[EVDL List]

I am almost to the point of working on the electrical portion of my junk
yard reject (JYR) when I saw Daniel Gallaher post on electrical circuits. I
started to look at my references and saw some discrepancies in the way the
controller is connected to the motor.

First of all I have a Curtis 1231C-86 controller which will be connected to
a NetGain 9 inch motor all installed in a rear wheel drive JYR or more
commonly referred to as a Fiero. The NetGain manual indicates that for
Counter Clockwise rotation which is what I will be using that Terminals A1
and S1 are connected together and that Terminals A2 and S2 are input power
terminals. But if you don't like that arrangement you can also connect A2 to
S2 while connecting A1 to one power terminal and S1 to another power
terminal. This is another reasons for choosing Mechanical over Electrical
engineering.

Now then the Curtis manual gives a couple of Typical wiring Diagrams which
show that if you connect motor terminals A2 to S2 or A2 to S1 depending upon
your desired direction of rotation that this pair is also connected to the
A2 terminal of the controller.

However, in reviewing Bob Brants book page 218 ( Figure 9-7 Electric vehicle
basic wiring diagram) which also looks like a Curtis controller just from
the drawing, terminals A2 and S2 on the motor are connected together but A2
on the controller is not connected to anything. Also the simple wiring
diagram shown in "Build your own Electric Car or Truck" by Les Oke and the
example wiring diagram shown in the
http://www.diyelectriccar.com/forums/showthread.php/ev-information-669.html
which
also reference a Curtis 1231C controller Terminal A2 on the controller is
not connected to anything.

I must presume that the Curtis Manual is correct in the connections but does
anyone know why these other sources all do not connect the A2 terminal on
the Curtis to anything.

Thanks
JoeA
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[EVDL List]

Lee ,

Thanks for clarifying.
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[EVDL List]

Lee Hart <[email protected]> wrote:
>
> Plug braking is useful in small light vehicles. It slows the vehicle on
> downgrades, and saves wear on the brakes. But plug braking should not be
> used on a heavy vehicle with an undersized motor and controller -- they
> are already running hot and can't stand the extra heat. The Curtis
> controller's plug braking diodes are especially weak and easy to
> overheat and kill.
>

Also, I vaguely recall someone blowing up several Curtis controllers
on a new conversion, with the problem being put down to that A2
connection - even though they weren't using plug braking, there was
something going on which wasn't healthy for the diodes.

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[EVDL List]

Keep in mind that changing motor direction may require more than just
switching cables. Many of the motors have brush timing advanced 10 degrees
or so. When running in reverse, that will be timing retarded 10 degrees. I
have the pictures to show how bad a thing that can be!

If you reverse the motor, make sure you check into whether your brush timing
needs to be changed too. A relatively simple change that can save a lot of
hassle and money. (I had to replace the brush holder and all the brushes
after they partially melted because the timing was so far off from running
the motor backward.)

Mike

-----Original Message-----
From: [email protected] [mailto:[email protected]] On Behalf
Of Joe Arello
Sent: Tuesday, March 22, 2011 9:32 AM
To: Electric Vehicle Discussion List
Subject: [EVDL] Electrical Circuits

I am almost to the point of working on the electrical portion of my junk
yard reject (JYR) when I saw Daniel Gallaher post on electrical circuits. I
started to look at my references and saw some discrepancies in the way the
controller is connected to the motor.

First of all I have a Curtis 1231C-86 controller which will be connected to
a NetGain 9 inch motor all installed in a rear wheel drive JYR or more
commonly referred to as a Fiero. The NetGain manual indicates that for
Counter Clockwise rotation which is what I will be using that Terminals A1
and S1 are connected together and that Terminals A2 and S2 are input power
terminals. But if you don't like that arrangement you can also connect A2 to
S2 while connecting A1 to one power terminal and S1 to another power
terminal. This is another reasons for choosing Mechanical over Electrical
engineering.

Now then the Curtis manual gives a couple of Typical wiring Diagrams which
show that if you connect motor terminals A2 to S2 or A2 to S1 depending upon
your desired direction of rotation that this pair is also connected to the
A2 terminal of the controller.

However, in reviewing Bob Brants book page 218 ( Figure 9-7 Electric vehicle
basic wiring diagram) which also looks like a Curtis controller just from
the drawing, terminals A2 and S2 on the motor are connected together but A2
on the controller is not connected to anything. Also the simple wiring
diagram shown in "Build your own Electric Car or Truck" by Les Oke and the
example wiring diagram shown in the
http://www.diyelectriccar.com/forums/showthread.php/ev-information-669.html
which
also reference a Curtis 1231C controller Terminal A2 on the controller is
not connected to anything.

I must presume that the Curtis Manual is correct in the connections but does
anyone know why these other sources all do not connect the A2 terminal on
the Curtis to anything.

Thanks
JoeA
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[EVDL List]

>
> Thanks again Lee and Mike for the information,
>


I know it would be my luck after spending many hours and money on this
restoration and then have it burn up as I drive it out of the garage.

It's interesting to note that the NetGain's manual indicates that
motors specified as "Advanced timing" are assumed to be relative to the
normal counter clock wise rotation. And motors that do not have advanced
counter clock wise rotation may be wired for clock wise rotation.

Then the manual goes into the various connection methods to produce
clockwise and counter clockwise rotation.

But at the end it states," Motors that have advanced timing for counter
clockwise rotation should not be run in clock wise mode. Doing so
many damage the motor and void the warranty.

Reading a little farther it indicates that advanced timing motor for
clockwise rotation is a special order.

I must assume therefore that my motor is not an advanced timing
unit although their is no indication on the motor that would suggest it is
one or the other.

In either case I do not intend to follow the wiring diagrams in the Curtis
manual which shows wiring the A2 connection on the Curtis to the motor
armature A2 and motor field S2 which as Lee indicates allows for Plug
braking. The A2 connection on the Curtis will not be connected as
illustrated in several other wiring schematics.

Brake pads are cheap. Motors and Controllers are not.
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