Sevcon SC2000 Manual - With Calibrator Section PDF
Sevcon SC2000 Manual - With Calibrator Section PDF
Sevcon SC2000 Manual - With Calibrator Section PDF
SC2000 MANUAL
This manual details the features of the following SC2000 core controllers and variants.
Revision History
Revision Comments
F DT Complete rewrite to reflect the new features introduced by version 6.XX software
G JP Add wiring diagrams. Change Index. Add Personalities 1.6.16 Fixed Plugging,
Work Hours Count 2.2.9 and Seat 2.3.11. Remove SC26XX variant and drawings
1. INTRODUCTION ................................................................................................................. 3
4. SAFETY............................................................................................................................... 6
6. CONTROLLER CONNECTIONS....................................................................................... 10
8. DIAGNOSTICS ................................................................................................................. 21
13 INSTALLATION ........................................................................................................................ 40
14 EMC GUIDELINES................................................................................................................... 41
ACCELERATOR CHARACTERISTICS......................................................................................... 43
1.2 The controllers have been designed to satisfy the requirements of the relevant UL and EC
standards.
1.3 The controllers have been optimised for use with D.C. series wound motors. For other motor
types contact SEVCON.
4.2 The SC2000 controller contains a triple fail-safe system to give a high level of safety. If the
diagnostic LED is not illuminated or flashes, the safety circuit may have tripped and the truck
may not drive.
4.3 To ensure continued safety of the SC2000 system, the fail-safe circuit should be checked
whenever the truck is serviced (See 4.7). The period between checks should not exceed 3
months.
4.5 Before working on the controls disconnect the battery and connect the B+ and B- controller
terminals via a 10 ohm 25 watt resistor to discharge the internal capacitors.
4.6 Never connect the controller to a battery with it's vent caps removed as an arc may occur due
to the controller's internal capacitance when it is first connected.
4.7.1 Ensure the drive wheels are CLEAR OF THE FLOOR AND FREE TO ROTATE.
4.7.2 Switch on, select seat switch, release brake, select direction and FS1, the wheels
should rotate and the diagnostic LED should give a steady illumination.
4.7.3 Switch off, disconnect battery and connect the F1 and B- terminals together with, at
least, 10mm2 cable. Ensure that no other fault that would allow drive is present.
4.7.4 Reconnect battery, switch on key with direction in neutral. The LED should stay off.
Select a direction and check that the direction contactors do not close and the wheels
do not rotate.
4.7.5 Switch off at key and remove the F1/B- connection. Switch on at key, reselect the
power-up sequence and check that the LED illuminates and the truck wheels rotate.
4.8 NOTES:
4.8.1 As blow-out magnets are fitted to contactors (except 24V) ensure that no magnetic
particles can accumulate in the contact gaps and cause malfunction. Ensure that
contactors are wired with the correct polarity to their power terminals as indicated by
the + sign on the top moulding.
4.8.2 The SC2000 controller must NOT be used with permanently-connected on-board
chargers or damage to the system may result.
5.3.3 Switching Frequency: 15.7 kHz (Traction Drive and Braking and Pump).
5.3.4 Electrical Isolation: Enclosure to any live part = 1kV. Controller internal
insulation specified at > 10MΩ @500V DC. Dielectric
strength 1000V @ 50Hz for 1 Minute
5.3.5 Battery Polarity: An internal diode fitted in the keyswitch line will prevent
line contactor closure if the battery positive and negative
connections are reversed. When a line contactor is
used no damage to the controller will result.
5.3.6 Switch/Digital Inputs: Connector 1 (24 way) Pins:-
1, 2, 3, 4, 5, 6, 7, 8, 13, 14, 15, 16, 17, 18, 19 & 20
Operation: Active-low (The input becomes active when connected
to battery negative, otherwise inactive).
Voltage Range: Low (Closed) -1.0 to +1.8 V
High (Open) +4.5 to +150 V
(or open-circuit).
Input Impedance: Max. resistance to ground for a 'low' = 500 Ω.
Min. resistance to ground for a ‘high’ = 2.7 kΩ
Note : negative switch returns must be connected to controller B- terminal and not at
battery negative.
5.3.7 Active-high Inputs: The switch/digital inputs are available as a factory set,
hardware active-high option. Active-high inputs are
higher impedance and are more susceptible to moisture
problems.
Active-low inputs are recommended.
Operation: Active-high (The input becomes active when connected
to battery positive, otherwise inactive).
Voltage Range: Low (Open) -1.0 to 4.0 V
(or open circuit)
High (Closed) +8.75 to 150 V
Input Impedance: Max input impedance = 35 kΩ
5.3.8 Analogue Inputs: Connector A (24 way) pins:- 9, 10, 21 & 22
6.1.1 Controller Connections - These are made via M8 terminals depending on unit
configuration, as follows:
All Controllers:
B+ Connected to Battery positive via the fuse and line contactor (if fitted).
B- Connected to Battery negative.
Pump Controllers:
F2 Connected to the negative side of the Pump motor.
S2 Connected to the positive side of the Pump motor.
Power Steer (Optional) + terminal to battery positive via fuse, other terminal to
the power steer motor.
Note2: Any 2 of the Optional contactors (except Line) can be reassigned for use as the
second set of direction contactors for dual motor traction systems.
Note3: For dual motor non proportional systems the balancing contactor will be required.
The recommended contactors for controllers with current limits up to 500A are:
Line Albright SW200 Continuous Rating
Direction (Forward/Reverse) Albright DC182 Intermittent Rating
Regen Albright SW181 Intermittent Rating
Traction Bypass Albright SW180 Intermittent Rating
Field Weakening Albright SW80 Intermittent Rating
Power Steer Albright SW80 Continuous Rating
Pump Bypass Albright SW180 Intermittent Rating
It is recommended that 24 V contactors are used together with the chopping feature.
6.1.5 Regen Diode - available from SEVCON (840/44245) and connected as follows:
The function of the analogue inputs depends on the type of SC2000 controller and is defined
by the table below
*Note The footbrake switch (if required) should be connected in series with the footbrake
potentiometer (if fitted), and Pump Switch 1 (if required) should be connected in series
with the pump accelerator (if fitted).
All the pins are protected against misconnection to each other and B-ve. The sockets provide
physical protection against short circuits to B+ve.
Sevcon’s CAN system is defined as CAN 2.0A (Basic CAN, error active) and is implemented
using a Philips Semiconductor chip-set with an 80C250 transceiver chip. The SC2000 CAN
protocol sets the baud rate to be 100K bits per second.
Presently the CANbus is used to communicate with the calibrator. It can be used to
communicate with a dashboard display and for remote control from a host PC. Long term,
communications with auxiliary controllers and equipment will be possible.
E.g. Battery Chargers, Standalone Power Steer Controllers, Controller I/O expanders ...etc. .
At present it is possible to connect up to 15 auxiliary pieces of equipment onto the CAN bus.
The diagram below describes how the CAN Calibrator is used. The
left and right arrows move between screens on the same level. The
up and down arrows move between levels and the + and - buttons
increment or decrement the parameters by the amount indicated in
the STEP column of the following tables.
Switch On
1.1 Traction 0 1.2 Traction 0 1.3 Traction 0 1.4 Traction 0 1.5 Traction 0 1.6 Traction 0
Personalities Status Test BDI Fault Log Setup
Note 1: Depending on controller type and configuration some of the above may not be displayed.
Note 2: pressing the calibrator “down arrow” key from the potentiometer zero and full personalities
(1.1.20 to 1.1.27, and 2.1.23 to 2.1.24) jumps directly to the associated voltage measurement in the
test menu. Pressing this key from the test menu jumps back to the associated zero level personality.
For example:
1.1.20 Trac Pers press Ð 1.3.2 Trac Test press Ð 1.1.20 Trac Pers
Accel Zero 2.00V Accel 1.85V Accel Zero 2.00V
Note: As with the personalities, only relevant switch tests will be shown.
Can be disabled via setup menu. See section 9 for more details.
Cal.Ref Parameter Displayed Min. Display Max.Display Step size Log Info.
(all units) (all units) (all units)
2.2.1 Battery Voltage 0V 127 V 0.1 V +
2.2.2 Pump Motor Voltage 0V 127 V 0.5 V
2.2.3 Pump Motor Current 0A 1200 A 6A +
2.2.4 Pump Controller Temp. -30 oC +225 oC 1 oC + -
2.2.5 Pump Mosfet Voltage 0V 127 V 0.5 V
2.2.6 Capacitor Voltage 0V 127 V 0.5 V
2.2.7 Key Switch Hours Count 0 Hrs 65279.9 Hrs 0.1 Hr (6min)
2.2.8 Pump Pulsing Hours Count 0 Hrs 65279.9 Hrs 0.1 Hr (6min)
2.2.9 Work Hours Count 0 Hrs 65279.9 Hrs 0.1 Hr (6min)
Note : Log Info shows where the + and - keys can be used to access the service max and min data.
7.2.4 Pump BDI (as Traction 7.1.4, but only present in standalone Pump units)
7.2.5 Pump Fault Log (as Traction 7.1.5, but only present in standalone Pump units)
Service information is available in the Traction and Pump Status menus, where holding down
the ‘+’ key shows the maximum value of the current item, and holding down the ‘-’ key shows
the minimum value. The following items are logged:
To clear the log, access the “Service Log + to reset log” message at the end of the Status
menu, and follow the prompts. The service log can be enabled and disabled in the Setup
menu.
The Fault log is available at location 1.5 on the calibrator. Faults are grouped together by
“LED flash fault”; the types of flash fault and whether each is logged is shown below.
Generally faults that can occur during normal operation, e.g. a 2 flash driver procedure error
or an 8 flash thermal cutback indication, are not logged.
Each of the above logged categories contains - The total number of faults of this type, the Key hours
count of the most recent fault and a text description of the fault. An example of how the Fault Log
information is presented is shown below:
12*04F 12345.6hr This display shows that 12 4-Flash faults have occurred and been
Contactor o/c logged, the most recent at 12345.6 Key hours and it was a
Contactor o/c fault.
Once into the fault log menu, the left and right arrows are used to view any faults stored and at the
end of the list a “Fault Log + to reset log” message is shown, where the Fault Log can be reset in a
similar way to the service log. The Fault Log can be enabled and disabled in the setup menu.
10.1.1 Start Up Sequence - At key switch on, the Direction and FS1 switches must be in the neutral
condition simultaneously at least once before drive can be selected. This is a safety feature
to help prevent unexpected movement immediately after power up. This Start up Sequence
can be removed as an option but this is not recommended.
10.1.2 SRO (Static return to off)- This feature is optional in the setup menu and when specified,
forces the following sequences of switch inputs to be followed before drive is allowed:
Keyswitch-Direction-FS1 or Keyswitch-FS1-Direction (within 2 seconds of FS1). Any other
sequence will not allow drive. Drive will be inhibited if FS1 is active for more than 2 seconds
with no direction selected. In this case the FS1 will need to be recycled.
10.1.3 Seat Switch - If the seat switch is opened and the seat switch timer has timed out during
drive the controller will stop pulsing and a seat fault will be indicated. Before drive can be
restarted the seat switch must be closed, and FS1 and the direction switch must be recycled
through neutral. Note the start sequence for drive requires that the seat switch is closed and
both the direction and FS1 switches are in the neutral position simultaneously before drive
can be initiated. The time period is programmed by means of the Calibrator (Seat Switch
Delay). As a setup menu option the seat switch can also inhibit pump operation if required.
There are also additional seat switch start up sequences available as options, although the
above described SEVCON standard is recommended.
10.1.4 Handbrake Switch - An input is provided for the connection of a handbrake switch, which if
operated will disable traction pulsing but leave the drive related contactors in position to effect
a minimum roll back hill start when drive is selected and the handbrake is released.
10.1.5 Acceleration Delay - This is an adjustable delay and sets the time taken to ramp up from 0
to 100% on full drive demand.
10.1.6 Deceleration Delay - This is an adjustable delay to ramp down the pulsing from 100% on to
0% on, and can be used to limit the inherent truck lurch when acceleration is interrupted.
When neutral is selected, contactors are only opened when the % on has ramped down to 0.
10.1.7 Creep - The Creep speed is adjustable and is used to select a minimum pulsing level as
soon as drive is requested, to minimise delays and dead bands. The motor voltage is rapidly
ramped to the creep level (equivalent to a 100mS acceleration delay).
10.1.8 Cutback speeds - There are 2 cutback switch inputs. Each one has an associated
personality to adjust the maximum % on when the switch is active. In addition each cutback
has an independently adjustable acceleration delay associated with it to further enhance low
speed manoeuvrability. When both switches are active together, the lower speed is selected
together with the slowest acceleration delay. The cutback speed inputs are usually normally
closed so that a wire off type fault or bad connection initiates a lower speed.
When the BDI feature is enabled and the cut out level is reached the speed 2 cutback is
automatically initiated.
A maximum speed adjustment is also available to limit the maximum applied %on. (If the
setting is less than 95% then Bypass and Field Weakening are disabled).
10.1.9 Bypass - The Bypass contactor is used to short out the main Mosfet switching device to
increase speed and efficiency at high speeds and to allow higher motor currents than the
controller’s maximum current limit, to climb ramps laden or to escape from ruts or pot holes.
Current-limit Bypass: the accelerator is fully depressed and the controller has been in current limit
for longer than 2 seconds. In order to prevent a sudden lurch of the truck the contactor will not be
energised if the motor voltage during current limit is less than 20% of battery voltage. This mode of
operation can be disabled via the setup menu.
High-speed Bypass: If the accelerator is fully depressed and the controller has been pulsing at
maximum % on for 1.5 seconds and the Bypass Delay personality has timed out. The Bypass delay
timer is a feature that can be used to allow the truck to obtain full speed, before contactor closure.
The bypass contactor will be de-energised if the accelerator demand is reduced below 86%, or if the
motor current exceeds the Bypass over-current dropout level, adjustable by the calibrator. To allow
for initial overshoots the over current test is disabled for the first 2 seconds of Bypass. Although the
software attempts to minimise arcing when the contactor opens, some arcing is inevitable under
certain load conditions. After an over-current drop out, the Bypass function will be inhibited until
neutral is recycled to prevent repeated opening and closing of the tips under heavy current
conditions.
Bypass can be disabled by setting the over-current drop out to 0 A. Also Bypass will be disabled if
either of the 2 speed cutback switches are enabled and the settings are adjusted below 95% or the
maximum speed setting is less than 95%. Applying the footbrake switch or economy > 0% will also
prevent Bypass closure.
10.1.10 Field Weakening - This is carried out by connecting a low value/high wattage resistor
connected in series with a contactor across the traction motor field to weaken the field and hence
increase speed whilst reducing torque. As a guide line the value of the resistor should be the same
as the motor field resistance and it should be rated to carry field current.
At full accelerator depression and maximum %on, and after bypass contactor closure (if fitted) the
field weakening contactor is energised providing the current is below the Pull-In level. If the motor
current increases above the Drop-out level or the accelerator demand is less than 86% or the
bypass contactor is de-energised, the Field Weakening contactor will be opened. Both the Field
Weakening Drop-Out and Pull-In current levels are adjusted with the calibrator.
10.1.11 Power Steer - A contactor drive is available to control a separate Power Steer motor. An
adjustable delay allows the motor to operate for a set time, after the power steer trigger or power
steer demand has been removed. SEVCON’S standard trigger, i.e. when the contactor is closed, is
when either FS1 or the Footbrake switch is closed, or the Traction unit is pulsing. It is an either-or
situation, so any one of these 3 inputs is sufficient to trigger the Power Steer.
This standard trigger is designed to give power steer when ever the truck is moving, but not to have
a situation where the Power steer could be on continuously, i.e. on a direction switch where the
truck could be left with a direction selected and the Key switch left on. If FS1 or the Footbrake is
applied then the vehicle is either about to move or is moving, and the Traction pulsing is used if the
truck was neutral braking (pulsing) down a long ramp, when it is conceivable that neither of the two
switches would be closed. On a tow-tractor, power steer is disabled during inching.
An independent input pin (connector A, pin 14) also exists to trigger Power Steer operation. This is
normally used in conjunction with a steer on demand system where an output is generated when the
steering wheel is turned. This gives Power steer on demand and is more efficient since typically no
steering delay, or only a short delay is needed.
The independent trigger only, or other trigger combinations can be configured if necessary in the
setup menu. Some vehicles derive the power steering assistance from the main Pump Hydraulic
motor, instead of having a separate Steer motor. In this situation the trigger is fed to the Pump
controller and runs the pump at the speed set by the P. S. Speed personality 2.1.19.
Independent ramp up and ramp down delays are provided when Power steer assistance is derived
from the main Pump controller, to help tune steering responsiveness without affecting the main
pump operation.
i) A direction switch change will initiate regen braking at a level set by the Direction Brake
Current level. Braking effort is proportional to the accelerator position, with a minimum
accelerator pedal position giving 50% of the set brake level increasing to 100% for a fully
depressed pedal. The proportionality range allows the driver to modify the braking effort
without allowing freewheeling. The proportionality feature is optional and can be configured in
the setup menu to give fixed braking at the set personality level.
ii) Closure of the foot-brake switch in neutral, will initiate regen braking at the Footbrake
personality level. An input is provided to allow braking effort to be proportional to the
Footbrake position if a potentiometer is fitted. Setting a 0 into the personality disables braking
on the Footbrake switch.
iii) When neutral (i.e. there is no direction selected or FS1 is opened) is selected, regen is
initiated at the Neutral Brake Current level. Setting a 0 into the personality disables neutral
braking and allows freewheeling. Neutral braking will only be attempted if the % on in the
previous direction exceeded 20% above the set creep level. This helps minimise
unnecessary delays and contactor operations.
Regen braking is some times not possible at low speeds depending on the motor
characteristics. To help minimise delays attempting to regen, a Regen Time adjustment is
offered which can be set so that Regen is only attempted for a short period of time, which is
sufficient to initiate regen at medium to high speeds but not to cause unnecessarily long
delays at very slow speeds where regen is not possible. If the Regen Time setting is
increased then regen can be initiated at lower speeds. Setting the Regen Time to 0 disables
regen and forces plug braking only.
If regen is not possible due to low vehicle speed, the following action will be taken:
1) For direction braking, plugging will be used to slow, then reverse the vehicle.
2) For neutral or footbrake braking, the vehicle will freewheel.
10.1.13 Plug Braking - Plug braking is achieved by controlling the rotating motor armature as a
generator and dissipating most of the energy in the motor and the plug diode.
For plugging-only controllers, the conditions for initiating braking are identical to those for regen
controllers: on a direction change, footbrake switch and in neutral. Plugging also operates on regen
controllers if the truck has been travelling too slowly to initiate regen direction braking.
The switching frequency in the Plug braking mode is high frequency and silent.
10.1.14 Brake Constant Factor - This adjustment has been added to match braking levels between
Regen and Plug braking.
The plugging current on regen controllers is equal to the direction change regen current multiplied by
the constant factor. For example, if direction change regen in neutral is operating at 100A, a factor of
0.8 would give 80A of Plug braking when regen was not possible due to low vehicle speed.
Inching will only operate if the main direction control and FS1 switches are in the neutral
position and the seat switch is open, and handbrake off. These safety interlocks prevent
anyone from sitting in the driver’s cab whilst an operator is using the inching switches at the
rear.
A burst inching feature is also available which uses inching in conjunction with an adjustable
timer to provide inching for a limited period. This is typically used in conjunction with an
electromechanical brake to provide inching on gradients and to help prevent against unlimited
travel if an inching button became jammed in the closed position or failed short circuit.
10.1.16 Anti-Rollback - This is a standard SEVCON feature and is used to help prevent roll back
conditions on ramps. If the driver reselects the previous direction after a neutral condition,
braking is not attempted, and full drive power is available to restart on a hill. This feature
minimises the delay after selecting drive before pulsing starts, thus limiting the distance the
vehicle will roll before the motors are able to drive.
10.1.17 Analogue Inputs - The Traction accelerator input, as well as the other 3 analogue inputs are
very flexible in the range of signal sources they can accommodate and can be adjusted to
minimise deadbands and mechanical tolerances. Each of the 4 analogue inputs has 2
adjustments associated with it, that allow the input voltage range to be determined.
For the Traction Accelerator, for example, the 2 adjustments are called the “Accelerator Zero
Level” and the “Accelerator Full Level”. If these were set to 0.20V and 4.80V then 0% pulsing
would start at 0.20V at the input, increasing to 100% pulsing at 4.80V. For accelerators with
decreasing voltage outputs, the Zero adjustment might be set to 3.5V and the Full adjustment
to 0.0V. The Calibrator test menu shows the instantaneous voltage reading, and the
equivalent % “push” for each input, and to allow easy set-up, pressing the “down” key on the
calibrator from either of these test displays, allows a direct jump to the Zero voltage and Full
voltage personality settings. Note that a 6 flash fault will occur if the full and zero levels are
set within 0.50V of each other.
For details of the 3 wiring options, see section 5.3.8., and for an example of each method see
Figure 1.
10.1.18 Traction Accelerator - When Drive is selected and the accelerator is first pressed, pulsing
will commence at the Creep Speed setting increasing towards the maximum %on.
If the accelerator is depressed at power up, pulsing will be inhibited and a 6 flash fault will be
indicated, until the pedal is released. In case of a wire off type fault, pulsing will be limited to
the creep setting and a 6 flash fault will also be given.
Various accelerator characteristics i.e. relationship between accelerator push and the applied
motor voltage, can be selected via the setup menu. There are 4 options: Linear, Curved,
2*slope and Crawl. Set to Linear for a straight line accelerator characteristic, Curved for more
low speed manoeuvrability, 2*Slope for a balance between Linear and Curved, and Crawl for
a very shallow low speed manoeuvrability curve. See graph 2 for actual characteristics.
10.1.19 Footbrake Potentiometer - This input is available to allow a potentiometer to be fitted to the
Footbrake pedal for proportional braking. It can be connected and set-up as per the
accelerator input. Alternatively a switch can be used to give a on/off operation. Note that
footbrake operation drops out both Bypass and Field weakening.
10.1.20 Economy Potentiometer - This potentiometer, normally available to the driver of the truck,
varies the acceleration ramp delay from its set value to its maximum value. It can be adjusted
as per the accelerator input. As a setup menu option the economy function can reduce the
traction current limit, instead of increasing the acceleration delay. See graph 2 appendix for
characteristic. Note that the economy function drops out both Bypass and Field Weakening.
10.1.22 Digital Switch Inputs - The digital inputs on the controller can be configured as Active Low
inputs, where the switches are wired to B-ve, or as Active High inputs where the switches are
connected to B+ve. The SEVCON standard is Active Low, and is recommended for it’s low
impedance input stage and immunity to moisture related problems. Active High inputs are a
hardware option which must be specified when the controller is manufactured.
10.1.23 Contactors - There are up to 8 outputs for driving contactors as described in previous
sections. It is also possible to reconfigure one of the outputs, normally contactor drive 8, as
an external LED or Lamp driver to allow dashboard indication of the controller’s integral LED.
The controller can diagnose open circuit (o/c) and short circuit (s/c) problems with certain
contactors, as described in the diagnostic section. Generally, following a request to open a
contactor, the controller will report a 4 flash fault and a calibrator message if a successful
operation was not detected after approximately 500ms. To help prevent against minor tip
contaminants causing spurious diagnostic trips when closing a contactor, if a closure is not
detected after 500ms, pulsing up to a maximum of 25% is allowed. This is designed to pass a
controlled amount of current to try and break through any contaminant present to allow
uninterrupted drive. If a closure isn’t detected on reaching 25%, then the contactor drive is
removed and a 4 flash fault is indicated.
An optional Line Contactor can be connected between the B+ terminal of the controller and
battery positive to help prevent large currents flowing through the battery connectors and into
the internal capacitors when the controller is first connected to the battery. After the keyswitch
has been switched, and once the capacitors have charged up (via internal resistance) the line
contactor will be energised. An internal diode fitted in the keyswitch line will prevent any
contactor energising if the polarity of the battery voltage is reversed. On Pump controllers the
Line Contactor also gives a mechanical break.
Under normal operating conditions contactors will operate without arcing. However, under
certain fault conditions, contactors may arc when opening. The Bypass contactor may also
arc during Bypass over-current drop out conditions.
10.1.24 Contactor chopping - This feature allows 24 V contactors to be used at all battery voltages
24V - 96V, by continuously monitoring the battery voltage and chopping the contactor output
pins accordingly, to present an average voltage suitable for 24V coils. Chopping is selectable
by the calibrator. All the contactor drives will be either chopped or not chopped. It is not
possible to select individual drives to chop. Care must be taken to ensure that chopping is
always selected if 24V contactors are being used on battery voltages higher than 24V. In
applications > 24 volts contactors must be fitted with blow out magnets.
Chopping can reduce the overall dissipation in the coils and allows only one set of contactors
to be stocked for all battery voltages.
There are 3 contactor chopping options available via the setup menu: Off, On and 24V. The
off setting is used for nominal battery voltage coils, and the On setting is for 24V coils on
higher voltage vehicles. Setting to 24V provides chopping for 24V coils and lamps without the
drop to 16V after 1s.
The controller’s safety system includes a microprocessor watchdog which can detect
software failure, and a hardware fail-safe system which can prevent dangerous runaway
conditions in the event of certain hardware failures.
Every time the controller is powered-up, the software checks that the fail-safe circuit is able to
switch off the Mosfets and open at least 2 contactors.
The SC2000 can drive twin traction motor systems using either a single chopper (non-
proportional control) or a twin chopper (proportional control). In both modes, 2 of the
contactor drive outputs must be assigned as an additional set of direction contactors for the
second motor. Depending on the steering angle, the inner motor of a turn can be reduced in
speed, and then reversed (for 3-wheel vehicles). For increased safety, the overall speed of
the vehicle can also be reduced as it turns.
The steering information can be provided by either 3 switch inputs (inner-left steer switch,
inner-right steer switch and the outer switches connected in parallel) or a steer potentiometer.
Sevcon recommends a steer pot., as this allows linear inner-wheel control on proportional
systems, and linear speed cutback in turns on all vehicles. As the steering characteristics for
a potentiometer can be adjusted via the calibrator (items 1.1.29 and 1.1.31), mechanical
adjustment is not required. See section 7.3.1 for typical values. The inner angle and outer
angles personalities must be at least 5° apart. If problems exist with setting the values, check
the other setting to ensure it is not within 5 degrees.
For all dual motor systems, the steering range 0 - 90° is split into 3 sections: the dead-band,
the cut-band and the reverse-band. The characteristics of each are shown below:
Band Definition Definition Maximum Inner Motor Inner Motor Bypass &
for Steer for Steer Vehicle Speed Direction Field
Pot. Switches Speed Weakening
Dead Band steer angle all steer 100% 100% Same as Enabled
e.g. is less than switches direction
0° - 10° inner angle open lever
Cut Band steer angle one inner reduced to reduced to Same as Disabled
e.g. is between switch is cutback 0% direction
10° - 70° inner and closed speed #1 lever (or
outer angles stationary)
Reverse steer angle one inner reduced to increased to Opposite of Disabled
Band is greater and outer cutback cutback direction
e.g. than outer switch is speed #2 speed #2 lever
70° - 90° angle closed
Depending on how closely the motor characteristics are matched and whether circulating
currents exist between the two motors during braking, a balancing contactor may be required
(see Figs 5 & 7). The balance contactor is open when driving, and closed under all other
normal conditions.
To minimise lurches during cornering the chopper is ramped-down using the standard
acceleration delay prior to changing the direction of the inner wheel. Once the contactors
have changed, the chopper is ramped up at one of two rates depending on the type of
direction change: The inner ramp rate is used between the dead-band and the cut band, and
the outer ramp rate is used between the cut band and the reverse band.
The actual limit speed of the vehicle is typically ± 2 KPH of the personality setting,
depending on motor loading. When the feature is enabled, a probe “wire-off” feature will
limit the motor voltage if the probe is disconnected.
Calibration of the feature is made via the set menu items “Full Speed” (1.6.13) and “Probe
Frequency” (1.6.14). Full Speed should be set to the maximum speed of the vehicle,
unloaded on level ground. The Probe Frequency setting should be the output frequency of
the sensor at that speed.
The recommended sensor is an active low (i.e. NPN) inductive proximity switch. The output
is connected to connector A, pin 13. A +12V supply on connector A, pin 24 can be used for
most types of sensor. The negative supply of the sensor should be connected to the
controller’s B- terminal. Contact SEVCON for further recommendations if required.
The operation of the speed limit function can be disabled by setting personality 1.6.15 to
ON. In this situation the speed cutback 2 switch is used to enable/disable the speed limit
functionality. i.e. With speed cutback 2 not active then there is no speed limit, with speed
cutback 2 active the speed is limited to the value set in 1.1.28.
10.2.1 Pump Operation - There is no start-up sequence so pulsing will be initiated after a small
delay at power-up if one or more of the pump switches is selected. There are adjustable ramp
up and ramp down delays. A Pump contactor can be specified as an option. There are
facilities for prioritising pump speeds, for having different pump speeds added together and
for having speed compensation for different load conditions.
10.2.2 Pump Speeds and Priorities - Each of the are 7 pump switch inputs has its own speed
setting. The pump speeds are prioritised in numerical order so that Speed 1 has priority over
all other speeds and Speed 2 has priority over Speeds 3 to 7, etc. Example:- If Speed 1 is set
to 10%, Speed 2 to 20% and Speed 3 to 30% then selecting Speeds 1 and 3 will give 10%
and selecting Speeds 2 and 3 will give 20%.
10.2.3 Additive speeds - There is also an additive feature available on pump switches 5,6 and 7
which is selected when the personality after the respective pump speed adjustment is set to
“Additive”. When this adjustment is set to “Priority” the pump speeds behave as described in
10.2.2.
The additive feature works by adding a speed selected by either pump switch 5,6 or 7 to
another selected speed to give increased power to handle the simultaneous pump
operations.
Example:- If speed 2 is set to 40% speed 5 is set to 25%, and speed 6 is set to 10%, then
selecting all 3 switches will give a demand of 75%. whilst selecting only speeds 2 and 5
would give 65%.
10.2.4 Pump accelerator input - The pump accelerator demand is associated with Speed 1. The
pump will operate at the Creep Speed setting when the accelerator is at minimum demand
and change linearly to Speed 1 as the accelerator is increased to the maximum demand. The
pump pot accelerator input can be connected and adjusted as per the previously described
traction accelerator input.(9.1.18).
10.2.6 Pump Inhibit Input - This input can be used in conjunction with external equipment such as
a separate BDI unit for example, to disable Pump operation when the battery is low. All Pump
speeds are inhibited at the end of the operating cycle, except the Power Steer speed.
10.2.7 Pump Speed Compensation - Some trucks utilise the main hydraulic pump motor to provide
power steering assistance, instead of a separate power steer motor. This feature provides
speed compensation so that the pump motor always provides steering assistance, whilst
allowing the motor to slow down when assistance isn’t required to minimise noise and
improve efficiency. Pump speeds 1 - 4 and the Power Steer speed can be compensated if
required.
The compensation is a straight line characteristic set up using 2 personalities. The set up
procedure may require some repetition to give optimum performance of low load (low noise)
and full compensated load. The low load speed is normally set up to run the pump motor at
its lowest permissible lubrication speed to keep audible noise to an absolute minimum.
The calibrator’s base speed sets up the low load speed and the compensation factor sets the
amount of boost when the controller detects a current increase due to the pump motor load
increasing. The controller monitors the motor current and changes the motor voltage to
ensure that the motor remains on this compensated speed line.
Set up Procedure - Set both the base speed and the compensation factor to 0. Activate the
pump switch associated with the speed to be compensated. Ensure that the motor has its
minimum load. Increase the Base speed until the correct operating speed at minimum load is
achieved. Increase the load associated with this pump speed to its maximum. Increase the
compensated speed until varying the load has little or no effect on the speed.
Example - Power steer compensation where the main pump motor provides the hydraulic
steering assistance. Set the Power Steer personality base speed and compensation factor to
0. Activate the Power Steer Trigger input and increase the Power Steer base speed until the
pump motor is running at its desired low speed. Operate the steering. Very little assistance
will be given if the pump is going slow. Increase the Power Steer compensation setting until
the required amount of assistance is given when the steering is operated. The set-up is an
iterative process so it may be necessary to change the base speed again and repeat the
procedure to obtain optimum results.
10.2.8 Pump Bypass/F.Weak - This contactor output will energise 1.0 second after the pump has
reached full speed (100% on), and can be used to switch a contactor across the main Pump
Mosfet device to act as a Bypass contactor, or it can switch a contactor with a series
resistance to act as a Field weakening contactor.
10.2.9 Pump Contactor on Standalone Traction Units - On standalone Traction controllers a pump
contactor can be fitted that is operational from any of the pump 2 -5 switches. Operating
these switches on a standalone traction unit will also increment the pump hours count.
The “Safe Operating Area” is a characteristic of the MOSFETs and Freewheel Diodes which
make up the powerframe. The MOSFET SOA restricts current at high duty cycles on all
configurations, and the Diode SOA tends to restrict the current at lower duty cycles on lower
voltage applications.
For most applications SOA will have little or no effect on the operation of the controller. It’s
effect is more significant in protecting the controller against adverse loads such as damaged
motors and static test rigs.
To protect the controller from over-voltage caused by prolonged regen braking the regen
current is cutback linearly from 100% when the average battery voltage reaches the over-
voltage start level, to the minimum braking level at the over-voltage cut-out level.
If the battery voltage exceeds the over-voltage cutout level, all pulsing is stopped and a 7-
flash fault is indicated. This protects against incorrect battery connection.
This is mounted between the connectors on the front of the controller. It serves as a simple
diagnostic tool as explained below:
Further explanation of the LED flashes are displayed on the calibrator fault message section.
Any fault indication will be cleared by re-initiating the start sequence after the cause of the
fault has been removed.
For identification purposes and to assist in queries, the Software version and revision, and
the controller serial number are indicated in the calibrator Test Menu.
Sevcon offers both a standard display and a full feature display for connection to the SC2000.
See section 11 for more information.
A setup menu has been added to the Calibrator that allows various features to be enabled
and disabled. See section 7 for more information.
Note. Once a change has been made to the setup menu, the Key switch must be recycled for
the change to be operational.
Using the setup menu a facility exists to adjust the Node Number between 0 and 15, and is
used to determine which Controller, on a multi controller CAN system, is the master and
communicates with the display. On single Controller systems, including integrated
Traction+Pump systems the number will always be set to 0. However on systems where there
is more than one controller i.e. a standalone Traction controller and a standalone Pump
controller, one of these should be set 0 and the other to 1. On Multi controller systems
number the master 0 and the others 1,2,3...etc.
Non-English languages can be specified for displaying on the Calibrator. Languages can be
presently specified as either English, German, Spanish, Italian or French.
SEVCON offers 2 dashboard mounted CAN (Controller Area Network) Displays for any
SEVCON controller equipped with serial CAN communications, including the SC2000 range.
A standard display offers a compact design compatible with 2” dashboard hole mounting, and
a full-feature display offers a higher specification LCD. Both are back-lit for use in low
ambient light conditions.
Both displays have BDI Indication and 4 hours-counters. The hours counters are retained in
the display in the event of the controller or the controller’s logic being replaced in the field.
The unit consists of a 2x16 alphanumeric LCD display housed in a standard 50mm circular
plastic case, with a rectangular front facia. The display incorporates a 10 segment BDI
(Battery Discharge Indicator), a 6 digit hours counter and a 10 character area for diagnostic
and status messages. When there are no diagnostic messages the area can be used to
indicate a variety of system status readings, including Steer Angle.
Display example showing diagnostic message Display example showing forward steer
angle indicator
11.1.2.1 Environmental
Humidity Resistance: No functional defects after display is left at 60oC and 100%
humidity for one hour after freezer use (-30oC minimum).
11.1.2.2 Mechanical
11.1.3 Electrical
The unit consists of a custom graphic LCD display housed in a SEVCON designed
rectangular plastic case. The display incorporates a 10 segment BDI (Battery Discharge
Indicator), a 6 digit hours counter and a 14 character area for diagnostic and status
messages. The display has 11 warning symbols which can be lit by the controller (via the
CANbus) or by 8 active low switch inputs. When there are no diagnostic messages the top
line of the message area can be used to indicate one of a number of status readings (see
“display related adjustments” below). In addition there are two multipurpose indicators, one
designed for steer angle indication and one designed for speed indication, although they can
be reprogrammed using the calibrator to show one of a selection of system status readings.
11.2.2.1Environmental
11.2.2.2 Mechanical
11.2.2.3 Electrical
3.1 The main hours adjustment is used to select which of the hours counters: Keyswitch
(“K”), Traction (“T”), Pump (“P”) or Work (“W”) hours, remains on the display after
power-up sequencing, Normally this is Traction (“T”).
3.2,4,5 Selects a system status reading for display (or indication on the full-feature display)
from: Off, Traction motor current, Traction motor voltage, Pump motor current, Pump
motor voltage, vehicle speed in KPH, vehicle speed in MPH, Accelerator push, Steer
angle (not available on indicator #2) and display software version number (not
available on indicator 1 or 2).
11.3.2 BDI adjustments (Located at the end of the first Traction sub menu 1.4, or in Pump only
systems it will reside at the end of the first Pump sub menu 2.4.)
WARNING: The BDI Empty level must be set in accordance with the specification of the battery
fitted to the vehicle. Setting the Empty level lower than the battery manufacture’s
specified discharged level can result in permanent damage to the battery.
1.4.1 Displays the remaining battery charge. No adjustments can be made.
1.4.3 Sets the voltage at which the BDI resets to 100% at power up. E.g. the BDI will reset to 100%
on a 48V system, with the reset adjustment set to 2.20 Volts per cell, if the battery voltage is
above 52.8V = (48V/2)*2.20V.
1.4.4 Sets the voltage at which the BDI indicates the battery is fully discharged, e.g. the BDI will
eventually show 0% on a 48V system, with the empty adjustment set to 1.60 Volts per cell, if
the battery voltage is below 38.4V = (48V/2)*1.60V.
1.4.5 Sets the discharged level at which the warning threshold is reached, and the unlit segments
flash.
1.4.6 Sets the discharged level at which the cut-out threshold is reached. All BDI segments flash,
pump operation is cut, and cutback 2 is applied to traction.
The state of battery charge is indicated by 10 segments on the display. When the battery
is deemed fully charged, all 10 segments will be lit. When the battery is deemed fully
discharged all segments will be extinguished, with each 10% drop in capacity
extinguishing 1 segment. There are 5 adjustments associated with the BDI as described
on the previous page, adjustable by the hand held calibrator.
When the battery charge drops below an adjustable warning level, typically set to 30%,
the remaining lit segments will flash to warn the driver of this. When the charge drops
further to below an adjustable cut-out level, typically 20%, all 10 segments will flash. At
the cut-out level, Pump operation will be inhibited at the end of its present operating cycle,
and cutback 2 personalities will be applied to the Traction.
The state of battery charge is retained even when power is removed, and is stored in the
controller’s non-volatile EEPROM memory. At power up the display will always indicate
the previous state of charge for approximately 1 second, whereupon it will either continue
to display this, or revert to a fully charged indication if the battery is deemed to have been
charged in the meantime. The BDI system uses an averaged, accurate battery voltage to
deduce the state of charge. Pin 10 on connector 2 is the Battery voltage measurement
input for the BDI and to maintain accuracy should be connected as close as possible to
the actual battery terminals, without overriding safety disconnects.
A 6 digit hours counter is provided to indicate Traction pulsing, Pump pulsing and Key
switch hours. The last digit displays tenth’s of hours, i.e. 6 minute intervals, with the
counter capable of displaying up to 99999.9 hours in total. As a guideline, this is
equivalent to approximately 34 years operation if the truck was used for an 8 hour shift
every day.
At power up the hours count display initially indicates Key switch hours for approximately
3 seconds, followed by Pump pulsing hours for 3 seconds( if applicable), followed by
Traction pulsing hours which remains permanently displayed. This order can be changed
using the calibrator as described on the previous page. When the hours are being
counted, a flashing egg timer symbol is displayed to indicate this. Hours counting
accuracy is approx. +/- 2%. The display has its own integral non-volatile memory to retain
all the hours counts in the event of the controller or controller logic being replaced.
The controller can transmit text messages for diagnostic and status indication. On the
standard display these appear over the status area, and on the full-feature display, they
also overwrite the hours counter until the fault condition has cleared. This feature can be
disabled via personality 3.6 as described on the previous page.
On vehicles fitted with a steering potentiometer, typically dual traction motor 3 wheel
trucks the angle of the steering wheel can be indicated on the display facia diagram by
choosing it from the list of system status readings. On the standard display, the steer
angle is shown in the status area, and on the full-feature display indicator 1 is used.
The main switching element of the SC2000 consists of a bank of power Mosfet transistors
connected in parallel. These are switched at high frequency (15.7khz) to give silent operation.
Switching speeds have been optimised to minimise switching losses.
Fast-recovery Freewheel diodes, also connected in parallel but arranged to share current, are
used to maintain circulating current around the motor when the main Mosfets are turned off.
Both the Mosfets and Freewheel diodes have their temperatures monitored. The software will
cutback motor current to prevent either thermal stress, or operation outside their safe
operating areas.
Electrolytic capacitors are fitted internally between B+ve and B-ve to maintain constant
current in the battery leads and to keep a constant battery voltage across the controller.
In Traction power frames a Plug Diode is internally connected across the motor armature to
limit the generated voltage during plugging so that controlled braking can be achieved. This
diode is not necessary for Pump motor controllers.
On traction controllers, Regen is achieved by adding an extra single pole change over
contactor and an optional regen diode which connects the top of the motor armature to B-ve
during braking, to allow circulating generated current to flow round the motor loop after the
direction contactors have been reversed and the motor excited. The generated armature
voltage charges the motor field with current when the MOSFETs are on. When they are off,
this current flows through the freewheel diodes back into the battery. This has the effect of
returning a small amount of energy back to the battery and minimising heat dissipation in the
motor during braking.
A current shunt is connected in series with the motor armature to monitor motor currents,
during all operations including drive, regen and plug braking modes.
On traction controllers the direction contactors should be used to switch the armature. A line
contactor can be used to offer reverse battery connection protection, minimise any battery
connector arcing when powering up, and to give a mechanical break in pump controller
systems. The line contactor is optional.
On Traction dual motor non proportional controllers, an extra set of direction contactors are
required to switch the second motor’s armature to be able to offer direction control, inner
motor drop out, and inner motor reversal during cornering. A balancing contactor connected
between the two armatures is usually necessary to prevent circulating currents in braking.
Traction dual motor proportional controllers also require an extra set of direction contactors
for direction control, although two independent choppers are utilised to provide true
proportional control during cornering. No balancing contactor is required for proportional
systems.
Bypass operation is possible on both traction and pump systems to short out the main Mosfet
devices for maximum efficiency and high speed or high current operation. Field Weakening
operation is also possible on both traction and pump controllers by controlling a contactor to
switch in resistor in parallel with the motor field. An output for controlling a power steer
contactor is also provided.
13.1 The controller should be bolted down to a flat (0.2mm max. deviation) paint free surface that
has been lightly coated with a thermal transfer compound, such as G6451 or Dow Corning
heatsink compound, by the 6 fixing holes provided. Care should be taken not to trap any
wires, etc., under the controller. The mounting surface MUST be a substantial metal section
of the truck for the full controller ratings to be achieved.
13.2 Power connections should be made with flexible heat resisting cables of suitable cross-
sectional area for the current to be carried. These should be terminated in soldered or
crimped lugs attached to controller and the contactors. Note that nuts and washers are
supplied for the M8 connections on the controller. A battery-disconnect switch should be used
(EC Directive).
13.3 The contactors specified for use with the controller are Albright SW180 series (Pump and
Traction Bypass and Regen), Albright SW80 (Power Steer and Field Weakening), Albright
SW200 (Line) and Albright DC182 (Forward/Reverse). Contactors are to be rated for
intermittent use with the exception of the Line and Power Steer contactors which must be
rated for continuous use. When alternative manufacturers contactors are used, coil currents,
pull-in and drop-out times should be investigated to ensure compatible operation.
13.4 The contactor mounting plane can affect performance, contactors should never be mounted
with their terminal studs vertically down. For further applications information on contactors,
please consult SEVCON.
13.5 The controller may be supplied as a stand-alone unit or pre-wired onto a baseplate with
contactors etc. If the controller is 'stand-alone', both Connectors 1 and 2 will be used. If a
'panel' is supplied, only Connector 1 will be used as Connector 2 will contain the contactor
wiring. The mating halves of the connectors can be supplied with the controller as a 'loose
equipment kit'.
13.6 Control wiring connections should be made using 1.00mm2 (AWG#18) or equivalent stranded
wire. The correct pressure release crimping tools MUST be used for long term connection
reliability.
13.7 The main battery cable should be fused with a suitable air-break fuse. The keyswitch line
must also be fused at a level not exceeding 10 A when using the specified Albright
contactors. The BDI measure input, connector B pin 10 should have a series 1 amp fuse
fitted
13.8 The return wiring for the accelerators should be connected to the B- terminal on the controller
to prevent large currents altering accelerator signals.
The following guidelines are intended to help vehicle manufacturers to meet the requirements
of the EC directive 89/336/EEC for Electromagnetic Compatibility.
Any high speed switch is capable of generating harmonics at frequencies that are many
multiples of its basic operating frequency. It is the objective of a good installation to contain or
absorb the resultant emissions.
All cables should be routed within the vehicle framework and kept as low in the structure as is
practical - a cable run within a main chassis member is better screened from the environment
than one routed through or adjacent to an overhead guard.
Power cables should be kept short to minimise emitting and receiving surfaces
Shielding by the structure may not always be sufficient - cables run through metal shrouds
may be required to contain emissions.
Parallel runs of cables in common circuits can serve to cancel emissions - the battery positive
and negative cables following similar paths is an example.
Tie all cables into a fixed layout and do not deviate from the approved layout in production
vehicles. A re-routed battery cable could negate any approvals obtained.
All signal wires should be kept clear of power cables or made from screened cable
Control wiring should be kept clear of power cables when it carries analogue information - for
example, accelerator wiring.
Tie all wiring securely and ensure wiring always follows the same layout.
14.3 CONTROLLER
Additional insulation between the controller assembly and the vehicle frame work reduce
capacitive coupling and hence emissions but tend to reduce thermal ratings. A working
balance needs to be established by experiment.
The complete installation should be documented, in detail, and faithfully reproduced on all
production vehicles. When making changes, consider their effect on compliance ahead of any
consideration of cost reduction or other “improvement”.
100
80
60
40
20
0
0 10 20 30 40 50 60 70 80 90 100
Linear Curved 2 Slope Crawl
100
% of Maximum Current
80
60
40
20
0
75 80 85 90 95
Controller Internal Temperature
( Deg C )
% of Max. Current
70
60
50
40
30
20
10
0
0 20 40 60 80 100
% On
90
80
% of Max. Current
70
60
50
40
30
20
10
0
0 20 40 60 80 100
% On
70
60
50
40
30
20
10
0
0 20 40 60 80 100
% On
Forward Sw
1
Reverse Sw
To B-ve for Active low or 2
FS1 Sw
Keysw for Active high 3
Seat Sw
4
Handbrake Sw
5
Speed Cutback 1 Sw
6
Analogue2 Speed Cutback 2 Sw (DM outer sw)
7
(wired as 3 wire system) Pump inhibit i/p
8
Analogue 2 input
9
Analogue 1 input
B-ve 10
Analogue 2 supply
Analogue1 11
Analogue 1 supply
(wired as 3 wire system) 12 Connector A
Speed sensor input
13
Analogue4 Power steer trigger input
14
(e.g Hall effect unit) Pump Sw 2
15
(wired as voltage source) Pump Sw 3
16
(deriving own +ve supply) Pump Sw 4
17
Pump Sw 5
Keysw 18
Pump Sw 6 (Inch Fwd/DM inner L)
19
Pump Sw 7 (Inch Rev/DM inner R) 20
Analogue 4 input
21
Analogue 3 input
22
B-ve B-ve Analogue 4 supply
23
Analogue3 Nominal +12V o/p
24
(wired as 2 wire system)
1
2
3
4
(DM RIGHT FWD)
Connector B
(DM RIGHT REV)
5
(DM LEFT REV)
6 (Contactor suppression
BYPASS (T)
FORWARD
7
REVERSE
BAL cont)
P/STEER
8
F/WEAK.
REGEN
/(DM
Fuse 9
LINE
10
11
10A Fuse
12
Keyswitch To regen contactor wiper
on all units except SC24xx
-- Reserved Clean BDI i/p --
1
2
CALIBRATOR 3
4 Connector C
or DISPLAY
5
6
Cable supplied
1
with Calibrator/
2
Unit Analogue1 Analogue2 Analogue3 Analogue4 Display 3
SC22XX Traction Footbrake Economy Pump Connector D
SC22XX Traction Footbrake Economy Not Used 4
SC23XX Not Used Not Used Not Used Pump 5
SC24XX Traction Steer Pot Footbrake Pump 6
SC25XX Traction Steer Pot Footbrake Economy
A
Pump
FWD REV
Shunt
A1
Traction S2
Shunt
A PUMP
P.S. FW
PUMP
S1 Plugging
RES Diode
FW
A
P.S. MOTOR
Freewheel F2
F1 Diode (T)
BYP
PUMP BYPASS
Freewheel
Diode (P)
Capacitor
Bank
B-
Battery -ve
TRACTION PUMP
CONTROLLER CONTROLLER
Optional Wiring
Controller Area
Power Terminal
Note 1 : Do Not supply any auxilliary equipment from the controller B+ Terminal.
2 : For Plug only Traction controllers, there is no Regen contactor or diode.
B+
A
FWD REV
A1
Traction
Shunt
P.S.
S1 Plugging
RES Diode
FW
A
P.S. MOTOR
Freewheel
F1 Diode
BYPASS
Capacitor
Bank
B-
Battery -ve
Optional Wiring
Controller Area
Power Terminal
Note 1 : Do Not Supply any Auxiliary equipment from the controller B+ terminal.
2 : For Plug only Traction controllers, there is no Regen contactor or diode.
Battery +ve
B+
Pump
Shunt
PUMP F.W.
S2
PUMP
F2
PUMP BYPASS
Freewheel
Diode (P)
Capacitor
Bank
B-
Battery -ve
PUMP
CONTROLLER
Optional Wiring
Controller Area
Power Terminal
Note 1 : Do not supply any auxiliary equipment from the controller B+ terminal.
Note
This wire must be
To Key Switch connected directly to
Battery the controller B+
Disconnect Main LINE (OPTIONAL) Terminal
Fuse
Battery +ve
P.S.
Fuse Regen Diode
(Internal to controller) REGEN
S1
Traction B+
Shunt
A1
Left Motor Right Motor
A A Pump
Shunt
FWD REV FWD REV
S2
P.S. D1
Balance contactor
(Optional)
Plug Diode A
D2
Plug Diode
PUMP
RES RES
FW
BYP
A
P.S. Freewheel F2
MOTOR F1 Diode (T)
Freewheel
Diode (P)
Capacitor
Bank
B-
TRACTION PUMP
Battery -ve CONTROLLER CONTROLLER
Optional Wiring
Power Terminal
Note 1 : Do Not supply any auxilliary equipment from the controller B+ Terminal.
2 : For Plug only Traction controllers, there is no Regen contactor or diode.
Note
This wire must be
To Key Switch connected directly
Battery to the controller B+
Disconnect Main LINE (OPTIONAL) B+ Terminal
Fuse
A2 A1
Traction Traction
Shunt Shunt Plug Diode
P.S. Plug Diode
S2 RES RES S1
FW
P.S. MOTOR
A
Freewheel
F2 Freewheel
F1 Diode
Diode
Bypass
Bypass
B-
Left Motor Right Motor Capacitor
Battery -ve Control Control Bank
Optional Wiring
Power Terminal
Note 1 : Do Not supply any auxilliary equipment from the controller B+ Terminal.
2 : For Plug only Traction controllers, there is no Regen contactor or diode.
To Keyswitch
External Regen Diode
Battery Line LINE REGEN (Stud anode)
Disconnect Main CONTACTOR CONTACTOR (except SC24xx
Fuse & SC26xx units)
A A
TRACTION MOTOR
P.S. ARMATURE
Motor
TRACTION MOTOR
FIELD
FIELD
WEAKENING
CONTACTOR
Pump Motor *
A RESISTOR
*
S2 S1
A1 TRACTION
BYPASS
*CONTACTOR
F2 F1
*
PUMP BYPASS B+ B-
CONTACTOR
* OPTIONAL
DUAL 500A
CONTROLLER
SC21xx
60.2 7 7 7
216
230
USER CONNECTOR
CALIBRATOR CONNECTOR
PANEL CONNECTOR
SC2296 360MM
113 180MM
93 40 40
60.2 7 7 7
216
230
USER CONNECTOR
CALIBRATOR CONNECTOR
PANEL CONNECTOR
SC2396 360MM
113 180MM
93 40 40
60.2 7 7 7
216
230
USER CONNECTOR
CALIBRATOR CONNECTOR
PANEL CONNECTOR
60.2 7 7 7
216
230
USER CONNECTOR
CALIBRATOR CONNECTOR
PANEL CONNECTOR
60.2 7 7 7
216
230
USER CONNECTOR
CALIBRATOR CONNECTOR
PANEL CONNECTOR
DASHBOAR
70.00 58.50
15.50
- !
55.00 50.00
960.41
4 56 13.6
6.5
6.4
3.5
3.5
5 860.34 5