MANUAL

1204X/1205X
and 1209/1221
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 1204X / 1205X / 1209 / 1221 Manual
Livermore, California 94568 USA p/n 98796, Rev. D: May 1999
Tel: 925-961-1088
Fax: 925-961-1099
www.curtisinst.com
 OVERVIEW

1
OVERVIEW

Curtis PMC Model 1204X/1205X and 1209/1221 electronic motor speed

controllers are designed to provide smooth, silent, cost-effective control of motor
speed and torque on a wide variety of industrial electric vehicles.
Fig. 1 Curtis PMC
1205X full-feature
electronic motor
controller.

Models 1204X, 1209,

and 1221 have
identical connections.

Like all Curtis PMC 1200 series controllers, the 1204X/1205X and 1209/1221
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
✓ Undervoltage cutback function protects against low battery voltage, includ-
ing low voltage caused by external loads
More Features ☞

Curtis PMC 1204X/1205X/1209/1221 Manual 1

 HARDWARE INSTALLATION

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.

5kΩ–0 Input
The 1204X/1205X/1209/1221 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.

Curtis PMC 1204X/1205X/1209/1221 Manual 5

 HARDWARE INSTALLATION

0–5V Input
A 0–5V throttle input option is also available for the 1204X/1205X/1209/1221
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.
The ET-XXX throttle assembly provides a 0–5V output and forward/reverse
relay coil drivers. Dimensions for the ET-series electronic throttles are shown in
Figure 6. 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
mounting directly to a tiller stem. For more information about ET and CH
products, contact your nearest Curtis office.

Fig. 6 Mounting
6.00 × 6.00
dimensions, (0.24 × 0.24)
VIS TC 3×12
Curtis electronic throttle
(ET series).

∅ M5

99.00
(3.90)
24.00
44.00 (0.94)
(1.73)

69.00 24.00
(2.72) (0.94)

116 °

22.00
(0.87)

44.00
(1.73)
22.00
(0.87)

Dimensions in millimeters and (inches)

Curtis PMC 1204X/1205X/1209/1221 Manual 7

 HARDWARE INSTALLATION

OTHER HARDWARE
The recommended hardware for a typical 1204X/1205X/1209/1221 controller
installation is shown in Figure 7.
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 connected to the main contactor, and the coil
suppression diodes connected to the main contactor and to the forward/reverse
contactors, are somewhat delicate components. Care should be taken to prevent
damage to them during installation.

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

N.C.
COM.

POWER
* F R
WIRING (250Ω, 5W)
FUSE

FORWARD/REVERSE
MAIN
CHANGEOVER CONTACTOR
CONTACTOR
(Albright DC182 shown)
(Albright
SW180
shown)

B+
FWD REV

KSI
B- B+
F/R cont. output
BATTERY

Bypass cont. output

M- A2 Emergency reverse **
FWD input
REV input

A1 A2

B-
S1
BYPASS CONTACTOR

S2

PRECHARGE RESISTOR, such as Curtis PMC p/n MP-2 SERIES

COIL SUPPRESSION DIODE, such as Curtis PMC p/n MP-1 MOTOR

(* Pedal microswitch not used with SRO controllers.)

(** See Figure 10 for emergency reverse.)

Fig. 7 Typical installation, Curtis PMC 1204X/1205X/1209/1221 controllers.

Curtis PMC 1204X/1205X/1209/1221 Manual 8

 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 Figure
7. A heavy-duty single-pole, single-throw (SPST) contactor with silver-alloy
contacts is recommended, such as an Albright SW80 or SW180 (available from
Curtis).
A coil suppression diode, such as a Curtis PMC p/n MP-1 (which is rated at
100 volts, 3 amps), should be used on the contactor coil.
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, such as Curtis PMC’s p/n MP-2 (rated at 250Ω, 5W), 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. For applications above 48V, a
precharge resistor with a power rating greater than 5W is recommended.

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 DC88 or DC182 (available from Curtis)—
is recommended. Alternatively, two single-pole, double-throw (2×SPDT) con-
tactors may be used. Although inexpensive “can” type solenoids may be used,
their ratings are typically not sufficient for long life.
A coil suppression diode, such as a Curtis PMC p/n MP-1 (which is rated at
100 volts, 3 amps) should be used on each of the forward/reverse contactor coils.

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.

Bypass Contactor
A bypass contactor can be used with controllers that have the optional bypass
contactor output feature. The bypass option is available only on 12V and 24–36V

Curtis PMC 1204X/1205X/1209/1221 Manual 9

 HARDWARE INSTALLATION

controllers. (NOTE: A bypass contactor should not be used with controllers that do
not have this feature, as the controller could be damaged when the system comes
out of bypass mode.)
The bypass contactor must be able to carry and to interrupt the maximum
motor current. A coil suppression diode should not be used on this contactor.
Refer to the controller specifications in Appendix C to determine the contact
current requirement for the bypass contactor. The maximum allowed coil
current for this contactor is 1 amp.

Emergency Reverse Relay

A small double-pole, double-throw relay must be installed to implement emer-
gency reverse. Its contact rating must be adequate to switch the current needed
by the forward/reverse contactor coils.

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.
An interlock device is necessary for implementation of SRO. With the SRO
option, the vehicle cannot be started or operated without the designated SRO
interlock activated.
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.

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 1204X/1205X/1209/1221 Manual 10

 WIRING

3
WIRING
CONNECTIONS: Low Current
Two 1/4" push-on terminals are provided for the throttle inputs. If your
controller has a voltage throttle input, there will be only one throttle terminal.
A 6-pin low power connector molded into the right side of the controller
face provides the low power logic control connections—KSI input, forward/
reverse contactor output, bypass contactor output (optional), emergency reverse
(optional), and forward and reverse inputs.

1
Keyswitch input (KSI)
2
Throttle inputs
3 F/R contactor output
Bypass contactor output
Emergency reverse input
Forward input
Reverse input

Several manufacturers make mating connectors that fit this connector. The part
numbers listed are for the recommended 0.75 mm2 (#18 AWG) vinyl insulated
stranded wire.

MFR PART NUMBER DESCRIPTION

AMP #640426-7 locking, insulation displacement terminals,

wires at right angle to connector
Methode #3300-107-218 locking, insulation displacement terminals
Molex #09-50-3071 locking, crimp terminals
Panduit #CE156F18-7 locking, insulation displacement terminals,
wires at right angle to connector

Curtis PMC 1204X/1205X/1209/1221 Manual 11

 WIRING

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.

WIRING: TYPICAL INSTALLATION

Curtis PMC 1204X/1205X/1209/1221 controllers are designed to satisfy the
requirements of material handling applications using series motors. Figure 8 is a
schematic diagram of the 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 suppres-
sion diodes should be used on the main and forward/reverse contactors.

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

Curtis PMC 1204X/1205X/1209/1221 Manual 12

 WIRING

CONTROL WIRING PEDAL (*not used with SRO controllers)

FUSE KEYSWITCH INTERLOCKS MICROSWITCH

POLARITY
PROTECTION
POWER WIRING
DIODE *
FUSE MAIN

F R

PRECHARGE RESISTOR
(250 Ω, 5 W)

+
A2 A1

1A BYPASS
FORWARD

REVERSE
MAIN
POTBOX
F R

S1 S2

F R KSI
B- B+
– F/R cont. output
Bypass cont. output
M- A2 Emergency reverse **
FWD input
REV input

1A BYPASS
(**See Figure 10 for
emergency reverse.)

Fig. 8 Basic wiring configuration, Curtis PMC 1204X/1205X/1209/1221 controllers.

contactor and the forward/reverse 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 contactors. An SRO
interlock (a seat switch, for example) must be wired in order to implement the
optional SRO feature.

Forward/Reverse Wiring
The forward/reverse wiring schemes described here all assume the power wiring
shown by the heavy lines in Figure 8. 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.

Curtis PMC 1204X/1205X/1209/1221 Manual 13

 WIRING

Plug Braking
The standard forward/reverse control wiring (as shown in Figure 8 by the thin
lines) 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 pedal microswitch. The coil of one contactor or the other is
energized to select the direction desired. The contactor coils should have suppres-
sion diodes connected across them to improve switch contact life.
Freewheeling: Wiring to Inhibit Plug Braking
If a non-SRO 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 9, 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.
Fig. 9 Control wiring for
PEDAL
FUSE KEYSWITCH INTERLOCKS
inhibiting plug braking, MICROSWITCH

in order to allow POLARITY F/R SWITCH

freewheeling. + PROTECTION
DIODE
(DPDT, center off)

FORWARD

REVERSE

BYPASS
MAIN
–

KSI
B- B+
F/R cont. output
Bypass cont. output
M- A2 Emergency reverse (see Fig. 10)
FWD input
REV input

Plug braking can be reactivated during freewheeling by releasing the throttle and
reapplying it.
NOTE: Contact factory for information on wiring SRO controllers for
freewheeling.

Curtis PMC 1204X/1205X/1209/1221 Manual 14

 WIRING

Emergency Reverse: Enhanced Plug Braking Current

To implement this type of emergency reverse, the belly-button switch is wired to
a control relay that simultaneously selects “reverse” (regardless of the vehicle’s
actual direction of movement) and “full speed”—as shown in Figure 10 by the
dashed line. The controller is designed (internally) to enhance plug braking
current when the emergency reverse input is connected to B+.

FUSE KEYSWITCH

INTERLOCKS
+ POLARITY
PROTECTION
DIODE EMERG.
REVERSE
SWITCH

EMERG.

MAIN
REVERSE F R
RELAY
–

FORWARD

REVERSE

BYPASS
EMERGENCY REVERSE: EMERGENCY REVERSE:
5kΩ–0 pot
0–5kΩ pot
0–5kΩ

5kΩ–0 KSI
B- B+
F/R cont. output
Bypass cont. output
5kΩ M- A2 Emergency reverse
FWD input
REV input

Fig. 10 Wiring for emergency reverse (enhanced plug braking current).

Curtis PMC 1204X/1205X/1209/1221 Manual 15

 WIRING

Throttle Pot 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 Figure 8. It doesn’t
matter which wire goes on which terminal. The wires can be extended as required.
IMPORTANT: All vehicles with non-SRO controllers should have pedal-
actuated microswitches to protect against runaways in the event the for-
ward/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 1204X/1205X and 1209/1221 controllers. As
shown in Figure 11, 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. 11 Standard throttle
pot, 0–5kΩ.
0–5kΩ POT
FASTER
TO

0–5kΩ POT
THROTTLE
INPUT

TO
THROTTLE
INPUT

FASTER

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 11.
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
Fig. 12 Bi-directional make a standard pot turn in the same
FASTER
twist-grip throttle with direction regardless of which direction
5 kΩ
10 kΩ center-tapped, the twist grip is turned. Alternatively, a
4-terminal pot. TO
4-terminal, center-tapped 10 kΩ pot can
5 kΩ
THROTTLE
INPUT
be coupled directly to the twist grip, as
FASTER shown in Figure 12.

Curtis PMC 1204X/1205X/1209/1221 Manual 16

 WIRING

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 from
twist-grip throttle with a 5 kΩ at neutral to zero at the
SPEED
standard 20 kΩ pot and a INCREASES extremes—the opposite of the
BOTH WAYS
controller with the standard throttle input configu-
optional 5kΩ–0 throttle ration. Contact the factory if you
20 kΩ
input. TO need this type of controller.
THROTTLE
INPUT

WARNING: with the input 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.

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 14. 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. 14 Reduced speed
25
operation (with standard
0–5kΩ pot).
SPEED REDUCTION RESISTOR

FASTER
20
0–5kΩ

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

Curtis PMC 1204X/1205X/1209/1221 Manual 17

 WIRING

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.

Electronic Throttle Wiring

Curtis’s electronic throttle, ET-XXX, is wired as shown in Figure 15. It requires
a controller with the optional 0–5V throttle input.
Fig. 15 Curtis electronic
throttle (ET series) with a connector
controller having the optional wiring
optional 0–5V throttle
input.

WHT/BRN

GREEN

ORANGE

BLACK

BLACK/WHITE

WHITE

FUSE KEYSWITCH INTERLOCKS

EMERGENCY REVERSE
POLARITY
PROTECTION
+ DIODE
FORWARD

REVERSE

BYPASS
MAIN

KSI
B- B+
F/R cont. output
Bypass cont. output
M- A2 Emergency reverse
FWD input
– REV input

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 WIRING

Bypass Wiring
If you are using a potbox, wire the control and power circuits for the bypass
contactor as shown in Figure 8. If you are using an ET-series electronic throttle,
the power circuit is the same; wire the control circuit as shown in Figure 15.
Note that a suppression diode is not used with the bypass contactor coil
because it would slow the turn-off of the contactor with the possible result of a
false fault being detected. Bypass contactors should be used only with controllers
that have the optional bypass feature. The bypass option is available only on 12V
and 24–36V controllers.

WIRING: PM MOTORS
Because of their M- fault detect circuitry, 1204X/1205X/1209/1221 controllers
are not compatible with permanent magnet (PM) motor applications. During
deceleration, the PM motor would act as a generator, holding the M- terminal
low. As the throttle demand is less than 80%, the controller would interpret this
as a fault and would shut itself off. The keyswitch would then need to be recycled
before the controller could operate. Another problem is that plug braking could
not be used without adding external circuitry. These controllers are not recom-
mended for use with PM magnet motor systems. Consult your Curtis office for
controllers compatible with PM motors.

Curtis PMC 1204X/1205X/1209/1221 Manual 19

 MAINTENANCE & ADJUSTMENT

4
MAINTENANCE & ADJUSTMENT

Curtis PMC 1204X/1205X/1209/1221 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 16.

Curtis PMC 1204X/1205X/1209/1221 Manual 22

 MAINTENANCE & ADJUSTMENT

Fig. 16 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 1204X/1205X/1209/1221 Manual 23

 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 1204X/1205X/1209/1221 Manual 24

 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.

Arcless contactor switching

Each time the forward/reverse switch passes through neutral, the controller’s
output is rapidly turned off (even if the throttle is held on) so that all motor
current has stopped by the time the forward/reverse contactor drops out. Control-
ler output always starts at zero and increases smoothly at the set acceleration rate
each time a new direction is selected. As a result, forward/reverse switching is
arcless.
Bypass contactor switching is also arcless, provided the current being inter-
rupted is below the controller’s current limit.

Bypass (1A) [OPTIONAL FEATURE]

If the throttle input is greater than 90% for more than one second, the controller’s
bypass contactor output is turned on. This closes the bypass contactor that
connects M- directly to B-, thus connecting the motor directly to the battery.
Bypass allows the motor current to exceed the maximum controller current limit,
giving the operator access to more torque (for getting the vehicle out of a hole, for
example, or up a ramp). A fuse should be installed in the power wiring circuit to
protect the motor when using bypass.
Curtis PMC controllers are so efficient that the difference in efficiency when
operating with and without bypass is negligible. The main advantage of bypass is
the additional torque it can provide in overload conditions.
The 1204X/1205X/1209/1221 controllers are available with or without the
bypass feature in the 12V and 24–36V models. The bypass option is not available
in the higher powered models.

Curtis PMC 1204X/1205X/1209/1221 Manual 36

 GLOSSARY

Controller fault protection

Faults can be caused internally (e.g., failed electronic components) or externally
(e.g., wrench dropped across controller terminals). When a fault is detected, the
controller’s forward/reverse and bypass contactor outputs are turned off.
Faults are detected by monitoring the controller’s M- output. M- should
periodically go high; if it remains low for more than 20 ms, a fault is detected.
Fault protection is disabled for throttle input greater than 80%; this prevents full
speed and normal bypass mode from being detected as faults.
To recover from a fault, the forward/reverse switch must be turned off and
back on again. For controllers with SRO, the SRO sequence must be initiated.
If the fault has been corrected, the controller will turn back on.

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.
In addition to protecting the controller, the current limit feature also
protects the rest of the system. By eliminating high current surges during vehicle
acceleration, 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).

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.

Emergency reverse [OPTIONAL FEATURE]

Emergency reverse (“belly-button”) switches can be mounted on the handles of
walkie vehicles. The emergency reverse switch is wired to the controller, reverse
contactor, and throttle pot in such a way that if the button is pressed against the

Curtis PMC 1204X/1205X/1209/1221 Manual 37

 GLOSSARY

operator by the advancing vehicle, the controller provides enhanced plug braking
current to stop the vehicle quickly and reverse its direction.
The 1204X/1205X/1209/1221 controllers are available either with or with-
out the emergency reverse feature.

Environmental protection
Curtis PMC 1204X/1205X/1209/1221 controllers are housed in rugged anod-
ized aluminum extrusions that provide environmental protection. Controllers
must be kept clean and dry, however, to ensure long life.

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.

High current coil drivers

The 1204X/1205X/1209/1221 controllers are available, on request, with high
current drivers for the forward/reverse and bypass contactor coil inputs. These
high current coil drivers, which are rated at 2 amps rather than the standard 1 amp,
are necessary to accommodate contactors with rated coil currents above 1 amp.
The recommended Albright contactors do not require high current coil drivers.

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 1204X/1205X/1209/1221 controllers are available either with or with-
out the HPD feature.

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

Curtis PMC 1204X/1205X/1209/1221 Manual 38

 GLOSSARY

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.

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.

Curtis PMC 1204X/1205X/1209/1221 Manual 39

 GLOSSARY

Pot fault
See Throttle pot fault protection.

PTC
A PTC (Positive Temperature Coefficient) resistor is a resistive element that
changes value depending on its temperature. At low temperatures, it has a very low
resistance value. As current flows through the PTC, it heats up and at a certain
temperature it trips to a higher resistance value. PTCs are used on the keyswitch,
forward, and reverse controller inputs to improve performance in freezer and
moisture-intensive environments. Their addition increases the standby current to
approximately 250 mA on 12V models and 100 mA on 24–36V models.

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, 1204X/1205X/1209/1221 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 modu-
lation (PWM)—permits silent, stepless operation.

Static return to off (SRO) [OPTIONAL FEATURE]

The SRO feature prevents the vehicle from being started when “in gear.” If the
operator attempts to start the vehicle while in forward or reverse, the controller
(and the vehicle) will remain off. For the vehicle to start, the controller must
receive an input to KSI from the designated SRO interlock before receiving a
forward or reverse input from the forward/reverse switch. Like HPD, this safety
feature ensures smooth starts.
The 1204X/1205X/1209/1221 controllers are available either with or with-
out the SRO feature.

Temperature compensation
Internal temperature compensation ensures that the controller’s current limit
remains constant over varying controller temperatures. This eliminates perfor-

Curtis PMC 1204X/1205X/1209/1221 Manual 40

 GLOSSARY

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 controller exceeds 75°C (167°F), the main and plug current
limits decrease steadily until they are reduced to zero at 95°C (200°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, 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 condi-
tions. However, it may result in premature 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
approximately one-half of the set current. When the controller warms up, full
current limit and performance return automatically.

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

Curtis PMC 1204X/1205X/1209/1221 Manual 41

 GLOSSARY

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 1204X/1205X/1209/1221 Manual 42

 APPENDIX C

APPENDIX C
ELECTRICAL SPECIFICATIONS

TABLE C-1 Electrical Specifications, 1204X/1205X

NOMINAL INPUT VOLTAGE 12V, 24–36V, and 36–48V

PWM OPERATING FREQUENCY 15 kHz

CONTROL INPUT LEVEL

KSI/forward/reverse from 8 V to 1.5 × maximum battery voltage
Emergency reverse from undervoltage cutback level to 1.5 × max. battery voltage

STANDBY CURRENT less than 250 mA

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

NOMINAL VOLTAGE UNDER- MAX TOTAL

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

1204X -12XX 12 275 275 200 125 0.35 9 2

-14XX 12 400* 300 210 135 0.25 9 2

-42XX 24–36 275 275 200 125 0.35 16 2

-44XX 24–36 400* 300 210 135 0.25 16 2

-52XX 36–48 275 275 200 125 0.35 21 1

1205X -14XX 12 400 400 275 175 0.25 9 2

-16XX 12 500* 425 285 185 0.20 9 2

-44XX 24–36 400 400 275 175 0.25 16 2

-46XX 24–36 500* 425 285 185 0.20 16 2

-53XX 36–48 350 350 250 150 0.35 21 1

* 30-second rating

Curtis PMC 1204X/1205X/1209/1221 Manual 49

C-1
 APPENDIX C

Table C-2 Electrical Specifications, 1209/1221

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

PWM OPERATING FREQUENCY 15 kHz

CONTROL INPUT LEVEL

KSI/forward/reverse from 8 V to 1.5 × maximum battery voltage
Emergency reverse from undervoltage cutback level to 1.5 × max. battery voltage

STANDBY CURRENT less than 100 mA

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

NOMINAL VOLTAGE UNDER- MAX TOTAL

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

1209 -46XX 24–36 500 500 350 225 0.15 16 2

-55XX 36–48 450 450 300 200 0.30 21 1

-64XX 48–72 400 400 275 175 0.30 32 1

-6A5XX 48–80 450 450 300 200 0.25 32 1

-72XX 72–120 275 275 175 100 0.70 48 1

1221 -48XX 24–36 600 600 425 250 0.10 16 2

-57XX 36–48 550 550 375 225 0.25 21 1

-66XX 48–72 500 500 350 200 0.25 32 1

-6A7XX 48–80 550 550 375 225 0.20 32 1

-74XX 72–120 400 400 250 150 0.50 48 1

Curtis PMC 1204X/1205X/1209/1221 Manual C-2

50