping out at the end of it's upstroke; this gives rise to a hydraulic damping effect during the last
stages of the stroke which helps the slowing of the rod and avoids recoil on the upper end cap. Place in
the latter, the necessary static sealing gaskets which avoid seepage of oil to the exterior.
In order to replace these gaskets one must unscrew the gasket case bushing.
Single acting cylinder with hollow rods differ in that before the lifting stroke begins the rod is also filled with
oil. This solution is used on particularly tall masts to increase the resistance of the cylinders at the greater
heights and make it possible to use smaller barrels and shafts.
Static and dynamic gaskets
The dynamic gaskets, assembled on the piston, avoid the seepage of the fluid from one barrel chamber
to the next, the static gaskets, placed in the points where the parts meet (gasket case bushing - barrel) or
between the sliding parts (shaft- chamber), avoid oil seepage from inside to outside.
LIFTING CYLINDER
Shaft
Height H3
Type of cylinder diameter
mm
mm
Type “A” single-acting plunger

50 130
cylinder with solid rod
H3
17
KEY TO LIFTING CYLINDER COMPONENTS

The cylinder is of the single-acting plunger type.
After the replacement of the entire cylinder one must carry out the bleeding of the air through the bleeding
valve.
The static gaskets are replaced with the cylinder mounted in the machine.
1
2
10
5
9
6
7
11
7
Ref. Description Ref. Description
1 Spacers 7 O-ring
2 Locking key 8 Liner
3 Rod and piston 9 Sealing gasket
4 Oil scraper seal 10 Gasket case bush
5 Sealing gasket 11 Bottom
6 Gasket housing bushing
18
REMOVAL OF THE LIFTING CYLINDER

Equipment and tools
T-handle socket socket wrench open ended span-

T handle hex key
wrench with flexible ner
5 mm
13 mm handle 18 mm
13 mm
oil protecting
"Parker" cap 2 wooden blocks
gloves
Procedure
Move the carriage to a safe place, away from areas of transit of other vehicles and all
pedestrians. Lower the forks to the ground.
The hydraulic fluid gets very hot during system operation and can cause burns. It is ad-
visable to wear gloves that are resistant to oil and high temperatures.
Phase 1
clips (ref.B fig.1).
Phase 2
B
2 WOODEN BLOCKS
Raise the forks to the maximum height.
Place the wooden blocks under the
forks and lower them until they rest
on them. A
Fig. 1
19
Fig. 2
Position the key switch to OFF and disconnect the battery.
Phase 3
5 mm T HANDLE HEX KEY C
Open the cover of the battery compartment. From the battery compart-
ment, with the T-handle hex key, unscrew and remove the screw securing
the upper cover of the cylinder (ref.C fig.2). Remove the upper cover of
the cylinder by sliding it out upwards.
Phase 4
13 mm SOCKET WITH FLEXIBLE HANDLE
Fig. 3
With the swivel socket wrench loosen the three nuts of the cylinder's
central cover (ref.D fig.3). Raise the cover upwards to remove it.
D
Connect the battery and position the ignition key on ON
Phase 5
OIL RESISTANT GLOVES - 18 mm OPEN ENDED SPANNER - "PARK-
ER" SERVICE PLUG
Fig. 4
Remove the cylinder locking key (ref.E fig.4) and press the forks down
button, use your hand to push the stem down to its limit stop. Turn off
the truck. E
Using the spanner, unscrew the hydraulic hose union (ref.F fig.4).
Fit the service plug to the hydraulic hose.
Withdraw the cylinder from its housing, place it on a clean workbench
with a vice and proceed with disassembly or replacement.
ASSEMBLY
Before tightening the hydraulic connections, consult the table of

reference (see "CORRECT METHOD OF APPLYING FEMALE CON- F
NECTIONS” "PREMISES" section).
20
REPLACEMENT OF THE LIFTING CYLINDER SEALS

Equipment and tools
small flat head oil protecting

hook wrench chain pipe wrench
screwdriver gloves
work bench vice brush
Procedure
pedestrians. Lower the forks to the ground.
The hydraulic fluid gets very hot during system operation and can cause burns. It is ad-
visable to wear gloves that are resistant to oil and high temperatures.
Phase 1
Carry out the lifting cylinder removal procedure (see “REMOVAL OF THE LIFTING CYLINDER”).
REPLACEMENT OF THE UPPER SEALS

Fig. 1
Phase 2
WORK BENCH - VICE - OIL RESISTANT GLOVES - C SPANNER - A
CHAIN WRENCH
Secure the cylinder in the vice, interposing a rubber protection between
the vice jaws and the cylinder barrel.
Apply the C spanner to one of the notches on the seal carrier bush (ref.A
fig.1) and apply the pipe wrench to the cylinder barrel (ref.B fig.1). Un-
screw the bush from the cylinder and slide it off the rod (fig.1).
21
Phase 3
Using the screwdriver, remove the external O-rings (ref.C fig.2) and the C
seals inside the bush (ref.D fig.2) and proceed with replacement.
REPLACEMENT OF THE LOWER SEALS D

Fig. 2
Phase 4
Remove the stem from the cylinder, remove the bottom (ref.E fig.3) and
remove the seal carrier bush (ref.F fig.3).
E
Fig. 3
Phase 5
With the small flat blade screwdriver, remove the seals and proceed with
replacement (ref.G fig.4). G
G
Fig. 4
INSTALLATION
Fitting the seals is a delicate stage in the lift cylinder as-

sembly procedure. Most maintenance operations are to
be ascribed to gasket leakage.
Clean the seal carrier bush and lubricate the seal contact
faces in the bush and the seals themselves with clean hy-
draulic oil before installation.
The bush should be tightened to a torque of 275 Nm.
22
LIFT PUMP
KEY TO LIFT PUMP COMPONENTS
5
4
3
2
9
6
Ref. Description
1 Pump motor
2 Solenoid valve coil
3 Solenoid valve body
4 Pump baseboard
5 check valve
6 Oil intake pipe
7 Filter
8 Pressure relief valve
10
9 O-ring
10 Reservoir
23
LIFT PUMP DISMANTLING

Equipment and tools
fixed gauge span- T-handle socket

small cross-head oil protecting
ner wrench
screwdriver gloves
10-13-19 mm 13 mm
Procedure
pedestrians. Lower the forks to the ground. Turn the keyswitch to OFF and disconnect
the battery.
The hydraulic fluid gets very hot during system operation and can cause burns. It is rec-
ommended that oil protecting gloves resistant to high temperatures be used.
Phase 1
Fig. 1
24
Phase 2
Fig. 2
10-13 mm open ended spanner C
Using the open ended spanner, unscrew the nuts fastening the pump
motor power cables (ref.C fig.2).
Take note of the position of the cables. Extract the cables.
Phase 3
SMALL CROSS-HEAD SCREWDRIVER Fig. 3
Unscrew the retaining screws and disconnect the power supply connector
of the solenoid valve coil (ref.D fig.3).
D
Phase 4
OIL RESISTANT GLOVES - 19 mm open ended spanner
Wear the gloves.
Using the spanner, unscrew the connection fitting of the hydraulic pipe
(ref.E fig.3). E
Fig. 4
Phase 5
Remove the battery (reverse the procedure described in “BATTERY
INSTALLATION, “INSTALLATION AND SETTINGS” section).
F
Phase 6
FIXED GAUGE 13 mm SPANNER
Support the pump assembly with one hand and using the spanner unscrew
and remove the fixing screws located inside the battery compartment
(ref.F fig.4).
Recover the pump and proceed with replacement or disassembly.
F
25
REPLACEMENT OF THE PUMP

Equipment and tools
T handle hex key torx key

oil resistant gloves
5 mm T30
Procedure
forks to the ground. Turn the keyswitch to OFF and dis-
Fig.1
Phase 1
Carry out the procedure to remove the lift pump (see "REMOVAL OF Fig. 2
THE LIFT PUMP").
Phase 2
T30 TORX KEY - OIL RESISTANT GLOVES
Put the oil proof gloves on.
Unscrew the tank fastening screws using the torx key (ref.A fig.1). Re-
move the tank.
Phase 3
HEXAGONAL 5 mm "T" SECTION SPANNER
Use the hexagonal T-handle spanner to unscrew and remove the bolts
fastening the pump chassis to the flange (ref.B fig.2), remove the pump
and proceed with the replacement.
INSTALLATION
On installation tighten the nuts securing the pump to the

flange with a torque wrench to 29 Nm. Use medium Loc-
tite.
26
REPLACEMENT OF THE CYLINDER SUPPLY PIPE

Equipment and tools
T handle hex key fixed spanner oil protecting

"Parker" caps
5-6 mm 19 mm gloves
Procedure
forks to the ground. Turn the keyswitch to OFF and dis-
The hydraulic fluid gets very hot during system operation
and can cause burns. It is recommended that oil protecting
gloves resistant to high temperatures be used.
Phase 1
T-HANDLE SOCKET WRENCH SIZE 13 mm A
fixing nuts.
on the right-hand side to trip the locking clips.
Phase 2
OIL RESISTANT GLOVES - 19 mm OPEN ENDED SPANNER - "PARK-
ER" PLUGS
Wear the oil resistant gloves. Fig. 1
Using the spanner unscrew the couplings of the hydraulic pipe (ref.A
fig.1).
Apply the caps to the connectors. Recover the hydraulic pipe and proceed
with replacement.
27
28
SERVICE MECHANICS
MECHANICS
TRACTION WHEEL�� 2
KEY TO TRACTION WHEEL COMPONENTS�� 2
REMOVING THE TRACTION WHEEL�� 3
CASTOR WHEELS ASSEMBLY�� 4
KEY TO CASTOR WHEELS ASSEMBLY COMPONENTS�� 4
REMOVING THE CASTOR WHEELS ASSEMBLY�� 6
ADJUSTING THE WHEEL HEIGHT..............................................................................................................................8
LOAD WHEELS�� 10
KEY TO LOAD WHEEL COMPONENTS�� 10
REPLACING THE LOAD WHEELS�� 11
REPLACING THE LOAD WHEELS ASSEMBLY�� 12
LINKAGE�� 13
KEY TO LINKAGE ASSEMBLY COMPONENTS�� 13
REMOVING THE LINKAGE ASSEMBLY�� 14
LINKAGE ASSEMBLY GREASING POINTS�� 17
TILLER�� 18
KEY TO TILLER COMPONENTS�� 18
REMOVING THE TILLER..............................................................................................................................................20
TILLER SPRING REPLACEMENT�� 22
TRACTION MOTOR...................................................................................................................................................24
KEY TO MOTOR COMPONENTS.............................................................................................................................24
REMOVING THE TRACTION MOTOR........................................................................................................................25
1
MECHANICS SERVICE
TRACTION WHEEL
IDENTIFICATION OF TRACTION WHEEL COMPONENTS
1 2
Ref. Description
1 Vulkollan ring complete with hub

2 Traction wheel fastening nut
2
SERVICE MECHANICS
DISMANTLING THE TRACTION WHEEL

Equipment and tools
T-handle socket
socket wrench ratchet with
hydraulic jack 2 wooden blocks wrench
18 mm extension bar
13 mm
Procedure
Move the truck to a safe place, away from the transit areas of other vehicles and pedes-
trians. Raise the forks to the maximum height, turn the keyswitch to OFF and disconnect
the battery.
Fig. 1
B
Phase 1
Use the T-handle socket wrench to unscrew and
remove the motor cover fixing nuts (ref.A fig.1). A
Remove the motor cover by pressing your hands
first on the left and then on the right-hand side to
trip the locking clips (ref.B fig.1).
Phase 2
HYDRAULIC JACK - 2 WOODEN BLOCKS Fig. 2
Position the hydraulic jack on the right-hand side of the truck body and
raise the truck sufficiently to insert the wooden block underneath. Lower
the jack so that the truck rests on the wooden block. Repeat the operation
on the left-hand side of the truck body (fig.2)
Phase 3
18 mm SOCKET WRENCH - RATCHET - EXTENSION - TORQUE
WRENCH
Unscrew and remove the 5 nuts securing the traction wheel to the axle
shaft and remove the wheel (ref.C fig.2).
INSTALLATION
The traction wheel retaining nuts must be tightened using a

torque wrench to a torque of 120 Nm.
3
MECHANICS SERVICE
PIVOTING WHEEL ASSEMBLY
KEY TO PIVOTING WHEEL ASSEMBLY COMPONENTS
15 2
16
17 3
19
14
13
17 4
16 11
15 18
10
12
6
9
11
7
8
13
14
4
SERVICE MECHANICS
Ref. Description
1 Cap
2 Circlip
3 Upper plate
4 Pivot assembly rotation bearing
5 Elastic ring
6 Yoke
7 Nut
8 Screw
9 Rubber bush
10 Wheel lower yoke
11 Split pin
12 Wheel pin
13 Adjustable segment
14 Flanged screw
15 Dust cover
16 Spacer
17 Wheel bearing
18 Wheel
19 Bush
5
MECHANICS SERVICE
DISMANTLING OF PIVOT WHEEL ASSEMBLY

Equipment and tools
hydraulic jack 8 mm T-handle open ended socket wrench small flat blade
2 wooden blocks ratchet
swivel hex key spanner 13-15-19 mm screwdriver
wrench 13 -19 mm
Fig. 1
T-handle socket hammer clamp gudgeon B

small external
wrench
circlip pliers
13 mm
A
Procedure
Before starting work, ensure that you are
wearing suitable protective clothing. Move
the truck to a safe place, away from the
transit areas of other vehicles and pedestrians. Raise the clamps to the maximum height,
turn the keyswitch to OFF and disconnect the battery.
Fig. 2
Phase 1
Phase 2
HYDRAULIC JACK - 2 WOODEN BLOCKS
Position the hydraulic jack on the right-hand side of the truck body and Fig. 3
C
the jack so that the truck rests on the wooden block. Repeat the opera-
tion on the left-hand side of the truck body (fig.2)
Phase 3
15 mm SOCKET WRENCH - RATCHET
Using the socket wrench and ratchet, unscrew and remove the four bolts,
along with their nuts and washers, securing the castor wheel assembly
to the truck body (ref.C fig.3).
Remove the wheel assembly and proceed with its replacement or disas-
sembly.
6
SERVICE MECHANICS
DISMANTLING OF PIVOTING WHEEL
Phase 4
13 mm SOCKET WRENCH - RATCHET - 13 mm OPEN ENDED SPAN-
NER - PIN PUNCH - HAMMER
Using the open ended spanner, lock one of the two screws fastening
the castor wheel pin, while with the socket wrench and ratchet unscrew
and remove the other screw (ref.F fig.4). Using the hammer and the pin E
punch, extract the wheel pin (ref.E fig.4), remove the adjuster segment
(ref.D fig.4) and extract the wheel from its seat.
Proceed with replacement. D F
DISASSEMBLY OF THE PIVOTING WHEEL Fig. 4
Phase 5
Fig. 5
SMALL FLAT BLADE SCREWDRIVER G
Using the small flat blade screwdriver, extract the dust cap (ref.G fig.5), H
remove the spacers (ref.H fig.5), bearings (ref.I fig.5) and bush (ref.L
fig.5).
Proceed with replacement I
L
I
REMOVAL OF THE BUFFERS
H
Phase 6
19 mm SOCKET WRENCH - RATCHET - 19 mm open ended spanner G
Counterhold the self-locking nut (ref.M fig.6) with the open ended span-
ner, while unscrewing and removing the screws of the yoke (ref.N fig.6)
using the socket wrench and the ratchet. Remove the buffers (ref.O fig.6). N
Proceed with replacement
REMOVAL OF THE UNIT ROTATION BEARING O
Phase 7
Fig. 6 M
MEDIUM PLIERS FOR OPENING CIRCLIPS - LARGE PLIERS FOR
CLOSING CIRCLIPS - SMALL FLAT BLADE SCREWDRIVER Fig. 7
P
Using the screwdriver, remove the plug (ref.P fig.7). Using the medium
external circlip pliers, remove the ring fastening the upper plate to the Q
yoke (ref.Q Fig.7), extract the plate together with the bearing. Using the
large pliers for closing circlips, remove the locking ring (ref.S fig.7) and
remove the bearing (ref.R fig.7).
Proceed with replacement R
S
INSTALLATION
The nut securing the castor wheel must be tightened using

a torque wrench to a torque of 85 Nm.
7
MECHANICS SERVICE
ADJUSTMENT OF THE WHEEL HEIGHT

The pivot wheel assembly is equipped with a system for adjusting the height of the wheels, to be done when:
• the drive wheel is worn out and slips when driving
• one of the two pivot wheels is much more worn than the other one
• both pivot wheels are worn out and the weight of the truck rests solely on the drive wheel
Wear on the wheels must be checked on a perfectly flat floor.
Equipment and tools
open ended socket

hydraulic jack n. 2 wood stocks ratchet
spanner 13 mm
13 mm
Procedure
pedestrians. Raise the clamps to the maximum height, turn the keyswitch to OFF and
disconnect the battery.
Phase 1
Use the T-handle socket wrench to unscrew and Fig. 1
remove the motor cover fixing nuts (ref.A fig.1).
first on the left and then on the right-hand side to B
8
SERVICE MECHANICS
Phase 2
Fig. 2
HYDRAULIC JACK - N. 2 WOODEN STOCKS
Position the hydraulic jack on the right-hand side of the truck body and
the jack so that the truck rests on the wooden block. Repeat the opera-
tion on the left-hand side of the truck body (fig.2)
Phase 3
13 mm SOCKET WRENCH - RATCHET - 13 mm OPEN ENDED SPAN-
NER
Using the open ended spanner, lock one of the two screws fastening the
castor wheel pin, while with the socket wrench and ratchet loosen the
other screw (ref.A fig.3). Loosen the two screws until the adjuster ring
nuts (ref.B fig.3) can be sufficiently extracted so as to be able to adjust
the desired height using the reference split pins (ref.C fig.3).
Screw the fixing screws back on and carry out the same operation on A A
the other wheel. Fig. 3
C B
9
MECHANICS SERVICE
LOAD WHEELS
IDENTIFICATION OF LOAD WHEEL COMPONENTS
4
5
9
8
10
11
8 9
Ref. Description
1 Shaft fastening screw

2 Shaft
3 Elastic dowel
4 Tie-rod pivot pin
5 Bushing
6 Spring pin
7 Load wheel pin
8 Dust cover
9 bearing
10 Load wheel
11 Spacer
10
SERVICE MECHANICS
LOAD WHEEL REPLACEMENT

Equipment and tools
2 wooden blocks clamp gudgeon pin punch small flat blade cartridge grease
hammer
150 x 150 x 500 Ø 15 mm Ø 4 mm screwdriver nipple
mm
Procedure
pedestrians. Raise the forks to the maximum height, press the down button to discharge
the pressure from the hydraulic system, set the keyswitch onto OFF and disconnect the
battery.
Fig. 1
Phase 1
2 WOODEN BLOCKS
Position the wooden blocks under the forks (fig.1). Lower the forks so
that they rest on the wooden blocks and continue lowering until the load
wheels are raised off the ground by about 2 cm.
Turn the keyswitch to OFF and disconnect the battery.
Phase 2
HAMMER - PIN PUNCH - DRIVING TOOL
Using the hammer and the pin punch, drive out the spring pin securing B
the pivot pin (ref.A fig.2). Drive out the pivot pin (ref.B fig.2) using the
driving tool and the hammer, then take the load wheel out of its seat and
proceed with dismantling or replacement.
Phase 3 A
Fig. 2
Using the small flat blade screwdriver, prise off the dust cap (ref.C fig.3)
and recover the bearings (ref.D fig.4)and the spacer (ref.E fig.4). Lastly
remove any remains of lubricant from the load wheel and then
proceed with replacement. E
D
INSTALLATION C
C
Following installation of new load wheels, grease the bearings us-
D
ing a grease gun.
Fig. 3
11
MECHANICS SERVICE
LOAD WHEEL ASSEMBLY REPLACEMENT

Equipment and tools
clamp gudgeon 2 wooden blocks socket pin extractor

hammer ratchet
Ø 15 mm 150 x 150 x 500 13 mm Ø 4 mm
mm
Procedure
pedestrians. Raise the forks to the maximum height.
Fig. 1
Phase 1
2 WOODEN BLOCKS
Position the wooden blocks under the forks (fig.1). Lower the forks so
that they rest on the wooden blocks and continue lowering until the load
wheels are raised off the ground by about 2 cm.
Phase 2
13MM SOCKET WRENCH - RATCHET
Using the socket wrench and ratchet, unscrew the screw (ref.A fig.2).
Drive out the pivot pin using the driving tool and the hammer (ref.B fig.2).
B
A
Fig. 2
Phase 3
Using the hammer and the pin punch, drive out the spring pin securing C
the pivot pin (ref.C fig.3). Extract the pivot (ref.D fig.3) using the clamp
gudgeon and the hammer. Withdraw the load wheel assembly from its
housing.
D
Proceed with replacement.
Fig. 3
12
SERVICE MECHANICS
LINKAGE
KEY TO LINKAGE ASSEMBLY COMPONENTS
1 13
2 3 12
14
12
4
4 10
9
5 7 8 11
1
4
Ref. Description
1 Screw fixing traction assembly frame pivot pin

2 Traction assembly frame pivot pin
3 Grease nipple
4 Bush
5 Rocker arm
6 Front forks frame pivot pin
7 Linkage assembly pivot pin
8 Screw fixing linkage to wheel assembly
9 Rear forks frame pivot pin
10 Elastic dowel
11 Wheels assembly pivot pin
12 Bushing
13 Wheel
14 Grease nipple
13
MECHANICS SERVICE
REMOVAL OF THE LINKAGE ASSEMBLY

Equipment and tools
hoist T-handle socket pin punch clamp gudgeon socket

load capacity spreader bar wrench hammer 13 mm
Ø 4 mm Ø 15 mm
2000 kg 13 mm
ratchet extension
Procedure
pedestrians. Lower the forks to the ground. Turn the keyswitch to OFF and disconnect
the battery.
When performing maintenance work that requires removing the rocker arm, it is essential
for the main frame and the forks frame to be properly supported so they cannot lower or
swing when there is no connection.
The battery is very heavy. It is recommended to be careful when handling it or working
near it to avoid any damage to persons or property.
Do not place hands, arms, feet and/or legs between the material and a solid object. Make
sure that the capacity of the lifting device and of the spreader bar is greater than the
weight of the battery, which is normally stamped on its body. The spreader bar must not
be made of metal or must be provided with insulating belts.
Phase 1 Fig. 1
remove the motor cover fixing nuts (ref.A fig.1). B
first on the left and then on the right-hand side
to trip the locking clips (ref.B fig.1).
A
14
SERVICE MECHANICS
Phase 2
Fig. 2
BRIDGE CRANE - SPACER BAR
Put wooden blocks on both sides of the truck near to the battery compart-
ment and under both forks.
Hook the spacer bar to the bridge crane. Position the bridge crane above
the battery compartment.
Attach the spreader bar to the battery; carefully lift the battery clear of
the battery compartment with the bridge crane (fig.2).
Gently lower the battery to the ground and detach the spreader bar.
Disconnect all the hydraulic and electrical connections

before removing the linkage assembly.
Phase 3
T-HANDLE SOCKET WRENCH - PIN PUNCH -
HAMMER - RATCHET - EXTENSION BAR - 13MM D
SOCKET WRENCH
Unscrew the fastener securing the pivot pin joining D
the bracket and linkage (ref.C fig.2), insert the pin Fig. 2
punch into the hole (ref.D fig.2) and, with the aid of the
hammer, extract the pin.
Repeat this operation on the opposite side and
free the linkage assembly from the frame (fig.3).
Fig. 3
Phase 4
13mm SOCKET WRENCH - PUNCH PIN - HAMMER
Unscrew the fasteners securing the pivot pins of the rear linkage (ref.F F
fig.4) and, with the aid of the pin punch and hammer, extract the pin
(ref.E fig.4).
E Fig. 4
15
MECHANICS SERVICE
Phase 5
T-HANDLE SOCKET WRENCH - PIN PUNCH - HAMMER
Using the T-handle key wrench, unscrew the fastener securing the linkage
pivot pin to the wheel assembly (ref.G fig.5) and, with the aid of the pin
punch and hammer, extract the pin (ref.H fig.5). Repeat this operation
on the other side too.
H
G
Fig. 5
I
Phase 6
Using the hammer and the pin punch, drive out the spring pin securing L
the pivot pin (ref.I fig.6). Drive out the pivot pin (ref.L fig.6) using the
driving tool and the hammer. Withdraw the load wheel assembly from
its housing. After repeating the operation on the other side too, you can
separate the linkage from the cover and make the replacement (Fig.7).
Fig. 6
Fig. 7
16
SERVICE MECHANICS
LINKAGE ASSEMBLY GREASING POINTS
Set the truck on wooden blocks

to access the grease fittings.
Grease gun
17
MECHANICS SERVICE
TILLER
KEY TO TILLER COMPONENTS
1
20
6
3 4
5 7
4 8
11
14 9
13
12
15
18 10
17
19
16
18
SERVICE MECHANICS
Ref. Description
1 Tiller head assembly
2 Screw
3 Nut
4 Cover
5 Nut
6 Ball pivot pin
7 Spring
8 Fastening clamp
9 Steering reduction proximity sensor
10 Bushing
11 Cover
12 Screw
13 Washer
14 Tiller handle pivot pin
15 Screw
16 Grommet
17 Nut
18 Screw
19 Tiller covering bracket
20 Washer
19
MECHANICS SERVICE
REMOVAL OF THE TILLER

Equipment and tools
clamp gudgeon
fixed spanner hammer ratchet socket wrench 5 mm T-handle
Ø 15 mm
13 mm 13 mm hex key
Procedure
pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect
the battery.
Phase 1
Fig. 1
B
Fig. 2
Phase 2
T-HANDLE HEX KEY WRENCH
Disconnect the tiller wire harnesses then, using
a T-handle hex key, unscrew the four screws
fastening the tiller to the transmission unit and
remove the screws with their washers (ref.C
fig.2). C
20
SERVICE MECHANICS
Phase 3
Fig. 3
Remove the plastic plugs (ref.D fig.3) to access the tiller spring and then
discharge the spring pressure.
The spring should be removed by tapping with the pin punch (ref.D fig.3).
WARNING
The tiller spring contains pressurized gas and lubricating
hydraulic oil.
D D
E F
Phase 4
FIXED 13 mm SPANNER - 5mm HEXAGONAL "T"" SECTION SPANNER
Disconnect the tiller wiring connector.
Using one of the spanners, restrain the self-locking nut securing the tiller Fig. 4
spring (ref.H fig.4) and unscrew and remove the spring retaining bolt with
the other spanner (ref.G fig.4). Recover the self-locking nut.
H
G
Phase 5
HAMMER - CLAMP GUDGEON
Unscrew the bolt (ref.I fig.5) and remove the pivot pin (ref.L fig.5) using Fig. 5
the pin punch and the hammer.
Remove the tiller assembly and proceed with its disassembly or replace-
ment.
I
21
MECHANICS SERVICE
TILLER SPRING REPLACEMENT

Equipment and tools
fixed spanner T handle hex key socket wrench

ratchet
13 mm 5 mm 13 mm
Procedure
pedestrians. Lower the forks to the ground, turn the keyswitch to OFF and disconnect
the battery.
Phase 1
Fig. 1
B
Phase 2
Fig. 3
Remove the plastic plugs (ref.D fig.3) to access the tiller spring and
then discharge the spring pressure.
.
WARNING
The tiller spring contains pressurized gas
and lubricating hydraulic oil.
D D
E F
22
SERVICE MECHANICS
Phase 3
Fig. 4
2 x 13 mm OPEN ENDED SPANNERS
Disconnect the tiller wiring connector.
Using one of the spanners, restrain the self-locking nut securing the tiller
spring (ref.H fig.4) and unscrew and remove the spring retaining bolt with
the other spanner (ref.G fig.4). Recover the self-locking nut.
H
G
Phase 4
Fig. 5
HAMMER - CLAMP GUDGEON
Unscrew the bolt (ref.I fig.5) and remove the pivot pin (ref.L fig.5) using
the pin punch and the hammer. I
Remove the tiller assembly and proceed with its disassembly or replace-
ment.
Phase 5 Fig. 6
HEXAGONAL 5 mm "T" SECTION SPANNER - 13mm SOCKET
WRENCH - RATCHET
Remove the plastic cap (ref.M fig.6), then unscrew and remove the
fixing screw of the upper part of the spring (ref.N fig.6).
M
Withdraw the spring from the tiller and proceed with replacement.
N M
23
MECHANICS SERVICE
TRACTION MOTOR
KEY TO TRACTION MOTOR COMPONENTS
Ref. Description
Screws fastening the motor to the reduction
1
unit
2 Motor body
3 Speed sensor
24
SERVICE MECHANICS
TRACTION MOTOR DISMANTLING

Equipment and tools
2 open ended T-handle socket

hexagonal "T" brush
spanners wrench
section spanner
10 mm 13 mm
6 mm
Procedure
Fig. 1
B
Phase 1
remove the motor cover fixing nuts (ref.A fig.1). A
Phase 2 Fig. 2
T-HANDLE HEX KEY WRENCH
Disconnect the tiller wire harnesses then, using a
T-handle hex key, unscrew the four screws fasten-
ing the tiller to the transmission unit and remove the
screws with their washers (ref.C fig.2), then remove
the bracket together with the tiller.
C
Phase 3
Carry out the electromagnetic brake removal procedure (see "REMOVAL
OF THE ELECTROMAGNETIC BRAKE" in the "BRAKING SYSTEM"
section).
25
MECHANICS SERVICE
Phase 4
Fig. 3
2 x 10 mm OPEN ENDED SPANNERS
Using the two spanners, unscrew the nuts securing the traction motor
power supply cables (ref.D fig.3). Note the position of the cables prior
to removing them. Disconnect all the wiring connectors.
Phase 5 Fig. 4
Unscrew and remove the four screws and their washers (ref.E fig.4)
fastening the traction motor to the gearbox.
Phase 5
Lift the motor until the drive shaft is completely free of the reducer. Remove it from the truck body and
proceed with replacement or disassembly.
INSTALLATION
Before installing the motor on the reduction unit, lubricate the drive shaft with a thin, even
layer of grease.
During the coupling stage, carefully rotate the wheel shaft to help the motor shaft engage
with the pinion.
The screws securing the reduction unit to the chassis must be tightened using a torque
wrench to a torque of 24 Nm.
26
SERVICE MECHANICS
27
SERVICE REDUCER
REDUCER
KEY TO THE REDUCTION UNIT COMPONENTS�� 2
REMOVAL OF THE REDUCTION UNIT�� 3
CHANGE REDUCTION GEAR BEARING�� 5
1
REDUCER SERVICE
KEY TO REDUCTION UNIT COMPONENTS
type gearbox supplier code
TYP.
part number COD.
C.P.N.
production date DATE NR serial number
Ref. Description
1 Reduction gear
2 Reduction gear bearing
Screws fastening the bearing to the reduction
3
gear
4 Reduction gear identification plate
2
SERVICE REDUCER
REMOVAL OF THE REDUCTION UNIT

Equipment and tools
lifting rope socket extension

bridge crane spreader bar hydraulic jack 2 wooden blocks
13-21 mm
hammer clamp gudgeon ratchet

Ø 15 mm
Procedure
Phase 1
Carry out the drive wheel removal procedure (see “REMOVAL OF THE DRIVE WHEEL” in the “MECHAN-
ICS” section).
Phase 2
Carry out the tiller removal procedure (see “REMOVAL OF THE TILLER” in the “MECHANICS” section).
Phase 3
Carry out the lift cylinder dismantling procedure (see “LIFT CYLINDER DISMANTLING” in the "HYDRAULIC
SYSTEM" section).
Phase 4
Carry out the traction motor removal procedure (see “REMOVAL OF THE TRACTION MOTOR” in the
“MECHANICS” section).
3
REDUCER SERVICE
Phase 5
Fig. 1
Make sure you have put wooden blocks on both sides of the truck near
to the battery compartment and under both forks.
Attach the spreader bar to the bridge crane. Position the bridge crane
above the battery compartment.
Attach the spreader bar to the battery; carefully lift the battery clear of
the battery compartment with the bridge crane (fig.1).
Gently lower the battery to the ground and detach the spreader bar.
Phase 6
13MM HEX WRENCH - PIN PUNCH - HAMMER A
Unscrew the fastener securing the pin joining the bracket and linkage
(ref.A fig.2), insert the pin punch into the hole (ref.B fig.2) and, with the
aid of the hammer, extract the pin.
Repeat this operation on the opposite side and free
the linkage assembly from the frame.
B
B Fig. 2
Phase 7
21MM SOCKET WRENCH
Unscrew the 4 fasteners securing the drive assembly bracket to the frame
(ref.C fig.3), then remove it together with the reduction gear.
Remove the reduction unit (fig.4), place it on a clean workbench and
proceed with replacement or disassembly.
C Fig. 3
Fig. 4
INSTALLATION
The screws securing the drive assembly bracket to the

chassis must be tightened using a torque wrench to a
torque of 25 Nm.
4
SERVICE REDUCER
CHANGE REDUCTION GEAR BEARING

Equipment and tools
6 mm hex socket oil protecting

vice
wrench gloves
Procedure
Phase 1
OIL PROTECTING GLOVES
Wear the oil proof gloves.
Carry out the reducer dismantling procedure (see “REDUCER DISMANTLING”).
Phase 2
VICE - MEDIUM SIZE FLAT HEAD SCREWDRIVER
Position the reducer in the vice and clamp firmly.
B Fig. 1
Phase 3
SOCKET WRENCH
Unscrew the 8 screws (ref.A fig.1) securing the bearing (ref.B fig.1) to
the reduction gear, then remove the bearing and make the change.
A
5
SERVICE ROUTINE MAINTENANCE
ROUTINE MAINTENANCE
OILS AND LUBRICANTS�� 4
CLEANING PRODUCTS�� 4
SCHEDULED MAINTENANCE�� 5
1
ROUTINE MAINTENANCE SERVICE
WARNINGS
• If maintenance operations are carried out immediately after the truck is stopped, some components of
the motor and of the hydraulic system could be hot. Always wear the personal protective equipment in
situations requiring it.
• Do not wear any rings, watches, jewellery, loose or hanging items of clothing such as scarves, unbut-
toned jackets or tops with open zippers that can get caught up in moving parts.
• Never do any cleaning, lubrication or maintenance work with the battery connected.
• Never perform any servicing on the machine with persons at the controls, unless they are accredited
operators and help with the operation to be performed.
• Using compressed air to clean the parts, protect yourself with goggles that have side protection. The
maximum air pressure must not exceed 1 bar.
• Never use gasoline, diesel fuel or other flammable liquids such as detergents: instead use non-flammable
and non-toxic trade solvents.
• Do not accumulate rags soaked in grease or oil: they are a great fire hazard. Always put them away
into a closed metal container.
• The capacitors in the transistor control unit can keep an electric charge even after disconnecting the
battery. To avoid electric shocks and personal injury, discharge the capacitors before inspecting or
repairing any component in the electric compartment. Wear safety glasses. Make sure the battery has
been disconnected.
• Do not file or lubricate the contacts of the contactors. This could cause the contacts to stick and, as a
result, loss of control and damage to property or injury to people.
• Used oil must be specially collected. It must not be disposed of into normal drainage system pipes.
Special companies can be employed to dispose of or recycle industrial oils according to the laws in
force in individual countries.
• Fluid passing through a very small orifice can be virtually invisible and have sufficient force to penetrate
under the skin; in such cases, having to make a check, use a card or a piece of wood.
• Protect the hydraulic system from dirt or contaminants getting inside when checking the fluid level of
changing the filter.
• Never operate the pump without an adequate quantity of fluid in the hydraulic system. Operation with
low levels of hydraulic fluid will damage the hydraulic pump.
• Do not place any tools on the battery. Metal items on the battery can generate accidental short-circuit-
ing and possibly damage or injury.
• The batteries generate explosive gases. Keep the vents clean. Keep sparks and flames well away
from the battery compartment. Pay attention not to create any sparks when disconnecting the battery
cables. Disconnect the battery during maintenance work.
• Always use a spreader bar and slings to raise the battery vertically with the specific eyelets. Do not
use chains or slings without a spreader bar, you would risk damaging the battery casing. Check that
the battery compartment is clean and dry. When the battery is in service, the aeration plugs must all be
installed. If the aeration plugs are not installed, electrolyte can come out, corroding the battery casing
and compartment.
2
• The acid in the electrolyte can cause injury. If the electrolyte gets spilled it should be cleaned up with
water. Neutralize the acid with a solution of sodium bicarbonate (soda). Areas of the skin that come
into contact with the acid must be rinsed with water immediately. Acid splashed into the eyes must be
washed away with water constantly for at least 10 minutes, then call a doctor.
• The batteries belong to the counterweight system of the lift truck. When installing a battery that is too
small, the lift truck might not have enough weight for the nominal load. When replacing a battery, see
the truck identification data plate to check that the battery has the rated capacity and correct dimen-
sions. See “TRUCK AND LOAD CAPACITY IDENTIFICATION DATA” in the “PRESENTATION” sec-
tion for the exact battery specifications for the lift truck at issue.
• Do not work under a raised carriage. Lower the carriage or use a safety chain to prevent the carriage
from lowering during maintenance work on the mast and on the lifting chains.
• Never repair damaged forks using heat or welding. The forks are made of steel that is hardened with
special procedures. Replace damaged forks.
• Before servicing the hydraulic system you must eliminate any residual pressure inside it.
Close the valves at the end of the maintenance work.
3
OILS AND LUBRICANTS
Application Std Cold Trademark Type Specifications

store
DIN 51524 (part 2)
OIL  Shell TELLUS 32 HCE-80
for lubrication of the
HYDRAULIC CIRCUIT AEROSHELL FLUID MIL-H-5606G
 Shell 41 HCE-79
OIL
for lubrication   Esso UNIFARM 15W-40
REDUCER
OIL ADVANCE TEFLON

for lubrication of MDU GEARS   Shell CHAIN
ALBIDA GREASE MIL-G-24129A

GREASE  Shell EP2 HCE-74D
for lubrication of
PINS, TIE RODS AEROSHELL
 Shell GREASE 6 MIL-PRF-24139A
Insulation
Pure Vaseline
BATTERY TERMINALS
CLEANING PRODUCTS
CASING AND PLASTIC COVER CLEANING - CLEANING OF PAINTED TRUCK PARTS
For general cleaning of the truck, use only dry air, damp rags or degreasing detergents.
Do not use water jets, vapours, solvents or flammable products that may damage the truck
or that can be dangerous for the operator.
MOTOR AND ELECTRONIC SYSTEM CLEANING

For general cleaning purposes use dry air at low pressure and a clean dry brush.
Do not use wet rags, water jets, vapour, solvents or flammable products that may damage
the truck or that may be dangerous for the operator.
MAST PROFILE AND SMALL MAST CLEANING

Use degreasing solvents.
Do not use water jets, vapour, solvents or flammable products that may damage the small
mast or be harmful to the operator.
4
SCHEDULED MAINTENANCE
 = check and maintenance

 = operator check Maintenance intervals
x = replacement
every every every
Operation description 8 hours 1000 hours 3000 hours
1 day 12 months 36 months
Check the tightening of the nuts and bolts 

FRAME
Check welded joints 

General cleaning 
Check release braking  

BRAKING SYSTEM
Check reverse braking  

Check emergency braking  
Check parking mode braking  
Check brake lining wear (1)

Check for oil leaks  

HYDRAULIC SYSTEM
Check hydraulic functions  

Check oil level in tank 
Check flexible hoses (2) 
Tank oil change x
Change oil filter x
Visual oil leak check  

REDUCTION
Check reduction unit noise 

UNIT
Change oil in reduction unit (4)


FORKS
Check state of forks 

Check traction wheel wear (1)  

WHEELS & TYRES
Check load wheels wear (1)

 
Check wear of castor wheels (1)  
Check the tightening of traction wheel fastening nuts 
Check tightening of pivoting wheel fastening nuts 
Check load and castor wheels bearings (1)

Check castor wheels support bearings  
RODS
TIE-
Check state of linkage 
Check the condition and operation of the tiller 

TILLER
Check gas spring efficiency 

GREASING
POINTS
MDU gear greasing 

Grease pins, tie rods
5
 = check and maintenance

 = operator check Maintenance intervals
x = replacement
every
every every
every every 1000
2000 3000
Operation description 8 hours 500 hours hours
hours hours
1 day 6 months 12
24 months 36 months
months
Check Belly Switch operation 
CHECKS
Check horn operation 

Check SNAIL button operation 
Check battery socket integrity 

ELECTRICAL
Check electronic connections 

SYSTEM
Check electric wire harnesses 

Check sensor efficiency 
Check cable connections  
Check for liquid leakage  
BATTERY
Check battery insulation 

Check electrolyte density 
Check electrolyte level (3) 
(1)
replace if necessary
(2)
replace in the following situations:
• a shift of the connection on the pipe;
• the presence of damage, cuts or abrasions on the superficial layer;
• hardening or stiffness of the pipe, the presence of burns or cracks due to heat exposure;
• the presence of cracks, damages or strong corrosion on the connection;
• the presence of leaks along the pipe or at the coupling joint;
• the presence of permanent creases, compression, flattening or twists in the pipe;
• the presence of blisters, softening, wear of the external coat.
(3)
fill up the electrolyte levels whenever they fall to 5 - 10 mm from the plate unit.
(4)
change unnecessary, long-life oil.
Trucks working in cold stores must be lubricated every 500 hours, or even more frequently in the
case of particularly intensive use
6
7
Code: 4138679 Revision: 0 (04/2015)
REDUCER SERVICE
6
SERVICE BRAKING SYSTEM
BRAKING SYSTEM
IDENTIFICATION OF THE ELECTROMAGNETIC BRAKE COMPONENTS�� 2
OPERATION�� 3
BRAKING SYSTEM�� 3
DISMANTLING OF THE ELECTROMAGNETIC BRAKE�� 4
ELECROMAGNETIC BRAKE ADJUSTMENT�� 6
1
BRAKING SYSTEM SERVICE
IDENTIFICATION OF THE ELECTROMAGNETIC BRAKE COMPONENTS
4
3
Ref. Description
1 Dust cap
2 Brake
3 Fixing screws
4 Adjusting screw
2
OPERATION
The electromagnetic brake mounted on the traction motor is a spring-operated brake.
When the electromagnet is powered, it attracts the brake plate and releases the friction disc, allowing the
latter to rotate freely.
When the power supply to the electromagnet is cut, the springs push the brake plate down onto the friction
disc, thus applying the brake.
BRAKING SYSTEMS
There are 4 braking systems used:
• Release braking drive control release
• Braking on direction reversal
• Emergency braking
• Parking brake
A) Release braking
Release braking is performed by the drive motor and controls the
deceleration ramp when the drive control is released.
B) Braking on direction reversal

Controls the deceleration ramp when the travel direction is inverted.
“Braking on direction reversal", also know as counter current braking, direction reversal
consists of reversing the current supplied to the motor, thus changing the
direction of travel when the truck is in motion.
The braking current must be adjusted so that the truck stops in a distance
that is at least not less than the length of the truck itself.
C) Emergency braking
Emergency braking takes place when an alarm is triggered that requires
immediate traction arrest of when the tiller sensor is disactivated (tiller in
rest position or completely lowered).
The braking is performed by the electromagnetic brake attached to the
traction motor.
D) Stationary brake
The "stationary brake" is performed by the electromagnetic brake and takes place when the machine is
stationary and the tiller is in the rest position.
3
DISMANTLING OF THE ELECTROMAGNETIC BRAKE

Equipment and tools
socket wrench fixed spanner 5 mm T-handle

scissors
size 13mm 15 mm hex key
Procedure
Before starting work, ensure that you are equipped with all suitable safety clothing.
Lock the wheels to prevent sudden movements.
Fig. 1
Phase 1
SOCKET WRENCH SIZE 13 mm
Use the socket wrench to unscrew and remove B
the motor cover fixing screws (ref.A fig.1).
Remove the motor cover by pressing your
hands first on the left and then on the right-hand
side to trip the locking clips (ref.B fig.1).
A
Fig. 2
Phase 2
5 MM T-HANDLE HEX KEY
Disconnect the tiller wire harnesses then, using a T-handle hex key,
unscrew the four screws fastening the tiller to the transmission unit and
remove the screws with their washers (ref.C fig.2), then remove the
bracket together with the tiller.
4
Phase 3
Fig. 3
Discharge the capacitor of the control device by connecting a 25W - 100 D
ohm resistor to connectors B+ and B- (ref.D fig.3) and disconnect the
wire harnesses of the control handle and the proximity sensor of the tiller
boom located on top of the drive motor.
Phase 4
E Fig. 4
OPEN ENDED SPANNER - T-HANDLE HEX KEY SIZE 5 mm

Remove the dust cap (ref.E fig.4)
Disconnect the brake wire harness connector then, using the T-handle
hex key, unscrew and remove the three cap screws (ref.F fig.4) securing
the brake assembly to the motor and remove the brake (fig.5). F
Fig. 5
ASSEMBLY
After assembly proceed with the adjustment of the elec-

tromagnetic brake.
5
ELECTROMAGNETIC BRAKE ADJUSTMENT
B
A
Fig. 1
After re-installing the electromagnetic brake assembly, before using the truck, the friction disc must be
adjusted.
To obtain a good braking action, the distance between the friction disc and the brake plate (ref.A fig.1) must
not be greater than 0.35 mm. For this purpose one must use a feeler gauge of this size.
With the three nuts loose (ref.B fig.1), insert the feeler gauge near one of the bolts, tighten the retaining
screw (ref.C fig.1) with the Allen wrench and position the plate so the feeler gauge can be withdrawn with
a little friction. Repeat the operation with all three bolts.
Tighten the nuts using the fixed gauge spanner (ref.B fig.1).
6
Part no.: 550072197 Revision: 0 (12/2012)
KEYPAD
This manual is intended solely for the specialized technicians of

the Yale service network
MULTIFUNCTION KEYPAD
KEYPAD SERVICE
IMPORTANT
We recommend you read this manual carefully in order to avoid accidents with personnel or damage and
keep it in a good condition so it is always decipherable and complete.
This manual does not replace the use and maintenance manual, it is a supplement to it.
Product support group
2
SERVICE KEYPAD
Contents
INTRODUCTION.......................................................................................................................................................... 4
CONNECTIONS........................................................................................................................................................... 4
KEYPAD....................................................................................................................................................................... 5
SWITCHING ON AND ENABLING THE TRUCK FOR USE....................................................................................... 5
Entering the password..................................................................................................................................... 6
user changeover................................................................................................................................................. 7
supervisor menu.................................................................................................................................................. 8
create a new user................................................................................................................................................ 9
3
KEYPAD SERVICE
INTRODUCTION
The Keypad is a multifunction instrument comprised of a keypad, display and internal memory.
This device allows truck operation to be enabled on entry of an identification code.
SPECIFICATIONS
• Required length of the identification code: 5 characters
• Maximum number of permitted users: 256 (plus an administrator user)
CONNECTIONS
4-pin connector:
1) +VBatt 24 Vdc (max 30 Vdc)
2) GND
3) No Relay
4) No Relay
4
SERVICE KEYPAD
KEYPAD
The keypad is composed of 10 numeric keys (from 0 to 9) and two
alphanumeric keys “*“ and “#”.
Keys "2" and "0" have a double function as they allow the administrator
user to move within the supervisor menu.
The "#" key is used to confirm an operation.
The “*“ key is used to delete a value entered or to go back to the
previous menu.
SWITCHING ON AND ENABLING THE TRUCK FOR USE

Turn the key switch to ON (1).
The display will light up and show the version of the firmware.
After approximately 2 seconds the welcome message will appear.
It is now possible to enter the identification code (PIN).

There are two levels of identification:
• User -The PINs of the various users are created by the administrator (Master) or by the specialist tech-
nician (Service). Enter the five-digit user code with the numeric keypad and confirm with “#” to enable
use of the truck by the user.
• Administrator - Enter the administrator code 56789 (default value) with the numeric keypad and confirm
with “#” to access the supervisor menu where you can:
- Create a new user
- Block or unblock a user
- Read and change the password of a user
- Read and change the administrator's password
5
KEYPAD SERVICE
Entering the password

On pressing a numerical key the display shows the screen for entering the password,
where the "+" symbol indicates the digits already entered and "-" those still to be entered.
Any digit entered after the maximum number allowed (five) is not considered by the sys-
tem.
To delete an incorrect digit, press .
To confirm the password entered press .
If the password entered is correct, the display will show the enabled user's number (for example user 3):
All the truck's functions are now enabled.

On the contrary, if the password entered is not correct (or the user has been blocked by the administrator),
the display will show this message:
If instead confirmation is given with "#" before entering all the digits forming the password,
the display will show this message:
6
SERVICE KEYPAD
user changeover
The device can be controlled by one user at a time. In the case of access by an enabled user, if another
one tries to obtain access by entering his own password, no operations are carried out.
User 3 switches on the truck and enters the password.
The password is correct and user 3 can begin using the truck.
User 1 enters his own password.
Use of the truck remains enabled for user 3.
To allow another user to be able to access and use the truck, the user that has it in use must first discon-
nect by entering the password.
User 3 switches on the truck and enters the password.
The password is correct and user 3 can begin using the truck.
User 3 enters the password again to be disconnected.
The password is correct and the device is ready to accept a new

user.
If the key switch is turned OFF (0), the device automatically disconnects the user.
7
KEYPAD SERVICE
supervisor menu
To access this menu it is necessary to enter the Master password (56789 by default).
On entering the Master password, at any time, all active functions are switched off to per-
mit access to the supervisor menu.
The display shows a guide to the enabled keys,
which have the following functions:

• "0": scrolls through the list of registered users in ascending order, passing from the first item of "New
User" to the last one of "Master".
• "2": scrolls through the list of registered users in descending order, passing from the last item of "Master"
to the first one of "New User".
• “#”: select.
• “*”: exit.
...
...
8
SERVICE KEYPAD
create a new user

To create a new user, go onto "New User" using keys "0" and "2" and confirm your choice with the "#"
key.
The display will request the password for the new user:
It is now possible to enter the password and confirm with the "#" key or go back to the previous menu
without creating a user by pressing the "*" key.
If an existing password is entered, the user is still created but he will not be able to access
the truck functions since, for the same password, the first user in the list takes priority
over the others.
If the same password is wrongly entered by the administrator user (Master), the user is in
any case created but the password remains associated with the administrator.
If you try to create a user when the maximum limit on the number of users that can be registered (256) has
already been reached, the following message will appear on the display:
9
Code: 550072197 Revision: 0 (12/2012)
Draft
17 November 2006
1234/36/38 Manual
12 3 4
M O D E L S
12 3 6
& 1238
AC INDUCTION
MOTOR CONTROLLERS
with VCL
© 2006 CURTIS INSTRUMENTS, INC.
DESIGN OF CURTIS PMC 1200 SERIES

CONTROLLERS PROTECTED BY U.S.
PATENT NO. 4626750.
1236/38 Manual, p/n 37022

Rev. C: November 2006
CURTIS INSTRUMENTS, INC.

200 Kisco Avenue
Mt. Kisco, New York 10509 USA
Tel. 914.666.2971
Fax 914.666.2188
www.curtisinstruments.com
17 NOVEMBER 2006 DRAFT
CONTENTS
CONTENTS
1. OVERVIEW ..............................................................................1
2. INSTALLATION AND WIRING.............................................3

Mounting the Controller .....................................................3
High Current Connections and Wiring Guidelines..............6
Low Current Connections and Wiring Guidelines ...............8
Controller Wiring: Basic Configuration ............................12
Switch Input Wiring ..........................................................13
Throttle Wiring .................................................................13
Input/Output Specifications...............................................18
3. PROGRAMMABLE PARAMETERS .....................................23

Program Menu ..................................................................24
4a. MONITOR MENU ................................................................64
4b. CONTROLLER INFORMATION MENU ...........................73
5. INITIAL SETUP .....................................................................74
6. VEHICLE CONTROL LANGUAGE .....................................80
7. DIAGNOSTICS AND TROUBLESHOOTING..................106
8. MAINTENANCE .................................................................115
APPENDIX A Theory of Operation

APPENDIX B Vehicle Design Considerations
APPENDIX C 1311 Programmer Operation
APPENDIX D Specifications, 1234/36/38 Controllers
Curtis 1234/36/38 Manual, Rev. C iii

FIGURES / TABLES
FIGURES
FIG. 1: Curtis 1234, 1236, and 1238 controllers ................................. 1
FIG. 2a: Mounting dimensions, Curtis 1234 controller ........................ 3
FIG. 2b: Mounting dimensions, Curtis 1236/38 controllers ................. 4
FIG. 3: Basic wiring diagram .............................................................. 12
FIG. 4: Wiring for Type 1 throttles .................................................... 14
FIG. 7: Response rate diagram ............................................................ 33
FIG. 8: Neutral braking, torque control mode.................................... 38
FIG. 9: Effect of gear soften parameter, torque control mode ............. 38
FIG. 10: Effect of brake taper speed parameter, torque control mode ... 38
FIG. 11: Drive current limiting map .................................................... 41
FIG. 12: Regen current limiting map ................................................... 42
FIG. 13: Throttle adjustment ............................................................... 44
FIG. 14: VCL motor command diagram .............................................. 88
FIG. 15: VCL control mode processing ................................................ 92
FIG. 16: VCL proportional driver processing ....................................... 93
FIG. A-1: IFO diagram .........................................................................A-2

FIG. A-2: Power section topology..........................................................A-3
FIG. C-1: Curtis 1311 handheld programmer ...................................... C-1
TABLES
TABLE 1: High current connections ....................................................... 6
TABLE 2: Low current connections ........................................................ 9
TABLE 3: Programmable parameter menus .......................................... 24
TABLE 4: Types of LED display ........................................................ 107
TABLE 5: Troubleshooting chart......................................................... 108
TABLE D-1: Specifications, 1234/36/38 controllers ............................... D-1
iv Curtis 1234/36/38 Manual, Rev. C

1 — OVERVIEW
1
OVERVIEW
Curtis 1234, 1236, and 1238 AC induction motor controllers deliver smooth
power unlike any previous vehicle control system. They provide unprecedented
flexibility and power through inclusion of a field-programmable logic controller
embedded in a state-of-the-art motor controller.
The embedded logic controller runs a fully functional field-oriented AC
motor control operating system (OS) that can be user-tailored via parameter
modification; see Section 3. The OS also contains logic to execute OEM-
developed software, called VCL, that can be used to enhance the controller
capabilities beyond the basics; see Section 6.
VCL (Vehicle Control Language) is an innovative software programming
language developed by Curtis. Many electric vehicle functions are uniquely
built into the VCL code, and additional functions can be OEM-controlled using
VCL code. VCL opens new avenues of customization, product differentiation,
and responsiveness to the market.
The CAN bus communications included in the 1234/36/38, as well as
in many other Curtis products, allow these AC induction motor controllers to
be part of an efficient distributed system. Inputs and outputs can be optimally
shared throughout the system, minimizing wiring and creating integrated
functions that often reduce the cost of the system.
Curtis 1234/36/38 controllers are the ideal solution for traction, hoist,
dual drive, and other motor drive and vehicle control needs.
Fig. 1 Curtis 1234 (left), 1236 (middle), and 1238 (right) AC induction motor controllers.
All three models have the same standard features.
Like all Curtis controllers, the 1234/36/38 offers superior operator control of
motor drive performance. Features include:
✓ High efficiency, field-oriented motor control algorithms*
✓ Advanced Pulse Width Modulation technology for efficient use
of battery voltage, low motor harmonics, low torque ripple, and
minimized switching losses
✓ Extremely wide torque/speed range including full regeneration capability
✓ Smooth low speed control, including zero speed More Features ☞
Curtis 1234/36/38 Manual, Rev. C 1

1 — OVERVIEW
✓ Adaptation of control algorithm to motor temperature variation so

optimal performance is maintained under widely varying conditions
✓ Real-time battery current, motor torque, and power estimates available
✓ Power limiting maps allow performance customization for reduced motor
heating and consistent performance over varying battery state-of-charge
✓ Powerful operating system allows parallel processing of vehicle control
tasks, motor control tasks, and user configurable programmable logic
✓ A wide range of I/O can be applied wherever needed, for maximum
destributed system control
✓ Internal battery-state-of-charge, hourmeter, and maintenance timers
✓ High frequency silent operation
✓ Models available for 24V to 80V battery systems, with 200A RMS to
650A RMS 2-minute current ratings
✓ Easily programmable through the Curtis 1311 handheld programmer
and 1314 PC Programming Station
✓ CANopen communications for integration into distributed control
systems; other 11-bit identifier field CAN protocols can be custom
configured through VCL
✓ Field-programmable, with flash downloadable main operating code
✓ Thermal cutback, warning, and automatic shutdown provide protection
to motor and controller
✓ Rugged sealed housing and connectors meet IP65 environmental sealing
standards for use in harsh environments
✓ Insulated metal substrate power base provides superior heat transfer for
increased reliability.
Familiarity with your Curtis controller will help you install and operate it prop-
erly. We encourage you to read this manual carefully. If you have questions,
please contact the Curtis office nearest you.
* For more information on the 1234/36/38 controller’s

motor control algorithms and 3-phase power section
implementation, see Appendix A: Theory of Operation.
☞ Using the 1311 handheld programmer, you can set up the controller to perform
all the basic operations—such as acceleration control, throttle shaping, and
HPD. In this manual, we first show you how to wire your system and adjust
its performance characteristics without the use of VCL. Then, in Section 6, we
show you how to adjust the system using VCL, which interacts with a second,
independent software realm resident in a powerful logic controller embedded
within the 1234/36/38 controller.
2 Curtis 1234/36/38 Manual, Rev. C

2 — INSTALLATION & WIRING
2
INSTALLATION AND WIRING
MOUNTING THE CONTROLLER

The outline and mounting hole dimensions for the 1234 controller are shown in
Figure 2a, and for the 1236 and 1238 controllers in Figure 2b. These control-
lers meet the IP65 requirements for environmental protection against dust and
water. Nevertheless, in order to prevent external corrosion and leakage paths
from developing, the mounting location should be carefully chosen to keep
the controller as clean and dry as possible.
It is recommended that the controller be fastened to a clean, flat metal
surface with four 6mm (1⁄ 4”) diameter bolts, using the holes provided. A thermal
joint compound can be used to improve heat conduction from the controller
Fig. 2a Mounting
dimensions, Curtis 1234
motor controller.
Dimensions in millimeters (and inches)

heatsink to the mounting surface. Additional heatsinking or fan cooling may

be necessary to meet the desired continuous ratings.
You will need to take steps during the design and development of your
end product to ensure that its EMC performance complies with applicable
regulations; suggestions are presented in Appendix B.
The1234/36/38 controllers contain ESD-sensitive components. Use
appropriate precautions in connecting, disconnecting, and handling the con-
troller. See installation suggestions in Appendix B for protecting the controller
from ESD damage.
Fig. 2b Mounting
dimensions, Curtis 1236
and 1238 motor controllers.
Dimensions in millimeters (and inches)

☞
C AU T I O N Working on electrical systems is potentially dangerous. You should
protect yourself against uncontrolled operation, high current arcs, and
outgassing from lead acid batteries:
UNCONTROLLED OPERATION — Some conditions could cause the motor to

run out of control. Disconnect the motor or jack up the vehicle and get
the drive wheels off the ground before attempting any work on the motor
control circuitry.
HIGH CURRENT ARCS — Batteries can supply very high power, and arcing can
occur if they are short circuited. Always open the battery circuit before
working on the motor control circuit. Wear safety glasses, and use properly
insulated tools to prevent shorts.
LEAD ACID BATTERIES — Charging or discharging generates hydrogen gas,

which can build up in and around the batteries. Follow the battery man-
ufacturer’s safety recommendations. Wear safety glasses.

2 — INSTALLATION & WIRING: High Current Connections
HIGH CURRENT CONNECTIONS

There are five high-current terminals, identified on the controller housing as
B+, B-, U, V, and W.
Table 1 High Current Connections

TERMINAL TYPE FUNCTION
B+ Input Positive battery to controller.

B- Input Negative battery to controller.
U I/O Motor phase U.
V I/O Motor phase V.
W I/O Motor phase W.
Lug assembly: 1234 models

Five aluminum M6 terminals are provided. Lugs should be installed as follows,
using M6 bolts sized to provide proper engagement (see diagram):
• Place the lug on top of the aluminum terminal, followed by
a high-load safety washer with its convex side on top. The
washer should be a SCHNORR 416320, or equivalent.
• If two lugs are used on the same terminal, stack them so the
lug carrying the least current is on top.
• Tighten the assembly to [TBD].

2 — INSTALLATION & WIRING: High Current Connections
Lug assembly: 1236 and 1238 models

Five brass M8 terminals are provided. Lugs should be installed as follows, using
M8 bolts sized to provide proper engagement (see diagram):
• Place the lug on top of the brass terminal, followed by a
high-load safety washer with its convex side on top. The
washer should be a SCHNORR 700800, or equivalent.
• If two lugs are used on the same terminal, stack them so the
lug carrying the least current is on top.
• Tighten the assembly to 9.6 ±0.9 N·m (85 ±8 in-lbs).
Note: The terminals may rotate up to ±5° in the cover.
High current wiring recommendations: all models

Battery cables (B+, B-)
These two cables should be run close to each other between the controller
and the battery. Use high quality copper lugs and observe the recommended
torque ratings. For best noise immunity the cables should not run across the
center section of the controller. With multiple high current controllers, use a
star ground from the battery B- terminal.
Motor wiring (U, V, W)

The three phase wires should be close to the same length and bundled together
as they run between the controller and the motor. The cable lengths should be
kept as short as possible. Use high quality copper lugs and observe the recom-
mended torque ratings. For best noise immunity the motor cables should not
run across the center section of the controller. In applications that seek the
lowest possible emissions, a shield can be placed around the bundled motor
cables and connected to the B- terminal at the controller. Typical installations
will readily pass the emissions standards without a shield. Low current signal
wires should not be run next to the motor cables. When necessary they should
cross the motor cables at a right angle to minimize noise coupling.

2 — INSTALLATION & WIRING: Low Current Connections
LOW CURRENT CONNECTIONS

All low power connections are made through a single 35-pin AMPSEAL con-
nector. The mating plug housing is AMP p/n 776164-1 and the contact pins
are AMP p/n 770520-3. The connector will accept 20 to 16 AWG wire with
a 1.7 to 2.7mm diameter thin-wall insulation.
The 35 individual pins are characterized in Table 2.
J1
Low current wiring recommendations

Motor encoder (Pins 31, 32)
All four encoder wires should be bundled together as they run between the
motor and controller logic connector. These can often be run with the rest of
the low current wiring harness. The encoder cables should not be run near
the motor cables. In applications where this is necessary, shielded cable should
be used with the ground shield connected to the I/O ground (pin 7) at only
the controller side. In extreme applications, common mode filters (e.g. ferrite
beads) could be used.
CAN bus (Pins 21, 23, 34, 35)

It is recommended that the CAN wires be run as a twisted pair. However,
many successful applications at 125 kBaud are run without twisting, simply
using two lines bundled in with the rest of the low current wiring. CAN wiring
should be kept away from the high current cables and cross it at right angles
when necessary.
All other low current wiring

The remaining low current wiring should be run according to standard practices.
Running low current wiring next to the high current wiring should always be
avoided.

Table 2 Low Current Connections

RELATED VCL*
PIN NAME DESCRIPTION FUNCTIONS REFERENCES
1 KSI Keyswitch input. Setup_BDI Keyswitch_Voltage

Provides logic power for
the controller and power
for the coil drivers.
2 Prop. Driver Proportional driver. Automate_PWM Sw_13

This is a coil driver with Put_PWM PWM5
current control capability PD_Current
typically used for a PD_Output
proportional valve on a PD_Throttle
hydraulic manifold. VCL_PD_Throttle
Can also be used as a
digital input.
3 Driver 4 Generic driver #4; can Automate_PWM Sw_12

also be used as a digital Put_PWM PWM4
input. Has low frequency PWM4_Output
PWM capabilities.

PWM capabilities. Typically
used for pump contactor.

PWM capabilities and a
slightly higher current
rating.Typically used for
electromagnetic brake.

PWM capabilities.
Typically used for main
contactor.
7 I/O Ground Input and output ground

reference.
8 Switch 2 Can be used as generic Sw_2

Analog 2 switch input #2 or as Analog2_Input
generic analog input #2.
Typically used as the
motor temperature
analog input.
9 Switch 3 Generic switch input #3. Sw_3

interlock switch.
* The related VCL columns are vital when writing VCL code (see Section 6).
VCL “functions” are used to access the various I/Os; VCL “references” are
predefined names for specific pins.

Table 2 Low Current Connections, cont’d

RELATED VCL
13 Coil Return This is the coil return pin

for all the contactor coils.
14 Switch 16 / DNC In the 1234, this is Sw_16

generic switch input #16.
In the 1236 and 1238,
Do Not Connect.
15 Throttle Pot High Pot high connection for

a 3-wire throttle pot.
16 Throttle Pot Wiper Pot wiper connection for Setup_Pot Throttle_Pot

the throttle pot. Setup_Pot_Faults Throttle_Pot_Output
17 Brake Pot Wiper Pot wiper connection for Setup_Pot Brake_Pot

the brake pot. Setup_Pot_Faults Brake_Pot_Output
18 Pot Low Common pot low Pot_Low_Output

connection for the throttle
and brake pots.
19 Digital Out 6 An open collector digital Set_DigOut Sw_14

output. Can also be used Clear_DigOut DigOut6
as a digital input. Dig6_Output
20 Digital Out 7 An open collector digital Set_DigOut Sw_15

output. Can also be used Clear_DigOut DigOut7
Can also be used as a Dig7_Output
21 CAN Term H High connection for the

CAN termination jumper.

Forward switch.
23 CANH CAN bus high. Setup_CAN

Setup_Mailbox
Send_Mailbox
etc.
24 Switch 1 Can be used as generic Sw_1

Analog 1 switch input #1 or as Analog1_Input
generic analog input #1.
Typically used for
emergency reverse switch
(if applicable).
25 +12V Out Unregulated low power Ext_Supply_Current

+12V output.
26 +5V Out Regulated low power 5_Volts_Output

+5V output. Ext_Supply_Current
27 Brake Pot High Pot high connection for

a 3-wire brake pot.

Table 2 Low Current Connections, cont’d

RELATED VCL
28 Serial TX Serial transmit line for Setup_Serial

display or flash update.
29 Serial RX Serial receive line for Setup_Serial

flash update.
30 Analog Output Low power, low frequency Automate_PWM PWM6

0–10V analog output. Put_PWM Analog_Output
31 Encoder A Quadrature encoder Motor_RPM

input phase A.
32 Encoder B Quadrature encoder Motor_RPM

input phase B.

Reverse switch.
34 CAN Term L Low connection for the

CAN bus termination
jumper.
35 CANL CAN bus low. Setup_CAN

Setup_Mailbox
Send_Mailbox
etc.

2 — INSTALLATION & WIRING: Standard Wiring Diagram
CONTROLLER WIRING: BASIC CONFIGURATION

A basic wiring diagram is shown in Figure 3. Throttle and brake are shown in
the diagram as 3-wire potentiometers; other types of throttle and brake inputs
are easily accommodated, and are discussed in the following throttle wiring
section.
The main contactor coil must be wired directly to the controller as shown
in Figure 3 to meet EEC safety requirements. The controller can be programmed
Fig. 3 Basic wiring diagram, Curtis 1234/36/38 motor controller.

2 — INSTALLATION & WIRING: Throttle Wiring
to check for welded or missing contactor faults and uses the main contactor
coil driver output to remove power from the controller and motor in the event
of various other faults. If the main contactor coil is not wired to Pin 6 of
the 35-pin connector as shown, the controller will not be able to open the
main contactor in serious fault conditions and the system will therefore
not meet EEC safety requirements.
Note that the basic wiring diagram is designed for generic applications
and may not fully meet the requirements of your system. These controllers have
very flexible I/O and wiring configurations; you may wish to contact your local
Curtis representative to discuss your particular application.
SWITCH INPUT WIRING

The following inputs are dedicated to specific functions when the parameter
settings are as shown:
Switch 1: Emergency Reverse input if the EMR Enable = On

and EMR Type = 0 (see page 59).
Switch 3: Interlock input if Interlock Type = 0 (see page 48).
Switch 5: Lift input (depends on VCL program).
Switch 6: Lower input (depends on VCL program).
Switch 7: Forward input if Throttle Type = 1–3 (see page 43).
Switch 8: Reverse input if Throttle Type = 1–3 (see page 43).
THROTTLE WIRING
In this manual, the term throttle is used in two senses: as another name for the
drive throttle, and as a generic term covering both the drive throttle and the
brake throttle. Wiring is the same, whether the throttle in question is used for
braking or for acceleration.
Various throttles can be used with the 1234/36/38 controller. They
are characterized as one of five types in the programming menu of the 1311
programmer.
Type 1: 2-wire 5kΩ–0 potentiometers
Type 2: single-ended 0–5V throttles, current source throttles,

3-wire potentiometers, and electronic throttles
Type 3: 2-wire 0–5kΩ potentiometers
Type 4: wigwag 0–5V throttles and 3-wire potentiometers
Type 5: VCL input (VCL_Throttle or VCL_Brake)
The two throttle inputs (drive throttle and brake throttle) are programmed
independently.

For potentiometers, the controller provides complete throttle fault

protection that meets all applicable EEC regulations. For voltage throttles, the
controller protects against out-of-range wiper values, but does not detect wiring
faults; it is therefore the responsibility of the OEM to provide full throttle fault
protection in vehicles using voltage throttles.
Throttle types 1–3 use the forward and reverse inputs (switches 7 and 8) in
addition to the throttle pot input to define the throttle command (see Figure 13).
Throttle types 4 and 5 do not use the forward and reverse inputs.
Wiring for the most common throttles is described in the following text
and shown in the accompanying illustrations. If a throttle you are planning to
use is not covered, contact the Curtis office nearest you.
Throttle Type 1
For these 2-wire resistive potentiometers, shown in Figure 4, full throttle request
corresponds to 0 Ω measured between the pot wiper pin and the Pot Low pin.
Fig. 4 Wiring for Type 1
throttles.
Broken wire protection is provided by the controller sensing the current flow
from the pot wiper input (pin 16 or 17) through the potentiometer and into
Pot Low (pin 18). If the Pot Low input current falls below 0.65 mA, a throttle
fault is generated and the throttle request is zeroed. Note: Pot Low (pin 18)
must not be tied to ground (B-).
Throttle Type 2
With these throttles, the controller looks for a voltage signal at the wiper input.
Zero throttle request corresponds to 0 V and full throttle request to 5 V. A variety
of devices can be used with this throttle input type, including voltage sources,
current sources, 3-wire pots, and electronic throttles. The wiring for each is
slightly different, as shown in Figure 5, and they have varying levels of throttle
fault protection.
When a voltage source is used as a throttle, it is the responsibility of the
OEM to provide appropriate throttle fault detection. For ground-referenced
0–5V throttles, the controller will detect open breaks in the wiper input but
cannot provide full throttle fault protection.
To use a current source as a throttle, a resistor must be added to the circuit
to convert the current source value to a voltage; the resistor should be sized to
provide a 0–5V signal variation over the full current range. It is the responsibil-
ity of the OEM to provide appropriate throttle fault detection.


throttles. Voltage Source
+
-
Current Source
3-wire Potentiometer
Curtis ET-XXX Electronic Throttle

When a 3-wire potentiometer is used, the controller provides full fault

protection in accordance with EEC requirements. The pot is used in its voltage
divider mode, with the controller providing the voltage source and return. Pot
High provides a current limited 5V source to the pot, and Pot Low provides
the return path. This is the throttle shown in the basic wiring diagram (Figure 3)
for the drive throttle and for the brake throttle.
The ET-XXX electronic throttle is typically used only as a drive throttle.
The ET-XXX contains no built-in fault detection, and the controller will detect
only open wiper faults. It is the responsibility of the OEM to provide any ad-
ditional throttle fault detection necessary.
Throttle Type 3
For these 2-wire resistive potentiometers, shown in Figure 6, full throttle request
corresponds to 5 kΩ measured between the pot wiper pin and the Pot Low pin.
throttles.
Broken wire protection is provided by the controller sensing the current flow
from the wiper input (pin 16 or 17) through the potentiometer and into Pot
Low (pin 18). If the Pot Low input current falls below 0.65 mA, a throttle
fault is generated and the throttle request is zeroed. Note: Pot Low (pin 18)
must not be tied to ground (B-).
Throttle Type 4
Type 4 throttles operate in wigwag style, and are appropriate only for the
drive throttle. No signals to the controller’s forward and reverse inputs are
required; the direction is determined by the wiper input value. Only 0–5V
voltage sources and 3-wire potentiometers can be used as Type 4 throttles. The
controller interface for Type 4 throttles is the same as for Type 2 throttles; see
Figure 5. The neutral point will be with the wiper at 2.5 V, measured between
pot wiper input (pin 16) and I/O ground return (pin 7). The controller will
provide increasing forward speed as the wiper input value is increased, and
increasing reverse speed as the wiper input value is decreased.
When a 3-wire pot is used, the controller provides full fault protection.
When a voltage throttle is used, the controller will detect open breaks in the
wiper input but cannot provide full throttle fault protection.

Throttle Type 5
Throttle Type 5 provides a different way of sending the throttle command to
the controller. This throttle type uses VCL to define the throttle signal that
will be “input” into the throttle signal chain (see Figure 13). This throttle
type can be used for either the drive throttle or the brake throttle by using
the VCL variables VCL_Throttle and VCL_Brake. How the VCL program is
written will determine where the throttle signal originates from, making this
a very flexible throttle input method. VCL can be written to use the throttle
pot inputs, switch inputs, or CAN communitcation messages as the source of
the throttle signals. If you have questions regarding this throttle type, contact
the Curtis office nearest you.
Setting the Throttle Type to Type 5 also allows the throttle and brake
pot inputs to be redefined by a VCL program for uses other than throttle or
brake input. The variable names that VCL can use to interface with these two
inputs are Throttle_Pot_Output (see page 89) and Brake_Pot_Output (see
page 92).

2 — INSTALLATION & WIRING: I/O Signal Specifications
INPUT/OUTPUT SIGNAL SPECIFICATIONS

The input/output signals wired to the 35-pin connector can be grouped by
type as follows; their electrical characteristics are discussed below.
— digital inputs
— low power outputs
— high power outputs
— analog inputs
— analog output
— power supply outputs
— KSI and coil return inputs
— throttle and brake inputs
— communications port inputs/outputs
— encoder inputs.
Digital inputs
These control lines can be used as digital (on/off ) inputs. Normal “on” connection
is direct to B+; “off ” is direct to B-. Input will pull low (off ) if no connection
is made. All digital inputs are protected against shorts to B+ or B-.
Nine of these lines (Switches 1–8, 16) are designed to pull current to keep
switch contacts clean and prevent leakage paths from causing false signals.
The remaining lines are digital inputs associated with driver outputs; note
that they have much higher input impedances. The two digital output lines can
also be read as inputs, and are therefore included in this group.
The lines at pins 24 and 8 can also be used as analog inputs, and are
included in that group as well.
DIGITAL INPUT SPECIFICATIONS

LOGIC INPUT VOLTAGE ESD
SIGNAL NAME PIN THRESHOLDS IMPEDANCE RANGE* TOLERANCE
Switch 1 24 Rising edge= 24-36V models: -10 V to ± 8 kV (air
Switch 2 8 4.4 V max about 7.1 kΩ (MaxV + 10 V) discharge)
Switch 3 9 Falling edge= 36-48V models:
Switch 4 10 1.5 V min about 11.0 kΩ
Switch 5 11 48-80V models:
Switch 6 12 about 26.0 kΩ
Switch 7 22
Switch 8 33
1234 only (DNC in 1236/38) → Switch 16 14
Digital Out 6 19 Rising edge= Below 5.5 V= - 5 V to
Digital Out 7 20 29.5 V max 134 kΩ (MaxV + 10 V)
1236/38 →
Falling edge= Above 5.5 V=
10.1 V min 124 kΩ
Digital Out 6 19 Rising edge= Below 10 V= - 0.5 V to
1234 →
Digital Out 7 20 4.4 V max 300 kΩ (MaxV + 10 V)
Driver 1 6 Falling edge= Above 10 V=
Driver 2 5 1.5 V min 150 kΩ
Driver 3 4
Driver 4 3
Prop Driver 2
* “MaxV” in this and the following tables is the controller’s maximum voltage: 30 V for 24V models;
45 V for 24–36V models; 60 V for 36–48V models; and 105 V for 48–80V models.

Low power outputs

Two control lines on the 1236/38 are available as low power digital outputs.
These are open collector drivers that can only sink current, not source it, and
are intended to drive LEDs or other low current loads connected to the +5V
or +12V external power supplies; see power supply output group specs. Fault
protection will turn off these outputs if output voltage exceeds about 15 V
when the output is On (low output). Both outputs are protected against shorts
to B+ or B-.
These lines can also be used as digital inputs, and are included in that
group as well.
LOW POWER OUTPUT SPECIFICATIONS

ALLOWED OUTPUT PROTECTED ESD
SIGNAL NAME PIN VOLTAGE IMPEDANCE VOLTAGE TOLERANCE
Digital Out 6 19 0 to 15 V On: 1 kΩ to B- - 5 V to ± 8 kV (air

1236/38 * →
Digital Out 7 20 Off: 134 kΩ (MaxV + 10 V) discharge)
* The digital outputs for the 1234 are below, with the high power outputs.
High power outputs

Seven control lines on the 1234 and five on the 1236/38 can be used as high
power output drivers. One of these, the proportional driver, can be operated in
a current control mode for driving a proportional valve or similar load. Each
output can be independently turned on continuously (low level) or pulse width
modulated to set the average output voltage. These outputs are intended to
drive inductive loads such as contactors and electromagnetic brakes but could
also be used to drive resistive loads if peak current ratings are not exceeded. All
these outputs are protected against shorts to B+ or B-.
group as well.
HIGH POWER OUTPUT SPECIFICATIONS

PV FREQ- OUTPUT PROTECTED ESD
SIGNAL NAME PIN PWM CURRENT UENCY CURRENT VOLTAGE TOLERANCE
Driver 1 6 0 to 100% n/a 200 Hz 2 A max - 0.5 V to ± 8 kV (air

Driver 2 5 duty cycle 3 A max keyswitch discharge)
Driver 3 4 2 A max voltage
Driver 4 3
Prop Driver 2 0 to 2 A 18 kHz
in 607
nominal
steps
Digital Out 6 19 on/off n/a n/a 1 A max
1234 * →
Digital Out 7 20
* On the 1234, the combined current supplied

by all seven output drivers should not exceed 10 A.

Analog inputs
Two control lines can be used as analog inputs. Both inputs are protected
against shorts to B+ or B-.
group as well.
ANALOG INPUT SPECIFICATIONS

OPERATING INPUT PROTECTED ESD
Analog 1 24 0 to 10 V in 24-36V models: - 10 V to ± 8 kV (air

Analog 2 8 1024 steps about 7.1 kΩ (MaxV + 10 V) discharge)
36-48V models:
about 11.0 kΩ
48-80V models:
about 26.0 kΩ
Analog output
A single line is available as a low power analog output and is intended to drive
instrumentation such as a battery discharge indicator. This output is generated
from a filtered PWM signal and has about 1% ripple. The 2% settling time
is <25ms for a 0–5V step and <30 ms for a 0–10V step. This output line is
protected against shorts to B+ or B-.
ANALOG OUTPUT SPECIFICATIONS

OUTPUT OUTPUT PROTECTED ESD
Analog Out 30 0 to 10 V Source: 100 Ω - 1 V to ± 8 kV (air

Sink: 66 kΩ (MaxV + 10 V) discharge)
Power supply outputs

Two lines provide auxiliary output power for low power circuits such as elec-
tronic throttles, LED indicators, displays, position encoder, and remote I/O
boards. I/O Ground (at pin 7) is the return line for these low power devices.
Both power supply outputs are protected against shorts to B+ or B-.
POWER SUPPLY OUTPUT SPECIFICATIONS

OUTPUT OUTPUT PROTECTED ESD
SIGNAL NAME PIN VOLTAGE CURRENT VOLTAGE TOLERANCE
+12V Out 25 11.5 to 14.5 V 200 mA max - 1 V to ± 8 kV (air

+5V Out 26 5 V ±5% (combined total) (MaxV + 10 V) discharge)
I/O Ground 7 n/a 500 mA max not protected

KSI and coil return

KSI input provides power for all low power control circuits, power capacitor
precharge (before main contactor turn on), power supply outputs, and high
power output drivers. Battery voltage is sensed on the input for the VCL bat-
tery discharge function.
Coil Return should be wired to the positive battery side of the contactors
being driven so that switching noise associated with PWM operation of the
contactors is localized to the contactor wiring only.
It is important to maintain the division between KSI and coil return
in order to ensure reverse polarity protection (vehicle wiring correct, battery
terminals reversed).
KSI AND COIL RETURN INPUT SPECIFICATIONS

OPERATING INPUT PROTECTED ESD
SIGNAL NAME PIN VOLTAGE CURRENT VOLTAGE TOLERANCE
KSI 1 Between under- 1.0 A max * ± (MaxV + 10 V) ± 8 kV (air

and overvoltage discharge)
Coil Return 13 cutbacks 12 A max ** (KSI - 0.3 V) to
(MaxV + 10 V)
* Additionally must carry the current supplied to the driver loads by the coil return (pin 13).
**On the 1234, the combined current supplied by all seven output drivers should not exceed 10 A.
Throttle and brake inputs

The two pot inputs are independently programmable to allow use of a voltage
throttle or a 2-wire or 3-wire resistance throttle. Voltage throttles require only
the Pot Wiper input (with I/O Ground for the return line). Resistance throttles
require Pot Wiper and Pot Low (2-wire) or Pot High, Pot Wiper, and Pot Low
(3-wire). All throttle I/O is protected against shorts to B+ or B-.
Alternatively, these two inputs can be used for analog signals other than
the throttle and brake pot inputs. Configuring the inputs for use with other
signals requires VCL programming; see Section 6.
THROTTLE INPUT SPECIFICATIONS

OPERATING INPUT S/SINK PROTECTED ESD
SIGNAL NAME PIN VOLTAGE IMPEDANCE CURRENT VOLTAGE TOLERANCE
Throttle Pot High 15 0 V (shorted n/a 7 mA - 50 V to ± 8 kV (air
Brake Pot High 27 to Pot Low) nominal (MaxV + 10 V) discharge)
5 V (open (source)
circuit)
Throttle Pot Wiper 16 0 to 6.25 V 290 kΩ 0.76 mA
Brake Pot Wiper 17 (voltage nominal
and 3-wire) (source,
2-wire)
Pot Low 18 0 to 10 V 20 Ω nom. Faults if -1 V to
above (MaxV + 10 V)
11 mA
(sink)

Communications ports
Separate CAN and serial ports provide complete communications and program-
ming capability for all user available controller information.
The Curtis 1311 handheld programmer plugs into a connector wired to
pins 28 and 29, along with ground (pin 7) and the +12V power supply (pin
25); see wiring diagram, Figure 3. The Curtis Model 840 display can plug into
the same 4-pin connector.
Wiring the CAN Term H and CAN Term L pins together provides a local
CAN termination of 120 Ω, 0.5 W; keep the length of these wires short. CAN
Term H and CAN Term L should never be connected to any external wiring.
COMMUNICATIONS PORT SPECIFICATIONS

SUPPORTED PROTECTED ESD
SIGNAL NAME PIN PROTOCOL/DEVICES DATA RATE VOLTAGE TOLERANCE
CANH 23 CANopen, up to 500 kbps Continuous= ± 8 kV (air
CANL 35 NODES 2.0, - 36 V to discharge)
other 11-bit (MaxV + 10 V)
identifier field Transient=
CAN protocols ± 200 V
CAN Term H 21 (no connection ± 8 kV (air
CAN Term L 34 to external wiring) discharge)
Serial TX 28 Curtis 840 Display, as required, 0 to 12 V ± 8 kV (air
Serial RX 29 1311 Handheld 9.6 to 56 kbps ±15 V discharge)
Programmer,
1314 PC Program-
ming Station
Encoder inputs
Two control lines are internally configured to read a quadrature type position
encoder. The encoder is typically powered from the 5V supply (pin 26) or 12V
supply (pin 25), but can be powered from any external supply (from 5 V up
to B+) as long as the logic threshold requirements are met.
ENCODER INPUT SPECIFICATIONS

LOGIC INPUT MAX PROTECTED ESD
SIGNAL NAME PIN THRESHOLDS IMPEDANCE FREQ. VOLTAGE TOLERANCE
Encoder A 31 Rising edge= 720 Ω 10 kHz - 5 V to ± 8 kV (air
Encoder B 32 2.8 V max (internal (MaxV + 10 V) discharge)
Falling edge= pull-up
2.2 V min to +4V)

3 — PROGRAMMABLE PARAMETERS
3 PROGRAMMABLE PARAMETERS
These controllers have a number of parameters that can be programmed using

a Curtis 1311 handheld programmer. The programmable parameters allow the
vehicle’s performance to be customized to fit the needs of specific applications.
For information on programmer operation, see Appendix C.
PROGRAMMING MENUS
The programmable parameters are grouped into nested hierarchical menus, as
shown in Table 3.
Motor response tuning

Motor response characteristics can be tuned through speed control or through
torque control, depending on the application. Use the Control Mode Select
parameter (page 27) to select which tuning mode you will use:
• Speed Mode Express
• Speed Mode
• Torque Mode.
Speed Mode Express is a simplified version of Speed Mode with a reduced set
of parameters that is adequate for most speed-controlled applications.
Use Speed Mode or Speed Mode Express for applications where throttle
input corresponds to motor speed output.
Use Torque Mode for applications where throttle input corresponds to
motor torque output.
Note: You can tune using torque control or speed control, but not both.
For example, if you adjust a torque control parameter while Speed Mode or
Speed Mode Express has been selected as your tuning mode, the programmer
will show the new setting but it will have no effect.
We strongly urge you to read Section 5, Initial Setup, before adjusting any of
the parameters.
Even if you opt to leave most of the parameters at their default settings, it
☞
C AU T I O N
is imperative that you perform the procedures outlined in Section 5, which
set up the basic system characteristics for your application.

Table 3 Programmable Parameter Menus: 1311 Programmer
CONTROL MODE SELECT ........... p. 27 2 - TORQUE MODE MENU CURRENT LIMITS MENU ............. p. 40
—Speed Limiter ................... p. 35 —Drive Current Limit
0 - SPEED MODE EXPRESS ....... p. 28 —Max Speed —Regen Current Limit
—Max Speed —Kp —EMR Current Limit
—Kp —Ki —Brake Current Limit
—Ki —Kd —Interlock Brake Current Limit
—Accel Rate
—Response ....................... p. 36 —Power Limiting Map .... p. 41
—Decel Rate
—Accel Rate —Base Speed
—Brake Rate
—Accel Release Rate —Delta Speed
—Pump Enable
—Brake Rate
—Drive Limiting Map ..... p. 41
—Brake Release Rate
—Nominal
1 - SPEED MODE MENU —Neutral Braking
—Base Plus Delta
—Speed Controller ............... p. 29 —Neutral Taper Speed
—Base Plus 2xDelta
—Max Speed —Fine Tuning ............... p. 37 —Base Plus 4xDelta
—Kp —Creep Torque —Base Plus 8xDelta
—Ki —Brake Full Creep Cancel
—Regen Limiting Map .... p. 42
—Vel Feedforward ......... p. 30 —Creep Build Rate
—Nominal
—Kvff —Creep Release Rate
—Base Plus Delta
—Build Rate —Creep Rel. Rate Rollback
—Release Rate —Gear Soften
—Acc Feedforward ........ p. 31 —Brake Taper Speed
—Reversal Soften
—Kaff
—Max Speed Decel
—Kbff THROTTLE MENU ....................... p. 43
—Build Rate —Throttle Type
—Release Rate RESTRAINT MENU ..................... p. 39
—Forward Deadband
—Restraint Forward
—Response ..................... p. 32 —Forward Map
—Restraint Back
—Full Accel Rate HS —Forward Max
—Full Accel Rate LS —Position Hold ................... p. 39 —Forward Offset
—Low Accel Rate —Position Hold Enable —Reverse Deadband
—Neutral Decel Rate HS —Kp —Reverse Map
—Neutral Decel Rate LS —Kp Deadband (Motor Deg) —Reverse Max
—Full Brake Rate HS —Kd —Reverse Offset
—Full Brake Rate LS —Set Speed Threshold —HPD/SRO Enable
—Low Brake Rate —Entry Rate —Sequencing Delay
—Exit Rollback Reduction —VCL Throttle Enable
—Fine Tuning ............... p. 33
—Partial Decel Rate
—HS (High Speed) BRAKE MENU .......................... p. 45
—LS (Low Speed) —Brake Pedal Enable
—Reversal Soften —Brake Type
—Max Speed Accel —Brake Deadband
—Max Speed Decel —Brake Map
—Brake Max
—Pump Enable ................. p. 34
—Brake Offset
—VCL Brake Enable

Table 3 Programmable Parameter Menus: 1311 Programmer, cont’d
EM BRAKE MENU ....................... p. 46 MOTOR MENU ............................ p. 53 EMERGENCY REVERSE MENU ..... p. 59
—EM Brake Set Upon Fault —Typical Max Speed —EMR Enable
—Brake Type —Swap Encoder Direction —EMR Type
—Pull In Voltage —Swap Two Phases —EMR Dir Interlock
—Holding Voltage —Encoder Steps —EMR Time Limit
—Battery Voltage Comp —Temperature Control .......... p. 54 —EMR Speed
—Set Speed Threshold —Sensor Enable —EMR Accel Rate
—Release Delay —Sensor Type —EMR Decel Rate
—Set Speed Settling Time —Sensor Temp Offset
—Torque Preload Delay —Temperature Hot INTERLOCK BRAKING MENU ....... p. 60
—Torque Preload Enable —Temperature Max —Enable
—Torque Preload Cancel Delay —Current Source —Decel Rate HS
—MotorTemp LOS Max Speed —Decel Rate LS
DRIVERS MENU —Interlock Brake Timeout
—Main Contactor ................ p. 48 BATTERY MENU ......................... p. 55
—Main Enable —Nominal Voltage CAN INTERFACE MENU ............... p. 61
—Pull In Voltage —Undervoltage Cutback Range —CANopen Interlock
—Holding Voltage —User Overvoltage —Master ID
—Battery Voltage Comp —User Undervoltage —Slave ID
—Interlock Type —Reset Volts Per Cell —Baud Rate
—Open Delay —Full Volts Per Cell —Heartbeat Rate
—Checks Enable —Empty Volts Per Cell —PDO Timeout Period
—Main DNC Threshold —Discharge Time —Emergency Message Rate
—Precharge Enable —BDI Reset Percent —Suppress CANopen Init
—Proportional Driver ........... p. 50
—PD Enable VEHICLE MENU .......................... p. 58 MOTOR CONTROL TUNING MENU
—Hyd Lower Enable —Metric Units —Motor Characterization Tests . p. 62
—PD Max Current —Speed to RPM —Field Weakening Control .... p. 62
—PD Min Current —Capture Speed —Base Speed
—PD Dither % —Capture Distance 1 —Field Weakening
—PD Dither Period —Capture Distance 2 —Weakening Rate
—PD Kp —Capture Distance 3 —Motor Type ..................... p. 62
—PD Ki
—Hydraulic Contactor .......... p. 51
—Contactor Enable
—Pull In Voltage
—Holding Voltage
—Fault Checking ................. p. 52
—Driver1 Checks Enable
—PD Checks Enable
—External Supply Max
—External Supply Min

Individual parameters are presented as follows in the menu charts:
Parameter name Allowable range Description of the parameter’s

as it appears in the in the function and, where applicable,
programmer display programmer’s units suggestions for setting it
⇓ ⇓ ⇓
Max Speed 100–8000 rpm Defines the maximum allowed motor rpm at full throttle.
Max_Speed_SpdM 100–8000
⇑ ⇑
Parameter name Allowable range
in VCL in VCL units

3 — PROGRAMMABLE PARAMETERS: Control Mode Select Parameter
CONTROL MODE SELECT

ALLOWABLE
PARAMETER RANGE DESCRIPTION
Control Mode Select 0–2 This parameter determines which control method will be in effect when
Control_Mode_Select 0–2 programming motor response:
0 = SPEED MODE EXPRESS
1 = SPEED MODE
2 = TORQUE MODE.
Contact Curtis if you are interested in a custom control method.
Note: Do not change this parameter while the controller is powering
the motor. Doing so will initiate a parameter change fault that must be
cleared by cycling power; this protects the controller and the operator.
Note: Motor Speed Constraints

The maximum motor speed is a programmable parameter in each control mode.
Regardless of which control mode is used, the maximum motor speed the controller
will allow is constrained by the number of motor poles, the number of encoder pulses
per motor revolution, and the maximum speed constraint imposed by the firmware.
Electrical frequency constraint

The maximum electrical frequency the controller will output is 300 Hz.
To determine how fast this constraint will allow your motor to spin, use the
equation
Max Motor RPM = 36000 / Number of Motor Poles
(e.g., a 6-pole motor can run up to 6000 rpm).
Encoder pulses/revolution constraint

The maximum encoder frequency the controller will accept is 10 kHz.
To determine how fast this constraint will allow your motor to spin, use the
equation
Max Motor RPM = 600000 / Encoder Size
(e.g., a motor with a 128-pulse encoder can run up to 4687 rpm).
Firmware max speed constraint

The maximum motor speed the controller will allow is 8000 rpm.
☞ The overall maximum motor speed allowed is the least of these three constraints.

3 — PROGRAMMABLE PARAMETERS: Speed Controller Parameters (SPEED MODE EXPRESS)
0 – SPEED MODE EXPRESS SPEED MODE EXPRESS MENU

ALLOWABLE
Max Speed 100–8000 rpm Defines the maximum requested motor rpm at full throttle. Partially-
Max_Speed_SpdMx 100–8000 applied throttle is scaled proportionately; e.g., 40% applied throttle
corresponds to a request for 40% of the set Max Speed Value.
Note: The maximum motor rpm is subject to the constraints on page 27.
Kp 0–100 % Determines how aggressively the speed controller attempts to match

Kp_SpdMx 0–8192 the speed of the motor to the commanded speed. Larger values provide
tighter control.
If the gain is set too high, you may experience oscillations as the
controller tries to control speed. If it is set too low, the motor may behave
sluggishly and be difficult to control.
Ki 5–100 % The integral term (Ki) forces zero steady state error, so the motor
Ki_SpdMx 50–1000 will run at exactly the commanded speed. Larger values provide tighter
control.
controller tries to control speed. If it is set too low, the motor may take
a long time to approach the exact commanded speed.
Accel Rate 0.1–30.0 sec. Sets the rate (in seconds) at which the speed command increases
Accel_Rate_SpdMx 100–30000 when throttle is applied. Larger values represent slower response.
Decel Rate 0.1–30.0 sec. Sets the rate (in seconds) that is used to slow down the vehicle when
Decel_Rate_SpdMx 100–30000 the throttle is reduced. Larger values represent slower response.
Brake Rate 0.1–30.0 sec. Sets the rate (in seconds) at which the vehicle slows down when brake
Brake_Rate_SpdMx 100–30000 is applied or when throttle is applied in the opposite direction. Larger
values represent slower response.
Pump Enable On/Off This parameter should be programmed On to operate a pump motor
Pump_Enable_SpdM_Bit0 On/Off rather than a vehicle drive motor. Speed controller responsiveness and
stability are enhanced, and the motor is allowed to turn only in the forward
direction.

3 — PROGRAMMABLE PARAMETERS: Speed Controller Parameters (SPEED MODE)
1 – SPEED MODE SPEED CONTROLLER MENU

ALLOWABLE
Max Speed 100–8000 rpm Defines the maximum requested motor rpm at full throttle. Partially-
Max_Speed_SpdM 100–8000 applied throttle is scaled proportionately; e.g., 40% applied throttle
corresponds to a request for 40% of the set Max Speed Value.
If Max_Speed_SpdM is set <100 rpm (through VCL or CAN), the throttle
request is zeroed.
Kp 0–100 % Determines how aggressively the speed controller attempts to match

Kp_SpdM 0–8192 the speed of the motor to the commanded speed. Larger values provide
tighter control.
controller tries to control speed. If it is set too low, the motor may behave
sluggishly and be difficult to control.
Ki 5–100 % The integral term (Ki) forces zero steady state error, so the motor
Ki_SpdM 50–1000 will run at exactly the commanded speed. Larger values provide tighter
control.
controller tries to control speed. If it is set too low, the motor may take
a long time to approach the exact commanded speed.

3 — PROGRAMMABLE PARAMETERS: Velocity Feedforward Parameters (SPEED MODE)
1 – SPEED MODE VELOCITY FEEDFORWARD MENU [OPTIONAL]
ALLOWABLE
Kvff 0–500 A This velocity feedforward term is designed to improve throttle responsive-
Kvff_SpdM 0–5000 ness and speed controller performance, especially at low speeds.
For traction systems, set it to 50–70% of the current needed to
maintain a very low speed, unloaded, on flat ground.
For a pump system, set it to the lowest load current (i.e., the current
running at the minimum load). Alternatively, the responsiveness of a pump
speed control loop can be significantly enhanced by using a VCL program
to continuously update this parameter to the appropriate value as each
pump load is requested.
Build Rate 0.1–5.0 sec Determines how fast the Kvff term builds up.
Vel_FF_Build_Rate_SpdM 100–5000 For traction systems, if you feel or hear the mechanical slop pick up
abruptly when you move the throttle from neutral to a very small value,
slowing the build rate (i.e., setting it to a higher value) will soften the feel.
For a pump system, start with this parameter at the minimum setting.
Slowing it down (i.e., setting it to a higher value) will reduce speed over-
shoot if too much feedforward has been commanded.
Release Rate 0.1–2.0 sec Determines how fast the Kvff term releases. If the release seems too
Vel_FF_Release_Rate_SpdM 100–2000 abrupt, slowing the release rate (i.e., setting it to a higher value) will soften
the feel.
It should be set fast enough (i.e., at a low enough value) to prevent
the vehicle from running on after throttle release.

3 — PROGRAMMABLE PARAMETERS: Acceleration Feedforward Parameters (SPEED MODE)
1 – SPEED MODE ACCELERATION FEEDFORWARD MENU [OPTIONAL]
ALLOWABLE
Kaff 0–500 A This acceleration feedforward term is designed to improve throttle

Kaff_SpdM 0–5000 responsiveness and speed controller performance at all speeds. It can be
thought of as a “quick start” function which can enhance responsiveness
at all speeds.
Using your present accel and decel rates, observe the average
current you are running at full throttle at low speeds while accelerating
without load on flat ground, and set Kaff to 50–70% of that value.
Note: If any accel rate parameters get changed, this parameter will
need to be changed also.
Kbff 0–500 A This braking feedforward term is designed to improve braking

Kbff_SpdM 0–5000 responsiveness at all speeds.
Using your present decel rates, observe the average current you are
running at full throttle braking, and set Kbff to that value.
Build Rate 0.1–5.0 sec Determines how fast the Kaff and Kbff terms build up.
Acc_FF_Build_Rate_SpdM 100–5000 For traction systems, if you feel or hear the mechanical slop pick up
abruptly when you move the throttle from neutral to a very small value,
slowing the build rate (i.e., setting it to a higher value) will soften the feel.
For a pump system, start with this parameter at the minimum setting.
Slowing it down (i.e., setting it to a higher value) will reduce speed over-
shoot if too much feedforward has been commanded.
Release Rate 0.1–2.0 sec Determines how fast the Kaff and Kbff terms release. It should be set fast
Acc_FF_Release_Rate_SpdM 100–2000 enough (i.e., at a low enough value) to prevent the vehicle from running
on after throttle release.

3 — PROGRAMMABLE PARAMETERS: Response Parameters (SPEED MODE)
1 – SPEED MODE RESPONSE MENU

ALLOWABLE
Full Accel Rate HS 0.1–30.0 sec Sets the rate (in seconds) at which the speed command increases
Full_Accel_Rate_HS_SpdM 100–30000 when full throttle is applied at high vehicle speeds. Larger values
represent slower response.
Full Accel Rate LS 0.1–30.0 sec Sets the rate (in seconds) at which the speed command increases
Full_Accel_Rate_LS_SpdM 100–30000 when full throttle is applied at low vehicle speeds. Larger values
represent slower response.
Low Accel Rate 0.1–30.0 sec Sets the rate (in seconds) at which the speed command increases
Low_Accel_Rate_SpdM 100–30000 when a small amount of throttle is applied. This rate is typically
adjusted to affect low speed maneuverability.
Neutral Decel Rate HS 0.1–30.0 sec Sets the rate (in seconds) that is used to slow down the vehicle
Neutral_Decel_Rate_HS_SpdM 100–30000 when the throttle is released to neutral at high vehicle speeds.
Larger values represent slower response.
Neutral Decel Rate LS 0.1–30.0 sec Sets the rate (in seconds) that is used to slow down the vehicle
Neutral_Decel_Rate_LS_SpdM 100–30000 when the throttle is released to neutral at slow vehicle speeds.
Full Brake Rate HS 0.1–30.0 sec Sets the rate (in seconds) at which the vehicle slows down from high
Full_Brake_Rate_HS_SpdM 100–30000 speeds when full brake is applied or when full throttle is applied in the
opposite direction. Larger values represent slower response.
Full Brake Rate LS 0.1–30.0 sec Sets the rate (in seconds) at which the vehicle slows down from low
Full_Brake_Rate_LS_SpdM 100–30000 speeds when full brake is applied or when full throttle is applied in the
opposite direction. Larger values represent slower response.
Low Brake Rate 0.1–30.0 sec Sets the rate (in seconds) at which the vehicle slows down at all
Low_Brake_Rate_SpdM 100–30000 speeds when a small amount of brake is applied or a small amount
of throttle is applied in the opposite direction. Larger values represent
slower response.

3 — PROGRAMMABLE PARAMETERS: Fine Tuning Parameters (SPEED MODE)
1 – SPEED MODE FINE TUNING MENU

ALLOWABLE
Partial Decel Rate 0.1–30.0 sec. Sets the rate (in seconds) that is used to slow down the vehicle
Partial_Decel_Rate_SpdM 100–30000 when the throttle is reduced without being released to neutral.
HS (High Speed) 0–100 % Sets the percentage of the Typical Max Speed (page 53) above which
HS 0–32767 the “HS” parameters will be used.
LS (Low Speed) 0–100 % Sets the percentage of the Typical Max Speed (page 53) below which
LS 0–32767 the “LS” parameters will be used.
Reversal Soften 0–100 % Larger values create a softer reversal from regen braking to drive
Reversal Soften_SpdM 0–3000 when near zero speed. This helps soften the transition when the regen
and drive current limits are set to different values.
Max Speed Accel 0.1–10.0 sec In some applications, the Max Speed value is changed frequently,
Max_Speed_Accel_SpdM 100–10000 through VCL or over the CAN bus. The Max Speed Accel parameter
controls the rate at which the maximum speed setpoint is allowed to
change when the value of Max Speed is raised. The rate set by this
parameter is the time to ramp from 0 rpm to Typical Max Speed rpm.
For example, suppose Max Speed is raised from 1000 rpm to 4000
rpm. If Typical Max Speed is 5000 rpm, and the rate is 10.0 seconds,
it will take 10.0 * (4000–1000) / 5000 = 6.0 seconds to ramp from 1000
rpm to 4000 rpm.
Max Speed Decel 0.1–30.0 sec This parameter works like the Max Speed Accel parameter, except that
Max_Speed_Accel_SpdM 100–30000 it controls the rate at which the maximum speed setpoint is allowed to
change when the value of Max Speed is lowered.
For example, suppose you change Max Speed from 4500 rpm
to 2500 rpm. If Typical Max Speed is 5000 rpm, and the rate is 5.0
seconds, it will take 5.0 * (4500–2500) / 5000 = 2.0 seconds to ramp
from 4500 rpm to 2500 rpm.
Fig. 7 Response rate

diagram.
In these examples,
HS = 70%,
LS = 30%,
Typ Max Spd = 5000 rpm.

3 — PROGRAMMABLE PARAMETERS: Pump Enable Parameter (SPEED MODE)
1 – SPEED MODE PUMP ENABLE

ALLOWABLE
Pump Enable On/Off This parameter should be programmed On to operate a pump motor
Pump_Enable_SpdM_Bit0 On/Off rather than a vehicle drive motor. Speed controller responsiveness and
stability are enhanced, and the motor is allowed to turn only in the forward
direction.

3 — PROGRAMMABLE PARAMETERS: Speed Limiter Parameters (TORQUE MODE)
2 – TORQUE MODE SPEED LIMITER MENU

ALLOWABLE
Max Speed 500–8000 rpm Defines the maximum allowed motor rpm for torque control mode
Max_Speed_TrqM 500–8000 (independent of throttle position). In torque control mode, full throttle
requests 100% of the available torque. Partially-applied throttle is scaled
proportionately; e.g., 40% applied throttle corresponds to a request for
40% of the available torque.
Kp 0–100 % Determines how aggressively the speed controller attempts to limit the
Kp_TrqM 0–8192 speed of the motor to Max Speed. Larger values provide tighter control.
If Kp is set too high, you may experience oscillations as the controller
tries to control speed. Setting Kp too low may result in a top speed much
higher than Max Speed.
Ki 0–100 % The integral term (Ki) forces zero steady state error, so the motor speed
Ki_TrqM 0–1000 will be limited to Max Speed. Larger values provide faster control.
controller tries to limit speed. If it is set too low, it may take a long time for
the motor to approach Max Speed from overspeed.
Kd 0–100 % Provides damping as the vehicle approaches top speed, thereby reducing
Kd_TrqM 0–16384 overshoot. If Kd is set too high, the vehicle may take too long to reach
top speed. If Kd is set too low, the vehicle may overshoot top speed,
especially when traveling downhill.

3 — PROGRAMMABLE PARAMETERS: Response Parameters (TORQUE MODE)
2 – TORQUE MODE RESPONSE MENU

ALLOWABLE
Accel Rate 0.1–30.0 sec. Sets the rate (in seconds) at which the motor torque increases to full
Accel_Rate_TrqM 100–30000 when full throttle is applied. Larger values represent slower response.
Accel Release Rate 0.1–2.0 sec. Determines how quickly deceleration will be initiated when the throttle
Accel_Release_Rate_TrqM 100–2000 is released while the vehicle is still accelerating. If the release rate
is fast (i.e., set to a low value), the transition is initiated abruptly.
The transition is smoother if the release rate is set to a higher value
(slower transition); however, setting the rate too high can cause the
vehicle to feel uncontrollable when the throttle is released, as it will
continue to drive for a short time.
Brake Rate 0.1–5.0 sec. Adjusts the rate (in seconds) at which braking torque builds as the
Brake_Rate_TrqM 100–5000 vehicle transitions from drive to braking when direction is reversed,
the brake pedal is applied, or neutral braking begins. Lower values
represent faster times and therefore faster braking; gentler braking is
achieved by setting the braking rate to a higher value.
Brake Release Rate 0.1–2.0 sec. Adjusts the rate (in seconds) at which braking torque releases as
Brake_Release_Rate_TrqM 100–2000 as the vehicle transitions from braking to drive.
Neutral Braking 0–100 % Neutral braking occurs progressively when the throttle is reduced
Neutral_Braking_TrqM 0–32767 toward the neutral position or when no direction is selected. The
neutral braking parameter is adjustable from 0 to 100% of the regen
current limit (see Current Limits menu, page 40).
Neutral Taper Speed 200–6000 rpm Determines the motor speed below which the neutral braking current
Neutral_Taper_Speed_TrqM 200–6000 is linearly reduced from 100% to the Creep Torque current at zero
rpm motor speed, when throttle is reduced; see Figure 8. Setting
the taper speed too low relative to the difference between the creep
torque and neutral braking parameters may cause oscillations in the
motor.

3 — PROGRAMMABLE PARAMETERS: Fine Tuning Parameters (TORQUE MODE)
2 – TORQUE MODE FINE TUNING MENU

ALLOWABLE
Creep Torque 0–100 % Determines the amount of torque applied to the vehicle at a stop with
Creep_Torque_TrqM 0–32767 no throttle input, to emulate the feel of an automatic transmission
automobile; see Figure 8. WARNING! When interlock is engaged,
creep torque allows vehicle propulsion if a direction is selected even
though no throttle is applied. Care should be taken when setting up
this parameter.
If pedal braking is enabled (see page 45), creep torque is
progressively disabled as brake is applied so as to prevent the motor
from driving into the brakes and thus wasting energy.
Brake Full Creep Cancel 25–100 % Determines the amount of brake pedal input that will fully cancel the .
Brake_Full_Creep_Cancel_TrqM 8192–32767 creep torque. Amount of cancellation is proportional to the brake input.
Creep Build Rate 0.1–5.0 sec Determines how fast the programmed creep torque builds when
Creep_Build_Rate_TrqM 100–5000 a direction is selected.
Creep Release Rate 0.1–5.0 sec Determines how fast the programmed creep torque releases when the
Creep_Release_Rate_TrqM 100–5000 brake is cancelling the creep torque or when the direction switches are
cleared (neutral).
Creep Release Rate Rollback 0.1–5.0 sec Determines how fast the programmed creep torque releases when the
Creep_Release_Rate_Rollback_ 100–5000 brake is cancelling the creep torque and the vehicle is rolling back (for
TrqM example, on a ramp).
Gear Soften 0–100 % Adjusts the throttle take-up from linear (0% setting) to an S curve.
Gear_Soften_TrqM 0–5000 Larger values create softer throttle take-up, in forward and reverse.
Softening is progressively reduced at higher speeds; see Figure 9.
Brake Taper Speed 200–6000 rpm Determines the motor speed below which the maximum braking current
Brake_Taper_Speed_TrqM 200–6000 is linearly reduced from 100% to 0% at zero speed; see Figure 10.
Setting the taper speed too low for the braking current will cause
oscillations in the motor as it attempts to brake the vehicle to a stop
on very steep slopes.
Taper speed is applicable only in response to brake pedal input; it
does not affect direction reversal braking or neutral braking.
Reversal Soften 0–100 % Larger values create a softer reversal from regen braking to drive
Reversal_Soften_TrqM 0–32767 when near zero speed. This helps soften the transition when the regen
and drive current limits are set to different values.
Max Speed Decel 0.1–30.0 sec In some applications, the Max Speed value is changed frequently,
Max_Speed_Accel_TrqM 100–30000 through VCL or over the CAN bus. The Max Speed Accel parameter
controls the rate at which the maximum speed setpoint is allowed to
change when the value of Max Speed is lowered. The rate set by this
parameter is the time to ramp from Typical Max Speed rpm to 0 rpm.
For example, suppose you change Max Speed from 3000 rpm to
1000 rpm. If Typical Max Speed is 5000 rpm, and the rate is 5.0 sec-
onds, it will take 5.0 * (3000–1000) / 5000 = 2.0 seconds to ramp from
3000 rpm to 1000 rpm.

3 — PROGRAMMABLE PARAMETERS: Fine Tuning Parameters (TORQUE CONTROL MODE)
Fig. 8 Neutral braking

(torque control mode).
Fig. 9 Effect
of Gear Soften parameter
(torque control mode). %
0% 25
%
50
%
75 0%
n
= = = = 10
=
ofte
rS
TORQUE
ea
G
TIME
Fig. 10 Effect of Brake

Taper Speed parameter
(torque control mode).

3 — PROGRAMMABLE PARAMETERS: Restraint and Position Hold Parameters
RESTRAINT MENU
ALLOWABLE
Restraint Forward 0–100 % Increases torque when on a steep hill in order to limit roll-forward speed.
Restraint_Forward 0–32767 Setting this parameter too high may cause oscillations in the motor as it
attempts to limit the roll-forward speed.
Restraint Back 0–100 % Increases torque when on a steep hill in order to limit roll-back speed.
Restraint_Back 0–32767 Setting this parameter too high may cause oscillations in the motor as it
attempts to limit the roll-back speed.
POSITION HOLD MENU [SPEED MODE & SPEED MODE EXPRESS only]
ALLOWABLE
Position Hold Enable On/Off Allows the Position Hold mode to be entered at zero throttle when
Position_Hold_Enable_Bit0 On/Off the vehicle reaches zero speed.
Kp 2–100 % Determines the stiffness with which position is regulated when in

Kp_Position_Hold 82–2048 Position Hold mode. High Kp will produce less rollback on a ramp, but
more bouncing; see Kd below. Too much Kp will cause instability.
Kp Deadband (motor degrees) 0–720 motor degrees Allows a position feedback deadband around the setpoint, to
Kp_Deadband_Position_Hold 0–8192 help avoid instability caused by gear slop.
Kd 0–100 % Determines the damping in Position Hold mode. Some damping must
Kd_Position_Hold 0–8192 be present in the control system to keep the vehicle from oscillating
slowly (“bouncing”). High Kd will improve the dynamic response of the
Position Hold controller, but too much Kd will cause fast instability.
Set Speed Threshold 5–100 rpm Determines the speed (in rpm) at which control passes from the
Set_Speed_Threshold 5–100 speed control loop to the Position Hold algorithm as the vehicle comes
to a stop when the throttle is released.
Note: This parameter also appears in the EM Brake menu.
Entry Rate 5–100 % When the vehicle transitions from forward speed to reverse speed
Entry_Rate_Position_Hold 50–1000 or from reverse speed to forward speed (for example, when coming to
a stop going up a steep ramp), Position Hold is automatically entered
immediately at zero speed—regardless of this parameter.
This parameter applies when the vehicle needs to be brought to
a stop without the assistance of gravity (for example, when moving
forward down a ramp). This rate determines how quickly zero speed
is attained after the ramped speed request reaches zero. Setting this
parameter too high will make the stop seem very abrupt, and may even
cause the vehicle to roll back slightly. When the parameter is set lower,
the vehicle take longer to come to a stop and enter Position Hold mode.

3 — PROGRAMMABLE PARAMETERS: Current Limit Parameters
POSITION HOLD MENU, cont’d

ALLOWABLE
Exit Rollback Reduction 0–100 % This function is applicable only when the Torque Preload function has
Exit_Rollback_Reduction 0–2048 been disabled (see EM Brake menu), or its timer has expired. It intro-
duces a proportional feedforward term into the speed controller based
on the position signal. For example, suppose the vehicle is on a ramp
and a forward throttle request is given such that the vehicle rolls back
slightly before climbing the ramp (again, assuming the torque preload
function is inactive). As the vehicle rolls back a feedforward torque term
proportional to the rollback position will be added to the torque request
until forward speed is sensed.
CURRENT LIMITS MENU

ALLOWABLE
Drive Current Limit 5–100 % Sets the maximum RMS current the controller will supply to the motor
Drive_Current_Limit 1638–32767 during drive operation, as a percentage of the controller’s full rated
current.* Reducing this value will reduce the maximum drive torque.
Regen Current Limit 5–100 % Sets the maximum RMS regen current, as a percentage of the controller’s
Regen_Current_Limit 1638–32767 full rated current.* The regen current limit applies during neutral braking,
direction reversal braking, and speed limiting when traveling downhill.
Brake Current Limit 5–100 % Sets the maximum RMS regen current during braking when the brake
Brake_Current_Limit 1638–32767 throttle is applied, as a percentage of the controller’s full rated current.*
Typically the brake current limit is set equal to the regen current limit.
The brake current limit overrides the regen current limit when the brake
input is active.
EMR Current Limit 5–100 % Sets the maximum RMS current allowed for braking and drive when in
EMR_Current_Limit 1638–32767 emergency reverse. The emergency reverse current limit is a percentage
of the controller’s full rated current.*
Interlock Brake Current Limit 5–100 % Sets the maximum RMS regen current during interlock braking, as a
Interlock_Brake_Current_Limit 1638–32767 percentage of the controller’s full rated current.*
* The full rated current depends on the controller model; see

specifications in Table D-1 for the rated current of your model.

3 — PROGRAMMABLE PARAMETERS: Power & Drive Limiting Map Parameters
POWER LIMITING MAP MENU

ALLOWABLE
Base Speed 100–4000 rpm Sets the base speed that will be used in the drive limiting map and
PL_Base_Speed 100–4000 regen limiting map.
Delta Speed 50–1000 rpm Sets the width of the delta increment that will be used in the drive limiting
PL_Delta_Speed 50–1000 map and regen limiting map.
DRIVE LIMITING MAP MENU

ALLOWABLE
Nominal 0–100 % Sets

PL_Drive_Nominal 0–32767
Base Plus Delta 0–100 % Sets These parameters define the percentage of drive current limit
PL_Drive_Base_Plus_Delta 0–32767 that will be applied at the speeds defined by the base speed
and delta speed parameters. The resulting map allows the
Base Plus 2xDelta 0–100 % Sets controller to reduce the drive current as a function of speed.
PL_Drive_Base_Plus_2xDelta 0–32767 Reducing the power requirements at certain speeds
restricts performance. This can be useful for reducing motor
Base Plus 4xDelta 0–100 % Sets heating. It can also be used to keep consistent vehicle power
PL_Drive_Base_Plus_4xDelta 0–32767 with changing battery state-of-charge.
Base Plus 8xDelta 0–100 % Sets

PL_Drive_Base_Plus_8xDelta 0–32767
Fig. 11 Drive
current limiting map
(two examples).

3 — PROGRAMMABLE PARAMETERS: Regen Limiting Map Parameters
REGEN LIMITING MAP MENU

ALLOWABLE
Nominal 0–100 % Sets

PL_Regen_Nominal 0–32767
Base Plus Delta 0–100 % Sets

PL_Regen_Base_Plus_Delta 0–32767 These parameters define the percentage of regen current limit
that will be applied at the speeds defined by the base speed
Base Plus 2xDelta 0–100 % Sets and delta speed parameters.
The curve can be shaped to limit the available torque at
PL_Regen_Base_Plus_2xDelta 0–32767
various speeds. One possible use is to compensate for the
torque-speed characteristic of the motor.

Fig. 12 Regen
current limiting map
(two examples).

3 — PROGRAMMABLE PARAMETERS: Throttle Parameters
THROTTLE MENU
ALLOWABLE
Throttle Type 1–5 The 1234/36/38 controllers accept a variety of throttle inputs. The throttle
Throttle_Type 1–5 type parameter can be programmed as follows:
1 2-wire rheostat, 5kΩ–0 input
2 single-ended 3-wire 1kΩ–10kΩ potentiometer,

or 0–5V voltage source
3 2-wire rheostat, 0–5kΩ input
4 wigwag 3-wire 1kΩ–10kΩ potentiometer,

or 0–5V voltage source
5 VCL input (VCL_Throttle)
Note: Do not change this parameter while the controller is powering the
motor. Doing so will initiate a parameter change fault that must be cleared
by cycling power; this protects the controller and the operator.
Forward Deadband 0–5.00 V Defines the wiper voltage at the throttle deadband threshold. Increasing
Forward_Deadband 0–32767 the throttle deadband setting will increase the neutral range. This
parameter is especially useful with throttle assemblies that do not reliably
return to a well-defined neutral point, because it allows the deadband to
be defined wide enough to ensure that the controller goes into neutral
when the throttle mechanism is released.
Forward Map 0–100 % Modifies the vehicle’s response to the throttle input. Setting the throttle
Forward_Map 0–32767 map at 50% provides a linear output response to throttle position. Values
below 50% reduce the controller output at low throttle settings, providing
enhanced slow speed maneuverability. Values above 50% give the vehicle
a faster, more responsive feel at low throttle settings.
The map value is the percentage of controller output at half throttle
((deadband + max)/2).
Forward Max 0–5.00 V Defines the wiper voltage required to produce 100% controller output.
Forward_Max 0–32767 Decreasing the throttle max setting reduces the wiper voltage and
therefore the full stroke necessary to produce full controller output.
This parameter allows reduced-range throttle assemblies to be
accommodated.
Forward Offset 0–100 % Defines the initial controller output generated when the throttle is first
Forward_Offset 0–32767 rotated out of the neutral deadband. For most vehicles, a setting of 0
is appropriate. For heavy vehicles, however, increasing the offset may
improve controllability by reducing the amount of throttle required to start
the vehicle moving.
☞ Note: All four throttle adjustment parameters — Deadband, Map,

Max, Offset — condition the raw throttle voltage into a single %
throttle command, as shown in Figure 13.

3 — PROGRAMMABLE PARAMETERS: Throttle Parameters
THROTTLE MENU, cont’d

ALLOWABLE
Reverse Deadband 0–5.00 V

Reverse_Deadband 0–32767
Reverse Map 0–100 %

Reverse_Map 0–32767 The four Throttle Reverse parameters are the same as their
Throttle Forward counterparts, and apply when the throttle
Reverse Max 0–5.00 V direction is reversed.
Reverse_Max 0–32767
Reverse Offset 0–100 %

Reverse_Offset 0–32767
HPD/SRO Enable On/Off Determines whether the HPD/SRO feature will be active. When programmed
HPD_SRO_Enable On/Off On, the controller will not start the vehicle unless these inputs are in the
proper order: KSI first, then interlock, must be received before a direction input
or a throttle input > 25%.
Sequencing Delay 0.0–5.0 sec. Typically the sequencing delay feature allows the interlock switch to be
Sequencing_Delay 0–312 cycled within a set time (the defined sequencing delay), thus preventing
inadvertent activation of HPD/SRO. This feature is especially useful in
applications where the interlock switch may bounce or be momentarily cycled
during operation.
VCL Throttle Enable On/Off When programmed On, the throttle processing with fault detection will
VCL_Throttle_Enable_Bit0 On/Off operate normally; however, the throttle command (see Figure 14, page 88)
will require VCL to define the connection between the OS_Throttle and
VCL_Throttle variables. This allows VCL flexibility and customization of throttle
processing, while still allowing Throttle_Type 1–4 with throttle fault detection.
Fig. 13 Effect of throttle

adjustment parameters.
Together these four generic
parameters determine
the controller’s response
to throttle demand (in
forward or reverse) and
to brake demand.
In the examples shown

in this figure,
Deadband = 0.5V
Max = 4.5V
Offset = 0.

3 — PROGRAMMABLE PARAMETERS: Brake Parameters
BRAKE MENU
ALLOWABLE
Brake Pedal Enable On/Off Determines whether the brake input and algorithm are enabled, making
Brake_Pedal_Enable On/Off the brake throttle part of the motor control command.
Brake Type 1–5 The 1234/36/38 controllers accept a variety of brake inputs. The brake type
Brake_Type 1–5 parameter can be programmed as follows:
1 2-wire rheostat, 5kΩ–0 input
2 single-ended 3-wire 1kΩ–10kΩ potentiometer,
0–5V voltage source, or current source
3 2-wire rheostat, 0–5kΩ input
4 (not applicable)
5 VCL input (VCL_Brake)
Note: Do not change this parameter while the controller is powering the motor.
Doing so will initiate a parameter change fault that must be cleared by cycling
power; this protects the controller and the operator.
Brake Deadband 0–5.00 V

Brake_Deadband 0–32767
Brake Map 0–100 %

Brake_Map 0–32767 The four Brake throttle adjustment parameters are the same as
their Drive throttle counterparts; see descriptions and Figure 13.
Brake Max 0–5.00 V
Brake_Max 0–32767
Brake Offset 0–100 %

Brake_Offset 0–32767
VCL Brake Enable On/Off When programmed On, the brake processing with fault detection will
VCL_Brake_Enable_Bit0 On/Off operate normally; however, the brake command (see Figure 14) will require
VCL to define the connection between the OS_Brake and VCL_Brake
variables. This allows VCL flexibility and customization of throttle processing,
while still allowing Brake_Type 1–3 with brake fault detection.

3 — PROGRAMMABLE PARAMETERS: EM Brake Parameters
EM BRAKE MENU
ALLOWABLE
EM Brake Is Set Upon Fault On/Off When programmed On, the controller’s operating system will drop the
EM_Brake_Is_Set_Upon_ On/Off electromagnetic brake when a fault occurs that has a fault action of
Fault_Bit0 ShutdownEMBrake. See Section 7 for a list of all the faults that have a fault
action of ShutdownEMBrake.
Brake Type 0–2 The brake type parameter determines how the EM brake responds to the
EM_Brake_Type 0–2 interlock input, throttle, and vehicle motor speed.
0 EM brake function disabled. The EM brake driver (PWM2) is
released to general I/O use with VCL.
1 EM brake controlled by interlock. The controller will command the
EM brake to release whenever the interlock is closed (Interlock =
On). If interlock braking is enabled and the interlock opens
when the vehicle is moving at motor speed greater than
EM_Brake_Set_Speed_Threshold, the controller will brake the
vehicle to a stop (with interlock braking) and then command the EM
brake to set. If the vehicle motor speed is less than this threshold,
the EM brake will engage after the Sequencing_Delay has expired.
If interlock braking is disabled, the EM brake will engage after
the Sequencing_Delay has expired.
2 EM brake controlled by interlock and neutral. The controller will
command the EM brake to set whenever the throttle command is
zero and motor speed is less than EM_Brake_Set_Speed_Threshold.
Position Hold will be enabled automatically.
Pull In Voltage 0–100 % The EM brake pull-in voltage allows a high initial voltage when the EM
EM_Brake_Pull_In_Voltage 0–32767 brake first turns on, to ensure brake release. After 1 second, this peak
voltage drops to the EM brake holding voltage.
Note: The Battery Voltage Compensated parameter controls whether
the pull-in and holding voltages are battery voltage compensated.
Holding Voltage 0–100 % The EM brake holding voltage allows a reduced average voltage to be
EM_Brake_Holding_Voltage 0–32767 applied to the brake coil once the brake has been released. This
parameter must be set high enough to hold the brake released under all
shock and vibration conditions the vehicle will be subjected to.
Note: The Battery Voltage Compensated parameter controls whether
the pull-in and holding voltages are battery voltage compensated.
Battery Voltage Compensated On/Off This parameter determines whether the EM brake pull-in and holding
EM_Brake_Battery_Voltage_ On/Off voltages are battery voltage compensated. When set On, the pull-in and
Compensated_Bit0 holding voltages are compensated relative to the set Nominal Voltage (see
Battery Menu, page 56). In other words, the output voltage is adjusted to
compensate for swings in battery voltage, so the percentage is relative to
the set Nominal Voltage—not to the actual voltage.
For example, suppose Nominal Voltage is set to 48V and Holding
Voltage is set to 75% (36V) to the output driver. Now suppose the bus volt-
age dips to 40V. If Battery Voltage Compensated = On, the output will still
be 36V (Nominal Voltage × Holding Voltage) to the coil. If Battery Voltage
Compensated = Off, the output will be 30V (Actual Voltage × Holding Volt-
age) to the coil.

3 — PROGRAMMABLE PARAMETERS: EM Brake Parameters
EM BRAKE MENU, cont’d

ALLOWABLE
Set Speed Threshold 5–100 rpm Determines the speed below which the EM brake will be commanded
Set_Speed_Threshold 5–100 to set. Setting this speed too high may cause a jerky stop when the EM
brake sets and stops the motor.
Note: This parameter also appears in the Position Hold menu.
Release Delay 40–2000 msec Estimated time for the EM brake to physically release after the pull-in
EM_Brake_Release_Delay 5–250 voltage is applied. This is used to ensure the position hold torque buildup
is complete before the brake releases. When set too low, the vehicle may
experience rollback on EM brake release.
Set Speed Settling Time 0–5000 msec Determines how long the position hold function is allowed to operate
Set_Speed_Settling_Time 0–156 before the EM brake is set. This time should be set long enough for the
position hold to settle.
Note: This parameter is applicable only when Position Hold Enable
= On, and either Speed Mode or Speed Mode Express is selected.
Torque Preload Delay 0–400 msec Estimated worst-case time to build up the torque required to hold the
EM_Brake_Torque_Preload_ 0–50 vehicle stationary on a hill prior to EM brake release. This is used in
Delay conjunction with Release Delay to determine when to release the brake
and allow the speed request to slew away from zero.
Torque Preload Enable On/Off When enabled, this function eliminates rollback when the throttle is
EM_Brake_Torque_Preload_ On/Off re-engaged on a ramp by forcing the vehicle to first enter position-hold
Enable_Bit0 before setting the EM brake, and then “remembering” the amount of torque
that was necessary to hold it on the ramp. When throttle is re-engaged,
this value is loaded in the motor before the EM brake is released. The
torque value is cleared automatically when KSI power is cycled.
Off = When a valid throttle input is received, the speed controller will
start with no torque preload as soon as the Release Delay expires. This will
allow some rollback when the EM brake releases.
On = When a valid throttle input is received, the speed controller will
start with a pre-set torque as measured by position-hold when the vehicle
came to a stop.
Torque Preload Cancel Delay 0–120 sec The timer starts after the EM brake is set. If the timer expires before the
EM_Torque_Preload_Cancel 0–15000 throttle is re-engaged, the torque preload memory will be cleared. Setting
Delay this parameter to zero disables the timer, i.e., the preload is never can-
celled. The purpose of this delay is to prevent the vehicle from lunging
forward if it is unloaded on a hill such that the torque measured by
position-hold is no longer valid.
Note: This parameter is applicable only when Torque Preload Enable
= On, Position Hold Enable = On, and either Speed Mode or Speed Mode
Express is selected.

3 — PROGRAMMABLE PARAMETERS: Main Contactor Parameters
MAIN CONTACTOR MENU

ALLOWABLE
Main Enable On/Off When programmed On, the controller’s native software controls the main
Main_Enable_Bit0 On/Off contactor when the interlock is enabled; when programmed Off, the
contactor is controlled by VCL. Note: With Main Enable programmed Off,
the controller will not be able to open the main contactor in serious fault
conditions and the system will therefore not meet EEC safety requirements.
Pull In Voltage 0–100 % The main contactor pull-in voltage parameter allows a high initial voltage
Main_Pull_In_Voltage 0–32767 when the main contactor driver first turns on, to ensure contactor closure.
After 1 second, this peak voltage drops to the contactor holding voltage.
Note: The Battery Voltage Compensated parameter (below) controls
whether the pull-in and holding voltages are battery voltage compensated.
Holding Voltage 0–100 % The main contactor holding voltage parameter allows a reduced average
Main_Holding_Voltage 0–32767 voltage to be applied to the contactor coil once it has closed. This param-
eter must be set high enough to hold the contactor closed under all shock
and vibration conditions the vehicle will be subjected to.
Note: The Battery Voltage Compensated parameter (below) controls
whether the pull-in and holding voltages are battery voltage compensated.
Battery Voltage Compensated On/Off This parameter determines whether the main pull-in and holding voltages
Main_Driver_Battery_Voltage_ On/Off are battery voltage compensated. When set On, the pull-in and holding
Compensated_Bit0 voltages are set relative to the set Nominal Voltage (see Battery Menu,
page 58). In other words, the output voltage is adjusted to compensate for
swings in battery voltage, so the percentage is relative to the set Nominal
Voltage—not to the actual voltage.
For example, suppose Nominal Voltage is set to 48V and Holding
Voltage is set to 75% (36V) to the output driver. Now suppose the bus volt-
age dips to 40V. If Battery Voltage Compensated = On, the output will still
be 36V (Nominal Voltage × Holding Voltage) to the coil. If Battery Voltage
Compensated = Off, the output will be 30V (Actual Voltage × Holding Volt-
age) to the coil.
Interlock Type 0–2 Three interlock options are available:

Interlock_Type 0–2 0 = interlock turns on with switch 3.
1 = interlock controlled by VCL functions.
2 = interlock turns on with KSI.
Open Delay 0–40 sec. Applicable only when Interlock Type = 0 or 1. The delay can be set to allow the
Open_Delay 0–2500 contactor to remain closed for a period of time (the delay) after the interlock
switch is opened. The delay is useful for preventing unnecessary cycling of the
contactor and for maintaining power to auxiliary functions that may be used for
a short time after the interlock switch has opened.
Checks Enable On/Off When programmed On, the controller performs ongoing checks to ensure that
Checks_Enable On/Off the main contactor has closed properly each time it is commanded to do so,
and that it has not welded closed. These checks (Main Contactor Welded and
Main Contactor Did Not Close) are not performed if this parameter is Off. The
main contactor driver, however, is always protected from short circuits.

3 — PROGRAMMABLE PARAMETERS: Main Contactor Parameters
MAIN CONTACTOR MENU, cont’d

ALLOWABLE
Main DNC Threshold 0–84.0 V When Checks Enable = On, this parameter is used as the threshold for
Main_DNC_Threshold 0–5376 detecting a Main Did Not Close fault. The Main DNC Threshold is the
minimum voltage difference between the Keyswitch and Capacitor
voltages. When the voltage difference is below this threshold, and the
battery current is low, a Main Did Not Close fault will be set. Setting this
parameter lower will increase the sensitivity of the fault detect. Setting this
parameter too low may cause false fault trips due to normal voltage drops
between the keyswitch and capacitor voltages.
Setting this parameter = 0 V will disable the Main Did Not Close fault
check.
Precharge Enable On/Off Turns the precharge feature on and off. Precharge provides a limited
Precharge_Enable On/Off current charge of the controller’s internal capacitor bank before the main
contactor is closed. This decreases the arcing that would otherwise occur
when the contactor is closed with the capacitor bank discharged.

3 — PROGRAMMABLE PARAMETERS: Proportional Driver Parameters
PROPORTIONAL DRIVER MENU

ALLOWABLE
PD Enable On/Off Determines how the PWM of the proportional driver is controlled.
PD_Enable_Bit0 On/Off When programmed On, it is controlled by the controller’s PID software.
When programmed Off, it is controlled by the VCL function
Put_PWM (PWM5, value); see Figure 16, page 93.
Hyd Lower Enable On/Off When programmed On, lowering is controlled by throttle position.
Hyd_Lower_Enable On/Off When programmed Off, lowering is controlled by the VCL variable VCL_
PD_Throttle; see Figure 16, page 93.
PD Max Current 0.0–2.0 A * The Lower speed is determined by the aperture of the proportional
PD_Max_Current 0–607 valve. This parameter sets the maximum allowed current through the
valve, which in turn defines its aperture.
PD Min Current 0.0–2.0 A * Sets the minimum allowed current through the proportional valve.
PD_Min_Current 0–607 Most proportional valves need a non-zero closed current in order to
start opening immediately when Lower is requested.
PD Dither % 0–100 % * Dither provides a constantly changing current in the coil to produce a
PD_Dither_Percent 0–32767 rapid back-and-forth motion of the valve; this keeps the valve lubricated
and allows low-friction, precise movement. The PD Dither % parameter
specifies the amount of dither as a percentage of the PD max current,
and is applied in a continuous cycle of none-add%-none-subtract%.
PD Dither Period 16–112 msec * Sets the period for proportional valve dither.
PD_Dither_Period 1–7
PD Kp 0–100 % Sets the proportional gain of the current feedback controller. Higher gains
PD_Kp 0–32767 force the control loop to respond quickly but may cause oscillations.
PD Ki 0–100 % Sets the integral gain of the current feedback controller. Integral gain
PD_Ki 0–32767 tries to force the error to zero. Higher gains force the control loop to
respond quickly but may cause oscillations.
* These parameter descriptions assume the proportional driver

is being used to drive a proportional valve.

3 — PROGRAMMABLE PARAMETERS: Hydraulic Contactor Parameters
HYDRAULIC CONTACTOR MENU

ALLOWABLE
Contactor Enable On/Off When programmed On, VCL functions control Driver 3 as the hydraulic
Hydraulic_Contactor_Enable On/Off pump contactor.
On: The VCL function Start_Pump() will close the pump contactor
according to the defined pull-in and holding voltages. The VCL function
Stop_Pump() will open the pump contactor.
Off: Driver 3 will be available for general VCL usage. Start_Pump()
and Stop_Pump() will not have any effect.
Pull In Voltage 0–100 % The hydraulic contactor pull-in voltage parameter allows a high initial
Hydraulic_Pull_In_Voltage 0–32767 voltage when the hydraulic contactor driver first turns on, to ensure con-
tactor closure. After 1 second, this peak voltage drops to the contactor
holding voltage.
Note: This voltage will be battery voltage compensated.
Holding Voltage 0–100 % The hydraulic contactor holding voltage parameter allows a reduced
Hydraulic_Holding_Voltage 0–32767 average voltage to be applied to the contactor coil once it has closed. This
parameter must be set high enough to hold the contactor closed under all
shock and vibration conditions the vehicle will be subjected to.
Note: This voltage will be battery voltage compensated.

3 — PROGRAMMABLE PARAMETERS: Fault Checking Parameters
FAULT CHECKING MENU

ALLOWABLE
Driver1 Checks Enable On/Off C

Driver1_Checks_Enable On/Off
Driver2 Checks Enable On/Off S The five Checks Enable parameters are used to enable driver
Driver2_Checks_Enable On/Off and coil fault detection at the five individual drivers (at Pins
J1-6, J1-5, J1-4, J1-3, and J1-2). When a fault is detected,
Driver3 Checks Enable On/Off S the controller opens the driver and issues a fault code.
Driver3_Checks_Enable On/Off If nothing is connected to a driver, its Checks Enable
parameter should be set Off.
Driver4 Checks Enable On/Off S Note: Short circuit protection is always active at these five
Driver4_Checks_Enable On/Off drivers, regardless of how Checks enable is set.
PD Checks Enable On/Off S

PD_Checks_Enable On/Off
External Supply Max 5–200 mA Sets the upper threshold of the combined current of the 5V and 12V
External_Supply_Max 52–800 external supplies. At or above this threshold a fault will be created that
can be read by VCL.
External Supply Min 5–200 mA Sets the lower threshold of the combined current of the 5V and 12V
External_Supply_Min 52–800 external supplies. At or below this threshold a fault will be created that
can be read by VCL.

3 — PROGRAMMABLE PARAMETERS: Motor Parameters
MOTOR MENU
ALLOWABLE
Typical Max Speed 500–8000 rpm Set this parameter to the typical maximum motor speed of the vehicle.
Typical_Max_Speed 500–8000 This value does not need to be set precisely; an estimate will do.
All of the vehicle response rates are normalized to Typical Max Speed.
For example, suppose Typical_Max_Speed is fixed at 6000 rpm, and
Full_Accel_Rate_LS_SpdM = 3.0 seconds:
If Max_Speed_SpdM = 6000 rpm, it will take 3.0 sec to accelerate from
zero to top speed (6000 rpm).
Swap Encoder Direction On/Off Changes the motor encoder’s effective direction of rotation. The encoder
Swap_Encoder_Direction On/Off provides data used to calculate motor position and speed. This parameter
must be set such that when the motor is turning forward, the controller
reports back a positive motor speed.
☞ Positive motor speed must be in the forward direction in order

for the emergency reverse feature to operate properly.
Adjusting this parameter can be hazardous. For instructions,
see Section 5, Step bk (pages 76–77).
Swap Two Phases On/Off If, after Swap Encoder Direction has been set correctly, the vehicle drives
in the wrong direction (i.e., drives forward when in reverse, and vice
versa), try changing the setting of the Swap Two Phases parameter. This
parameter has the same effect as physically swapping the cables on any
two of the three motor phase connections.
☞ Positive motor speed must be in the forward direction in order

for the emergency reverse feature to operate properly.
Adjusting this parameter can be hazardous. For instructions,
see Section 5, Step bk (page 77).
Encoder Steps 32–256 Sets the number of encoder pulses per revolution. This must be set to
Encoder_Steps 32–256 match the encoder; see motor nameplate.
Note: Do not change this parameter while the controller is powering
the motor. Doing so will initiate a parameter change fault that must be
cleared by cycling power; this protects the controller and the operator.

3 — PROGRAMMABLE PARAMETERS: Motor Temperature Parameters
MOTOR TEMPERATURE CONTROL MENU

ALLOWABLE
Sensor Enable On/Off When programmed On, the motor temperature cutback and the motor
MotorTemp_Sensor_Enable On/Off temperature compensation features are enabled. This parameter can be
used only if a temperature sensor has been properly configured.
The motor temperature cutback feature will linearly cutback the drive
current from 100% to 0% between the Temperature Hot and Temperature
Max temperatures.
The motor temperature compensation feature will adapt the motor
control algorithms to varying motor temperatures, for improved efficiency
and more consistant performance.
Sensor Type 1–5 Five sensor types are predefined in the software:.
MotorTemp_Sensor_Type 1–5 Type 1 KTY83–122
Type 2 2× Type 1, in series
Type 3 KTY84–130 or KTY84–150
Type 4 2× Type 3, in series
Type 5 PT1000.
Custom types can be set up easily. Please contact your Curtis applications
engineer.
Sensor Temp Offset -20 – 20 °C Often the sensor is placed in the motor at a location with a known offset
MotorTemp_Sensor_Offset -200–200 to the critical temperature; the offset can be corrected with this parameter.
The parameter can also be used to correct a known offset in the sensor
itself.
Temperature Hot 0–250 °C Defines the temperature at which drive current cutback begins.
MotorTemp_Hot 0–2500
Temperature Max 0–250 °C Defines the temperature at which drive current is cut back to zero.
MotorTemp_Max 0–2500
MotorTemp LOS Max Speed 100–3000 rpm When a Motor Temp Sensor Fault (fault code 29) is set, a LOS (Limited
MotorTemp_LOS_Max_Speed 100–3000 Operating Strategy) mode is engaged. The maximum speed is reduced to
the programmed Max Speed in the operating mode (Max_Speed_SpdMx,
Max_Speed_SpdM, Max_Speed_TrqM) or to the MotorTemp_LOS_Max_
Speed, whichever is lower.

3 — PROGRAMMABLE PARAMETERS: Battery Parameters
BATTERY MENU
ALLOWABLE
Nominal Voltage 24–84 V Must be set to the vehicle’s nominal battery pack voltage. This parameter
Nominal_Voltage 1536–5376 is used in determining the overvoltage and undervoltage protection thresholds
for the electronic system.
Overvoltage protection cuts back regen braking to prevent damage
to batteries and other electrical system components due to overvoltage.
Undervoltage protection prevents systems from operating at voltages below
their design thresholds.
The four threshold points are calculated from the Nominal Voltage, Under-
voltage Cutback Range, User Overvoltage, and User Undervoltage parameter
settings and the controller’s minimum voltage and maximum voltage ratings:
VOLTAGE RATINGS
BROWNOUT MIN MAX

CONTROLLER VOLTAGE * VOLTAGE VOLTAGE
24V 15V 16.8V 30V
24–36V 15V 16.8V 45V
36–48V 20V 25.2V 60V
48–80V 20V 33.6V 105V
Overvoltage = Either Max Voltage (see voltage ratings table)

or User Overvoltage × Nominal Voltage, whichever is lower.
Severe Overvoltage = Overvoltage (see previous item) + 10V.
Undervoltage = Either Min Voltage (see voltage ratings table)

or User Undervoltage × Nominal Voltage, whichever is higher.
Severe Undervoltage = Undervoltage point – Undervoltage Cutback Range.
* The Brownout Voltage is determined by the controller base type and cannot
be changed. When the capacitor voltage falls below the Brownout voltage
the bridge is switched off (i.e., motor current is switched off). If the capacitor
voltage stays below the Brownout voltage for > 64 msec the controller will reset
(equivalent to cycling the keyswitch). If the capacitor voltage rises above the
Brownout voltage before 64 msec have passed the bridge will be reenabled.
The Severe Undervoltage point can be set lower than the Brownout voltage.
Undervoltage Cutback Range 2.0–14.0 V This parameter sets the voltage range between the Undervoltage and
Undervoltage_Cutback_Range 0–4096 Severe Undervoltage points (see Nominal Voltage description).
A Severe Undervoltage fault will be set if the capacitor voltage falls
below either the Severe Undervoltage point (drive current limit set to 0) or
the Brownout voltage (bridge disabled, motor current set to 0).
User Overvoltage 115–200 % The value of this parameter is a percentage of the Nominal Voltage setting.
User_Overvoltage 293–512 The User Overvoltage parameter can be used to adjust the overvoltage
threshold, which is the voltage at which the controller will cut back regen
braking to prevent damage to the electrical system.
Typically this parameter is changed only when the controller is being
used in an application at the low end of the controller’s range: such as
a 48–80V controller being used in a system with a 48V battery pack. In
this case, the overvoltage threshold can be raised by setting the User
Overvoltage to a higher value. The overvoltage threshold can never be
raised above the controller’s power base maximum voltage rating.

BATTERY MENU, cont’d

ALLOWABLE
User Undervoltage 50–80 % The value of this parameter is a percentage of the Nominal Voltage setting.
User_Undervoltage 128–204 The User Undervoltage parameter can be used to adjust the undervoltage
threshold, which is the voltage at which the controller will cut back drive current
to prevent damage to the electrical system.
Typically this parameter is changed only when the controller is being used
in an application at the high end of the controller’s range: such as a 24–36V
controller being used in a system with a 36V battery pack. In this case, the
undervoltage threshold can be lowered by setting the User Undervoltage to
a lower value. The undervoltage threshold can never be lowered below the
controller’s power base minimum voltage rating.
BDI Algorithm
The BDI (battery discharge indicator) algorithm continuously calculates
the battery state-of-charge whenever KSI is on. The result of the BDI algo-
rithm is the variable BDI Percentage, which is viewable in the 1311 menu
Monitor » Battery. When KSI is turned off, the present BDI Percentage is
stored in nonvolatile memory.
The standard values for volts per cell are as follows, for flooded lead
acid and sealed maintenance-free batteries.
BATTERY TYPE
FLOODED SEALED
Reset Volts Per Cell 2.09 2.09

Full Volts Per Cell 2.04 2.04
Empty Volts Per Cell 1.73 1.90
Use the standard values for your type of batteries as the starting point in
setting the reset, full, and empty volts-per-cell parameters.

BATTERY MENU, cont’d

ALLOWABLE
Reset Volts Per Cell 0.90–3.00 V The reset voltage level is checked only once, when KSI is first turned on.
Reset_Volts_Per_Cell 90–300 Note that the BDI Reset Percent parameter also influences the algorithm
that determines whether BDI Percentage is reset to 100%.
Reset Volts Per Cell should always be set higher than Full Volts Per
Cell.
Reset Voltage Level = Reset Volts Per Cell × number of cells in the
battery pack.*
Full Volts Per Cell 0.90–3.00 V The full voltage level sets the Keyswitch Voltage that is considered to be
Full_Volts_Per_Cell 90–300 100% state-of-charge; when a loaded battery drops below this voltage,
it begins to lose charge. Keyswitch Voltage is viewable in the 1311 menu
Monitor » Battery.
Full Voltage Level = Full Volts Per Cell × number of cells in the battery
pack.*
Empty Volts Per Cell 0.90–3.00 V The empty voltage level sets the Keyswitch_Voltage that is considered to
Empty_Volts_Per_Cell 90–300 be 0% state-of-charge.
Empty Voltage Level = Empty Volts Per Cell × number of cells in the
battery pack.*
Discharge Time 0–600 min. Sets the minimum time for the BDI algorithm to count down the BDI
Discharge_Time 0–600 Percentage from 100% to 0%. The BDI algorithm integrates the time the
filtered keyswitch voltage is below the state of charge voltage level. When
that cumulative time exceeds the Discharge Time / 100, the BDI Percentage
is decremented by one percentage point and a new state of charge voltage
level is calculated.
State of Charge Level = ((Full Voltage Level - Empty Voltage Level)
× BDI Percentage) + Empty Voltage Level.
BDI Reset Percent 0–100 % When a battery has a high BDI percentage, its float voltage at KSI On
BDI_Reset_Percent 0–100 can sometimes cause false resets. The BDI Reset Percent parameter
addresses this problem by allowing the user to define a BDI Percentage
value above which the BDI Percentage variable will not reset.
When KSI is first powered on, the BDI Percentage variable will reset
to 100% only if ((Keyswitch Voltage > Reset Voltage Level) and (BDI
Percentage < BDI Reset Percent)).
* To determine the number of cells in your battery pack,

divide your Nominal Voltage setting (page 55) by 2.

3 — PROGRAMMABLE PARAMETERS: Vehicle Parameters
VEHICLE MENU
ALLOWABLE
Metric Units On/Off When this parameter is programmed On, the distance variables (Vehicle
Metric_Units On/Off Odometer, Braking Distance Captured, Distance Since Stop, Distance Fine,
and the Capture Distance variables) will accumulate and display in metric
units (km, meters, or decimeters). When programmed Off, the distance
variables will accumulate and display in English units (miles, feet, or inches).
Distance variables are displayed in the Monitor » Vehicle menu, page 70.
Speed to RPM 10.0–3000.0 This parameter affects the vehicle speed displayed in the Monitor » Motor
Speed_to_RPM 100–30000 menu (see page 67), and also modifies the VCL variable Vehicle_Speed;
it does not affect actual vehicle performance. The value entered for Speed
to RPM is a conversion factor that scales motor speed to vehicle speed.
KPH to RPM: (G/d)*530.5, where G = gear ratio, d = tire diameter [cm].
MPH to RPM: (G/d)*336.1, where G = gear ratio, d = tire diameter [in].
Capture Speed 0–8000 rpm The controller captures the time it takes the motor to go from 0 rpm to
Capture_Speed 0–8000 the programmed Capture Speed. The result is stored as “Time to Speed”
in the Monitor » Vehicle menu (page 70). This timer starts every time the
motor accelerates from zero speed.
Capture Distance 1 1–1320 The controller captures the time it takes the vehicle to travel from 0 rpm to
Capture_Distance_1 1–1320 the programmed Capture Distance. The result is stored as “Time to Dist 1”
in the Monitor » Vehicle menu (page 70). This timer starts every time the
vehicle accelerates from zero speed.
Note: For accurate distance measuring, the Speed to RPM parameter
must be set correctly.
With the Metric Units parameter programmed Off, distance is in units
of feet. With Metric Units programmed On, distance is in units of meters.
Capture Distance 2 1–1320 This parameter allows a second capture distance to be defined, and works
Capture_Distance_2 1–1320 identically to Capture Distance 1. The result is stored as “Time to Dist 2” in
the Monitor » Vehicle menu.
Capture Distance 3 1–1320 This parameter allows a third capture distance to be defined, and works
Capture_Distance_3 1–1320 identically to Capture Distance 1. The result is stored as “Time to Dist 3” in
the Monitor » Vehicle menu.

3 — PROGRAMMABLE PARAMETERS: Emergency Reverse Parameters
EMERGENCY REVERSE MENU [SPEED MODE & SPEED MODE EXPRESS only]
ALLOWABLE
EMR Enable On/Off Determines whether the emergency reverse function is active.
EMR_Enable_Bit0 On/Off On = emergency reverse is enabled.
Off = emergency reverse is disabled.
EMR Type 0–1 Determines where the input comes from for emergency reverse.
EMR_Type 0–1 0 = emergency reverse activated by switch 1 (pin 24).
1 = emergency reverse is activated by VCL functions
Enable_Emer_Rev() and Disable_Emer_Rev().
EMR Dir Interlock On/Off Determines whether the interlock switch must be turned off after emergency
EMR_Dir_Interlock_Bit0 On/Off reverse before the vehicle can be driven again.
On = Interlock and throttle and direction must all be cleared.
Off = Only throttle and direction must be cleared.
EMR Time Limit 0–30 sec Defines how long emergency reverse is allowed to be active after the vehicle
EMR_Time_Limit 0–3750 is moving in the reverse direction. This timer will restart if the vehicle ever goes
forward while emergency reverse is still active. The allowable range is 0–30
seconds, where 30 seconds is a special case of no time out.
When emergency reverse times out, the EMR HPD fault is set and not
cleared until emergency reverse is turned off and the rest of the normal
conditions are met per the EMR Interlock setting.
To stop the vehicle after an EMR event (not move in reverse direction),
set this parameter to 0.
EMR Speed 50–6000 rpm Defines the maximum reverse speed of the motor (in motor rpm), when
EMR_Speed 50–6000 emergency reverse is active.
EMR Accel Rate 0.1–3.0 sec Sets the rate (in seconds) at which the vehicle accelerates in the opposite
EMR_Accel_Rate 100–3000 direction after it has been brought to a stop. If the vehicle is already traveling in
the reverse direction below the EMR Speed, the EMR Accel Rate will bring the
vehicle to the EMR Speed.
EMR Decel Rate 0.1–3.0 sec Sets the rate (in seconds) at which the vehicle brakes to a stop when
EMR_Decel_Rate 100–3000 emergency reverse is activated and the vehicle is moving forward. If the vehicle
is already traveling in the reverse direction above the EMR Speed, the EMR
Decel Rate will bring the vehicle down to the EMR Speed.

3 — PROGRAMMABLE PARAMETERS: Interlock Braking Parameters
INTERLOCK BRAKING MENU

ALLOWABLE
Enable On/Off Determines whether the interlock braking function is active.

Interlock_Braking_Enable_ On/Off On = The controller will attempt to bring the vehicle to a stop using regen
Bit0 braking when the interlock signal is removed.
Off = The controller will disable the bridge after Sequencing Delay expires
and allow the vehicle to roll freely when the interlock signal is removed. This
option is typically used only when there is a user controlled mechanical or
hydraulic brake system.
Decel Rate HS 0.1–30.0 Sets the rate (in seconds) that is used to slow down the vehicle when the
Interlock_Brake_Decel_ 100–30000 interlock is released at high vehicle speeds. Larger values represent slower
Rate_HS response.
Decel Rate LS 0.1–30.0 Sets the rate (in seconds) that is used to slow down the vehicle when the
Interlock_Brake_Decel_ 100–30000 interlock is released at low vehicle speeds. Larger values represent slower
Rate_LS response.
Interlock Brake Timeout 0–8.0 sec Controls the maximum allowable duration of an interlock braking event.
Interlock_Brake_Timeout 0–1000 The timer starts as soon as the interlock signal is removed. If the time expires
before the vehicle has slowed below the Set_Speed_Threshold, the EM brake
will engage automatically.
This parameter can be used to allow parallel usage of regen braking and
the EM brake to reduce stopping distance. If Interlock Brake Timeout expires
and the motor is still moving, regen braking will continue to retard vehicle
motion in conjunction with the EM brake.
Note: This parameter is only applicable when EM_Brake_Type = 1 or 2
(see page 46).

3 — PROGRAMMABLE PARAMETERS: CAN Interface Parameters
CAN INTERFACE MENU

ALLOWABLE
CANopen Interlock On/Off When programmed On, CAN NMT State must = 5 (operational state)
CANopen_Interlock On/Off in order for the interlock to be set; see Monitor » CAN Status menu, page 72.
Master ID 0–3 The CAN Master ID for incoming CAN messages to the CANopen
CAN_Master_ID 0–3 Slave system.
Slave ID 0–31 The CAN Slave ID for outgoing CAN messages from the CANopen
CAN_Slave_ID 0–31 Slave system.
Baud Rate 0–2 Sets the CAN baud rate for the CANopen Slave system:
CAN_Baud_Rate 0–2 0=125Kbps, 1=250Kbps, 2=500Kbps.
Heartbeat Rate 16–200 msec Sets the rate at which the CAN heartbeat messages are sent from the
Heartbeat_Rate 4–50 CANopen Slave system.
PDO Timeout Period 0–200 msec Sets the PDO timeout period for the CANopen Slave system. After the
PDO_Timeout_Period 0–50 slave controller has sent a PDO MISO, it will declare a PDO Timeout Fault
if the master controller has not sent a reply PDO MOSI message within the
set time. Either PDO1 MOSI or PDO2 MOSI will reset the timer. Setting the
PDO Timeout Period = 0 will disable this fault check.
Emergency Message Rate 16–200 msec Sets the minimum rate between CAN emergency messages from the
Emergency_Message_Rate 4–50 CANopen Slave system. This prevents quickly changing fault states from
generating so many emergency messages that they flood the CAN bus.
Suppress CANopen Init 0–1 When Suppress CANopen Init is set = 1, at KSI On the initialization of the
Suppress_CANopen_Init 0–1 CANopen system is suppressed. Typically this is done so that the VCL
program can make changes to the CANopen system before enabling it (by
setting the variable Suppress_CANopen_Init = 0 and running the Setup_
CAN() function).

3 — PROGRAMMABLE PARAMETERS: Field Weakening Control and Motor Type Parameters
MOTOR CHARACTERIZATION TESTS MENU

ALLOWABLE
Contact your Curtis applications engineer if you will

be running the motor characterization tests yourself.
See Initial Setup, page 74.
FIELD WEAKENING CONTROL MENU

ALLOWABLE
Base Speed 200–6000 rpm This parameter needs to be reset each time the Motor Type is changed
FW_Base_Speed 200–6000 or the low speed current limit is changed. For example, if you lower
Drive_Current_Limit (page 40) or PL_Drive_Nominal (page 41), you
should consider changing this parameter.
To determine the correct value, perform this tuning test. The test
should be run with batteries that have a reasonable charge. In either
Torque Control Mode or Speed Control Mode, set your accel rates to be
fast—so that you’ll be accelerating at full current during the test. Next,
set the Base Speed parameter to the maximum value (so that it will not
interfere with the test result). From a stop, apply full throttle and accelerate
to high speed and then stop. After stopping, note the value displayed in
Monitor » Motor Tuning » Base Speed Captured, and enter this value for the
Base Speed setting.
The test restarts each time the vehicle comes to a stop and the
throttle is released, so be sure to note the value before driving away.
Field Weakening 0–100 % Determines the amount of high speed power the controller will allow,
Field_Weakening 0–1024 while still maintaining maximum effficiency at the allowed power. Reducing
this parameter effectively reduces controller current at high speeds, which
can reduce energy consumption and motor heating, but at the expense of
reduced available torque from the motor.
Weakening Rate 0–100 % Determines the control loop gains for field weakening. Setting the rate too
Weakening_Rate 0–500 low may create surging in the vehicle as it accelerates at mid to high
speeds. Setting the rate too high may create high frequency oscillations
(usually audible) when the vehicle accelerates at mid to high speeds.
MOTOR TYPE PARAMETER

ALLOWABLE
Motor Type 0–200 This parameter references a predefined table of motor parameters for many
Motor_Type 0–200 AC motors. Consult your local Curtis applications engineer for information
on how to set this parameter based on your application and motor.

3 — PROGRAMMABLE PARAMETERS: Controiller Cloning
CLONING (for copying parameter settings to multiple controllers)

Once a controller has been programmed to the desired settings, these settings
can be transferred as a group to other controllers, thus creating a family of
“clone” controllers with identical settings. Cloning only works between
controllers with the same model number and software version. For
example, the programmer can read all the information from a 1236-4415
controller and write it to other 1236-4415 controllers; however, it cannot
write that same information to 1236-4416 controllers.
To perform cloning, plug the 1311 programmer into the controller
that has the desired settings. Scroll down to the Functions menu; “Settings”
is the only function included here. Select “Get settings from controller” to
copy the settings into the programmer.
Plug the programmer into the controller that you want to have these
same settings, and select “Write settings to controller.”

4a — MONITOR MENU
4a
MONITOR MENU
Through its Monitor menu, the 1311 programmer

provides access to real-time data during vehicle MONITOR MENU
operation. This information is helpful during —Inputs ................. p. 64
diagnostics and troubleshooting, and also while —Outputs .............. p. 65
—Battery ............... p. 67
adjusting programmable parameters.
—Motor ................. p. 67
—Controller ........... p. 68
–Cutbacks ........ p. 69
–Motor Tuning .. p. 69
—Vehicle ............... p. 70
—CAN Status ........ p. 72
Monitor Menu: INPUTS

DISPLAY
VARIABLE RANGE DESCRIPTION
Throttle Command -100–100 % Throttle request to slew rate block.

Throttle_Command -32768–32767
Mapped Throttle -100–100 % Mapped throttle request.

Mapped_Throttle -32768–32767
Throttle Pot 0–5.5 V Voltage at throttle pot wiper (pin 16).

Throttle_Pot_Raw 0–36044
Brake Command 0–100 % Brake request to slew rate block.

Brake_Command 0–32767
Mapped Brake 0–100 % Mapped brake request.

Mapped_Brake 0–32767
Brake Pot 0–5.5 V Voltage at brake pot wiper (pin 17).

Brake_Pot_Raw 0–36044
Interlock On/Off Interlock input on or off. The source of the

Interlock_State On/Off interlock input is determined by the Interlock
Type parameter:
from Switch 3 (pin 9) if Interlock Type = 0
from VCL function if Interlock Type = 1
from KSI (pin 1) if Interlock Type = 2.
Emer Rev On/Off Emergency reverse input on or off. The

EMR_State On/Off source of the emergency reverse input is
determined by the EMR Type parameter:
from Switch 1 (pin 24) if EMR Type = 0
from VCL function if EMR Type = 1.
PD Throttle 0–100 % Proportional driver current request.

PD_Throttle 0–32767
Analog 1 0–10.0 V Voltage at analog 1 (pin 24).

Analog1_Input 0–1023

4a — MONITOR MENU
Monitor Menu: INPUTS, cont’d

DISPLAY
Analog 2 0–10.0 V Voltage at analog 2 (pin 8).

Analog2_Input 0–1023
Switch 1 On/Off Switch 1 on or off (pin 24).

Sw_1 On/Off

Sw_2 On/Off

Sw_3 On/Off

Sw_4 On/Off

Sw_5 On/Off

Sw_6 On/Off

Sw_7 On/Off

Sw_8 On/Off
Driver 1 Input On/Off Driver 1 input on or off (pin 6).

Sw_9 On/Off

Sw_10 On/Off

Sw_11 On/Off

Sw_12 On/Off
PD Input On/Off Proportional driver on or off (pin 2).

Sw_13 On/Off
DigOut6 Input On/Off Digital Out 6 input on or off (pin 19).

Sw_14 On/Off
DigOut7 Input On/Off Digital Out 7 input on or off (pin 20).

Sw_15 On/Off

Sw_16 On/Off

4a — MONITOR MENU
Monitor Menu: OUTPUTS

DISPLAY
Analog Out 0–10.0 V Voltage at Analog output (pin 30).

Analog_Output 0–32767
Digital Out 6 On/Off Digital Out 6 output on or off (pin 19).

Dig6_Output On/Off
Digital Out 7 On/Off Digital Out 7 output on or off (pin 20).

Dig7_Output On/Off
Driver 1 PWM 0–100 % Driver 1 PWM output (pin 6).

PWM1_Output 0–32767



PD PWM 0–100 % Proportional driver PWM output (pin 2).

PD_Output 0–32767
PD Current 0–2.0 A Current at proportional driver (pin 2).

PD_Current 0–607
5 Volts 0–6.25 V Voltage at +5V output (pin 26).

5_Volts_Output 0–1023
Ext Supply Current 5–200 mA Combined current of the external +12V and
Ext_Supply_Current 52–800 +5V voltage supplies (pins 25 and 26).
Pot Low 0–6.25 V Voltage at pot low (pin 18).

Pot_Low_Output 0–1023

4a — MONITOR MENU
Monitor Menu: BATTERY

DISPLAY
BDI 0–100 % Battery state of charge.

BDI_Percentage 0–100
Capacitor Voltage 0–105 V Voltage of controller’s internal capacitor bank

Capacitor_Voltage 0–6720 at B+ terminal.
Keyswitch Voltage 0–105 V Voltage at KSI (pin 1).

Keyswitch_Voltage 0–10500
Monitor Menu: MOTOR

DISPLAY
Motor RPM -12000–12000 rpm Motor speed in revolutions per minute.

Motor_RPM -12000–12000
Temperature -100–300 °C Temperature sensor readout.

Motor_Temperature -1000–3000
MotorSpeed A 0–12000 rpm Motor encoder phase A speed in revolutions

MotorspeedA 0–12000 per minute.
This can be used to verify that phase A
of the encoder is operating correctly.
MotorSpeed A should equal MotorSpeed B
in a properly operating motor encoder.
MotorSpeed A does not indicate direction.
MotorSpeed B 0–12000 rpm Motor encoder phase A speed in revolutions

MotorspeedB 0–12000 per minute.
This can be used to verify that phase B
of the encoder is operating correctly.
MotorSpeed B should equal MotorSpeed A
in a properly operating motor encoder.
MotorSpeed B does not indicate direction.

4a — MONITOR MENU
Monitor Menu: CONTROLLER

DISPLAY
Current (RMS) 0–1000 A RMS current of the controller, taking all

Current_RMS 0–10000 three phases into account.
Modulation Depth 0–100 % Percentage of available voltage being used.

Modulation_Depth 0–1182
Frequency -300–300 Hz Controller electrical frequency.

Frequency -18000–18000
Temperature -100–300 °C Controller internal temperature.

Controller_Temperature -1000–3000
Main State 0–10 Main contactor state:

Main_State 0–10 0= open
1= precharge
2= weldcheck
3= closingdelay
4= missingcheck
5= closed (when Main Enable = On)
6= delay
7= arccheck
8= opendelay
9= fault
10= closed (when Main Enable = Off).
Regen On/Off On when regen braking is taking place;

Regen_State On/Off Off when it is not.
VCL Error Module 0–65536 A VCL Runtime Error (fault code 68) will
Last_VCL_Error_Module 0–65536 store additional information about the
cause of a VCL runtime error in the VCL
Error Module and VCL Error variables. The
resulting non-zero values can be compared
to the runtime VCL module ID and error
code definitions listed in the controller’s
OS SysInfo (system information file), which
should help pinpoint the VCL error that
caused the runtime error.
VCL Error 0–65536 See description of VCL Error Module, above.

Last_VCL_Error 0–65536

4a — MONITOR MENU
Monitor Menu: CUTBACKS

DISPLAY
Motor Temp Cutback 0–100 % Displays the current available as a result of

MotorTempCutback 0–4096 the motor temperature cutback function.
A value of 100% indicates no cutback in
current.
Controller Temp Cutback 0–100 % Displays the current available as a result

ControllerTempCutback 0–4096 the controller temperature cutback function.
current.
Undervoltage Cutback 0–100 % Displays the current available as a result

UndervoltageCutback 0–4096 the undervoltage cutback function.
current.
Overvoltage Cutback 0–100 % Displays the current available as a result

OvervoltageCutback 0–4096 the overvoltage cutback function.
current.
Monitor Menu: MOTOR TUNING

DISPLAY
Base Speed Captured 0–8000 rpm Displays the value of the motor base speed
Base_Speed_Captured 0–8000 captured in the most recent acceleration.
This value is used to set the Base
Speed parameter (Program » Motor Control
Tuning » Field Weakening Control menu),
using the Base Speed set procedure
described on page 62.

4a — MONITOR MENU
☞ Note: All vehicle

calculations assume
Monitor Menu: VEHICLE
DISPLAY
no tire slippage.
Vehicle Speed -327.7–327.7 Vehicle speed, in units of MPH or KPH,

Vehicle_Speed -32768–32767 depending on the setting of the Metric Units
parameter (see Program » Vehicle menu,
page 58).
For accurate speed estimates, the
Speed to RPM parameter must be set
correctly (page 58).
Vehicle Odometer 0–42949672.9 Vehicle distance traveled, in units of miles or

Vehicle_Odometer 0–4294967295 km, depending on the setting of the Metric
Units parameter (page 58).
For accurate distance measurements,
the Speed to RPM parameter must be set
Vehicle Acceleration 0–10 g Vehicle acceleration. The Speed to RPM

Vehicle_Acceleration 0–1000 parameter must be set correctly for accurate
measurement.
Time to Speed 0–128 sec Time taken for the vehicle to go from 0 rpm
Time_to_Capture_Spd 0–32000 to the programmed Capture Speed (see
Program » Vehicle menu, page 58) during its
most recent such acceleration.
Time to Dist 1 0–128 sec Time taken for the vehicle to travel from 0
Time_to_Capture_Dist_1 0–32000 rpm to the programmed Capture Distance 1
(see Program » Vehicle menu, page 58)
during its most recent such trip.

4a — MONITOR MENU
Monitor Menu: VEHICLE, cont’d

DISPLAY
Braking Distance Captured 0–1000000.0 Distance traveled by the vehicle starting

Braking_Distance_Captured 0–400000000 with vehicle braking (initiated by throttle
reversal, brake pot, or VCL_Brake) and
ending when Motor_RPM = 0. Units are
meters or feet, depending on the setting
of the Metric Units parameter (page 58).
Distance Since Stop 0–1000000.0 Distance traveled by the vehicle starting

Distance_Since_Stop 0–400000000 from a stop. In effect, the vehicle is used
as a tape measure. (In other words, if you
travel 300 feet forward and then 300 feet in
reverse, the distance would be 600.) The
distance is continuously updated and will
stop (and restart) when Motor_RPM = 0.
correctly (page 58). Units are meters or feet,
depending on the setting of the Metric Units
parameter (page 58).
Distance Fine -214748364.8–214748364.7 Position measurement. Net distance

Distance_Fine_Long -2147483648–2147483647 in both the forward and reverse
directions. (In other words, if you
travel 20 inches forward and then
20 inches in reverse, the distance
would be zero.) The distance is con-
tinuously updated and will roll over
when the variable goes over the
limits. Units are decimeters or inch-
es, depending on the setting of the
Metric Units parameter (page 58).
For accurate distance
measurements, the Speed to RPM
parameter must be set correctly
(page 58).

4a — MONITOR MENU
Monitor Menu: CAN STATUS

DISPLAY
CAN NMT State 0–127 Controller CAN NMT state:

CAN_NMT_State 0–127 0=initialization, 4=stopped, 5=operational,
127=pre-operational.
PDO1 MOSI Byte Map* 0 – 232 Mapping objects for PDO1 MOSI’s eight bytes.
PDO1 MISO Byte Map* 0 – 232 Mapping objects for PDO1 MISO’s eight bytes.
PDO2 MOSI Byte Map* 0 – 232 Mapping objects for PDO2 MOSI’s eight bytes.
PDO2 MISO Byte Map* 0 – 232 Mapping objects for PDO2 MISO’s eight bytes.
* Each of these byte maps is a submenu containing 8 variables,

one for each byte. Each variable is 32 bits. For example, the
PDO1 MOSI Byte Map menu looks like this:
PDO1 MOSI Byte Map
1 0 – 232 Mapping object for byte 1 of PDO1 MOSI.

2 0–2 32
Mapping object for byte 2 of PDO1 MOSI.
3 0–2 32
5 0–2 32
6 0–2 32
8 0–2 32

4b — CONTROLLER INFO MENU
4b
CONTROLLER INFORMATION MENU
This menu provides ID and version numbers for your controller hardware and
software.
CONTROLLER INFORMATION MENU

DISPLAY
Model Number 0–4294967295 Model number. For example, if you have a

Model_Number 0–4294967295 1236 controller with the model number
1236-4501, the Model Number variable will
have a value of 12364501.
Serial Number 0–4294967295 Serial number. For example, if the serial

Serial Number 0–4294967295 number printed on your controller is
05045L.11493, the Serial Number variable
will have the value of 11493.
Mfg Date Code 0–32767 Controller date of manufacture, with the last
Manuf_Date 0–32767 three digits being reserved for the day. For
example, if the serial number printed on your
controller is 05045L.11493, the Mfg Date
Code variable will have the value of 5045
(45th day of 2005).
Hardware Version 0–32.767 The hardware version number uniquely

Hardware_Ver 0–32767 describes the combination of power base
assembly and the logic, cap, and IMS board
assemblies used in the controller.
OS Version 0–32767 Version number of the operating system

OS_Ver 0–32767 software that is loaded into the controller.
This variable specifies the major version
number of the controller’s operating system.
Build Number 0–32767 Build number of the operating system

Build_Number 0–32767 software that is loaded into the controller.
This variable specifies the minor version
number of the controller’s operating system.
SM Version 0–327.67 Version number of the Start Manager

SM_Ver 0–32767 software that is loaded into the controller.
Param Blk Version 0–327.67 Version number of the parameter block that
Param_Blk_Ver 0–32767 is loaded into the controller.
VCL App Version 0–327.67 Version number of the VCL application

VCL_App_Ver 0–32767 software that is loaded into the controller.
This value is set in the VCL program by
assigning a value to the VCL_App_Ver
variable.

5 — INITIAL SETUP
5
INITIAL SETUP
The 1234/36/38 controllers can be used in a variety of vehicles, which differ

widely in characteristics. Before driving the vehicle, it is imperative that these
initial setup procedures be carefully followed to ensure that the controller is set up
to be compatible with your application. The first step is to contact Curtis.
CONTACT CURTIS
Before you can use your controller, its application and motor
parameter defaults must be set to specifically match your
application. This can be done in any of these ways:
• Send the motor to us, and we will tune it
• Contact us for guidance, and conduct the
characterization tests yourself
• Obtain the necessary information from the motor
manufacturer, and then consult with Curtis.
Once your controller’s defaults have been set, you can start conducting the setup
procedures. First, jack the vehicle drive wheels up off the ground so that they
spin freely. Double-check all wiring to ensure it is consistent with the wiring
guidelines presented in Section 2. Make sure all connections are tight.
Turn on the controller and plug in the 1311 programmer.
1 Motor encoder (see page 53)

Set the Encoder Steps parameter to the correct setting for your motor’s position
encoder.
2 Motor temperature sensor (see page 54)

Set the Sensor Type parameter to the predefined type (1–5) that corresponds
to your motor temperature sensor. Typically, the motor temperature sensor will
be a thermistor that should be connected from Analog 2 (pin 8) to ground
(pin 7) as described on page 19.
To check whether the parameter settings and the motor thermistor
connections yield the correct motor temperature, read the Temperature value
displayed in the 1311’s Monitor » Motor menu (page 67). This is typically done
when the motor has not been run for many hours, to ensure the motor is at
a known (room) temperature. If the 1311 does not display the correct motor
temperature, contact your Curtis applications engineer for help. If the correct
motor temperature is not displayed, or if there is no motor temperature sensor,
this setup procedure can continue only if the Sensor Enable is set to Off.
If the 1311 displays the correct motor temperature, continue with the
procedure and set up the Sensor Enable, Temperature Hot, and Temperature
Max parameters.

5 — INITIAL SETUP
3 Current limits (see page 40)

The Drive, Regen, Brake, EMR, and Interlock Current Limit parameters are a
percentage of the controller’s full rated current. The controller’s full rated current
is printed on the label of the controller. Set the five current limit parameters
to your desired values.
4 Battery (see page 55)

Set the Nominal Voltage parameter to match the nominal battery pack voltage
of your system.
5 Main contactor (see page 48)

Set up the parameters in the Main Contactor Menu.
6 EM brake (see pages 46–47)

Set up the parameters in the EM Brake Menu.
7 Throttle (see pages 13–17 and 43–44)

Before the throttle can be set up the interlock must be verified as Off, by read-
ing the Interlock value displayed in the Monitor » Inputs menu (page 64). If
the 1311 indicates the interlock is On, review how you set the Interlock Type
parameter (Main Contactor Menu) and turn the interlock off. Verify that the
1311 displays that the interlock is now Off. Contact your Curtis applications
engineer to resolve any issues about the interlock before continuing with the
setup procedure.
Once you have verified the interlock is off, you can set up the throttle
input. The Throttle Type parameter must be set to match the type of throttle
(1–5) and wiring that you are using, as described on pages 13–17. Adjust the
Forward Deadband, Forward Max, Reverse Deadband and Reverse Max param-
eters to match the range of your throttle. The Throttle Pot value displayed on
the Monitor » Inputs menu (page 64) is useful when setting up these parameters.
For the forward and reverse directions, read the displayed throttle pot voltage
at the point when the throttle moves out of neutral and at the point just before
full throttle and enter these values for the deadband and max settings for that
direction. Set up the other parameters in the Throttle Menu as required by
the application.
You will be able to verify that your throttle settings are correct by
checking the Mapped Throttle value displayed in the Monitor » Inputs menu
(page 64) over the entire range of throttle pot movement. The value displayed
for Mapped Throttle should be = 0% through the range of throttle motion
that is considered neutral. The displayed Mapped Throttle should be = 100%
through the range of motion that is considered forward throttle max and should
be = -100% through the range considered reverse throttle max. Contact your
Curtis applications engineer to resolve any issues about the throttle setup before
continuing with the setup procedure.

5 — INITIAL SETUP
8 Brake (see page 45)

If the brake function is not used by your application, set the Brake Enable
parameter = Off and Brake Type = 5.
Before the brake can be set up the interlock must be verified as Off, by
reading the Interlock value displayed in the Monitor » Inputs menu (page 64).
If the 1311 indicates the interlock is On, review how you set the Interlock
Type parameter (Main Contactor Menu) and turn the interlock off. Verify that
the 1311 Monitor Menu displays that the interlock is now Off. Contact your
Curtis applications engineer to resolve any issues about the interlock before
continuing with the setup procedure.
Once you have verified that the interlock is off, you can set up the brake
input. The Brake Type parameter must be set to match the type of brake throttle
(1, 2, 3, 5) and wiring that you are using, as described on pages 13–17. Adjust
the Brake Deadband and Brake Max parameters to match the range of your brake
pot. The Brake Pot value displayed in the Monitor » Inputs menu (page 64) is
useful when setting up these parameters. Read the displayed brake pot voltage
at the point when the brake moves out of neutral and at the point just before
full brake and enter in these values for the deadband and max settings. Set up
the other parameters in the Brake Menu as required by the application.
You will be able to verify that your brake settings are correct by checking
the Mapped Brake value displayed in the Monitor » Inputs menu (page 64)
over the entire range of brake pot movement. The value displayed for Mapped
Brake should be = 0% through the range of brake pot motion that is considered
neutral. The displayed Mapped Brake should be = 100% through the range
of motion that is considered max. Contact your Curtis applications engineer
to resolve any issues about the brake setup before continuing with the setup
procedure.
9 Faults (see Section 7)

Turn the KSI input Off and then On (to clear any parameter change faults)
and use the 1311 to check for faults in the controller. All faults must be cleared
before continuing with the setup procedure. Use Section 7 for help in trouble-
shooting. Contact your Curtis applications engineer to resolve any issues about
the faults before continuing with the setup procedure.
bk Setting encoder direction and direction of rotation (see page 53)

With the vehicle drive wheels still jacked up, no faults present in the controller,
the interlock Off (as verified in the Monitor » Inputs menu, page 64), and both the
throttle and brake in neutral (Mapped Throttle = 0% and Mapped Brake = 0%
in the Monitor » Inputs menu), the encoder direction can be checked. Use
the Monitor » Motor menu (page 67) to view the Motor RPM display. Turn
the motor by hand and observe the sign of Motor RPM. Positive is forward
and negative is reverse. If you get a positive Motor RPM when you rotate the

5 — INITIAL SETUP
motor in the forward direction, and a negative Motor RPM when you rotate
the motor in the reverse direction, the Swap Encoder Direction parameter is
correct and should not be changed. If you are getting negative Motor RPM
when rotating the motor forward, the Swap Encoder Direction parameter must
be changed. Cycle KSI power and repeat the procedure until you are satisfied
that the Swap Encoder Direction setting is correctly set. If the vehicle will use
the emergency reverse feature, the reverse direction (negative Motor RPM)
must be correctly selected so that when the Emergency reverse input is active
the motor will rotate in the reverse direction. Contact your Curtis applications
engineer to resolve any issues about encoder direction or emergency reverse
before continuing with the setup procedure.
Now that you have the encoder direction set correctly, you can test to
see which direction the motor will spin due to how the three phase cables (U,
V, and W) are connected to the motor.
Cycle KSI input Off and then On (to clear any parameter change faults)
and use the 1311 to check for faults in the controller. All faults must be cleared
before continuing with the setup procedure.
Apply the interlock input and verify that the interlock = On (as verified
in the Monitor » Inputs menu).
Then, while keeping the brake in neutral, select a direction and apply
throttle. The motor should begin to turn, but it may turn in the wrong direc-
tion. Observe the direction of rotation of the motor and if it is turning in the
wrong direction return the throttle to neutral, and change the setting of the Swap
Two Phases parameter. Cycle power, turn on interlock, and turn on direction.
Apply throttle and verify that the direction of rotation of the motor matches
the direction input. If the motor does not respond properly you should contact
your Curtis applications engineer to resolve any issues about encoder direction
or emergency reverse before continuing with the setup procedure.
☞
C AU T I O N Do not take the vehicle down off the blocks until the motor is re-
sponding properly.
Once the motor is responding properly, lower the vehicle to put the drive
wheels on the ground.
bl Emergency reverse (see page 59)

Set up the parameters in the Emergency Reverse Menu. Note: Emergency
Reverse is active only if you are using Speed Mode Express or Speed Mode as
your motor tuning mode.
bm Interlock braking (see page 60)

Set up the parameters in the Interlock Braking Menu.
bn Selecting the control mode (see page 27)

Set the Control Mode Select parameter = 0 (Speed Mode Express), = 1 (Speed
Mode) or = 2 (Torque Mode). Cycle KSI input Off and then On (to clear any

5 — INITIAL SETUP
parameter change faults) and use the 1311 to check for faults in the controller.
Then proceed to the tuning steps for the control mode you have selected.
0 - SPEED MODE EXPRESS tuning (see pages 28; 39–40)
a. Set the Max Speed as appropriate for your application. Set Typical Max
Speed (page 53) to the same setting as Max Speed.
b. Set the Kp and Ki as appropriate for your application.
c. Drive the vehicle on a test run. Note the response of the vehicle to low
speed and high speed throttle inputs. In Speed Mode Express the Kp and
Ki settings work in conjunction with the Accel, Decel, and Brake rates to
determine overall “feel.” In general,
[TBD]Kp should be set as high as possible,
while maintaining good vehicle feel.
d. Set the Accel Rate according to the needs of your application.
e. After another test run, decrease the Kp value if jerkiness is felt. Jerkiness is
easier to feel at low speeds so your test runs should be done at low speeds
to set the correct Kp.
f. After Kp is set up, you may find that a Ki setting of 0% will work for your
application. Ki forces the motor speed not to exceed the exact requested
motor speed. Therefore, with a Ki setting of 0% you will never quite reach
Max Speed on flat ground. Increasing the Ki forces the motor speed to
approach Max Speed more quickly. Setting the Ki too high will result in
a jerky feel. Ki cannot be used to hold a vehicle on a hill at zero speed, so
Ki should not be adjusted to try to obtain this. Curtis does have solutions
to the problem of hill holding at zero speed and you should contact your
Curtis applications engineer for more information.
g. Set the rest of the Speed Mode Express parameters as described on page 28.
h. Set the Restraint and Position Hold parameters as described on pages 39–40.
1 - SPEED MODE tuning (see pages 29–35; 39–40)
a. Set the Max Speed as appropriate for your application. Set Typical Max
Speed (page 53) to the same setting as Max Speed.
c. Drive the vehicle on a test run. Note the response of the vehicle to low speed
and high speed throttle inputs. In Speed
[TBD] Mode the Kp and Ki settings work in
conjunction with the slew rates set in the Response Menu to determine overall
“feel.” In general, Kp should be set as high as possible, while maintaining
good vehicle feel.
d. Set the Accel Rate according to the needs of your application.
e. After another test run, decrease the Kp value if jerkiness is felt. Jerkiness is

5 — INITIAL SETUP
easier to feel at low speeds so your test runs should be done at low speeds
to set the correct Kp.
f. After Kp is set up, you may find that a Ki setting of 0% will work for your
application. Ki forces the motor speed not to exceed the exact requested
motor speed. Therefore, with a Ki setting of 0% you will never quite reach
Max Speed on flat ground. Increasing the Ki forces the motor speed to
approach Max Speed more quickly. Setting the Ki too high will result in
a jerky feel. Ki cannot be used to hold a vehicle on a hill at zero speed, so
Ki should not be adjusted to try to obtain this. Curtis does have solutions
to the problem of hill holding at zero speed and you should contact your
Curtis applications engineer for more information.
g. Set the rest of the Response Menu parameters as described on page 32.
h. Set the Restraint and Position Hold parameters as described on pages 39–40.
2 - TORQUE MODE tuning (see pages 35–38; 39)
a. Set Max Speed as appropriate for your application. Set Typical Max Speed
(page 53) to the same setting as Max Speed.
c. Drive the vehicle on a test run. If fast torque oscillations are felt at maximum
speed you should decrease the Kp value. The higher the Kp value, the faster
the motor control will respond to exceeding Max Speed. If Kp is set too
high, fast torque oscillations can [TBD]
be felt at maximum speed.
d. Ki (the integrator term) forces the motor to stay below the set Max Speed.
On many applications, 0% is an acceptable value for Ki. To determine
whether Ki is set acceptably for your application, find a hill and drive the
vehicle down the hill at maximum speed. If you notice a surging feel as the
motor exceeds the Max Speed and then gradually brings the speed back
down to the set Max Speed, Ki is set too low. Setting Ki too high will likely
cause motor oscillations even on flat ground. These oscillations are similar
to those caused by Kp, but usually slower (lower frequency).
e. Set the Response Menu parameters as described on page 36.
f. Set the Restraint Menu parameters as described on page 39.
These tuning steps are for drive motors. If your controller is being used with
a pump motor, set the parameter Pump Enable = On (page 34), and then set
the Proportional Driver Menu parameters (page 50).

6 — VCL
6
VEHICLE CONTROL LANGUAGE (VCL)
Curtis 1234/36/38 AC induction controllers are the first motor controllers in

the industry with built-in programmable logic controllers with application-
specific functions. VCL (Vehicle Control Language) software provides a way
to implement unique and complex vehicle control functions.
VCL is a simple programming language that will feel very familiar to
anyone who has worked with BASIC, Pascal, or C. Working with VCL requires
the installation of the WinVCL program onto a PC. WinVCL will compile
VCL programs and flash download the software into the controller through
the computer’s serial port. The install process for WinVCL will also install two
important manuals on your PC—the VCL Programmer’s Guide and the VCL
Common Functions Manual. These two manuals, which are in PDF format,
include more detailed information about VCL than is included here.
This section of the manual summarizes VCL and also describes aspects
and functions of VCL that are unique to the 1234/36/38 product. For a more
complete understanding of the functions and capabilities of VCL, see the the
WinVCL User’s Guide, VCL Programmer’s Guide, and VCL Common Func-
tions Manual.
Summary of VCL Basics
• VCL is not case-sensitive:

put_pwm(), Put_PWM(), and PUT_PWM() are identical.
• Spaces in variable names are not allowed in VCL; use underscores

in place of spaces.
Example: Forward_Offset is the VCL name for the 1311 parameter
Forward Offset.
• Functions are followed by parentheses; for example:

Reset_Controller() is a function
Reset_Voltage is a variable.
• Logical statements must be inside parentheses; examples:

IF (setpoint >50)
ELSE IF ((setpoint <20) & (temperature >100)).
• Comments are preceded by semicolons.

6 — VCL
The VCL functions described in the VCL Common Functions Manual are
available on 1234/36/38 controllers. In addition, these controllers have the
following functions developed specifically for them:
ENABLE_PRECHARGE()............ p. 99
DISABLE_PRECHARGE()........... p. 100
SET_DIGOUT()............................ p. 101
CLEAR_DIGOUT()....................... p. 101
ENABLE_EMER_REV()............... p. 102
DISABLE_EMER_REV().............. p. 102
SET_INTERLOCK() ..................... p. 103
CLEAR_INTERLOCK() ................ p. 103
SETUP_POT_FAULTS() .............. p. 104
START_PUMP() ........................... p. 105
STOP_PUMP() ............................ p. 105
These functions, which are not included in the VCL Common Functions
Manual, are described at the end of Section 6.
VARIABLE TYPES
VCL provides dedicated space in which to store custom variables. There are
four types of variables, based on their type of storage: volatile storage (RAM)
and three types of non-volatile storage (EEPROM) are available.
RAM variables are stored only while power is on; they are lost at power-
down. They must be initialized on power-up by explicit VCL assignments (i.e.,
User1 = 12).
NVUser1–15 EEPROM variables are 15 variables stored at power-down
and recalled by the operating system when the NVM_NVUser_Restore func-
tion is used. Thus, they can then be recalled at the next power-on cycle, which
restores their previous values. See the section on non-volatile memory access
in the VCL Common Functions manual for more information.
Block EEPROM are 38 blocks of 15 variables (total of 570 variables),
which are stored and recalled using the functions NVM_Block_Read and NVM_
Block_Write. The 38 blocks are called NVM3–NVM40. The read and write
functions must point to the RAM variables that the EEPROM blocks should be
written from or read to. For example, NVM_Block_Read(NVM10,0,15,User20)
will read the 15 variables stored in EEPROM block NVM10 and restore
those variables to the 15 variables starting with RAM variable User20 (so the
15 EEPROM variables would be restored to User20–34). See the section on
non-volatile memory access in the VCL Common Functions manual for more
information.
Parameters EEPROM variables are a special type of EEPROM variable
that is intended to be used to create OEM defined 1311 parameters. These 1311
parameters can be defined as 16-bit by using the P_User variables or they can
be defined as bit (On/Off ) by using the P_UserBit variables. These variables

6 — VCL
are typically written to EEPROM through the 1311 programmer interface (i.e.,
when a 1311 user changes a parameter setting using the 1311). They can be
used in the VCL code, but changing a P_User (or P_UserBit) value with VCL
will only change the variable value in RAM and will not change the value in
EEPROM. Thus, these variables are intended for creating and defining 1311
parameters only.
TYPE QUANTITY RANGE
RAM 120 variables User1 – User120

NVUser EEPROM 15 variables NVUser1 – NVUser15
Block EEPROM 38 blocks NVM3 – NVM40
(15 variables each)
Parameters EEPROM 100 variables and P_User1 – P_User100
20 variables of 8 bits P_UserBit1 – P_UserBit20
each (160 bits)
VCL can modify the 1311 control mode parameters in RAM by using
the VCL variable name for the 1311 parameter. For example,
Brake_Rate_TrqM = 3000 ;Change Brake Rate to 3.0sec
will change the RAM value of the torque control mode’s Brake Rate; the new
value will be used in determining the Controller Torque Command. However,
the value of the stored EE value of this parameter remains unchanged; when
the controller is turned off, the RAM value will be lost. The next time the
controller is powered back on, the “old” value of Brake Rate will be restored
from EE memory. VCL cannot write to the EE memory. The 1311 parameter
settings in EE memory can be changed by using the 1311 to change the values
in the program menus.

6 — VCL
VCL RUNTIME RATES

VCL is an interpreted language. Each line of VCL code is converted (compiled)
into a set of codes and then flash loaded into the controller. The controller
interprets these codes one line at a time while the system is powered up. Here
are the processing rates of the various functions:
FUNCTION FUNCTION FULL NAME INSTANCES SERVICE RATE
ABS Absolute Value 2 4 ms

ADC Analog to Digital Converter Input 2 1 ms
CAN CAN Communications 12 4 ms
CPY Copy 8 4 ms
DLY Delay 32 1 ms
FLT Filter 4 1 ms
LIM Limit 4 4 ms
MAP Map 4 4 ms
MTD Multiply then Divide 4 4 ms
NVM Non-Volatile Memory 38 2 ms
PID Proportional Integral Derivative 2 4 ms
POT Potentiometer Input 2 4 ms
PWM Pulse Width Modulated Output 6 4 ms
RMP Ramp 4 1 ms
SCL Scaling 4 4 ms
SEL Selector, 2-position switch 8 4 ms
SEL_4P Selector, 4-position switch 8 32 ms
SW Switch Input 1* 4 ms
TMR Timers (hourmeters) 3 1 ms
* There is only one Switch variable; it has 16 associated bit-variables.
I/O CONTROL WITH VCL

Digital Inputs
The 1234 controller has at total of 16 digital inputs, and the 1236/38 has 15.
Eight are switch inputs (Sw_1 through Sw_8) on all the models; the 1234 has
a ninth switch input, Sw_16. These switch inputs are shown on the standard
wiring diagram (Figure 3, page 12). The remaining seven digital inputs are less
obvious: one on each driver and digital output (Sw_9 through Sw_15). These
can be used as digital inputs or to sense the state of the output or its wiring
(e.g., open coil check).
To address a digital input in a VCL program, use the desired input label
(Sw_1 through Sw_16). You must use On or Off in the code when determining
a switch state; using true/false or 1/0 will give erroneous results.

6 — VCL
if (Sw_1 = ON)
{
;put code here to run when switch 1 is On
}
if (Sw_16 = OFF)
{
;put code here to run when switch 16 is Off
}
All switch inputs are automatically debounced by the VCL operating system.
This prevents noisy contacts or contact bounce from causing erroneous events
in your VCL code. The debounce time can be varied from 0 to 32 milliseconds
in 4ms steps, using this function:
Setup_Switches(5); 20 milliseconds
If this line is not in the VCL code, the debounce time is set at 16 ms.
Driver and Digital Outputs

There are five driver outputs (PWM1 through PWM5) and two digital out-
puts (DigOut6 and DigOut7). These outputs have variations in current and
frequency range. For their specifications, see “high power outputs” and “low
power outputs” on page 19.
Driver outputs have high current FET output stages and can be pulse
width modulated (PWM) to vary the average output to inductive loads such
as contactors and relays. This is useful when the battery voltage needs to be
brought down for lower voltage coils. The two digital outputs on the 1236/38
are low current NPN transistor drivers that are only On or Off. They work well
for driving LEDs or for interfacing to another digital device. The two digital
outputs on the 1234 are 1-amp drivers that are only On or Off.
Drivers use a special VCL function to set their PWM level. This PWM
level can be set up in a signal chain to update automatically or can be set di-
rectly in the main loop. PWM can be set from 0–100% using the digital range
of 0 to 32767.
Put_PWM(PWM2,16384)
will output a 50% waveform on Driver 2.

Automate_PWM(PWM2,@user1)
will continually update the Driver 2 output with the present value of variable
User1. This automate statement needs only to be run once, usually in the ini-
tialization section of the VCL program. VCL can monitor the present value of
a PWM driver: the variable PWMx_Output (where “x” is the PWM channel
number) is automatically filled with the present value of the driver output.
The proportional driver (Driver 5) is different from Drivers 1–4. It can be
controlled in two ways: with the PID software, or with the VCL Put_PWM()
function. The VCL statement Put_PWM(PWM5, 16383) will result in a 50%
PWM output on pin 2 only if the parameter PD Enable is set to Off. See
page 71 for more information on interfacing the proportional driver.

6 — VCL
Control of the two digital outputs (Digital Outputs 6 and 7) is done

using the VCL functions Set_Digout() and Clear_Digout().
Set_DigOut(DigOut6)
will set Digital Output 6 On (active). VCL can monitor the present value of
a digital output driver: the bit variable Digx_Output (where “x” is the digital
output channel number) is automatically filled with the present value of the
driver output (On or Off ).
It is important to note that all outputs are active Low. With 100% PWM
or an output of “On,” the FET or transistor will be pulling hard to ground. A
DVM on the output will measure near 0 volts.
Potentiometer Inputs
These controllers have two potentiometer inputs, which are typically used for
throttle and brake. Many features (mapping, acceleration rates, etc.) are built
in as 1311 parameters. Still, there are times that these potentiometer inputs
may be needed for other functions such as steering angle or height sensing, or
simply as data inputs.
The standard way to input throttle pot (or brake pot) information is to
set the 1311 parameter Throttle Type (or Brake Type) to an appropriate value of
1–4 as shown on pages 13–16. When set to a value of 1–4, the resulting signal
chain can operate without the use of any VCL.
However, if an OEM wishes to control the throttle (or brake) signal chain
in VCL or use the throttle (or brake) inputs for signals that are not throttle (or
brake) signals, then the 1311 parameter Throttle Type (or Brake Type) should
be set to a value of 5 (page 17). Setting the 1311 parameter Throttle Type (or
Brake Type) to a value of 5 changes the routing of the appropriate signal chain
(either throttle or brake) and allows the VCL programmer access to the Throttle
Pot (or Brake Pot) output variables; see Figure 14 (page 88).
When the Throttle Type setting is = 5, the Throttle_Pot_Output is a VCL
variable that the OS will update with the current value of the throttle pot input.
Similarly, when the Brake Type setting is = 5, the Brake_Pot_Output is a VCL
variable that the OS will update with the current value of the brake pot input.
However, the value of the Throttle_Pot_Output (or Brake_Pot_Output) will
remain clamped to = 0 until the VCL function Setup_Pot() is executed.
Typically the Setup_Pot() function is executed at the beginning of a VCL
program to define the potentiometer input connection as THREE_WIRE (uses Pot
High and Pot Low connections), TWO_WIRE (variable resistor, or rheostat, uses
Pot Low but no connection to Pot High), or ONE_WIRE (a voltage input, no
connection to either Pot High or Pot Low). THREE_WIRE potentiometer con-
nections are the same as the 3-wire potentiometer connections shown on page 15
for a Throttle Type 2. TWO_WIRE potentiometer connections are the same as
the 2-wire potentiometer connections shown on page 14 for a Throttle Type 1.
ONE_WIRE potentiometer connections are the same as the Voltage Source or
Current Source connections shown on page 15 for a Throttle Type 2.

6 — VCL
Note that the Setup_Pot() function will only work (and is only needed)
if the corresponding Type is set to 5 (Throttle Type = 5 or Brake Type = 5).
Setup_Pot(THROTTLE_POT,THREE_WIRE)
will set up the throttle pot input for wiring using all three connections (pins
15, 16, 18).
To set up the brake pot input for use in VCL, use the Brake_Pot constant
in place of the Thottle_Pot constant in the Setup_Pot function.
Setup_Pot(BRAKE_POT,TWO_WIRE)
will set up the brake pot input for wiring using two connections (pins 17, 18).
The 0–100% position of the potentiometer is represented by a value from
0–32767 in VCL. Once set up (through the VCL Setup_Pot() function) the
potentiometer value is automatically and continuously loaded into the variable
Throttle_Pot_Output or Brake_Pot_Output. It is important to use the correct
setup (ONE_WIRE, TWO_WIRE, or THREE_WIRE) since the input is automatically
re-scaled for 0–100% based on the wiring used; for example, the voltage at the
Pot Low pin is automatically subtracted and re-scaled on a THREE_WIRE pot.
Another effect of setting the Throttle Type setting = 5 is that the signal
chain for the throttle now gets its input from a different source. The input to
the throttle chain is now a VCL variable called VCL_Throttle instead of the
throttle pot. Similarly, a Brake Type = 5 means that the brake signal chain will
get its input from a VCL variable called VCL_Brake rather than from the brake
pot. The VCL_Throttle and VCL_Brake variables will need to be controlled
in the VCL program.
One of the unique features of the potentiometer inputs (as opposed to the
analog inputs) is that they have automatic pot fault detection functions run-
ning in the motor controller OS. The VCL programmer has access to the pot
detection functions with the Setup_Pot_Faults() function. With this function,
VCL can set the high and low threshold at which a fault occurs. This function
also forces the pot value to a definable level if a fault occurs. Note that the
Setup_Pot_Faults() function will work for all throttle Types (1–5). See page 104
for more detail on this function.
Analog Inputs
These controllers have two generic analog inputs (pins 24 and 8). These are
shared as switch inputs 1 and 2 (Sw_1, Sw_2). The values of the analog inputs
are automatically placed in VCL variables Analog1_Input and Analog2_Input
every 1 millisecond. Scaling is 0–10V = 0–32767.
User2 = Analog2_Input
will fill the User2 RAM variable with the value of the voltage at pin 8.
Analog Output
These controllers have one analog output (pin 30). This output is a special
driver output. The switching stage is filtered to provide a smooth average
voltage, instead of the actual PWM waveform seen on Drivers 1–5. However,

6 — VCL
AnalogOut uses the same Put_PWM() and Automate_PWM() used by these

other drivers. The scaling is 0–10V = 0–32767.
Put_PWM(PWM6,6553)
will generate 2.0 volts at the analog output. VCL can monitor this output using
the variable Analog_Output.
INTERFACING THE THROTTLE AND BRAKE COMMANDS

VCL can interface and modify the throttle and brake signals at several points, from
the potentiometer to the final motor controller command. VCL can be used to
create a completely unique command, adjust parameters to provide MultiMode,
or modify the throttle command based on steering angle, height, etc.
The throttle and brake signal chains within the controller are sophisti-
cated and flexible. Before applying VCL to modify these chains, it is important
to fully understand the ramifications of these changes. The motor command
diagram is presented in Figure 14.
Throttle Processing
The top of Figure 14 shows the throttle processing section. The throttle signal
chain flows left to right starting with the physical throttle pot. The voltage on
the throttle wiper input (pin 16) is input into the controller and has the VCL
variable name Throttle_Pot_Raw which is displayed in the 1311 Monitor
Menu. This throttle signal is then modified by the Throttle Type Processing
and Throttle Mapping blocks.
The Throttle Type Processing block combines the Throttle_Type parameter
(see page 43) and the throttle potentiometer input (Throttle_Pot_Raw) to cre-
ate a 16-bit variable containing the magnitude of the raw command. This raw
command passes to the Throttle Mapping block, which re-shapes the throttle
signal magnitude and direction based on the various Throttle Menu parameters
(see page 43) and the direction inputs.
Following the Throttle Mapping block are two switches whose purpose
is to give the throttle signal a small value (1 for the forward switch, and -1 for
the reverse switch) to indicate that a direction switch is On—but only if the
throttle signal output from the Throttle Mapping block is = 0.
The signal then passes through a selector switch. If the Throttle_Type
parameter is set to 5 (Throttle Type = VCL input, see page 43), the Throttle
Mapping block output signal is ignored and the command comes from the
VCL variable VCL_Throttle. The VCL program manipulates the VCL_Throttle
variable to get a throttle command. When the Throttle Type is set to 1–4, the
variable VCL_Throttle does nothing, and the Throttle Mapping block output
signal passes through.
After the “Throttle Type = 5” switch, the throttle signal is modified by the
multiplying and summing nodes. These nodes can be adjusted by VCL through
the variables Throttle_Multiplier and Throttle_Offset. This is the basic input
point for creating functions like MultiMode, dual drive algorithms, and height
vs. speed control. Note that the throttle multiplier has a built-in “divide by 128.”

6 — VCL
Fig. 14 Motor command diagram.

6 — VCL
This allows the VCL to either multiply (Throttle_Multiplier > 128) or divide
(Throttle_Multiplier < 128) the nominal throttle value. Typically the default
multiplier is set to 128 (thus having no net effect). Both Throttle_Multiplier
and Throttle_Offset can be positive or negative.
The output of the multiplying and summing nodes is a VCL variable called
Mapped_Throttle, which is displayed in the 1311 Monitor Menu. Checking
the value of Mapped_Throttle using the 1311 is a very good way to see if your
Throttle Menu parameters are set correctly. A VCL program can control the
throttle by changing the variables VCL_Throttle (only if Throttle Type = 5),
Throttle_Multiplier, and Throttle_Offset. The effect of these variables can be
observed on the Mapped_Throttle 1311 Monitor Menu.
Mapped_Throttle next passes through a limiter that is active only if a pump
motor is being operated (Pump Enable = On, see page 34). When active, this
function limits the throttle signal to only positive (forward) motion, which is
appropriate for controlling a hydraulic pump motor.
The throttle signal continues to a selector switch that will set the throttle
signal = 0% if any of the following conditions is present: Interlock_State = Off
(see page 64), a fault has set Throttle request = 0% (see the Troubleshooting
Chart, Table 5), or if Main_State ≠ 5 or 10 (see page 68).
After this selector switch the throttle signal is a VCL variable called
Throttle_Command, which is displayed in the 1311 Monitor Menu. Throt-
tle_Command is the final value of the throttle signal chain that is input to
the Control Mode Processing block; see Figure 15. Checking the value of
Throttle_Command using the 1311 is a very good way to see the final throttle
signal. If ABS(Throttle_Command) > 1 count, the motor controller will output
signals to the motor to make it spin.
For investigating why a motor is not spinning, it is useful to use the
1311 to check the state of the throttle signal from beginning to end: using
Throttle_Pot_Raw, Mapped_Throttle, and Throttle_Command. Once these
values are known, the Motor Command Diagram (Figure 14) can be used to
find how that signal progressed from input to final value.
The following throttle processing variables are accessible by VCL:
VCL VARIABLE ACCESS DESCRIPTION
Throttle_Pot_Raw Read Only Voltage measurement at pin 16, scaled for

the proper wiring
Throttle_Pot_Output Read Only Throttle pot input value after being scaled for
the proper wiring. For use in VCL program
when Throttle Type = 5.
Mapped_Throttle Read Only Throttle pot value after mapping
Throttle_Command Read Only Command resulting from throttle processing
VCL_Throttle Read/Write VCL-accessible throttle command
Throttle_Multiplier Read/Write Multiplies or divides the throttle signal
Throttle_Offset Read/Write Provides a +/- offset to the throttle signal
OS_Throttle Read Only Throttle pot value after mapping, to be used in
VCL when VCL Throttle Enable = On and
Throttle Type = 1–4

6 — VCL
Brake Processing
Brake processing is optional as it can be turned Off (by setting Brake_Pedal_En-
able = Off, see page 45). If turned On, brake processing can be done with or
without VCL. Any non-zero brake command will then override the throttle signal
and the motor controller will brake to a stop as determined by the parameters
Brake Current Limit (page 40) and Brake Taper Speed (page 37).
The lower part of Figure 14 shows the brake signal processing section.
The brake signal chain flows from left to right starting with the physical brake
pot. The voltage on the brake wiper input (pin 17) is input into the control-
ler and has the VCL variable name Brake_Pot_Raw which is displayed in the
1311 Monitor Menu. This brake signal is then modified by the Brake Type
Processing and Brake Mapping blocks.
The Brake Type Processing block uses the Brake_Type parameter (page 45)
and the brake potentiometer input (Brake_Pot_Raw) to create a signed 16-bit
variable. This brake signal then passes to the Brake Mapping block, which
re-shapes the brake signal according to the various Brake Menu parameters
(page 45).
The signal then passes through a selector switch. If the Brake_Type pa-
rameter is set to 5 (Brake Type = VCL input, see page 45), the Brake Mapping
block output signal is ignored and the command comes from the VCL variable
VCL_Brake. The VCL program manipulates the VCL_Brake variable to get a
brake command. Custom braking functions can be set up in this fashion; e.g.,
braking based on a switch position or internal fault. The brake potentiometer
can still be used, but must be set up using the Setup_Pot() function. When
the Brake Type is set to 1–4, the variable VCL_Brake does nothing, and the
Brake Mapping block output signal passes through.
After the “Brake Type = 5” switch, the brake signal passes through a lim-
iter which limits the brake signal to a range of 0–100% (0–32767). After the
limiter the brake is a VCL variable called Mapped_Brake, which is displayed
in the 1311 Monitor Menu. Checking the value of Mapped_Brake using the
1311 is a very good way to see if your Brake Menu parameters are set correctly.
A VCL program can control the brake by changing the variable VCL_Brake
(only if Brake Type = 5). The effect of this variable can also be observed on the
Mapped_Brake 1311 Monitor Menu.
The brake signal then goes through a second selector switch that will set
the brake signal = 0% if the Brake Pedal Enable parameter (page 45) is set Off.
If set On then the brake signal will pass through. The brake signal after this
second selector switch is a VCL variable called Brake_Command, which is
displayed in the 1311 Monitor Menu.
Brake_Command is the final value of the brake signal chain that is input
to the Control Mode Processing block; see Figure 15. Checking the value of
Brake_Command using the 1311 is a very good way to see the final brake sig-
nal. If Brake_Command is non-zero in Speed Mode Express or Speed Mode,
the throttle signal will be set to 0%.

6 — VCL
The following brake processing variables are accessible by VCL:
Brake_Pot_Raw Read Only Voltage measurement at pin 17

Brake_Pot_Output Read Only Brake pot input value after being scaled
for the proper wiring
Mapped_Brake Read Only Brake pot value after mapping
VCL_Brake Read/Write VCL-accessible brake command
Brake_Command Read Only Command resulting from brake processing
OS_Brake Read Only Brake pot value after mapping, to be used
in VCL when VCL Brake Enable = On and
Brake Type = 1–3
Control Mode and Motor Control Processing

Figure 15 begins with the Throttle_Command and Brake_Command inputs
and a switch that will zero the Throttle_Command if Brake_Command is any
value but 0%. The signal chains are then directed to Speed Mode Express, Speed
Mode, or Torque Mode based on Control Mode Select. Note that in Torque
Mode there is no emergency reverse.
The control mode function uses algorithms to convert the incoming
throttle and brake signals and the motor RPM input into a Controller Torque
Command.
The selected control mode calculates the desired Controller Torque Com-
mand, which is passed to the Motor Control block (see Figure 14). The Motor
Control block uses its mathematical model of the specific AC induction motor
used to generate the high efficiency three-phase outputs that are output to the
AC motor via the cables connected to the U, V, and W terminals.
INTERFACING THE PROPORTIONAL CURRENT DRIVER

VCL code can directly interface the proportional current driver (PD), as shown
in Figure 16. VCL can change the working parameters of the PD and can
provide the command.
Depending on how the PD system is to be used, certain parameters need
to be set; they can be set via the 1311 handheld programmer or via VCL.
1. PD_Enable must be set On for current control, otherwise
the PD_Output will be controlled by the VCL function
Put_PWM(PWM5,xxxx), which is voltage control.
2. Hyd_Lower_Enable must be set On to use the throttle input
to control lowering in a hydraulic lift/lower system.
3. Hyd_Lower_Enable must be set Off to allow using a VCL
variable (VCL_PD_Throttle) as the PD command.
Once the PD parameters are set, the PD_Throttle variable will be mapped
between PD_Min_Current and PD_Max_Current and sent to the dither

6 — VCL
Fig. 15 Control Mode processing.

6 — VCL
Fig. 16 Proportional driver processing.
function. Note that Mapped_Throttle is inverted; lowering its value (making

it more negative) increases the PD_Throttle value.
The Dither function adds and subtracts from the current command to
the PD based on PD_Dither_Percent, at a rate set by PD_Dither_Period.
The dithered current command is compared to the present PD_Current
and the error is fed into a PI controller. The feedback gains are set by the pa-
rameters PD Kp (proportional gain) and PD Ki (integral gain). The output of
the PI controller becomes the driver’s pulse width modulation, thus controlling
the average current of the driver.
The following PD processing variables are accessible by VCL:
VCL_PD_Throttle Read/Write VCL-accessible PD command

Mapped_Throttle Read Only Command from throttle section
PD_Throttle Read Only Resultant command to the PD
PD_Output Read Only Resultant PWM at PD output
PD_Current Read Only Average current flowing in the PD

6 — VCL
USING THE FAULT HANDLER IN VCL

The operating system of the controller detects various faults and takes appro-
priate fault actions to protect the controller. These faults have fault codes that
are flashed on the controller status LEDs, fault text is displayed on the 1311
System Faults and Fault History menus. These operating system faults are cov-
ered in Section 7. Additionally, the operating system also makes the status of
the operating system faults available for use in VCL programs in the form of
seven variables called Status1, Status2, Status3, Status4, Status 5, Status 6, and
Status7. Each of these 16-bit variables contains the status of 8 faults in the lower
byte (the upper byte is always set to 0). These Status1–7 variables are read only
(RO) and can be used in a VCL program to trigger additional fault actions such
as sending fault text messages to a display or blinking a dashboard LED.
Here are the bit locations of each of the operating system faults in the
Status1–7 variables:
Status1
* Bit0 = Main Contactor Welded (Code 38)
* Bit1 = Main Contactor Did Not Close (Code 39)
* Bit2 = Pot Low OverCurrent (Code 45)
* Bit3 = Throttle Wiper Low (Code 42)
* Bit4 = Throttle Wiper High (Code 41)
* Bit5 = Brake Wiper Low (Code 44)
* Bit6 = Brake Wiper High (Code 43)
* Bit7 = EEPROM Failure (Code 46)
Status2
* Bit0 = HPD/Seqencing Fault (Code 47)
* Bit1 = Severe Undervoltage (Code 17)
* Bit2 = Severe Overvoltage (Code 18)
* Bit3 = Undervoltage Cutback (Code 23)
* Bit4 = Overvoltage Cutback (Code 24)
* Bit5 = Controller UnderTemp (Code 21)
* Bit6 = Controller OverTemp Cutback (Code 22)
* Bit7 = Controller Severe UnderTemp (Code 15)
Status3
* Bit0 = Controller Severe OverTemp (Code 16)
* Bit1 = Coill Driver Open/Short (Code 31)
* Bit2 = Coi12 Driver Open/Short (Code 32)
* Bit3 = Coil3 Driver Open/Short (Code 33)
* Bit4 = Coi14 Driver Open/Short (Code 34)
* Bit5 = PD Open/Short (Code 35)
* Bit6 = Main Open/Short (Code 31)
* Bit7 = EMBrake Open/Short (Code 32)
Status4
* Bit0 = Precharge Failed (Code 14)
* Bit1 = Digital Out 6 Overcurrent (Code 26)
* Bit2 = Digital Out 7 Overcurrent (Code 27)
* Bit3 = Controller Overcurrent (Code 12)
* Bit4 = Current Sensor Fault (Code 13)
* Bit5 = Motor Temp Hot Cutback (Code 28)
* Bit6 = Parameter Change Fault (Code 49)
* Bit7 = Motor Open (Code 37)

6 — VCL
Status5
* Bit0 = External Supply Out of Range (Code 69)
* Bit1 = Motor Temp Sensor Fault (Code 29)
* Bit2 = VCL Runtime Error (Code 68)
* Bit3 = +5V Supply Failure (Code 25)
* Bit4 = OS General (Code 71)
* Bit5 = PDO Timeout (Code 72)
* Bit6 = Encoder Fault (Code 36)
* Bit7 = Stall Detect (Code 73)
Status6
* Bit0 = Not Used
* Bit1 = Not Used
* Bit2 = Emer Rev HPD (Code 47)
* Bit3 = Not Used
* Bit4 = Motor Type Fault (Code 89)
* Bit5 = Not Used
* Bit6 = Motor Characterization Fault (Code 87)
* Bit7 = Encoder Characterization Fault (Code 88)
Status7
* Bit0 = Not Used
* Bit1 = Not Used
* Bit2 = EM Brake Failed to Set (Code 92)
* Bit3 = Limited Operating Strategy (LOS) (Code 93)
* Bit4 = Emr Rev Timeout (Code 94)
* Bit5 = Not Used
* Bit6 = Not Used
* Bit7 = Not Used
The operating system also provides the capability to create OEM-defined

custom faults using VCL. Just as with system faults, the VCL fault codes are
flashed on the controller Status LEDs and fault text is displayed on the 1311
System Faults and Fault History menus. Optionally, the VCL can assign fault
actions to occur automatically when the associated fault is set. Sixteen VCL
faults are available, stored in the VCL variables UserFault1 and UserFault2.
The UserFault1,2 variables are Read/Write (R/W) and the 16 faults are stored
in the lower byte of each variable like this:
UserFaultl
* Bit0 = VCLfault1 (Code 51)
UserFault2

6 — VCL
The “Code” numbers result in the flashing of the controller status LEDs that
help identify the fault without use of a 1311. Setting the fault in VCL is done
by setting the associated fault bit in the UserFault1 and 2 variables. Clearing
the fault must also be handled by VCL and is done by clearing the associated
fault bit. For example:
if (BDI-Percentage < 10)

{
UserFault1.2 = ON ;Set VCL Fault bit
}
else
{
UserFault1.2 = OFF ;Clear VCL Fault bit
}
This VCL will check to see if the Battery Discharge Indicator is less than 10%.
If it is, UserFault1 Bit1 (Code 52) is set. If the BDI is not less than 10%, the
fault is cleared. Using just the VCL above in a program will only result in the
flashing of a code 52 on controller status LEDs and no fault actions will result
nor will the 1311 display any text about the fault.
To add automatic fault actions to the VCL faults, the VCL programmer
must define the desired fault actions by using the 16 VCL variables: User_
Fault_Action_01 through User_Fault_Action_16. Each of the UserFault bits
has a corresponding User_Fault_Action_xx variable (where “xx” is the number
of the VCL fault bit). When a VCL fault bit is set, the actions defined in the
corresponding User_Fault_Action_xx variable will be automatically executed by
the operating system. Here are the fault actions available in the User_Fault_Ac-
tions_xx variables:
VARIABLE FAULT ACTION
User_Fault_Action_xx
* Bit0 = ShutdownMotor Disable the motor
* Bit1 = ShutdownMainContactor Shut down the main contactor
(only if Main Enable = On)
* Bit2 = ShutdownEMBrake Shut down the EM brake
(only if EM Brake Disable Upon
Fault = On)
* Bit3 = ShutdownThrottle Set the Throttle_Command = 0%
* Bit4 = ShutdownInterlock Set the Interlock_State = Off
* Bit5 = ShutdownDriverl Shut down Driver1
* Bit6 = ShutdownDriver2 Shut down Driver2
* Bit9 = ShutdownPD Shut down Proportional Driver
* Bit10 = FullBrake Set the Brake_Command = 100%
* Bit11 = Not Used
* Bit12 = Not Used
* Bit13 = Not Used
* Bit14 = Not Used
* Bit15 = Not Used
The User_Fault_Action_xx variables should be set up at the beginning of a

VCL program (before the main loop) as these fault actions should be defined
only once in a program. Here is another example:

6 — VCL
User_Fault_Action_02 = 24 ;Set fault action to ShutdownInterlock

;and ShutdownThrottle
MainLoop:
if (BDI_Percentage < 10)
{
UserFault1.2 = ON ;Set User Fault bit
Put_Spy_Text(“BDI Low”) ;Send message to Model 840 display
}
else
{
UserFault1.2 = OFF ;Clear User Fault bit
}
goto MainLoop
This time when UserFault1.2 is set, the operating system will ShutdownInterlock
and ShutdownThrottle (which will result in a Throttle_Command = 0%) in
addition to flashing the code 52 on the controller status LEDs. An additional
VCL line was added (Put_Spy_Text (“BDI Low”)) to show how additional ac-
tions beyond those provided in the User_Fault_Action_xx can be programmed
using VCL. In this example the Put_Spy_Text(“BDI Low”) will result in the
message “BDI Low” appearing on the model 840 display (presumably as a mes-
sage to the vehicle operator). This example will still not result in any display on
the 1311 System Faults and Fault History menus.
To add the fault text on the 1311 System Faults and Fault History
menus it is necessary to create a Fault Definition for the 1311. Creating fault
definitions is a subject that is covered in detail in the VCL Programmer’s Guide
(Section 5, Support for the 1311 Handheld Programmer). Here is an example
of a fault definition:
User_Fault_Action_02 = 24 ;Set fault action to ShutdownInterlock

;and ShutdownThrottle
MainLoop:
if (BDI_Percentage < 10)
{
UserFault1.2 = ON ;Set User fault bit
Put_Spy_Text(“BDI Low”) ;Send message to Model 840 display
}
else
{
UserFault1.2 = OFF ;Clear User fault bit
}
goto MainLoop
; PARAMETER_ENTRY “BDI Low Fault”

; TYPE FAULTS
; WIDTH 8BIT
; ALT_ADDRESS Hist_UserFault1
; ADDRESS UserFault1
; BITSELECT 1
; BITACTIVELOW NO
; END

6 — VCL
This example will result in the exact same actions as the last example, except
now the fault will be displayed in the 1311 System Faults menu (only while
the fault is set) and this fault will be logged into the 1311 Fault History menu
after being set. The text displayed in either of these 1311 menus will be the
text defined in the fault definition (in this example “BDI Low Fault” will be
displayed). The variable Hist_UserFault1 is listed as an ALT_ADDRESS. This
line controls whether the fault gets logged into fault history (and thus appears
in the 1311 Fault History menu). The two variables that can be used in the
fault definitions for ALT_ADDRESS are Hist_UserFault1 and Hist_UserFault2;
these should be used in the fault definitions with the corresponding UserFault1
and UserFault2 variables. If you wish to use VCL to clear fault history, use the
VCL function Clear_Diaghist(). Also note that this example fault definition
was for bit 1 of UserFault1. The VCL example set and cleared this bit by using
the UserFault1.2 notation (“.2” being the mask that defines bit 1).

6 — VCL
VCL FUNCTIONS SPECIFIC TO 1234/36/38 AC CONTROLLERS

Function descriptions are provided here for the functions that are unique to
these controllers. They are presented in the same format that is used in the
VCL Common Functions Manual for the common functions.
ENABLE_PRECHARGE()
This function is designed to precharge the capacitor bank before engaging a main
contactor thereby preventing current surges and to protect controller internal com-
ponents. This function turns on the request for precharge of the capacitor bank
from KSI. When the precharge function is enabled, power will be supplied to the
capacitor bank until the voltage is within 3 volts of KSI, or one second has expired,
or the precharge resistor energy range has been exceeded. The current state of
precharge is shown by the precharge variable (Precharge_State), which has the
following values:
0 – Precharge has not yet been done.

1 – Precharge is in progress.
2 – Precharge has passed.
3 – Precharge has been aborted by the Disable_Precharge() function.
4 – Precharge has exceeded the precharge resistor energy limit.
5 – Precharge has exceeded the one-second time limit.
Syntax Enable_Precharge()
Parameters None.
Returns
0 – Precharge not enabled.
1 – Precharge successfully enabled.
Error Codes None.
Example Enable_Precharge()
This will attempt to precharge the capacitor bank.

6 — VCL
DISABLE_PRECHARGE()
This function is designed to abort the precharge function and clear any precharge
fault. This function aborts the request for precharge of the capacitor bank from KSI.
The resultant state of the precharge variable (Precharge_State) will be set to = 3
(for precharge aborted). The precharge states are:
0 – Precharge has not yet been done.

1 – Precharge is in progress.
2 – Precharge has passed.
3 – Precharge has been aborted by the Disable_Precharge() function.
4 – Precharge has exceeded the precharge resistor energy limit.
5 – Precharge has exceeded the one-second time limit.
Syntax Disable_Precharge()
Parameters None.
Returns
0 – Precharge not aborted.
1 – Precharge successfully aborted.
Error Codes None.
Example Disable_Precharge()
This will attempt to abort the precharge of the capacitor bank and will clear any
precharge fault.

6 — VCL
SET_DIGOUT()
This function turns on the selected digital output. The digital outputs are active low
(On = driver on and pulled to ground, Off = open circuit at the pin).
The low power digital output is protected from excessive current (current over
15 mA); a fault will occur when this current has been exceeded, and the driver will
be shut off (open). Running the function again will reactivate the driver, and will
attempt to clear the fault.
Syntax Set_Digout(DigOut_ID)
Parameters
DigOut_ID is the low power digital I/O identification.
DigOut6 = Digital Output 6 (pin 19).
Returns
0 – Selected digital output not set.
1 – Selected digital output successfully set.
Error Codes
Bad_ID is returned when DigOut_ID is not in the range of DigOut6 to
DigOut7.
Example Set_Digout(DigOut6)
This example will set Digital Output 6 (pin 19) On (active low, pulled to ground).
CLEAR_DIGOUT()
This function turns off the selected digital output. The digital outputs are active low
(On = driver on and pulled to ground, Off = open circuit at the pin).
Syntax Clear_Digout(DigOut_ID)
Parameters
DigOut_ID is the low power digital I/O identification.
Returns
0 – Selected digital output not cleared.
1 – Selected digital output successfully cleared.
Error Codes
Bad_ID is returned when DigOut_ID is not in the range of DigOut6 to
DigOut7.
Example Clear_Digout(DigOut6)
This example will set Digital Output 6 (pin 19) Off (open circuit).

6 — VCL
ENABLE_EMER_REV()
This function is used to engage emergency reverse using VCL. The 1311 EMR
Type must be set to = 1 in order for the Enable_Emer_Rev() function to operate.
If the system emergency reverse state is enabled (EMR_State bit variable = On),
the emergency reverse function will operate according to the Emergency Reverse
parameter settings; see page 59. To view the current emergency reverse state, see
the 1311 menu Monitor » Inputs: Emer Rev.
When the EMR_Type is set to = 1 and neither the Enable_Emer_Rev() nor the
Disable_Emer_Rev() function has been called, the state for emergency reverse is
Off (EMR_State bit variable = Off).
Syntax Enable_Emer_Rev()
Parameters None.
Returns
0 – Emergency reverse not enabled.
1 – Emergency reverse successfully enabled.
Error Codes None.
Example Enable_Emer_Rev()
This will enable the emergency reverse function.
DISABLE_EMER_REV()
This function is used to disengage emergency reverse using VCL. The 1311 EMR
Type must be set to = 1 in order for the Disable_Emer_Rev() function to operate.
If the system emergency reverse state is disabled (EMR_State bit variable = Off),
the emergency reverse function will stop operating and normal motor control func-
tion will resume (including an HPD/SRO check if the HPD/SRO Enable parameter
is set to On). To view the current emergency reverse state, see the 1311 menu
Monitor » Inputs: Emer Rev.
When the EMR_Type is set to = 1 and neither the Enable_Emer_Rev() nor the
Disable_Emer_Rev() function has been called, the state for emergency reverse is
Off (EMR_State bit variable = Off).
Syntax Disable_Emer_Rev()
Parameters None.
Returns
0 – Emergency reverse not disabled.
1 – Emergency reverse successfully disabled.
Error Codes None.
Example Disable_Emer_Rev()
This will disable the emergency reverse function.

6 — VCL
SET_INTERLOCK()
This function is used to engage the system interlock using VCL. The 1311 Interlock
Type parameter must be set to = 1 in order for the Set_Interlock() function to operate.
If the system interlock is set (Interlock_State bit variable = On), the throttle input
signal is allowed to pass along the throttle chain; see Figure 14. Additionally, if the
main contactor is used (1311 Main Enable parameter = On), setting the interlock
will request the main closed state from the main contactor state machine. To view
the current interlock state, see the 1311 menu Monitor » Inputs: Interlock. To view the
current main contactor state, see the 1311 menu Monitor » Controller: Main State.
When the Interlock_Type is set to = 1 and neither the Set_Interlock() nor the
Clear_Interlock() function has been called, the state for the interlock is Off (Inter-
lock_State bit variable = Off).
Syntax Set_Interlock()
Parameters None.
Returns
0 – Interlock not set.
1 – Interlock successfully set.
Error Codes None.
Example Set_Interlock()
This will engage the system interlock.
CLEAR_INTERLOCK()
This function is used to disengage the system interlock using VCL. The 1311 In-
terlock Type parameter must be set to = 1 in order for the Set_Interlock() function
to operate. If the system interlock is cleared (Interlock_State bit variable = Off), the
throttle input signal is not allowed to pass along the throttle chain; see Figure 13.
Additionally, if the main contactor is used (1311 Main Enable parameter = On),
clearing the interlock will request the main open state from the main contactor state
machine. To view the current interlock state, see the 1311 menu Monitor » Inputs:
Interlock. The view the current main contactor state, see the 1311 menu Moni-
tor » Controller: Main State.
When the Interlock_Type is set to = 1 and neither the Set_Interlock() nor
Clear_Interlock() function has been called, the default state for the interlock is Off
(Interlock_State bit variable = Off).
Syntax Clear_Interlock()
Parameters None.
Returns
0 – Interlock not cleared.
1 – Interlock successfully cleared.
Error Codes None.
Example Clear_Interlock()
This will disengage the system interlock.

6 — VCL
SETUP_POT_FAULTS()
This function sets the upper and lower wiper fault voltages for a given pot input and
sets the replacement wiper voltage value that will be used if there is a fault. The
valid range for the function parameters is 0–6.25 V (0–400 counts). If this function
is not run, the default thresholds depend on the 1311 Throttle Type (or Brake Type)
parameter setting; see table below. If the Throttle Type = 5 (or Brake Type = 5), the
VCL function Setup_Pot will determine what fault thresholds are used.
THROTTLE TYPE LOW FAULT THRESHOLD HIGH FAULT THRESHOLD
1 0.1 V 5.5 V
2 none 5.5 V
3 0.1 V 5.5 V
4 0.1 V 5.5 V
5 (ONE_WIRE) none 5.5 V
5 (TWO_WIRE) 0.1 V 5.5 V
5 (THREE_WIRE) 0.1 V 5.5 V
Syntax Setup_Pot_Faults(Pot_ID,Low_Fault,High_Fault,
Fault_Value)
Parameters
Pot_ID identifies the throttle whose fault limits are being set:
THROTTLE_POT
BRAKE_POT
Low_Fault
Specifies the lower threshold voltage limit.
Scaling: 1 V = 64 counts.
High_Fault
Specifies the upper threshold voltage limit.
Scaling: 1 V = 64 counts.
Fault_Value
The value that is used for the pot input when there is a fault (0–32767).
Scaling: ±32767 = ±100%.
Returns
0 – Setup did not execute.
1 – Setup successful.
Error Codes
Bad_ID is returned when an incorrect pot ID is used.
Param_Range is returned when the voltage value is not within range.
Example Setup_Pot_Faults(THROTTLE_POT,19,320,4000)
For the throttle pot, this will set the lower pot voltage at 0.3 volts (19/64) and the
upper pot voltage at 5.0 volts (320/64). When there is a pot fault, the value of 4000
will be used. That is 4000/32767 of the full output, or roughly 12%.

6 — VCL
START_PUMP()
This function is used to turn on the pump lift contactor. If the 1311 parameter
Drivers » Hydraulic Contactor » Contactor Enable = On (VCL HydraulicContactorEnable
bit variable = On), the VCL function Start_Pump() will turn on the pump lift contactor
(Driver 3).
When HydraulicContactorEnable = On and neither Start_Pump() nor Stop_
Pump() has been called, the pump lift contactor is Off.
Syntax Start_Pump()
Parameters None.
Returns
0 – Pump start function not enabled.
1 – Pump start function successfully enabled.
Error Codes None.
Example Start_Pump()
This will turn on the pump lift contactor.
STOP_PUMP()
This function is used to turn off the pump lift contactor. If the 1311 parameter
Drivers » Hydraulic Contactor » Contactor Enable = On (VCL HydraulicContactorEnable
bit variable = On), the VCL function Start_Pump() will turn off the pump lift contactor
(Driver 3).
When HydraulicContactorEnable = On and neither Start_Pump() nor Stop_
Pump() has been called, the pump lift contactor is Off.
Syntax Stop_Pump()
Parameters None.
Returns
0 – Pump stop function not enabled.
1 – Pump stop function successfully enabled.
Error Codes None.
Example Stop_Pump()
This will turn off the pump lift contactor.

7 — DIAGNOSTICS & TROUBLESHOOTING
7 DIAGNOSTICS AND TROUBLESHOOTING
These controllers detect a wide variety of faults or error conditions. Faults can
be detected by the operating system or by the VCL code. This section describes
the faults detected by the operating system.
Faults detected by VCL code (faults 51–67 in Table 5) cannot be defined
here as they will vary from application to application. Refer to the appropriate
OEM documentation for information on these faults.
DIAGNOSTICS
Diagnostics information can be obtained in either of two ways: (1) by reading
the display on a 1311 programmer or (2) by observing the fault codes issued
by the Status LEDs. See Table 4 for a summary of LED display formats.
The 1311 programmer will display all faults that are currently set as well
as a history of the faults that have been set since the history log was last cleared.
The 1311 displays the faults by name.
The pair of LEDs built into the controller (one red, one yellow) produce
flash codes displaying all the currently set faults in a repeating cycle. Each code
consists of two digits. The red LED flashes once to indicate that the first digit
of the code will follow; the yellow LED then flashes the appropriate number of
times for the first digit. The red LED flashes twice to indicate that the second
digit of the code will follow; the yellow LED flashes the appropriate number
of times for the second digit.
Example: Battery Undervoltage (code 23).

In the Fault menu of the 1311 programmer, the words
Undervoltage Cutback will be displayed; the real-time battery voltage
is displayed in the Monitor menu (“Keyswitch Voltage”).
The controller’s two LEDs will display this repeating pattern:
RED YELLOW RED YELLOW
✱ ✲✲ ✱✱ ✲✲✲
(first digit) (2) (second digit) (3)
The numerical codes used by the yellow LED are listed in the troubleshooting
chart (Table 5), which also lists possible fault causes and describes the condi-
tions that set and clear each fault.

Summary of LED display formats

The two LEDs have four different display modes, indicating the type of infor-
mation they are providing.
Table 4 TYPES OF LED DISPLAY
DISPLAY STATUS
Neither LED illuminated Controller is not powered on, has a

dead battery, or is severely damaged.
Yellow LED flashing Controller is operating normally.
Yellow and red LEDs both on solid Controller is in Flash program mode.
Red LED on solid Watchdog failure. Cycle KSI to restart.
Red LED and yellow LED flashing Controller has detected a fault.
alternately 2-digit code flashed by yellow LED
identifies the specific fault; one or two
flashes by red LED indicate whether
first or second code digit will follow.
TROUBLESHOOTING
The troubleshooting chart, Table 5, provides the following information on all
the controller faults:
• fault code
• fault name as displayed on the programmer’s LCD
• the effect of the fault
• possible causes of the fault
• fault set conditions
• fault clear conditions.
Whenever a fault is encountered and no wiring or vehicle fault can be found,
shut off KSI and turn it back on to see if the fault clears. If not, shut off KSI
and remove the 35-pin connector. Check the connector for corrosion or dam-
age, clean it if necessary, and re-insert it.

Table 5 TROUBLESHOOTING CHART

PROGRAMMER LCD DISPLAY
CODE POSSIBLE CAUSE SET/CLEAR CONDITIONS
EFFECT OF FAULT
12 Controller Overcurrent 1. External short of phase U,V, or W Set: Phase current exceeded the current
ShutdownMainContactor; motor connections. measurement limit.
ShutdownMotor; 2. Motor parameters are mis-tuned. Clear: Cycle KSI.
ShutdownEMBrake. 3. Controller defective.
13 Current Sensor Fault 1. Leakage to vehicle frame from phase Set: Controller current sensors have
ShutdownMainContactor; U, V, or W (short in motor stator). invalid offset reading.
ShutdownMotor; 2. Controller defective. Clear: Cycle KSI.
ShutdownEMBrake.
14 Precharge Failed 1. External load on capacitor bank (B+ Set: Precharge failed to charge the capacitor
ShutdownMainContactor; connection terminal) that prevents bank to the KSI voltage.
ShutdownMotor; the capacitor bank from charging. Clear: Cycle Interlock input or use VCL
ShutdownEMBrake. 2. See 1311 menu Monitor » Battery: function Precharge().
Capacitor Voltage.
15 Controller Severe Undertemp 1. Controller is operating in an extreme Set: Heatsink temperature below -40°C.
ShutdownMainContactor; environment. Clear: Bring heatsink temperature
ShutdownMotor; 2. See 1311 menu Monitor » Controller: above -40°C, and cycle interlock or KSI.
ShutdownEMBrake; Temperature.
ShutdownThrottle;
FullBrake.
16 Controller Severe Overtemp 1. Controller is operating in an extreme Set: Heatsink temperature above +95°C.
ShutdownMainContactor; environment. Clear: Bring heatsink temperature
ShutdownMotor; 2. Excessive load on vehicle. below +95°C, and cycle interlock or KSI.
ShutdownEMBrake; 3. Improper mounting of controller.
ShutdownThrottle; 4. See 1311 menu Monitor » Controller:
FullBrake.
Temperature.
17 Severe Undervoltage 1. Battery Menu parameters are Set: Capacitor bank voltage dropped
Reduced drive torque. misadjusted. below the Severe Undervoltage limit
2. Non-controller system drain on battery. (see page 55) with FET bridge enabled.
3. Battery resistance too high. Clear: Bring capacitor voltage above
4. Battery disconnected while driving. Severe Undervoltage limit.
5. See 1311 menu Monitor » Battery:
Capacitor Voltage.
6. Blown B+ fuse or main contactor
did not close.
18 Severe Overvoltage 1. Battery Menu parameters are Set: Capacitor bank voltage exceeded
ShutdownMainContactor; misadjusted. the Severe Overvoltage limit (see page 55)
ShutdownMotor; 2. Battery resistance too high for given with FET bridge enabled.
ShutdownEMBrake; regen current. Clear: Bring capacitor voltage below
ShutdownThrottle; 3. Battery disconnected while regen braking. Severe Overvoltage limit, and then
FullBrake.
4. See 1311 menu Monitor » Battery: cycle KSI.
Capacitor Voltage.
21 Controller Undertemp Cutback 1. Controller is performance-limited Set: Heatsink temperature dropped
None, unless a fault action at this temperature. below -25°C.
is programmed in VCL. 2. Controller is operating in an extreme Clear: Bring heatsink temperature above
environment. -25°C.
3. See 1311 menu Monitor » Controller:
Temperature.

Table 5 TROUBLESHOOTING CHART, continued

EFFECT OF FAULT
22 Controller Overtemp Cutback 1. Controller is performance-limited Set: Heatsink temperature exceeded 85°C.
Reduced drive and brake at this temperature. Clear: Bring heatsink temperature below
torque. 2. Controller is operating in an extreme 85°C.
environment.
3. Excessive load on vehicle.
4. Improper mounting of controller.
5. See 1311 menu Monitor » Controller:
Temperature.
23 Undervoltage Cutback 1. Normal operation. Fault shows that Set: Capacitor bank voltage dropped below
Reduced drive torque. the batteries need recharging. the Undervoltage limit (see page 55) with
Controller is performance limited the FET bridge enabled.
at this voltage. Clear: Bring capacitor voltage above the
2. Battery parameters are misadjusted. Undervoltage limit.
3. Non-controller system drain on battery.
4. Battery resistance too high.
5. Battery disconnected while driving.
Capacitor Voltage.
7. Blown B+ fuse or main contactor
did not close.
24 Overvoltage Cutback 1. Normal operation. Fault shows that Set: Capacitor bank voltage exceeded the
Reduced brake torque. regen braking currents elevated the Overvoltage limit (see page 55) with the
battery voltage during regen braking. FET bridge enabled.
Controller is performance limited Clear: Bring capacitor voltage below the
at this voltage. Overvoltage limit.
2. Battery parameters are misadjusted.
3. Battery resistance too high for given
regen current.
4. Battery disconnected while regen braking.
Capacitor Voltage.
25 +5V Supply Failure 1. External load impedance on the Set: +5V supply (pin 26) outside the
None, unless a fault action +5V supply (pin 26) is too low. +5V±10% range.
is programmed in VCL. 2. See 1311 menu Monitor » outputs: Clear: Bring voltage within range.
5 Volts and Ext Supply Current.
26 Digital Out 6 Overcurrent 1. External load impedance on Digital Set: Digital Output 6 (pin 19) current
Digital Output 6 driver Output 6 driver (pin 19) is too low. exceeded 15 mA.
will not turn on. Clear: Remedy the overcurrent cause
and use the VCL function Set_DigOut()
to turn the driver on again.
27 Digital Out 7 Overcurrent 1. External load impedance on Digital Set: Digital Output 7 (pin 20) current
Digital Output 7 driver Output 7 driver (pin 20) is too low. exceeded 15 mA.
will not turn on. Clear: Remedy the overcurrent cause
and use the VCL function Set_DigOut()
to turn the driver on again.


EFFECT OF FAULT
28 Motor Temp Hot Cutback 1. Motor temperature is at or above Set: Motor temperature is at or above the
Reduced drive torque. the programmed Temperature Hot Temperature Hot parameter setting.
setting, and the requested current is Clear: Bring the motor temperature
being cut back. within range.
2. Motor Temperature Control Menu
parameters are mis-tuned.
3. See 1311 menus Monitor » Motor:
Temperature and Monitor » Inputs:
Analog2.
4. If the application doesn’t use a motor
thermistor, Temp Compensation
and Temp Cutback should be
programmed Off.
29 Motor Temp Sensor Fault 1. Motor thermistor is not connected Set: Motor thermistor input (pin 8) is at
MaxSpeed reduced (LOS, properly. the voltage rail (0 or 10V).
Limited Operating Strategy) 2. If the application doesn’t use a motor Clear: Bring the motor thermistor input
and motor temperature thermistor, Temp Compensation voltage within range.
cutback is disabled. and Temp Cutback should be
programmed Off.
3. See 1311 menus Monitor » Motor:
Temperature and Monitor » Inputs:
Analog2.
31 Coil1 Driver Open/Short 1. Open or short on driver load. Set: Driver 1 (pin 6) is either open or
ShutdownDriver1. 2. Dirty connector pins. shorted.
3. Bad crimps or faulty wiring. Clear: Correct open or short, and cycle driver.
31 Main Open/Short 1. Open or short on driver load. Set: Main contactor driver (pin 6) is
ShutdownDriver1; 2. Dirty connector pins. either open or shorted.
ShutdownMotor; 3. Bad crimps or faulty wiring. Clear: Correct open or short, and cycle driver.
ShutdownEMBrake.
32 EM Brake Open/Short 1. Open or short on driver load. Set: Electromagnetic brake driver (pin 5)
ShutdownDriver2; 2. Dirty connector pins. is either open or shorted.
ShutdownThrottle; 3. Bad crimps or faulty wiring. Clear: Correct open or short, and cycle driver.
FullBrake.
35 PD Open/Short 1. Open or short on driver load. Set: Proportional driver (pin 2) is either
ShutdownPD. 2. Dirty connector pins. open or shorted.
36 Encoder Fault 1. Motor encoder failure. Set: Motor encoder phase failure detected.
Control Mode changed to 2. Bad crimps or faulty wiring. Clear: Cycle KSI.
LOS (Limited Operating 3. See 1311 menu Monitor » Motor:
Strategy). Motor RPM.


EFFECT OF FAULT
37 Motor Open 1. Motor phase is open. Set: Motor phase U, V, or W deteected

ShutdownMainContactor; 2. Bad crimps or faulty wiring. open.
ShutdownMotor; 3. Bad crimps or faulty wiring. Clear: Cycle KSI.
ShutdownEMBrake.
38 Main Contactor Welded 1. Main contactor tips are welded Set: Just prior to the main contactor
ShutdownMainContactor; closed. closing, the capacitor bank voltage (B+
ShutdownMotor; 2. Motor phase U is disconnected or connection terminal) was loaded for a
ShutdownEMBrake. open. short time and the voltage did not
3. An alternate voltage path (such as an discharge.
external precharge resistor) is Clear: Cycle KSI
providing a current to the capacitor
bank (B+ connection terminal).
39 Main Contactor Did Not Close 1. Main contactor did not close. Set: With the main contactor commanded
ShutdownMainContactor; 2. Main contactor tips are oxidized, closed, the capacitor bank voltage (B+
ShutdownMotor; burned, or not making good contact. connection terminal) did not charge to B+.
ShutdownEMBrake. 3. External load on capacitor bank Clear: Cycle KSI.
(B+ connection terminal) that pre-
vents capacitor bank from charging.
4. Blown B+ fuse.
41 Throttle Wiper High 1. Throttle pot wiper voltage too high. Set: Throttle pot wiper (pin 16) voltage
ShutdownThrottle. 2. See 1311 menu Monitor » Inputs: is higher than the high fault threshold
Throttle Pot. (can be changed with the VCL function
Setup_Pot_Faults()).
Clear: Bring throttle pot wiper voltage
below the fault threshold.
42 Throttle Wiper Low 1. Throttle pot wiper voltage too low. Set: Throttle pot wiper (pin 16) voltage
ShutdownThrottle. 2. See 1311 menu Monitor » Inputs: is lower than the low fault threshold
Throttle Pot. (can be changed with the VCL function
Clear: Bring throttle pot wiper voltage
above the fault threshold.
43 Brake Wiper High 1. Brake pot wiper voltage too high. Set: Brake pot wiper (pin 17) voltage
FullBrake. 2. See 1311 menu Monitor » Inputs: is higher than the high fault threshold
Brake Pot. (can be changed with the VCL function
Clear: Bring brake pot wiper voltage
below the fault threshold.
44 Brake Wiper Low 1. Brake pot wiper voltage too low. Set: Brake pot wiper (pin 17) voltage
FullBrake. 2. See 1311 menu Monitor » Inputs: is lower than the low fault threshold
Brake Pot. (can be changed with the VCL function
Clear: Bring brake pot wiper voltage
above the fault threshold.
45 Pot Low Overcurrent 1. Combined pot resistance connected Set: Pot low (pin 18) current exceeds 10mA.
ShutdownThrottle; to pot low is too low. Clear: Clear pot low overcurrent condition
FullBrake. 2. See 1311 menu Monitor » Outputs: and cycle KSI.
Pot Low.


EFFECT OF FAULT
46 EEPROM Failure 1. Failure to write to EEPROM Set: Controller operating system tried to
ShutdownMainContactor; memory. This can be caused by write to EEPROM memory and failed.
ShutdownMotor; EEPROM memory writes initiated Clear: Download the correct software (OS)
ShutdownEMBrake; by VCL, by the CAN bus, by and matching parameter default settings
ShutdownThrottle; adjusting parameters with the 1311, into the controller and cycle KSI.
ShutdownInterlock; or by loading new software into
ShutdownDriver1;
ShutdownDriver2; the controller.
ShutdownDriver3;
ShutdownDriver4;
ShutdownPD;
FullBrake.
47 HPD/Sequencing Fault 1. KSI, interlock, direction, and throttle Set: HPD (High Pedal Disable) or
ShutdownThrottle. inputs applied in incorrect sequence. sequencing fault caused by incorrect
2. Faulty wiring, crimps, or switches at sequence of KSI, interlock, direction, and
KSI, interlock, direction, or throttle throttle inputs.
inputs. Clear: Reapply inputs in correct sequence.
3. See 1311 menu Monitor » Inputs.
47 Emer Rev HPD 1. Emergency Reverse operation has Set: At the conclusion of Emergency
ShutdownThrottle; concluded, but the throttle, forward Reverse, the fault was set because various
ShutdownEMBrake. and reverse inputs, and interlock inputs were not returned to neutral.
have not been returned to neutral. Clear: If EMR_Interlock = On, clear the
interlock, throttle, and direction inputs.
If EMR_Interlock = Off, clear the
throttle and direction inputs.
49 Parameter Change Fault 1. This is a safety fault caused by a Set: Adjustment of a parameter setting
ShutdownMainContactor; change in certain 1311 parameter that requires cycling of KSI.
ShutdownMotor; settings so that the vehicle will not Clear: Cycle KSI.
ShutdownEMBrake. operate until KSI is cycled.
For example, if a user changes the
Throttle Type this fault will appear
and require cycling KSI before the
vehicle can operate.
51–67 OEM Faults 1. These faults can be defined by the Set: See OEM documentation.
(See OEM documentation.) OEM and are implemented in the Clear: See OEM documentation.
application-specific VCL code. See
OEM documentation.
68 VCL Runtime Error 1. VCL code encountered a runtime Set: Runtime VCL code error condition.
ShutdownMainContactor; VCL error. Clear: Edit VCL application software to
ShutdownMotor; 2. See 1311 menu Monitor » Controller: fix this error condition; flash the new
ShutdownEMBrake; VCL Error Module and VCL Error. compiled software and matching
ShutdownThrottle; This error can then be compared to parameter defaults; cycle KSI.
ShutdownInterlock;
ShutdownDriver1; the runtime VCL module ID and
ShutdownDriver2; error code definitions found in the
ShutdownDriver3; specific OS system information file.
ShutdownDriver4;
ShutdownPD;
FullBrake.


EFFECT OF FAULT
69 External Supply Out of Range 1. External load on the 5V and 12V Set: The external supply current (combined
None, unless a fault action supplies draws either too much or current used by the 5V supply [pin 26]
is programmed in VCL. too little current. and 12V supply [pin 25]) is either greater
2. Fault Checking Menu parameters than the upper current threshold or lower
Ext Supply Max and Ext Supply Min than the lower current threshold. The two
are mis-tuned. thresholds are defined by the Ext Supply
3. See 1311 menu Monitor » Outputs: Max and Ext Supply Min parameter
Ext Supply Current. settings (page 52).
Clear: Bring the external supply current
within range.
71 OS General 1. Internal controller fault. Set: Internal controller fault detected.
ShutdownMainContactor; Clear: Cycle KSI.
ShutdownMotor;
ShutdownEMBrake;
ShutdownThrottle;
ShutdownInterlock;
ShutdownDriver1;
ShutdownDriver2;
ShutdownDriver3;
ShutdownDriver4;
ShutdownPD;
FullBrake.
72 PDO Timeout 1. Time between CAN PDO messages Set: Time between CAN PDO messages
ShutdownInterlock; received exceeded the PDO received exceeded the PDO Timeout
CAN NMT State set Timeout Period. Period.
to Pre-operational. Clear: Cycle KSI.
73 Stall Detect 1. Stalled motor. Set: No motor encoder movement detected.
Control Mode changed to 2. Motor encoder failure. Clear: Either cycle KSI, or
LOS (Limited Operating 3. Bad crimps or faulty wiring. detect valid motor encoder signals while
Strategy). 4. Problems with power supply for operating in LOS mode and return
the motor encoder. Throttle Command = 0 and
5. See 1311 menu Monitor » Motor: Motor RPM = 0.
Motor RPM.
87 Motor Characterization Fault 1. Motor characterization failed because Set: Motor characterization failed during
ShutdownMainContactor; of an Overvoltage or Undervoltage the motor characterization process.
ShutdownThrottle; fault, Motor Temperature Sensor fault, Clear: Cycle KSI.
ShutdownEMBrake; or Motor_Temperature > 150°C
ShutdownMotor. during the characterization process.
88 Encoder Characterization Fault 1. Encoder characterization failed during Set: During the motor characterization
ShutdownMainContactor; the motor characterization process. process, encoder pulses were detected but
ShutdownThrottle; 2. Motor encoder pulse rate is not the Encoder_Steps were not detected as
ShutdownEMBrake; a standard value (32, 48, 64, 80 ppr). 32, 48, 64, or 80 ppr.
ShutdownMotor Clear: Manually set Encoder_Steps to the
Encoder_Steps set to value = 31.
correct value for the motor encoder and
cycle KSI.


EFFECT OF FAULT
89 Motor Type Fault 1. The Motor_Type parameter value Set: Motor_Type parameter is set to an
ShutdownMainContactor; is out of range. illegal value.
ShutdownThrottle; Clear: Set Motor_Type to correct value and
ShutdownEMBrake; cycle KSI.
ShutdownMotor.
92 EM Brake Failed to Set 1. Vehicle movement sensed after the Set: After the EM Brake was commanded
Enter Position Hold. EM Brake has been commanded to set and time has elapsed to allow the
to set. brake to fully engage, vehicle movement
2. EM Brake will not hold the motor has been sensed.
from rotating. Clear: Activate the throttle.
93 Limited Operating Strategy (LOS) 1. Limited Operating Strategy (LOS) Set: Encoder Fault (Code 36) or Stall
Enter LOS control mode. control mode has been activated, as Detect Fault (Code 73) was activated,
a result of either an Encoder Fault and Brake or Interlock has been applied
(Code 36) or a Stall Detect Fault to activate LOS control mode, allowing
(Code 73). limited motor control.
2. Motor encoder failure. Clear: Cycle KSI, or
3. Bad crimps or faulty wiring. if the LOS mode was activated by the Stall
4. Vehicle is stalled. Fault, clear LOS by ensuring encoder senses
proper operation, Motor RPM = 0, and
Throttle Command = 0.
94 Emer Rev Timeout 1. Emergency Reverse was activated Set: Emergency Reverse was activated and
ShutdownThrottle; and concluded because the EMR ran until the EMR Timeout timer expired.
ShutdownEMBrake. Timeout timer has expired. Clear: Turn the emergency reverse input
2. The emergency reverse input is Off.
stuck On.

8 — MAINTENANCE
8
MAINTENANCE
There are no user serviceable parts in Curtis 1234/36/38 controllers. No attempt

should be made to open, repair, or otherwise modify the controller. Doing
so may damage the controller and will void the warranty.
It is recommended that the controller and connections be kept clean and
dry and that the controller’s fault history file be checked and cleared periodi-
cally.
CLEANING
Periodically cleaning the controller exterior will help protect it against corrosion
and possible electrical control problems created by dirt, grime, and chemicals
that are part of the operating environment and that normally exist in battery
powered systems.
☞
C AU T I O N
When working around any battery powered system, proper safety
precautions should be taken. These include, but are not limited to: proper
training, wearing eye protection, and avoiding loose clothing and jewelry.
Use the following cleaning procedure for routine maintenance. Never use
a high pressure washer to clean the controller.
1. Remove power by disconnecting the battery.
2. Discharge the capacitors in the controller by connecting a load
(such as a contactor coil) across the controller’s B+ and B-
terminals.
3. Remove any dirt or corrosion from the power and signal
connector areas. The controller should be wiped clean with a
moist rag. Dry it before reconnecting the battery.
4. Make sure the connections are tight. Refer to Section 2, page 5,
for maximum tightening torque specifications for the battery
and motor connections.
FAULT HISTORY
The 1311 programmer can be used to access the controller’s fault history file.
The programmer will read out all the faults the controller has experienced
since the last time the fault history file was cleared. Faults such as contactor
faults may be the result of loose wires; contactor wiring should be carefully
checked. Faults such as overtemperature may be caused by operator habits or
by overloading.
After a problem has been diagnosed and corrected, it is a good idea to
clear the fault history file. This allows the controller to accumulate a new file
of faults. By checking the new fault history file at a later date, you can readily
determine whether the problem was indeed fixed.

APPENDIX A: THEORY OF OPERATION
APPENDIX A
THEORY OF OPERATION
Curtis 1234/36/38 controllers convert DC battery power to 3-phase AC power

by precisely controlling the induction drive for high bandwidth, high efficiency,
and low ripple torque generation. To realize this level of precise torque control of
induction motor drives in electric vehicles, Curtis engineers carefully evaluated
and incorporated the latest technology in microprocessors, power electronics,
and motor control.
Invented by Nikola Tesla in 1888, the induction motor became a work-
horse that contributed to the vast industrial growth in the twentieth century.
Until recently relegated to non-dynamic applications where transient response
wasn’t a critical concern, induction motors are now the motor of choice in high
performance control applications. This shift was facilitated by the enormous
advancements in microprocessors and power silicon devices in the last twenty
years, coupled with intense research and development.
The 3-phase induction motor has three sets of distributed windings in the
stator winding slots. The standard induction motor has a rotor with aluminum
bars short-circuited by cast aluminum end-rings. There are no brushes, com-
mutators, or slip-rings, and—unlike DC and synchronous motors—there is
no need for permanent magnets or a separate current supply for the rotor. The
brushless construction of the induction motor and the rugged rotor provide
high reliability, fault tolerance, low maintenance, and low cost.
Three-phase sinusoidal voltages, electrically displaced by 120°, are applied
to the phase windings to create the stator magnetic field. The field rotates at
the stator voltage frequency times the number of pole pairs. This rotating stator
field induces currents in the conductive rotor bars by transformer action which,
in turn, create a second rotor magnetic field. The rotor field reacts to the sta-
tor field to generate torque. The differential speed, or slip frequency, between
the stator field and rotor speed is critical to the torque and speed control of
an induction motor.
Motor Control Algorithms

Two main approaches are commonly used for induction motor control: scalar
control and vector control.
Scalar control (e.g., volts/Hz) modulates only the magnitude and frequency
of the applied voltage or current. Although scalar control has the advantage
of being simpler than vector control, it has poor dynamic response and lower
operation efficiency. The various methods used to improve performance require
extensive characterization of the motor and loads.
Vector control (e.g., indirect rotor flux orientation, stator flux orientation,
etc.) manipulates the magnitude, frequency, and phase of the control variables
Curtis 1234/36/38 Manual, Rev. C A-1

to provide better control. The mathematical model of an induction motor

is complex. Using a series of reference frame transformations, vector control
simplifies the model to enable precise control of torque and flux, similar to a
SepEx motor controller.
Figure A-1 shows a typical diagram of indirect rotor flux orientation.
The instantaneous 3-phase currents are transformed to the rotor flux refer-
ence frame, using rotor speed and slip frequency—which means that the mo-
tor currents are now observed from the viewpoint of rotating with the rotor
flux. As a result of this transformation the currents, now in what is called the
d/q reference frame, lose their sinusoidal nature and look like DC signals. In the
d/q reference frame, q-axis current controls torque and d-axis current controls
flux. If properly oriented, the torque and flux remain independent of each other,
and the motor can achieve high efficiency and dynamic response.
Fig. A-1 Diagram of
Indirect Field Orientation
(IFO) technique.
The controller uses an advanced pulse width modulation technique to

maximize the utilization of battery voltage, minimize harmonic losses, and
increase system efficiency. This method achieves 15% greater linear utilization
of battery voltage, thereby effectively getting more usable motor power than
standard PWM at the same battery voltage.
Power Section
The power section efficiently generates high current 3-phase AC signals from
the DC battery voltage to drive the AC motor as requested by the motor con-
trol algorithms.
The power section is implemented as three high frequency MOSFET
half-bridge power stages controlled by three pulse width modulators, as shown
in Figure A-2. Each half-bridge power stage is a parallel array of high-side and
low-side power MOSFETs mounted to Insulated Metal Substrate (IMS) circuit
board. This technology provides a very low thermal resistance to the heatsink
and enables high power capability in a compact area.
A-2 Curtis 1234/36/38 Manual, Rev. C

Fig. A-2 Power section

topology.
Heavy copper busbars connect the IMS modules to the brass external
motor connection studs. A bank of power capacitors keeps DC bus levels
stable during high frequency MOSFET switching and also reduces EMI on
the external B+ and B- cables.
Motor currents and motor speed and direction are the primary feedback
signals used in the motor control algorithms. Accurate Hall sensors detect the
motor currents; they do this by sensing the flux created by the motor currents
on the U and V motor output busbars where they pass through the capacitor
board on their way to the external motor connections. Motor speed and direc-
tion are simultaneously sensed by a quadrature-type speed encoder mounted
on the motor shaft.

APPENDIX B:
A: EMC
THEORY
& ESD
OF DESIGN
OPERATION
CONSIDERATIONS
APPENDIX B
VEHICLE DESIGN CONSIDERATIONS
REGARDING ELECTROMAGNETIC COMPATIBILITY (EMC)
AND ELECTROSTATIC DISCHARGE (ESD)
ELECTROMAGNETIC COMPATIBILITY (EMC)

Electromagnetic compatibility (EMC) encompasses two areas: emissions and
immunity. Emissions are radio frequency (RF) energy generated by a product.
This energy has the potential to interfere with communications systems such
as radio, television, cellular phones, dispatching, aircraft, etc. Immunity is the
ability of a product to operate normally in the presence of RF energy.
EMC is ultimately a system design issue. Part of the EMC performance
is designed into or inherent in each component; another part is designed into
or inherent in end product characteristics such as shielding, wiring, and layout;
and, finally, a portion is a function of the interactions between all these parts.
The design techniques presented below can enhance EMC performance in
products that use Curtis motor controllers.
Emissions
Signals with high frequency content can produce significant emissions if con-
nected to a large enough radiating area (created by long wires spaced far apart).
Contactor drivers and the motor drive output from Curtis controllers can
contribute to RF emissions. Both types of output are pulse width modulated
square waves with fast rise and fall times that are rich in harmonics. (Note:
contactor drivers that are not modulated will not contribute to emissions.)
The impact of these switching waveforms can be minimized by making the
wires from the controller to the contactor or motor as short as possible and by
placing the wires near each other (bundle contactor wires with Coil Return;
bundle motor wires separately).
For applications requiring very low emissions, the solution may involve
enclosing the controller, interconnect wires, contactors, and motor together in
one shielded box. Emissions can also couple to battery supply leads and throttle
circuit wires outside the box, so ferrite beads near the controller may also be
required on these unshielded wires in some applications. It is best to keep the
noisy signals as far as possible from sensitive wires.
Immunity
Immunity to radiated electric fields can be improved either by reducing overall
circuit sensitivity or by keeping undesired signals away from this circuitry. The
controller circuitry itself cannot be made less sensitive, since it must accurately
detect and process low level signals from sensors such as the throttle potenti-
ometer. Thus immunity is generally achieved by preventing the external RF
energy from coupling into sensitive circuitry. This RF energy can get into the
controller circuitry via conducted paths and radiated paths.
A-4
B-1 Curtis 1234/36/38 Manual, Rev. C
APPENDIX B: EMC
APPENDIX
& ESDA:
DESIGN
THEORY
CONSIDERATIONS
OF OPERATION
Conducted paths are created by the wires connected to the controller.

These wires act as antennas and the amount of RF energy coupled into them
is generally proportional to their length. The RF voltages and currents induced
in each wire are applied to the controller pin to which the wire is connected.
Curtis controllers include bypass capacitors on the printed circuit board’s
throttle wires to reduce the impact of this RF energy on the internal circuitry.
In some applications, additional filtering in the form of ferrite beads may also
be required on various wires to achieve desired performance levels.
Radiated paths are created when the controller circuitry is immersed in
an external field. This coupling can be reduced by placing the controller as far
as possible from the noise source or by enclosing the controller in a metal box.
Some Curtis controllers are enclosed by a heatsink that also provides shielding
around the controller circuitry, while others are partially shielded or unshielded.
In some applications, the vehicle designer will need to mount the controller
within a shielded box on the end product. The box can be constructed of just
about any metal, although steel and aluminum are most commonly used.
Most coated plastics do not provide good shielding because the coatings
are not true metals, but rather a mixture of small metal particles in a non-con-
ductive binder. These relatively isolated particles may appear to be good based
on a dc resistance measurement but do not provide adequate electron mobility
to yield good shielding effectiveness. Electroless plating of plastic will yield a
true metal and can thus be effective as an RF shield, but it is usually more
expensive than the coatings.
A contiguous metal enclosure without any holes or seams, known as a
Faraday cage, provides the best shielding for the given material and frequency.
When a hole or holes are added, RF currents flowing on the outside surface of
the shield must take a longer path to get around the hole than if the surface
was contiguous. As more “bending” is required of these currents, more energy
is coupled to the inside surface, and thus the shielding effectiveness is reduced.
The reduction in shielding is a function of the longest linear dimension of a
hole rather than the area. This concept is often applied where ventilation is
necessary, in which case many small holes are preferable to a few larger ones.
Applying this same concept to seams or joints between adjacent pieces or
segments of a shielded enclosure, it is important to minimize the open length
of these seams. Seam length is the distance between points where good ohmic
contact is made. This contact can be provided by solder, welds, or pressure
contact. If pressure contact is used, attention must be paid to the corrosion
characteristics of the shield material and any corrosion-resistant processes applied
to the base material. If the ohmic contact itself is not continuous, the shielding
effectiveness can be maximized by making the joints between adjacent pieces
overlapping rather than abutted.
The shielding effectiveness of an enclosure is further reduced when a wire
passes through a hole in the enclosure; RF energy on the wire from an external
field is re-radiated into the interior of the enclosure. This coupling mechanism
can be reduced by filtering the wire where it passes through the shield boundary.

B-2
APPENDIX B:
A: EMC
THEORY
& ESD
OF DESIGN
OPERATION
CONSIDERATIONS
Given the safety considerations involved in connecting electrical components

to the chassis or frame in battery powered vehicles, such filtering will usually
consist of a series inductor (or ferrite bead) rather than a shunt capacitor. If a
capacitor is used, it must have a voltage rating and leakage characteristics that
will allow the end product to meet applicable safety regulations.
The B+ (and B-, if applicable) wires that supply power to control pan-
els—such as an electronic throttle, or control wires such as keyswitch, direction,
etc.—should be bundled with the other control wires to the panel so that all
these wires are routed together. If the wires to the control panel are routed
separately, a larger loop area is formed. Larger loop areas produce more efficient
antennas which will result in decreased immunity performance.
Keep all low power I/O separate from the motor and battery leads. When
this is not possible, cross them at right angles.
ELECTROSTATIC DISCHARGE (ESD)

Curtis PMC motor controllers contain ESD-sensitive components, and it is
therefore necessary to protect them from ESD (electrostatic discharge) damage.
Most of these control lines have protection for moderate ESD events, but must
be protected from damage if higher levels exist in a particular application.
ESD immunity is achieved either by providing sufficient distance be-
tween conductors and the ESD source so that a discharge will not occur, or by
providing an intentional path for the discharge current such that the circuit
is isolated from the electric and magnetic fields produced by the discharge. In
general the guidelines presented above for increasing radiated immunity will
also provide increased ESD immunity.
It is usually easier to prevent the discharge from occurring than to divert
the current path. A fundamental technique for ESD prevention is to provide
adequately thick insulation between all metal conductors and the outside envi-
ronment so that the voltage gradient does not exceed the threshold required for
a discharge to occur. If the current diversion approach is used, all exposed metal
components must be grounded. The shielded enclosure, if properly grounded,
can be used to divert the discharge current; it should be noted that the loca-
tion of holes and seams can have a significant impact on ESD suppression. If
the enclosure is not grounded, the path of the discharge current becomes more
complex and less predictable, especially if holes and seams are involved. Some
experimentation may be required to optimize the selection and placement of
holes, wires, and grounding paths. Careful attention must be paid to the control
panel design so that it can tolerate a static discharge.
MOV, transorbs, or other devices can be placed between B- and offending
wires, plates, and touch points if ESD shock cannot be otherwise avoided.
A-6
B-3 Curtis 1234/36/38 Manual, Rev. C
APPENDIX
APPENDIX
A: C:
THEORY
1311 PROGRAMMER
OF OPERATION
APPENDIX C
Curtis 1311 HANDHELD PROGRAMMER
The Curtis 1311 handheld programmer provides programming, diagnostic,

and test capabilities for the 1234/36/38 controller. The power for operating
the programmer is supplied by the host controller via a 4-pin connector wired
to the 35-pin low current connector (at pins 7, 25, 28, 29). The unit consists
of an LCD display, rocker-type keys for navigating through the display and for
modifying parameters (+/-), and three keys that can be used as bookmarks.
Multiple versions of the 1311 programmer are available, each of which can
adjust the parameters at its own access level and below. A Dealer programmer,
for example, can adjust all the Dealer, Service, and User access parameters, but
not the OEM access parameters.
Fig. C-1 Curtis 1311

handheld programmer.

C-1
APPENDIX C:
A: THEORY
1311 PROGRAMMER
OF OPERATION
PROGRAMMER OPERATION
The 1311 programmer is easy to use, with self-explanatory functions. After
plugging in the programmer, wait a few seconds for it to boot up and gather
information from the controller.
For experimenting with settings, the programmer can be left plugged in
while the vehicle is driven.
The bookmark keys can make parameter adjustment more convenient.
For example, in setting the drive forward throttle parameters, you might set a
bookmark at the first of these parameters [Program » Throttle » Forward Offset]
and another at the raw throttle readout [Monitor » Inputs » Throttle Pot]; this
way you can easily toggle between the readout and the parameters.
PROGRAMMER MENUS
There are six main menus, which in turn lead to nested submenus:
Program — provides access to the individual programmable parameters (see

Section 3).
Monitor — presents real-time values during vehicle operation; these include
all inputs and outputs, as well as the mapped throttle values and conditioned
throttle requests (see Section 4a).
Faults — presents diagnostic information, and also a means to clear the fault
history file (see Section 7).
Functions — provides access to the controller-cloning commands (see page 63)
and to the “reset” command.
Information — displays data about the host controller: model and serial numbers,
date of manufacture, hardware and software revisions, and itemization of other
devices that may be associated with the controller’s operation.
Programmer Setup — displays data about the programmer: model and serial
numbers, date of manufacture, and a list of the programmable parameters that
can be accessed with this particular programmer.
A-8
C-2 Curtis 1234/36/38 Manual, Rev. C
APPENDIX
APPENDIX
A: THEORY
D: SPECIFICATIONS
OF OPERATION
APPENDIX D
SPECIFICATIONS
Table D-1 SPECIFICATIONS: 1234/36/38 CONTROLLERS
Nominal input voltage 24V, 24 –36 V, 36–48 V, 48–80 V

PWM operating frequency 10 kHz
Maximum encoder frequency 15 kHz
Maximum controller output frequency 300 Hz
Electrical isolation to heatsink 500 V ac (minimum)
Storage ambient temperature range -40°C to 95°C (-40°F to 203°F)

Operating ambient temp. range -40°C to 50°C (-40°F to 122°F)
Internal heatsink operating temp. range -40°C to 95°C (-40°F to 203°F)
Heatsink overtemperature cutoff linear cutback starts at 85°C (185°F); complete cutoff at 95°C (203°F)
Heatsink undertemperature cutoff complete cutoff at -40°C (-40°F)
Package environmental rating IP65

Weight 1234: 2.84 kg (6.3 lbs); 1236: 4.12 kg (9.1 lbs); 1238: 6.82 kg (15.0 lbs)
Dimensions (W× L×H) 1234: 155 × 212 × 75 mm (6.1" × 8.3" × 3.0")
1236: 165 × 232 × 85 mm (6.5" × 9.1" × 3.4")
1238: 275 × 232 × 85 mm (10.8" × 9.1" × 3.4")
Regulatory compliance EMC emissions: EN50081-2/08.93

EMC immunity: EN50082-2: 1995
Safety, uncontrolled runaway: EN1175
UL Recognized Component
Meets UL583 dielectric test.
NOMINAL CURRENT 2 MIN 1 HOUR

MODEL BATTERY VOLTAGE LIMIT RATING * RATING *
NUMBER (volts) (amps) (amps) (amps)
1234-227X 24 200 200 TBD

-237X 24 300 300 TBD
-527X 36–48 250 250 TBD
1236-44XX 24–36 400 400 155

-45XX 24–36 500 500 180
-53XX 36–48 350 350 140
-63XX 48–80 300 300 100
1238-46XX 24–36 650 650 265

-54XX 36–48 450 450 210
-56XX 36–48 650 650 210
-65XX 48–80 550 550 155
Notes: All current ratings are rms values per motor phase. Internal algorithms automatically reduce maximum current limit when
heatsink temperature is >85°C or battery voltage is outside the allowed limits. Heatsink temperature is measured internally
near the power MOSFETs.
2-minute ratings are based on an initial controller heatsink temperature of 25°C and a maximum heatsink temperature
of 85°C. No addtitional external heatsink is used for the 2-minute rating test.
1-hour ratings are based on an ambient temperature of 25°C with the controller mounted to a heatsink with a thermal
resistance of 0.35°C/W for the 1236, or 0.25°C/W for the 1238, operating at a maximum baseplate temperature of 85°C.
These thermal resistances are approximately equivalent to a 0.5m × 0.5m × 8mm thick vertical steel plate in free air with
6kph airflow on one side.

D-1

MP A428 Yale P A418 Hyster

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MP A428 Yale P A418 Hyster

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Available Formats

Modello :

P 1.6 – P1.8 – P2.0 – P2.2

Modello : MP 1.6 – 1.8 – 2.0 – 2.2

Chopper : Curtis 1234 o simile

Technical information for Hyster service

This manual is intended solely for the specialized technicians of

Product support group

Signals danger due to high temperatures.

Signals important notes or information to take into particular consideration.

Signals disposal/recycling of harmful substances under the protection of current legislation.

GENERAL SAFETY RULES

SAFETY AT THE WORKPLACE

BELTS, ROPES AND SUSPENSION ELEMENTS: USER ADVICE

Using suspension elements under conditions of unbalanced load

Belt capacity table

purple 1000 2000 1400 800

Rope capacity table

black 35 500 1000 700 400

Suspension element capacity table

purple 1000 1400 2100 2100

TORQUE SETTINGS FOR SCREWS, NUTS AND FITTINGS

M4 0.7 7 3 2400 1.92 1.44 3.07 2.3 4.17 3.13

CORRECT METHOD FOR APPLYING FEMALE FITTINGS

METRIC REVOLVING FEMALE REVOLVING FEMALE jic 37°

BSP REVOLVING FEMALE ORFS REVOLVING FEMALE

INSTRUCTIONS FOR INSTALLING FLEXIBLE HOSES AND FITTINGS

VIEWS OF THE TRUCK

TRUCK AND LOAD IDENTIFICATION DATA

The truck identification data plate is located in the battery

• Manufacturer's name • Max. battery weight

TRUCK SERIAL NUMBER

The truck serial number is stamped on top of

The truck documentation is located in the battery

1.4 Steering: tiller, pedestrian, standing, sitting tiller tiller

3.2 Tyre size, front ø (mmxmm) 250 x 75 250 x 75

4.21 Overall width b1/b2 (mm) 712 712

6.2 Lift motor, SR 15% rating kW 1.2 1.2

8.1 Type of control AC ~ Mosfet AC ~ Mosfet

10.7 Noise level at driver's position dB (A) < 70 < 70

1.4 Steering: tiller, pedestrian, standing, sitting tiller tiller

3.2 Tyre size, front ø (mmxmm) 250 x 75 250 x 75

4.21 Overall width b1/b2 (mm) 712 712

6.2 Lift motor, SR 15% rating kW 1.2 1.2

8.1 Type of control AC ~ Mosfet AC ~ Mosfet

10.7 Noise level at driver's position dB (A) < 70 < 70

INSTALLATION AND SETTINGS

fork lift truck bridge crane 2 lifting slings

TOPPING UP THE OIL RESERVOIR

Equipment and tools

socket wrench Fig. 1

INSTALLATION OF THE BATTERY

bridge crane hexagonal "T"

WITH LATERAL REMOVAL

CONNECTION OF CABLES TO BATTERY

_ Tag coloured BLUE

Tag coloured RED

LIST OF THE SETTINGS AND ADJUSTMENTS TO BE CARRIED OUT

VERIFY THE TRUCK USE CONDITIONS

• maximum traction speed

DESCRIPTION OF MODULE CONNECTORS

A1 - +24V logic power supply from key switch

A12 – Not utilized

MAIN MENU MONITOR  System Controller Information