Curtis 1266A Manual
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1266A
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Manual
Models 1266 A /1266 R
Electronic Motor Controllers
Read Instructions Carefully!
Specications are subject to change without notice.
© 2014 Curtis Instruments, Inc. ® Curtis is a registered trademark of Curtis Instruments, Inc.
© The design and appearance of the products depicted herein are the copyright of Curtis Instruments, Inc. 53123 Rev C 11/14
Curtis Instruments, Inc.
200 Kisco Avenue
Mt. Kisco, NY 10549
www.curtisinstruments.com


Curtis 1266 A /1266 R Manual, Rev. C iii
CONTENTS
1. OVERVIEW ..............................................................................1
2. INSTALLATION AND WIRING ...........................................4
Mounting the Controller .....................................................4
Connections: Low Current ..................................................6
Connections: High Current ................................................7
Wiring: Controller ..............................................................8
Wiring: rottle ................................................................10
Wiring: Drivers .................................................................12
Wiring: Pedal Interlock Switch ..........................................13
Contactor, Switches, and Other Hardware .........................14
3. PROGRAMMABLE PARAMETERS .....................................15
Programmable Parameter Menus ........................................16
5. MONITOR MENU ...............................................................30
5. INSTALLATION CHECKOUT ............................................32
6. TUNING GUIDE .................................................................34
7. DIAGNOSTICS AND TROUBLESHOOTING ..................48
8. MAINTENANCE ...................................................................51
appendix a Vehicle Design Considerations
appendix b Programming Devices
appendix c Specifications, 1266 A and 1266 R Controllers
CONTENTS

iv
Curtis 1266 A /1266 R Manual, Rev. C
FIGURES
. 1: Curtis 1266 A electronic motor controller ...........................1
. 2: Mounting dimensions, Curtis 1266 A/R controller ............4
. 3: Standard wiring: Curtis 1266 A/R controller ......................8
. 4: Wiring for 3-wire potentiometer throttle ......................... 10
. 5: Wiring for 0–5V throttle .................................................10
. 6: Wiring for electronic throttle ........................................... 11
FIGURES

Curtis 1266A/1266R Manual, Rev. C 1
OVERVIEW
Curtis 1266 A and 1266 R controllers are motor speed controllers designed
for use in a variety of transport vehicles. ese programmable controllers are
simple to install, efficient, and cost eective. Typical applications include golf
carts, small utility vehicles, and light on-road vehicles.
e 1266 A and 1266 R controllers oer smooth, cost eective control
of motor speed and torque. e speed sensor input allows superior closed-loop
control for regulating vehicle speed. Unique braking parameters allow simple,
intuitive deceleration tuning. A full-bridge field winding control stage is com-
bined with a half-bridge armature power stage to provide solid state motor
reversing and regenerative braking power without additional relays or contactors.
Fig. 1 Curtis 1266 R
electronic motor controller.
e 1266 A model looks
the same, except for a
slightly thinner baseplate.
ese controllers are fully programmable by means of a Curtis program-
ming device. Use of a programmer provides diagnostic and test capability as
well as configuration exibility and the ability to easily transfer settings from
one controller to another.
1 — OVERVIEW
1

2
Curtis 1266A/1266R Manual, Rev. C
Like all Curtis motor controllers, the 1266 A and 1266 R oer superior operator
control of the vehicle’s motor drive speed. Features include:
✓ Adjustable parameters enable custom optimization of speed,
torque, and braking control
✓ Power MOSFET technology provides snooth, silent, ecient,
and cost-eective operation
✓ Half-bridge armature and full-bridge eld provide
regenerative braking down to near zero speed
✓ MultiMode™ input allows choice of two vehicle operating
personalities, with vehicle top speed controlled and limited
in each mode
✓ Vehicle speed control is enhanced through feedback
from a Hall eect speed sensor
✓ Overspeed braking (regenerative) limits speed while driving
downhill
✓ Anti-rollback function provides improved control when
throttle is released on hills
✓ Anti-stall function helps prevent motor commutator damage
✓ High pedal disable (HPD) interlocks prevent vehicle runaway
at startup
✓ WalkAway™ braking feature limits any stopped or key-o
rolling to a very low speed (1266A models only)
✓ Tow switch disables WalkAway™ for towing of vehicle
✓ EM brake driver output for use with vehicles equipped
with electromagnetic parking brakes
✓ Timed shutdown of main contactor after pedal is released
and vehicle has stopped
✓ Programmable current boost function allows extra power
at startup
✓ Programmable coil drivers provide adjustable pull-in and
holding voltages to EM brake and main contactor coils
✓ Driver outputs are short circuit protected and provide built-in
coil spike protection
1 — OVERVIEW

Curtis 1266A/1266R Manual, Rev. C 3
✓ Warning alarm sounds steady in reverse, intermittent during
WalkAway™ braking
✓ Rugged package rated at IP5X
✓ Fully compatible with Curtis 1311, 1313, and 1314
programmers for parameter adjustment, tuning, test, and
diagnostics
✓ Meets or exceeds EEC fault detect requirements; fault
detection and diagnostic reporting via a Curtis programmer
include (partial list):
• Main contactor weld check and driver check
• EM brake driver/coil checks
• rottle and wiring faults
• Open or shorted motor eld wiring
• Open motor armature wiring
• Over-temperature
• Missing or failed speed sensor
• Armature drive failure
✓ Extensive system monitor capabilities via a Curtis
programmer include (partial list):
• Battery voltage
• rottle input
• Direction and throttle switch operation
• Motor eld and armature currents
• Controller heatsink temperature
Familiarity with your Curtis controller will help you install and operate it
properly. We encourage you to read this manual carefully. If you have questions,
please contact the Curtis office nearest you.
1 — OVERVIEW

4
Curtis 1266A/1266R Manual, Rev. C
INSTALLATION AND WIRING
MOUNTING THE CONTROLLER
e outline and mounting hole dimensions for the 1266 A/R controller are
shown in Figure 2.
e controller can be oriented in any position; however, the location
should be carefully chosen to keep the controller as clean and dry as pos-
sible. If a clean, dry mounting location cannot be found, a cover must be
used to shield the controller from water and contaminants. When selecting
the mounting position, be sure to also take into consideration that access is
needed at the side of the controller to plug the programmer into its connector.
Fig. 2 Mounting
dimensions, Curtis
1266 A/R controller.
Dimensions in millimeters.
2 — INSTALLATION & WIRING: Controller
2
C
L
198
7.14, 3 places
70 max
114
17316
8
98
6 max
9
The baseplate is 4 mm thick on 275 A models
and 6 mm thick on 350 A models.

Curtis 1266A/1266R Manual, Rev. C 5
To ensure full rated power, the controller should be fastened to a clean,
at metal surface with three 6 mm (1/4") diameter screws, using the holes
provided. Although not required, a thermal joint compound can be used to
improve heat conduction from the controller heatsink to the mounting surface.
You will need to take steps during the design and development of your
end product to ensure that its EMC performance complies with applicable
regulations; suggestions are presented in Appendix A.
e 1266 A/R controller contains ESD-sensitive components. Use appro-
priate precautions in connecting, disconnecting, and handling the controller.
See installation suggestions in Appendix A for protecting the controller from
ESD damage.
Working on electric vehicles is potentially dangerous. You should
protect yourself against runaways, high current arcs, and outgassing from
lead acid batteries:
RUNAWAYS — Some conditions could cause the vehicle to run out of control.
Disconnect the motor or jack up the vehicle and get the drive wheels o
the ground before attempting any work on the motor control circuitry.
HIGH CURRENT ARCS — Electric vehicle batteries can supply very high power,
and arcs can occur if they are short circuited. Always open the battery
circuit before working on the motor control circuit. Wear safety glasses,
and use properly insulated tools to prevent shorts.
LEAD ACID BATTERIES — Charging or discharging generates hydrogen gas,
which can build up in and around the batteries. Follow the battery man-
ufacturer’s safety recommendations. Wear safety glasses.
2 — INSTALLATION & WIRING: Controller
☞
CAUTION

Curtis 1266A/1266R Manual, Rev. C 7
A 4-pin low power connector is provided for an optional programmer. A com-
plete handheld programmer kit, including the appropriate connecting cable
with mating connector, can be ordered from Curtis. If a handheld programmer
is already available but has an incompatible cable, the appropriate connecting
cable can be ordered as a separate part.
If a 1314 PC programming station is used, the 1309 interface box and
cable connect the computer to the controller.
High Current Connections
ree tin-plated solid copper bus bars are provided for the high current con-
nections to the battery (B+ and B-) and the motor armature (M-). Cables are
fastened to the bus bars by M8 bolts. e 1266 A/R case provides the capture
nuts required for the M8 bolts. e maximum bolt insertion depth below
the surface of the bus bar is 13 mm (1/2"). Bolt shafts exceeding this length
may damage the controller. e torque applied to the bolts should not exceed
16.3 N·m (12 ft-lbs).
2 — INSTALLATION & WIRING: Controller
34
12
J2-1 Rx Data
J2-2 B-
J2-3 Tx Data
J2-4 +15V
Two 1/4" quick connect terminals (S1 and S1) are provided for the con-
nections to the motor field winding.
S1 S2
B- M- B+
J2

8
Curtis 1266A/1266R Manual, Rev. C
WIRING: Standard Conguration
Figure 3 shows typical wiring for 1266 A and 1266 R controllers. All 1266 A
models include a built-in WalkAway™ function, which limits any stopped or key-
o rolling to a very low speed. e 1266 R models do not include WalkAway™.
Fig. 3 Standard wiring configuration for Curtis 1266 A/R controller.
2 — INSTALLATION & WIRING: Controller
* Resistor wattage should be selected
to accept the maximum system voltage.
1266 A/R CONTROLLER
MODE (M1, M2)
J1-11
REVERSE
PEDAL INTERLOCK
J1-13
FORWARD
J1-12
POT HIGH
J1-4
THROTTLE
J1-5
POT LOW
J1-6
THROTTLE
A
MAIN
CHARGER INHIBIT
J1-15
KSI
SPEED
SENSOR
BATTERY
(36–48 V)
RUN/
STORE
FUSE**
B+
M-
B-
A1
A2
J2-1
J2-2
J2-3
PROGRAMMER
(serial port)
RX DATA
TX DATA
B-
J2-4
+15V
S1
S2
S1
S2
KEYSWITCH
J1-8
J1-7
MAIN CONTACTOR
J1-3
J1-16
WARNING ALARM
LOGIC POWER
Pin 14
+15V
J1-10
GROUND
J1-9
SPEED
J1-1
J1-2
EM BRAKE (optional)
PRECHARGE RESISTOR
*
(500Ω)
FUSE
** Low current fuse should be
30A for 1266A, and 10A for 1266R.

Curtis 1266A/1266R Manual, Rev. C 9
Standard Power Wiring
Motor armature winding is straightforward, with the armature’s A1 connection
going to the controller’s B+ bus bar and the armature’s A2 connection going
to the controller’s M- bus bar.
e motor’s field connections (S1 and S2) to the controller are less
obvious. e direction of vehicle travel with the forward direction selected
will depend on how the S1 and S2 connections are made to the controller’s
two field terminals and how the motor shaft is connected to the drive wheels
through the vehicle’s drive train.
Standard Control Wiring
Wiring is shown in Figure 3 for the most commonly used components. Wiring
for alternative throttles is shown in the following pages.
e main contactor coil must be wired directly to the controller as shown
in Figure 3. e controller uses the main contactor coil driver output to remove
power from the controller and motor in the event of various faults. If the main
contactor coil is not wired to pin J1-7, the controller will not be able to
open the main contactor in serious fault conditions and the system will
therefore not meet EEC safety requirements.
e switch inputs are all powered by the battery pack, as shown in Figure 3.
2 — INSTALLATION & WIRING: Controller

10
Curtis 1266A/1266R Manual, Rev. C
WIRING: Throttle
Various throttles can be used with the 1266 A/R controller, including 5kW
3-wire potentiometers, 0–5V throttles, and electronic throttles.
e controller looks for a voltage signal at the throttle input (pin J1-15),
with vehicle speed increasing with increased throttle voltage. All throttle fault
protection is accomplished by monitoring the throttle input. is provides throt-
tle fault protection that meets all EEC requirements. us, no additional fault
protection is required on any throttle type used with the 1266 A/R controller.
If the throttle you are planning to use is not covered, contact the Curtis
office nearest you.
3-Wire Potentiometer (5k
W
–10k
W
) Throttle
e 3-wire potentiometer is used in its voltage divider mode, with the voltage
source and return being provided by the controller. Pot High (pin J1-4) provides
a current limited 5V source to the pot, and Pot Low (pin J1-6) provides the
return path. e pot wiper is then connected to the rottle input (pin J1-5).
Potentiometers with total resistance values between 5kW and 10kW can be
used. Wiring is shown in Figure 4.
2 — INSTALLATION & WIRING: Throttle
Fig. 4 Wiring for 3-wire
potentiometer throttle.
is wiring is also shown in the standard wiring diagrams, Figures 3a and 3b.
0–5V Throttle
e active range for the 0–5V throttle is set by the parameters rottle 0% and
rottle 100%, and is measured relative to B-. Wiring is shown in Figure 5.
Fig. 5 Wiring for 0–5V
throttle.
5kΩ–10kΩ
FASTER
Pot Low input (pin J1-6)
Pot High output (pin J1-4)
Throttle input (pin J1-5)
+
-
Throttle input (pin J1-5)
B-

Curtis 1266A/1266R Manual, Rev. C 11
Electronic Throttle
Pot High (pin J1-4) supplies pure 5V, with Pot Low (pin J1-6) providing the
ground. As with all throttles, the input comes from the rottle input (pin J1-5).
2 — INSTALLATION & WIRING: Throttle
Fig. 6 Wiring for electronic
throttle.
Pot Low input (pin J1-6)
Pot High output (pin J1-4)
Throttle input (pin J1-5)

12
Curtis 1266A/1266R Manual, Rev. C
2 — INSTALLATION & WIRING: Drivers
WIRING: Drivers
e 1266 controller provides three drivers (at Pins 2, 3, 7) for the EM brake,
warning alarm, and main contactor. ese three outputs are low-side drivers,
designed to energize inductive coils or a piezoelectric reverse alarm. e warning
alarm and EM brake are optional functions.
For the warning alarm driver (pin J1-3), it is necessary to specify the
connected coil voltage at the nominal battery pack voltage. e main contactor
driver’s coil voltage is set by the Main Pull-In % and Main Holding % parameters,
as a percentage of the nominal battery pack voltage. Similarly, the EM brake
driver’s coil voltage is set by the EM Pull-In % and EM Holding % parameters.
See Section 3 for more information on programming these parameters.
A coil suppression diode is provided internally to protect two of the
drivers (pins J1-2, J1-7) from inductive spikes generated at turn-o. To take
advantage of the controller’s internal coil suppression diode, the coils must be
wired such that the return path to the drivers cannot be opened by any switches
or contactors, as shown in the standard wiring diagram (page 8).
RATED INTERNAL
RATED LOAD DIODE
DRIVER PIN CURRENT VOLTAGE PROTECTION
Main Contactor J1-7 2.0 A 48V, 36V, 24V, 12V yes
Warning Alarm J1-3 0.02 A B+ no
EM Brake J1-2 2.0 A 48V, 36V, 24V, 12V yes
e driver loads are not limited to contactor coils. Any load can be connected
to a pin J1-3 or J1-7 driver as long as it does not exceed the current rating.
For information on programming the various driver-related parameters,
see Section 3: Programmable Parameters.
Main Contactor Driver
e main contactor driver (pin J1-7) pulls low when (a) the tow/store switch,
keyswitch input, and pedal interlock switch are enabled, (b) a direction is
selected, and (c) throttle is applied; it stays low until near zero speed at zero
throttle, or until a critical fault occurs. is wiring is shown in the standard
wiring diagrams (pages 8, 9).
e main contactor driver’s output is pulse width modulated at the
coil-holding voltage set by the Main Holding % parameter. e pull-in voltage
set by the Main Pull In % parameter is used in place of the holding voltage
for the rst 100 ms.
Warning Alarm Driver
e alarm driver (pin J1-3) pulls low when the reverse direction switch is applied.
is driver is designed to drive a reverse signal beeper or piezoelectric buzzer
that operates when the vehicle is traveling in reverse or during WalkAway™
operation. It can also be programmed to give a warning during anti-rollback.

Curtis 1266A/1266R Manual, Rev. C 13
Electromagnetic Brake Driver
e EM brake driver (pin J1-2) becomes active (low) when the vehicle is
commanded into motion so as to activate the brake coil and pull in the brake.
e driver’s output is pulse width modulated at the coil holding voltage set
by the Holding Voltage parameter. e pull-in voltage set by the Pull-In Voltage
parameter is used in place of the holding voltage for the rst 100 milliseconds.
e EMB Delay parameter allows for the adjustment of a time delay
before the brake engages after the vehicle is stopped or has slowed below the
threshold set by the EMB Speed Value parameter.
WIRING: Pedal Interlock Switch
Controller output is possible only when the pedal interlock input (pin J1-13)
is pulled to B+. e pedal interlock switch is connected to the throttle mecha-
nism, thus guaranteeing zero controller output when the operator releases the
throttle. is adds a safety feature to protect against throttle failures that could
otherwise cause unintended controller output (vehicle motion).
2 — INSTALLATION & WIRING: Drivers, Pedal Interlock

14
Curtis 1266A/1266R Manual, Rev. C
CONTACTOR, SWITCHES, and OTHER HARDWARE
Main Contactor
A main contactor is required for use with any 1266 A/R controller. e main
contactor allows the controller and motor to be disconnected from the battery.
is provides a significant safety feature in that the battery power can be removed
from the drive system if a controller or wiring fault is detected. A single-pole,
single-throw (SPST) contactor with silver-alloy contacts is recommended for
use as the main contactor. e coils must be specied at the nominal battery
pack voltage, with a continuous rating.
A 500W resistor must be used across the contactor to precharge the
capacitors; the resistor wattage must be such that it can accept the maximum
system voltage (typically 10W @ 48V).
Keyswitch and Run/Store Switch
e vehicle should have a keyswitch to enable/disable driving each time the
vehicle is used. e run/store switch, on the other hand, is typically located in
an out-of-the-way location and left on except when the vehicle will be stored
(during the winter, for example) or is being towed. e keyswitch and the run/
store switch provide current to drive the various coils as well as the controller’s
internal logic circuitry and must be rated to carry these currents.
Forward, Reverse, Mode, Pedal Interlock, and Charger Inhibit Switches
ese input switches can be any type of single-pole, single-throw (SPST) switch
capable of switching the battery voltage at 25 mA.
Circuitry Protection Devices
To protect the control circuitry from accidental shorts, a low current fuse (30 A
for the 1266A, 10 A for the 1266R) should be connected in series with the
battery feed to the run/store switch. Additionally, a high current fuse should
be wired in series with the main contactor to protect the motor, controller,
and batteries from accidental shorts in the power system. e appropriate
fuse for each application should be selected with the help of a reputable fuse
manufacturer or dealer. e standard wiring diagram (see page 8) shows the
recommended fuse locations.
Speed Sensor
A speed sensor is required for use with any 1266 A/R controller. e speed
sensor must be of a pulse type, and must interface to the controller with an
open collector NPN transistor output. e most common sensor type will be a
Hall eect switch IC, such as the Allegro type UGN3132 or Micro Switch type
SS11; these work with an eight-pole (four pulses per revolution) ring magnet
attached to the motor shaft. Other pole congurations can be accommodated
by programming the Tacho Poles parameter to match the sensor magnet. Linear
output sensors such as PM tachogenerators and variable reluctance gear tooth
sensors (“magnetic pickups”) are unsuitable.
A Curtis Application Note is available with more detailed information
on the speed sensor requirements.
2 — INSTALLATION & WIRING: Switches, etc.
Leading reduced from 14.5 to 13.5.

15
Curtis 1266 A /1266 R Manual, Rev. C
3 — PROGRAMMABLE PARAMETERS
PROGRAMMABLE PARAMETERS
e 1266 A/R controller’s programmable parameters allow the vehicle’s perfor-
mance characteristics to be customized to fit the needs of individual vehicles
or vehicle operators. Programming can be done with a Curtis 1311 or 1313
handheld programmer or a Curtis 1314 PC Programming Station. .
Curtis oers four versions of each of these programmers: User, Service,
Dealer, and OEM versions. See Appendix B for more information about the
programmers.
e 1266 A/R controllers allow operation in two distinct modes: Mode 1
and Mode 2. ese modes can be programmed to provide two dierent sets of
operating characteristics, which can be useful for operating in dierent condi-
tions—such as slow precise indoor maneuvering in one mode, and faster, long
distance, outdoor travel in the other mode.
Eleven parameters can be configured independently in the two modes:
— Main Current Limit (M1, M2)
— Boost Current Limit (M1, M2)
— Max Speed (M1, M2)
— Acceleration Rate (M1, M2)
— Deceleration Rate (M1, M2)
— Brake Minimum (M1, M2)
— Brake Maximum (M1, M2)
— Brake Start (M1, M2)
— Brake End (M1, M2)
— Brake Map (M1, M2)
— Field Minimum (M1, M2).
In the following descriptions, the 1266 A/R’s parameters are presented
in the order in which they appear in the programmer menus. Many of the
parameters are interdependent. In the descriptions in this section, these
interdependencies are only briey noted. For a more thorough discussion
of how they work together, see Section 6: Tuning Guide.
3

16
Curtis 1266 A /1266 R Manual, Rev. C
3 — PROGRAMMABLE PARAMETERS
VEHICLE-MOTOR MENU ............p. 22
—Motor RPM / Vehicle Speed
—Tacho Poles
BATTERY MENU .........................p. 22
—Overvoltage Min
—Low Voltage Max
—Low Voltage Margin
THROTTLE MENU ......................p. 23
—HPD Threshold
—Throttle Map
—Throttle 0%
—Throttle 100%
—Throttle Fault Lo
—Throttle Fault Hi
—5v Enable
WARNING OPTIONS MENU ........p. 24
—Overvoltage Beep
—Anti-Rollback Beep
FIELD MAPS MENU
—Positive Field Map ......p. 25
—M1 Field Min
—Reverse Field Min
—M2 Field Min
—Field Map Start
—Field Map
—Field Max
—Field Map End
—Negative Field Map .....p. 26
—Neg Field Map Start
—Neg Field Map
—Neg Field Max
—Neg Field Map End
EM BRAKE MENU ......................p. 27
—EM Brake
—EMB Pull In %
—EMB Holding %
—EMB Delay
—EMB Speed Check
—EMB Speed Value
FIELD BRAKE MENU ..................p. 28
—Field Brake
—Field Brake Speed
—Field Brake Max
—Field Brake Rate
MAIN CONTACTOR MENU ..........p. 29
—Main Drop Out Time
—Main Pull In %
—Main Holding %
CURRENT LIMITS MENU ............ p. 17
—M1 Main C/L
—M1 Boost C/L
—M2 Main C/L
—M2 Boost C/L
—Boost Time
—Regen C/L
—Plug C/L
—WalkAway C/L
MODE 1 MENU .......................... p. 18
—M1 Max Speed
—M1 Accel
—M1 Decel
—M1 Brake Min
—M1 Brake Max
—M1 Brake Start
—M1 Brake End
—M1 Brake Map
REVERSE MENU ........................ p. 20
—Reverse Speed
—Reverse Accel
—Reverse Decel
—Reverse Brake Min
—Reverse Brake Max
—Reverse Brake Start
—Reverse Brake End
—Reverse Brake Map
MODE 2 MENU .......................... p. 21
—M2 Max Speed
—M2 Accel
—M2 Decel
—M2 Brake Min
—M2 Brake Max
—M2 Brake Start
—M2 Brake End
—M2 Brake Map
Table 3 Programmable Parameter Menus

17
Curtis 1266 A /1266 R Manual, Rev. C
3 — PROGRAMMABLE PARAMETERS: Current Limits Parameters
CURRENT LIMITS MENU
ALLOWABLE
PARAMETER RANGE DESCRIPTION
M1 Main C/L 100–275A * Denesthemaximumcurrentthecontrollerwillsupplytothemotorduring
drive operation in Mode 1. This parameter can be used to reduce the
maximum torque applied to the drive system by the motor.
TheMainC/Lisadjustablefrom100Auptothecontroller’sfullrated
current. The full rated current depends on the controller model; see Table C-1.
M1 Boost C/L 100–300A * Denesthemaximumcurrentthecontrollerwillsupplytothemotorduring
boost operation in Mode 1. Boost operation provides an increased current for
thedurationdenedbytheBoostTimeparameter.
M2 Main C/L 100–275A * See description of M1 Main C/L.
M2 Boost C/L 100–300A * See description of M1 Boost C/L.
Boost Time 0–10s Denesthedurationofeachinstanceofboost.Toresettheboosttime,the
measured armature current must be below 90% of Main C/L. It takes eight
times the Boost Time to reach the full Boost Time capability.
IfMainC/L=275A,BoostC/L=300A,andBoostTime=10s,the
maximumcurrentwillbe300Afor10seconds;attheexpirationofBoostTime,
the current will again be limited at 275A.
After the armature current is below ∼245Afor8seconds,1second
of boost will be available. After the armature current is below ∼245A for
80seconds,thefull10secondsofboostwillbeavailable.
Regen C/L 50–275A * Denesthemaximumcurrentthecontrollerwillsupplytothemotorduring
regenbrakingoperation.Duringregenbraking,thisparametercontrolsthe
regencurrentfromthemotor’sarmatureintothebattery.
Regen braking is the normal mode of braking.
TheRegenC/Lisadjustablefrom50Auptothecontroller’sfullrated
current. The full rated current depends on the controller model; see Table C-1.
Plug C/L 50–275A * Denesthemaximumcurrentthecontrollerwillsupplytothemotorduring
plugbrakingoperation.Duringplugbraking,thisparametercontrolstheplug
currentfromthemotor’sarmature.
Plug C/L limits the armature current during WalkAway™ operation
(available only on 1266 A models).
ThePlugC/Lisadjustablefrom50Auptothecontroller’sfullrated
current. The full rated current depends on the controller model; see Table C-1.
WalkAway C/L 6–10A SetsthemaximumeldcurrentappliedduringWalkAway™operation.The
WalkAway™functionapplieseldcurrenttoslowavehiclethatisdetected
as moving while the main contactor is open. The motor force created from
thisfunctionisintendedtolimitthevehicle’srollingspeed,butmaynotbe
sufcienttoslowheavyvehiclesonsteepslopes.
The warning alarm is pulsed to provide an audible indication that the
vehicle is rolling.
The WalkAway™ function is available only on 1266 A models.
* Note: Upperlimitofrangeismodel-specic.

18
Curtis 1266 A /1266 R Manual, Rev. C
3 — PROGRAMMABLE PARAMETERS: Mode 1 Parameters
MODE 1 MENU
ALLOWABLE
PARAMETER RANGE DESCRIPTION
M1 Speed 4–62 DenesthemaximumforwardspeedofthevehicleinMode1.Theunitsaremphor
km/h,dependingonthesettingoftheMotorRPM/VehicleSpeedparameter;see
Vehicle-Motor menu.
M1 Accel 0.6–5.0s Theaccelerationratedenesthetime,inseconds,forthecontrollertoaccelerate
from 0% output to 100% output when the vehicle is traveling forward. A larger value
represents a longer acceleration time and a gentler start. Fast starts can be achieved by
reducingtheaccelerationtime,i.e.,bysettingtheaccelerationratetoasmallervalue.
M1 Decel 0.2–30.0s Thedecelerationratedenesthetime,inseconds,forthecontrollertodecelerate
from 0% output to 100% output when the vehicle is traveling forward. A larger value
represents a longer deceleration time and gentler vehicle slowing. Quick stops can be
achievedbyreducingthedecelerationtime,i.e.,bysettingthedecelerationratetoa
smaller value.
If the vehicle is slowing quicker than the programmed deceleration rate (for
example,atzerothrottlewhiletravelingupahill)theoutputwilldecayatarateof0.8
seconds.
M1 Brake Min 10–100% TheBrakeMinimumparametersetsthemaximumregencurrentatlowspeeds,andis
applicablefromBrakeStartspeedtozerospeed.Thevalueisapercentageofthefull
regen current.
Brake Min is used to soften vehicle braking at low speeds. A low value will limit
the braking at low speeds to provide a soft deceleration. A very low value may prevent
thevehiclefromcomingtoastopfrompedal-upbrakingonanincline,whileaveryhigh
value may cause the vehicle to brake abruptly.
M1 Brake Max 10–100% TheBrakeMaximumparametersetsthemaximumregencurrentahighspeeds,andis
applicable at speeds at and above the Brake End speed. The value is a percentage of
the full regen current.
Brake Max is used to strengthen vehicle braking at high speeds. A high value
will provide greater braking power at high speeds. A very low value may prevent the
vehiclefromsuccessfullylimitingspeeddownahill,whileaveryhighvaluemaycause
excessive braking force at high speeds.
Note: Brake Max should be set to higher value than Brake Min.
M1 Brake Start 0–62 Denesthevehiclespeedatwhichthebrakemap(seebelow)startstoincreasefrom
the Brake Min value. Increasing the Brake Start value increases the speed at which the
controller’sbrakingpowerreachestheBrakeMinsetting,resultinginalargerspeed
rangewithsoftbraking.Theunitsaremphorkm/h,dependingonthesettingofthe
Motor RPM / Vehicle Speed parameter; see Vehicle-Motor menu.
M1 Brake End 0–62 Denesthevehiclespeedatwhichthebrakemap(seebelow)reachestheBrakeMax
value. Increasing the Brake End value allows the controller to use a higher braking
power at higher speeds. Decreasing the Brake End value increases the braking torque
thevehiclecanproduceamediumspeeds.Theunitsaremphorkm/h,dependingon
the setting of the Motor RPM / Vehicle Speed parameter; see Vehicle-Motor menu.
Brake Map End should be set higher than Brake Map Start.

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Curtis 1266 A /1266 R Manual, Rev. C
3 — PROGRAMMABLE PARAMETERS: Mode 1 Parameters
M1 Brake Map 20–80% Thebrakemapparameterdenestheshapeofthebrakemapcurve.The
value set for this parameter is a percentage of the regen current between the
BrakeMinandBrakeMaxvalues,atthepointthatishalfwaybetweenthe
BrakeStartandBrakeEndspeeds(the“BrakeMapMidpoint”),asshownhere.
TheBrakeMapcurveisthemaximumallowedregencurrent,andtheshaded
gray area below it is the operating range.
WiththeBrakeMapsetat50%,themotor’sregencurrentlimitdecreases
linearlywithdecreasingspeed,providingaconsistentrateofsofteningin
braking power. Decreasing the Brake Map setting reduces the regen current
attainable at medium speeds. Because the regen current limit is reduced
asthespeedisreduced,themotorwillbrakemoregentlyasthevehicle
approaches a stop.
Note: Brake Start and Brake End refer to the vehicle speeds at which
thevehicle“starts”toincreaseand“ends”increasing.Fromtheoperator’s
perspective,however,brakingbeginsatthepointonthecurvecorresponding
tothevehicle’sspeedwhenbrakingisinitiatedandthenfollowsthecurve
toward Brake Start. The braking force is typically set to decrease as the vehicle
slows down.
VEHICLE SPEED
REGEN CURRENT
Brake Start Brake Map
Midpoint
Brake Min
Brake Max
Brake Map
(25%)
0
Brake End
MODE 1 MENU, cont’d
ALLOWABLE
PARAMETER RANGE DESCRIPTION

20
Curtis 1266 A /1266 R Manual, Rev. C
3 — PROGRAMMABLE PARAMETERS: Reverse Parameters
REVERSE MENU
ALLOWABLE
PARAMETER RANGE DESCRIPTION
Reverse Speed 4–16mphorkm/h Denesthemaximumcurrentthecontrollerwillsupplytothemotor
drive operation in Mode 1. This parameter can be used to reduce the
Reverse Accel 0.6–5.0s Denesthemaximumcurrentthecontrollerwillsupplytothemotor
boost operation in Mode 1. Boost operation provides...
Reverse Decel 0.2 – 30.0 s See description of M1 Main C/L.
Reverse Brake Min 10 – 100 % See description of M1 Boost C/L.
Reverse Brake Max 10–100% Denesthemaximumalloweddurationoftheboostfunction.
Reverse Brake Start 0–16mphorkm/h Denesthemaximumcurrentthecontrollerwillsupplytothemotor
regenbrakingoperation.Duringregenbraking,thisparametercontrols.
Reverse Brake End 0–16mphorkm/h Denesthemaximumcurrentthecontrollerwillsupplytothemotor
plugbrakingoperation.Duringplugbraking,thisparametercon.
Reverse Brake Map 20–80% SetsthemaximumeldcurrentappliedduringWalkAway™operation
WalkAway™functionapplieseldcurrenttoslowavehiclethatis.
The eight parameters in the Reverse Menu
function exactly like the eight corresponding
parameters in the Mode 1 Menu;
see pages 18–19.

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Curtis 1266 A /1266 R Manual, Rev. C
3 — PROGRAMMABLE PARAMETERS: Mode 2 Parameters
MODE 2 MENU
ALLOWABLE
PARAMETER RANGE DESCRIPTION
M2 Speed 4–16mphorkm/h Denesthemaximumcurrentthecontrollerwillsupplytothemotor
drive operation in Mode 1. This parameter can be used to reduce the
M2 Accel 0.6–5.0s Denesthemaximumcurrentthecontrollerwillsupplytothemotor
boost operation in Mode 1. Boost operation provides...
M2 Decel 0.2 – 30.0 s See description of M1 Main C/L.
M2 Brake Min 10 – 100 % See description of M1 Boost C/L.
M2 Brake Max 10–100% Denesthemaximumalloweddurationoftheboostfunction.
M2 Brake Start 0–16mphorkm/h Denesthemaximumcurrentthecontrollerwillsupplytothemotor
regenbrakingoperation.Duringregenbraking,thisparametercontrols.
M2 Brake End 0–16mphorkm/h Denesthemaximumcurrentthecontrollerwillsupplytothemotor
plugbrakingoperation.Duringplugbraking,thisparametercon.
M2 Brake Map 20–80% SetsthemaximumeldcurrentappliedduringWalkAway™operation
WalkAway™functionapplieseldcurrenttoslowavehiclethatis.
The eight parameters in the Mode 2 Menu
function exactly like the eight corresponding
parameters in the Mode 1 Menu;
see pages 18–19.

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Curtis 1266 A /1266 R Manual, Rev. C
3 — PROGRAMMABLE PARAMETERS: Vehicle-Motor and Battery Parameters
VEHICLE — MOTOR MENU
ALLOWABLE
PARAMETER RANGE DESCRIPTION
Motor RPM / Vehicle Speed 50 – 1024 This parameter is a conversion factor used to generate a vehicle speed
estimate from the speed sensor input (motor RPM signal).
Use these equations to calculate the value to enter for the Motor RPM /
Vehicle Speed parameter:
For English units (mph):
336 × gear ratio
tire diameter (inches)
For metric units (km/h):
530 × gear ratio
tire diameter (cm)
Tacho Poles 4–20 TheTachometerPolesparameterconguresthespeedsensor,andshould
be set to the number of magnetic poles in the speed sensor magnet. See
speed sensor description (page 14) for information about sensor types.
BATTERY MENU
ALLOWABLE
PARAMETER RANGE DESCRIPTION
Overvoltage Min 40 – 65 V Sets the overvoltage protection threshold for the electronic system.
This parameter determines when regen should be cut back to prevent
damage to batteries and other electrical system components due to
overvoltage.
Anon-adjustableinternalthresholdalsoexists,topreventdamage
within the controller.
Low Voltage Max 27 – 45 V Sets the undervoltage threshold to protect the system from operating
at voltages lower than its electronics were designed for. At the set
thresholdvoltage,thedrivecurrentwilltaperoffuntilitreachesthe
controller’sinternalthresholdforsafeoperation.Thisensuresproper
operation of all electronics whenever the vehicle is driven.
Low Voltage Margin 2 – 10 V Sets the threshold below Low Voltage Max at which full cut-off will occur.

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Curtis 1266 A /1266 R Manual, Rev. C
THROTTLE MENU
ALLOWABLE
PARAMETER RANGE DESCRIPTION
HPD Threshold 0–25% DenesthepercentageofthefullthrottlerangeabovewhichtheHPD(HighPedal
Disable) function is invoked. The HPD function prevents the vehicle from moving in
the event of an incorrect sequence of operator inputs or from moving at power-up as
a result of problems in the throttle linkage or components.
Note: Throttle must be applied after the key and a direction switch are turned on.
Throttle Map 20–80% TheThrottleMapparametermodiesthevehicle’sresponsetothethrottleinput.
Asshowninthediagrambelow,thisparameterdeterminesthecontrolleroutputfor
a given amount of applied throttle. The Throttle Map setting refers to the controller
outputathalfthrottle,themidpointofthethrottle’sfullactiverange(therange
between Throttle 0% and Throttle 100%).
3 — PROGRAMMABLE PARAMETERS: Throttle Parameters
Setting Throttle Map at 50% provides a linear output response to throttle position.
Valuesbelow50%reducethecontrolleroutputatlowthrottlesettings,providing
enhancedslowspeedcontrol.Valuesabove50%givethevehicleafaster,jumpier
feel at low throttle settings.
Controller output begins when the throttle is moved beyond Throttle 0% and
continuestoincrease—followingthecurvedenedbytheThrottleMapsetting—asthe
throttleinputincreases,andreachesmaximumoutputwhenthethrottleinputcrosses
the Throttle 100% threshold.
Throttle 0% 0.0–2.0V Denesthethrottleinputvoltageatwhichathrottlecommandbegins.Voltageslower
than the programmed value (but higher than the programmed Throttle Fault Lo) are
interpreted to be in a 0% deadband.
Throttle 100% 2.1–5.0V Denesthethrottleinputvoltagethatgivesafullthrottlecommand.Inputvoltages
above the programmed value (but lower than the programmed Throttle Fault Hi) are
interpreted as 100% throttle command.
Throttle Fault Lo 0.0 – 2.0 V The Throttle Fault Lo parameter sets the lower throttle fault threshold. Throttle input
voltages below this programmed threshold will signal a throttle fault.
THROTTLE MAP
80%
60%
50%
40%
30%
20%
THROTTLE INPUT (percent of active range)
100908070605040302010 0
100
90
80
70
60
50
40
30
20
10
0
CONTROLLER OUTPUT (PWM percent)
Throttle Map defines
the location of the “knee”
in the curve

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Curtis 1266 A /1266 R Manual, Rev. C
3 — PROGRAMMABLE PARAMETERS: Warning Options Parameters
THROTTLE MENU, cont’d
ALLOWABLE
PARAMETER RANGE DESCRIPTION
Throttle Fault Hi 3.0 – 5.0 V The Throttle Fault Hi parameter sets the upper throttle fault threshold. Throttle input
voltages above this programmed threshold will signal a throttle fault.
5v Enable On/Off WhenthisparameterisprogrammedOn,PotHi(pinJ1-4)ispure5VandPotLo(pin
J1-6)isground;thisisthesettingtousewithanelectronicthrottle.
WhenthisparameterisprogrammedOff,thePotHiandPotLopinsarecurrent
limited by internal fault-detecting resistors; this is the setting to use with resistive
throttles.
WARNING OPTIONS MENU
ALLOWABLE
PARAMETER RANGE DESCRIPTION
Overvoltage Beep On/Off WhenthisparameterisprogrammedOn,thewarningalarmwillsoundduring
overvoltage operation.
Anti-Rollback Beep On/Off WhenthisparameterisprogrammedOn,thewarningalarmwillsoundduring
anti-rollback operation.

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Curtis 1266 A /1266 R Manual, Rev. C
FIELD MAPS MENU: Positive Field Map
ALLOWABLE
PARAMETER RANGE DESCRIPTION
M1 Field Min 1–10A Denestheminimumallowedcurrentinthemotor’seldwindingwhenthevehicleis
travelingintheforwarddirection,operatinginMode1.TheforwardFieldMinsetting
mayaffectthevehicle’smaximumspeedand,tosomeextent,thesmoothnesswith
which the vehicle starts and transitions between drive and regen. If the parameter
issettoohigh,thevehicle’stopspeedwillbereducedandtorquebumpsmaybe
evident when the vehicle is inched or changes direction.
One of the greatest advantages of a properly set Field Min parameter is that it will
prevent uncontrolled acceleration when the vehicle goes down ramps or when it is
unloadedfromtrucks,etc.
Reverse Field Min 1–10A Denestheminimumallowedcurrentinthemotor’seldwindingwhenthevehicleis
traveling in the reverse direction; this setting applies regardless of whether the vehicle
is operating in Mode 1 or Mode 2.
See the description of M1 Field Min for more information on how Field Min works.
M2 Field Min 1 – 10 A See M1 Field Min description; M2 Field Min applies when the vehicle is in Mode 2.
Field Map Start 0–100A Denesthearmaturecurrentatwhichtheeldcurrentstartstoincreasefromthe
programmed Field Min setting when the vehicle is traveling in the forward direction.
Care should be taken to ensure that high Field Map Start values do not move the
motor’soperatingcharacteristicsoutsideitssafecommutationarea.
Field Map 20–80% Denestheshapeoftheeldmapcurve.Itissetasapercentageoftheeldcurrent
between the Field Min and Field Max values.
Asshowninthediagramonthenextpage,theFieldMapparametersetstheeld
current at the armature current that is halfway between the programmed Field Map
Start current and the programmed Field Map End current. This halfway point is called
the Field Map Midpoint.
WithFieldMapsetat50%andFieldMapStartsetatzero,themotor’seld
current increases linearly with increasing armature current—thus emulating a series
woundmotor.DecreasingtheFieldMapsettingreducestheeldcurrentatagiven
armaturecurrent;i.e.,itweakenstheeld.Astheeldcurrentisreduced,themotor
will be able to achieve higher speeds.
Care should be taken to ensure that excessively low Field Map Start values do
notmovethemotor’soperatingcharacteristicsoutsideitssafecommutationarea.
Field Max 12–30A Denesthemaximumallowedcurrentinthemotor’seldwindingwhenthevehicle
is traveling in the forward direction. The setting of this parameter will determine the
motor’smaximumtorqueduringdriveoperation,andwilllimitthepowerdissipationin
theeldwindingitself.
Field Map End 150–275A * DenesthearmaturecurrentatwhichtheeldmapclampstotheprogrammedField
Maxvalue,whenthevehicleismovingintheforwarddirection.
Care should be taken to ensure that high Field Map End values do not move the
motor’soperatingcharacteristicsoutsideitssafecommutationarea.
FieldMapEndisadjustablefrom150Auptothecontroller’sfullratedcurrent.
The full rated current depends on the controller model; see Table C-1.
* Note: Upperlimitofrangeismodel-specic.
3 — PROGRAMMABLE PARAMETERS: Field Mapping Parameters

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Curtis 1266 A /1266 R Manual, Rev. C
FIELD MAPS MENU: Negative Field Map
ALLOWABLE
PARAMETER RANGE DESCRIPTION
Neg Field Map Start 0–100A Denesthearmaturecurrentatwhichtheeldcurrentstartstoincrease
programmed Field Min setting when the vehicle is traveling in the forward.
Neg Field Map 20–80% Denestheshapeoftheeldmapcurve.Itissetasapercentageofthe
eldcurrentbetweentheFieldMinandFieldMaxvalues
Neg Field Max 12–30% Denesthemaximumallowedcurrentinthemotor’seldwindingwhen
the vehicle is traveling in the forward direction. The setting of this parameter.
Neg Field Map End 150–275A * Denesthearmaturecurrentatwhichtheeldmapclampstothe
programmedFieldMaxvalue,whenthevehicleismovinginthe.
3 — PROGRAMMABLE PARAMETERS: Field Mapping Parameters
These four parameters function similarly to
the four corresponding parameters in the
PositiveFieldMenu,excepttheyapplyduring
regen braking rather than during drive.
ARMATURE CURRENT
FIELD CURRENT
Neg Field Map
Start
Neg Field Map
Midpoint
0
Field Min
Neg Field Map
(50%)
Neg Field Max
Field Map
Start
Field Map
Midpoint
Field Min
Field Max
Field Map
(20%)
0
0
Field Map
End
100%-100%
Neg Field Map
End
REGEN CURRENT (negative) DRIVE CURRENT (positive)
* Note: Upperlimitofrangeismodel-specic.

27
Curtis 1266 A /1266 R Manual, Rev. C
EM BRAKE MENU
ALLOWABLE
PARAMETER RANGE DESCRIPTION
EM Brake On – Off This parameter is used to turn the electromagnetic (EM) brake function on or off.
AnEMbrakekeepsthevehiclefrommovingafteritcomestorest,whichcan
be very useful when stopping on a hill.
This function requires appropriate hardware; see the wiring diagram (Fig. 3)
on page 8.
EMB Pull In % 10–100% DenesthepeakvoltagemomentarilyappliedtotheEMbrake.TheEMBpull-in
functionsuppliesahighinitialvoltagefor0.1secondwhenthedriverrstturnson,
to ensure proper closure.
The parameter is programmable as a percentage of the battery voltage. The
valueforEMBPullIn%shouldbedeterminedfromspecicationsoradvicefrom
the relay or EMB manufacturer.
EMB Holding % 10–100% DenesthecontinuousvoltageappliedtotheEMbrakeaftertheinitial0.1spull-in.
The driver output is pulse width modulated at the programmed percentage of the
battery voltage.
Usingthisparameter,theaverageappliedvoltagecanbereducedsothata
coilthatisnotratedforthefullbatteryvoltagecanbeused.Forexample,arelay
coil rated for 24V could be used in a 48V system if EMB Holding % is set to 35
(48V*0.35=16.8V),as16.8Viswellabovetypicaldropoutvoltage.Theresulting
voltage must be set high enough to hold the relay closed under all shock and
vibrationconditionsthevehiclewillbesubjectedto.Lowsettingsminimizethecurrent
requiredtopowerthecoil,therebyreducingcoilheatingandincreasingbatterylife.
ThevalueforEMBHolding%shouldbedeterminedwithspecicationsor
advice from the relay or EMB manufacturer.
EMB Delay 0.0–5.0s DenesadelaytimebeforetheEMbrakedrops.Thedelaycountdownbegins
either(1)whenthevehiclehascometorestandthemaincontactorhasopened,or
(2)duringeldbraking,whenthevehiclehasslowedbelowtheprogrammedField
Brake Speed (see Field Brake menu).
EMB Speed Check On–Off WhenprogrammedOn,theEMBSpeedCheckfunctionaddsextrameasuresto
prevent the locking of the EM brake at high vehicle speeds under conditions when
themaincontactorisopen(forexample,ifthekeyswitchisturnedoffduringdriving
or a fault is detected). The controller will override the EMB Delay in an attempt to
allow the vehicle to slow down before engaging the EM brake.
EMB Speed Value 0–62 DenesthespeedatwhichtheEMbrakeispermittedtolock.Althoughitis
programmablefromzeroto62,itistypicallysetattheextremelowendofthat
range. The purpose of EMB Speed Value is to prevent dropping the EM brake at
highspeed,whichcouldbedangerousoncertainterrain(e.g.,wetgrass).
Note: TheunitsaredenedbytheRPM/Speedparameter;seepage22.
In the event of main contactor failure (or fault detection that commands the
contactor to open) the EM brake parameters control the brake as follows:
EMB Speed Check = Off
EM brake driver will turn off after EMB Delay has expired.
EMB Speed Check = On
EM brake driver will not turn off until vehicle speed is detected as
having reduced to the set EMB Speed Value. If EMB Speed Value is
setbelow1.0,theEMbrakedriverwillnotturnoffuntilthe
vehicle reaches rest.
3 — PROGRAMMABLE PARAMETERS: Electromagnetic Brake Parameters

28
Curtis 1266 A /1266 R Manual, Rev. C
FIELD BRAKE MENU
ALLOWABLE
PARAMETER RANGE DESCRIPTION
Field Brake On–Off Thisparameterisusedtoturntheeldbrakefunctiononoroff.Whenenabled,
eldbrakingslowsthevehiclenearzerospeed.
WhenFieldBrake=On,theFieldBrakeSpeed,Max,andRateparameters
apply; they have no effect when Field Brake = Off.
Field Brake Speed 0–6.0 Denesthespeedthresholdbelowwhicheldbrakingwilloccur,wheneldbraking
is enabled.
Note: TheunitsaredenedbytheRPM/Speedparameter;seepage22.
When the throttle has been released and vehicle speed is detected to be below
theprogrammedFieldBrakeSpeed,theeldcurrentstartstoincreasetowardthe
valuespeciedbyFieldBrakeMaxataratespeciedbyFieldBrakeRate.
IttheFieldBrakeSpeedthresholdissetverylow,eldbrakingwilloccur
only at the very end of the vehicle deceleration. If the vehicle does not slow to the
programmedFieldBrakeSpeedthreshold(downasteephill,forexample)eld
braking will not occur as the threshold will not be reached.
Field Brake Max 1.0–30.0A Denesthemaximumeldvoltagepermittedduringeldbraking,wheneld
brakingisenabled.TheeldcurrentdenedbyFieldBrakeMaxoverridesthe
standardeldmapcurrentbelowthespeedprogrammedforFieldBrakeSpeed.
Inapplicationswithanelectromagneticbrake,theamountofeldcurrent
setbyFieldBrakeMaxisappliedforthemaximumtimespeciedbyEMBDelay
prior to locking the EM brake. A high value of Field Brake Max helps to ensure the
vehicleusessufcientbrakingtoslowtoastopbeforelockingtheEMbrake.
InapplicationsconguredforWalkAway™operation(availableon1266A
modelsonly),lowerFieldBrakeMaxvaluesareusefulinprovidingsofterbraking
nearzerospeed.Settingthevaluetoolowmayrenderthecontrollerincapableof
sensingvehiclerollback.However,eventhoughtheanti-rollbackfunctionmaynot
beactivated,theplugbrakinggeneratedbytheeldcurrentwillstillacttoslowthe
vehicle.
Field Brake Rate 0–6 Deneshowquicklytheeldcurrentrisesduringeldbraking,wheneldbraking
is enabled.
FieldBrakeRateisadjustablefrom0to6;thisindexvaluedenesthetime
fortheeldcurrenttorisetotheprogrammedFieldBrakeMax,asshowninthe
examplesbelow.Thehigherthesetting,thefastertherise.(Intheseexamples,
3 — PROGRAMMABLE PARAMETERS: Field Brake Parameters
Field Brake Max = 30.0 A.)
WhenanEMbrakeisused,theeldcurrentrisesuntilitreachesthe
programmed Field Brake Max and maintains that current for the duration of EMB
Delay,attheendofwhichtheEMbrakedriverturnsoff,causingthebraketo
engage—if it has not already been applied due to the vehicle having stopped or
started to roll back.
index field current range time of rise
1 0.0 – 30.0 A 3.2 s
6 0.0 – 30.0 A 0.5 s

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Curtis 1266 A /1266 R Manual, Rev. C
3 — PROGRAMMABLE PARAMETERS: Main Contactor Parameters
MAIN CONTACTOR MENU
ALLOWABLE
PARAMETER RANGE DESCRIPTION
Main Drop Out Time 1–1200s Denesadelaytimebeforethemaincontactoropensafterthevehiclehascome
torest.IfyouareusinganEMbrake,youshouldsetthistoalowvaluesothe
brakeengagesquickly.InapplicationswithnoEMbrake,youwouldsetthistoa
higher value to allow anti-rollback.
Main Pull In % 10–100% Denesthepeakvoltagemomentarilyappliedtothemaincontactor.TheMain
Pull-In function supplies a high initial voltage for 0.1 second when the contactor
isrstturnedon,toensureproperclosure.
The parameter is programmable as a percentage of the battery voltage. The
valueforMainPullIn%shouldbedeterminedfromspecicationsoradvicefrom
the contactor manufacturer.
Main Holding % 10–100% Denesthecontinuousvoltageappliedtothemaincontactoraftertheinitial0.1s
pull-in. The driver output is pulse width modulated at the programmed percentage
of the battery voltage.
Usingthisparameter,theaverageappliedvoltagecanbereducedsothata
coilthatisnotratedforthefullbatteryvoltagecanbeused.Forexample,arelay
coil rated for 24V could be used in a 48V system if Main Holding % is set to 35
(48V*0.35=16.8V),as16.8Viswellabovetypicaldropoutvoltage.Theresulting
voltage must be set high enough to hold the relay closed under all shock and
vibrationconditionsthevehiclewillbesubjectedto.Lowsettingsminimizethecurrent
requiredtopowerthecoil,therebyreducingcoilheatingandincreasingbatterylife.
ThevalueforMainHolding%shouldbedeterminedwithspecicationsor
advice from the contactor manufacturer.

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Curtis 1266 A /1266 R Manual, Rev. C
29 JUNE 2013 DRAFT
4 — MONITOR MENU
4
MONITOR MENU
rough its Monitor menu, the handheld programmer provides access to real-time
data during vehicle operation. is information is helpful during diagnostics
and troubleshooting, and also while adjusting the programmable parameters.
FAULT COUNTERS
—Pot Low Fault
—Pot High Fault
—Throttle Fault
—Low Battery Voltage
—OverVoltage
—Thermal Cutback
—Ext. 15v Fault
—HPD
—EMB OverCurrent
—Main Drvr OverCurrent
—EM Brake Fault
—EM Brake Driver Off
—Main Welded
—Speed Sensor Fault
—Main Driver On
—Main Coil Open
—Main Dropout 1
—Motor Stall
—Main Driver Off
—Main Dropout 2
—Current Sense Fault
—M- Shorted
—PreCharge Fault
—Field Missing
—Hardware Failsafe
BATTERY VOLTAGE MENU ..........p. 31
—Battery Voltage
VEHICLE MENU .........................p. 31
—Speed
—Odometer
—Hour Meter
I/O MENU .................................p. 31
—Throttle
—Foot Input
—Key Input
—Forward Input
—Reverse Input
—Mode Input
—Charger Inhibit
—EM Brake Driver
—Main Cont Driver
CONTROLLER MENU .................p. 31
—Temperature
—Boost Remaining Time
—Arm Current
—Field Current
—Armature PWM
—Field PWM
Table 4 Monitor Menus
FAULT COUNT HOURMETERS
—Pot Low Fault Hr
—Pot High Fault Hr
—Throttle Fault Hr
—Low Battery Voltage Hr
—OverVoltage Hr
—Thermal Cutback Hr
—Ext. 15v Fault Hr
—HPD Hr
—EMB OverCurrent Hr
—Main Drvr OverCurrent Hr
—EM Brake Fault Hr
—EM Brake Driver Off Hr
—Main Welded Hr
—Speed Sensor Fault Hr
—Main Driver On Hr
—Main Coil Open Hr
—Main Dropout 1 Hr
—Motor Stall Hr
—Main Driver Off Hr
—Main Dropout 2 Hr
—Current Sense Fault Hr
—M- Shorted Hr
—PreCharge Fault Hr
—Field Missing Hr
—Hardware Failsafe Hr
For descriptions of the faults, see Section 7: Diagnostics and Trouble-
shooting. e corresponding Fault Count Hourmeters show when the
last fault occurred, based upon the internal hourmeter.

Curtis 1266 A /1266 R Manual, Rev. C 31
BATTERY VOLTAGE MENU
VARIABLE UNITS DESCRIPTION
Battery Voltage V Measured voltage of battery pack.
VEHICLE MENU
VARIABLE UNITS DESCRIPTION
Speed mph or km/h Speed at which the vehicle is presently traveling.
Odometer miles or km Vehicle travel distance since odometer was last reset.
Hour Meter hours Total hours of “On” time since hour meter was last reset.
I/O MENU
VARIABLE UNITS DESCRIPTION
Throttle % Throttle request, as percentage of full active throttle range.
Foot Input [On / Off] Status of input at pin J1-13. On = pedal is released.
Key Input [On / Off] Status of input at pin J1-15.
Forward Input [On / Off] Status of input at pin J1-12. On = Forward is selected.
Reverse Input [On / Off] Status of input at pin J1-11. On = Reverse is selected.
Mode Input [On / Off] Indicates mode the vehicle is operating in: Mode 1 or Mode 2.
Charger Inhibit [On / Off] Status of input at pin J1-8. On = operation is inhibited.
EM Brake Driver [On / Off] Status of driver at pin J1-2. On = EM brake is released.
Main Cont Driver [On / Off] Status of input at pin J1-7. On = voltage is applied to main contactor coil.
CONTROLLER MENU
VARIABLE UNITS DESCRIPTION
Temperature °C Controller heatsink temperature.
Boost Remaining Time s Seconds remaining in the programmed Boost Time.
Arm Current A Motor’sarmaturecurrent.
Field Current A Motor’seldcurrent.
Armature PWM % PWM of motor armature.
Field PWM % PWMofmotoreld.
4 — MONITOR MENU

Curtis 1266 A /1266 R Manual, Rev. C 33
5. Next, go to the Monitor » I/O menu. Scroll down to observe the status
of the switches:
Foot Input (pedal switch)
Key Input
Forward Input
Reverse Input
Mode Input
Charger Inhibit
Cycle each switch in turn, observing the programmer. e programmer
should display the correct status for each switch.
6. Take the vehicle down o the blocks and drive it in a clear area. It
should have smooth acceleration and good top speed. Recommended
procedures for tuning the vehicle’s driving characteristics are presented
in Section 5: Tuning Guide.
7. Test the deceleration and braking of the vehicle.
8. Disconnect the programmer when you have completed the checkout
procedure, to minimize battery discharge.
5 — INSTALLATION CHECKOUT

34
Curtis 1266 A /1266 R Manual, Rev. C
29 JUNE 2013 DRAFT
6 — TUNING GUIDE
6
TUNING GUIDE
e 1266 A/R controller is a very powerful vehicle control system. Its wide
variety of adjustable parameters allow many aspects of vehicle performance
to be optimized. is section provides explanations of what the major tuning
parameters do and instructions on how to use these parameters to optimize the
performance of your vehicle. Once a vehicle/motor/controller combination has
been tuned, the parameter values can be made standard for that system or vehicle
model. Any changes in the motor, the vehicle drive system, or the controller
will require that the system be tuned again to provide optimum performance.
e tuning procedures should be conducted in the sequence given, because
successive steps build upon the ones before. e tuning procedures instruct
personnel how to adjust various programmable parameters to accomplish
specific performance goals. It is important that the eect of these programma-
ble parameters be understood in order to take full advantage of the 1266 A/R
controller’s powerful features. Please refer to the descriptions of the applicable
parameters in Section 3 if there is any question about what any of them do.
Note: in this section, parameter names are written in ALL CAPS.
MAJOR TUNING
Five major performance characteristics are usually tuned on a vehicle:
1
Tuning the Active rottle Range
2
Calibrating the Controller Speed Measurement
3
Tuning the Controller to the Motor (Field Mapping)
4
Equalizing Loaded/Unloaded Vehicle Speed on Flat Ground
5
Conrming Loaded Vehicle Speed on Downhill Grade.
ese ve characteristics should be tuned in the order listed.
1
Tuning the Active Throttle Range
Before attempting to optimize any specic vehicle performance characteristics,
it is important to ensure that the controller input is operating over its full range.
To do this, the throttle should be tuned using the handheld programmer and a
voltmeter. e procedures that follow will establish zero throttle, full throttle,
and throttle fault parameter values that correspond to the absolute full range
of your particular throttle mechanism. Note: ese parameters are expressed
in absolute voltages between 0.0 and 5.0 volts.
It is advisable to provide some buer around the absolute full range of
the throttle mechanism to allow for throttle resistance variations over time and
temperature as well as variations in the tolerance of potentiometer values between
individual throttle mechanisms. is will form areas at the top and bottom of
the throttle movement range that the controller reads as 0% and 100%.

Curtis 1266 A /1266 R Manual, Rev. C 35
1. Jack the vehicle wheels up o the ground so that they spin freely.
Note: Most of the throttle tuning can be done without driving
the motor, but it is advisable to check that the throttle range is
still fully active when motor currents are being produced.
2. Plug the programmer into the controller and turn on the con-
troller with the run/store switch.
3. Using the programmer’s Program rottle menu, initial-
ly set the THROTTLE MAP parameter to 50%. is will pro-
vide a linear relationship between the throttle input voltage
and the rottle % displayed in the Monitor I/O menu.
4. Select the Monitor I/O menu. rottle % is the rst variable in
this submenu. You will need to reference the value displayed here.
5. Use a voltmeter and test clip to measure the throttle input voltage
at pin J1-5.
6. Measure and note the voltage when the throttle is fully released.
7. If the pedal switch is wired into the mechanical throttle
mechanism, scroll down the Monitor I/O menu to Foot
Input. e display should indicate that the pedal switch is
O. Slowly apply throttle until the display indicates that the
pedal switch is On. Measure the throttle voltage that is being
produced at this threshold, and make a note of this value.
8. Measure the voltage when the throttle is fully depressed, and
make a note of this value.
9. Return to the Program rottle menu.
Set THROTTLE FAULT LO lower than the fully released voltage
measured in Step 6.
If the pedal switch is wired into the throttle mechanism,
set THROTTLE 0% close to the voltage measured in Step 7. (Setting
THROTTLE 0% too far below this voltage will result in loss of low-
end throttle range.) If the pedal switch is not part of the throttle
assembly, set THROTTLE 0% above the fully released voltage measured
in Step 6.
Set THROTTLE 100% lower than the fully depressed voltage
measured in Step 8. Set the THROTTLE FAULT HI parameter above
the fully depressed voltage (but no higher than 4.7 V).
10. Apply the keyswitch and forward switch and depress the throttle
slowly through the full range of motion, causing the wheels to
spin. Ensure that the rottle % reaches 100% when the pedal is
fully depressed. Ensure that the rottle % returns to 0% when
the throttle is released and that no throttle fault appears in the
Faults menu.
11. Refer to Section 3, page 23, and set the THROTTLE MAP parameter
for desired performance.
6 — TUNING GUIDE
Produkt Specifikationer
Mærke: | Curtis |
Kategori: | Ikke kategoriseret |
Model: | 1266A |
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