MANUAL

1209B/1221B
1221C/1231C
MOTOR CONTROLLERS

© 1999 CURTIS INSTRUMENTS, INC.

DESIGN OF CURTIS PMC 1200 SERIES

CONTROLLERS PROTECTED BY U.S.
PATENT NO. 4626750.

CURTIS PMC
235 East Airway Boulevard 1209B/1221B/1221C/1231C Manual
Livermore, California 94568 USA p/n 98827, Rev. D: August 1999
Tel: 925-961-1088
Fax: 925-961-1099
www.curtisinst.com
 OVERVIEW

1
OVERVIEW

Curtis PMC Model 1209B/1221B and 1221C/1231C electronic motor speed

controllers are designed to provide smooth, silent, cost-effective control of motor
speed and torque on a wide variety of electric vehicles. The 1209B/1221B
controllers are designed primarily for material handling applications, and the
1221C/1231C controllers for on-road vehicles.

Fig. 1 Curtis PMC

1209B full-feature
electronic motor
controller.

Models 1221B, 1221C,

and 1231C have
similar external
connections.

Like all Curtis PMC 1200 series controllers, the 1209B/1221B/1221C/1231C

models offer superior operator control of the vehicle’s motor drive speed. Key
features of these controllers include:

✓ Infinitely variable drive and brake control

✓ Power MOSFET design provides high efficiency (for reduced motor and
battery losses) and silent operation
✓ High pedal disable (HPD) function monitors throttle status during turn-on
and prevents operation until throttle has been returned to neutral [optional
feature]
✓ Thermal protection and compensation circuit provides both under-
temperature and overtemperature cutback, as well as steady current limit
throughout the entire operating range
More Features ☞

Curtis PMC 1209B/1221B/1221C/1231C Manual 1

 HARDWARE INSTALLATION

Six mounting clamps are provided, which can be used to attach the control-
ler to its matching heatsink (Curtis PMC p/n 16421001) or to some other
surface. An alternative mounting method is provided by six tapped holes on the
bottom of the controller. The case outline, heatsink outline, and mounting
dimensions are shown in Figure 3.
Be sure to mount the 1231C controller so as to allow access to the adjust-
ment screws. Although not usually necessary, a thermal joint compound can be
used to improve heat conduction from the case to the mounting surface.

THROTTLE
0–5kΩ Input
The standard controller throttle input is 0–5kΩ. Curtis PMC potboxes (PB-5,
-6, -9, -10) are designed to match this input. Some of these potboxes have a built-
in microswitch, eliminating the need to install a separate pedal-actuated
microswitch. Curtis PMC also offers a self-contained footpedal unit (FP-2) that
eliminates the need for fabricating and installing a pedal-potbox linkage. Mount-
ing dimensions for the potboxes and for the footpedal unit are shown in Figures
4 and 5.
Any potbox that provides a nominal 0–5kΩ output (controller output
begins at ≈300 ohms, full output is ≈4400 ohms) will work with the standard
throttle input. For other types, contact your Curtis office.
If a Curtis PMC potbox is used, it must be mounted so as to allow
connection between the potbox lever arm and the vehicle accelerator linkage.
The lever arm provides a series of holes so that the accelerator pedal “throw” can
be converted into the correct amount of potentiometer rotation. Use of a second
return spring on the pedal, in addition to the potbox return spring, is required to
prevent an uncontrollable full-on throttle input (which could happen if there was
a single spring, and it broke). If the self-contained potbox spring is insufficient to
return the pedal by itself, two additional pedal return springs must be used.
It is also required that the accelerator pedal hit a mechanical stop at its full-
on position just before (≈1 mm [1/32"–1/16"]) the potbox lever hits its own full-
on stop. This mechanical stop will prevent the potbox lever arm from bending if
undue force is put on the pedal. Protection of the potbox from water and dirt will
help avoid problems of corrosion and electrical leakage.
After the potbox has been mounted, operation of the pot can be tested by
measuring the resistance between the two wires with an ohmmeter. With the
pedal not applied, the resistance should be less than 50 ohms. As the pedal is
applied, the resistance should rise smoothly until it reaches a value between 4500
and 5500 ohms. Values below 4500 ohms may cause a reduction in efficiency
and top speed. Values above 7000 ohms indicate a defective potbox, and will
cause controller shutdown.

Curtis PMC 1209B/1221B/1221C/1231C Manual 5

 HARDWARE INSTALLATION

Fig. 4 Mounting
dimensions, 42 (1.65) 45°

Curtis PMC potboxes

PB-5, -6, -9, and -10.
10 (0.38)
60
(2.37)
32
(1.25)

6 89 (3.5)
52 (2.06) (0.25)
102 (4.0)

RIGHT-HAND OPERATION LEFT-HAND OPERATION

COM. N.O. N.C. N.C. N.O. COM.

WITH MICROSWITCH: PB-6 WITH MICROSWITCH: PB-9

WITHOUT MICROSWITCH: PB-5 WITHOUT MICROSWITCH: PB-10

Dimensions in millimeters and (inches)

112 (4.4)
1.8 m ≈15 °
244 (9.6) GRN
(6 ft)
(not used)

ON

BLK

112
(4.4)
WHT

N.O. COM.
BLU
WIRING: BLACK = throttle input BLUE = switch, common (Note: The green wire is not used with
WHITE = throttle input ORANGE = switch, normally open 1209B/1221B/1221C/1231C controllers)

Dimensions in millimeters and (inches) ORG

Fig. 5 Curtis PMC footpedal FP-2.

Curtis PMC 1209B/1221B/1221C/1231C Manual 6

 HARDWARE INSTALLATION

5kΩ–0 Input
The 1209B/1221B/1221C/1231C controllers are also available with 5kΩ–0
throttle inputs. Using this throttle type, controller output begins at ≈4400 ohms
with full output at less than 300 ohms.

0–5V Input
A 0–5V throttle input option is also available for these controllers. The negative
side of the 5V source should be referenced to B- and must be capable of driving
an input impedance of 5kΩ.
Curtis offers two bi-directional, wigwag electronic throttle assemblies de-
signed for use with the 0–5V input: the ET series and the CH series. They
require a 24–36V supply voltage.
The ET-XXX throttle assembly provides a 0–5V output and forward/reverse
relay coil drivers. Dimensions for the ET-series throttles are shown in Figure 6.

Fig. 6 Mounting
6 × 6 (0.24 × 0.24)
dimensions, VIS TC 3×12
Curtis electronic throttle
(ET series).

∅ M5

99
(3.90)
24
44 (0.94)
(1.73)

69 24
(2.72) (0.94)

116 °

22
(0.87)

44
(1.73)
22
(0.87)

Dimensions in millimeters and (inches)

Curtis PMC 1209B/1221B/1221C/1231C Manual 7

 HARDWARE INSTALLATION

The CH-XXX is a complete control head assembly, consisting of an ET-XXX

throttle integrated into a molded steel and plastic assembly designed for mount-
ing directly to the tiller stem of material handling lifts. For more information
about ET and CH products, call your local dealer or Curtis office.

OTHER HARDWARE
The recommended hardware for a typical 1209B, 1221B, or 1221C controller
installation is shown in Figure 7, and for a 1231C installation in Figure 8.

CONTROL
WIRING POTBOX
FUSE KEYSWITCH FORWARD/REVERSE SWITCH
(SPDT, center off)
POLARITY
PROTECTION
DIODE

N.C.
COM.

F R
POWER
WIRING
FUSE

FORWARD/REVERSE
CHANGEOVER CONTACTOR
(Albright SW202 shown)

MAIN
CONTACTOR
B+ (Albright SW200
shown)
FWD REV

B- B+
BATTERY

M- A2

A1 A2

B-
S1

S2

PRECHARGE RESISTOR (see Table 1, page 10, for recommended size) SERIES
COIL SUPPRESSION DIODE (see text, page 10, for recommended size) MOTOR

Fig. 7 Typical installation, Curtis PMC 1209B/1221B/1221C controllers.

Curtis PMC 1209B/1221B/1221C/1231C Manual 8

 HARDWARE INSTALLATION

CONTROL
WIRING POTBOX
FUSE KEYSWITCH

N.C.
COM.

POWER
WIRING
FUSE

KSI RELAY

12V
AUXILIARY
B+ BATTERY

MAIN
CONTACTOR
B- (Albright SW200
B+
shown)
TRACTION BATTERY

B- B+
A1 A2
M- A2

S1

B- S2

SERIES
MOTOR

PRECHARGE RESISTOR (see Table 1, page 10, for recommended size)

COIL SUPPRESSION DIODE (see text, page 10, for recommended size)

Fig. 8 Typical installation, Curtis PMC 1231C controller.

Contactors should be mounted in a clean, dry location. If such a location is

unavailable, a cover should be used to deflect dirt and water splash.
The precharge resistor and coil suppression diode connected to the main
contactor (and the coil suppression diodes connected to the forward/reverse
contactors in “B” applications) are somewhat delicate components. Care should
be taken to prevent damaging them during installation.

Curtis PMC 1209B/1221B/1221C/1231C Manual 9

 HARDWARE INSTALLATION

Main Contactor
Most applications use a main contactor in series with the battery positive (B+)
cable to disconnect all power when the system is turned off, as shown in Figures
7 and 8. A heavy-duty single-pole, single-throw (SPST) contactor with silver-
alloy contacts is recommended, such as an Albright SW200 (available from
Curtis).
A coil suppression diode should be used on the contactor coil. Curtis PMC
p/n MP-1 (which is rated at 100 volts, 3 amps) is appropriate in systems up to
72V. In systems with nominal voltage greater than 72V where the contactor coils
are energized from the battery pack, a diode with a breakdown voltage of at least
200 volts should be used.
The rapid charging of the controller’s internal filter capacitors causes a high
inrush current to flow briefly when the contactor closes. To extend contact life,
a precharge resistor is recommended; the resistor precharges the capacitors and
reduces the inrush current through the contacts. If an inexpensive “can” type
solenoid is used, the resistor is mandatory to prevent contact welding.
The recommended precharge resistance values and power ratings are listed
in Table 1. These resistors will provide the maximum precharge voltage while
being capable of dissipating the power generated by the full battery voltage
without failure. NOTE: A resistor with a lower power rating may catch on fire if a
system fault applies the full battery voltage across it.

Table 1 RECOMMENDED PRECHARGE RESISTORS

CONTROLLER RESISTANCE POWER RATING
MODEL NUMBER (Ω) (W)

1209B -46XX 270 5

-55XX 270 10
-64XX 620 10
-6A5XX 620 10
-72XX 750 20

1221B -48XX 270 5

-57XX 270 10
-66XX 620 10
-6A7XX 620 10

1221C -74XX 750 20

1231C -77XX 750 20

-86XX 750 25

Curtis PMC 1209B/1221B/1221C/1231C Manual 10

 HARDWARE INSTALLATION

Forward/Reverse Contactors
The forward/reverse contactor coils must match the vehicle’s battery voltage. The
maximum allowed coil current for each contactor is 1 amp. Use of a changeover
contactor set—such as the Albright SW202 (available from Curtis)—is recom-
mended. Alternatively, two single-pole, double-throw (2×SPDT) contactors may
be used. Although inexpensive “can” type solenoids may be used, their ratings are
typically not sufficient for long life.
A coil suppression diode should be used on each of the forward/reverse
contactor coils. Curtis PMC p/n MP-1 (rated at 100 volts, 3 amps) is appropriate
in systems up to 72V. In systems with nominal voltage >72V where the contactor
coils are energized from the battery pack, diodes with breakdown voltages of at
least 200 volts should be used.

Forward/Reverse Switches
The forward/reverse contactor coils can be operated by any type of single-
pole, double-throw (SPDT) center-off switch capable of switching the coil
current. Toggle or rocker switches are generally used.
If your controller has the optional high pedal disable (HPD) feature and you
plan to wire it for freewheeling, the best switch to use is a double-pole, double-
throw (DPDT) “hesitation switch”—a toggle switch with a mechanism that
forces it to stop in the center (neutral) position before going into the opposite
direction. If a standard switch is moved quickly from one direction to the other,
it may not be in neutral long enough to actuate HPD, and the motor will plug
brake instead of freewheeling. The switch must be in neutral for several millisec-
onds to actuate HPD.

Keyswitch and Interlocks

The vehicle should have a master on/off switch to turn the system off when not
in use. A keyswitch is typically used for this purpose.
Various other safety and convenience interlocks may also be used to prevent
motor operation during certain conditions. For example, a battery charger
interlock can be used to prevent operation during charging. Similarly, a seat
switch can be used to turn the vehicle off when the operator gets up from the
driver’s seat. The contacts of these switches should be rated for the total coil
currents of all the contactors they operate.

Keyswitch Relay
A keyswitch relay is recommended for use in high voltage systems. This relay
prevents the full battery pack voltage from being brought into the operator
compartment through the throttle microswitch, potentially exposing the operator

Curtis PMC 1209B/1221B/1221C/1231C Manual 11

 HARDWARE INSTALLATION

to the high voltage source. The relay should be rated to carry a minimum of 30
mA at the nominal battery pack voltage.

Polarity Protection Diode

For polarity protection, a diode should be added to the control circuit. This diode
must be sized appropriately for the maximum total contactor coil currents.

Control Wiring Fuse

To protect the control circuitry from accidental shorts, a small fuse (typically 10
amps) connected in series with the B+ feed to the control circuitry wiring is
recommended.

Power Wiring Fuse

To protect the power wiring circuit, a fuse appropriate for the controller’s rated
current (see Appendix C) is recommended.

Curtis PMC 1209B/1221B/1221C/1231C Manual 12

 WIRING

3
WIRING
CONNECTIONS: Low Current
Three 1/4" push-on terminals are provided for the KSI 1
low current connections: one for the KSI (keyswitch throttle 2
input) and two for the throttle inputs. If your con- inputs 3

troller has a voltage throttle input, there will be only

one throttle terminal.
For the control wiring, 0.75 mm2 (#18 AWG)
vinyl insulated stranded wire is recommended.

CONNECTIONS: High Current

Four tin-plated solid copper bus bars are provided for the high current connec-
tions to the battery and motor.

Negative connection to battery Positive connection to battery

and to motor armature

B- B+

Output to motor field M- A2 Plug diode to motor armature

The cables used for the battery and motor connections must be heavy enough to
carry the high current required. Rubber insulated welding cable is convenient to
work with because of its flexibility.
Connections to the controller bus bars should be made with lugs suitable for
the cable used, fastened by M8 (5/16") bolts and nuts. When tightening the
bolts, two opposing wrenches should be used. Failure to use the double-
wrench technique could cause undue strain to be placed on the internal connec-
tions, and could also result in cracked seals around the bus bars.

Curtis PMC 1209B/1221B/1221C/1231C Manual 13

 WIRING

WIRING: TYPICAL INSTALLATION

Figure 9 is a schematic diagram of the typical 1209B, 1221B, and 1221C
installation shown in Figure 7. Wired this way, the vehicle will plug brake if the
direction is changed with the vehicle moving and the throttle applied. Reversing
is accomplished via a forward/reverse changeover contactor or two single-pole,
double-throw (2×SPDT) contactors. Coil suppression diodes should be used on
the main and forward/reverse contactors.

CONTROL WIRING THROTTLE

FUSE KEYSWITCH INTERLOCKS MICROSWITCH

POLARITY
PROTECTION
DIODE
POWER WIRING
FUSE MAIN
F R

PRECHARGE RESISTOR

+
A2 A1

FORWARD

REVERSE
MAIN
F POTBOX
R

S1 S2

F R
B- B+
–
M- A2

Fig. 9 Basic wiring configuration, Curtis PMC 1209B/1221B/1221C controllers.

Curtis PMC 1209B/1221B/1221C/1231C Manual 14

 WIRING

Figure 10 is a schematic diagram of the 1231C installation shown in Figure 8.

This wiring scheme isolates the control wiring in the driver’s compartment from
the high voltage connections of the power drive system, thus providing maximum
protection for the driver.

KSI RELAY PRECHARGE THROTTLE

RESISTOR MICROSWITCH KEYSWITCH
CIRCUIT
BREAKER

MAIN CONTROL
WIRING
FUSE

A2 A1
+

KSI RELAY
S2
TRACTION BATTERY

AUXILIARY
MAIN

BATTERY
12V
S1

B- B+ –
POTBOX M- A2
–

Fig. 10 Basic wiring configuration, Curtis PMC 1231C controller.

KSI Wiring
The keyswitch input (KSI) circuit includes inputs from the keyswitch and from
the various interlocks. The controller KSI is used to turn the controller on and off.
KSI is turned on by connecting it to battery B+. Any positive voltage greater than
about 8 volts will turn on the controller, but usually the full vehicle battery voltage
is used.
In its simplest form, KSI is operated by a keyswitch that turns the vehicle off
and prevents unauthorized use. The keyswitch should also turn off the main
contactor and—in 1209B, 1221B, and 1221C applications—the forward/re-
verse contactors. This will act as a safety feature by removing power from the
motor control system when the keyswitch is off.
Interlocks (seat switches, battery charger interlocks, etc.) should be wired in
series so that they turn off the controller KSI and the contactor(s).
A keyswitch relay is recommended for high voltage systems. It should be
wired as shown in Figure 10. This relay prevents the full battery pack voltage

Curtis PMC 1209B/1221B/1221C/1231C Manual 15

 WIRING

from being brought into the operator compartment through the throttle micro-
switch, potentially exposing the operator to the high voltage source.

Forward/Reverse Wiring
The forward/reverse wiring schemes described here assume the power wiring
shown by the heavy lines in Figure 9. Some vehicles, especially those previously
using older, resistor-type controllers, may reverse the motor armature rather than
the field winding. Be careful if you are replacing this type of controller. When
using the Curtis PMC controller it is essential that the field be reversed and
that the armature be connected directly to the controller’s B+ and A2
terminals, because the plug diode inside is connected to these terminals.
Plug Braking
The standard forward/reverse control wiring (the thin lines in Figure 9) provides
plug braking. The forward/reverse switch should be in the positive feed to the
contactor coils, so that they can be turned off by the keyswitch, interlocks, and
throttle microswitch. The coil of one contactor or the other is energized to select
the direction desired. The contactor coils should have suppression diodes con-
nected across them to improve switch contact life.
This is the recommended wiring for controllers with the HPD option, in
applications where plug braking is desired. If your controller does not have the
HPD option, however, we recommend that you use the alternate wiring shown
in Figure 11 (and described below) instead of the standard wiring; this alternate
wiring will provide arcless contactor operation.
NOTE: Plug braking is not recommended for on-road electric vehicles. The
plug braking feature is intended for material handling and low speed, low load
applications only.
Freewheeling: Wiring to Inhibit Plug Braking
If your controller has the HPD option, this feature can be used to inhibit plug
braking by briefly turning off the controller’s KSI input when the forward/reverse
switch goes through neutral. As shown in Figure 11, another set of contacts is
added on the forward/reverse switch. Therefore, a double-pole, double-throw
(DPDT) center-off switch must be used for this setup. A “hesitation switch” is
recommended, to ensure the switch is in neutral long enough to actuate HPD and
inhibit plug braking.
Plug braking can be reactivated during freewheeling by releasing the throttle
and reapplying it.

Curtis PMC 1209B/1221B/1221C/1231C Manual 16

 WIRING

Fig. 11 Alternate
FUSE KEYSWITCH INTERLOCKS THROTTLE
forward/reverse control MICROSWITCH

wiring, which provides POLARITY F/R SWITCH

arcless contactor switching. + PROTECTION
DIODE
(DPDT, center off)

Wired this way with an

HPD controller, the
vehicle will freewheel;

FORWARD

REVERSE
with a non-HPD

MAIN
controller, the vehicle will
–
plug brake.

B- B+

M- A2

Throttle Wiring
Standard Potbox Wiring
If the throttle input to the controller is from a Curtis PMC potbox or footpedal,
the wiring is simple: just connect the two wires of the potbox/footpedal cable to
the two push-on terminals of the controller, as shown in Figures 9 and 10. It
doesn’t matter which wire goes on which terminal. The wires can be extended as
required.
IMPORTANT: All vehicles should have throttle-actuated microswitches to
protect against runaways in the event the forward/reverse switch becomes
stuck in either direction. If your potbox doesn’t have such a microswitch
built in, you should add one.
Any suitable potentiometer of 5 kΩ nominal resistance will work with the
standard throttle input of the 1209B/1221B/1221C/1231C controllers. As
shown in Figure 12, connection should be made to the wiper and to one outer
terminal of the pot so that resistance increases as the throttle is applied.
Fig. 12 Standard throttle
pot, 0–5kΩ.
0–5kΩ POT
FASTER
TO
0–5kΩ POT

THROTTLE
INPUT

TO
THROTTLE
INPUT

FASTER

Curtis PMC 1209B/1221B/1221C/1231C Manual 17

 WIRING

Pots for Twist-Grip Throttles

Twist-grip throttles either twist in only one direction (and are used only for
acceleration), or they twist both ways (and are also used for reversing, by means
of microswitches that select a direction contactor). For twist grips that twist in
only one direction, the controller throttle input can be from a 5 kΩ pot as shown
above in Figure 12.
For twist grips that twist both ways, a pot capable of going from zero in
neutral to 5 kΩ in each direction can be used. A mechanism can be designed to
make a standard pot turn in the same direction regardless of which direction the
twist grip is turned.
A third method of accommodating bi-directional twist-grip throttles uses a
standard potentiometer and a controller with a nonstandard throttle input. As
shown in Figure 13, a standard 20 kΩ pot is used, with its end terminals wired
Fig. 13 Bi-directional together. The resistance goes
twist-grip throttle with a SPEED
from 5 kΩ at neutral to zero at
standard 20 kΩ pot and a INCREASES
BOTH WAYS
the extremes: the opposite of the
controller with the standard throttle input configu-
20 kΩ POT

optional 5kΩ–0 throttle ration. Contact the factory if you

input. TO need this type of controller.
THROTTLE
INPUT WARNING: with the in-
put circuit shown in Figure 13,
potentiometer or wiring open
circuits turn off the controller’s
output. However, pot wiring shorts appear the same as a normal zero ohm
signal to the controller, and will produce full speed operation if the short occurs
while the power is on.

Curtis PMC 1209B/1221B/1221C/1231C Manual 18

 WIRING

Electronic Throttle Wiring

Curtis’s electronic throttle, ET-XXX, is wired as shown in Figure 14. It requires
a 24–36V supply voltage and a controller with the optional 0–5V throttle input.
Fig. 14 Curtis electronic
throttle (ET series) with a
controller having the
optional 0–5V throttle
input.

WHT/GRN

WHT/BRN

GREEN

ORANGE

BLACK

BLACK/WHITE

WHITE

FUSE KEYSWITCH INTERLOCKS

POLARITY
PROTECTION
+ DIODE

FORWARD

REVERSE
MAIN

B- B+

– M- A2

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 WIRING

Reduced Speed Operation

Vehicle top speed can be easily limited, for safety or other reasons. A single resistor
connected in parallel with the throttle pot will reduce maximum speed according
to its resistance value, as shown in Figure 15. Use of a variable resistor makes
adjustment of maximum speed easier. With a switch, speed can be limited in
reverse only, or the speed reduction can be switched off—for example, to allow
authorized personnel to run the vehicle outdoors at full speed.
Fig. 15 Reduced speed
25
operation (with standard
0–5kΩ pot).

SPEED REDUCTION RESISTOR

FASTER
20
0–5kΩ POT

TO 15

(k ohms)
OPTIONAL THROTTLE
SWITCH INPUT
10

SPEED 5
REDUCTION
RESISTOR
0
0 20 40 60 80 100
APPROX. % OF ORIGINAL TOP SPEED

The speed reduction shown in the curve is approximate. The actual vehicle
top speed will depend on the motor characteristics and the vehicle load. You
should determine by experiment the proper resistor value to give the desired speed
reduction. (NOTE: With reduced speed operation, only top speed is reduced; full
power is maintained for starting at low speeds.)
Unlike resistor controllers, Curtis PMC controllers operate efficiently in the
reduced speed mode, because little power is lost through the controller.

Curtis PMC 1209B/1221B/1221C/1231C Manual 20

 MAINTENANCE & ADJUSTMENT

4
MAINTENANCE & ADJUSTMENT

Curtis PMC 1209B/1221B/1221C/1231C controllers and potboxes require

only minimal maintenance if properly installed. NOTE: The controllers are sealed
and thus are not field serviceable.

CONTROLLER
Maintenance
It is recommended that the following two steps be performed occasionally. First
CAUTION
☞ remove power by disconnecting the battery, and discharge the capacitors in
the controller (with a light bulb or a 2–10 Ω, 25 W resistor connected for a few
seconds across B+, B-). Follow good safety practices: get the vehicle drive wheels
off the ground, wear safety glasses, and use insulated tools (see page 2).

1. Make sure the electrical connections to the controller (and to the motor,
contactors, etc.) are tight. When checking the controller bus bar connec-
tions for tightness, use two opposing wrenches. This double-wrench
technique will help avoid putting stress on the bus bars, which could
crack the seals. Always use insulated wrenches.

2. Inspect all seals at the front and back of the controller. If necessary, use
a moist rag to wipe these areas clean enough so that you can see the seals.
Look for cracks and other signs of seal damage.
If the seals are intact, clean the controller thoroughly either by
washing it off or by wiping it clean with a moist rag. Power must not be
reapplied until the controller terminal area is completely dry.
If the seals have been damaged, there are several possible causes.
Perhaps the double-wrench technique was not used when the cables were
installed. Perhaps the vehicle’s environment requires that the controller
be better protected: either by mounting it in a different location, or by
installing a protective cover.
Damaged seals can lead to faulty operation. We strongly recom-
mend replacing controllers that have faulty seals.

Adjustment
Some controllers allow adjustment of the plug braking current, current limit, and
acceleration rate settings. The adjustment pots on these models are located as
shown in Figure 17.

Curtis PMC 1209B/1221B/1221C/1231C Manual 24

 MAINTENANCE & ADJUSTMENT

Fig. 17 Adjustment pots.

CURRENT LIMIT ADJUST
(CCW = lower current limit)

PLUG CURRENT ADJUST ACCELERATION RATE ADJUST

(CW = higher plug current) (CW = faster acceleration)

Use the following adjustment procedure. The keyswitch should be off during
adjustment.

1. Remove the socket head screw (1/8" Allen) for the adjustment you
want to make.

2. Adjust the internal potentiometer using a small insulated screwdriver

(available from Curtis).

3. Replace the socket head screw and nylon seal washer. To prevent
stripping, do not over-tighten.

POTBOX
Maintenance
Potbox maintenance is similar to controller maintenance: inspect for integrity of
connections and mounting, and clean (with a moist rag) as required.

Adjustment
Curtis PMC potboxes are factory set and rarely require user attention. To test and
adjust, connect an ohmmeter to the potbox wires and use this procedure:

1. With the spring holding the lever arm against the return stop, the
resistance should be less than 50 ohms. Slowly move the lever. If the
resistance abruptly starts to increase when the lever is 3 mm (1/8") from
the stop (1.5 mm [1/16"] for potboxes without the microswitch), no
adjustment is needed.

Curtis PMC 1209B/1221B/1221C/1231C Manual 25

 MAINTENANCE & ADJUSTMENT

2. If adjustment is required, loosen the screw holding the lever on the pot
shaft. Use a screwdriver to rotate the pot shaft slightly with respect to
the lever. Recheck the point at which the resistance starts to increase
and continue making adjustments until the increase starts at 3 mm
(1/8") [at 1.5 mm (1/16") for potboxes without the microswitch].
When adjustment is correct, tighten the screw holding the lever on the
pot shaft, then recheck to see that this action did not disturb the
adjustment. Make sure that the lever is still seated down on the pot shaft
below the slight bevel on the end of the shaft.

3. Check the resistance with the lever pushed all the way to the other stop.
It should be between 4500 and 5500 ohms. If it is outside this range,
the potbox is faulty and should be replaced.

4. For potboxes equipped with a microswitch, check for correct switch

operation. Use an ohmmeter, or simply listen for the slight click the
switch makes. It should operate when the lever is 1.5 mm (1/16") from
the return stop. If it does not, adjust by loosening the two screws
holding the slotted microswitch mounting plate to the stop spacers and
moving the plate. Recheck the switch operating point after tightening
the screws.

Curtis PMC 1209B/1221B/1221C/1231C Manual 26

 GLOSSARY

6
GLOSSARY:
FEATURES and FUNCTIONS

Acceleration rate
A built-in acceleration rate circuit maintains a maximum rate of power increase
to the motor. If the throttle is applied full on at start-up, the acceleration rate
setting determines how quickly the controller output increases. The standard
setting is such that with the throttle full on, the controller requires approximately
one second to reach full output. This feature contributes to smooth, gentle starts.
The acceleration rate is adjustable via an externally accessible trimpot; see
Section 4 for adjustment instructions. The deceleration rate is fixed, and cannot
be adjusted.

Current limiting
Curtis PMC controllers limit the motor current to a preset maximum. This
feature protects the controller from damage that might result if the current were
limited only by motor demand.
The current limit feature also protects the rest of the system. Because high
current surges during vehicle acceleration are eliminated, stress on the motor and
batteries is reduced and their efficiency and service life are improved. Similarly,
there is less wear and tear on the vehicle drivetrain, as well as on the ground on
which the vehicle rides—an important consideration with golf courses and tennis
courts, for example.
The maximum motor current can be factory-set to a lower value than the
standard maximum, if requested. In addition, the current limit is field adjustable;
see Section 4 for adjustment instructions.

Current multiplication
During acceleration and during reduced speed operation, the Curtis PMC
controller allows more current to flow into the motor than flows out of the
battery. The controller acts like a dc transformer, taking in low current and high
voltage (the full battery voltage) and putting out high current and low voltage.
The battery needs to supply only a fraction of the current that would be required
by a conventional controller (in which the battery current and motor current are
always equal). The current multiplication feature gives vehicles using Curtis PMC
controllers dramatically greater driving range per battery charge.

Environmental protection
Curtis PMC 1209B/1221B/1221C/1231C controllers are housed in rugged
anodized aluminum extrusions that provide environmental protection. Control-
lers must be kept clean and dry, however, to ensure long life.

Curtis PMC 1209B/1221B/1221C/1231C Manual 37

 GLOSSARY

ET-series electronic throttles

The ET-XXX is a wigwag-style throttle control assembly, manufactured by
Hardellet for Curtis. It provides a 0–5V signal in both the forward and reverse
directions along with high side coil drivers for the forward and reverse contactor
coils.

Frequency shifting
The frequency shifting feature is built into the “C” controllers (1221C and
1231C). It reduces the operating frequency from 15 kHz to 1.5 kHz when the
PWM output is less than ≈15%. Frequency shifting improves the current limit
control and also helps protect the controller when the motor is in near-stall
conditions.
NOTE: Operating an electric drive system in stall or near-stall conditions puts
high current and thermal stresses on the motor and controller. This is not
considered a normal operation and is not recommended.

High pedal disable (HPD) [OPTIONAL FEATURE]

By preventing the vehicle from being turned on with the throttle applied, HPD
ensures the vehicle starts smoothly and safely. If the operator attempts to start the
vehicle when the throttle is already applied, the controller (and the vehicle) will
remain off. For the vehicle to start, the controller must receive an input to KSI
before receiving a throttle input. In addition to providing routine smooth starts,
HPD also protects against accidental sudden starts if problems in the throttle
linkage (e.g., bent parts, broken return spring) give a throttle input signal to the
controller even with the throttle released.
The 1209B/1221B/1221C/1231C controllers are available either with or
without the HPD feature.

KSI
KSI (Key Switch Input) provides power to the controller’s logic circuitry via both
the keyswitch and the throttle microswitch. KSI should be used to turn the
controller on and off.

MOSFET
A MOSFET (Metal Oxide Semiconductor Field Effect Transistor) is a type of
transistor characterized by its fast switching speeds and very low losses.

Overtemperature
See Thermal protection.

Curtis PMC 1209B/1221B/1221C/1231C Manual 38

 GLOSSARY

Overvoltage cutoff
Overvoltage cutoff inhibits the PWM and opens the contactors, preventing
operation when battery voltages are too high for proper functioning. This protects
the controller and motor from possible damage due to the overvoltage condition.
Overvoltage can result during battery charging or from an improperly wired
controller. Controller operation resumes when the voltage is brought within the
acceptable range. The cutoff voltage and re-enable voltage are percentages of the
battery voltage and are set at the factory.

Plug braking
The vehicle can be braked electrically by selecting the opposite direction with the
forward/reverse switch without releasing the throttle. When the motor is reversed,
the armature acts as a generator; the controller regulates the current in the motor
field winding to give an appropriate level of plug braking torque. The vehicle
brakes smoothly to a stop, then accelerates in the other direction. (NOTE: The
controller may be unable to provide plug braking if the vehicle is moving too
slowly for the motor to generate the necessary plug braking current.)
The plug current limit is factory set to meet customer requirements. In
addition, the plug current limit is adjustable via an externally accessible trimpot;
see Section 4 for adjustment instructions.
Two types of plug braking control are available: variable and fixed. Variable
plug braking allows the amount of plug braking to be adjusted via the throttle.
When direction is reversed, the plug braking current increases as a function of the
throttle position. Maximum plug braking will occur at maximum applied throttle.
Fixed plug braking, on the other hand, applies the specified amount of braking
when the direction is reversed regardless of the amount of throttle applied.
If plug braking is not desired, the vehicle can be wired so that moving the
forward/reverse switch through neutral causes the vehicle to freewheel as long as
the accelerator is applied. If the throttle is released and reapplied, plug braking
will then occur. To inhibit plug braking in this way, your controller must have
the optional HPD feature. Wiring details are provided in Section 3.
A 1 kHz tone may be heard during plug braking. This noise is normal and
indicates that plugging is taking place. The noise will stop when the plug braking
stops.
NOTE: Plug braking is not recommended for on-road electric vehicles. The
plug braking feature is intended for material handling and low speed, low load
applications only.

Pot fault
See Throttle pot fault protection.

Curtis PMC 1209B/1221B/1221C/1231C Manual 39

 GLOSSARY

PWM
PWM (Pulse Width Modulation), also called “chopping,” is a technique that
switches battery voltage to the motor on and off very quickly, thereby controlling
the speed of the motor. Curtis PMC 1200 series controllers use high frequency
PWM—15 kHz—which permits silent, efficient operation. PWM is described in
more detail in Appendix B.

Smooth, stepless operation

Like all Curtis PMC 1200 Series controllers, 1209B/1221B and 1221C/1231C
models allow superior operator control of the vehicle’s drive motor speed. The
amount of current delivered to the motor is set by varying the “on” time (duty
cycle) of the controller’s power MOSFET transistors. This technique—pulse
width modulation (PWM)—permits silent, stepless operation.

Temperature compensation
Internal temperature compensation ensures that the controller’s current limit
remains constant over varying controller temperatures. This eliminates perfor-
mance variations resulting from variations in controller operating environment
temperatures.

Thermal protection
Because of their efficiency and thermal design, Curtis PMC controllers should
barely get warm in normal operation. Overheating can occur, however, if the
controller is undersized for its application or otherwise overloaded. If the internal
temperature of the 1209B, 1221B, and 1221C controllers exceeds 75°C (167°F),
the main and plug current limits decrease steadily until they are reduced to zero
at 95°C (200°F). Thermal cutback for the 1231C controller begins at 85°C
(185°F). At the reduced performance level, the vehicle can be maneuvered out of
the way and parked. The controller shifts frequency during overtemperature from
its normal 15 kHz to 1 kHz (“B” models) or 1.5 kHz (“C” models), providing an
audible tone alerting the operator to the overtemperature. (NOTE: The plug
current limit can be made independent of temperature. This ensures full braking
capability even in overtemperature conditions. However, it may result in prema-
ture plug diode failure due to excessive thermal stresses.)
Full current limit and performance return automatically after the controller
cools down. Although this action is not damaging to the controller, it does
suggest a mismatch. If thermal cutback occurs often in normal vehicle operation,
the controller is probably undersized for the application and a higher current
model should be used.
The controller is similarly protected from undertemperature. Should its
internal temperature fall below -25°C (-13°F), the current limit decreases to

Curtis PMC 1209B/1221B/1221C/1231C Manual 40

 GLOSSARY

approximately one-half of the set current. When the controller warms up, full
current limit and performance return automatically.

Throttle microswitch
Curtis PMC potboxes and footpedals are typically equipped with microswitches.
It is recommended that these switches be used to open the main contactor and the
controller’s KSI input when the throttle is fully released. This adds a level of safety
protection by disconnecting battery power from the motor and controller when-
ever the operator releases the throttle. If you are not using a throttle with a built-
in microswitch, it is recommended that you add one to your system.

Throttle pot fault protection (runaway protection)

To prevent uncontrolled operation, these controllers shut off the motor in the
event of an open circuit fault in the throttle or its wiring. The standard
configuration is a two-wire pot ranging from 0 ohms for full off to 5000 ohms for
full on; if the controller detects an abnormally high throttle input (more than
about 1.5 times the normal input resistance), it shuts off its output to the motor,
thus preventing a runaway. The controller returns to normal operation when the
fault (e.g., broken potbox wiring, broken connectors) has been repaired.

Undertemperature
See Thermal protection.

Undervoltage protection
The control circuitry requires a minimum battery voltage to function properly.
The controller is therefore designed so its output is gradually reduced if the
battery voltage falls below a certain level. Cutback voltages for the various models
are listed in the specifications (Appendix C). Reducing the output to the motor
allows the battery voltage to recover, and an equilibrium is established in which
the battery supplies as much current as it can without falling below the cutback
voltage.

Curtis PMC 1209B/1221B/1221C/1231C Manual 41

 APPENDIX C

Table C-1 ELECTRICAL SPECIFICATIONS, 1209B/1221B

NOMINAL INPUT VOLTAGE 24–36V, 36–48V, 48–72V, 48–80V, and 72–120V

PWM OPERATING FREQUENCY 15 kHz

KSI INPUT LEVEL from 8 V to 1.5 × maximum battery voltage

STANDBY CURRENT less than 20 mA

STANDARD THROTTLE INPUT 0–5kΩ ±10% (others available)

NOMINAL VOLTAGE UNDER-

BATTERY CURRENT 2 MIN 5 MIN 1 HOUR DROP VOLTAGE
MODEL VOLTAGE LIMIT RATING RATING RATING @ 100 AMPS CUTBACK
NUMBER (volts) (amps) (amps) (amps) (amps) (volts) (volts)

1209B -46XX 24–36 500 500 350 225 0.15 16

-55XX 36–48 450 450 300 200 0.30 21

-64XX 48–72 400 400 275 175 0.30 30

-6A5XX 48–80 450 450 300 200 0.25 33

-72XX 72–120 275 275 175 100 0.70 45

1221B -48XX 24–36 600 600 425 250 0.10 16

-57XX 36–48 550 550 375 225 0.25 21

-66XX 48–72 500 500 350 200 0.25 30

-6A7XX 48–80 550 550 375 225 0.20 33

Curtis PMC 1209B/1221B/1221C/1231C Manual C-1

46
 APPENDIX C

Table C-2 ELECTRICAL SPECIFICATIONS, 1221C/1231C

NOMINAL INPUT VOLTAGE 72–120V and 96–144V

PWM OPERATING FREQUENCY 15 kHz / 1.5 kHz

KSI INPUT LEVEL from 8 V to 1.5 × maximum battery voltage

STANDBY CURRENT less than 30 mA

STANDARD THROTTLE INPUT 0–5kΩ ±10% (others available)

NOMINAL VOLTAGE UNDER-

BATTERY CURRENT 2 MIN 5 MIN 1 HOUR DROP VOLTAGE
MODEL VOLTAGE LIMIT RATING RATING RATING @ 100 AMPS CUTBACK
NUMBER (volts) (amps) (amps) (amps) (amps) (volts) (volts)

1221C -74XX 72–120 400 400 250 150 0.50 43

1231C -77XX 72–120 550 550 375 225 0.30 43

-86XX 96–144 500 500 375 225 0.30 64

Curtis PMC 1209B/1221B/1221C/1231C Manual 47

C-2