Powerpak SEM Manual Rev N4

SEVCON
TM
owerpa
SEM
Including MicropaK.
This user manual details the features of the following MicropaK and PowerpaK SEM (Separately
Excited Motor) Traction controllers and variants.
1. PowerpaK SEM 24-48V 350A/50A SEM Low I/O Logic

4. MicropaK SEM 24-36V 200A/30A Combined Power and Low I/O Logic
5. MicropaK SEM 36-48V 270A/30A Combined Power and Low I/O Logic
6. PowerpaK SEM Dual Motor 2 x 24-48V 350A/50A SEM Low I/O Logic + CAN Slave
7. PowerpaK SEM Dual Motor 2 x 24-48V 500A/50A SEM Low I/O Logic + CAN Slave
Modification History
Revision Issue Date Author Changes
Rev F 24 November 1999 C.E.H. New Personalities & Speed Control
Rev G 13 January 2000 S.L. Amended specification of 80V PowerpaK
Rev H 5 April 2000 A.J.K. Add 48V MicropaK & amend Personalities
Rev J 5 September 2000 A.J.K. New Personalities Added (applicable to
V1.06E and V1.50 software)
Rev K 5 September 2001 JRM Power wiring drawing updated
Rev L 18 February, 2002 PR / CH Reviewed and ammended Personalities
Rev M 1 March, 2002 CH Updated I/O Configuration Tables
Rev N 7 October 2004 PG Smartview display
07 October, 2004 SEM PowerpaK Manual - Revision N 1

CONTENTS
MODIFICATION HISTORY..............................................................................................................................................1
1 INTRODUCTION .......................................................................................................................................................3
2 SEM CONTROLLER VARIANTS.............................................................................................................................4
3 CONTROLLER FEATURES......................................................................................................................................5
4 SAFETY ........................................................................................................................................................................6
5 TECHNICAL SPECIFICATIONS .............................................................................................................................7
6 CONTROLLER WIRING AND CONNECTIONS ...................................................................................................9
7 CALIBRATOR AND ADJUSTMENTS ...................................................................................................................12
8 DIAGNOSTICS ..........................................................................................................................................................21
9 SERVICE AND FAULT LOGS.................................................................................................................................22
10 CONTROLLER OPERATION AND FEATURE DESCRIPTIONS.................................................................23
11 DASHBOARD DISPLAYS - OPERATION AND FEATURE DESCRIPTIONS.............................................30
12 CONTROLLER OPERATION AND POWER CIRCUIT DESCRIPTIONS...................................................39
13 INSTALLATION....................................................................................................................................................44
14 EMC GUIDELINES ...............................................................................................................................................45
FIGURE 1 LIGHT WIRING - MICROPAK...................................................................................................................49
FIGURE 2 POWER WIRING - MICROPAK ................................................................................................................49
FIGURE 3 LIGHT WIRING - POWERPAK..................................................................................................................50
FIGURE 4 POWER WIRING – POWERPAK ...............................................................................................................50
FIGURE 5 POWERPAK SEM DUAL MOTOR - CAN MASTER / SLAVE ARRANGEMENT .............................51
FIGURE 6 MECHANICAL DETAILS - POWERPAK .................................................................................................52
FIGURE 7 MECHANICAL DETAILS - MICROPAK ..................................................................................................53
2 SEM PowerpaK Manual - Revision N 07 October, 2004

1 INTRODUCTION
The MicropaK & PowerpaK SEM (Separately Excited Motor) range of Controllers uses a
new concept in power switching technology to provide a full range of power frames 24V-
80V, 200A-500A in one small, highly efficient package. This is achieved using a new
power switching scheme and radical new construction techniques, both the subject of patent
applications, which enable large powers to be incorporated into very small packages.
The MicropaK is a standalone Traction SEM controller mainly aimed at the walkie market,
whilst the PowerpaK SEM is a larger power controller suitable for a range of ride-on trucks.
The MicropaK has an integrated logic, whilst the PowerpaK, to improve flexibility and
serviceability, has a logic that is plugged into the power frame and can be removed easily
without disturbing power connections or having to remove the power frame cover.
Both controllers have serial communication abilities, CAN and RS232 with an additional
module. Multi controller systems such as Dual Traction motor SEM or Traction + Pump
systems use CAN communications in a master / slave(s) environment.
Controllers are microprocessor based with flexible software and setup options, and use high
frequency (silent) MOSFET power switching technology, to control a SEM power frame
comprising of an independently controlled half bridge Armature circuit and an
independently controlled full bridge Field circuit. Armature and Field currents are both
measured with a shunt system. Motor feedback should not be necessary although there is
provision to interface to either a motor tacho or encoder if necessary. Controllers have been
designed to satisfy the requirements of the relevant UL and EC standards.
MicropaK PowerpaK

2 SEM CONTROLLER VARIANTS
PPxxx Model number description

1st digit Controller 1 = ---------------
Type 2 = --Reserved-- (Series Traction Standalone)
3 = --Reserved-- (Series Pump Standalone)
4 = ---------------
5 = --Reserved-- (Series Traction Dual Motor Proportional)
6 = --Reserved-- (Series Traction Dual Motor Non Proportional)
7 = SEM Standalone Traction
8 = ---------------
2nd digit Voltage 2 = 24V - 36V
Range 4 = 24V - 48V
8 = 72V - 80V
3rd digit Current 1 = 200A/30A Armature/Field

Limit 2 = 270A/30A
3 = 350A/50A
4 = 425A/50A
5 = 500A/50A
Prefix PP = PowerpaK variant
MP = MicropaK variant
MODEL POWER CONFIGURATION LOGIC NO. off UNIT

Power SIZE
Terminals
MP722 24-36V 270A/30A Traction SEM Integrated 5 152 x 152 x 69mm
MP742 36-48V 270A/30A Traction SEM Integrated 5 152 x 152 x 69mm
PP743 24-48V 350A/50A Traction SEM Low I/O 6 142 x 142 x 140mm
PP743 24-48V 350A/50A Traction SEM (Master) Low I/O 6 142 x 142 x 140mm
+ + + + + +
142 x 142 x 140mm
PP743 24-48V 350A/50A Traction SEM (Slave) Slave I/O 6
PP745 24-48V 500A/50A Traction SEM (Master) Low I/O 6 142 x 142 x 140mm
+ + + + + +
142 x 142 x 140mm
PP745 24-48V 500A/50A Traction SEM (Slave) Slave I/O 6

3 CONTROLLER FEATURES
Logic Feature MicropaK PowerpaK
Logic Combined Separate

Number of Connectors 2 2
Number of Digital switch inputs. 6 6
Number of Analogue inputs 2 2
Number of Contactor drive outputs 2 2
Voltage Operation range 24-48V 24-80V
Armature Current Limit range 270A 350-500A
Field Current Limit range 30A 30-50A
Armature and Field currents independently measured yes yes
Solid state direction control yes yes
Good speed regulation without speed sensor yes yes
Motor curve setup menu yes yes
Armature to Field current mapping adjustment yes yes
Case enclosed to IP66 yes yes
Microprocessor control yes yes
High frequency (Silent Operation) Armature + Field yes yes
Internal watchdog monitoring microprocessor operation yes yes
24Vcontactors at all voltages possible + built in suppression yes yes
Low impedance, active low inputs switched to B-ve yes yes
Thermally compensated current limit yes yes
Selectable accelerator characteristics yes yes
Adjustable creep speed yes yes
Variable Field Weakening without contactor yes yes
Seat switch timer yes yes
Belly switch operation yes yes
Line Contactor Drive yes yes
Power steer contactor driver and timer yes yes
Electric Brake driver for walkies yes yes
Regenerative braking down to zero speed yes yes
Braking proportional to accelerator position yes yes
Braking in neutral and with brake pedal yes yes
Under and Over-voltage protection yes yes
Accelerator wire off detect yes yes
Inching and timed burst inching facilities yes yes
Economy pot input yes yes
2 traction cutback speeds with independent accel delays yes yes
Hardware and Software fail-safe systems yes yes
+ 12V output pin yes yes
Diagnostics with LED indication yes yes
Adjustments made via a calibrator yes yes
Serial communications (external module gives RS232) yes yes
CAN serial communications yes yes
Hours count displaying Key & Pulsing hours on calibrator yes yes
BDI on Calibrator yes yes
Dual Motor Proportional variant with switches or pot yes yes
Dual Motor steer angles can be adjusted yes yes
Sensorless Speed Control yes yes
Resettable Service and Fault logs yes yes
Foreign languages selectable on calibrator yes yes
Standard + Full Feature Dashboard Display compatible yes yes
Smartview compatible yes yes
Setup menu on calibrator to enable various options yes yes
Additional Suppresion for 2 External Contactors yes no

4 SAFETY
4.1 Electric vehicles can be dangerous. All testing, fault-finding and adjustment should be carried out
by competent personnel. The drive wheels should be off the floor and free to rotate during the
following procedures. THE VEHICLE MANUFACTURER'S MANUAL SHOULD BE
CONSULTED BEFORE ANY OPERATION IS ATTEMPTED.
4.2 The SEM 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 SEM system, the fail-safe circuit should be checked whenever
the truck is serviced . The period between checks should not exceed 3 months.
4.4 THE BATTERY MUST BE DISCONNECTED BEFORE REPLACING OR ATTEMPTING
ANY REPAIRS OF THE CONTROLS.
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 its vent caps removed as an arc may occur due to the
controller's internal capacitance when it is first connected.
4.7 The controller must be used with a line contactor as indicated in the wiring diagrams.
4.8 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.
4.9 The controller must NOT be used with permanently-connected on-board chargers or damage to the
system may result.

5 TECHNICAL SPECIFICATIONS
5.1 Electrical
5.1.1 Voltage specifications:
Model Voltage Nominal Battery Absolute Maximum Operating voltage
MPx2x 24V Units 24-36V 14.5 - 50V
MPx4x 48V Units 36-48V 30.0 – 75V
PPx4x 48V Units 24-48V 14.5 - 75V

PPx8x 80V Units 72-80V 43.0-100V
5.1.2 Current specifications:
Model Power Current limit Current limit Safe operating Continuous Current
Armature (1 min) Field (1 min) Area (SOA) 1 Hour rating. **
MPx22 24V 270A 270A 30A 30 – 60% 100A
MPx42 48V 270A 270A 30A 30 – 60% 100A
PPx43 48V 350A 350A 50A 30 – 60% 117A

PPx45 48V 500A 500A 50A 30 – 60% 167A
PPx85 80V 425A 425A 50A 30 – 60% 140A
** Unit mounted on an aluminium base-plate 780x380x10mm, at 20°C ambient. Refer to

Section 12 for installation guidelines.
5.1.3 Switching Frequency: 16 KHz Traction drive Armature+Field/Regen Braking.

5.1.4 Electrical Isolation: Enclosure to any live part = 1KV. Controller internal
insulation specified at > 10MΩ @500V DC. Dielectric
strength 1000V @ 50Hz for 1 Minute.
5.1.5 Battery Polarity: A Line Contactor driven from the Controller, with a 2A diode in
series with the coil, will prevent Line Contactor closure if the
battery positive and negative connections are reversed.
5.2 Environmental
5.2.1.1 Protection - MicropaK The enclosure is protected to IP66.
1st digit (6) = Protection against dust ingress
2nd digit (6) = Protection against high pressure jets of
water in any direction.
5.2.1.2 Protection - PowerpaK The enclosure is protected to IP55.
Power Frame 1st digit (5) = Protection against objects > 1.0mm
Limited dust ingress permitted
2nd digit (5) = Protection against low pressure jets of
water in any direction. Limited ingress permitted.
5.2.1.3 Protection - PowerpaK The enclosure is protected to IP66.
Logic (description as per 5.2.1.1 above)
5.2.2 Vibration: 6G, 40-200Hz for 1 hour, in x, y and z planes.
5.2.3 Operating Temperature: -30oC to +40oC ambient around controller.
5.2.4 Storage Temperature: -40oC to +70oC.
5.2.5 Humidity: 95% maximum, non-condensing.
5.2.6 Humidity Resistance: No functional defects after controller is left at 60oC and
100% humidity for one hour after freezer use (-30oC minimum).
5.3 Mechanical
5.3.1.1 Unit size - Micropak Length 152mm, Width 152mm, Height 69mm
5.3.1.2 Unit size - Powerpak Length 142mm, Width 142mm, Height 140mm with logic fitted.

(Height is 86mm with logic unplugged)
5.3.2 Enclosure: Aluminium die cast base-plate with ABS plastic injection
moulded covers.
5.3.3 Power connections
5.3.3.1 MicropaK M6 for Armature connections, M6 for Field connections
5.3.3.2 PowerpaK M8 for Armature connections, M8 for Field connections
5.3.4 Fixings: 4 x M6 clearance holes.
5.3.5 Weight
5.3.5.1 MicropaK 1.5Kg
5.3.5.2 PowerpaK 1.8Kg
5.4 Logic I/O Specifications
5.4.1 Switch/Digital Inputs:
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.
5.4.2 Analogue Inputs: 0-5V inputs available and 5K potentiometer/3V5-0V
inputs available. Fully protected i/ps and threshold settable.
5.4.3 Supply output: An unregulated +12V, 5mA power supply is available for
supplying Accelerators, speed sensors etc.
5.4.4 Contactor Drives: Maximum Current: 2A.
Protection: Drives are protected against direct connection to B+ and B-.
Suppression: Coil suppression built-in.
+ve coil supply Wire to key switch

6 CONTROLLER WIRING AND CONNECTIONS
6.1.1 Power Connections

See power wiring diagrams for specific connections.
6.1.2 Power wiring
Minimum cable sizes:- Current limits up to 270A 25mm2
500A 35mm2
6.1.3 Fuse ratings

Maximum fuse ratings:- Current limits up to 180A 125A (air break)
270A 175A (air break)
6.1.4 Contactor Types
The recommended contactors for controllers with current limits up to 270A are:
Line Albright SW80 Continuous Rating
Power Steer (Optional) Albright SW80 Continuous Rating
The recommended contactors for controllers with current limits up to 500A are:
Line Albright SW180 Continuous Rating
Power Steer (Optional) Albright SW80 Continuous Rating
It is recommended that 24 V contactors are used together with the chopping feature.

6.2 Light Wiring Connections (Fig. 1)
The following section details the connectors on the MicropaK and the PowerpaK SEM
controllers. Both controllers have 2 connectors, 1 for the vehicle/contactor connections and 1
for serial communications.
6.2.1 Customer Connector Pin Outs
Pin MICROPAK SEM POWERPAK SEM

No. Vehicle & Panel Vehicle & Panel
Connector Connector
Socket B Socket B
16 way Molex 12 way Molex
Connector. Connector.
6 Digital i/ps 6 Digital i/ps
2 Analog i/ps 2 Analog i/ps
2 Contactor Drives 2 Contactor Drives
1. Key sw Key sw
2. Fwd sw Fwd sw
3. Rev sw Rev sw
4. Belly/FS1 sw FS1/Belly sw
5. Tiller/Seat sw Seat/Tiller sw
6. Digital Pin 61 Digital Pin 61
7. Digital Pin 72 Digital Pin 72
8. Line Contactor o/p Line Contactor o/p
9. P.Steer / Pump / Brake / Remote LED o/p P.Steer / Pump / Brake / Remote LED o/p
10. Analogue i/p3 0V-10V Analogue i/p3 0V-5V
11. Analogue i/p3 3V5-0V Analogue i/p3 3V5-0V
12. +12V O/P +12V O/P
13. Additional Suppression Input
14. Additional Suppression Input
15. Not Used
16. Not Used
Notes:
1. Digital Pin 6 = None / Speed 1 / Pump / Handbrake / P.Steer / Footbrake / Constant / Inch Fwd
2. Digital Pin 7 = None / Speed 2 / Pump / Handbrake / P.Steer / Override / Inch Rev
3. Analogue Pins 10 or 11 = None / Accelerator / Footbrake / Economy / Digital4
4. Analogue as Digital (Pin 10 or 11) = Speed 2 / Pump / Handbrake / P.Steer / Override / Speed 3
Pin MICROPAK POWERPAK

No. Communications Communications
Connector Connector
Socket A Socket A
6 way Molex 6 way Molex
Connector Connector
CAN CAN
(External module allows (External module allows
RS232 connection to PC) RS232 connection to PC)
1. + 10V5 + 10V5
2. 0V 0V
3. N/C N/C
4. + 10V5 + 10V5
5. CAN High CAN High
6. CAN Low CAN Low

6.2.2 Serial Communications Overview
The PowerpaK and MicropaK have CAN communications as described below. A separate
“dongle” CAN to RS232 (+/- 12V) module is available from SEVCON to allow connection
of a PowerpaK(s) to a standard IBM compatible PC running Windows 95 onwards.
6.2.3 CAN (Controller Area Network) Overview (PowerpaK and MicropaK)
The main applications for CAN communications are automotive and industrial electronics
where high speed, noise immune serial communications are required to work reliably in
high vibration and high temperature environments.
SEVCON’S CAN system is defined as CAN 2.0B Passive and is implemented using a
Siemens 80C515C Microprocessor and a Philips 80C250 transceiver chip. The PowerpaK
/MicropaK CAN protocol sets the baud rate to be 100K bits per second.
CAN is extremely flexible and versatile, allowing multi-master operation in a serial
communication network with an almost unlimited number of nodes. Data rates of up to 1
Mbit/s are possible transmitting over distances of up to 40 metres, with a very low
probability of undetected errors. CAN is basically a 2-wire twisted-pair differential system
with 10V5 and 0v supply rails. Connections are made via a 6way Molex.
The CAN bus is used to communicate with the calibrator, with a dashboard display, for
remote control from a host PC (via external module) and other PowerpaK controllers on the
vehicle. Long term, communications with other auxiliary equipment will be possible.
E.g. Battery Chargers, Standalone Power Steer Controllers, Joysticks ...etc. At present it is
possible to connect up to 15 auxiliary pieces of equipment onto the CAN bus.
6.2.4 Multi Controller Systems (e.g Traction + Pump or Dual Motor Traction + Pump)
Vehicles that require 2 controllers or more, may communicate with each other over the
CAN bus in a Master / Slave arrangement. This allows a single calibrator to be plugged in
to adjust all controllers on the bus and for 1 display to be connected to the system.
Common multi controller systems include Traction + Pump systems (2 controllers) or Dual
motor Traction systems (2 controllers) or Dual Motor Traction + Pump systems (3
controllers).
On a Traction + Pump system, an example of a communication between the two
controllers, other than calibrator setup, would be the Traction unit receiving a power steer
trigger input e.g FS1 and then informing the Pump to provide the power steer function. On
a Dual Motor system an example would be a steering pot connnected to the Master Traction
unit on the right hand motor and the CAN bus being used to inform the Slave traction unit
on the left hand motor to slow down during a turn.

7 CALIBRATOR AND ADJUSTMENTS
A sophisticated, yet easy to use hand held adjustment unit, called the
Calibrator is used to make adjustments to the controller and select
configurations. The Calibrator is also used as a diagnostic tool
displaying the status of all voltages, currents and temperatures within
the controller together with the condition of all the controller’s switch
and analogue inputs.
The diagram below describes how the 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.
The calibrator can be specified to have various levels of access to
certain adjustments. A multi-language version is available for newer
controllers.
Calibrator Menu – Top Level
Switch On
1 Traction
OK
1.1 Traction 1.2 Traction 1.3 Traction 1.4 Traction 1.5 Traction 1.6 Traction 1.7 Traction 1.8 Traction 1.9 Traction
Personalities Status Test BDI Fault Log Setup Motor Setup Display Maintenance
1.1.1A Trac Pers 1.1.1F Trac Pers

I. Max 500A I. Max 50A

7.1.1 Traction Controller Personalities (Controller Adjustments)
Cal. Parameter Adjusted Min Adjust Max. Max. Max. Step Size Typical
Ref. (All units) Adjust Adjust Adjust all units Default
(270A (350A (500A
unit) unit) unit)
1.1.1A Current limit Armature 50 A 270 A 350 A 500 A 10 A 100% A
1.1.1F Current limit Field 10 A 30 A 50 A 50 A 1A 100% A
1.1.2 Acceleration delay 0.1 S 5.0 S 5.0 S 5.0 S 0.1 S 1.5 S
1.1.3 Deceleration delay 0.1 S 0.5 S 2
0.5 S 2
0.5 S 2
0.1 S 0.3 S
1.1.4 Creep speed 0% 25 % 25 % 25 % 1.0 % 5.0 %
1.1.5 Direction Regen 50 A 270 A 350 A 500 A 10 A 180 A
Current3
1.1.5 Direction Regen Time 3

0.1 S 5.0 S 5.0 S 5.0 S 0.1 S 1.5 S
1.1.6 Neutral Regen Current 10A 270 A 350 A 500 A 10 A 100 A
(0 disables)
1.1.7 Footbrake Regen 10A 270 A 350 A 500 A 10 A 150 A
Current (0 disables)
1.1.8 Regen Delay 0 300 ms 300 ms 300 ms 10 ms 50 ms
1.1.9 Threshold Voltage 0.09 V 3.20 V 3.20 V 3.20 V 0.01 V 0.51 V
1.1.10 Maximum speed 0% 100 % 100 % 100 % 1% 100 %
1.1.11 Rolloff Field 1% 100 % 100 % 100 % 1% 100 %
(0 disables)
1.1.12 Cutback speed 1 0% 100 % 100 % 100 % 1% 100 %
1.1.13 Acceleration delay 1 0.1 S 5.0 S 5.0 S 5.0 S 0.1S 0.1 S
1.1.14 Cutback speed 2 0% 100 % 100 % 100 % 1% 100 %
1.1.15 Acceleration delay 2 0.1 S 5.0 S 5.0 S 5.0 S 0.1 S 0.1 S
1.1.16 Cutback speed 3 0% 100 % 100 % 100 % 1% 100 %
1.1.17 Acceleration delay 3 0.1 S 5.0 S 5.0 S 5.0 S 0.1 S 0.1 S
1.1.18 Inch Speed 0% 25 % 25 % 25 % 1% 10 %
1.1.19 Burst Inch Delay 0.1 S 5.0 S 5.0 S 5.0 S 0.1 S 2.0 S
1.1.20 Power Steer Delay 0S 60 S 60 S 60 S 1.0 S 5.0 S
1.1.21 Seat Switch Delay 0S 5.0 S 5.0 S 5.0 S 0.1 S 2.0 S
1.1.22 Accelerator Zero Level 0.00 V 5.00 V 5 5.00 V5 5.00 V5 0.02 V5
1.1.23 Accelerator Full Level 0.00 V 5.00 V 5 5.00 V5 5.00 V5 0.02 V5
1.1.24 Footbrake Pot Zero 0.00 V 5.00 V5 5.00 V5 5.00 V5 0.02 V5
Level
1.1.25 Footbrake Pot Full 0.00 V 5.00 V5 5.00 V5 5.00 V5 0.02 V5
Level
1.1.26 Economy Pot Zero 0.00 V 5.00 V5 5.00 V5 5.00 V5 0.02 V5
Level
1.1.27 Economy Pot Full 0.00 V 5.00 V5 5.00 V5 5.00 V5 0.02 V5
Level
1.1.28 Steer Pot Left Level 0.00 V 5.00 V 5.00 V 5.00 V 0.02 V
1.1.29 Steer Center 0.00 V 5.00 V 5.00 V 5.00 V 0.02 V
1.1.30 Steer Pot Right Level 0.00 V 5.00 V 5.00 V 5.00 V 0.02 V
1.1.31 Dual Motor Inner 5° 80 ° 80 ° 80 ° 1.0 °
Angle
1.1.32 Dual Motor Outer 10° 85 ° 85 ° 85 ° 1.0 °
Angle
1.1.33 Constant Speed 4.0 KPH 6.0 KPH 6.0 KPH 6.0 KPH 0.2 KPH 5.6KPH
1.1.34 Belly Delay 0.5 S 5.0 S 5.0 S 5.0 S 0.1 S 1.5 S
1.1.35 Speed Limit 1.0 KPH 51.0 KPH 51.0 KPH 51.0 KPH 0.2 KPH 10.0 KPH
1.1.36 Speed Proportional 0 128 128 128 1 20

(0 disables)
1.1.37 Brake Proportional 0 128 128 128 1 50
(0 disables)
1.1.38 Speed Integral 0 16 16 16 1 1
(0 disables)
1.1.39 Brake Integral 0 16 16 16 1 1
(0 disables)

1.1.40 Low Voltage Init 14.5 V 36Von 24-36V units, 0.5V 14.5
48Von 24-48V units, 43V
80V on 72-80V units
1.1.41 Low Voltage Cutback 14.5 V 36Von 24-36V units, 0.5V 14.5
48Von 24-48V units, 43V
80V on 72-80V units
1.1.42 Protection Delay 0.1 S 2.5 S 2.5 S 2.5 S 0.1 S 0.5 S
1.1.43 High Voltage Init 14.5 V 50Von 24-36V units, 0.5V 45
75Von 24-48V units, 70
100V on 72-80V units 97.5V
1.1.44 High Voltage Cutback 14.5 V 50Von 24-36V units, 0.5V 47.5
75Von 24-48V units, 72.5
100V on 72-80V units 97.5V
Note 1: Depending on controller type and configuration some of the above may not be displayed.
Note 2: In Speed Control Mode, Deceleration Delay has a maximum of 5.0 S (all units).
Note 3: Direction Regen Current is displayed in Torque mode, and Direction Regen Time is displayed in Speed Control
Mode.
Note 4: Pressing the calibrator “down arrow” key from the potentiometer zero and full personalities (1.1.22 to 1.1.29)
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.
Note 5: If this analogue input is configured on pin 10 on the MicropaK unit, the maximum value is 10.00V and the step
size is 0.04V.
7.1.2 Traction Controller Status Information

Cal. Ref. Parameter Displayed Min.Display Max.Display Step size Log Info. 1
1.2.1 Battery Voltage 0.0 V 127.5 V 0.5 V +
1.2.2 Armature Motor Voltage 0.0 V 127.5 V 0.5 V
1.2.2R Armature Motor Voltage2 0.0 V 127.5 V 0.5 V
1.2.2L Armature Motor Voltage 2 0.0 V 127.5 V 0.5 V
1.2.3 Field Motor Voltage 0.0 V 127.5 V 0.5 V
1.2.3R Field Motor Voltage2 0.0 V 127.5 V 0.5 V
1.2.3L Field Motor Voltage2 0.0 V 127.5 V 0.5 V
1.2.4 Armature Motor Current 0A 625 A 5A +
1.2.4R Armature Motor Current 2 0A 625 A 5A
1.2.4L Armature Motor Current 2 0A 625 A 5A
1.2.5 Field Motor Current 0.00 A 32.00A(MP) 0.25A +
64.00A(PP)
1.2.5R Field Motor Current 2 0.00 A 32.00A(MP) 0.25A
64.00A(PP)
1.2.5L Field Motor Current 2 0.00 A 32.00A(MP) 0.25A
64.00A(PP)
1.2.6 Armature MOSFET Voltage 0V 127.5 V 0.5 V
1.2.6R Armature MOSFET Voltage2 0V 127.5 V 0.5 V
1.2.6L Armature MOSFET Voltage2 0V 127.5 V 0.5 V
1.2.7 Capacitor Voltage 0V 127.5 V 0.5 V
1.2.8 Traction Controller Temp. -30 °C +225 °C 1 °C + -
1.2.8R Traction Controller Temp2 -30 °C +225 °C 1 °C
1.2.8L Traction Controller Temp2 -30 °C +225 °C 1 °C
1.2.9 Speed estimation (not sensor) 0.0 KPH 25.5 KPH 0.1 KPH
1.2.9R Speed estimation (not sensor)2 0.0 KPH 25.5 KPH 0.1 KPH
1.2.9L Speed estimation (not sensor)2 0.0 KPH 25.5 KPH 0.1 KPH
1.2.10 Key Switch Hours Count 0 Hrs 65279.9 Hrs 0.1 Hrs
1.2.11 Traction Pulsing Hours Count 0 Hrs 65279.9 Hrs 0.1 Hrs
1.2.12 Node Failed3 Master, Slave, Pump, Low IO or High IO
- Service Log Reset press + followed by - to reset service log
Note 1: Log Info shows where the + and - keys can be used to access the service max and min data.
Note 2: Status information only applicable for dual traction motor systems

Note 3: In a distributed CANbus system, this item shows which node failed when a CANbus Fault occurs.
7.1.3 Traction Controller Test Information

Cal. Ref. Input Displayed Min. Display Max.Display Step Size
1.3.1 Accelerator % Range 0% 100 % 1%
1.3.2 Accelerator Voltage Range 0.00 V 5.00 V 3 0.02 V3
1.3.3 Footbrake Pot. % Range 0% 100 % 1%
1.3.4 Footbrake Pot. Voltage Range 0.00 V 5.00 V 3 0.02 V3
1.3.5 Economy Pot. % Range 0% 100 % 1%
1.3.6 Economy Pot. Voltage Range 0.00 V 5.00 V 3 0.02 V3
1.3.7 Dual Motor Steer Pot Angle (°C). Range -90°C 90°C 1°C
1.3.8 Dual Motor Steer Pot. V Range 0.00 V 5.00 V 0.02 V
1.3.9 Forward Switch Open Closed -
1.3.10 Reverse Switch Open Closed -
1.3.11 FS1 Switch Open Closed -
1.3.12 Belly Switch Open Closed -
1.3.13 Seat Switch Open Closed -
1.3.14 Tiller Switch Open Closed -
1.3.15 Brake Over Ride Switch Open Closed -
1.3.16 Speed Cutback 1 Switch Open Closed -
1.3.19 Inch Forward Switch Open Closed -
1.3.20 Inch Reverse Switch Open Closed -
1.3.21 Handbrake Switch Open Closed -
1.3.22 Power Steer Trigger Input Switch Open Closed -
1.3.23 Pump Trigger Input Switch Open Closed -
1.3.24 Dual Motor Inner Left Switch Open Closed -
1.3.25 Dual Motor Inner Right Switch Open Closed -
1.3.26 Dual Motor Outer Switch Open Closed -
1.3.27 Constant Speed Switch Open Closed -
1.3.28 Software Version/Revision Information 000.00 999.99 -
1.3.28A Data Layer Version/Revision
2
Information 000.00 999.99 -
1.3.29 Controller Serial Number Information 00000000 99999999 -
1.3.30 Controller Type Information Refer to section 2
Note 1: As with the personalities, only relevant switch and range tests will be shown determined by configuration.
Note 2: Press down (ê) from Software Version/Revision (1.3.28) to access this item.
Note 3: If this analogue input is configured on pin 10 on the MicropaK unit, the maximum value is 10.00V and the step
size is 0.04V.
7.1.4 BDI Adjustments (if enabled in setup menu)

Cal. Ref. Parameter Adjusted/Displayed Min Setting Max. Setting Step Size.
1.4.1 xxx % Charge remaining display only
1.4.2 Reset x.xx V/Cell 2.00 V/Cell 2.50 V/Cell 0.01 V/Cell
1.4.3 Empty x.xx V/Cell 1.50 V/Cell 1.99 V/Cell 0.01 V/Cell
1.4.4 Warning xx % 0% 90% 1.0 %
1.4.5 Cutout xx % 0% 90% 1.0 %
7.1.5 Fault Log Can be disabled via setup menu. See section 9 for more details.
7.1.6 Traction Controller Setup Menu (Enables/Disables features)
Cal.Ref Feature Options

1.6.1 System Setup Standalone / Master / Slave / Dual Traction / Traction + Pump / Dual +
Pump
1.6.2 Digital IO See Note 2
1.6.3 Analogue IP See Note 2
1.6.4 Contactor Chopping 24 V / On / Off
1.6.5 Accelerator Type Linear / Curved / 2* Slope/ Crawl
1.6.6 BDI On / Off
1.6.7 Power Steer Trigger None to FS1+Dir+Brake+Seat
1.6.8 Economy Cuts Traction Current On / Off
1.6.9 SRO On / Off
1.6.10 Braking Proportional / Constant
1.6.11 Control Mode Torque / Speed
1.6.12 Tiller Up Forward On / Off
1.6.13 Fault Log On / Off
1.6.14 Service Log On / Off
1.6.15 Vehicle Full Speed 0.0KPH to 51.0KPH
1.6.16 Steer Reverse Enable Yes / No
1.6.17 Roll Off E. Brake On/Off
1.6.18 Battery Volt 24V to 96V (2V steps)
1.6.19 Seat & Pump On / Off
1.6.20 Maintenance Timer On / Off
Note 1: Changes only take effect after a key-switch recycle
Note 2: See appendix A for Digitial IO and Analogue IP personality configurations.
7.1.7 Motor Setup Menu

Cal. Ref Parameter Adjusted Min adjust Max. adjust Step size Typical Default
(all units) (all units) (all units) (270A, 350A, 500A)
1.7.1 Armature Current low 10A 50% of max 10 A 50 A (all units)
1.7.2 Field Current low 2.00A 50% of max 0.25A 6.00 A (all units)
1.7.3 Armature Current mid Ia Low Ia High 10 A 140 A 170 A 250 A
1.7.4 Field Current mid If Low If High 1A 15A 25 A 25 A
1.7.5 Armature Current high 50% of max Maximum 10 A 270A 350 A 500 A
1.7.6 Field Current high 50% of max Maximum 1A 30A 50 A 50 A
1.7.7 Armature Resistance 0 mΩ 255mΩ 1mΩ 30mΩ
1.7.8 Field Resistance* 0.25Ω 2.50Ω 0.01Ω 0.50Ω
*Important Note: The correct field resistance personality for the SEM motor must be entered at
item 1.7.8 for the motor to be controlled correctly.
7.1.8 Display Menu

Cal. Ref Feature Options
1.8.1 Main Hours Key / Drv / Pmp
1.8.2 Status Off / Trac I / Trac V / Pump I / Pump V/ KPH / MPH / Accel / Steer / Ver No /
1.8.3 Contrast 1 to 127 (increment steps of 1)
1.8.4 Ind 1 Off / Trac I / Trac V / Pump I / Pump V / KPH / MPH / Accel
1.8.5 Ind 2 Off / Trac I / Trac V / Pump I / Pump V / KPH / MPH / Accel / Steer
1.8.6 Fault Msgs Off / On
1.8.7 Display Type STD/FFD / Smartview
7.1.9 Maintenance Menu

Cal. Ref Feature Min. Setting Max. Setting Step Size
1.9.1 Maintenance Due 0 hours 500 hours 2 hours
1.9.2 Maintenance Trip 2 hours 500 hours 2 hours
1.9.3 Maintenance Trip Cutback Speed 0% 100 % 1%
1.9.4 Maintenance Trip Reset Run / Set
1.9.5 Maintenance Trip Start Display only

7.2 Adjustment Descriptions
7.2.1 Traction Adjustment Descriptions
Adjustment Description
Armature Current Limit Maximum allowable motor Armature current.
Field Current Limit Maximum allowable motor Field current.
Acceleration Delay Time taken to ramp up from 0 to 100% on.
Deceleration delay Time taken to ramp down from 100% to 0% on.
Creep Speed Minimum applied % on when drive first selected.
Regen Direction Brake Current Maximum Regen braking current during direction switch change. For Torque
mode only.
Regen Direction Brake Time Time for vehicle to stop during a direction change. For Speed Control mode only.
Regen Neutral Brake Current Maximum Regen braking current in neutral.
Regen Footbrake Current Maximum Regen braking current in neutral when F.brake switch active.
Regen Delay Minimise delay between braking and drive commencing.
Regen Threshold Voltage Armature voltage at which braking ends and drive commences.
Rolloff Field Percentage of field current limit applied for plug braking when rolloff is detected.
Maximum Speed Maximum allowable % on in Torque mode or speed in Speed Control mode.
Cutback Speeds 1, 2 & 3 Maximum allowable % on in Torque mode or speed in Speed Control mode when
cutback switches active.
Accel. Delay 1, 2 & 3 Independently adjustable acceleration delays during speed cutbacks.
Inch Speed Maximum allowable % on during inching operation.
Burst Inch Delay Timer to allow inching for a set period only.
Power Steer Delay Delay after power steer trigger removed until contactor opens.
Seat Switch Delay Delay after seat switch opens until pulsing is inhibited.
Zero Levels Used to select minimum voltage input level for function. E.g. an Accel Zero
level=0.5V means traction pulsing begins at 0.5V I/P
Full Levels Used to select maximum voltage input level for function, E.g. an Accel Full Level
of 4.0v means 100% pulsing is reached at 4V I/P
Steer Centre Level Used to set the mid voltage point when the wheels are at 0 degree’s i.e. the vehicle
will travel in a straight line.
Dual.Motor Inner Angle Sets start of inner motor cut band. Typically 45° for non-proportional systems
and 10 ° for proportional systems.
Dual.Motor Outer Angle Sets start of inner motor reverse band. Typically 75° for non-proportional
systems and 50° for proportional systems.
Constant Speed Drive at set speed when the Constant Speed input is configured and active. Only
operates for controllers setup as speed controlled walkies.
Belly Delay Time belly operation, drive in forward, remains active, irrespective of how long
belly switch is closed. Only operates for controllers setup as a walkie
Speed Limit Maximum speed when the controller is setup in speed control mode.
Speed Proportional Proportional gain for traction speed control.
Brake Proportional Proportional gain for braking speed control.
Speed Integral Integral gain for traction speed control.
Brake Integral Integral gain for braking speed control.
Low Voltage Init Voltage at which controllers starts reducing the max available current limit to help
reduce voltage drops
Low Voltage Cutback Voltage at which current limit is reduced to 0
Protection Delay Length of time the voltage can fall below the Low Voltage Cutback level for,
before a fault is indicated. This helps prevent low voltage spikes tripping a low
battery fault
High Voltage Init Voltage at which controller reduces Regen braking to help prevent high generated
voltages damaging the battery or controller.
High Voltage Cutback Voltage at which contactors will open, to prevent high voltage damage.

7.2.2 BDI adjustment descriptions
BDI Adjustment Description

Charge remaining Displays remaining battery charge. Display only, no adjustments can be made.
Reset Volts/Cell 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
Empty Volts/Cell 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
Warning Level % Sets the discharged level at which the warning threshold is reached, at which point the remaining lit
segments flash.
Cutout Level % Sets the discharged level at which the cut-out threshold is reached, at which point all the segments
flash together and the cut-out action, Pump cut-out and Traction speed 2 limit initiated.
7.2.3 Setup Menu Descriptions
Setup menu Option Description

System Set Up Standalone/Master/Slave/Dual Traction/Traction + Pump/ Dual + Pump – Set to Standalone
for single traction motor operation, Master for single traction motor operation when there is a
CANbus Display in the system (NOTE: CANbus displays do not include Standard and Full Feature
Displays), Slave for all other system units not designated the Master , Dual for dual motor
applications, Track + Pump for single traction and pump controller applications and Dual + Pump
for dual traction and single pump applications.
Digital IO See Appendix A
Analogue IP See Appendix A
Contactor Chopping 24V/On/Off – Set to 24V to obtain 24V across coils when a lamp is also being driven, On when
just contactor coils are being driven and Off when battery voltage contactor coils are used.
Accelerator type Linear/Curved/2*slope/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 1.
BDI On/Off - On enables the BDI (Battery Discharge Indicator) and any warning/cut-out settings, Off
disables the BDI feature and removes the BDI setup menu display.
Power Steer Trigger None / FS1 / Dir / F+D / Brake / F+B / D+B / F+D+B / Seat / F+S / D+S / F+D+S / B+S /
F+B+S / D+B+S / F+D+B+S – These are the various triggers for power steer activation, FS1 or F
= FS1 switch, Dir or D = Direction switch, Brake or B = Foot brake switch and Seat or S = Seat
switch . e.g. setting to FS1 will trigger the power steer delay only when FS1 is close., whilst setting
to F+D+B will trigger the delay when either FS1 or Direction or the Brake switches are closed.
Economy cuts On/Off - set to On for current limit to be reduced during economy or Off for just the standard
traction current acceleration delay increase.
SRO On/Off - On = SRO enabled, Off = SRO disabled
Braking Prop/Const - Prop = Direction braking level is proportional to accelerator position, Const =
Direction braking is constant level.
Control Mode Torque / Speed - Torque = Accel. demand acts as a torque demand, Speed = Accel. Demand acts
as a speed demand.
Tiller Up Forward On/Off - On=Vehicle can drive in the forward direction with the tiller up, Off = Normal tiller
operation.
Digital Input Speed 1/Speed 2/Inch Fwd/Inch Rev/Handbrake/Pst.Trig/Inner/Outer - Skt B pins 6 & 7 can
Configuring. be configured to perform the above input functions.
Analog Input Accel/Footbrake/Economy/Digital Skt B pins 10 & 11 analog inputs can be configured to perform
Configuring the above input functions. One analog input can be used as a digital.
Contactor Output 2 Pump / P.Steer / Brake / Remote LED Skt B pin 9 can be configured to perform the above
configuring. Contactor output functions.
Fault Log On/Off - On = Fault Log enabled, Off = Disabled and no display.
Service Log On/Off - On = Service Log enabled, Off = Disabled and no display.
Full Speed Maximum unladen vehicle speed. Reported speed will be proportional to this value. A reading of
maximum unladen vehicle speed should be taken in torque mode via an independent means and the
value entered.
Steer Reverse Yes / No – Yes when inner motor reversal in turns is required (e.g. 3 Wheel Trucks). Set to No
when no inner motor reversal in turns is not required (e.g. 4 Wheel Trucks).
Roll Off E. Brake On/Off. On = Anti rolloff condition activates electric brake immediately. Off = rolloff operates as
normal. . Only operates for controllers setup as walkies with electric brake.

Battery Voltage 24V to 96V. The nominal battery voltage
Seat & Pump On/Off. On = if the pump contactor is already closed, open the pump contactor when the seat
switch has been open for the Seat Delay personality. Off = if the pump contactor is already closed,
leave the pump contactor closed regardless of the seat condition until the pump demand is removed.
Maintenance Timer On/Off. On = The maintenance timer is enabled. Off = The maintenance timer is disabled.
7.2.4 Motor Setup Menu
Parameter Adjusted Description
Armature Current low Sets the range of Armature current, 0 to Ia(low), in which the Field Current low limit operates.
Field Current low Sets the target Field current when Armature current is less than Ia(low). This value will affect
the maximum speed of the unladen vehicle.
Armature Current mid Intermediate value of Armature current, Ia(mid).
Field Current mid Sets the intermediate Field current for the above Armature mid point.
Armature Current high Sets the range of Armature current, Ia(high) to I(max), in which the Field Current high limit
operates.
Field Current high Sets the target Field current when the Armature current is more than Ia(high).
Armature Resistance Armature resistance of the motor, in milli-Ohms, at 25°C
Field Resistance Field resistance, in Ohms, at 25°C. This value MUST be entered for the motor to be
controlled correctly. If the field resistance exceeds 1.60Ω, please contact Sevcon for further
advice.
The motor setup menu allows the Armature current to Field current mapping graph (shown below) to
be modified. The 6 settings above essentially define 3 points low, mid and high, which are
interconnected by straight lines, which make up the mapping graph. The controller software uses the
graph by measuring the Armature current, feeding it through the graph to obtain a target Field current.
This graph allows the controller to optimally control the motor, by setting a minimum Field current at
low and high armature currents, as well as proving a mid range point to help tune the mid speed range
/power ratio, useful when optimising the speed of gradient climbing versus motor heating.
7.2.4.1 Armature/Field Mapping Graph.

7.2.5 Maintenance Menu
Parameter Adjusted Description
Maintenance Due Sets the maintenance period due time.

Maintenance Trip Sets the maintenance period trip time.
Maintenance Trip Maximum allowable % on in Torque mode or speed in Speed Control mode when the
Cutback Speed maintenance trip is active.
Maintenance Trip Reset Resets the maintenance trip start time.
Maintenance Trip Start Displays the start time of the maintenance period.

8 DIAGNOSTICS
Traction and Pump Fault Messages and LED status/number of flashes
Calibrator Standard Full Led Description and how to clear Check...

Message Display Feature
Display
OK on Traction operational and OK. No action required.
(lowest priority)
BDI Cutout BDI BDI 7F BDI enabled and cut-out action Battery charged.
Cut CUT OUT initiated.
Thermal Cutback Over TRAC 8F Traction heatsink above 75°C. Heatsinking, Mounting, Surfaces
Temp. HOT Allow controller to cool. clean, fan req.
Accel. Fault Accel ACCEL 6F Accel. pedal pressed at power up, or Accel wiring. Accel Zero & Full
Fault FAULT wire off. Recycle FS1 and Direction. Personalities.
Steer Pot Fault Steer STEER 6F Wire off steer pot input. Steer pot wiring
Fault FAULT
Belly Fault Belly BELLY 2F Belly Switch is active. Check Belly Switch is open and
Fault FAULT check Belly Switch wiring.
Sequence Fault Seq. SEQ 2F Direction or FS1 switch at power up. Dir and FS1 in neutral and Dir/FS1
Fault FAULT Recycle Direction FS1 or both. wiring.
2 Dir. Fault 2 Dir 2 DIR 2F Two directions selected together. Direction switch wiring.
Fault FAULT Recycle both Directions and FS1.
SRO Fault SRO SRO 2F Dir. switch selected > 2 seconds after Dir first then FS1, FS1 and Dir.
Fault FAULT FS1. Recycle FS1 and Dir. switch wiring.
Seat Fault Seat SEAT 2F Drive selected and no seat sw. Seat switch, closed, seat wiring.
Fault FAULT Recycle Dir and FS1 switch
Inch Fault Inch INCH 2F Inch switch at power up , both inch Inch switch in neutral at power up
Fault FAULT switches selected or inching ,only 1 selected, Seat/Dir/FS1
attempted with seat switch or Dir/FS1 switches open.
selected. Recycle inch switches.
Steer Fault Steer STEER 2F Outer switch closing before inner. Switch operation/wiring.
Fault FAULT
Battery Low Bat. BATTERY 7F Battery < Low battery personality. Correct battery voltage, Discharged
Low LOW Recycle FS1 or Direction switch battery.
Battery High Bat. BATTERY 7F Battery > High battery personality. Correct battery voltage. Loose or
High HIGH Recycle FS1 or Direction switch missing B+ to controller.
Pers Error Pers PERS 1F Personalities out of range at power Reset personalities out of range
Error ERROR up. (shown as ----.-).
CRC error CRC CRC 1F One or more personalities have been Check all personalities then recycle
Error ERROR corrupted. keyswitch.
Coil s/c Coil COIL 9F A contactor coil s/c or miswired. Coil s/c, Drive connected directly
s/c FAIL Recycle Keyswitch to B+ve, wiring.
Mosfet s/c FET MOSFET 3F MOSFET s/c Recycle FS1 or A / F1 / F2 / B- power wiring,
s/c FAIL Direction MOSFETs s/c.
Line Cont O/C Fail FAIL 4F Line Contactor did not close. Check Line Contactor coil wiring
PUp Trac Weld Fail FAIL 4F Line Contactor welded shut Check Line Contactor
PUp Trac MOS Fail FAIL 3F MOSFET s/c Recycle FS1 or A / F1 / F2 / B- power wiring,
Direction MOSFETs s/c.
EEPROM Fault Fail FAIL 1F Internal Memory fault Contact Sevcon
CANbus Fault CAN FAIL 12F Node on CANbus not communicating Check CANbus wiring
Fault
Various internal FAIL FAIL off If any of these message are displayed Contact Sevcon.
controller power up then the controller has failed one of
messages its internal power up checks.
(highest priority)

9 SERVICE AND FAULT LOGS
The Service and Fault Logs have been incorporated to allow end users and service personnel to
inspect and note the controller’s performance and fault history. Utilising the controller’s existing
Status measurements and Diagnostics capabilities, information (such as the maximum temperature the
controller has operated at or the number and type of faults that have been detected) can be stored in
non-volatile memory and presented at a later date,. Both the Service and Fault logs can be
selected/deselected via the setup menu on the calibrator, and when selected can be cleared at any time
to start recording new data.
9.1 Service Log

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:
- Maximum Battery Voltage
- Maximum Motor Armature Current
- Maximum Motor Field Current
- Maximum Controller Temperature and Minimum Controller Temperature.
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.
9.2 Fault Log

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.
- LED off faults Logged (Internal controller power up check faults)
- 1 flash faults Logged (Personality/CRC faults)
- 2 flash faults Not Logged (Driver procedure/sequence/wiring type faults)
- 3 flash faults Logged (MOSFET/Motor wiring type faults)
- 4 flash faults Logged (Contactor o/c or s/c or wiring type faults)
- 5 flash faults Not Logged (Not used)
- 6 flash faults Not Logged (Potentiometer wire off type faults)
- 7 flash faults Logged (Battery low or high faults)
- 8 flash faults Not Logged (Thermal cutback faults)
- 9 flash faults Logged (Contactor coil s/c type faults)
- 12 flash faults Not Logged (CAN bus faults)
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 CONTROLLER OPERATION AND FEATURE DESCRIPTIONS
10.1 TRACTION OPERATION - Applicable to all Traction logics unless otherwise specified
10.1.1 Start Up Sequence - At keyswitch 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.
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.
10.1.4 Belly Switch - A Belly Switch function is available when the controller is used on a walkie
type truck. The feature can be enabled in the setup menu. See this section and wiring
diagrams for additional information. Basic operation is as follows:-
Truck moving in Reverse and activating the Belly Switch, accelerator in reverse position:-
a) The controller initiates braking at the maximum current limit, independent of
personality settings.
b) 150% maximum braking is applied for a maximum of 1.5 seconds, when it will then
revert to maximum braking.
c) The vehicle will accelerate at full speed along the accelerator curve.
d) All drive will cease after a period defined by the Belly Delay personality from the start
of (c) above.
e) The controller will wait for neutral to be selected before drive will operate. If the Belly
switch is pressed again however, action as at c) above.
Accelerator in Neutral:- As above
Accelerator in Forward position: Start at c) above
Truck moving in Forward and activating the Belly Switch, accelerator in forward position:-
Accelerator in Forward position: No effect
Accelerator in Reverse position: Belly switch closed, truck drives as per start of c) above.
Other options available.
10.1.5 Handbrake Switch - An input is provided for the connection of a handbrake switch, which
if operated will disable armature pulsing but leave a low level field current to effect a
minimum roll back hill start when drive is selected and the handbrake is released.
10.1.6 Deceleration Delay – In Torque mode, 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. In Speed Control mode, this is the ramp down rate of the speed demand
when neutral is selected or the accelerator demand is reduced.
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 as standard. An additional cutback 3
function can be configured in the Setup Menu. Each one has an associated personality to
adjust the maximum % on, in Torque mode or the maximum speed in Speed Control mode,
when the switch is active, and an independently adjustable acceleration delay 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, in
Torque mode or speed in Speed Control.
10.1.9 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 Keyswitch 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 2 switches would be closed. On a tow-tractor,
power steer is disabled during inching.
An independent input pin (see figures 2 & 3) 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 Power Steer Speed personality.
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.
10.1.10 Regen Braking -Regen provides vehicle braking by controlling the motor as a generator
and returning the generated energy back to the battery. Regen braking reduces motor heat
dissipation compared with plug braking. Regenerative braking can be initiated in 3 ways,
each with an independently adjustable braking level, as follows:
i) A direction switch change will initiate Regen braking at a fixed level set by the
Direction Brake Current level in Torque mode or, in Speed Control mode, a
calculated level to bring the vehicle to a stop in the Direction Brake Time. In Torque
mode, braking effort can be 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 is selected, Regen is initiated at the Neutral Brake Current level in
Torque mode or, in Speed Control mode, a calculated level to bring the vehicle to a
stop in a time determined by the Deceleration Delay. In Torque mode, setting a 0
into the personality disables neutral braking and allows freewheeling.
Regen braking is attempted at all speeds. 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. The time should be 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 gives the most abrupt turn-around.

If Regen is not possible due to low vehicle speed, the following action will be taken:
1) For direction braking, drive will be initiated in the new selected direction.
2) For neutral or footbrake braking, the vehicle will freewheel.
The switching frequency in Regen is high frequency and silent.
10.1.11 Inching - This facility is normally used on Tow Tractors to manoeuvre the Tractor towards
the load from the rear of the vehicle, using 2 inching buttons, one for forward and one for
reverse. The inch speed is adjustable via the calibrator.
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.
10.1.12 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,
maximum controller braking is available to stop the truck from rolling back, and full drive
power is available to restart on a hill
10.1.13 Anti-Rolloff - This feature is designed so that if a vehicle is in a non-drive condition on a
gradient, it will result in the vehicle plug braking slowly down a ramp without running
away. When rolloff is detected, the field direction is selected to ensure that plug braking
occurs and applies the level of field current determined by the Rolloff Field personality (i.e.
Rolloff Field percent of the Field Current Limit). The rolloff speed can be altered by
changing the Rolloff Field percentage personality. 0% will result in the vehicle free-
wheeling while 100% will cause the slowest possible rolloff speed.
10.1.14 Analogue Inputs - The accelerator/analogue inputs are flexible in the range of signal
sources they can accommodate and can be adjusted to minimise dead-bands and mechanical
tolerances. Each analogue input has 2 adjustments associated with it to 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.
Pin 10 on the MicropaK unit has a range on 0.00V to 10.00V. This allows the input to be
used with a potentiometer connected to the 12V output on the customer connector.
For wiring details see Figures 1 to 3.
10.1.15 Traction Accelerator – The Traction Accelerator is used to demand the required
percentage on in Torque mode, or the required speed in Speed Control mode. In Torque
mode, 0 to 100% accelerator gives a percentage on from the Creep Speed personality to the
Maximum Speed personality. In Speed Control mode, 0 to 100% accelerator gives a speed
from zero to the Maximum Speed personality.
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 or speed demand, 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 1.
10.1.16 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.
10.1.17 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. .
10.1.18 Steering Potentiometer – For Dual Motor traction applications, a steering potentiometer
can be feed into pin 11 on the Slave controller.
10.1.19 Digital Switch Inputs - The digital inputs on the controller are configured as Active Low
inputs, where the switches are wired to B-ve. Active High inputs, connecting to B+ve, are
not available. The SEVCON standard is Active Low, and is recommended for its low
impedance input stage and immunity to moisture related problems.
Switches are normally open, with the exception of the speed cutback switches which are
normally closed, so that a wire off or bad connection initiates the cutback speed, rather than
a higher speed.
10.1.20 Contactors - There are 2 contactor drives rated at 2A maximum. One is dedicated to a Line
contactor function, whilst the other can be configured to be either Power Steer or an
Electric Brake drive for Walkies, or as an external LED drive.
10.1.21 Contactor chopping - This feature allows 24 V contactors to be used at all battery voltages
24V - 80V, 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.
Chopping Frequency approx. = 650Hz (Slightly audible at higher battery voltages)
Typical contactor coil voltage during chopping = 16 volts.
Typical contactor coil voltage during energisation = 24 volts for 1 second.
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.
10.1.22 Fail-safe - 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 the contactors.
10.1.23 Dual Motor Proportional Operation - General Principles - Using the CAN bus a Dual
Motor SEM Traction system can be implemented with or without Pump controller, and with
or without Sevcon’s CAN input module. With SEM the traction dual motor system is
always implemented with 2 controllers in a Master /Slave arrangement.
Depending on the steering angle, the inner motor of a turn can be reduced in speed, and
then reversed if required. 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
and linear speed cutback in turns on all vehicles. As the steering characteristics for a
potentiometer can be adjusted via the calibrator (items 1.1.28, 1.1.29 and 1.1.30),

mechanical adjustment is not required. See section 7.1.1 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 Inner Bypass &

for Steer for Steer Vehicle Motor Motor Field
Pot. Switches Speed Speed Direction 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 is one inner Reduced reduced to Same as Disabled
e.g. between switch is to cutback 0% direction
10° - 70° inner and closed speed #1 lever (or
outer angles stationary)
Reverse steer angle is one inner Reduced increased Opposite Disabled
Band greater than and outer to cutback to cutback of
e.g. outer angle switch is speed #2 speed #2 direction
70° - 90° closed lever

10.2 GENERAL OPERATION
10.2.1 Operating Frequency - The pulsing frequency for both Armature and Field is 16KHz for
both drive and regen braking and gives silent operation.
10.2.2 Temperature Monitoring - If the temperature of either power frame exceeds 75oC its
maximum available armature and field current will be reduced. Note, however, that if the
set current limit is less than the maximum available current limit actual cutback will occur
at progressively higher temperatures than 75oC. The armature current and field current are
cutback at different temperatures. The field current does not need to be reduced until much
higher temperatures than the armature current. (See Graph 2). When actual cutback occurs
the diagnostic LED will flash 8 times.
10.2.3 Safe Operating Area (SOA) - The controller’s current may be limited at high and/or low
duty cycles depending on its current and voltage specification. This is to reduce the thermal
stress on the power components in order to increase long term reliability. See Graph 3.
The “Safe Operating Area” is a characteristic of the MOSFETs and Freewheel Diodes
which make up the power-frame. 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. Its
effect is more significant in protecting the controller against adverse loads such as damaged
motors and static test rigs.
Future releases may incorporate alternate power curves to limit the maximum deliverable
power at higher speeds and hence reduce energy consumption and motor temperature, while
continuing to offer the peak required torque at a lower speed. The disadvantage of
introducing such a power curve is to reduce laden vehicle speed particulalry ramps.
10.2.4 Under-voltage and over-voltage protection - In order to prevent a sudden loss in power,
the controller will begin to linearly ramp down the current limit, once the average battery
voltage falls below a pre-set under-voltage start level. The current will be ramped down to 0
and a 7 flash fault indicated if the averaged battery voltage falls below the under-voltage
cut-out level.
To protect the controller from over-voltage caused by prolonged regen braking, regen
braking will be reduced when the average battery voltage reaches the over-voltage start
level. If the voltage exceeds the over-voltage cut-out level in braking then the line
contactors will open and freewheeling will occur, requiring the vehicles foundation brakes
to be used.
Under any other circumstances if the battery voltage exceeds the over-voltage cut-out level,
all pulsing is stopped and a 7-flash fault is indicated. This protects against incorrect battery
connection.
Nominal Under-voltage Under-Voltage Over-voltage Over-voltage

Battery Cutout Start Start Cutout
Voltage
24 V 14.5 V 18.0 V 40.0 V1 45.0 V1
48 V 29.0 V 36.0 V 65.0 V 70.0 V
80 V 43.0 V 60.0 V 95.0 V 100.0 V
1
For 24-36V MicropaK controllers, DO NOT configure the over voltages above the
recommended limits as damage to the controller will occur.

10.2.5 Diagnostic LED - This is mounted between the connectors on the front of the
controller. It serves as a simple diagnostic tool as explained below:
Constant illumination - No fault, normal condition
LED extinguished - Internal controller fault
1 flash - Personality out of range
2 flashes - Illegal start condition or illegal steer switch inputs.
3 flashes - MOSFET Short Circuit
4 flashes - Contactor fault or Motor Open-Circuit
5 flashes - Not used
6 flashes - Accelerator, Steer Pot or Speed Probe wire off fault
7 flashes - Low or High battery voltage or BDI cut-out operating
8 flashes - Over temperature
9 flashes - Contactor coil s/c
12 flashes - CAN bus fault
Further explanation of the LED flashes is displayed on the calibrator fault message section.
10.2.6 Fault Clearance - Any fault indication will be cleared by re-initiating the start sequence
after the cause of the fault has been removed.
10.2.7 Software Version and Revision indication - 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.
10.2.8 Dashboard Displays - SEVCON’s existing CAN based standard and full feature displays
are compatible with PowerpaK and MicropaK controllers.
10.2.9 Setup Menu - 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.

11 DASHBOARD DISPLAYS - OPERATION AND FEATURE DESCRIPTIONS
SEVCON offers 3 dashboard mounted CAN (Controller Area Network) Displays for any SEVCON
controller equipped with serial CAN communications, including the PowerpaK range.
The Standard display offers a compact design compatible with 2” dashboard hole mounting, and the
Full-Feature display offers a higher specification LCD. Both are back-lit for use in low ambient light
conditions. Both these displays have BDI Indication and 3 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 Smartview displays offers a compact design with a backlight for use in low ambient light
conditions. The display has BDI indication, 3 hours counters and maintenance trip indication. The
hours counters are not stored in the display.
11.1 STANDARD DISPLAY

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.
11.1.1 STANDARD DISPLAY FEATURES.

* One unit for 24V-80V.
* Standard 50mm circular case with rectangular front facia, enclosed to IP65
* Alphanumeric display 2x16 characters.
* Readily understandable display format consisting of numbers, text and segments.
* 10 segment BDI indication, with low charge warning and cut-out warnings.
* 10 character text based diagnostic/status display.
* 6 digit hours counter with 0.1 hour indication, and flashing “egg timer” counting symbol.
* Capable of counting up to 99999.9 hours. Equates to 34 years @ 8 hour shift per day
* Keyswitch, Traction and Pump hours count can be shown, identified as K, T, P.
* Hours count retained in display in the event of a controller or logic replacement.
* Display connected via single cable, no external power connections necessary.
Display example showing diagnostic message

11.1.2 STANDARD DISPLAY TECHNICAL SPECIFICATIONS
11.1.2.1 Environmental
Protection (front face): IP65

Protection (rear): IP34
Vibration: 6G, 0-150Hz for 1 hour
Operating Temperature: -5oC to +50oC
Storage Temperature: -40oC to +85oC
Humidity: 95% maximum, non-condensing
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
Mounting Hole: 2” Nominal. (See mechanical drawing)

Unit weight: 0.12 Kg (including mounting bracket)
Enclosure: Injection moulded plastic case, with transparent front
facia.
Connections: One 6 way AT socket.
Fixings method: Mounting bracket supplied
11.1.3 Electrical
Power Supply: Derived from CANbus

Supply Current 60mA (typical)

11.2 FULL-FEATURE DISPLAY
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, that
can be reprogrammed using the calibrator to show one of a selection of system status
readings.
11.2.1 FULL-FEATURE DISPLAY FEATURES

* SEVCON-designed full-custom LCD with LED backlight.
* 14 character text based diagnostic/status display.
* 6 digit hours counter with 0.1 hour indication, and flashing “egg timer” counting symbol.
* Capable of counting upto 99999.9 hours. Equates to 34 years @ 8 hour shift per day
* Keyswitch, Traction and Pump hours count can be shown, identified as K, T, P.
* Hours count retained in display in the event of a controller or logic replacement.
* Speed indication (indicator #2), can be reprogrammed via calibrator.
* Text status area can show one of a selection of system status readings.
Full Feature Display with all segments lit.

11.2.2 FULL-FEATURE DISPLAY TECHNICAL SPECIFICATIONS
Protection: The enclosure is protected to IP65

Operating Temperature: -20°C to +70°C
Storage Temperature: -40°C to +85°C
Humidity: 100% maximum, with condensing
11.2.2.2 Mechanical
Mouting hole: 128mm x 87mm

Unit weight: 0.35 Kg.
Enclosure: Injection moulded plastic case, with transparent front
facia.
Connections: One 6 way AT socket, One 12-way.
Fixings method: Mounting bracket supplied
11.2.2.3 Electrical
Power supply: Derived from CANbus

Supply current: 60mA (typical)
Backlight supply 14.5V to 150.0V
Backlight supply current 50mA (typical)
11.2.2.4 12-Way Connections
Pin Type Description

1 Digital i/p Traction Motor Temperature Warning
2 Digital i/p Pump Motor Temperature Warning
3 Digital i/p Power Steer Motor Temperature Warning
4 Digital i/p Traction Motor Brush Wear
5 Digital i/p Pump Motor Brush Wear
6 Digital i/p Power Steer Motor Brush Wear
7 Digital i/p Oil Warning
8 Digital i/p Diagnostic/Service Warning
9 0V Return for swtich inputs, pins 1-8
10 PSU i/p Battery negative (backlight supply)
11 spare
12 PSU i/p Battery positive (backlight supply)

11.3 SMARTVIEW DISPLAY
The unit consists of a custom graphic LCD display housed in a SEVCON designed plastic
case. The display incorporates a 10 segment BDI (Battery Discharge Indicator), a 6
character text display for hours counters, diagnostic and status messages and a maintenance
trip indication. The hours counter selected will be displayed when there are no diagnostic
and status messages displayed.
11.3.1 SMARTVIEW DISPLAY FEATURES

* Standard 50mm circular case with circulat front facia, enclosed to IP65.
* 6 character text displaybased diagnostic/status display.
* 6 character text based hours counter with 0.1 hour indication and diagnostic/status
display.
* Capable of counting up to 99999.9 hours. Equates to 34 years @ 8 hour shift per day
* Keyswitch, Traction and Pump hours count can be shown. Icons flash when counter is
incrementing.
* Display connected via single cable, no external power connections necessary.

11.3.2 SMARTVIEW DISPLAY TECHNICAL SPECIFICATIONS
Protection (front face): IP65

Protection (rear): IP34
Operating Temperature: -5oC to +50oC
Storage Temperature: -40oC to +85oC
Humidity: 95% maximum, non-condensing
Humidity Resistance: No functional defects after display is left at 60oC and
100% humidity for one hour after freezer use (-30oC
minimum).
11.3.2.2 Mechanical
Mouting hole: 52mm

Unit weight: 0.065 Kg (including mounting bracket).
Enclosure: Injection moulded plastic case, with polycarbonate front
lens.
Connections: One 6 way Molex Minifit Junior.
Fixings method: Mounting bracket supplied with plastic nuts.
11.3.2.3 Electrical
Power supply: Derived from CANbus

Supply current: 20mA (typical)
Backlight supply 10VDC to 14VDC (derived from CANbus)
Backlight supply current 20mA (typical)

11.4 DISPLAY RELATED ADJUSTMENTS
11.4.1 Hours counter, Display status and Contrast adjustments
Cal. DISPLAY Minimum or Maximum or Step size.
Ref. Parameter Adjusted default setting. other settings.
1.8.1 Main Hours Key Drive, Pump n/a
1.8.2 Status Off Ver # n/a
1.8.3 Contrast (standard only) 0 127 1
1.8.4 Indicator 1 (FFD Only) Off Ver # n/a
1.8.5 Indicator 2 (FFD Only) Off Ver # n/a
1.8.6 Fault Messages On Off n/a
1.8.7 Display Type Std/Ffd Smartview n/a
1.8.1 The main hours adjustment is used to select which of the hours counters: Keyswitch
(“K”), Traction (“T”) or Pump (“P”) hours, remains on the display after power-up
sequencing, Normally this is Key (“K”).
1.8.2,4,5 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 pushes and
display software version number (not available on indicator 1 or 2).
1.8.3 Sets the contrast of the standard display.
1.8.7 Sets the type of display connected to the controller.
11.4.2 BDI adjustments
Cal. BDI Parameter Adjusted or Minimum setting Maximum or Step size
Ref. displayed or displayed value other settings
1.4.1 xxx % Charge remaining n/a n/a n/a
1.4.2 Reset x.xx V/Cell 2.00 2.50 V/Cell
1.4.3 Empty x.xx V/Cell 1.50 1.99 V/Cell
1.4.4 Warning xx % 0% 90% 1.0 %
1.4.5 Cutout xx % 0% 90% 1.0 %
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.
1.4.2 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.
1.4.3 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.
1.4.4 Sets the discharged level at which the warning threshold is reached, and the unlit
segments flash.
1.4.5 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.

11.5 BDI OPERATION
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 4 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.
11.6 HOURS COUNTER (INDEPENDENT FROM CONTROLLER HOURS COUNT)

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.
11.7 DIAGNOSTIC/STATUS TEXT MESSAGES

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 1.9.6 as described on the previous page. Some messages may be
displayed with one or more symbols. The following table shows the fault message and
symbols displayed for each fault condition.
Smartview STD/FFD FFD Symbols Fault Description

Fault Code Message Displayed
0 Hours counter Traction operational and OK.
1 Traction, Pump or Power Steer brushes worn.
BRUSH
WEAR
2 BDI BDI enabled and cut-out action initiated.
F01004
CUT OUT
3 Traction heatsink above 75°C.
TRAC
F01005 & Allow controller to cool.
HOT
4 Accelerator wire off. Recycle FS1 and Direction.
ACCEL
F02000
FAULT
5 Accelerator pedal pressed at power up, or wire off. Recycle
ACCEL
F02001 FS1 and Direction.
FAULT
6 Belly switch is active.
BELLY
F02002
FAULT

7 F05008 Contactor has bad contact or didn’t close, motor o/c. Recycle
CONTACT
FS1 & Dir.
FAULT
8 F05046 Contactor didn’t open or is welded. Recycle FS1 and
CONTACT
Direction switch.
FAULT
9 Wire off steer pot input.
STEER
F04002
FAULT
8 Direction or FS1 switch at power up. Recycle Direction FS1
SEQ
F04003 or both.
FAULT
10 Two directions selected together. Recycle both Directions
2 DIR
F04004 and FS1.
FAULT
11 Dir. switch selected > 2 seconds after FS1. Recycle FS1 and
SRO
F04005 Dir.
FAULT
12 Drive selected and no seat sw. Recycle Dir and FS1 switch
SEAT
F04006
FAULT
13 Inch switch at power up , both inch switches selected or
INCH
F04007 inching attempted with seat switch or Dir/FS1 selected.
FAULT
Recycle inch switches.
14 Outer switch closing before inner.
STEER
F04008
FAULT
15 Battery < Low battery personality. Recycle FS1 or Direction
BATTERY
F04009 switch
LOW
16 Battery > High battery personality. Recycle FS1 or Direction
BATTERY
F04010 switch
HIGH
17 Personalities out of range at power up.
PERS
F04011 &
ERROR
18 One or more personalities have been corrupted.
F04012 CRC
&
ERROR
19 A contactor coil s/c or miswired. Recycle Keyswitch
COIL
F05000
FAIL
20 Bypass contactor s/c or MOSFET s/c Recycle FS1 or
MOSFET
F05006 & Direction
FAIL
21 Traction motor too hot.
F01006 &
22 Pump motor too hot.

F01007 &
23 If any of these message are displayed then the controller has

FAIL & failed one of its internal power up checks.

12 CONTROLLER OPERATION AND POWER CIRCUIT DESCRIPTIONS
12.1 SEM CONTROLLER OPERATION
A Separately Excited Motor must be controlled in such a way that it gives the high starting torques,
wide speed range, and responsive braking characteristics associated with standard Series Motors. In
addition it should also offer contactorless direction change, good speed/load regulation and inherent
regenerative braking.
To achieve this the control system is capable of independently varying the applied motor Armature
voltage and therefore Armature current, and independently varying the applied motor Field voltage
and therefore Field current. Armature current and field current will both be measured using shunts.
The Field is controlled using a full bridge (4 quadrant) to provide solid state direction control as well
as vary the applied voltage, whilst the Armature is controlled via a half bridge (2 quadrant) so that
smooth, responsive braking can be achieved down to zero speed. A relationship defined by 3 pairs of
personalities in the motor setup menu sets the target value of Field current at any given Armature
current. By measuring the field resistance continuously during operation, the controller can achieve
the target current despite changes in field resistance due to motor heating
A simple drive sequence is described below to outline the 2 main drive modes of Motor braking
above and below Base speed. To understand these regions if we assume full accelerator is demanded
in the forward direction, the drive sequence would be:-
1. Select the Field bridge to the forward direction and ramp up the Field voltage with minimum
acceleration delay (100ms). Ensure the Field current limit is not exceeded.
2. At the same time as the Field voltage starts ramping up, commence ramping up the Armature
voltage at the rate determined by the acceleration delay setting. Monitor Armature current to
ensure it does not exceed the armature current limit setting. This stage is called the “Constant
torque” region and will show good speed/load regulation of between approximately 5-10%.
3. The field current and armature current are controlled in an interrelated way which provides the
desired level of torque, Torque Mode, or speed in, Speed Control Mode, in response to the
accelerator demand.
To describe braking if we now assume the accelerator is gradually released and then fully released to
initiate neutral braking then the following sequence of events will occur:-
4. At the start of braking, the field voltage is ramped up to maximum supply maximum current
through the field. The armature voltage is controlled by pulsing the top armature MOSFET
bridge to achieve the desired braking current through the motor armature. This continues until
the vehicle has reached the exit condition described by the Regen Threshold and Delay
personalities.
During the braking phase, if the Armature current exceeds the braking current limit setting, the
Armature Voltage will be reduced. If the Armature Voltage is reduced to 0V and the current is
exceeds the braking level, the Field voltage will be reduced until the braking Armature current
reduces.
5. If at any stage the vehicle direction switch is changed from forward to reverse the above braking
sequences will also apply, depending on what drive region was in operation at the time. Once
the vehicle has braked to a halt the Field bridge will be selected to reverse the current flow in
the Field and drive will commence as described above in the new direction.

12.2 SPEED CONTROL
The PowerpaK and MicropaK controllers both have sensorless closed loop speed control
functionality. This section briefly describes the principles behind closed loop speed control
and give guidelines on how best to set up the speed control function.
12.2.1 Closed Loop Speed Control

The system does not require a speed encoder, instead it estimates the speed by measuring field
and armature current. The speed is displayed, in KPH, in the status menu. For Dual Motor
systems, the speed of both the left and right hand motors is displayed.
Sevcon’s standard closed loop speed control algorithm uses a PI (Proportional – Integral)
algorithm to control the speed to the required level. The required speed is set by the
accelerator demand and can be limited by cutback speeds or personalities such as Speed Limit.
In Speed Control mode, the system ramps the speed demand using the Acceleration and
Deceleration Delay personalities to the required speed and the armature voltage is ramped at
the fastest possible rate. This is different to Torque mode, where it is the armature voltage
which is ramped using the Acceleration and Deceleration Delay personalities. The field
voltage is set using the motor setup tables described earlier.
When the speed is below the speed demand, the system increases torque to the motor to
increase the speed. As the speed approaches the speed demand, the system begins to reduce
the rate of increase of torque until the speed demand is reached. If the speed increases above
the speed demand, the system begins to reduce the torque to the motor until the speed demand
is reached again. If the speed continues to increase, the system goes into an overspeed braking
mode and regen braking is applied. This continues until the speed drops below the speed
demand, at which point the system re-enters drive.
If the system has been set up correctly, it should never enter regen braking whilst driving on
the flat or up an incline and it should quickly enter regen braking when driving down an
incline and remain in braking until the bottom is reached, at which point drive is re-entered.
Neutral and Direction Braking in Speed Control mode are functions of time, rather than a
fixed level of current, as is usual in Torque mode. When neutral is selected or the accelerator
demand is reduced, the speed demand is ramped down at the Deceleration Delay personality.
The system will enter regen braking to reduce the speed as the speed demand ramps down.
Obviously, a short Deceleration Delay will cause a lot of braking effort to be applied to slow
the vehicle and a longer delay will apply less braking effort. Direction braking works in the
same way, but the speed demand is ramped down at the Direction Regen Time personality.
The following example demonstrates how Speed Control works:
1. From a standstill, the operator applies 50% accelerator demand.

The speed demand begins to ramp to 50% at the Acceleration Delay, and the system applies a
torque to the motor to reach the required speed. As the speed approaches the speed demand the
rate of rise of torque is reduced, until the desired speed is reached. The system controls the
torque to maintain the speed.
2. The vehicle begins to drive up an incline.

The system detects the reduction in speed and increases the torque to the motor to maintain the
required speed.
3. The vehicle reaches the top of the incline and is driving on the flat again.
The system detects an increase in speed and decreases the torque to the motor to maintain the
required speed. The system should not have to enter regen braking to reduce the speed here.
4. The vehicle begins to drive down an incline

The system detects an increase in speed and begins to decreases the torque to the motor. The
speed continues to increase, so the system enters regen braking to reduce the speed further.
The system remains in regen braking until the vehicle reaches the bottom of the incline. The
system should not exit braking and re-enter drive, whilst travelling down the incline.

5. The vehicle reaches the bottom of the incline.
The system detects the reduction in speed and decreases the braking level the motor. The
speed continues to decrease, so the system re-enters drive and applies torque to the motor to
reach the required speed.
6. The operator selects the opposite direction to initiate direction braking.

The system ramps the speed demand down to 0 at the Direction Regen Time personality. The
speed control algorithm enters regen braking to maintain the speed to the speed demand as it
ramps down. Once the vehicle has stopped, the system re-enters drive and ramps the speed
demand to the Accelerator demand at the Acceleration Delay. The speed control algorithm
applies a torque to the motor to reach the required speed.
7. The operator selects neutral.

The system ramps the speed demand down to 0 at the Deceleration Delay personality. The
speed control algorithm enters regen braking to maintain the speed to the speed demand as it
ramps down to 0. Once the vehicle has stopped, the system enters neutral.
12.2.2 Setting up Speed Control
Closed loop speed control, requires the system to be setup very carefully. Many factors can
affect how well speed control operates. To be able to effectively set up Speed Control mode,
the vehicle must first be operating satisfactorily in Torque mode. Take care to ensure that the
Motor Setup tables are set up correctly.
The following sections describes how best to configure the system for optimal performance.
12.2.2.1 Speed Estimate

As already mentioned, speed is displayed as a KPH value in the Status menu. In actual fact, the
speed is stored internally as a percentage value, where 100% is the fastest unladen vehicle
speed. The KPH value is derived by measuring the fastest unladen speed of the vehicle in KPH
and entering this value in the Full Speed setup item in the Setup menu. For example, if the full
unladen speed of the vehicle is 8.0KPH and the current vehicle speed is 50%, the system will
display 4.0KPH in the status menu.
The following personalities and setup items must be set correctly for speed estimation to be
accurate:
1. Field Resistance (1.7.8). The motor field resistance accurate to the nearest 0.01Ω should be
entered here. This item needs to entered correctly for the field to be controlled accurately. This
is important in any mode of operation (Torque or Speed).
2. Armature Resistance (1.7.7). The motor armature resistance accurate to the nearest milliohm
should be entered here.
3. Full Speed (1.6.24). This ensures that the speed displayed in the Status menu and on
Dashboard displays is accurate.
4. Armature Current Low (1.7.1) and Field Current Low (1.7.2). These items determine the
maximum speed of the unladen vehicle. If one of these items is changed, then the maximum
speed of the vehicle might have changed and so the Full Speed setup item will need to be
modified appropriately.
12.2.2.2 Speed Control Algorithm
The system uses a PI algorithm for Speed Control. As with all PI algorithms, there are
proportional and integral gains which need to be setup correctly. The following diagram
illustrates the affect of proportional and integral gains on a standard PI control loop.

PI Control Algorithm
180%
160%
140%
120%
Output
100%
80%
60%
40%
20%
0%
0 2 4 6 8 10 12
Time
Proportional and Integral OK Proportional too high Integral too high Target
As can be seen, too much proportional gain can cause large over-shoot and poor control to
occur from the PI Control Loop and too much integral gain can cause the speed to over-shoot
and take a long time to get back to the required output.
The following section describes the personalities and gives some guidelines on how to set up
the PI Control Loops.
12.2.2.2.1 Personalities
The system uses separate algorithms for drive and braking and hence different gains are
required.
1. Speed Proportional (1.1.35). Proportional gain for speed control during drive. Has a
maximum value of 127.
2. Brake Proportional (1.1.36). Proportional gain for speed control during regen braking. Has a
maximum value of 127.
3. Speed Integral (1.1.37). Integral gain for speed control during drive. Has a maximum value of
16.
4. Brake Integral (1.1.38). Integral gain for speed control during regen braking. Has a maximum
value of 16.
12.2.2.2.1 Guidelines
To set up the drive proportional and integral gains use the following guidelines:
1. Set the drive proportional and integral terms to 0. Increase the proportional term slightly. The
vehicle will drive very slowly but the control will be smooth. Increase the drive proportional
until the vehicle control is no longer smooth. Once this happens reduce the drive proportional
value to the point at which the control became unstable. Set the drive proportional to half this
value. The vehicle control will now be smooth, but it will not reach the required speed. This is
where the drive integral gain comes into use.
2. Increase the drive integral gain to a point where the vehicle can easily reach the required speed
in a time equal to the Acceleration Delay. Ensure that the integral term is not set too high,
otherwise the vehicle speed will over-shoot and braking may occur.
To set up the brake proportional and integral gains use the following guidelines:
1. It is best to setup the braking proportional and integral gains on an incline, but beware that the
vehicle will not speed control properly until the gains have been set correctly.

Set the brake proportional and integral terms to 0. Increase the proportional term slightly. The
vehicle will brake at a level too low to keep the speed at that required, but the braking control
will be smooth. Increase the brake proportional until the vehicle starts brake very aggresively
and the control is unstable. Once this happens reduce the brake proportional value to the point
at which the control became unstable. Set the brake proportional to half this value.
2. Increase the brake integral gain to a point where the system can easily supply enough braking
to keep the reach vehicle at the required speed. If the brake integral gain is too high the vehicle
will continually brake to a stop on the incline.
Once the speed control is set up satisfactorily, set the Deceleration Delay personality to give
the required level of braking when neutral is selected and set the Direction Regen Time
personality to give the required level of braking when a direction change occurs.
As a guide, the following table show sample values for a range of vehicles.
Vehicle Type Speed Values Brake Values

Proportional Integral Proportional Integral
800kg Walkie 14 2 30 3
3000kg Counter Balance 20 2 30 2
6000kg Counter Balance 100 4 100 6
12.3 POWER CIRCUIT DESCRIPTIONS
The main Armature drive switching element of the PowerpaK SEM variant consists of
paralleled power Mosfet transistors, switched at high frequency during drive (16 KHz).
Switching speeds have been optimised to minimise switching losses. SOA’s cut back the
current at high % ons to ensure the Mosfet junctions are not stressed.
Additional Armature braking Mosfets are connected in parallel with the Armature, and
switched at high frequency to regeneratively brake the motor below base speed. Regen is
automatic above base speed when the Field current is increased or when Field current is
constant and the motor speeds up by encountering a downward slope for example.
The intrinsic diodes in the Mosfets are used to maintain circulating current around the motor
when the main Mosfets are turned off, to prevent excessive voltage transients and maintain
motor torque. SOA’s are used at low % ons to limit the maximum current to ensure the diode
junction temperatures are not stressed.
Both sets of Drive and Brake Mosfets have their temperatures monitored, to prevent excessive
junction temperatures.
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.
A current shunt is connected in series with the motor armature to monitor motor currents,
during all operations including drive and regen braking modes. A separate current shunt is
used to measure field current.
Motor direction change is achieved by reversing Field current flow with the Field bridge.
A line contactor should be specified to offer reverse battery connection protection, and
minimise any battery connector arcing when powering up.
Bypass operation is available as an option to short out the main Armature drive Mosfet
devices for maximum efficiency and high speed or high current operation.

13 INSTALLATION
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 G641 or Dow
Corning heatsink compound, by the 4 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. In arduous
applications additional aluminium heatsinking maybe required to obtain acceptable
thermal performance.
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 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.
13.4 The controller may be supplied as a stand-alone unit or pre-wired onto a base-plate with
contactors etc. The mating halves of the light wiring connectors can be supplied with the
controller as a 'loose equipment kit'.
13.5 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.
13.6 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.
13.7 The return wiring for the accelerators should be connected to the B- terminal on the
controller to prevent large currents altering accelerator signals.
13.8 Fixing torque for power connectors
M8 terminals 11Nm +0.5Nm, -0.2Nm
M6 terminals 4.5Nm +0.5Nm, -0.2Nm
13.9 When installing a controller for the first time in a new application, ensure that the field
resistance personality (menu item 1.7.8) is set to the correct field resistance value, at 25°C,
for the motor field.

14 EMC GUIDELINES
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 wiring is capable of acting as a receiving or transmitting antenna. Wiring should be
arranged to take maximum advantage of the structural metal work inherent in most
vehicles. Vehicle metalwork should be electrically linked with conductive braids.
14.1 Power Cables
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.
14.2 Signal Cables
All wiring harnesses should be kept short.

Wiring should be routed close to vehicle metalwork.
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
Thermal and EMC (emissive) requirements tend to be in opposition.

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”.

STANDARD SEVCON POWER UP, SEAT SWITCH AND SRO SEQUENCING DESCRIPTION
KEY SWITCH POWER UP TRUTH TABLE (NO SRO ENABLED)
Key Sw. Seat Sw. Direction Sw. FS1 Sw. Drive Fault Indicated
1-8 0 X x x No None
9 1 0 0 0 No None
10 1 0 0 1 No None
11 1 0 1 0 No None
12 1 0 1 1 No Seat Fault
13 1 1 0 0 No None
14 1 1 0 1 No None
15 1 1 1 0 No None
16 1 1 1 1 Yes None
KEY SWITCH POWER UP SEQUENCE TABLE (NO SRO ENABLED)
1 Key Seat Direction FS1 Yes None
2 Key Seat FS1 Direction Yes None
3 Key Direction Seat FS1 No Seat Fault
4 Key Direction FS1 Seat No Seat Fault
5 Key FS1 Seat Direction No Seat Fault
6 Key FS1 Direction Seat No Seat Fault
7 Seat Key Direction FS1 Yes None
8 Seat Key FS1 Direction Yes None
9 Seat Direction Key FS1 No Power Up Fault
10 Seat Direction FS1 Key No Power Up Fault
11 Seat FS1 Key Direction No Power Up Fault
12 Seat FS1 Direction Key No Power Up Fault
13 Direction Key Seat FS1 No Power Up Fault
14 Direction Key FS1 Seat No Power Up Fault
15 Direction Seat Key FS1 No Power Up Fault
16 Direction Seat FS1 Key No Power Up Fault
17 Direction FS1 Key Seat No Power Up Fault
18 Direction FS1 Seat Key No Power Up Fault
19 FS1 Key Seat Direction No Power Up Fault
20 FS1 Key Direction Seat No Power Up Fault
21 FS1 Seat Key Direction No Power Up Fault
22 FS1 Seat Direction Key No Power Up Fault
23 FS1 Direction Key Seat No Power Up Fault
24 FS1 Direction Seat Key No Power Up Fault
SEAT SWITCH TRUTH TABLE (NO SRO ENABLED)
Seat Sw. Seat Timer Direction Sw. FS1 Sw. Drive Fault Indicated
1 0 0 0 0 No No
2 0 0 0 1 No No
5 0 1 0 0 No No
6 0 1 0 1 No No
7 0 1 1 0 No No
8 0 1 1 1 Yes No
9 1 X 0 0 No No
10 1 X 0 1 No No
11 1 X 1 0 No No
12 1 X 1 1 Yes No
13 1 X 0 0 No No
14 1 X 0 1 No No
15 1 X 1 0 No No
16 1 X 1 1 Yes No
SEAT SWITCH SEQUENCE TABLE (NO SRO ENABLED)
1 Seat Direction FS1 Yes No
2 Seat FS1 Direction Yes No
3 Direction Seat FS1 No Seat Fault
4 Direction FS1 Seat No Seat Fault
5 FS1 Seat Direction No Seat Fault
6 FS1 Direction Seat No Seat Fault
SRO (Static Return to Off) TRUTH TABLE
Direction Sw. FS1 Sw. Drive Fault Indicated
1 0 0 No None
2 0 1 No None
3 1 0 No None
4 1 1 Yes None
SRO (Static Return to Off) SEQUENCE TABLE
1 Direction FS1 Yes None
2 FS1 Direction within 2 Yes None
seconds
3 FS1 Direction after 2 No SRO FAULT
seconds

Graph 1 - Accelerator Characteristics
100
80
60
40
20
0
0 10 20 30 40 50 60 70 80 90 100
Linear Curved 2 Slope Crawl
Graph 2 - Thermal Cutback Characteristic
100%
90%
80%
% of Maximum Current
70%
60%
50%
40%
30%
20%
10%
0%
70 75 80 85 90 95 100 105
Heatsink Temperature (Deg C)
Armature Cutback Field Cutback

Graph 3 - Safe Operating Area Graphs
24-48V Controllers
100
90
80
% of Max. Current 70
60
50
40
30
20
10
0
0 20 40 60 80 100
% On
72-80V Controllers
100
90
80
% of Max. Current
70
60
50
40
30
20
10
0
0 20 40 60 80 100
% On

Figure 1 Light Wiring - MicropaK
Figure 2 Power Wiring - MicropaK

Figure 3 Light Wiring - PowerpaK
Figure 4 Power Wiring – PowerpaK

Figure 5 PowerpaK SEM Dual Motor - CAN Master / Slave Arrangement

Figure 6 Mechanical Details - PowerpaK

Figure 7 Mechanical Details - MicropaK
NB: Mounting holes are for M6 bolts.

Appendix A – MicropaK and PowerpaK Traction SEM Configuration I/O Specification
Introduction
In order to reduce complexity of the way hardware I/O is configured on a Traction SEM system, all the Calibrator items which allow the operator to setup the
Digital Switch inputs, Analogue inputs and Contactor Drives are to be replaced by two personalities:
§ Digital I/O. This is a number which is used to specify what every digital switch input and contactor drive in the system is configured as. E.g. Forward
Switch, Line Contactor, etc.
§ Analogue Inputs. This is a number which is used to specify what every analogue input in the system is configured as. E.g. Accelerator, Footbrake Pot, etc.
Note: On systems with more than one node, e.g. Traction and Pump, Dual Traction, etc, these two personalities are set only on the Master Node and they
determine the configuration for the entire system.
The I/O configured for particular values of the Digital I/O and the Analogue Inputs personalities depends on the type of system. For example, setting Digital I/O
to 1 for a Standalone Traction System has a different effect to setting Digital I/O to 1 for a Dual Traction system. The following sections describe what the
values of these personalities mean for each system setup.
General Notes
1. The numbering in the tables refer to the pin number on the customer connector for a specific controller. The Controller is identified by the first character.
These have the meaning:
§ T = Traction. (Single Traction systems)
§ P = Pump
§ M = Master Traction (Dual Traction systems)
§ S = Slave Traction (Dual Traction systems)
For example, T-B2 is pin 2 on connector B on a Single Traction, S-B9 is pin 9 on a Slave Traction Controller.
2. Analogue inputs can be configured as Digital inputs. In the tables, ‘AD’ refers to a digital input which would being read via an Analogue Input if an
appropriate Analogue input is configured as Digital. At present, only one analogue input in a system can be configured as a Digital.
54 SEM PowerpaK Manual - Revision N 07 October 2004

Standalone / Master Traction Only
There is very little difference between a Controller setup as Standalone and one setup as a Master but has no other nodes (e.g. Pump) associated. The only real
difference is the Traction Controller configured as a Master can communicate with a CANbus display. Their configurations will be treat as being identical, since
the available I/O is the same on each.
I/O summary:
The Standalone / Master Traction Only system has the following I/O capability:
§ Traction Controller ( x1 )
§ 6 Digital Switch Inputs
§ 2 Analogue Inputs
§ 2 Contactor Drive outputs
Digital I/O Personality:
Digital Value of Digital I/O Configuration Item

Function 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15
Forward T-B2 T-B2 T-B2 T-B2 T-B2 T-B2 T-B2 T-B2 T-B2 T-B2 T-B2 T-B2 T-B2 T-B2 T-B2
Reverse T-B3 T-B3 T-B3 T-B3 T-B3 T-B3 T-B3 T-B3 T-B3 T-B3 T-B3 T-B3 T-B3 T-B3 T-B3
Belly T-B4 T-B4 T-B4 T-B4 T-B4 T-B4
Tiller T-B5 T-B5 T-B5 T-B5 T-B5
FS1 T-B4 T-B4 T-B4 T-B4 T-B4 T-B4 T-B4 T-B4 T-B4
Seat T-B5 T-B5 T-B5 T-B5 T-B5 T-B5 T-B5 T-B5 T-B5
Speed Cutback 1 T-B6 T-B6 T-B6 T-B6 T-B6 T-B6 AD AD T-B6 T-B6 T-B6 T-B6
Speed Cutback 2 T-B7 T-B7 T-B7
Speed Cutback 3 AD T-B5 AD AD AD
Inch Forward T-B6 T-B6
Inch Reverse T-B7 T-B7
Handbrake AD T-B7 T-B7 T-B7 T-B7 T-B7
Power Steer Trigger AD AD T-B6 AD
Pump Trigger T-B7 T-B7 T-B7 T-B6 T-B7
Constant Speed AD AD AD
Brake Override Switch T-B7
Footbrake Switch AD T-B6 AD
Line Contactor T-B8 T-B8 T-B8 T-B8 T-B8 T-B8 T-B8 T-B8 T-B8 T-B8 T-B8 T-B8 T-B8 T-B8 T-B8
Power Steer Contactor T-B9 T-B9 T-B9 T-B9 T-B9 T-B9 T-B9 T-B9
Pump Contactor T-B9 T-B9 T-B9 T-B9 T-B9
Electromagnetic Brake T-B9 T-B9
Table 1. Digital Functions for Standalone / Master Traction
07 October 2004 SEM PowerpaK Manual - Revision N 55

Notes:
1. Any configuration which contains a Belly switch configuration is assumed to be a Walkie type vehicle. All other configurations are Ride-Ons. Only
Standalone / Master Tractions can be configured as a Walkie style vehicle.
Analogue Inputs Personality:
Analogue Value of Analogue Input Configuration Item

Function 1 2 3 4 5 6
Accelerator T-B10 T-B11 T-B10 T-B11 T-B10 T-B11
Footbrake T-B11 T-B10
Economy T-B11 T-B10
Digital (AD) T-B11 T-B10
Table 2. Analogue Functions for Standalone / Master Traction

Traction and Pump
I/O summary:
The Traction and Pump system has the following I/O capability:
§ Pump Controller ( x1 )

Function 1 2 3 4 5 6 7 8 9
Forward T-B2 T-B2 T-B2 T-B2 T-B2
Reverse T-B3 T-B3 T-B3 T-B3 T-B3
FS1 T-B4 T-B4 T-B4 T-B4 T-B4
Seat T-B5 T-B5 T-B5 T-B5 T-B5
Speed Cutback 1 T-B6 T-B6 AD AD AD
Speed Cutback 2
Speed Cutback 3 AD AD
Handbrake T-B7 T-B7 T-B7 T-B7 T-B7
Power Steer Trigger P-B7 P-B7
Footbrake Switch T-B6 T-B6 T-B6
Pump Switch 3 P-B2 P-B2 P-B2 P-B2 P-B2
Pump Inhibit P-B7 P-B7 P-B7
Line Contactor T-B8 T-B8 T-B8 T-B8 T-B8
Power Steer Contactor T-B9 T-B9 T-B9 T-B9
External LED T-B9
Table 3. Digital Functions for Traction and Pump

Function 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Accelerator T-B10 T-B11 T-B10 T-B11 T-B10 T-B11 T-B10 T-B11 T-B10 T-B11 T-B10 T-B11 T-B10 T-B11 T-B10 T-B11
Footbrake T-B11 T-B10 T-B11 T-B10 T-B11 T-B10 T-B11 T-B10
Economy T-B11 T-B10 T-B11 T-B10
Pump Lift Accelerator A P-B10 P-B10 P-B10 P-B10 P-B10 P-B10 P-B11 P-B11 P-B11 P-B11 P-B11 P-B11 P-B10 P-B10 P-B11 P-B11
Pump Lift Accelerator B P-B11 P-B11 P-B11 P-B11 P-B10 P-B10 P-B10 P-B10 P-B11 P-B11 P-B10 P-B10
Digital (AD) P-B11 P-B11 P-B10 P-B10 T-B11 T-B10 T-B11 T-B10
Table 4. Analogue Functions for Traction and Pump

Dual Traction
I/O summary:
The Dual Traction system has the following I/O capability:

Function 1 2 3 4 5 6 7 8 9
Forward M-B2 M-B2 M-B2 M-B2
Reverse M-B3 M-B3 M-B3 M-B3
FS1 M-B4 M-B4 M-B4 M-B4
Seat M-B5 M-B5 M-B5 M-B5
Speed Cutback 1 M-B6 M-B6
Speed Cutback 2 S-B2
Speed Cutback 3 S-B3 AD
Handbrake M-B7 M-B7 M-B7 M-B7
Power Steer Trigger S-B6 S-B6 S-B6 S-B6
Footbrake Switch S-B7 S-B7 S-B7 S-B7
Inner Left Switch S-B2 S-B2
Inner Right Switch S-B3 S-B3
Outer Switch S-B4 S-B4
Pump Trigger S-B5 S-B5 S-B5 S-B5
Line Contactor M-B8 M-B8 M-B8 M-B8
Power Steer Contactor M-B9 M-B9 M-B9 M-B9
Pump Contactor S-B8 S-B8 S-B8 S-B8
External LED S-B9 S-B9 S-B9 S-B9
Table 5. Digital Functions for Dual Traction

Function 1 2 3 4 5 6 7 8
Accelerator M-B10 M-B11 M-B10 M-B11 M-B10 M-B11 M-B10 M-B11
Footbrake M-B11 M-B10 M-B11 M-B10
Economy S-B10 S-B10 S-B10 S-B10 M-B11 M-B10 M-B11 M-B10
Steer Pot S-B11 S-B11 S-B11 S-B11
Digital (AD) S-B11 S-B11 S-B11 S-B11
Table 6. Analogue Functions for Dual Traction
Notes:
1. There is no need for any configuration with both Steer Pot and Analogue as Digital. If there is a Steer Pot, then the Steer switches are not required and there
is enough switch inputs to accommodate every switch.

Dual Traction and Pump
I/O summary:
The Dual Traction and Pump system has the following I/O capability:
§ Pump Controller ( x1 )

Function 1 2 3 4 5 6 7 8 9
Forward M-B2 M-B2 M-B2 M-B2 M-B2
Reverse M-B3 M-B3 M-B3 M-B3 M-B3
FS1 M-B4 M-B4 M-B4 M-B4 M-B4
Seat M-B5 M-B5 M-B5 M-B5 M-B5
Speed Cutback 1 M-B6 M-B6 M-B6
Speed Cutback 2 S-B2
Speed Cutback 3 S-B5 S-B5
Handbrake M-B7 M-B7 M-B7 M-B7 M-B7
Power Steer Trigger S-B6 S-B6 S-B6 S-B6 S-B6
Footbrake Switch S-B7 S-B7 S-B7 S-B7 S-B7
Inner Left Switch S-B2 S-B2
Inner Right Switch S-B3 S-B3
Outer Switch S-B4 S-B4
Pump Inhibit P-B7 P-B7 P-B7 P-B7 P-B7
Line Contactor M-B8 M-B8 M-B8 M-B8 M-B8
Power Steer Contactor M-B9 M-B9 M-B9 M-B9 M-B9
External LED S-B9 S-B9 S-B9 S-B9 S-B9
Table 7. Digital Functions for Dual Traction and Pump


Function 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Accelerator M-B10 M-B11 M-B10 M-B11 M-B10 M-B11 M-B10 M-B11 M-B10 M-B11 M-B10 M-B11 M-B10 M-B11 M-B10 M-B11
Footbrake M-B11 M-B10 M-B11 M-B10 M-B11 M-B10 M-B11 M-B10
Economy S-B10 S-B10 M-B11 M-B10 S-B10 S-B10 S-B10 S-B10 M-B11 M-B10 S-B10 S-B10 M-B11 M-B10 M-B11 M-B10
Steer Pot S-B11 S-B11 S-B11 S-B11 S-B11 S-B11 S-B11 S-B11
Pump Lift Accelerator A P-B10 P-B10 P-B10 P-B10 P-B10 P-B10 P-B11 P-B11 P-B11 P-B11 P-B11 P-B11 P-B10 P-B10 P-B11 P-B11
Pump Lift Accelerator B P-B11 P-B11 P-B11 P-B11 P-B11 P-B11 P-B10 P-B10 P-B10 P-B10 P-B10 P-B10 P-B11 P-B11 P-B10 P-B10
Table 8. Analogue Functions for Dual Traction and Pump

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SEVCON

1. PowerpaK SEM 24-48V 350A/50A SEM Low I/O Logic

07 October, 2004 SEM PowerpaK Manual - Revision N 1

2 SEM CONTROLLER VARIANTS.............................................................................................................................4

5 TECHNICAL SPECIFICATIONS .............................................................................................................................7

6 CONTROLLER WIRING AND CONNECTIONS ...................................................................................................9

7 CALIBRATOR AND ADJUSTMENTS ...................................................................................................................12

9 SERVICE AND FAULT LOGS.................................................................................................................................22

10 CONTROLLER OPERATION AND FEATURE DESCRIPTIONS.................................................................23

11 DASHBOARD DISPLAYS - OPERATION AND FEATURE DESCRIPTIONS.............................................30

12 CONTROLLER OPERATION AND POWER CIRCUIT DESCRIPTIONS...................................................39

14 EMC GUIDELINES ...............................................................................................................................................45

FIGURE 1 LIGHT WIRING - MICROPAK...................................................................................................................49

FIGURE 2 POWER WIRING - MICROPAK ................................................................................................................49

FIGURE 3 LIGHT WIRING - POWERPAK..................................................................................................................50

FIGURE 4 POWER WIRING – POWERPAK ...............................................................................................................50

FIGURE 6 MECHANICAL DETAILS - POWERPAK .................................................................................................52

FIGURE 7 MECHANICAL DETAILS - MICROPAK ..................................................................................................53

2 SEM PowerpaK Manual - Revision N 07 October, 2004

07 October, 2004 SEM PowerpaK Manual - Revision N 3

PPxxx Model number description

3rd digit Current 1 = 200A/30A Armature/Field

MODEL POWER CONFIGURATION LOGIC NO. off UNIT

4 SEM PowerpaK Manual - Revision N 07 October, 2004

Logic Feature MicropaK PowerpaK

Logic Combined Separate

07 October, 2004 SEM PowerpaK Manual - Revision N 5

6 SEM PowerpaK Manual - Revision N 07 October, 2004

PPx4x 48V Units 24-48V 14.5 - 75V

5.1.2 Current specifications:

PPx43 48V 350A 350A 50A 30 – 60% 117A

** Unit mounted on an aluminium base-plate 780x380x10mm, at 20°C ambient. Refer to

5.1.3 Switching Frequency: 16 KHz Traction drive Armature+Field/Regen Braking.

07 October, 2004 SEM PowerpaK Manual - Revision N 7

5.3.4 Fixings: 4 x M6 clearance holes.

8 SEM PowerpaK Manual - Revision N 07 October, 2004

6.1.1 Power Connections

6.1.3 Fuse ratings

07 October, 2004 SEM PowerpaK Manual - Revision N 9

6.2.1 Customer Connector Pin Outs

Pin MICROPAK SEM POWERPAK SEM

Pin MICROPAK POWERPAK

10 SEM PowerpaK Manual - Revision N 07 October, 2004

07 October, 2004 SEM PowerpaK Manual - Revision N 11

Calibrator Menu – Top Level

1.1.1A Trac Pers 1.1.1F Trac Pers

12 SEM PowerpaK Manual - Revision N 07 October, 2004

1.1.5 Direction Regen Time 3

1.1.36 Speed Proportional 0 128 128 128 1 20

07 October, 2004 SEM PowerpaK Manual - Revision N 13

7.1.2 Traction Controller Status Information

14 SEM PowerpaK Manual - Revision N 07 October, 2004

7.1.3 Traction Controller Test Information

7.1.4 BDI Adjustments (if enabled in setup menu)

7.1.6 Traction Controller Setup Menu (Enables/Disables features)

Cal.Ref Feature Options

7.1.7 Motor Setup Menu

7.1.8 Display Menu

7.1.9 Maintenance Menu

16 SEM PowerpaK Manual - Revision N 07 October, 2004