356A Speedster

Owners Manual Lithium Electric Conversion

356A Speedster

Based on the original design by Ferdinand Porsche, 1957 model year

Lithium Electric 356A Speedster Owners Manual

Kriss Motors Corporation 8345 NW 66th Street, Suite 8268

Miami, FL 33166

Version 1.0

Printed in the U.S.A.

Contents

Specifications...................................................................................................................................................................................... 5

Program Parameter Reference................................................................................................................................................. 6

Curtis 1238 Controller (1311 Programmer)..........................................................................................................................6

Vehicle identification......................................................................................................................................................................7

Operations.............................................................................................................................................................................................8

STARTING................................................................................................................................................................................................ 8

GEAR SELECTION................................................................................................................................................................................ 8

DRIVING.................................................................................................................................................................................................... 9

BRAKING...................................................................................................................................................................................................9

HANDBRAKE.........................................................................................................................................................................................10

RANGE CONSIDERATIONS............................................................................................................................................................ 10

TIRE PRESSURE..................................................................................................................................................................................11

INSTRUMENTS.................................................................................................................................................................................... 11

LIGHTS and INDICATORS............................................................................................................................................................. 11

State of Charge (SOC).................................................................................................................................................................12

ODOMETER.......................................................................................................................................................................................... 12

COMBI FUEL GAGE..........................................................................................................................................................................12

BATTERY MONITOR......................................................................................................................................................................... 12

VOLTMETER......................................................................................................................................................................................... 13


Master Cutoff Switch....................................................................................................................................................................14

Charging................................................................................................................................................................................................15

Cooling.................................................................................................................................................................................................. 17

Curtis 840 Display...........................................................................................................................................................................18

Wiring Diagrams.............................................................................................................................................................................. 19

Component Documentation.......................................................................................................................................Appendix

Specifications

VehicleCurb weight 2009 lbs (no driver or passenger)

Weight distribution 50% front/50% rear

Wheelbase 85 inches

Dimensions (inches) 49 height x 152 length x 65 width

Tires, wheels 155/80R15 Kumho, 4-bolt 25mm offset

Tire pressure 30 lbs front, 32 lbs rear

Range 100 miles to 80% DOD

Maximum speed 125 mph

Suspension & brakesFront suspension adjustable twin torsion I-beam

Rear suspension torsion bar, adjustable spring plates

Foot brakes disk brakes, regenerative, programmable

Emergency brake rear disk, hand set in cockpit

Shocks Koni coil-overs, front and rear

PowerBattery pack 36 LiFePO4 cells, 200Ah, 3.65v charged

Energy storage 26.3kWh maximum capacity

Pack voltage 131.4v recharge, ~120v operating, DC

Maximum current pack 600 amps, controller 550 amps

Accessories 13vdc, 400w, DC-DC conversion

Pack charger 3kW, 15a|120vac or 30a|240vac

120v safety GIM cutoff switch, Ferraz A3T500 fuse

12v safety DC-DC converter shutoff switch

Drive trainMotor HPEV AC50 alternating current (AC)

Controller Curtis 1238-7501, programmable

Controller cooling motor bay fan, manual cockpit control

Transaxle 3.88, four-speed, heavy duty racing

Gear ratios 3.11, 1.93, 1.22, and .824

Cabling 2/0 and 1 AWG for major connections

InstrumentationSpeedometer in kilometers, odometer, trip odometer

Tachometer toggles between RPM and amperes

Combination charge level, controller temp, indicators

Warning lights low SOC warning, recharging in progress

Instrument pod tach toggle, SOC flasher, EV gauges

AC50/Curtis [pod] motor/controller temp, voltage, other

Xantrex [pod] voltage, amps, cumulative amp-hours

RechargingRecharge time 7 to 12 hours depending on voltage

Recharge voltage 131.4v with 3 amp cutoff

Controls & indicators Throttle Hall effect, 0-5vdc, programmable

Signal lights left, right turn; hazard flasher; reverse

Lights headlamps, 12v LED signals

Horn dual, steering wheel push button


Program Parameter Reference

Curtis 1238 Controller (1311 Programmer)

SPEED MODE EXPRESS ACC FEEDFORWARD Max speed accel 1.0

Max speed 4000 Kaff 0 Max speed decel 10

Kp % 30 Kbff 0 Pump enable OFF

Ki % 30 Build rate 1.0 TORQUE MODE

Acceleration rate 10 Release rate 0.4 SPEED LIMITER

Deceleration rate 2.5 RESPONSE Max speed 6500

Braking rate 10 Full accel rate HS 5.0 Kp % 60

Pump enable OFF Full accel rate LS 2.5 Ki % 20

SPEED MODE Low accel rate 10 Kd % 10

SPEED CONTROLLER Neutral accel rate HS 10 RESPONSE

Max speed 4000 Neutral accel rate LS 20 Kaff-amp 0

Kp % 30 Full brake rate HS 1.0 Kbaff-amp 0

Ki % LH 10 Full brake rate LS 2.0

Ki % LS 30 Low brake rate 4.0

VEL FEEDFORWARD FINE TUNING

Kvff 0 Partial decel rate 30

Build rate 1.0 HS % 70

Release rate 0.4 LS % 30

Reversal soften 20

Vehicle identification

The Speedster VIN number – based on the chassis number assigned by the Special Editions, Inc., the

manufacturer – is located on an engraved plate affixed to the body under the hood and in front of

the battery pack. Identification is also stamped on a small plate welded to the center tunnel in the

cockpit near the shift coupler between the seats. The VIN is a nine digit number, beginning with 356.


Operations

Driving an electric car is really quite similar to driving any car. But there are some interesting

differences and subtleties that can enhance your experience. Most of these derive from the very low

noise levels and the lack of engine compression you may be familiar with in driving internal

combustion engine (ICE) vehicles.

STARTING

There is really no ICE analog to “starting” an electric car. To drive, you first “turn on” the vehicle by

applying voltage to the controller. There is little indication that the car is “running” until you step

on the throttle.

It is a good idea to place the gear selector in neutral and apply the handbrake before energizing

the system.

Turn the ignition key clockwise (right). You may hear a click of the motor contactor (this is normal)

and, if the rear cooling fan is on, some white noise. Otherwise, the car will be silent.

GEAR SELECTION

The Electric Speedster uses the same VW/Porsche transaxle as the ICE version. For reverse, push

down on the gear shift selector before putting it into position left and towards you.

The remaining gears – first through fourth – are in the standard H configuration with first gear left

and forward, second gear left and aft, third gear right and forward, and fourth gear, right and aft.

It is actually not necessary to use the clutch at all when pulling away from a stop or slowing down

to stop. But it is suggested that you use the clutch when shifting gears while in motion to match

the electric motor rpm to the new gear ratio.

DRIVING

While there is no engine compression to slow you down when you take your foot off the throttle,

regenerative braking is set by parameters to create a range of different road characteristics. The

Speedster has been preset with a neutral band regenerative braking that engages when you remove

throttle pressure. This will slow the car and recapture some of the kinetic energy of forward motion

to recharge the batteries; this also simulates ICE compression pressure that we are all accustomed

to.

Be aware that subliminally we are all acculturated to the sound of automobiles. This car does not

make the same kind of noise. Be on the alert for pedestrians, children, pets, and even wildlife.

BRAKING

The Electric Speedster features regenerative braking. That is, when you press on the brake pedal, all

power is removed from the AC induction drive motor and the controller instead configures the motor

as an electrical generator to produce current which is used to recharge the battery cells. This

produces a powerful slowing effect and is controlled by the pressure on the brake pedal.

This gives the sensation of having power brakes. Note that if you push in the clutch while braking,

which most of us are accustomed to do as we slow for a traffic light, you immediately disconnect

this power brake assist because you have disconnected the motor from the wheels. It is NOT

necessary to put in the clutch when slowing to a stop at all, and your braking will be much more

secure if you avoid doing so.

Note that regenerative braking is only applied to the rear wheels . In some braking situations you may

want to put in the clutch to use the hydraulic brakes to stop instead.

In all regimes, you have the full functionality of the standard hydraulic brake system available at all

times. Simply apply a little more pressure on the brake pedal to “step through” the regenerative

braking.


HANDBRAKE

We are all accustomed to parking a manual transmission car “in gear” and trusting that engine

compression will keep the car from rolling away. The AC induction motor does not provide any such

compression and ergo, your Electric Speedster will, in all likelihood, roll down any incline.

ALWAYS APPLY THE HANDBRAKE when parking the car. Never leave it unattended without the

handbrake applied. This brake locks the rear wheel brakes and is very capable of holding the car in

position.

Similarly, always remember to release the handbrake before beginning your drive.

RANGE CONSIDERATIONS

The Electric Speedster's battery pack contains thirty-six 3.35v lithium iron phosphate (LiFePo4) cells

connected in series to produce a nominal pack voltage of 120vdc. These cells have a capacity of

200Ah. In normal driving, energy is consumed at a rate of about 1.6 per mile, providing a “normal”

maximum theoretical range of 125 miles (excluding the impact, if any, of regenerative braking).

Range can vary by ambient temperature (batteries are more efficient in hot weather), topography (flat

terrain is more efficient than hills), traffic conditions (stop-and-go is less efficient), driver technique,

weight (a passenger and/or luggage reduces range), tire pressure (higher PSI is more efficient since

rolling resistance is reduced), wind resistance (a speed of about 50 mph is most efficient), gear

selection (4th gear is most efficient), and numerous other factors that are difficult to measure.

Running out of gas in an ICE car is inconvenient, but penalty free in terms of damage to the car.

In an electric car, running your battery pack to complete discharge is another matter. It may

damage one or more battery cells (although careful recharging can bring back a “dead” cell). Two

spare 200Ah battery cells are provided with each Speedster.

As a practical matter, therefore, the Electric Speedster should be regarded as a 100-mile range car

(and perhaps less in less-than-optimal conditions). There are several indicators (see section below) to

remind you what your State of Charge (SOC) is at all times.

In the event you discharge the battery pack too far, the car will automatically go into “limp mode.”

In limp mode you can still drive the car, but the throttle input is cut to a fraction of its normal

value, and it may take several minutes to accelerate to 30 mph. This allows you to “limp” to a safe

area out of traffic or a nearby place where you can recharge the cells sufficiently to return home.

TIRE PRESSURE

Maintaining tire pressure is a key efficiency technique for all cars, but critically so in an electric

vehicle. Higher pressure reduces rolling resistance and extends range. However, handling of the car is

generally improved with lower pressure.

Also, if you prefer a softer ride, reduce the tire pressure to comfort, but remember that this will also

decrease the range of the vehicle.

INSTRUMENTS

The analog speedometer and odometer is the same as in the ICE Speedster. The tachometer can

toggle between a RPM display and an AMP display. For example, a “20” reading indicates 2000 rpm

or 200 amps.

In the AMP mode, the needle will drop to zero when no current is used even when the Speedster is

traveling at high speed. This is normal.

LIGHTS and INDICATORS

Lights have LED bulbs to reduce current load (except for the headlights). Lights and indicators work

the same way as in the ICE Speedster.


State of Charge (SOC)

ODOMETER

The easiest SOC indicator is simply your odometer. With the car standing still, push the button on

the speedometer gauge and it will zero the odometer before you start.

In normal driving, 85 miles is a safe standard.

COMBI FUEL GAUGE

The battery pack contains 200 amp hours (Ah) of energy fully charged. An amp hour is the amount

of energy provided by one ampere of current for one hour. For example, a steady 200 amperes of

current drain over one hour would discharge the entire battery pack. A 100 ampere drain for two

hours would also discharge the pack, and so on.

The fuel gauge, which can be calibrated, is preset so that “empty” is approximately 80 miles. A hall

effect device in the front battery pack sends appropriate signals to the fuel gauge. Like fuel gauges

in ICE vehicles, classic analog instruments are generally inaccurate.

BATTERY MONITOR

A LinkLITE battery monitor counts amp hours (Ah) and gives a reasonable indication of Ah

consumed. However, regeneration amps are not measured well, and the monitor tends to slightly

over-count Ah consumption (that is, it's conservative).

VOLTMETER

The Curtis controller gauge includes a readout of motor system voltage which can be used to

roughly judge range. A fully charged system will display 119-120 volts. Voltage will drop slowly and,

at 90% depletion, voltage will be about 114-115 volts.

Note that these measurements must be STATIC voltage – that is, the voltage when the Speedster is

completely stopped and not drawing current from the battery pack (except for gauge and controller

functionality).

During acceleration it is perfectly normal for voltage to decrease below 110v. Do not be alarmed.

This “sag voltage” is simply a byproduct of demanding large currents out of the lithium cells; voltage

will rebound as soon as current draw is reduced or stopped.

To check your SOC using voltage, allow the car to sit for 30 seconds to stabilize pack voltage, and

then check the gauge.


Master Cutoff Switch

A master battery pack cutoff switch is located behind the driver seat. If switched off, no current will

flow in the car.

Always turn the master switch off when performing any maintenance on the vehicle.

If the motor will not start, check that the master switch is in the on position.

In the event of an accident, immediately turn off the master switch.

CAUTION: Even when the master switch is on, each individual battery cell remains “live”. Never

touch both terminals of a battery cell with metal objects.

The Speedster uses a DC-DC converter to convert the 120vdc pack voltage to 13.2vdc that operates

auxiliary equipment on the car such as the lights, the cooling fan, and instrumentation. Much like

the 12vdc battery in your ICE car, this is “on” all the time as long as the master switch is on. There

is a slow drain of current from the battery pack at all times (to power the LinkLITE gauge, for

example).

To avoid a small current drain, or for long term storage (more than a week without use), simply turn

the master switch off. When turned back on again, the LinkLITE battery monitor will reset itself

automatically, so be aware that prior SOC information will be deleted.

Charging

Most new electric car owners focus on two questions: how far can I go on a single charge and how

long does it take to recharge the car.

The quick answer is 100 miles, and 8 hours. But both answers are generally correct, but may vary

considerably (see discussion above about range).

The LiFePo4 battery cells in the Electric Speedster are remarkable devices and exhibit very few of

the churlish characteristics of lead acid, nickel cadmium, or nickel metal hydride cells.

LiFePo4 cells have no “memory” and therefore there is no need to fully charge or discharge them

initially to reach full capacity. These cells do not self-discharge, even over extended periods.

LiFePo4 cells do not sulfate, so they need not be “balanced”. There is also no maintenance

requirement, like adding water. These cells behave well in both hot and cold temperatures. However,

recharging should only be done at temperatures above 20 degrees F.

There is one important fact: LiFePo4 cells should never be overcharged.

By limiting range under 100 miles on a charge, these cells should last more than 3000 charging

cycles – that's over 300,000 miles! By comparison, military grade lead acid cells can only handle 350

cycles.

What this means in actual practice is that you can charge when and where you like, as often as you

like, without concern about cell life. And a lesser cycle doesn’t count as a full cycle. For example, if

you recharge ten times when the pack is 10% discharged, this is the same as one full recharge

cycle.


The on-board charge is programmed to prevent overcharging. It has encoded with a special constant

current charge curve that is linked to a certain voltage threshold. At that point, the charger switches

to constant voltage mode and holds that voltage until the current required to do so diminishes to

about three amperes. Then the charger shuts off automatically.

The charger will not turn back on later at any point. To restart the charger, remove the power

connection and reconnect it – this resets the charger.

The result is that the charging procedure is quite simple: plug an extension cord into a 120vac (or

240vac) outlet and into the Speedster's charge port, and walk away. Unplug at any time (even in the

middle of recharging, if necessary).

The charge port is located on the left side of the car behind the driver door (in the cutout used for

the torsion bar access).

The charge port incorporates a NEMA 5-15 three-prong male plug. Connect the female end of a

heavy duty 15amp extension cord into it, and the male end into any ordinary 15- or 20-amp wall

receptacle.

The Speedster comes equipped with a heavy duty three-prong extension cord suitable for charging

from 120vac outlets.

Cooling

Both the electric motor and its controller must be below a maximum allowable temperature to

operate normally.

The controller is a very high power semiconductor electronic device, controlling up to 550 amps of

current to the drive motor. Excessive heat can cause controllers to fail, but, in the absence of

damaging heat, they will last essentially forever. Electric motors have a similar profile; when kept

within temperature limits, they can run for decades unattended.

The electric HPEVS motor has internal fans and is air cooled. No maintenance is needed.

The Curtis controller is mounted on a heat sink with fins with a cooling fan positioned below (so

that it blows up into the fins). A pull knob on the dash controls the fan. This fan only cools the

controller, not the motor.

When the controller exceeds 50 degrees C for a period of time, the cooling fan should be switched

on. At 85 degrees C, the controller will go into “limp mode” and reduce its output. One way to

quickly reduce heat is simply to turn off the car for a few minutes.

The temperature indicator on the dash combination gauge indicates controller temperature at the heat sink. In normal operation, the controller will be operating at 45-55C and this needle will remain at the bottom of the gauge.

A mid-range indication on the meter – about 75C – signals operating caution. The controller will

automatically enter it’s own “limp mode” at 85C, or about three-fourths of the temperature gauge

needle movement. Note that the analog gauge temperature information is not very accurate.


Curtis 840 Display

A much more accurate reading of both motor and controller temperature can be viewed on the

Curtis 840 digital display readout.

The Curtis 840 display indicates both motor and controller temperature as MTemp and CTemp. Use

the Curtis pushbutton to cycle through the various indications from the controller including voltage,

rpm, amperes, MTemp and CTemp.

Wiring Diagrams


Component Documentation

B

B 23

APPLICATIONS:LoadcentersPanelboardsSwitchboardsCircuit BreakersMetering Centers

➤

➤

➤

➤

➤

AMP-TRAP®

A3T & A6T FAST ACTING/CLASS T

A3TAC:1 to 1200A 300VAC, 200kA I.R. DC: 1 to 1200A 160VDC, 50kA I.R.

A6TAC: 1 to 800A 600VAC, 200kA I.R. DC: 1 to 800A 300VDC, 100kA I.R.

➤

➤

Ratings

Features/Benefits

Extremely current limiting for low peak let-thru currentUnique dimensions prevent replacement by other fuse classes

Blade-stamped catalog numbers for permanent identificationSmall physical size for greater design flexibility

➤

➤

➤

➤

THESE SMALL DIMENSION FUSES ARE THE RIGHT FIT... FOR A TIGHT FIT

Fast acting A3T and A6T Class T fuses combine two highly desirable features -- high currentlimitation and a small physical size. Their unique dimensions prevent the substitution of other fuses with lower voltage ratings or current limitingcapability. These fuses have glass melaminebodies for superior dimensional stability andcatalog numbers stamped into the blades forpermanent identification.

UL Listed to Standard 248-15 File E2137

CSA Certified to Standard C22.2 No. 248.15

DC Listed to UL Standard 248

➤

➤

➤

ApprovalsHIGHLIGHTS:

Fast ActingExtremely Current LimitingSmall Physical SizeDC Ratings

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Recommended Fuse Blocks With Box Connectors for Amp-trap Class T Fuses

A variety of pole configurations and termination provisions are available. Refer to the fuse block section of this catalog for details.

AmpereRating

3060

100200400600

1-pole30306T30606T31031T32031T34031T36031T

3-pole30308T30608T31033T32033T34033T

–

1-pole60306T60606T61031T62031T64031T66031T

3-pole60308T60608T61033T62033T

––

Catalog Number300V 600V

B 24

FAST ACTING/CLASS T FUSES AMP-TRAP®

Standard Fuse Ampere Ratings, Catalog Numbers

Ampere Catalog Number Ampere Catalog Number Ampere Catalog Number Rating 300V 600V Rating 300V 600V Rating 300V 600V

1 A3T1 A6T1 60 A3T60 A6T60 300 A3T300 A6T3003 A3T3 A6T3 70 A3T70 A6T70 350 A3T350 A6T3506 A3T6 A6T6 80 A3T80 A6T80 400 A3T400 A6T40010 A3T10 A6T10 90 A3T90 A6T90 450 A3T450 A6T450

15 A3T15 A6T15 100 A3T100 A6T100 500 A3T500 A6T50020 A3T20 A6T20 110 A3T110 A6T110 600 A3T600 A6T60025 A3T25 A6T25 125 A3T125 A6T125 700 A3T700 A6T70030 A3T30 A6T30 150 A3T150 A6T150 800 A3T800 A6T800

35 A3T35 A6T35 175 A3T175 A6T175 1000 A3T1000 40 A3T40 A6T40 200 A3T200 A6T200 1200 A3T120045 A3T45 A6T45 225 A3T225 A6T225 50 A3T50 A6T50 250 A3T250 A6T250

AMPERE A B C D F G J RATING In. mm In. mm In. mm In. mm In. mm In. mm In. mm

A3T1-30 .88 22.4 .41 10.3 - - - - - - - - - - 31-60 .88 22.4 .56 14.1 - - - - - - - - - -61-100 2.16 54.9 .81 20.6 .12 3.2 .75 19.0 1.56 39.6 .28 7.1 .82 20.8101-200 2.44 62.0 1.06 26.9 .19 4.8 .88 22.4 1.70 43.2 .34 8.6 .83 21.1

201-400 2.75 69.8 1.33 33.8 .25 6.4 1.00 25.4 1.84 46.7 .41 10.4 .84 21.3 401-600 3.06 77.7 1.62 41.1 .31 7.8 1.25 31.8 2.03 51.6 .48 12.2 .84 21.3601-800 3.38 85.8 2.08 52.8 .38 9.7 1.75 44.4 2.22 56.4 .55 14.0 .88 22.4

801-1200 4.00 102 2.52 64.0 .44 11.2 2.00 50.8 2.53 64.3 .61 15.5 1.03 26.2

A6T

1-30 1.50 38.1 .57 14.5 - - - - - - - - - -31-60 1.57 39.9 .81 20.6 1.51 38.4 1.00 25.4 - - - - - -61-100 2.95 75.0 .82 20.8 .12 3.2 .75 19.0 2.35 59.7 .28 7.1 1.58 40.1101-200 3.26 82.8 1.07 27.2 .19 4.8 .88 22.4 2.51 63.7 .34 8.6 1.61 41.0

201-400 3.62 92.1 1.62 41.3 .25 6.4 1.00 25.4 2.72 69.1 .41 10.4 1.70 43.2401-600 3.98 101.2 2.06 52.4 .31 7.9 1.25 31.8 2.95 75.0 .48 12.2 1.70 43.2601-800 4.33 110.0 2.50 63.5 .37 9.5 1.75 44.4 3.17 80.5 .56 14.1 1.70 43.2

Dimensions

A3T 1-60

A3T 61-1200

A3T

A6T 31-60

A6T 61-800

A6T

A6T 1-30

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d Ed

ition

Emis

sion

s- N

orth

Am

eric

a:

FC

C P

art 1

5/IC

ES 0

03 C

lass

A

Imm

unity

-Eur

ope:

EN

6100

0-4-

2/3/

5/6/

11

Ope

ratin

g Te

mpe

ratu

re:

-20℃

-50℃

(-22

-122

)

Pr

otec

tions

Sh

ort C

ircui

t: E

lect

roni

c cu

rren

t lim

it, m

anua

l res

et

Ther

mal

Cut

back

: Red

uce

outp

ut c

urre

nt if

ther

mal

is o

ver 8

5℃

AC

und

er o

r Ove

r: Sh

ut d

own,

aut

o–re

set.

Rev

erse

Pol

arity

: E

lect

roni

c pr

otec

tion,

aut

o–re

set.

Type

Tab

le

Type

Ba

tter

y Vo

ltage

C

harg

e cu

rren

t

JCW

PC-1

240

12V

40

A

JCW

PC-2

430

24V

30

A

JCW

PC-3

621

36V

21

A

JCW

PC-4

818

48V

18

A

JCW

PC-6

015

60V

15

A

JCW

PC-7

212

72V

12

A

JCW

PC-9

610

96V

10

A

JCW

PC-1

2008

12

0V

8A

JCW

PC-1

4408

14

4V

7A

Che

nnic

Tec

hnol

ogy

Co.

, Ltd

w

ww

.che

nnic

.com

In

stal

latio

n Si

ze

App

endi

x:

Dis

play

pan

el il

lust

ratio

n

O

pera

tion

Indi

catio

n St

and

By:

AC

LED

on

<80%

Cha

rge:

C

harg

ing

with

max

imum

cur

rent

.

>80%

Cha

rge:

80

% L

ED o

n, C

harg

ing

curr

ent i

s cut

ting

dow

n ba

r by

bar.

100%

Cha

rge:

FU

LL L

ED o

n, C

harg

ing

cour

se is

ove

r.

Mai

nten

ance

: A

uto-

rest

art i

f bat

tery

vol

tage

<2.1

V/c

ell o

r 15d

ays e

laps

e

Faul

t ind

icat

ion

Cha

rger

Fau

lt:

AC

& F

AU

LT L

ED o

n, L

ED4

flash

.

Bat

tery

Fau

lt:

AC

& F

AU

LT L

ED o

n, L

ED1

flash

.

Ope

ratin

g In

stru

ctio

ns

1.A

lway

s us

e a

grou

nded

out

let .

Whe

n us

ing

an e

xten

sion

cor

d, a

void

exc

essi

vevo

ltage

dro

p by

usi

ng a

gro

unde

d 3-

wire

cor

d.

2.Th

e ch

arge

will

aut

omat

ical

ly t

urn

on a

nd g

o th

roug

h a

shor

t LE

D i

ndic

ator

self-

test

(AC

on,

els

e fla

sh).

If th

e ch

arge

r is

conn

ecte

d to

bat

tery

pac

k, a

tric

kle

curr

ent

will

be

appl

ied

until

a m

inim

um v

olta

ge.

If t

he c

harg

er i

s us

ed i

n an

of

f-br

oad

appl

icat

ion

and

the

char

ger i

s w

aitin

g to

be

plug

ged

into

a b

atte

ry p

ack

(AC

on,

els

e of

f).

3.O

nce

a m

inim

um b

atte

ry v

olta

ge i

s de

tect

ed,

the

char

ger

will

ent

er t

he b

ulk

char

ging

con

stan

t-cur

rent

sta

ge. I

t will

dis

play

the

curr

ent t

o th

e ba

ttery

on

the

bar g

raph

. The

leng

th o

f cha

rge

time

will

var

y by

how

larg

e an

d ho

w d

eple

ted

the

War

ning

: U

se c

harg

er o

nly

on b

atte

ry s

yste

ms

with

an

algo

rithm

sel

ecte

d th

at i

s ap

prop

riate

to

the

spec

ific

batte

ry t

ype.

Oth

er u

sage

may

cau

se p

erso

nal

inju

ry a

nd d

amag

e. L

ead

acid

bat

terie

s m

ay

gene

rate

exp

losi

ve h

ydro

gen

gas

durin

g no

rmal

ope

ratio

n. K

eep

spar

ks, f

lam

es, a

nd s

mok

ing

mat

eria

ls

away

fro

m b

atte

ries.

Prov

ide

adeq

uate

ven

tilat

ion

durin

g ch

argi

ng. N

ever

cha

rge

a fr

ozen

bat

tery

. Stu

dy

all b

atte

ry m

anuf

actu

res’

spec

ific

prec

autio

ns s

uch

as re

com

men

ded

rate

s of

cha

rge

and

rem

ovin

g or

not

re

mov

ing

cell

caps

whi

le c

harg

ing.

Dan

ger:

Ris

k of

ele

ctric

shoc

k. C

onne

ct c

harg

er p

ower

cor

d to

an

outle

t tha

t has

bee

n pr

oper

ly in

stal

led

and

grou

nded

in a

ccor

danc

e w

ith a

ll lo

cal c

odes

and

ord

inan

ces.

A g

roun

ded

outle

t is

requ

ired

to re

duce

ris

k of

ele

ctric

sho

ck-d

o no

t us

e gr

ound

ada

pter

s or

mod

ify p

lug.

Do

not

touc

h un

insu

late

d po

rtion

of

outp

ut c

onne

ctor

or u

nins

ulat

ed b

atte

ry te

rmin

al. D

isco

nnec

t the

AC

supp

ly b

efor

e m

akin

g or

bre

akin

g th

e co

nnec

tions

to th

e ba

ttery

whi

le c

harg

ing.

Do

not o

pen

or d

isas

sem

ble

char

ger.

Do

not o

pera

te c

harg

er if

th

e A

C s

uppl

y co

rd is

dam

aged

or

if th

e ch

arge

r ha

s re

ceiv

ed a

sha

rp b

low,

bee

n dr

oppe

d, o

r ot

herw

ise

dam

aged

in a

ny w

ay-r

efer

all

repa

ir w

ork

to q

ualif

ied

pers

onal

. Not

for u

se b

y ch

ildre

n.

Che

nnic

Tec

hnol

ogy

Co.

, Ltd

w

ww

.che

nnic

.com

ba

ttery

pac

k is

, inp

ut v

olta

ge (

the

high

er, t

he b

ette

r), a

nd a

mbi

ent t

empe

ratu

res

(the

low

er, t

he b

ette

r).

4.W

hen

the

batte

ry is

at a

ppro

xim

atel

y 80

% s

tate

of

char

ge, t

he b

ulk

stag

e ha

sco

mpl

eted

and

an

> 80

% c

harg

e in

dica

tion

is g

iven

(‘80

%’ L

ED o

n). I

n th

e ne

xt

phas

e kn

own

as th

e ab

sorp

tion

or c

onst

ant-v

olta

ge p

hase

, the

last

20%

of c

harg

e is

then

ret

urne

d to

the

batte

ry. T

he c

harg

ing

coul

d be

term

inat

es a

t thi

s po

int i

f th

e ve

hicl

e re

quire

s im

med

iate

usa

ge, h

owev

er, i

t is

high

ly re

com

men

ded

to w

ait

until

100

% c

harg

e in

dica

tion

is g

iven

to e

nsur

e m

axim

um b

atte

ry c

apac

ity a

nd

life.

5.

A l

ow c

urre

nt “

finis

h-ch

arge

” ph

ase

is n

ext

appl

ied

to r

etur

n an

d m

aint

ain

max

imum

bat

tery

cap

acity

( ‘1

00%

’ LED

on)

. 6.

Whe

n ‘1

00%

’ LED

on,

the

bat

terie

s ar

e co

mpl

etel

y ch

arge

d. T

he c

harg

er m

ayno

w b

e un

plug

ged

from

AC

pow

er (

alw

ays

pull

on p

lug

and

not c

ord

to r

educ

e ris

k of

dam

age

to t

he c

ord)

. If

lef

t pl

ugge

d in

, th

e ch

arge

r w

ill a

utom

atic

ally

re

star

t a

com

plet

e ch

arge

cyc

le i

f th

e ba

ttery

pac

k vo

ltage

dro

ps b

elow

a

min

imum

vol

tage

or 3

0 da

ys h

as e

laps

ed (o

ptio

nal).

7.If

a fa

ult o

ccur

red

anyt

ime

durin

g ch

argi

ng, a

faul

t ind

icat

ion

is g

iven

by

flash

ing

FAU

LT a

nd o

ther

LED

. Det

ail i

nfor

mat

ion

is sh

own

in a

ppen

dix

II.

Mai

nten

ance

Inst

ruct

ions

1.

For f

lood

ed le

ad-a

cid

batte

ries,

regu

larly

che

ck w

ater

leve

ls o

f eac

h ba

ttery

cel

laf

ter

char

ging

and

add

dis

tille

d w

ater

as

requ

ired

to l

evel

spe

cifie

d by

bat

tery

m

anuf

actu

rer.

Follo

w th

e m

aint

enan

ce a

nd s

afet

y in

stru

ctio

ns r

ecom

men

ded

by

the

batte

ry m

anuf

actu

rer

2.M

ake

sure

cha

rger

con

nect

ions

to b

atte

ry te

rmin

als a

re ti

ght a

nd c

lean

.3.

Do

not e

xpos

e ch

arge

r to

oil,

dirt

, mud

or

to d

irect

hea

vy w

ater

spr

ayin

g w

hen

clea

ning

veh

icle

.

Inst

alla

tion

Inst

ruct

ion

WA

RN

ING

: Th

e ou

tput

of

char

gers

will

be

grea

ter

than

48V

may

pos

e an

ene

rgy

and/

or s

hock

haz

ard

unde

r no

rmal

use

. Th

ese

units

mus

t be

ins

talle

d in

the

hos

t eq

uipm

ent

in s

uch

a m

anne

r th

at t

he o

utpu

t ca

ble

and

batte

ry c

onne

ctio

ns a

re o

nly

acce

ssib

le w

ith th

e us

e of

a to

ol b

y qu

alifi

ed p

erso

nnel

. O

ptio

nal f

unct

ion

D

c ba

ttery

con

nect

ion

proc

edur

e:

The

gree

n w

ire o

utpu

ts b

atte

ry v

olta

ge w

hen

the

char

ger i

s no

t plu

gged

into

AC

to

prov

ide

an i

nter

lock

fun

ctio

n –

see

Fig.

1. I

f us

ed,

a us

er-s

uppl

ied

1A f

ast-b

low

ex

tern

al f

use

mus

e be

inst

alle

d in

line

to p

reve

nt d

amag

e. S

horti

ng o

r dr

awin

g m

ore

than

1A

may

dam

age

char

ger a

nd v

oid

the

war

rant

y.

App

endi

x II

Cha

rgin

g St

atus

Des

crib

e

Num

St

atus

D

escr

ibe

Rea

son

& H

andl

e

1 A

C li

ght

STA

ND

BY

2 A

C li

ght，

othe

rs fl

ash

SELF

TES

T

3 A

C、

LED

1 lig

ht

char

ging，

curr

ent i

s 25%

4 A

C、

LED

1、LE

D2

light

char

ging，

curr

ent i

s 50%

5 A

C、

LED

1、LE

D2、

LED

3 lig

ht

char

ging，

curr

ent i

s 75%

6 A

C、

LED

1、LE

D2、

LED

3、LE

D4

light

char

ging，

curr

ent i

s 100

%

7 A

C、

80%

ligh

t ch

argi

ng，

batte

ry is

80%

char

ged

8 A

C、

FULL

ligh

t ba

ttery

is 1

00%

cha

rged

9 A

C、

FAU

LT

light

，

LED

1 fla

sh

Bat

terie

s are

not

righ

t. B

atte

ry is

not

con

nect

ed ri

ghtly

.

10

AC、

FAU

LT

light

，

LED

2 fla

sh

Ove

r hea

t C

harg

er is

cov

ered

or

air

is n

ot

flow.

11

AC、

FAU

LT

light

，

LED

3 fla

sh

Ove

r cur

rent

D

isco

nnec

t the

cha

rger

from

AC

inpu

t, an

d re

conn

ect t

o A

C, i

f it

happ

ens

agai

n, t

here

is

som

e

faul

t in

char

ger.

12

AC、

FAU

LT

light

，

LED

4 fla

sh

AC

vol

tage

is to

o lo

w

AC

vol

tage

is lo

wer

than

90V

.

13

AC、

FAU

LT

light

，

LED

1/LE

D4

flash

AC

vol

tage

is to

o hi

gh

AC

vol

tage

is h

ighe

r tha

n 26

5V.

14

All

LED

S ar

e rig

ht,

exce

pt F

AU

LT

TEST

IN C

OM

PAN

Y

15

All

LED

S ar

e fla

shin

g,

exce

pt F

AU

LT

TEST

IN C

OM

PAN

Y

Che

nnic

Tec

hnol

ogy

Co.

, Ltd

w

ww

.che

nnic

.com

In

stal

latio

n &

Saf

ety

Inst

ruct

ions

Our

cha

rger

has

bee

n de

sign

ed t

o pr

ovid

e sa

fety

and

rel

iabi

lity.

It

is i

mpo

rtant

to

obse

rve

the

follo

win

g pr

ecau

tions

and

ins

talla

tion

inst

ruct

ions

in

orde

r to

avo

id

dam

age

to p

erso

ns a

nd t

o th

e ba

ttery

cha

rger

. Fo

r fu

rther

ref

eren

ce k

eep

the

inst

ruct

ion

in a

pro

per p

lace

. 1.

Fix

the

batte

ry c

harg

er to

a s

tabl

e su

rfac

e w

ith th

e ho

les

inse

rted

on th

e m

ount

ing

tabs

. In

case

of i

nsta

llatio

n on

a v

ehic

le, i

t is a

dvis

able

to u

se a

nti-v

ibra

tion

supp

orts

. 2.

Pref

erab

ly th

e ch

arge

r sho

uld

be in

stal

led

in th

e ve

rtica

l pos

ition

with

radi

ator

fins

verti

cal.

A s

pace

of

10cm

abo

ve g

roun

d sh

ould

be

vaca

ted,

to e

nsur

e it

is v

entil

ated

. N

ever

inst

all i

n th

e ve

rtica

l pos

ition

with

fins

faci

ng d

own.

Ref

er to

dra

win

g be

low：

3.En

sure

all

heat

dis

sipa

ting

parts

are

not

obs

truct

ed to

avo

id o

verh

eatin

g. D

o no

t put

the

batte

ry c

harg

er n

ear a

ny h

eat s

ourc

es. M

ake

sure

that

free

spac

e ar

ound

the

batte

ry

char

ger i

s suf

ficie

nt to

pro

vide

ade

quat

e ve

ntila

tion

and

easy

acc

ess t

o ca

ble

sock

ets.

4.Fo

r saf

ety

and

elec

trom

agne

tic c

ompa

tibili

ty th

e ba

ttery

cha

rger

has

a 3

-pro

ng p

lug

that

will

onl

y pl

ug in

to a

pro

per g

roun

ded

outle

t. 5.

To a

void

dam

agin

g th

e po

wer

cor

d, d

o no

t put

any

thin

g on

it o

r pl

ace

it w

here

itw

ill b

e w

alke

d on

. If t

he c

ord

beco

mes

dam

aged

or f

raye

d, re

plac

e it

imm

edia

tely

. 6.

If y

ou a

re u

sing

an

exte

nsio

n co

rd o

r po

wer

stri

p, m

ake

sure

that

the

tota

l of

the

ampe

res

requ

ired

by a

ll th

e eq

uipm

ent

on t

he e

xten

sion

is

less

tha

n th

e ex

tens

ion’

s ra

ting.

7.

Verif

y th

at t

he s

elec

ted

char

ging

cur

ve i

s su

itabl

e fo

r th

e ty

pe o

f ba

ttery

to

bere

char

ged.

8.

In o

rder

to a

void

vol

tage

dro

p, th

e ou

tput

cab

les

mus

t be

as s

hort

as p

ossi

ble,

and

the

diam

eter

mus

t be

adeq

uate

for t

he o

utpu

t cur

rent

. 9.

Do

not t

ry to

ser

vice

the

batte

ry c

harg

er y

ours

elf.

Ope

ning

the

cove

r m

ay e

xpos

eyo

u to

shoc

k or

oth

er h

azar

ds.

10.If

the

batte

ry c

harg

er d

oes n

ot w

ork

corr

ectly

or i

f it h

as b

een

dam

aged

. Unp

lugg

ed

it im

med

iate

ly fr

om th

e su

pply

sock

et, f

rom

the

batte

ry a

nd c

onta

ct a

reta

iler.

11.I

n th

e ca

se o

f the

rmal

com

pens

atio

n fo

r the

bat

tery

vol

tage

. It i

s nec

essa

ry to

pla

ceth

e th

erm

al s

enso

r in

the

area

of

the

high

est b

atte

ry te

mpe

ratu

re, s

uch

as b

etw

een

2 ba

tterie

s nea

r the

cen

ter o

f the

pac

k

For m

ore

info

rmat

ion

plea

se c

onta

ct u

s dire

ctly

at s

ales

@ch

enni

c.co

m

Chennic Technology Co., Ltd

www.chennic.com

CHENNIC Isolated DC-DC Inverter

(JCDI30)

Description

JCDI30 series isolated DC/DC converter applies advanced technology

and is configured specifically for electric vehicles. It is very suitable to

supply power to the lamp and audio system as it is very stable and clean.

The advantages of high efficiency, stability and compact size, are achieved

by adopting the advanced high frequency technology. It is sealed by silica

glue to get water and vibration proof, which ensures the stability of the

vehicle in atrocious condition.

It also can be used as a charger to charge the 12V battery in the electric

automobile according to the customer’s requirement.

Current equalizer is built in, which makes converters work in parallel

possible in order to enlarge the capability.

Specifications

Input Voltage: 36V 48V 60V 72V 96V 120V 144V 156V

Output Voltage: 13.8V @0A （Can be used to charge battery）

12.0V @30A（typical）

Output Current: 30A

Maximum Efficiency: ≥90%

Environmental Enclosure: IP68

Shock and Vibration: SAEJ1378

Safety-North America: UL2202/UL1564 2nd Edition

Emissions- North America: FCC Part 15/ICES 003 Class A

Immunity-Europe: EN61000-4-2/3/5/6/11

Operating Temperature: -20℃-50 (℃ -22-122)

Protections

Water and Vibration Proofed: All sealed by silica glue to get water and

vibration proof, which is suitable for all

kinds of condition.

Input reverse polarity protection: Shut down, auto–reset.

Water Proofed Fuse: Input or output fuse, simple wiring.

Short Circuit: Shut down with little plus current, auto–reset, ensure the wire

safety.

Superheating Cutback: Reduce output current if the temperature is over 65℃,

ensure the continuous power for your car.

Input Reverse Polarity: Electronic protection, auto–reset.

Input Low Protection: Shut down, auto–reset, prevent the battery from over

discharging

Type Table

Type Battery

Voltage

Operate

Range

Output

Voltage

Output

current

JCDI30-3612 36V 28.1—48.7V 12V 30A

JCDI30-4812 48V 37.5—65.0V 12V 30A

JCDI30-6012 60V 47.0—78.0V 12V 30A

JCDI30-7212 72V 56.5—94.0V 12V 30A

JCDI30-9612 96V 72.0—130.0V 12V 30A

JCDI30-12012 120V 76.0—145.0V 12V 30A

JCDI30-14412 144V 120.5—195V 12V 30A

Note: other voltage is available

Wire

Note：It will cause problem when disconnecting the output as input.

Installation Size

D E S C R I P T I O N

Curtis Models 1236 and 1238 provide advanced control of AC induction motors performing on-vehicle traction drive or hydraulic pump duties. They offer vehicle developers a highly cost-effective combination of power, performance and functionality.

A P P L I C A T I O N

Designed primarily for use on medium to large material handling vehicles such as counterbalance or warehouse trucks. The Model 1236 is equally suitable for Light-On-Road passenger vehicles and utility vehicles. The larger Model 1238 is also intended for use on all heavy-duty applications such as Tow Tractors and Airport Ground Support Equipment (GSE).

Only Curtis AC can offer:

• Curtis VCL -Vehicle Control Language is an easy touse programming language that allows vehicle developersto write powerful logic functions and create a ‘virtual systemcontroller’. Curtis offers customers VCL development toolsand training. Curtis also provides a VCL service where Curtisengineers will work with the OEM to create any custom VCLcode required.

• Indirect Field Orientation (IFO) vector control algorithmgenerates the maximum possible torque and efficiency acrossthe entire speed range. Advanced Curtis IFO vector controlprovides superb drive ‘feel’, improved speed regulation andincreased gradeability.

• Curtis Auto-Tune function enables quick and easycharacterization of the AC motor without having to removeit from the vehicle. Curtis AC controllers are fully compatiblewith any brand of AC motor.

• Dual-Drive functionality is standard, allowing correctcontrol of vehicles such as 3-wheel counterbalance trucks orother applications featuring twin traction motors. This functionensures smooth and safe operation, minimal tire wear andcorrect load sharing between the traction motors at all times.

• Configurable CANbus connection allows communicationwith other CANbus enabled devices. These models areCANopen compatible and can be further customized andconfigured using VCL.

• Integrated System Controller - More than just motorcontrollers, they are also powerful system controllers. Theyfeature a comprehensive allocation of multi-function I/O pinsfor use as analog inputs, digital inputs, contactor coil driversand proportional valve drivers. In addition to this local I/O,these controllers can use VCL to map and configure the remoteI/O available on other CANbus devices, send messages toCAN displays and thus control and monitor the entire system.

1236

1238

M O D E L 1 2 3 6 / 1 2 3 8

AC INDUCT ION MOTOR CONTROL L ERS

www.curtisinstruments.com

F E A T u R E S

Advanced functionality, compact power

• High frequency, silent operation across the 0-300Hz statorfrequency range.

• Models available for 350-650A output at 24-80V systemvoltages. These are true 2 minute RMS ratings, not shortduration ‘boost’ ratings.

• Powerful operating system allows parallel processingof vehicle control tasks, motor control tasks and userconfigurable programmable logic.

• Advanced Pulse Width Modulation techniques produce lowmotor harmonics, low torque ripple and minimized heatinglosses, resulting in high efficiency.

Patents Pending

Unmatched Flexibility

• Programmable for either traction or pump applications.

• Field upgradeable software.

• Integrated Battery state-of-charge algorithm and hour meter.

• Multi-ModeTM provides user-selectable vehicle operatingprofiles.

• Fully-featured generic software and VCL for typicalWarehouse Truck applications is included.

• Comprehensive programming options and VCL allow otherapplications to be easily supported.

• Curtis hand-held or PC Windows programming tools provideeasy programming and powerful system diagnostic tools.

• Integrated status LED provides instant diagnostic indication.

Robust Safety and Reliability

• Insulated Metal Substrate power base provides superior heattransfer for increased reliability.

• Fail-Safe power component design.

• Redundant hardware watchdog timers.

• Reverse polarity protection on battery connections.

• Short circuit protection on all output drivers.

• Thermal cutback, warning, and automatic shutdown provideprotection to motor and controller.

• Rugged sealed housing and connectors meet IP65environmental sealing standards for use in harshenvironments.

2 Min RMS 2 Min RMS Model Battery Voltage Current Rating Arms Power Rating

V (A) (kVA)1236-44XX 24-36 400 16.61236-45XX 24-36 500 20.91238-46XX 24-36 650 25.41236-53XX 36-48 350 19.71236-54XX 36-48 450 24.81238-54XX 36-48 450 25.51238-56XX 36-48 650 36.31236-63XX 48-80 300 28.11238-65XX 48-80 550 51.3

F E A T u R E S con t inued

The Curtis Model 840 LCD Multifunction display contains 8 large, easy to read characters to provide display of battery discharge (BDI), hour meter and error messages. Built-in backlight is also available.

The Curtis model 1352 CANbus I/O expansion module features 9 I/O pins, including 6 proportional valve drivers. This module can be used to further expand the I/O capability of Curtis AC motor controllers using VCL.

The Curtis Model 1311 Handheld Programmer is ideal for setting parameters and performing diagnostic functions.

Contact Curtis to obtain the VCL Vehicle Control Language compiler and development tools.

M O D E L 1 2 3 6 / 1 2 3 8

M O D E L C H A R T

S Y S T E M A C C E S S O R I E S

Meets or complies with relevant US and International Regulations

EMC: Designed to the requirements of EN12895Safety: Designed to the requirements of EN1175IP65 Rated per IEC 529UL recognizedRegulatory compliance of the complete vehicle system with the controller installed is the responsibility of the vehicle OEM.

B-

B+

FUSE

U V W

M8 ø 1.25,6 plcs

19

80

85

212232

10 (0.4)

Status LEDs

7 dia.,4 plcs

165

145

B-

B+

FUSE

U W

M8 ø 1.25,6 plcs

19

80102

212232

10 (0.4)

Status LEDs

7 dia.,4 plcs

275

255

V

C O N N E C T O R W I R I N G

ENCPHASE

B

123

456789101112

242526272829303132333435

1314151617181920212223

KSI

PROP DRIVER

DRIVER 4

DRIVER3

DRIVER 2

DRIVER 1

I/O GND

SW2/ANA2

SW3

SW4

SW5

SW6

PGM

THR WIPER

POTLOW

DIGOUT2

SW7

SW1/ANA1

COILRETURN

+12V

+5V

THR POT HI

BRK POT HI

TX

BRK WIPER

RX

ANAOUT

DIGOUT 1

ENCPHASE

A

CAN TERM H

SW8

CAN H

CAN L

CAN TERM L

1236 1238

M O D E L 1 2 3 6 / 1 2 3 8

D I M E N S I O N S m m

KSISWITCH 1/ANA 1

ANALOG OUT (0-10)

SWITCH 3

SWITCH 4

SWITCH 5

SWITCH 6

SWITCH 7

SWITCH 8

COILRETURN

DRIVER 1

DRIVER 2DRIVER 3

DRIVER 4 KEYS

WIT

CH

ENCODER

BATTERY

I/O GROUND

CAN H

SERIALPORT

SWITCH 2/ANA 2

THROTTLEPOT HIGH

THROTTLEWIPER

POT 2WIPER

POT LOW

J1-24

J1-30

J1-9

J1-10

J1-11

J1-12

J1-22

J1-33

J1-8

J1-7

J1-15

J1-16

J1-17

J1-18

20A

J1-13

J1-6

J1-5J1-4

J1-3

J1-1

J1-23

J1-35CAN LCAN PORT}

TX

RX

J1-28

J1-29

3

1

2

4

} SERIAL PORT4 PIN MOLEX

J1-7I/O GROUND

J1-25+12V

MAI

N

E/M

BR

AKE

INTERLOCK

FORWARD

REVERSE

THR

OTT

LE P

OT

POT

2

PV DRIVER J1-2

J1-21CAN TERM HJ1-34CAN TERM L

Short for 120Ohm TerminationPOT 2

HIGHJ1-27

PRO

P. V

ALVE

865

DISPLAY

SPEEDENCODER

B+

U

V

W

B-

MAIN

J1-31J1-32J1-7

J1-26+5 V

I/O Gnd

PHASE APHASE B

1243

AC MOTOR

J1-19

J1-20DIGITAL OUTPUT 7DIGITAL OUTPUT 6

EMR CHECK(OPTIONAL)

EM REV.

MODE

MOTORTEMP. INPUT

T

840

T Y P I C A L W I R I N G

M O D E L 1 2 3 6 / 1 2 3 8

Specifications subject to change without notice. 50095 REV K 12/09©2009 Curtis Instruments, Inc. is a trademark of Curtis Instruments, Inc.

WA R R A N T Y Two year limited warranty from time of delivery.

S ER IA L DATA D I SP LAY

D E S C R I P T I O N

Displays various system parameters, such as battery state-of-charge, operating hours or maintenance status from a Curtis motor controller or other serial communication source.

A P P L I C A T I O N

Curtis Model 840 is ideal for use in material handling vehicles such as pallet trucks, walkies, stackers and order pickers as well as other equipment with a need to display data using a dedicated unidirectional asynchronous serial signal.

F E A T U R E S

• Attractive, easy-to-read, 8 character dot matrix Liquid CrystalDisplay enhances the look of any vehicle.

• Two display versions available:

3 LEDs -green to indicate that hour meter is being displayed,amber to indicate that battery state-of-charge is beingdisplayed and red to indicate that a fault has occurred.

6 LEDs -five green to indicate battery state-of-charge and onered to indicate that a fault has occurred.

• Standard models display hours of use, battery state-of-chargeand messages from a Curtis motor controller.

• Interfaces directly to Curtis motor controllers and displaysvarious system parameters.

• Molded-in rear Molex style connector provides a low-cost,rugged and reliable installation.

• Front sealed (IP65) for use in harsh environments.

Options

• Heater version available for freezer applications.

• Backlighting for reading in low lit environments.

M O D E L 8 4 0

www.curtisinstruments.com

58.4

43.6MAX.

8.9 MAX.

57.8MAX.

42.5MAX.

51.5MAX.

MAX

CURTIS LOGO ORCUSTOM LOGO(IF REQUIRED)

LED1SERVICE INDICATOR(RED LED)

LED2BDI INDICATOR(YELLOW LED)

LED3HOURMETER INDICATOR

(GREEN LED)

LCD 18 ALPHA-NUMERICCHARACTER, DOT-MATRIXLCD DISPLAY

8 5

4 1

LABEL

"U"CLAMP FOR .03 TO .25PANEL THICKNESS

BLACK BEZEL

58.4

43.6MAX.

8.9 MAX.

57.8MAX.

42.5MAX.

51.5MAX.

MAX

8 5

4 1

Function CommentsN.C.N.C.B+ =24V Optional Heater B+ =24V (Freezer Unit Only)B+ =36V Optional Heater B+ =36V (Freezer Unit Only)POWER IN + +12V/+15V From PMC Motor ControllerRECEIVE Communication InputN.C. POWER IN - Common From Motor Controller

Pin No.12345678

CONNECTOR PINOUT

Note: In addition to a “U” clamp and thumbnuts/washers shown in the drawing, individually packed units are provided with a mating connector and female pins. Bulk packed units are provided with a “U” clamp and hex nuts/washers only.

M O D E L 8 4 0

D I M E N S I O N S m m

M O D E L C H A R TModel Housing Operating Voltage Temperature Rating Backlighting Input LED # Logo

840 R 015R S N A 101 -0

015R = 12VDC S = -10ªC to +70ªC N = No B/L A = Std 101 = 3 LED O = Curtis

F = -40ªC, +70ªC B = Backlit 102 = 6 LED N = No Logo

• Display:8-character, alphanumeric, dot-matrix LCD with optionalbacklighting.

• Operating Voltage Range:12.0 to 15.0 VDC

• Operating Temp. Range:-10°C to +70°C (Standard Model)-40°C to +70°C (Freezer Model)

• Storage Temp. Range:-40°C to +70°C

• Shock & Vibration:Meets SAE J 1378 (Jul 98)

• Enclosure Protection:IP65 (Face), IP40 (Rear)

• Mating Connector:Molex 8 pin, 39-01-2085

S P E C I F I C A T I O N S

WA R R A N T Y Two year limited warranty from time of delivery.

Specifications subject to change without notice 50102 REV D 3/09©2009 Curtis Instruments, Inc. is a trademark of Curtis Instruments, Inc.

Xantrex Technology Inc.Headquarters8999 Nelson WayBurnaby, British ColumbiaCanada V5A 4B5800 670 0707 Toll Free604 420 1591 Fax

541 Roske Drive, Suite AElkhart, Indiana USA 46516800 446 6180 Toll Free574 294 5989 Fax

www.xantrex.com

© 2008 Xantrex Technology Inc. All rights reserved. Xantrex and Smart choice for power are trademarks of Xantrex International, registered in the U.S. and other countries. Printed in Canada

LinkPRO / LinkLITE Battery Monitors

Battery Status At A GlanceDefining the amount of energy available in a battery is a complex task since battery age, discharge current and temperature all influence the actual battery capacity. High performance measuring circuits, along with complex software algorithms, are used to exactly determine the remaining battery capacity. A new shunt selection feature enables the LinkPRO and LinkLITE to measure currents up to 10,000 and 1,000 amps respectively.

The LinkPRO and LinkLITE selectively displays voltage, charge and discharge current, consumed amphours, remaining battery capacity and the LinkPRO also displays the time remaining of your battery bank. Using a clear backlit LCD Display and an intuitive user interface, all parameters can be recalled with just a button press. A second battery input is also provided to monitor voltage on a second battery bank.

The LinkPRO and LinkLITE are equipped with an internal programmable alarm relay, to run a generator when needed or to turn off devices when the battery voltage exceeds programmable boundaries.

Performance FeaturesRead your battery bank like a fuel gauge Provides critical information about the status of your battery bank Displays voltage, current, consumed amphours and remaining battery capacitySecondary battery bank voltage monitoring Auto sensing battery voltage inputsLarge backlit LCD Display Quick nut mounting construction Programmable alarm relay Shunt selection capability enables flexible system integrationSplash proof frontpanel 500 Amp shunt includedCE and e-mark certified

LinkPRO Additional Performance FeaturesDisplays time remaining Communication/expansion portStores a wide range of history events in internal memoryAdvanced programmable alarm relay Battery temperature sensor input

© 2008 Xantrex Technology Inc. All rights reserved. Xantrex and Smart choice for power are trademarks of Xantrex International, registered in the U.S. and other countries. Printed in Canada

General Specifications

Regulatory & Environmental Compliance

Models LinkPRO LinkLITE

Operating temperature 3 -20 to 50°C -20 to 50°C

Battery monitor dimensions

· Front panel ∅ 2.54” (64mm) ∅ 2.54” (64mm)

· Body diameter ∅ 2.05” (52mm) ∅ 2.05” (52mm)

· Total depth ∅ 3.11” (79mm) ∅ 3.11” (79mm)

Shunt dimensions

· Footprint 1.77 x 3.43” (45 x 87mm) 1.77 x 3.43” (45 x 87mm)

· Height 0.67” (17mm) base / 1.38” (35mm) terminal bolts 0.67” (17mm) base / 1.38” (35mm) terminal bolts

Weight

· Battery monitor weight 0.21 lb (95 g) 0.21 lb (95 g)

· Shunt weight 0.32 lb (145 g) 0.32 lb (145 g)

Warranty One year One year

Part Numbers 84-2031-00 84-2030-00

Models LinkPRO LinkLITE

Supply voltage range 9 to 35 Vdc 9 to 35 Vdc

Supply current 1

· @ Vin = 12 Vdc 9 mA 9 mA

· @ Vin = 24 Vdc 7 mA 7 mA

Input voltage range

· Main battery 0 to 35 Vdc 0 to 35 Vdc

· Auxiliary battery 2 to 35 Vdc 2 to 35 Vdc

Input current range 2 -9999 to +9999A -999 to +999A

Battery capacity range 20 to 9990A 20 to 999A

Readout resolution

· Voltage (0 to 35V) ± 0.01V ± 0.1V

· Current 0 to 199A (± 0.1A) 0 to 99A (± 0.1A)

· Current 200 to 9999A (± 1A) 100 to 999A (± 1A)

· Amphours 0 to 199Ah (± 0.1Ah) 0 to 99Ah (± 0.1Ah)

· Amphours 200 to 9999Ah (± 1Ah) 100 to 999Ah (± 1Ah)

· State-of-charge ± 0.1% ± 1%

· Time-to-go (0 to 99hrs) ± 1 minute n/a

· Time-to-go (100 to 240hrs) ± 1 hour n/a

· Temperature (-20 - +50˚C) 2 ± 0.5˚C n/a

Voltage measurement accuracy ± 0.3% ± 0.3%

Current measurement accuracy ± 0.4% ± 0.4%

LinkPRO / LinkLITE Battery Monitors

Electrical Specifications

AccessoriesTemperature sensor - 32ft (10m) 854-2022-01 n/a

Communication kit 854-2019-01 n/a

Connection kit - 50ft (15m) 854-2021-01 854-2021-01

EMC Directive 2004/108/EC (EN61000-6-2 and -6-3). Automotive EMC Directive 95/54/EC. RoHS Directive 2002/95/EC1 Measured with backlight and alarm relay turned off.2 Only available when optional temperature sensor is connected.3 Depends on selected shunt. With standard delivered 500A/50mV shunt (350A continuous), the range is limited from -600 to +600A.

Note: Specifications subject to change without notice.

SPECIFICATION SHEET

2655 Napa Valley Corporate Dr., Napa, CA 94558 Phone: (707) 226-8600 Fax: (707) 226-9670 Date: February, 2001 Rev: 00

Charger Inlet 15A, 125V

NEMA 5-15P

Catalog Number: 150BBI

Item: Charger inlet, straight blade, dust resistant

Rating: 15 amperes, 125 volts, NEMA Configuration 5-15P

Materials: All rigid plastic parts are nylon with CTI greater than 600 volts. Sealing cover and rear protective boot are vinyl/nitrile compound. Blades are nickel-plated brass.

Terminals: Tempered brass, nickel-plated lug style, Perma-Lock™ design. Terminals visible through clear end cap.

Terminal Identification: Terminal screws are color coded. Ground wire entrance hot stamped green and marked "GR." Line wire entrance hot stamped black.

Mounting Means: Either front mount by three #6 x 5/8 screws (provided) or rear mount by 1½" conduit locknut (provided).

Listings: UL listed, File E57672 CSA certified, File LR81290

Dimensions:

Industrial-Grade Cable

28

Mining

Product Construction: Conductor:

stranded bare copper per ASTM B-172 Class M

Jacket:®, orange

Jacket Marking:®

WELDING CABLE FT-1®

ARC WELDING CABLE FT-1 TYPE RHH OR

Applications:

hoists, cranes or other applications where flexible power leads must be installed in conduit, raceways or trays

Features:

applications

in replacement costs, maintenance cost and downtime

Industry Approvals:

Packaging:

Super Vu-Tron® Welding Cable

Suggested Ampacities:For 600 Volt In-Line Applications

AWG AMPERES AWG AMPERES1246

Appendix J Ampacities for portable cable in accordance

May not be suitable for all installations per National Electrical Code®.

WELDING CABLE AMPACITIESSINGLE CONDUCTOR

length in feet for total circuit for secondary voltages only – do not use this table for 600 Volt in-line applicationsAMPS 100' 150' 200' 250' 300' 350' 400'

4 4 2 2 14 2 12 11

REQUIRED CABLE SIZES SHOWN IN AWG NUMBERS

These values for curren

SUPER VU-TRON® WELDING CABLE—UL/CSA—CLASS M—34 AWG STRANDING

CATALOGNUMBER

COND. SIZE (AWG)

CONDUCTORSTRAND

NOMINAL O.D. APPROX.NET WT.LBS/M'(S)

STD.CTN.INCHES mm

01768 6 125

01767 4 191

01766 2 1666/34 259

01765 1 13.46 331

01764† 14.61

01763† 511

01762† 17.78 615

01761† 5225/34 844(S) Actual shipping weight may vary.†

18 Casella Place, Kewdale WA 6105, Australia :: Ph: (08) 9353 1794 :: http://www.evworks.com.au

EV Fuel Gauge DriverInstallation and Instructions For Use

Introduction

The single most important piece of information every EV driver needs to know is the state of charge of their battery. This device offers an elegantly simple solution, using the vehicle’s original fuel gauge to display your EV battery’s state of charge. As well as simplifying installation, using the original fuel gauge offers the most intuitive feedback for drivers, particularly those unfamiliar with EV technology.

Installation

Disconnect one of the cables from your battery pack, insert it through the hole in the blue current sensor, then reconnect. The top side of the current sensor (with the writing on it) should be oriented towards the negative terminal of your battery pack.

Make sure the Fuel Gauge Driver itself is secured so it doesn’t move around while driving. There are four 3mm holes at the corners of the unit which may be used for fastening the device to a mounting bracket.

The black wire must be connected to ground and the red wire goes to a permanent 12V supply. You may optionally have a switch on the 12V line. Cutting power to the device will reset it (to the Full position).

The white wire attaches to the fuel tank sensor wire from your instrument cluster (the wire which originally went to the sensor in your petrol tank).

Tuning

Adjustment of the device is achieved via the single blue tuning pot on the circuit board. Turn anticlockwise for smaller packs (down to about 20Ah), and clockwise for larger packs (up to about 500Ah).

Initial calibration is usually performed during a discharge cycle. After installing the Fuel Gauge Driver, drive the vehicle until the pack is getting low (for lithium packs 3.2V per cell is a good benchmark) then turn the pot until the fuel gauge needle sits on Empty.

We recommend setting the Empty point to be around an 80% discharge (i.e 20% capacity remaining) to provide a small safety buffer and to discourage drivers from frequent deep discharges, but you are free to set the Empty point at whatever depth of discharge you prefer.

“Gotchas”

The EV Fuel Gauge Driver only offers an indication of battery state of charge, and while its current sensor is quite accurate the non-linear nature of some vehicle fuel gauges can result in an imprecise reading. It should always be used in conjunction with a good battery management system which can ensure that the battery cannot be damaged through overcharging or overdischarging.

When the Fuel Gauge Driver is first powered up, it calibrates the zero point of the current sensor, so it is paramount that the current flowing at this time is truly zero. It is important that your EV does not have any parasitic loads on the traction pack when the key is off. (In fact it is considered bad practice for any devices to be running off the traction pack when the key is off, partly for safety reasons, plus they can flatten the battery if the vehicle is left idle for extended periods of time.)

The EV Fuel Gauge Driver is proudly designed and manufactured in Australia by EV Works.

ZEVA

Fuel Gauge Driver Plus v1.1

Mini Manual

Introduction1.The ZEVA Fuel Gauge Driver Plus (FGD+) provides an intuitive solution for monitoring three important aspects of your Electric Vehicle (EV):

• Battery State of Charge (SoC), displayed on the vehicle’s factory fuel gauge.

• Instantaneous current flow, displayed on the vehicle’s factory tachometer.

• Low battery warning light, using a standard LED installed installed on the dash.

As well as simplifying installation, reusing factory gauges offers drivers the most intuitive feedback, particularly those unfamiliar with EV technology.

Zero Emission Vehicles Australia http://ww.zeva.com.au

Installation2.The device should be rigidly fastened to the vehicle using the integrated mounting bracket. It should be installed where it is protected from the elements. It is usually most convenient to mount close to either the positive or negative battery terminal.

Route the power cable from the battery through the blue toroidal current sensor. Ensure that all loads in your traction circuit (including charger, DC/DC converter) are con-nected to the traction circuit after the FGD+ or they will not be monitored. The diagram below shows recommended installation locations in a typical EV circuit:

The fl w of conventional current should go from the back to the front through the blue toroidal current sensor – that is, the side with the mounting bracket attached should be oriented towards the positive terminal.

Wiring3.The FGD has fi e I/O pins as shown on the diagram right. All wiring should be referenced to the vehicle’s 12V electrical system, not the traction circuit.

• Pin 1: Permanent 12V supply. The device must be pow-ered at all times (not ignition switched) to ensure current fl w is monitored even when the key is off.

• Pin 2: Ground, or vehicle body.

• Pin 3: To fuel gauge, replacing the wire originally go-ing back to the sensor in your fuel tank.

• Pin 4: Low SoC LED. This provides a 5V 5mA outputwhich may be used to drive a standard LED installed in the dash.

• Pin 5: To the tachometer, replacing the original wirecoming from the vehicle’s engine tach sensor.


The FGD+ calibrates the zero point of its current sensor during the first 2 seconds after being powered up. It is important to ensure that there is zero current fl w through the traction circuit during this period to ensure accurate calibration. (If you have a master switch in your traction circuit, turn it off before powering up the FGD+.)

If the device loses power, it will reset to 100% SoC. The rationale behind this is to offer a simple method for resynchronizing the state of charge at the end of a charge cycle if you experience any SoC drift. As above, ensure there is zero current fl wing in the traction circuit when resetting to ensure accurate zero point calibration on startup.

Calibration4.The FGD+ is calibrated using three 25-turn adjustment pots and a pair of DIP switches. The pots are adjusted with a small flat-blade screwdriver. The limits of travel at each end are indicated by a gentle clicking as you turn the pot.

• Pot 1, full position adjustment: Turn this pot to changethe fuel gauge needle position when Full (100% SoC). This calibration is best performed when the device first powers up. (Note: you may need your ignition key on for the fac-tory gauge itself to activate.)

• Pot 2, rate and direction: This pot allows you to tune thedevice for your battery pack, with an approximate calibra-tion range of 200Ah to -200Ah (i.e for gauges with reversed operation). Mimimum capacity settings are found at each end, and the sensor polarity swaps in the middle as shown in the diagram, below.

Capacity calibration is best performed dur-ing one full-depth discharge cycle. After a full charge simply drive the vehicle to its maximum range (3.2V/cell for LiFePO4 or 12V/batt for PbA is a good reference point) then adjust the tuning pot until the needle sits on empty. Some older vehicles have very slow-moving fuel gauge needles so some patience may be required!

• Pot 3, position for low SoC warning light: Adjusting this pot will change the SoC atwhich the low battery warning LED output switches on. It is automatically polarised relative to the direction set with Pot 2.

• DIP switches: Use these two switches to adjust the scaling of the tachometer drive.For a typical tachometer, expected pulses per rev will be half the number of cylinders the original engine had, e.g for an ex-4 cylinder vehicle, set 2 pulses per rev for cor-rect scaling on the tachometer. Units displayed will be in hundreds of amps, instead of thousands of RPM. Switch positions as follows:

0: 1p/rev (2cyl) 1: 2 p/rev (4cyl) 2: 3p/rev (6cyl) 1&2: 4p/rev (8cyl)


Tech note on SoC synchronization5.The FGD+ uses 100% SoC as it’s synchronization point. Once it hits 100% SoC, it will ignore any further charge current. Lithium batteries have approx 1% charge inefficien y, which means your charger will usually put 1% more energy in to the cells than you can get back out. This 1% is useful to give the FGD+ a brief synchronisation window at the top-of-charge, to compensate for any SoC drift from measurement inaccuracy. In most cases, it will allow the FGD+ to maintain synchronization with your pack’s SoC transparently.

The device does not stop counting current fl w when it hits 0% SoC, so you can recali-brate your low point anytime without truncating the SoC counter.

Accuracy and SoC drift6.This device uses a Hall Effect sensor to measure current fl w. Whilst offering good accu-racy and linearity, they can suffer from a small amount of zero-point drift and inaccuracy when measuring very low levels of current. If a vehicle is not driven or charged for a period of weeks or longer, the FGD may have accumulated SoC error due to quiescent current fl w. In such cases simply recharge your pack, then reset the FGD (via power cycle) to allow it to resynchronize.

This device should only be used to give an indication of the battery’s SoC, and can not replace a battery management system (BMS) for protecting your cells from overcharging or over-discharging.

Advice for use in modern vehicles, or with digital gauges7.Some digital and aftermarket fuel gauges are more particular about the input signal they receive, and some modern vehicles perform error checking on the input. If the FGD doesn’t seem to be working with your gauge, you can try putting a resistor between the FGD+ and gauge, usually in the order of 10-30 ohms (depending on your gauge).

If using a programmable aftermarket gauge, for best performance select an input resis-tance range with a small value for Full and a large value for Empty, then add an inline resistor equal to the Full resistance.

Specifications in brief8.• Power supply input voltage: 9-30VDC

• Power consumption: Approx 35mA.

• Current range: ±1200A

• Capacity range: Approx 10-200Ah (some variation depending on OEM gauge behaviour)

• Traction circuit voltage range: Limited by power cable insulation rating

• Reverse voltage protected and fuse protected

The ZEVA Fuel Gauge Driver is proudly designed and manufactured in Australia.


356A Speedster

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