Technical Manual SK79834-04

TECHNICAL MANUAL
SK79834-04
© PG Drives Technology 2011
All rights reserved.
This manual is furnished under copyright and may only be used in accordance with the terms laid out by PG Drives Technology.
The information in this manual is furnished for informational use only, is subject to change without notice, and should not be
construed as a commitment by PG Drives Technology.
Except as permitted by such terms, no part of this manual may be reproduced, stored in a retrieval system, or transmitted, in any
form or by any means electronic, mechanical, recording, or otherwise - without the prior written permission of PG Drives
Technology. +44 (0) 1425 271444.
PG DRIVES TECHNOLOGY C3 & C3-CAN TECHNICAL MANUAL
TABLE OF CONTENTS
About this manual ..................................................... 9 6.8.3.2 Analogue 2 Input ............................................... 26

6.8.3.3 CAN Input (C3-CAN Only)................................... 26
Icons ................................................................... 9
6.8.4 Lift/Lower Configuration (C3-CAN Only) .............. 26
6.8.4.1 Analogue 1 Input ............................................... 26
Chapter 1 – Installation ................................................................11
6.8.4.2 Analogue 2 Input ............................................... 27
1 Introduction .............................................. 13 6.8.4.3 CAN Input (C3-CAN Only)................................... 27
2 Working On Electric Vehicles .................... 13 6.8.5 Belly Button Switch .............................................. 28
6.8.6 Switch Inputs 1 – 8 (C3) ...................................... 29
2.1 Precautions For Working On Electric Vehicles ..... 13
6.8.6.1 Tiller Switch ......................................................... 29
2.1.1 Uncontrolled Operation ...................................... 13
6.8.6.2 Forward Switch ................................................... 29
2.1.2 High Current Arcs ................................................ 13
6.8.6.3 Lift Switch ............................................................ 29
2.1.3 Lead Acid Batteries............................................. 13
6.8.6.4 Lower Switch ....................................................... 30
2.2 Precautions For Use ............................................ 13
6.8.6.5 Inhibit 1 Switch.................................................... 30
3 Controller Identification ............................ 14 6.8.6.6 Profile Select Switch ............................................ 30
4 Dimensions ............................................... 15 6.8.6.7 Tiller Override Switch ........................................... 31
5 Mounting .................................................. 15 6.8.6.8 Reverse Switch ................................................... 31
6.8.7 Switch Inputs 1 – 8 (C3-CAN) .............................. 31
5.1 General .............................................................. 15
6.8.8 Lift Contactor Coil .............................................. 31
5.1.1 Orientation .......................................................... 16
6.8.9. Line Contactor Coil ............................................ 32
5.1.2 Cable Routing .................................................... 16
6.8.10 Lower / Hold Valve Coil ...................................... 32
6 Connections And Wiring ........................... 17 6.8.11 Proportional Valve Coil (C3-CAN Only) ............... 32
6.1 General .............................................................. 17 6.8.12 On/Off Keyswitch ................................................ 33
6.2 Typical Wiring Configuration – C3 ....................... 18 6.9 Motor Feedback Connector .............................. 33
6.2.1 Typical Wiring Configuration – C3-CAN .............. 19 6.9.1 Encoder + ......................................................... 33
6.3 Connectors ......................................................... 20 6.9.2 0V ....................................................................... 33
6.3.1 Battery & Motor ................................................... 20 6.9.3 Thermistor ........................................................... 33
6.3.2 Control Connector ............................................. 20 6.9.4 Encoder 1 .......................................................... 34
6.3.3 Motor Feedback Connector .............................. 20 6.9.5 Encoder 2 .......................................................... 34
6.3.4 Programming / Display Connector ..................... 20 6.9.6 Solenoid Brake Coil ............................................ 34
6.4 Crimping............................................................. 21 6.10 Programming / Display Connector..................... 34
6.5 Wire Gauge and Types ....................................... 21 7 Drive Motor ............................................... 35
6.6 Battery Connection............................................. 22
7.1 Gradient Performance ....................................... 35
6.6.1 Power Fuse ......................................................... 22
6.6.2 Line Contactor .................................................... 22 8 Batteries .................................................... 35
6.6.3 Emergency Disconnect Switch ........................... 22 9 Battery Discharge Indicator ...................... 36
6.7 Motor Connection .............................................. 22 9.1 iGauge............................................................... 36
6.8 Control Connector ............................................. 23 9.1.1 LCD Display ........................................................ 36
6.8.1 Throttle Configuration ......................................... 24 9.1.2 Installation .......................................................... 36
6.8.1.1 Analogue 1 Input ................................................ 24 9.1.3 Connection ........................................................ 37
6.8.1.2 Analogue 2 Input ................................................ 24 9.1.4 Operation ........................................................... 37
6.8.1.3 CAN Input (C3-CAN Only) ................................... 25 9.1.4.1 Standby Mode ................................................... 37
6.8.2 0 Volts ................................................................. 25 9.1.4.2 Normal Operation .............................................. 37
6.8.3 Speed Limiting Configuration ............................. 25 9.1.4.3 Service Timer Display .......................................... 38
6.8.3.1 Analogue 1 Input ................................................ 25
SK79834-04 3
C3 & C3-CAN TECHNICAL MANUAL PG DRIVES TECHNOLOGY
9.1.4.4 High Pedal Disable Display ................................. 38 3.10 Minimum Forward Deceleration – Profile 1 / 2 ... 54
9.1.4.5 Error Display ........................................................ 38 3.11 Maximum Reverse Deceleration – Profile 1 / 2 .. 54
9.2 TruCharge ........................................................... 39 3.12 Minimum Reverse Deceleration – Profile 1 / 2.... 55
9.2.1 Installation........................................................... 39 3.13 Maximum Forward Fast Brake – Profile 1 / 2 ....... 55
9.2.2 Connection ........................................................ 40 3.14 Minimum Forward Fast Brake – Profile 1 / 2 ........ 55
9.2.3 Operation ........................................................... 40 3.15 Maximum Reverse Fast Brake – Profile 1 / 2 ....... 55
9.2.3.1 Standby Mode .................................................... 40 3.16 Minimum Reverse Fast Brake – Profile 1 / 2 ........ 55
9.2.3.2 Normal Operation .............................................. 41 4 Advanced ................................................ 56
9.2.3.3 High Pedal Disable Display ................................. 41
4.1 End Taper Rate, End Taper Threshold,
9.2.3.4 Error Display ........................................................ 41 Start Taper Rate & Start Taper Threshold ............. 56
10 Electromagnetic Compatibility (E.M.C.) ... 42 4.2 Velocity Loop Integral Gain,
Velocity Loop Proportional Gain ......................... 57
10.1 Emissions ............................................................ 42
10.1.1 Cables ................................................................ 42 5 Battery ...................................................... 57
10.2 Immunity............................................................. 42 5.1 Battery Charged Voltage ................................... 57
11 Electro-Static Discharge (E.S.D.)................ 42 5.2 Battery Gauge Damping Time ........................... 57
5.3 Battery Gauge Reset Voltage ............................ 57
11.1 Electrical Masses ................................................ 43
5.4 Battery Gauge Type ........................................... 57
11.2 Prevention of Flashover ....................................... 43
5.5 Battery Lockout Voltage ..................................... 58
11.2.1 Control Panels .................................................... 43
5.6 Low Battery Flash Level ....................................... 58
11.2.2 Electrical System to Chassis Paths ...................... 44
5.7 Low Battery Lift Lockout ...................................... 58
11.2.3 Electrical Components ....................................... 44
5.8 Low Battery Lower Lockout ................................. 58
11.2.4 Ensuring Repeatability ........................................ 44
5.9 Low Battery Speed Limit ..................................... 58
11.2.5 Drain Path Components ..................................... 44
5.10 Low Voltage Cut-Out.......................................... 58
12 Production Tests ........................................ 45 5.11 Low Voltage Time ............................................... 58
12.1 Mounting ............................................................ 45
6 Belly Button ............................................... 59
12.2 Cables and Connectors ..................................... 45
6.1 Belly Button Acceleration ................................... 59
12.3 Programmable Settings ...................................... 45
6.2 Belly Button Active State ..................................... 59
12.4 Operational Test ................................................. 45
6.3 Belly Button Deceleration ................................... 59
12.5 Test Drive............................................................. 45
6.4 Belly Button Drive Direction ................................. 59
6.5 Belly Button High Threshold ................................. 59
Chapter 2 – Programming ................................................... 47
6.6 Belly Button Low Threshold .................................. 59
1 Introduction .............................................. 49 6.7 Belly Button Speed ............................................. 59
1.1 PC Programmer .................................................. 49 6.8 Belly Button Time ................................................ 60
1.2 Diagnostic Test Tool ............................................ 49 7 Commission .............................................. 60
2 Programmable Parameters ...................... 50 7.1 Absolute Min Current / Motor Parameters 1 - 9 .. 60
3 Speeds ..................................................... 53 8 General .................................................... 61
3.1 Maximum Forward Speed – Profile 1 / 2 ............. 53 8.1 Brake Fault Detect .............................................. 61
3.2 Minimum Forward Speed – Profile 1 / 2 .............. 53 8.2 Diagnostic Flash Sequence ............................... 61
3.3 Maximum Reverse Speed – Profile 1 / 2 ............. 53 8.3 Line Contactor Delay ......................................... 61
3.4 Minimum Reverse Speed – Profile 1 / 2 .............. 53 8.4 Line Contactor Fault Detect ............................... 62
3.5 Maximum Forward Acceleration – Profile 1 / 2 ... 53 8.5 Line Contactor Interlock ..................................... 62
3.6 Minimum Forward Acceleration – Profile 1 / 2 .... 54 8.6 Profile Select Switch Debounce ......................... 62
3.7 Maximum Reverse Acceleration – Profile 1 / 2 ... 54 8.7 Profile Select Switch Normally Open .................. 62
3.8 Minimum Reverse Acceleration – Profile 1 / 2 .... 54
9 Hydraulics ................................................. 63
3.9 Maximum Forward Deceleration – Profile 1 / 2 ... 54
4 SK79834-04
9.1 Hydraulic Control Type (C3-CAN Only)................ 63 11.3 Input Source – Speed Limit ................................ 74
9.2 Hydraulic/Drive Interlock...................................... 63 11.4 Input Source – Throttle ........................................ 74
9.3 Hold Valve Close Time (C3-CAN Only)................ 63 11.5 Switch Source – Belly Button ............................... 74
9.4 Hold Valve Open Time (C3-CAN Only) ............... 63 11.6 Switch Source – ‘x’ .............................................. 75
9.5 Hold Valve Operation (C3-CAN Only) ................. 63 11.6.1 Switch Source – Forward .................................... 75
9.6 Invert Lift/Lower (C3-CAN Only) ........................... 64 11.6.2 Switch Source – Inhibit 1 ..................................... 75
9.7 Lift Acceleration (C3-CAN Only) .......................... 64 11.6.3 Switch Source – Inhibit 2 ..................................... 75
9.8 Lift Contactor Open Circuit Test Enable .............. 64 11.6.4 Switch Source – Inhibit 3 ..................................... 76
9.9 Lift Deceleration (C3-CAN Only) ......................... 64 11.6.5 Switch Source – Lift ............................................. 76
9.10 Lift/Lower Deadband (C3-CAN Only) .................. 64 11.6.6 Switch Source – Lower ........................................ 76
9.11 Lift/Lower Gain (C3-CAN Only) ............................ 65 11.6.7 Switch Source – Profile Select ............................. 76
9.12 Lift/Lower High Voltage Trip (C3-CAN Only) ......... 65 11.6.8 Switch Source – Reverse .................................... 76
9.13 Lift/Lower Interlock (C3-CAN Only) ....................... 65 11.6.9 Switch Source – Tiller ........................................... 77
9.14 Lift/Lower Interlock Threshold (C3-CAN Only) ....... 66 11.6.10 Switch Source – Tiller Override ............................ 77
9.15 Lift/Lower Low Voltage Trip (C3-CAN Only) .......... 66 12 Motor ........................................................ 77
9.16 Lift/Lower Midpoint Demand (C3-CAN Only) ....... 66
12.1 Current Foldback Level, Current Foldback
9.17 Lift/Lower Type (C3-CAN Only)............................. 66 Threshold, Current Foldback Time,
9.18 Lift Switch Debounce Time ................................. 67 Motor Cooling Time............................................ 77
9.19 Lower Acceleration (C3-CAN Only)..................... 67 12.2 Encoder Pulses Per Revolution ............................ 78
9.20 Lower Deceleration (C3-CAN Only) .................... 67 12.3 Encoder Signal Swap ......................................... 78
9.21 Lower Switch Debounce Time ............................ 67 12.4 Hill-Hold .............................................................. 78
9.22 Lower/Hold Valve Open Circuit Test Enable ........ 67 12.4.1 Hill-Hold Acceleration ......................................... 78
9.23 Maximum Lift Speed Current (C3-CAN Only) ...... 67 12.4.2 Hill-Hold Enable .................................................. 78
9.24 Maximum Lower Speed Current (C3-CAN Only) . 67 12.4.3 Hill-Hold Speed ................................................... 79
9.25 Minimum Lift Speed Current (C3-CAN Only) ....... 67 12.4.4 Hill-Hold Time ...................................................... 79
9.26 Minimum Lower Speed Current (C3-CAN Only) .. 67 12.5 Maximum Motor Speed ..................................... 79
9.27 Proportional Valve Close Time (C3-CAN Only) .... 68 12.6 Motor Thermistor Cut-Off .................................... 79
9.28 Proportional Valve Open Circuit Test Enable 12.7 Motor Thermistor Foldback ................................. 79
(C3-CAN Only) .................................................... 68 12.8 Rated Torque Boost ............................................ 80
9.29 Proportional Valve Open Time (C3-CAN Only) .... 68
13 Nameplate ............................................... 80
9.30 Proportional Valve Pulse Current (C3-CAN Only) . 68
9.31 Proportional Valve Pulse Period (C3-CAN Only) ... 68 13.1 Motor Poles ........................................................ 80
9.32 Pump Start Time (C3-CAN Only).......................... 68 13.2 Power Factor ...................................................... 81
9.33 Pump Stop Time (C3-CAN Only) ......................... 69 13.3 Rated Current .................................................... 81
9.34 Lift & Lower Sequences (C3-CAN Only) .............. 69 13.4 Rated Frequency ............................................... 81
9.34.1 Lift Sequence (C3-CAN Only) ............................. 70 13.5 Rated Power ....................................................... 81
9.34.2 Lower Sequence (C3-CAN Only) ........................ 71 13.6 Rated Speed...................................................... 81
13.7 Rated Voltage .................................................... 81
10 Inhibits ...................................................... 72
14 Power-Up .................................................. 81
10.1 Inhibit 1 / 2 / 3 Debounce ................................... 72
10.2 Inhibit 1 / 2 / 3 Latch ........................................... 72 14.1 Check Direction Switches At Power-Up ............... 81
10.3 Inhibit 1 / 2 / 3 Speed Limit ................................. 72 14.2 Check Lift/Lower Input At Power-Up
(C3-CAN Only) .................................................... 81
10.4 Inhibit 1 / 2 / 3 Switch Type Normally Open ........ 72
14.3 Check Lift/Lower Switches At Power-Up .............. 82
10.5 Inhibit 1 / 2 / 3 Target .......................................... 73
14.4 Check Profile Select At Power-Up ....................... 82
11 Input Management .................................. 73 14.5 Check Throttle At Power-Up ................................ 82
11.1 CAN Tiller Type (C3-CAN Only) ............................ 73 14.6 Check Tiller At Power-Up ..................................... 82
11.2 Input Source – Lift/Lower ..................................... 73
15 Throttle ...................................................... 82
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15.1 Direction Switch Debounce ................................ 82 19.4.1 Speeds ............................................................... 94

15.2 Invert Throttle ....................................................... 83 19.4.2 Advanced .......................................................... 94
15.3 ISO Tests .............................................................. 83 19.4.3 Battery ................................................................ 94
15.4 Speed Limit High Voltage Trip ............................. 83 19.4.4 Belly Button ......................................................... 94
15.5 Speed Limit Low Voltage Trip .............................. 83 19.4.5 General .............................................................. 94
15.6 Speed Limit Type ................................................ 84 19.4.6 Hydraulics........................................................... 94
15.7 Throttle Deadband ............................................. 84 19.4.7 Inhibits ................................................................ 94
15.8 Throttle Gain ....................................................... 84 19.4.8 Motor.................................................................. 94
15.9 Throttle High Voltage Trip .................................... 85 19.4.9 Power-Up ............................................................ 94
15.10 Throttle Low Voltage Trip ..................................... 85 19.4.10 Throttle................................................................ 94
15.11 Throttle Midpoint Demand .................................. 85 19.4.11 Tiller .................................................................... 94
15.12 Throttle Type ........................................................ 85 19.4.12 Timers ................................................................. 94
16 Tiller .......................................................... 86
Chapter 3 – Diagnostics ........................................................ 95
16.1 Drive Sequence .................................................. 86
16.2 Override Speed Limit .......................................... 86 1 Introduction .............................................. 97
16.3 Tiller Override Switch Debounce ......................... 86 1.1 No Gauge Fitted ................................................ 97
16.4 Tiller Override Switch Normally Open .................. 87 1.2 iGauge or TruCharge Fitted ............................... 97
16.5 Tiller Switch Debounce ........................................ 87 1.2.1 Battery Discharge Indicator (BDI) Steady ............ 97
16.6 Tiller Switch Deceleration .................................... 87 1.2.2 BDI Flashes Slowly ............................................... 97
16.7 Tiller Switch Delay ................................................ 87 1.2.3 BDI Shows 1 Bar .................................................. 97
16.8 Tiller Switch Speed Limit ...................................... 87 1.2.4 BDI ‘Ripples’, Then Flashes Rapidly ..................... 97
17 Timers ....................................................... 88 1.2.5 iGauge Shows Error Screen / TruCharge Flashes
Rapidly ............................................................... 98
17.1 Read Timers ........................................................ 88
1.3 Trip Type Guide .................................................. 98
17.2 Clear Timers ........................................................ 88
17.3 Drive Service Time, Drive Service Overdue Time, 2 Trip Codes And Possible Causes ............... 99
Drive Service Speed Limit ................................... 88 2.1 Trip Type 1 – Low Battery................................... 100
17.3.1 Drive Service Time............................................... 88 2.1.1 Low Battery Voltage ......................................... 100
17.3.2 Drive Service Overdue Time ................................ 88 2.1.2 Low Voltage Cut-Out........................................ 100
17.3.3 Drive Service Speed Limit ................................... 88 2.2 Trip Type 2 – Motor Open Circuit Or Demand
17.4 Keyswitch Service Time, Keyswitch Service Drive Mismatch ................................................ 100
Overdue Time, Keyswitch Service Speed Limit ... 89 2.2.1 Motor Open Circuit .......................................... 100
17.4.1 Keyswitch Service Time ....................................... 89 2.2.2 Demand Drive Mismatch ................................. 100
17.4.2 Keyswitch Service Overdue Time ........................ 89 2.3 Trip Type 3 – High Motor Current Or Voltage /
17.4.3 Keyswitch Service Speed Limit ............................ 89 Thermistor Error / High Battery Current ............... 100
2.3.1 High Motor Current ........................................... 100
18 Memory Functions .................................... 90
2.3.2 High Motor Voltage .......................................... 100
18.1 Diagnostic Logs .................................................. 90
2.3.3 Motor Shorted High .......................................... 101
18.1.1 Clear Control Log ............................................... 92
2.3.4 Motor Shorted Low ........................................... 101
18.1.2 Clear System Log................................................ 92
2.3.5 Motor Thermistor Open Circuit.......................... 101
18.1.3 Read Control Log ............................................... 92
2.3.6 High Battery Current ......................................... 101
18.1.4 Read System Log ............................................... 92
2.4 Trip Type 4 – Line Contactor Error ..................... 101
19 Programming Checklist ............................ 93 2.4.1 Line Contactor Open Circuit ............................ 101
19.1 Initial Checks ...................................................... 93 2.4.2 Line Contactor Short Circuit ............................. 101
19.2 Motor Set-Up ....................................................... 93 2.4.3 Line Contactor Coil Short Circuit ...................... 101
19.3 Commissioning................................................... 93 2.4.4 Line Contactor Coil Open Circuit ..................... 101
19.4 Drive Testing ........................................................ 94 2.5 Trip Type 5 – Hydraulics Error ............................. 101
6 SK79834-04
2.5.1 Lift Contactor Coil Open Circuit ....................... 101 4 Servicing Of Defective Units .................... 108
2.5.2 Lift Contactor Coil Short Circuit ......................... 102
2.5.3 Lower Valve Open Circuit ................................. 102 Chapter 4 – Warning Summary .................................. 109
2.5.4 Lower Valve Short Circuit................................... 102
1 Introduction ............................................ 111
2.5.5 Lift/Lower Input Data Out Of Range .................. 102
2.5.6 Proportional Valve Open Circuit ....................... 102 2 Warnings ................................................. 111
2.5.7 Proportional Valve Over Current ....................... 102 2.1 Precautions For Use .......................................... 111
2.5.8 Lift/Lower Error ................................................... 102 2.2 General ............................................................ 112
2.6 Trip Type 6 – Inhibit Active ................................. 103 2.3 General ............................................................ 112
2.6.1 Inhibit 1 Active .................................................. 103 2.4 Battery & Motor ................................................ 112
2.6.2 Inhibit 2 Active .................................................. 103 2.5 Programming / Display Connector................... 112
2.6.3 Inhibit 3 Active .................................................. 103 2.6 Crimping .......................................................... 112
2.7 Trip Type 7 – Throttle Error / 2.7 Wire Gauge And Types .................................... 112
Input Active At Start-Up / Belly Button Error ......... 104 2.8 Emergency Disconnect Switch ........................ 113
2.7.1 Throttle Error ...................................................... 104 2.9 Belly Button Switch ............................................ 113
2.7.2 Cycle Power ..................................................... 105 2.10 Tiller / Seat Switch ............................................. 113
2.7.3 Both Direction Switches Active .......................... 105 2.11 Programming / Display Connector................... 113
2.7.4 Drive Command Active At Start-Up .................. 105 2.12 Drive Motor ....................................................... 113
2.7.5 Lift Or Lower Command Active At Start-Up ....... 105 2.13 Production Tests ............................................... 114
2.7.6 Belly Button Active At Start-Up ........................... 105 2.14 Introduction ...................................................... 114
2.7.7 Belly Button Input Invalid ................................... 105 2.15 Programmable Parameters ............................. 114
2.7.8 Belly Button Input Mismatch .............................. 106 2.16 Maximum Forward Speed ................................ 114
2.7.9 Belly Button Input Configuration Error ................ 106 2.17 Maximum Forward Acceleration ...................... 114
2.7.10 Belly Button Input Data Timeout ........................ 106 2.18 Maximum Forward Deceleration ..................... 114
2.8 Trip Type 8 – Controller Error .............................. 106 2.19 Maximum Reverse Deceleration ...................... 114
2.8.1 Controller Error .................................................. 106 2.20 Maximum Forward Fast Brake .......................... 115
2.8.2 Bad Settings ...................................................... 106 2.21 Maximum Reverse Fast Brake – Profile 1 / 2 ..... 115
2.8.3 Record Of Controller Error ................................. 106 2.22 Belly Button Active State ................................... 115
2.9 Trip Type 9 – Solenoid Brake Error ...................... 106 2.23 Absolute Min Current / Motor Parameters 1 - 9 115
2.9.1 Solenoid Brake Short Circuit .............................. 106 2.24 Brake Fault Detect ............................................ 115
2.9.2 Solenoid Brake Open Circuit ............................. 106 2.25 Line Contactor Fault Detect ............................. 115
2.10 Trip Type 10 – High Battery / Bridge Voltage / High 2.26 Lift/Lower Deadband ........................................ 115
Battery Foldback / Very High Bridge Voltage .... 107
2.27 Lift/Lower High Voltage Trip ............................... 115
2.10.1 High Battery / Bridge Voltage ............................ 107
2.28 Lift/Lower Low Voltage Trip ................................ 115
2.10.2 High Battery Foldback ...................................... 107
2.29 Lift/Lower Type .................................................. 116
2.10.3 Very High Bridge Voltage .................................. 107
2.30 Switch Source – Belly Button ............................. 116
2.11 Bad Nameplate Settings .................................. 107
2.31 Motor Thermistor Foldback ............................... 116
2.12 Timed Current Foldback ................................... 107
2.32 ISO Tests ........................................................... 116
2.13 Motor Temperature Foldback ........................... 107
2.33 Throttle Deadband ........................................... 116
2.14 Motor Temperature Cut-Off .............................. 107
2.34 Throttle High Voltage Trip .................................. 116
2.15 Controller Temperature Foldback ..................... 107
2.35 Throttle Low Voltage Trip ................................... 116
2.16 Controller Temperature Cut-Off ........................ 108
2.36 Throttle Type ..................................................... 116
2.17 Service Speed Limit Active ............................... 108
2.37 Introduction ...................................................... 116
3 Other Errors ............................................. 108 2.38 Servicing Of Defective Units ............................. 117
3.1 Slow or Sluggish Movement .............................. 108
3.2 Intermittent Errors .............................................. 108
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Chapter 5 – Specifications ................................................... 119

1 Technical Specifications ........................ 121
8 SK79834-04
About this manual
This manual is divided into 5 chapters.

Chapter 1 – Installation
This chapter covers the controllers’ mounting, connection and wiring.
Chapter 2 – Programming
This chapter provides an overview of the PC Programmer, DTT and details the function of each programmable parameter.
Chapter 3 – Diagnostics
This chapter provides a summary of the controllers’ diagnostic capabilities.
Chapter 4 – Warning Summary
This chapter summarizes the warnings shown throughout the manual.
Chapter 5 – Specifications
This chapter documents the controllers’ technical specifications.
Icons
Throughout this manual, icons are used to draw the reader’s attention.
The icons used are:
Note – A general point for best practice.
Caution – A point of safety, which if ignored, could result in damage to the control system or the
vehicle.
Warning – A point of safety, which if ignored, could cause injury to the individual.
PG Drives Technology accepts no liability for any losses of any kind if these points are not followed.
SK79834-04 9
10 SK79834-04
PG DRIVES TECHNOLOGY C3 & C3-CAN TECHNICAL MANUAL – INSTALLATION
CHAPTER 1 – INSTALLATION
SK79834-04 11
C3 & C3-CAN TECHNICAL MANUAL – INSTALLATION PG DRIVES TECHNOLOGY
12 SK79834-04
1 Introduction
The ‘C3’ & ‘C3-CAN’, currently available in two power variants, 24V 200Arms and 24V 250Arms, are advanced digital controllers
for all types of AC induction motors. Although primarily intended for Class 3, pallet truck type applications, both controllers are
equally suitable for small ride-on vehicles. Advanced drive algorithms are employed to ensure smooth, accurate, predictable
and efficient control of speed.
Innovative construction methods protect the internal electronics in both controllers from the environment, whilst ensuring efficient
transfer of heat to the baseplate. The design is compliant with all relevant legislation and uses RoHS compliant materials
throughout.
2 Working On Electric Vehicles
2.1 Precautions For Working On Electric Vehicles
Working on any electrical system can be dangerous. Work on electric vehicles should only be undertaken by skilled or supervised
persons, in a segregated location that eliminates the risk of injury to other persons. Before performing any kind of work on electric
vehicles, ensure that the following basic safety advice is followed.
2.1.1 Uncontrolled Operation
Fault conditions or programming changes may cause the motor to run out of control. Disconnect the motor or raise the drive
wheels above the ground. Always follow the manufacturer’s recommended procedure when jacking the vehicle up. Once lifted,
fit axle stands to safely support the vehicle and remove the jack. Ensure that all such lifting equipment is in a serviceable
condition and suitable for the vehicle in question.
2.1.2 High Current Arcs
Batteries contain very high levels of energy and can be extremely dangerous if mishandled or abused. Always disconnect the
batteries before working on the vehicle’s electrical system and the motor controller wiring. Remove all jewellery from wrist and
fingers and use properly insulated tools to prevent shorts. Wear safety glasses at all times.
2.1.3 Lead Acid Batteries
Charging or discharging lead acid batteries generates hydrogen gas, which can build up in and around the battery area. Ensure
charging is performed in a ventilated area. Follow the battery manufacturer’s safety recommendations. Wear safety glasses at all
times.
2.2 Precautions For Use
Do not drive the vehicle:

Beyond restrictions indicated in the vehicle user manual, e.g. excessively steep gradients, curb heights etc.
In places or on surfaces where a loss of wheel grip could be hazardous, e.g. on wet grassy slopes.
If the controller or other crucial components require repair.
Do not operate the controller if the vehicle behaves erratically, or shows abnormal signs of
heating, sparks or smoke. Turn the controller off at once and consult a local service agent. PGDT
accepts no liability for losses of any kind arising from failure to comply with this condition.
The user of the vehicle, to which the controller is fitted, must always comply with the operating
instructions and safety warnings, as supplied by the vehicle manufacturer. PGDT accepts no
liability for losses of any kind arising from failure to comply with this condition.
SK79834-04 13
Although the controller is designed to be extremely reliable and each unit is rigorously tested
during manufacture, the possibility of system malfunction always exists (however small the
probability). Under some conditions of system malfunction the controller must (for safety
reasons), stop the vehicle instantaneously. If there is any possibility of the user falling from a
ride-on vehicle as a result of a sudden braking action, it is imperative that a restraining device
such as a seat belt is supplied with the vehicle and that it is in use at all times when the vehicle
is in motion. PGDT accepts no liability for losses of any kind arising from the unexpected
stopping of the vehicle, or arising from the improper use of the vehicle or controller.
Electronic equipment can be affected by Electro Magnetic Interference (EMI). Such interference
may be generated by radio stations, TV stations, other radio transmitters and cellular phones. If
the vehicle exhibits erratic behavior due to EMI, turn the controller off immediately and consult a
local service agent. PGDT accepts no liability for losses of any kind arising from failure to comply
with this condition.
It is the responsibility of the vehicle manufacturer to ensure that the vehicle complies with
appropriate National and International EMC legislation. PGDT accepts no liability for losses of
any kind arising from failure to comply with this condition.
3 Controller Identification
To aid identification, the controller’s nominal input voltage and output current rating (rms) are shown on the product’s serial
number label.
Throughout the remainder of this manual, all information and ‘controller’ references apply equally
to both C3 and C3-CAN, unless otherwise stated.
14 SK79834-04
4 Dimensions
The controller is constructed in a single frame size with dimensions as follows.
5 Mounting
5.1 General
Careful consideration should be given to the location chosen to mount the controller. Although the unit benefits from excellent
environmental protection, it is good engineering practice for the selected position to be clean and dry, to minimize shock,
vibration, temperature changes and exposure to water & contaminants. The mounting position should also provide free access
to all wiring and allow for the connection and removal of a programming device.
Secure the controller to the vehicle via all four M5 clearance holes provided. Failure to use all four mounting points may result in
a loss of performance. A flat, clean, metal surface will provide maximum heat dissipation and ensure full rated power output. If
desired, the controller’s thermal performance may be further improved by applying a thermal transfer compound between the
baseplate and the vehicle chassis. Airflow around the controller will also aid heat dissipation.
SK79834-04 15
Under strenuous driving conditions, it is possible for metal sections of the controller’s case to
exceed 41°C (106°F). Under such conditions, the vehicle manufacturer should ensure that either the
user cannot touch these surfaces, or that the user is warned not to touch these surfaces. While
41°C (106°F) is very close to normal body temperature, prolonged contact with surfaces above
41°C (106°F) can result in burns to the skin. PGDT accepts no liability for losses of any kind
arising from failure to comply with this condition.
5.1.1 Orientation
The recommended mounting orientation is shown below, however, alternative positioning will not affect functionality. If this
orientation is not possible, a cover should be provided to shield the controller.
5.1.2 Cable Routing
The cables to the controller must be routed and secured in such a way as to prevent damage, for example by chafing or
crushing, or exposure to solvents or other chemicals that may degrade the insulation. It is suggested that the cables are
mounted so that they loop up to the controller, therefore minimizing the flow of moisture into the connectors. Route wiring to
keep lengths as short as possible, especially the high current motor and battery cabling.
16 SK79834-04
6 Connections And Wiring
6.1 General
Study the data sheet for the applicable controller model to identify:
The output current, ratings and restrictions.
The connector pin assignments.
Recommendations for the cross-sectional area, ratings and materials for wiring are shown in Section 6.5. These depend on the
application. The vehicle manufacturer is responsible for establishing the suitability of the particular wiring arrangement used on
each application. PGDT can make general recommendations for wiring to the controller, but PGDT accepts no responsibility for
the wiring arrangement used.
The vehicle manufacturer must ensure that the connectors used are reliable under all operating conditions and are correctly
wired with no short circuits. Do not use unsuitable components - it may result in poor vehicle reliability. Refer to the following
illustrations for basic connection details.
The vehicle manufacturer is responsible for establishing the suitability of the particular wiring
arrangements used on the vehicle, for both normal use and stalled conditions. PGDT can make
general recommendations for wiring to the controller, but PGDT accepts no responsibility for, and
accepts no liability for, losses of any kind arising from the actual wiring arrangement used.
The vehicle manufacturer is responsible for ensuring that only the mating connectors specified by
PGDT on the controller’s data sheet or in this manual are used to connect to the controller. PGDT
The vehicle manufacturer is responsible for ensuring that suitable connectors are used and
securely mated throughout the vehicle wiring system and that the workmanship associated with
the wiring system is of a good enough quality. Failure to meet this condition could result in
intermittent operation, sudden stopping or veering, or even create a burn or fire hazard. PGDT
SK79834-04 17
6.2 Typical Wiring Configuration – C3
18 SK79834-04
6.2.1 Typical Wiring Configuration – C3-CAN
SK79834-04 19
6.3 Connectors
6.3.1 Battery & Motor
Five, M6 threaded terminals are provided for the battery and motor cables. These are identified as B+, B-, M1, M2 and M3.
Suitable screws, spring washers and plain washers for securing the high current wiring are supplied with each controller. PGDT
recommends the arrangement of screw, spring washer and plain washer as shown below.
Screws should not be tightened to more than 5.5Nm.
If alternate screws or bolts are used, it is essential that the thread insertion depth is no more
than 9mm. Damage to the controller may occur if this depth is exceeded.
When crimping the high current connections, the use of Furse FCT256 copper tube terminals is recommended.
PGDT can supply suitable terminals in kit form – part number D51264.
It is the responsibility of the vehicle manufacturer to ensure that the high current crimp
connections are suitable for use on the intended application. PGDT accepts no liability for losses
of any kind arising from failure to comply with this condition.
6.3.2 Control Connector
The Control Connector is a Molex ‘Mini-Fit Jr’ part.

The mating connector components are as follows:
Molex ‘Mini-Fit-Jr.’ 20-socket Receptacle: 39-01-2200
Molex ‘Mini-Fit-Jr.’ Crimp Terminal: 39-00-0039
These items can be purchased from PGDT in kit form – part number D51246.
Refer to Section 6.4 for crimping and extraction tool information.
6.3.3 Motor Feedback Connector
The Motor Feedback Connector is a Molex ‘Mini-Fit Jr’ part.

These items can be purchased from PGDT in kit form – part number D51247.
6.3.4 Programming / Display Connector
The controller Programming / Display Connector is a Molex ‘Mini-Fit Jr’ part.
20 SK79834-04
This connector should only be mated with a dedicated PGDT programming tool or display, i.e. the
PC Programmer, DTT, TruCharge Module or iGauge. PGDT accepts no liability for losses of any
kind arising from failure to comply with this condition.
PG Drives Technology can supply all of the mating connectors and crimps required by the
controller in kit format, part number D51248.
6.4 Crimping
Good quality crimping is essential in ensuring the long-term reliability of the vehicle’s electrical system. Poor quality crimps may
initially appear to be satisfactory but, over time, they may cause problems. It is recommended that crimp quality is maintained
by implementing the procedures detailed in IEC-60352-2 1990.
If insulated crimps are used, ensure the insulation is firmly pushed into place. If uninsulated crimps are used, it is recommended
that heatshrink or similar sleeving is used to insulate the barrel of the crimp terminal.
Defective or poor quality crimps may affect the warranty of the controller. PGDT accepts no
Hand tools for crimping the low current connections are available from Molex. The relevant part numbers are as follows.
Molex ‘Mini-Fit-Jr.’ Crimp Tool: 63819-0900

Molex ‘Mini-Fit-Jr.’ Extraction Tool: 11-03-0044
A hand tool for crimping the high current connections is available from Tyco Electronics. The relevant part number is as follows.
‘AMPOWER III’ Crimp Tool: 708777-4
Only use the exact tools as specified.
6.5 Wire Gauge and Types
The wiring arrangement used on a particular vehicle can greatly affect the current carrying capacities of individual wires.
Ambient temperature, grouping and wire length can all significantly de-rate cable performance and other factors such as
vehicle duty cycles and airflow should also be taken into consideration when selecting vehicle wiring.
PGDT recommends the use of BS6231 (UL 1015, 1028, 1283 or 1284 dependent on wire gauge), Tri-rated wire due to its superior
flexibility and 90/105°C temperature rating. The table below shows the minimum recommended wire sizes for the controller.
Battery Motor Control Motor Feedback

mm² AWG mm² AWG mm² AWG mm² AWG
25.0 3 25.0 3 0.22 23 0.22 23
These recommendations are derived from well proven field experience of various international vehicle manufacturers.
Nevertheless, these recommendations must be confirmed by carrying out suitable tests.
It is the responsibility of the vehicle manufacturer to ensure that all wire gauges are suitable for
the intended application. PGDT accepts no liability for losses of any kind arising from failure to
comply with this condition.
SK79834-04 21
6.6 Battery Connection
The controller’s ‘B+’ terminal should be connected to the line contactor (if fitted), as shown in the Typical Wiring Configuration
drawings.
The controller’s ‘B-’ terminal should be connected directly to battery negative.
6.6.1 Power Fuse
A suitable fuse must be fitted as close as possible to the battery positive supply.
6.6.2 Line Contactor
A suitable line contactor may be fitted between the controller and the battery positive supply. The line contactor’s coil is driven
via pin 10 of the 20-way Control Connector.
If the intended application does not require a line contactor, PGDT recommends fitting a 140Ω
10W pre-charge resistor between the battery positive supply and the controller’s B+ terminal. The
resistor will prevent excessive arcing when reconnecting the battery to the unit after charging.
6.6.3 Emergency Disconnect Switch
For certain vehicle types, safety legislation requires that an emergency battery disconnect switch or switches should be fitted in
the battery positive supply, in order to allow complete isolation of the vehicle’s electrical system from the battery. The location of
this switch or switches should be as stipulated in the appropriate legislative documentation.
It is the responsibility of the vehicle manufacturer to ensure appropriate fuses, line contactors
and emergency disconnect switches are used and that these devices are appropriately located.
PGDT accepts no liability for losses of any kind if inappropriate devices or arrangements are
used.
6.7 Motor Connection
The three motor connections are marked M1, M2 and M3. There is no convention as to how these relate to the phase windings
on individual motors, so the controller to motor connections are arbitrary. If, when a forward command is applied, the vehicle
drives in reverse, swap any two of the motor connections.
It is recommended that the high current wiring to the controller be kept as short as possible.
22 SK79834-04
6.8 Control Connector
The main low current connections for the controller are via a 20-way Molex ‘Mini-Fit-Jr.’ connector. To maximize versatility, the
Control Connector can be wired in many different ways to suit a range of vehicle functionality. Each method of connection is
individually described in the following section.
Pin Number Description

1 Analogue 1 Input
2 0V
3 Analogue 2 Input
4 Belly Button Switch
5 Tiller* (Switch 1)
6 Forward* (Switch 2)
7 Lift* (Switch 3)
8 Lower* (Switch 4)
9 Lift Contactor Coil
10 Line Contactor Coil
11 Analogue 1 High Reference
12 Potentiometer Low Reference
13 Analogue 2 High Reference
14 Inhibit 1* (Switch 5)
15 Profile Select* (Switch 6 / CANH)
16 Tiller Override* (Switch 7 / CANL)
17 Reverse* (Switch 8)
18 Lower / Hold Valve Coil
19 Proportional Valve Coil
20 Keyswitch (Switched B+)
*Default programming. See section 6.8.6 for further details.
SK79834-04 23
6.8.1 Throttle Configuration
Dependent on programming and controller type, the throttle can be configured to use either pins 1, 3 or 15 & 16 as the input
source to the controller.
6.8.1.1 Analogue 1 Input
Pin 1 will accept signals from the following sources.
The wiper of a 2-wire 5kΩ variable resistor.

The wiper of a 3-wire 1–10kΩ potentiometer.
A voltage supply, nominally 0-5V.
There are several programmable throttle configurations associated with the Analogue 1 Input and the wiring arrangement for
each is shown below. Refer to Chapter 2 for throttle programming details.
If a voltage source throttle is chosen, always use the controller’s ‘B-‘ terminal (or pin 2 of the 20-
way connector), for the throttle’s low supply, not the battery.

There are several programmable throttle configurations associated with the Analogue 2 Input and the wiring arrangement for
each is shown below. Refer to Chapter 2 for throttle programming details.
24 SK79834-04
6.8.1.3 CAN Input (C3-CAN Only)
Pins 15 & 16 will accept signals from the following source.
Data from a CAN tiller head.
The wiring arrangement is shown below. Refer to Chapter 2 for throttle programming details.
6.8.2 0 Volts
Pin 2 provides the battery negative connection for the Control Connector.
6.8.3 Speed Limiting Configuration
Dependent on programming and controller type, the speed limiting device can be configured to use either pins 1, 3 or 15 & 16
as the input source to the controller.

There are several programmable speed limit device configurations associated with the Analogue 1 Input and the wiring
arrangement for each is shown below. Refer to Chapter 2 for speed limit programming details.
If a voltage source speed limiting device is chosen, always use the controller’s ‘B-‘ terminal (or pin
2 of the 20-way connector), for the device’s low supply, not the battery.
SK79834-04 25

There are several programmable speed limiting device configurations associated with the Analogue 2 Input and the wiring
arrangement for each is shown below. Refer to Chapter 2 for speed limit programming details.
The wiring arrangement is shown below. Refer to Chapter 2 for speed limit programming details.
6.8.4 Lift/Lower Configuration (C3-CAN Only)
Dependent on programming, the lift / lower speed control device can be configured to use either pins 1, 3 or 15 & 16 as the
input source to the controller.

26 SK79834-04
There are several programmable lift / lower configurations associated with the Analogue 1 Input and the wiring arrangement for
each is shown below. Refer to Chapter 2 for lift / lower programming details.
If a voltage source lift / lower device is chosen, always use the controller’s ‘B-‘ terminal (or pin 2
of the 20-way connector), for the device’s low supply, not the battery.

There are several programmable lift / lower configurations associated with the Analogue 2 Input and the wiring arrangement for
each is shown below. Refer to Chapter 2 for lift / lower programming details.
If a voltage source lift / lower device is chosen, always use the controller’s ‘B-‘ terminal (or pin 2
of the 20-way connector), for the throttle’s low supply, not the battery.
The wiring arrangement is shown below. Refer to Chapter 2 for lift / lower programming details.
SK79834-04 27
6.8.5 Belly Button Switch
A ‘Belly Button’ is a safety feature used on pallet trucks, floorcare vehicles etc., which prevents the operator being trapped
between the vehicle and obstructions such as walls. It is normally a protruding switch, which is mounted on the control handle /
vehicle body at waist height and is automatically depressed by the operator’s body as the vehicle moves against the
obstruction. Once actuated, the vehicle stops and then automatically drives away from the obstruction at a set speed until the
button is released.
Pin 4 allows for the connection of a ‘local’ Belly Button switch, as follows.
C3-CAN controllers can also receive Belly Button data, via pins 15 & 16, from a CAN tiller head.
Refer to Chapter 2 for details.
The Belly Button switch has a number of programmable parameters associated with it; refer to Chapter 2 for details.
For a truly fail-safe system, PGDT recommend the use of a normally closed Belly Button switch.
It is the responsibility of the vehicle manufacturer to ensure the mechanical arrangement of the
Belly Button is suitable for the intended application. PGDT accepts no liability for losses of any
kind arising from the incorrect mechanical arrangement of the Belly Button or the type of Belly
Button switch used.
It is the responsibility of the vehicle manufacturer to ensure that the wiring of the Belly Button
switch and the programming of the Belly Button parameters are suitable for the intended
application. PGDT accepts no liability for losses of any kind arising from the incorrect wiring or
programming of the Belly Button function.
28 SK79834-04
6.8.6 Switch Inputs 1 – 8 (C3)
Pins 5 – 8 and pins 14 – 17 can be used to provide a variety of functionality, dependent on programming. All pins must switch to
0V, either via pin 2, or via the controller’s ‘B-’ terminal. The following illustrations show the typical use of each pin, however, full
versatility is provided by the controller’s Input Management functionality; refer to Chapter 2 for details.
6.8.6.1 Tiller Switch
Pin 5 is the default connection for a tiller or seat switch.
This connection is primarily intended to provide an interlock function i.e. for drive to commence the switch must be active, in
conjunction with throttle demand. For maximum versatility, this input has a number of programmable parameters associated with
it; refer to Chapter 2 for details.
For a truly fail-safe system, PGDT recommend the use of a normally open Tiller switch.
6.8.6.2 Forward Switch
Pin 6 is the default connection for a forward direction switch.
Unless the vehicle is using a wig-wag throttle, this switch must be closed in conjunction with throttle demand for forward drive to
commence.
6.8.6.3 Lift Switch
Pin 7 is the default connection for a lift switch, as follows.
When the switch is closed, the lift contactor coil, connected to pin 9, will be energized. When the switch is opened, the lift
contactor coil will be de-energized.
SK79834-04 29
6.8.6.4 Lower Switch
Pin 8 is the default connection for a lower switch, as follows.
When the switch is closed, the lower / hold valve coil, connected to pin 18, will be energized. When the switch is opened, the
lower / hold valve coil will be de-energized.
6.8.6.5 Inhibit 1 Switch
Pin 14 is the default connection for an Inhibit 1 switch.
When an inhibit input is active, it can be used to prevent or limit a combination of drive and/or hydraulic functions. For maximum
versatility, each input has a number of programmable parameters associated with it; refer to Chapter 2 for details.
Input Management functionality allows up to three Inhibit inputs to be configured. Refer to

Chapter 2 for details.
6.8.6.6 Profile Select Switch
Pin 15 is the default connection for a Profile Select switch.
The switch determines whether the controller will select the values programmed for Profile 1 or Profile 2, during drive. Refer to
Profile changes can occur in both drive and standby.
30 SK79834-04
6.8.6.7 Tiller Override Switch
Pin 16 is the default connection for a Tiller Override switch.
When active, the Tiller Override switch provides a means of overcoming the tiller interlock. The vehicle will be allowed to drive but
its speed will be restricted to the value set by Override Speed Limit.
This functionality is useful when trying to manoeuvre in a confined space, where it is necessary to operate the tiller in an upright
position.
6.8.6.8 Reverse Switch
Pin 17 is the default connection for a reverse direction switch.
Unless the vehicle is using a wig-wag throttle, this switch must be closed in conjunction with throttle demand for reverse drive to
commence.
6.8.7 Switch Inputs 1 – 8 (C3-CAN)
Pins 5 – 8, 14 and 17 can be used as above but pins 15 & 16 are reserved for the CAN connections. Tiller, Forward, Lift, Lower,
Inhibit 1 – 3, Profile Select, Tiller Override and Reverse can all be programmed to be sourced via the CAN input or via the Switch
1, Switch 2, Switch 3, Switch 4, Switch 5 or Switch 8 inputs. Refer to Chapter 2 for details.
6.8.8 Lift Contactor Coil
Pin 9 allows for the connection of a lift contactor coil, as follows.
When the lift switch is closed, the lift contactor coil will be energized. When the switch is opened, the lift contactor coil will be de-
energized.
The maximum current rating for this low-side output is 2A. No external coil suppression components are required.
When using C3-CAN, the lift contactor coil can also be energized by a lift / lower speed control
device, configured as a wig-wag input.
SK79834-04 31
6.8.9. Line Contactor Coil
Pin 10 allows for the connection of a line contactor coil, as follows.
The line contactor coil will be energized when the switch connected to pin 20 is closed or dependent on programming, when
the switch is closed and ‘drive’ is demanded. The line contactor coil will be de-energized when the switch is opened or
dependent on programming, shortly afterwards.
6.8.10 Lower / Hold Valve Coil
Pin 18 allows for the connection of a lower / hold valve coil, as follows.
For the standard C3 product, when the lower switch is closed, the lower valve coil will be energized. When the switch is opened,
the lower valve coil will be de-energized.
For C3-CAN, operation of this output will depend on the setting of Hydraulic Control Type.
6.8.11 Proportional Valve Coil (C3-CAN Only)
Pin 19 allows for the connection of a proportional valve coil, as follows.
When Hydraulic Control Type is set to ‘Proportional’, this output can be used to control lift and lower speeds. During lift, the
proportional valve is opened to divert a degree of fluid away from the Lift Cylinder. The amount of fluid diverted, corresponds to
the lift speed. During lowering, speed is controlled by the degree to which the valve is opened.
Pin 19 is unused on the standard C3 product.
32 SK79834-04
6.8.12 On/Off Keyswitch
Pin 20 is the keyswitch (Switched B+) input to the controller. It should be connected as follows.
When the keyswitch is opened, the line contactor (if fitted) will be de-energized.
An auxiliary fuse of sufficient value, 10A ‘slow-blow’ or less, should be connected between the battery positive supply and the
keyswitch. The position of the fuse should be as close as possible to the tap-off point for the keyswitch supply.
6.9 Motor Feedback Connector
The motor feedback connections for the controller are via a 6-way Molex ‘Mini-Fit-Jr.’ connector. Each connection is individually
described in the following section.

1 Encoder +
2 0V
3 Thermistor
4 Encoder 1
5 Encoder 2
6 Solenoid Brake Coil
6.9.1 Encoder +
Pin 1 is the 12V supply for a motor encoder. The maximum supply current from this pin is 20mA.
6.9.2 0V
Pin 2 provides a 0V connection for the motor encoder and thermistor.
6.9.3 Thermistor
Pin 3 should be connected directly to one side of the motor thermistor. No external components are required when using the
Philips KTY84 family.
The controller can be used with either positive or negative temperature coefficient thermistors.
If this input is not used, the parameters Motor Thermistor Cut-Off and Motor Thermistor
Foldback should be set to 0Ω.
SK79834-04 33
6.9.4 Encoder 1
Pin 4 should be connected to one of the motor encoder’s outputs. By convention, when the vehicle is moving forwards, this input
will be the leading pulse train.
6.9.5 Encoder 2
Pin 5 should be connected to the second motor encoder output. By convention, when the vehicle is moving forwards, this input
will be the lagging pulse train.
6.9.6 Solenoid Brake Coil
Pin 6 allows for the connection of a solenoid brake coil as follows.
During drive, the solenoid brake coil will be energized. When drive demand is removed and the vehicle speed has reached zero,
the solenoid brake coil will be de-energized.
If the solenoid brake coil draws less than 500µA, the controller will ‘trip’ with an open circuit
brake error.
6.10 Programming / Display Connector
The programming and display connection for the controller is via a 4-way Molex ‘Mini-Fit-Jr.’ connector.

1 0V
2 Switched B+
3 Tx
4 Rx
34 SK79834-04
7 Drive Motor
The controller is designed to work with all types of AC induction motors. In order to optimize the performance of the vehicle, the
controller must be matched to the motor’s characteristics. This ‘commissioning’ process can be implemented using the PC
Programmer, in conjunction with information shown on the motor nameplate, e.g. Rated Power, Rated Voltage etc. Refer to
If there are any doubts about the suitability of a particular motor type or advice on commissioning is required, please contact
PGDT.
The vehicle manufacturer is responsible for ensuring that the controller is matched to the motor.
Failure to do this may result in poor control characteristics, which in extreme instances can make
a vehicle uncontrollable and potentially unsafe. PGDT accepts no liability for losses of any kind
The vehicle manufacturer is responsible for always ensuring that any replacement motors or
gearboxes are fully compatible with the originals that the controller was designed to match.
Users or service personnel must not move a controller from one vehicle type to install it on a
different vehicle type. Controllers with different part numbers may have both hardware and
software differences to ensure that they are compatible with the electrical and dynamic
characteristics of their specific target vehicles. The characteristics of one type of controller may
not be compatible with a different vehicle. Failure to observe this warning could result in an
unsafe set-up for the vehicle user and may create a fire hazard depending on the motors, wiring,
connectors and circuit breakers installed on the unauthorized vehicle. PGDT accepts no liability
for losses of any kind arising from failure to comply with this condition.
7.1 Gradient Performance
To achieve the best performance on a gradient, it is desirable to minimize the roll-back and roll-forward of the vehicle. The
controller features an advanced ‘Hill-Hold’ function that detects if a vehicle is rolling on an incline and then drives the motor in the
opposite direction to effect a standstill. Refer to Chapter 2 for details.
8 Batteries
The controller is designed for operation with 24V lead acid batteries. The batteries may be wet or gel electrolyte types.
SK79834-04 35
9 Battery Discharge Indicator
9.1 iGauge
The iGauge (D50795) is a combined battery status indicator, hour meter and diagnostic LCD display. All information displayed on
the iGauge is received serially from the controller.
9.1.1 LCD Display
The general arrangement of the LCD, showing its integral elements, is pictured below.
9.1.2 Installation
The iGauge should be mounted in a 52mm ± 0.4mm diameter panel cut-out and secured with the ‘U-clamp’ and plastic nuts
provided. The minimum and maximum allowable panel thickness is 0.8mm and 7mm respectively.
36 SK79834-04
9.1.3 Connection
Connect the iGauge to the controller’s dedicated four-way connector, as shown in the following table.
iGauge Pin Number Function Controller Pin Number

1 0V 1
2 Switched Battery 2
3 Rx / Tx 3
4 Tx / Rx 4
If pins 3 & 4 are transposed, the iGauge’s Service icon and integral red LED will flash once every
3 seconds to indicate a Tx/Rx wiring fault.
The iGauge Connector and Controller Display Connector are both Molex ‘Mini-Fit Jr.’ parts.

These items can be purchased from PGDT in kit form – part number ‘D51044’.
9.1.4 Operation
9.1.4.1 Standby Mode
When the vehicle keyswitch is in the ‘Off’ position, the iGauge LCD, backlight and error LED will also be off.
9.1.4.2 Normal Operation
When the vehicle keyswitch is in the ‘On’ position, the iGauge will indicate the battery status and accumulated ‘drive’ time. If all
10 segments of the Battery Discharge Indicator (BDI) are displayed, the batteries are fully charged. As the battery gradually
discharges during vehicle use, the number of segments shown will decrement one by one.
SK79834-04 37
The parameters Battery Charged Voltage and Battery Lockout Voltage set the levels required to
show 10 segments and 1 segment respectively.
If either service time has been exceeded, the Service icon will also be displayed on the iGauge.
The Service icon will be flashed at a rate of 1Hz if either of the service overdue times has been
exceeded.
9.1.4.3 Service Timer Display
When the iGauge is first powered-up, the number of hours remaining until the value set by ‘Drive Service Time’, will be displayed
for approximately 5 seconds. This is indicated by the Service icon to the left of the timer. A negative value implies that ‘Drive
Service Time’ has been exceeded.
The Service Timer Display will not be shown if ‘Drive Service Time’ has been set to 0h.
9.1.4.4 High Pedal Disable Display
If one of the system components, checked at power-up*, is ‘active’, a high pedal disable error will be indicated. The iGauge BDI
will repeatedly ripple from 0 segments to 10 segments and then back to 0 segments. After a short time, the Error Display will be
shown. The iGauge’s red LED will also flash at 1Hz throughout.
*Refer to Chapter 2, Section 14.
The Service icon and the number of hours remaining until the value set by ‘Drive Service Time’,
will also be displayed whilst the BDI is rippling.
9.1.4.5 Error Display
If an error occurs, the iGauge will display and flash the relevant 4-digit diagnostic code, the Service icon and the integral red LED,
at 1Hz.
A specific number of BDI ‘bars’ will also be flashed at the same frequency to indicate the trip ‘type’.
Refer to Chapter 3 for more information on ‘trip types’ and individual diagnostic codes.
38 SK79834-04
9.2 TruCharge
The Universal TruCharge Gauge (D50826) is a low cost battery status indicator, which also provides basic diagnostic information.
The gauge is supplied with a cable and gasket. The module has an IPX5 ingress protection rating.
9.2.1 Installation
The TruCharge Gauge should be mounted in a 38mm x 24mm (± 0.4mm) panel cut-out and secured with M3 hardware as
illustrated below.
SK79834-04 39
9.2.2 Connection
Connect the TruCharge Gauge to the controller’s dedicated four-way connector, as shown in the following table.
TruCharge Connector Function Controller Pin Number

1 Switched Battery 2
2 Tx 3
3 0V 1
4 ESD --
Pin 4 is an optional ESD drain path connection that may not be required. If used, a varistor
should be connected between the ESD pin and the vehicle’s metalwork. A suitable device is
manufactured by Harris, type GE-MOV V82ZA2.
The TruCharge Connector and Controller Display Connector are both Molex ‘Mini-Fit Jr.’ parts.

These items can be purchased from PGDT in kit form – part number ‘D51044’.
9.2.3 Operation
9.2.3.1 Standby Mode
When the vehicle keyswitch is in the ‘Off’ position, the TruCharge Gauge will also be off.
40 SK79834-04
9.2.3.2 Normal Operation
When the vehicle keyswitch is in the ‘On’ position, the TruCharge Gauge will indicate the battery status. If all 10 segments of the
gauge are lit, the batteries are fully charged. As the battery gradually discharges during vehicle use, the number of segments
shown will decrement one by one.
The parameters Battery Charged Voltage and Battery Lockout Voltage set the levels required to
show 10 segments and 1 segment respectively.
9.2.3.3 High Pedal Disable Display
If one of the system components, checked at power-up*, is ‘active’, a high pedal disable error will be indicated. The TruCharge
Gauge will repeatedly ripple from 0 segments to 10 segments and then back to 0 segments. After a short time, 7 segments will
be flashed to indicate the error ‘type’. Refer to Chapter 3 for further details.
*Refer to Chapter 2, Section 14.
9.2.3.4 Error Display
If an error occurs, the TruCharge Gauge will flash a specific number of segments to indicate the trip ‘type’.
Refer to Chapter 3 for more information on trip ‘types’ and individual diagnostic codes.
SK79834-04 41
10 Electromagnetic Compatibility (E.M.C.)
The controller has been tested for compliance with the EMC requirements of EN12895:2000. The guidelines in this section will help
to ensure that the vehicle installation will meet these requirements. Consideration should be given to EMC and the relevant tests
should be performed as early as possible in the design phase.
10.1 Emissions
Observe the following recommendations to minimize radio frequency emissions.
10.1.1 Cables
Screened battery and motor looms are not required, but where possible, follow the advice below.
Keep the length of all wiring to a minimum.
Make sure the loop area of the wiring is minimized. Route the motor wires together.
Route the battery positive and negative wires together. Where possible, route the battery and motor looms
together.
Secure the motor and battery looms to the vehicle frame over as much of their length as is practical.
Do not use the controller connectors as junction points for the battery connections. Separate junction points
away from the controller should be provided for other electrical vehicle functions.
10.2 Immunity
The controller has been stringently tested for susceptibility to electromagnetic radiation over the frequency range 20 MHz to 1
GHz.
Follow the recommendations in Section 10.1 to ensure maximum immunity to electromagnetic radiation.
11 Electro-Static Discharge (E.S.D.)
With electronic control systems being installed in more small electric vehicle applications it is important to understand how to
prevent ESD (Electrostatic Discharge) damaging or disrupting systems.
Electrostatic Discharges occur when a charged body comes into close contact with an electrically conductive surface. In the
case of a vehicle the causes are:
A charged operator touching the control panel or vehicle.
The vehicle becoming charged and touching an operator or obstacle.
One part of the vehicle becoming charged through movement or operation and a flashover occurring to another part
of the vehicle or electrical system.
When a discharge occurs the currents flowing can be very high with a very fast rise time. This may cause damage or disruption to
the control system either directly or indirectly via transient coupling effects.
In all cases prevention of the prime cause is better than cure. Although measures can be taken to route ESD away from sensitive
areas or protection components added to the system, subtle changes to the system often make cures unreliable. Different
batches of components, slightly different wiring paths or atmospheric conditions etc. will make the system behave differently.
Designing ESD protection is concerned with the performance of the complete operating system, not the individual components.
Items, which are exposed to the outside world, must normally be protected against high ESD voltages and currents. ‘Under-
bonnet’ is either concerned with preventing charge build up or preventing flashover under ESD transient conditions.
42 SK79834-04
There are various international standards currently under development for this aspect of the system’s performance. The controller
is tested to IEC 61000-4-2.
11.1 Electrical Masses
In most electric vehicle systems there are several large electrically conductive masses. The first is the electrical wiring system itself,
including the control system and battery. The others are any electrically conductive mass around the vehicle. The major one will
be the chassis or other major parts of the structure. However, not only can the chassis on some vehicles be non-conductive
(plastic, GRP) but there are often sub-chassis or large metallic components which are electrically isolated from each other.
Each of these electrically conductive masses may become charged by various means. If the charge voltage becomes
sufficiently high then a flashover to another electrically conductive mass such as the electrical system can occur. The
electrostatic discharge produced by this method can be very large and damaging.
Items such as motor cases are also electrically conductive masses that can charge up and cause flashover.
Flashover can either take the form of intermittent large-scale events or as continuous small discharges depending on the voltage
and charge levels. The latter can be the cause of failure when conducting radiated emissions testing for EMC approvals.
11.2 Prevention of Flashover
Prevention mainly concerns preventing differential charge build up on all the different electrical masses around the vehicle. The
electrically conductive masses comprise the electrical system and any large metallic masses around the vehicle such as the
sub-chassis and large electrical components etc.
There are two main methods.
1) Provide electrically conductive discharge or drain paths between the electrically conductive masses around the vehicle.
This is best achieved by providing a drain wire, which connects all the electrically conductive masses around the vehicle
together. The path of the wire or wires should be kept as short as possible. In some applications a resistor of a suitable value may
be inserted in all or one of these lines. Varistors may also be used in some applications.
Resistors can prevent large ESD currents flowing that may cause unpleasant shocks to operators but at the same time prevent
differential charge build up occurring.
Varistors appear open circuit to battery voltages but will limit charge build up to a safe level. They can be used where a battery
ground circuit is the only drain path available.
2) Prevent charge build up.
The action of the vehicle travelling over certain surfaces or certain actions carried out by the vehicle may cause a significant
charge build up by all or part of the vehicle. Static dissipating straps, wheel materials or careful material selection can reduce or
prevent charge build up.
11.2.1 Control Panels
Control panels and their components should be made from non-conductive materials in order to prevent any form of
electrostatic discharge. This not only protects the control system but also prevents the operator experiencing shocks.
If the panels are made from a conductive material then a drain wire must be connected to the main chassis or other
conductive masses around the vehicle. On some designs the only available solution is to connect the panel to a battery ground
via a varistor. However, ESD may still cause disruption to the signals from the control panel as large discharges will cause
disturbances in the ground line.
Where conductive user control systems are used (e.g. metal toggle switches) the body must be connected to the panel
(assuming it is conductive). If the control panel is not conductive then the body of the control must be connected to the chassis
by drain wire or battery ground via a varistor. Some user control systems will be unsuitable, as they will provide an ESD path to and
from the outside world (perhaps by a hidden path) but no means of providing a drain path.
Membrane keyboards can provide a high degree of protection. However, they must be made of sufficiently thick material (the
supplier should be able to advise). Other design details such as ensuring the switch tracks are well away from the edge of the
keyboard and providing conductive barrier tracks can also improve reliability.
SK79834-04 43
11.2.2 Electrical System to Chassis Paths
It is important to provide an ESD discharge path between the electrical/control system and any electrically conductive masses in
close proximity to it (chassis etc.). Failure to do say may result in uncontrolled flashovers leading to damage or malfunction.
All PGDT control systems incorporate conduction paths between the battery 0V connection and the heatsink/case. The screws
that mount the controller case or heatsink to the vehicle chassis or metalwork normally complete the circuit path between
electrical system and chassis. If the control system is mounted on a non-conductive surface then another means of providing the
circuit path must be provided.
PGDT control systems either incorporate an internal varistor or resistor in series with the battery 0V to heatsink/case connection. The
resistor is adequate for most purposes. However, if system ESD tests show a problem then a varistor should be fitted externally.
11.2.3 Electrical Components
Large electrical components such as motor casings can store appreciable amounts of ESD energy if they are not grounded. This
can flash over to sensitive circuitry. If a separate drain wire is not possible then a drain resistor or varistor connected to a power
circuit connection can be used. However, issues such as circuit isolation, potential standby battery drain and noise propagation
must be considered.
11.2.4 Ensuring Repeatability
Various precautions should be taken to ensure repeatable protection from ESD. Connections to ESD drain wires etc. should not be
made through painted surfaces. The routing of drain wires must be consistent. Any significant modifications to components or
routings should be tested for its effect on ESD performance.
11.2.5 Drain Path Components
There are various options on providing drain paths for ESD.

Drain Wires
These components are not suitable for use in ESD discharge paths.
Advantages – low cost, low impedance, maximizes protection from ESD by minimizing transients.
Disadvantages – ESD currents can be high and unpleasant if experienced by operators. Connecting to a battery
terminal may compromise safety, as chassis components etc. will become ‘live’. Drain wires may also contribute to
ground loops in some systems or compromise EMC performance.
Resistors
Resistors provide a suitable discharge path for charges occurring or generated between the electrical masses of the system.
Typical values range from 10mΩ to 10kΩ.
Advantages – can limit ESD discharge currents (unless a flashover occurs) to operators etc. Can be used in series with
drain paths to battery ground (0V) terminals as chassis isolation is provided, however, leakage currents must be at a
safe level. Resistors also limit the possibility of creating ground loops or propagating electrical noise (compromising
EMC performance).
Disadvantages – do not provide a low impedance path for ESD so may be ineffective when large ESD discharges
occur.
Varistors
These components provide an effective ESD path where isolation from battery voltages is required. The varistor continuous
voltage rating is normally around twice the battery voltage (1.5 times minimum). Harris varistor type V82Z2 has proven effective in
many 24V applications.
Advantages – provides circuit isolation and low impedance.
Disadvantages – the low impedance implies that varistors will not protect operators from large discharge currents.
44 SK79834-04
Capacitors & Inductors

These components are not suitable for use in ESD discharge paths. Capacitors tend to offer protection by breaking down and
operating like a varistor; by implication the capacitor is progressively damaged. Inductors have a high impedance to fast
transients. However, ferrite beads may provide some additional protection where other solutions prove marginal.
Spark Gaps
Spark gaps designed into PCBs may provide some very useful, front line defence against large ESD discharges. However, they
need careful design, a low impedance ground connection and their performance will vary with surface finish and
contamination.
12 Production Tests
Perform the following tests, in order, on each vehicle before dispatch.
These tests should be conducted in an open space and for ride-on vehicles a restraining device
such as a seat belt should always be used. PGDT accepts no liability for losses of any kind
12.1 Mounting
Make sure that the controller is securely mounted. Do not overtighten any securing screws.
12.2 Cables and Connectors
Check all cables and connectors for damage. Make sure that all connectors are securely mated.
12.3 Programmable Settings
Make sure that the controller is using the correct program settings for the applicable vehicle.
12.4 Operational Test
This test should be carried out on a level floor with at least one meter clear space around the vehicle.
Switch on the controller.
Check that the gauge (if fitted) remains on, or flashes slowly, after one second.
Go to drive the vehicle slowly in the forward direction until the solenoid brake (if fitted) operates. The vehicle
may start to move.
Immediately release the throttle. The solenoid brake (if fitted) should operate as soon as the vehicle speed
reaches zero.
Repeat the test in the reverse direction.
12.5 Test Drive
Drive the vehicle and make sure that it operates correctly for all positions of the user controls.
SK79834-04 45
46 SK79834-04
PG DRIVES TECHNOLOGY C3 & C3-CAN TECHNICAL MANUAL – PROGRAMMING
CHAPTER 2 – PROGRAMMING
SK79834-04 47
C3 & C3-CAN TECHNICAL MANUAL – PROGRAMMING PG DRIVES TECHNOLOGY
48 SK79834-04
1 Introduction
This chapter details the function of each of the controller’s programmable parameters.
Programming should only be conducted by electronic service professionals with an in-depth

knowledge of PGDT controllers. Incorrect programming could result in an unsafe set-up of a
vehicle for a user. This chapter must be fully read and understood before programming is
attempted. PG Drives Technology accepts no liability for losses of any kind arising from failure to
comply with these conditions.
1.1 PC Programmer
The PC Programmer is a Windows™ based software package that allows parameters to be viewed, edited, saved as files and
copied between control systems. Parameters can be modified off-line and saved, creating new control system variants instantly
and remotely. Whole sets of parameters can be transferred from programmer to control system, or vice-versa by a single
command. In addition to intuitive programming, the PC Programmer also provides invaluable diagnostic support and a
‘password protection’ utility, which makes it suitable for ‘end-of line’ programming.
For details of how to use the PC Programmer, please refer to the documentation supplied with the software, SK80077.
1.2 Diagnostic Test Tool
The Diagnostic Test Tool (DTT) is a handheld programmer designed specifically to assist Service Engineers. The DTT allows the user
to access, program and share controller specific files in a convenient and effective way. In addition to its programming
capabilities, the DTT can read real-time controller information for effective system fault-finding, as well as access timers and
diagnostic logs. Program files can be stored locally or on external devices, such as memory sticks.
For details of how to use the DTT, please refer to the documentation supplied with the product, SK79393.
SK79834-04 49
2 Programmable Parameters
The controller’s programmable parameters & memory functions are separated below into workable groups for ease of reference.
The ‘Nameplate’ settings MUST be programmed before drive can commence.
Care should be taken when adjusting parameters, whilst on a gradient. PGDT advise that the
mechanical handbrake (if fitted) is applied during reprogramming.
Parameters marked with an asterisk should be given special attention.
Speeds (Profiles 1 & 2) – Section 3

Maximum Forward Speed Minimum Forward Speed
Maximum Reverse Speed Minimum Reverse Speed
Maximum Forward Acceleration Minimum Forward Acceleration
Maximum Reverse Acceleration Minimum Reverse Acceleration
Maximum Forward Deceleration Minimum Forward Deceleration
Maximum Reverse Deceleration Minimum Reverse Deceleration
Maximum Forward Fast Brake Minimum Forward Fast Brake
Maximum Reverse Fast Brake Minimum Reverse Fast Brake
Advanced – Section 4
End Taper Rate End Taper Threshold
Start Taper Rate Start Taper Threshold
Velocity Loop Integral Gain Velocity Loop Proportional Gain
Battery – Section 5
Battery Charged Voltage Battery Gauge Damping Time
Battery Gauge Reset Voltage Battery Gauge Type
Battery Lockout Voltage Low Battery Flash Level
Low Battery Lift Lockout Low Battery Lower Lockout
Low Battery Speed Limit Low Voltage Cut-Out
Low Voltage Time
Belly Button – Section 6
Belly Button Acceleration Belly Button Active State
Belly Button Deceleration Belly Button Drive Direction
Belly Button High Threshold Belly Button Low Threshold
Belly Button Speed Belly Button Time
Commission – Section 7
Absolute Minimum Current Motor Parameters 1 to 9
50 SK79834-04
General – Section 8
Brake Fault Detect* Diagnostic Flash Sequence
Line Contactor Delay Line Contactor Fault Detect*
Line Contactor Interlock Profile Select Switch Debounce
Profile Select Switch Normally Open
Hydraulics – Section 9
Hydraulic Control Type Hydraulic/Drive Interlock
Hold Valve Close Time Hold Valve Open Time
Hold Valve Operation Invert Lift/Lower
Lift Acceleration Lift Contactor Open Circuit Test Enable
Lift Deceleration Lift/Lower Deadband
Lift/Lower Gain Lift/Lower High Voltage Trip
Lift/Lower Interlock Lift/Lower Interlock Threshold
Lift/Lower Low Voltage Trip Lift/Lower Midpoint Demand
Lift/Lower Type Lift Switch Debounce Time
Lower Acceleration Lower Deceleration
Lower Switch Debounce Time Lower/Hold Valve Open Circuit Test Enable
Maximum Lift Speed Current Maximum Lower Speed Current
Minimum Lift Speed Current Minimum Lower Speed Current
Proportional Valve Close Time Proportional Valve Open Circuit Test Enable
Proportional Valve Open Time Proportional Valve Pulse Current
Proportional Valve Pulse Period Pump Start Time
Pump Stop Time
Inhibits (1, 2 & 3) – Section 10
Debounce Latch
Speed Limit Switch Type Normally Open
Target
Input Management – Section 11
CAN Tiller Type Input Source – Lift/Lower
Input Source – Speed Limit Input Source – Throttle
Switch Source – Belly Button Switch Source – Forward
Switch Source – Inhibit 1 Switch Source – Inhibit 2
Switch Source – Inhibit 3 Switch Source – Lift
Switch Source – Lower Switch Source – Profile Select
Switch Source – Reverse Switch Source – Tiller
Switch Source – Tiller Override
SK79834-04 51
Motor – Section 12
Current Foldback Level Current Foldback Threshold
Current Foldback Time Encoder Pulses Per Revolution*
Encoder Signal Swap Hill-Hold Acceleration
Hill-Hold Enable Hill-Hold Speed
Hill-Hold Time* Maximum Motor Speed
Motor Cooling Time Motor Thermistor Cut-Off
Motor Thermistor Foldback Rated Torque Boost
Nameplate – Section 13
Motor Poles Power Factor
Rated Current* Rated Frequency*
Rated Power* Rated Speed*
Rated Voltage*
Power-Up – Section 14
Check Direction Switches At Power-Up Check Lift/Lower Input At Power-Up
Check Lift/Lower Switches At Power-Up Check Profile Select At Power-Up
Check Throttle At Power-Up Check Tiller At Power-Up
Throttle – Section 15
Direction Switch Debounce Invert Throttle
ISO Tests* Speed Limit High Voltage Trip
Speed Limit Low Voltage Trip Speed Limit Type
Throttle Deadband Throttle Gain
Throttle High Voltage Trip Throttle Low Voltage Trip
Throttle Midpoint Demand Throttle Type
Tiller – Section 16
Drive Sequence Override Speed Limit
Tiller Override Switch Debounce Tiller Override Switch Normally Open
Tiller Switch Debounce Tiller Switch Deceleration
Tiller Switch Delay Tiller Switch Speed Limit
Timers – Section 17
Clear Timers Drive Service Overdue Time
Drive Service Speed Limit Drive Service Time
Keyswitch Service Overdue Time Keyswitch Service Speed Limit
Keyswitch Service Time Read Timers
Memory Functions – Section 18
Clear Control Log Clear System Log
Read Control Log Read System Log
52 SK79834-04
3 Speeds
The following parameters can be used to create two separate ‘Drive Profiles’.
If Input Source – Speed Limit is set to ‘None’, only the ‘Maximum’ values are applicable.
3.1 Maximum Forward Speed – Profile 1 / 2
This parameter sets the maximum forward speed of the vehicle, when the throttle is fully deflected and the Speed Limit input is at
100%.
The adjustable range is 0% to 100% in steps of 1%.
100% corresponds to the maximum permitted rotational speed of the motor, as set by Maximum Motor Speed (see Motor
section).
Ensure the stability of the vehicle is maintained, especially when cornering at the programmed
Maximum Forward Speed.
3.2 Minimum Forward Speed – Profile 1 / 2
This parameter sets the minimum forward speed of the vehicle, when the throttle is fully deflected and the Speed Limit input is at
0%.
This value should not be set higher than that programmed for Maximum Forward Speed.
3.3 Maximum Reverse Speed – Profile 1 / 2
This parameter sets the maximum reverse speed of the vehicle, when the throttle is fully deflected and the Speed Limit input is at
100%.
100% corresponds to the maximum permitted rotational speed of the motor, as set by Maximum Motor Speed (see Motor
section).
3.4 Minimum Reverse Speed – Profile 1 / 2
This parameter sets the minimum reverse speed of the vehicle, when the throttle is fully deflected and the Speed Limit input is at
0%.
This value should not be set higher than that programmed for Maximum Reverse Speed.
3.5 Maximum Forward Acceleration – Profile 1 / 2
This parameter sets how quickly the vehicle will reach Maximum Forward Speed from a standby condition, when the throttle is fully
deflected and the Speed Limit input is at 100%.
The adjustable range is 0.1s to 10.0s in steps of 0.1s.
Setting this value too low could cause the vehicle to tip when accelerating up a slope.
SK79834-04 53
3.6 Minimum Forward Acceleration – Profile 1 / 2
This parameter sets the acceleration rate of the vehicle at Minimum Forward Speed. The programmed value sets the theoretical
time the vehicle would take to reach Maximum Forward Speed from a standby condition, when the throttle is fully deflected and
the Speed Limit input is at 0%. The change in acceleration rate as the speed limiting potentiometer is moved from its minimum
to maximum position is linear.
3.7 Maximum Reverse Acceleration – Profile 1 / 2
This parameter sets how quickly the vehicle will reach Maximum Reverse Speed from a standby condition, when the throttle is fully
deflected and the Speed Limit input is at 100%.
3.8 Minimum Reverse Acceleration – Profile 1 / 2
This parameter sets the acceleration rate of the vehicle at Minimum Reverse Speed. The programmed value sets the theoretical
time the vehicle would take to reach Maximum Reverse Speed from a standby condition, when the throttle is fully deflected and
the Speed Limit input is at 0%. The change in acceleration rate as the speed limiting potentiometer is moved from its minimum
to maximum position is linear.
3.9 Maximum Forward Deceleration – Profile 1 / 2
This parameter sets how quickly the vehicle will brake from Maximum Forward Speed to a standby condition, when the throttle is
released and the Speed Limit input is at 100%.
If there is any possibility of the user falling from a ride-on vehicle as a result of a sudden braking
action, it is imperative that a restraining device such as a seat belt is supplied with the vehicle
and that it is in use at all times when the vehicle is in motion. PGDT accepts no liability for losses
3.10 Minimum Forward Deceleration – Profile 1 / 2
This parameter sets the deceleration rate of the vehicle at Minimum Forward Speed. The programmed value sets the theoretical
time the vehicle would take to brake from Maximum Forward Speed to a standby condition, when the throttle is released and the
Speed Limit input is at 0%. The change in deceleration rate as the speed limiting potentiometer is moved from its minimum to
maximum position is linear.
3.11 Maximum Reverse Deceleration – Profile 1 / 2
This parameter sets how quickly the vehicle will brake from Maximum Reverse Speed to a standby condition, when the throttle is
released and the Speed Limit input is at 100%.
Setting this value too low may cause the vehicle to tip when stopping, whilst reversing down a
slope.
54 SK79834-04
3.12 Minimum Reverse Deceleration – Profile 1 / 2
This parameter sets the deceleration rate of the vehicle at Minimum Reverse Speed. The programmed value sets the theoretical
time the vehicle would take to brake from Maximum Reverse Speed to a standby condition, when the throttle is released and the
Speed Limit input is at 0%. The change in deceleration rate as the speed limiting potentiometer is moved from its minimum to
maximum position is linear.
3.13 Maximum Forward Fast Brake – Profile 1 / 2
This parameter sets how quickly the vehicle will brake from Maximum Forward Speed to a standby condition, following a full
reverse throttle application, with the Speed Limit input at 100%. Smaller reverse throttle applications will result in proportionally
longer deceleration times. Maximum Forward Deceleration will be applied if no reverse throttle movement is detected, i.e. the
throttle is simply released.
3.14 Minimum Forward Fast Brake – Profile 1 / 2
This parameter sets the deceleration rate of the vehicle at Minimum Forward Speed, following a full reverse throttle application.
The programmed value sets the theoretical time the vehicle would take to brake from Maximum Forward Speed to a standby
condition, following a full reverse throttle application, with the Speed Limit input at 0%. The change in Fast Brake rate as the
speed limiting potentiometer is moved from its minimum to maximum position is linear.
3.15 Maximum Reverse Fast Brake – Profile 1 / 2
This parameter sets how quickly the vehicle will brake from Maximum Reverse Speed to a standby condition, following a full
forward throttle application, with the Speed Limit input at 100%. Smaller forward throttle applications will result in proportionally
longer deceleration times. Maximum Reverse Deceleration will be applied if no forward throttle movement is detected, i.e. the
throttle is simply released.
slope.
3.16 Minimum Reverse Fast Brake – Profile 1 / 2
This parameter sets the deceleration rate of the vehicle at Minimum Reverse Speed, following a full forward throttle application.
The programmed value sets the theoretical time the vehicle would take to brake from Maximum Reverse Speed to a standby
condition, following a full forward throttle application, with the Speed Limit input at 0%. The change in Fast Brake rate as the
speed limiting potentiometer is moved from its minimum to maximum position is linear.
SK79834-04 55
4 Advanced
These parameters should not normally require adjustment, however, on some specific applications, they may be used to fine-
tune performance.
4.1 End Taper Rate, End Taper Threshold, Start Taper Rate & Start Taper Threshold
These parameters ‘soften’ the programmed acceleration and deceleration rates.
Speed (%)
End Taper Rate

Target
Speed
End Taper
Threshold / 2
Start Taper
Start Taper Rate
Threshold / 2
Start
Speed
Start Taper End Taper
Demand
Applied Time
At the beginning of the start taper, the controller immediately applies Start Taper Rate and then exponentially increases the curve
until the target linear rate is achieved, e.g. Maximum Forward Acceleration. The target rate is reached at a speed which is half
the Start Taper Threshold away from the starting speed
The controller will always apply the start taper as it starts to accelerate from a steady speed.
When an end taper is applied, the controller will start to exponentially decrease the current rate, at a speed which is half End
Taper Threshold away from the target speed. It will continue to exponentially decrease until End Taper Rate is reached
The controller will apply the end taper when it ends an acceleration targeting a steady speed or as it ends a deceleration
targeting a steady speed. The controller will not apply a taper as it starts to decelerate from a steady speed.
When the speed is less than 10%, the taper rates are as programmed, however, as the speed
rises, the tapers rates are gradually reduced until at 30% speed, they are reduced by a factor of
4. This applies in both forward and reverse to start and end tapers.
The adjustable range of each parameter is shown below.
End Taper Rate Adjustable between 1% and 100% in steps of 1%.

End Taper Threshold Adjustable between 1% and 100% in steps of 1%.
Start Taper Rate Adjustable between 1% and 100% in steps of 1%.
Start Taper Threshold Adjustable between 1% and 100% in steps of 1%.
56 SK79834-04
4.2 Velocity Loop Integral Gain, Velocity Loop Proportional Gain
These parameters set the gain of the proportional and integral fractions of the PI slip control.
Correct selection of these values will result in smooth vehicle performance. Setting the gains too low will mean a slower response
to load or throttle steps. Settings that are too high will give a jerky drive feel, accompanied by vehicle oscillation. As there are a
number of factors that will affect performance, e.g. vehicle mass, damping, motor characterization etc., optimum settings can
only be achieved through empirical testing.
The default values for the controller have been set with the target application in mind, i.e. a Class 3 pallet truck, so should not
usually require adjustment.
Generally speaking, the ‘P’ and ‘I’ gains determine the high and low speed responses respectively. If the vehicle drive feels jerky
at high speed, reduce the ‘P’ gain first. If the vehicle approaches standstill, overshoots, reverses and oscillates, reduce the ‘I’ gain.
There may be some oscillation at standstill, inherent in the vehicle, e.g. due to the suspension,
large rubber wheels, gearbox backlash etc. If in doubt, contact PGDT for further advice.
Velocity Loop Integral Gain Adjustable between 0 and 65,535 in steps of 1.

Velocity Loop Proportional Gain Adjustable between 0 and 65,535 in steps of 1.
5 Battery
5.1 Battery Charged Voltage
This parameter sets the voltage at which the Battery Discharge Indicator (BDI) will show a fully charged battery, i.e. 10 bars.
The adjustable range is 23.0V to 28.0V in steps of 0.1V.
5.2 Battery Gauge Damping Time
This parameter sets the damping period for the BDI. A higher value will result in a more heavily damped response.
The adjustable range is 60s to 600s in steps of 10s.
5.3 Battery Gauge Reset Voltage
This parameter determines the voltage level that will reset the BDI to display 10 bars at power-up.
5.4 Battery Gauge Type
This parameter determines the type of gauge the controller will expect at start-up.
The programmable options are ‘0’, ‘1’ or ‘2’.
If set to 0, no gauge will be expected.
If set to 1, a TruCharge gauge will be expected.
If set to 2, an iGauge will be expected.
SK79834-04 57
5.5 Battery Lockout Voltage
The controller is capable of inhibiting various vehicle functions, should the battery voltage fall below a certain level. This helps to
prevent damage to batteries, caused by deep discharging.
This parameter sets the voltage at which the BDI will display 1 bar. At this point, lift, lower and drive functions can be individually or
collectively inhibited.
5.6 Low Battery Flash Level
This parameter sets the point at which the BDI will start to flash, to signal a low battery condition.
The programmed value corresponds to the number of bars shown on the BDI. For example, if set to ‘2’, the BDI will start to flash
when the gauge drops to 2 bars.
The adjustable range is 1 to 10 in steps of 1.
5.7 Low Battery Lift Lockout
This parameter determines if the vehicle’s lift function will be inhibited, once the BDI displays 1 bar.
The programmable options are ‘Yes’ or ‘No’.
5.8 Low Battery Lower Lockout
This parameter determines if the vehicle’s lower function will be inhibited, once the BDI displays 1 bar.
If Low Battery Lift Lockout has been set to ‘No’, this parameter must also be set to ‘No’.
5.9 Low Battery Speed Limit
This parameter sets the vehicle’s speed, once the BDI displays 1 bar.
If set to 0%, drive will be inhibited.
5.10 Low Voltage Cut-Out
As a further aid to prevention of deep-discharge, the controller is able to inhibit all functions, should the battery voltage fall below
a certain level for a programmed period of time.
This parameter sets the voltage, below which, all functions are inhibited, once Low Voltage Time has passed.
5.11 Low Voltage Time
This parameter sets the period of time the battery voltage must be below Low Voltage Cut-Out, before all functions are inhibited.
Once inhibited, functionality will not be restored until the Low Voltage Cut-Out threshold has been
exceeded for the period set by Low Voltage Time. If the controller is powered-up whilst the battery
voltage is below Low Voltage Cut-Out level, all functions will be inhibited.
58 SK79834-04
6 Belly Button
6.1 Belly Button Acceleration
This parameter sets how quickly the vehicle will accelerate, after the Belly Button Deceleration rate has been applied.
6.2 Belly Button Active State
This parameter works in conjunction with Belly Button High Threshold and Belly Button Low Threshold.
The programmable options are ‘High’ or ‘Low’.
If set to High, and the Belly Button switch input, expressed as a percentage of the battery voltage, is greater than Belly Button High
Threshold, the Belly Button sequence will be initiated.
If set to Low, and the Belly Button switch input, expressed as a percentage of the battery voltage, is less than Belly Button Low
Threshold, the Belly Button sequence will be initiated.
6.3 Belly Button Deceleration
This parameter sets how quickly the vehicle will brake from maximum speed to zero, once the Belly Button sequence has been
initiated.
6.4 Belly Button Drive Direction
This parameter sets the direction the vehicle will be travelling in, once the Belly Button sequence has been initiated.
The programmable options are ‘0’ (Forwards) or ‘1’ (Reverse).
6.5 Belly Button High Threshold
This parameter sets the Belly Button High Threshold.

If the Belly Button switch input, expressed as a percentage of the battery voltage, is greater than the value set by this parameter
and Belly Button Active State has been set to ‘High’, the Belly Button sequence will be initiated.
6.6 Belly Button Low Threshold
This parameter sets the Belly Button Low Threshold.

If the Belly Button switch input, expressed as a percentage of the battery voltage, is less than the value set by this parameter and
Belly Button Active State has been set to ‘Low’, the Belly Button sequence will be initiated.
6.7 Belly Button Speed
This parameter sets the speed the vehicle will reach, once the Belly Button sequence has been initiated.
If Belly Button Speed is set to 0%, the Belly Button sequence cannot be initiated.
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6.8 Belly Button Time
This parameter sets the maximum period of time that Belly Button Speed will be applied for.
The adjustable range is 0s to 5.0s in steps of 0.1s.
If Belly Button Time is set to 0s, the Belly Button sequence cannot be initiated.
Example:
Belly Button Acceleration = 3.0s Belly Button Active State = High
Belly Button Deceleration = 0.5s Belly Button Drive Direction = 0 (Forwards)
Belly Button Speed = 50% Belly Button Time = 2.0s
In this example, a normally closed, tiller mounted switch, is used to provide the Belly Button event for a ride-on pallet truck.
When the vehicle is travelling in the reverse direction the Belly Button function is active. If during this time, the operator becomes
trapped between the tiller and a solid object, causing the Belly Button to change state, the Belly Button sequence is initiated.
The vehicle will decelerate to zero speed within 0.5s and then accelerate to 50% speed, in a forward direction, within 1.5s. The
vehicle will continue to travel forwards until either the Belly Button switch changes state (as it is released) or the Belly Button Time
elapses, whichever is shortest. After this time, the vehicle will decelerate to a stop using the normal deceleration rate, regardless
of the state of the tiller, throttle and direction switch inputs.
7 Commission
7.1 Absolute Minimum Current / Motor Parameters 1 - 9
Once the controller has been programmed with some basic motor data (see Nameplate section), drive performance can be
further enhanced using the PC Programmer commissioning sequence. This process programs the controller with ten additional
values – Absolute Minimum Current and Motor Parameters 1 to 9. Once set, these parameters will form part of the programming
file and can be copied from one vehicle with the same motor type to another.
In addition to the PC Programmer and cable, a vehicle jack / axle stand will be required to complete commissioning.
Commissioning should be performed with a warm motor. For best results commission the vehicle
whilst the controller is at approximately 40°C. This can be checked using the PC Programmer’s
‘ADC View’.
Before commencing, ensure the battery is fully charged.
The PC Programmer guides the user through the commissioning process via a series of on-screen messages. When prompted,
the motor’s rotor must be locked, and then later the vehicle should be jacked-up and secured with axle stands so that the drive
wheels are clear of the ground. Once the commissioning sequence is completed, the PC Programmer will automatically write
the new parameter values to the controller.
Applying the vehicle’s mechanical or solenoid brake, may be sufficient to lock the rotor during test.
Always follow the manufacturer’s recommended procedure when jacking the vehicle up. Once lifted,
fit axle stands to safely support the vehicle and remove the jack. Ensure that all such lifting
equipment is in a serviceable condition and suitable for the vehicle in question.
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8 General
8.1 Brake Fault Detect
This parameter determines if the controller will check for faults with the solenoid brake and its associated connections.
If set to ‘Yes’, the controller will check the brake coil for open circuit, short circuit and over-current conditions.
This parameter must be set to ‘Yes’, if a solenoid brake is fitted to the vehicle.
8.2 Diagnostic Flash Sequence
This parameter sets how an error condition will be displayed by the controller, using its on-board LEDs and a connected BDI.
The programmable options are ‘Standard’ or ‘Alternative Twin Flash’.
If set to Standard and an error condition occurs, the controller will flash a specific number of ‘bars’ to indicate a particular trip
‘type’. Refer to Chapter 3 for details.
If set to Alternative Twin Flash and an error condition occurs, the controller will flash an iGauge’s red fault LED, it’s own on-board
internal diagnostic red LED and all bars on a connected TruCharge Gauge, as detailed below.
Note the number of initial flashes, wait for a pause of 1s, then count the number of secondary flashes. The sequence will be
repeated as long as the error remains.
Flashes Description
1,3 Motor Overcurrent Or Wiring Error
2,1 Throttle Wiper High
2,2 Belly Button Error
2,3 Drive Demand At Power-Up
2,4 Throttle Wiper Low
3,2 Line Contactor Error
3,3 Solenoid Brake Error
4,1 Service Timer Active
4,2 Battery Voltage High / Low
4,3 Controller Temperature High
5,1 Controller Error
8.3 Line Contactor Delay
Some applications require drive demand, in addition to keyswitch operation, before the line contactor can be closed, (see Line
Contactor Interlock).
This parameter sets the delay between drive demand being removed and the line contactor opening. The programmable delay
prevents over-frequent and unnecessary cycling of the line contactor.
The adjustable range is 0s to 60s in steps of 0.5s.
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8.4 Line Contactor Fault Detect
This parameter determines if the controller will check for faults with the line contactor.
If set to ‘Yes’, the controller will check for welded contacts and correct contact closure at start-up.
If no line contactor is fitted and the controller is permanently connected to B+, this parameter should be set to ‘No’.
This parameter must be set to ‘Yes’, if a line contactor is used.
If the intended application does not require a line contactor, PGDT recommends fitting a 140Ω
10W pre-charge resistor between the battery positive supply and the controller’s B+ terminal. The
resistor will prevent excessive arcing when reconnecting the battery to the controller after
charging.
8.5 Line Contactor Interlock
This parameter determines if both drive demand and keyswitch operation are required, before the line contactor can be closed.
This interlocking functionality is used in conjunction with the Line Contactor Delay setting.
If set to ‘Yes’, the line contactor will close when the keyswitch is operated and drive demand is present.
If set to ‘No’, the line contactor will open and close on keyswitch operation.
8.6 Profile Select Switch Debounce
This parameter sets the period of time the Profile Select switch must be in a steady state, in order for it to be interpreted as a valid
condition.
The adjustable range is 50ms to 500ms in steps of 50ms.
8.7 Profile Select Switch Normally Open
This parameter sets if the Profile Select switch is normally open circuit, i.e. not connected to B-.
If the Profile Select switch is normally closed, i.e. connected to B-, this parameter should be set to ‘No’.
When the input is active, the programmed values in Profile 2 will be selected and used for drive.
When the input is inactive, the programmed values in Profile 1 will be selected and used for drive.
Profile changes can occur in both drive and standby.
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9 Hydraulics
9.1 Hydraulic Control Type (C3-CAN Only)
This parameter sets the hydraulic control method.

The programmable options are ‘0’ or ‘1’.
If set to 0, the hydraulics will be controlled using the lift contactor and lower valve.
If set to 1, the hydraulics will be controlled using the lift contactor, hold valve and proportional valve.
9.2 Hydraulic/Drive Interlock
This parameter provides a means of interlocking hydraulic functions with drive.

If set to 0, simultaneous hydraulic operation and drive is permitted.
If set to 1, lift will be inhibited during drive.
If set to 2, lift and lower will be inhibited during drive.
9.3 Hold Valve Close Time (C3-CAN Only)
During the lift sequence, this parameter sets a delay between closing the hold valve and stopping the pump, once ‘lift demand’
has been removed.
During the lowering sequence, this parameter sets a delay between closing the hold valve and de-energizing the proportional
valve, once ‘lower demand’ has been removed.
9.4 Hold Valve Open Time (C3-CAN Only)
This parameter sets a delay between opening the hold valve and modulating the proportional valve to the required lift or lower
speed position.
9.5 Hold Valve Operation (C3-CAN Only)
This parameter determines whether the hold valve will be operated during lift and lower demand or during lower demand only.
The programmable options are ‘0’ or ‘1’.
If set to 0, the hold valve will be opened during lift and lower demand.
If set to 1, the hold valve will be operated during lower demand only.
This parameter should be set ‘1’ if the hold valve is a ‘non-return’ type.
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9.6 Invert Lift/Lower (C3-CAN Only)
This parameter inverts the normal lift / lower direction.

If set to ‘Yes’ and the lift / lower type is 0, 1, 2 or 4, demand will be negative (i.e. lower), when the lift switch is active and the lift /
lower input device moves out of deadband.
If set to ‘Yes’ and the lift / lower type is 3, lift will occur when the lift / lower potentiometer wiper moves out of deadband, towards
the Potentiometer Low Reference input.
If set to ‘Yes’ and the lift / lower type is 5, lift will occur when the lift / lower input voltage moves out of deadband, towards 0V.
If set to ‘No’, the opposite of the above applies for each lift / lower type.
9.7 Lift Acceleration (C3-CAN Only)
This parameter sets the time taken for lift to go from minimum to maximum speed.
The adjustable range is 0.1s to 10s in steps of 0.1s.
9.8 Lift Contactor Open Circuit Test Enable
This parameter determines if an open circuit test is performed on the Lift Contactor output.
If set to ‘Yes’, the controller will ‘trip’ if the output is open circuit. Lift functions will be disabled but drive and lower will still operate.
If set to ‘No’, an open circuit test will not be performed on the output.
9.9 Lift Deceleration (C3-CAN Only)
This parameter sets the time taken for lift to go from maximum to minimum speed.
9.10 Lift/Lower Deadband (C3-CAN Only)
This parameter sets the lift / lower input device’s ‘neutral zone’.
For Lift/Lower Type ‘0’, this value will be a percentage of 5kΩ.

For Lift/Lower Type ‘1’, this value will be a percentage of the potentiometer track resistance.
For Lift/Lower Type ‘2’, this value will be a percentage of 5V.
For Lift/Lower Type ‘3’, this value will be a percentage of the potentiometer track resistance.
For Lift/Lower Type ‘4’, this value will be a percentage of 5kΩ.
For Lift/Lower Type ‘5’, this value will be a percentage of 5V.
The neutral zone for lift/lower types 3 and 5 is applied symmetrically around the centre of travel.
The demand from the lift / lower input device will be scaled as 0% to 100% after the deadband has been applied.
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Example:
Lift/Lower Type = 0 (5kΩ, 2-wire potentiometer)
Lift/Lower Deadband = 10%
0% demand occurs at a resistance of 500Ω between the programmed Analogue Input and the Analogue High Reference input.
100% demand occurs at a resistance of 5kΩ between the same two points.
The value of Lift/Lower Deadband should always be set greater than the mechanical repeatability of the lift / lower mechanism.
Failure to follow this advice may mean the lift / lower input device fails to return to deadband
when released. PGDT accepts no liability for losses of any kind arising from failure to comply
9.11 Lift/Lower Gain (C3-CAN Only)
This parameter provides a solution for lift / lower mechanisms that do not achieve their full electrical span due to mechanical
restrictions.
The value of Lift / Lower Gain will be applied to the value of demand, where a 100% value means a multiplier of 1 and 1250% a
multiplier of 12.5.
9.12 Lift/Lower High Voltage Trip (C3-CAN Only)
This parameter sets a value, above which, the controller will ‘trip’. It is designed to detect faults with electronic lift / lower devices,
where a loss of a ‘low’ connection can result in the output tending towards the supply. Drive will still be possible but lift and lower
will be prevented.
If Lift/Lower Type is set to ‘2’ or ‘5’ and the input voltage rises above this value, a trip condition will result.
If Lift/Lower High Voltage Trip is set to 6.00V (default), no voltage checks will be made.
If Lift/Lower Type is not ‘2’ or ‘5’, no voltage checks will be made.
9.13 Lift/Lower Interlock (C3-CAN Only)
This parameter works in conjunction with Lift/Lower Interlock Threshold to provide a means of interlocking hydraulic functions with
the tiller position.
If set to Yes, lift & lower will not be permitted if the tiller switch is inactive. To remove the inhibit, the tiller switch must be set to an
active position, whilst lift / lower demand remains less than the value set by Lift/Lower Interlock Threshold.
If set to Yes, lift & lower will not be permitted if the tiller switch becomes active whilst lift / lower demand is greater than Lift/Lower
Interlock Threshold. To remove the inhibit, the tiller switch must be set to an inactive position, lift / lower demand must be reduced
below the value set by Lift/Lower Interlock Threshold and then the tiller switch returned to an active position.
If set to Yes, the lift & lower outputs are active and the tiller switch reverts to an inactive position, lift & lower will be inhibited, only
after the tiller switch has been inactive for the time set by Tiller Switch Delay or more.
If set to No, lift & lower will always be permitted, whatever the state of the tiller switch.
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9.14 Lift/Lower Interlock Threshold (C3-CAN Only)
This parameter sets the level of demand, below which, the interlock will not apply. For example, if set to 25% and demand is
20%, the lift / lower interlock will not apply.
9.15 Lift/Lower Low Voltage Trip (C3-CAN Only)
This parameter sets a value, below which, the controller will ‘trip’. It is designed to detect faults with electronic lift / lower devices,
where a loss of a ‘low’ connection can result in the output tending towards the supply. Drive will still be possible but lift and lower
will be prevented.
If Lift/Lower Type is set to ‘2’ or ‘5’ and the input voltage falls below this value, a trip condition will result.
If Lift/Lower Low Voltage Trip is set to 0V (default), no voltage checks will be made.
If Lift/Lower Type is not ‘2’ or ‘5’, no voltage checks will be made.
9.16 Lift/Lower Midpoint Demand (C3-CAN Only)
This parameter sets the output demand, when the lift / lower device is midway between deadband and full deflection. It can be
used to produce a non-linear relationship between the lift / lower input and the controller’s output.
A value of 50% results in a linear response.
9.17 Lift/Lower Type (C3-CAN Only)
This parameter sets the type of lift / lower device expected by the controller.
There are 6 programmable options, as follows.
Lift/Lower Type ‘0’, means a 2-wire, 5kΩ potentiometer will be expected, with 5kΩ for 100% demand.
Lift/Lower Type ‘1’, means a 3-wire, single ended potentiometer (between 1kΩ and 10kΩ), will be expected.
Lift/Lower Type ‘2’, means a single ended voltage signal, referenced to B- will be expected.
Lift/Lower Type ‘3’, means a 3-wire potentiometer in a ‘wig-wag’ set-up (between 1kΩ and 10kΩ), will be expected.
Lift/Lower Type ‘4’, means a 2-wire, 5kΩ potentiometer will be expected, with 0Ω for 100% demand.
Lift/Lower Type ‘5’, means a ‘wig-wag’ voltage signal, referenced to B- will be expected.
If Lift/Lower Type is ‘1’ or ‘3’, Input Source – Lift/Lower must be set to Analogue 1.
For Lift/Lower Types ‘3’ and ‘5’, no direction switches are expected or required.
Appropriate Lift/Lower, High/Low Trip limits must be set if Lift/Lower Type ‘5’ is required. PGDT
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9.18 Lift Switch Debounce Time
This parameter sets the period of time the Lift switch must be in a steady state, in order for it to be interpreted as a valid condition.
9.19 Lower Acceleration (C3-CAN Only)
This parameter sets the time taken for lower to go from minimum to maximum speed.
9.20 Lower Deceleration (C3-CAN Only)
This parameter sets the time taken for lower to go from maximum to minimum speed.
9.21 Lower Switch Debounce Time
This parameter sets the period of time the Lower switch must be in a steady state, in order for it to be interpreted as a valid
condition.
9.22 Lower/Hold Valve Open Circuit Test Enable
This parameter determines if an open circuit test is performed on the Lower/Hold Valve output.
If set to ‘Yes’, the controller will ‘trip’ if the output is open circuit. Lift and lower functions will be disabled but drive will still operate.
9.23 Maximum Lift Speed Current (C3-CAN Only)
This parameter sets the proportional valve current used for maximum lift speed.
The adjustable range is 0.01A to 2.00A in steps of 0.01A.
9.24 Maximum Lower Speed Current (C3-CAN Only)
This parameter sets the proportional valve current used for maximum lower speed.
9.25 Minimum Lift Speed Current (C3-CAN Only)
This parameter sets the proportional valve current used for minimum lift speed.
9.26 Minimum Lower Speed Current (C3-CAN Only)
This parameter sets the proportional valve current used for minimum lower speed.
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9.27 Proportional Valve Close Time (C3-CAN Only)
This parameter sets a delay between modulating the proportional valve to the minimum lift or lower speed position and closing
the hold valve, after demand has been removed.
9.28 Proportional Valve Open Circuit Test Enable (C3-CAN Only)
This parameter determines if an open circuit test is performed on the Proportional Valve output.
If set to ‘Yes’, the controller will ‘trip’ if the output is open circuit. Lift and lower functions will be disabled but drive will still operate.
This test is only applicable if Hydraulic Control Type is set to ‘1’.
9.29 Proportional Valve Open Time (C3-CAN Only)
During the lift sequence, this parameter sets a delay between moving the proportional valve to the minimum lift speed position
and starting the pump.
During the lowering sequence, this parameter sets a delay between moving the proportional valve to the minimum lower speed
position and opening the hold valve.
9.30 Proportional Valve Pulse Current (C3-CAN Only)
To ensure smooth operation when adjusting the proportional valve aperture, the controller applies an additional ‘dither’ current
around the main setpoint.
This parameter sets the amplitude of the pulse current.
9.31 Proportional Valve Pulse Period (C3-CAN Only)
This parameter sets the period of the pulse current.

When the proportional valve output is active, the controller will initially add Proportional Valve Pulse Current to the setpoint for half
Proportional Valve Pulse Period and then subtract Proportional Valve Pulse Current from the setpoint for half Proportional Valve
Pulse Period.
If the setpoint is less than Proportional Valve Pulse Current, the amplitude will be clipped to the
setpoint value so the average current equals the setpoint.
9.32 Pump Start Time (C3-CAN Only)
This parameter sets a delay between starting the pump and opening the hold valve.
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9.33 Pump Stop Time (C3-CAN Only)
This parameter sets a delay between stopping the pump and de-energizing the proportional valve, after lift demand has been
removed.
9.34 Lift & Lower Sequences (C3-CAN Only)
The following diagrams illustrate the order in which the controller operates each of the hydraulic components, during lift and
lower. The sequences also detail how each of the delays documented above are implemented by the controller.
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9.34.1 Lift Sequence (C3-CAN Only)
Move PV to minimum lift

speed position and wait for
Proportional Valve Open Time Lift Demand Present
Start the pump and wait for Hold Valve Operation

Pump Start Time Lift Demand is Lower Only
Present
Open the hold valve and wait

for Hold Valve Open Time
Lift Demand Present
Modulate PV to required lift

speed position
Lift Demand Lift Demand Lift Demand

Lift Demand Removed
Removed Removed Removed
Modulate PV to minimum lift

Proportional Valve Close Time
Lift Demand Absent
Close the Hold Valve and wait

for Hold Valve Close Time
Lift Demand Absent
Stop the pump and wait for Hold Valve Operation

Pump Stop Time is Lower Only
Lift Demand Absent
De-energise the PV
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9.34.2 Lower Sequence (C3-CAN Only)
Move PV to minimum lower

Proportional Valve Open Time Lower Demand Present
Open the hold valve and wait

for Hold Valve Open Time
Lower Demand Present
Modulate PV to required lower

speed position
Lower Demand Lower Demand Lower Demand

Removed Removed Removed
Modulate PV to minimum
lower speed position and wait
for Proportional Valve Close
Time
Lower Demand Absent
Close the Hold Valve and wait

for Hold Valve Close Time
Lower Demand Absent
De-energise the PV
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10 Inhibits
The controller can be programmed with up to three versatile inputs – Inhibit 1, 2 and 3, which can be used to inhibit drive or
hydraulic operation. The programmable options for each input are as follows.
10.1 Inhibit 1 / 2 / 3 Debounce
This parameter sets the period of time the Inhibit input must be in a steady state, in order for it to be interpreted as a valid
condition.
10.2 Inhibit 1 / 2 / 3 Latch
Once an Inhibit has been applied, it can be reset in one of two ways:
Removal of the inhibit (Non-latched)
Removal of the inhibit followed by a power-cycle (Latched)
This parameter sets whether the second method is used to reset the applicable inhibit.
Drive inhibits can only be ‘latched’ when the applicable speed limit has been set to ‘0’.
10.3 Inhibit 1 / 2 / 3 Speed Limit
This parameter sets the speed limit that will apply when the applicable inhibit is active and the target contains ‘Traction’ as one of
the options.
0% corresponds to a complete drive inhibit.
If more than one drive inhibit is active, the lowest speed limit will be prioritized. This rule also
extends to other controller speed limits e.g. those initiated by a low battery condition or the tiller
switch.
10.4 Inhibit 1 / 2 / 3 Switch Type Normally Open
This parameter sets whether the applicable inhibit will be active when it is connected to ‘B-‘.
If set to ‘No’, the applicable Inhibit will be active when its input is open circuit.
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10.5 Inhibit 1 / 2 / 3 Target
This parameter sets which function(s) will be targeted by the applicable inhibit.
The programmable options are as follows.
0 = Traction
1 = Lift
2 = Lower
3 = Lift and Lower
4 = Traction and Lift
5 = Traction, Lift and Lower
If an inhibit is applied and a function is already moving, it will be stopped from moving with the
same deceleration rate (if applicable), as that programmed for normal operation.
11 Input Management
Input Management provides a versatile method of mapping controller functionality to different hardware inputs on the low
current 20-way connector.
11.1 CAN Tiller Type (C3-CAN Only)
If Input Source – Throttle is set to ‘CAN’, this parameter sets the type of CAN tiller head used.
At present, there is one programmable option – REMA.
11.2 Input Source – Lift/Lower
This parameter sets the physical input that controls the lift & lower functions of the controller.
The programmable options are ‘None’, ‘Analogue 1’, ‘Analogue 2’ or ‘CAN’
If set to None, the lift / lower functions are controlled by the lift and lower switches only.
If set to Analogue 1, the controller will map the lift / lower functions to pin 1 of the 20-way connector.
If set to Analogue 2, the controller will map the lift / lower functions to pin 3 of the 20-way connector.
If set to CAN, the controller will map the lift / lower functions to the CAN input on pins 15 & 16 of the 20-way connector.
‘CAN’ should not be selected as an option for standard C3 controllers.
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11.3 Input Source – Speed Limit
This parameter sets the physical input that controls the speed limit function of the controller.
If set to None, the input is effectively disabled and has no function. The controller will use the ‘Maximum’ values programmed for
speed, acceleration etc.
If set to Analogue 1, the controller will map the speed limiting function to pin 1 of the 20-way connector.
If set to Analogue 2, the controller will map the speed limiting function to pin 3 of the 20-way connector.
If set to CAN, the controller will map the speed limit function to the CAN input on pins 15 & 16 of the 20-way connector.
11.4 Input Source – Throttle
This parameter sets the physical input that controls the throttle functions of the controller.
If set to None, the controller will use direction switches only for drive information.
If set to Analogue 1, the controller will map the throttle functions to pin 1 of the 20-way connector.
If set to Analogue 2, the controller will map the throttle functions to pin 3 of the 20-way connector.
If set to CAN, the controller will map the throttle functions to the CAN input on pins 15 & 16 of the 20-way connector.
11.5 Switch Source – Belly Button
This parameter sets the physical input that controls the Belly Button function of the controller.
The programmable options are ‘None’, ‘Local’, ‘CAN’ or ‘Both’
If set to None, no Belly Button functionality will exist.
If set to Local, the controller will map the Belly Button function to pin 4 of the 20-way connector.
If set to CAN, the controller will map the Belly Button function to the CAN input on pins 15 & 16 of the 20-way connector.
If set to Both, the controller will map the Belly Button function to pin 4 of the 20-way connector and to the CAN input on pins 15 &
16 of the 20-way connector.
This parameter should always be set to ‘Local’ for standard C3 controllers.
If this parameter is set to ‘CAN’ or ‘Both’ and the message containing the Belly Button switch
information has not been received by the controller for a set internal time, the unit will trip,
preventing drive.
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11.6 Switch Source – ‘x’
Each of the remaining Input Management parameters can be set to ‘None’, ‘Switch 1’ – ‘Switch 8’ or ‘CAN’. The table below
shows how each Switch reference maps to an actual hardware input and the default functions associated with each.
Switch Reference Default Function Pin Number (20-Way Connector)

1 Tiller 5
2 Forward 6
3 Lift 7
4 Lower 8
5 Inhibit 1 14
6 Profile Select / CANH 15
7 Tiller Override / CANL 16
8 Reverse 17
11.6.1 Switch Source – Forward
This parameter sets the physical input that controls the Forward switch function of the controller.
The programmable options are ‘None’, ‘Switch 1’ – ‘Switch 8’ or ‘CAN’
If set to None, this function will not be used by the controller.
If set to Switch 1 – Switch 8, the controller will map the Forward switch function to one of the pins on the 20-way connector.
If set to CAN, the controller will map the Forward switch function to pins 15 & 16 of the 20-way connector.
11.6.2 Switch Source – Inhibit 1
This parameter sets the physical input that controls the Inhibit 1 switch function of the controller.
If set to Switch 1 – Switch 8, the controller will map the Inhibit 1 switch function to one of the pins on the 20-way connector.
If set to CAN, the controller will map the Inhibit 1 switch function to pins 15 & 16 of the 20-way connector.
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11.6.5 Switch Source – Lift
This parameter sets the physical input that controls the Lift switch function of the controller.
If set to Switch 1 – Switch 8, the controller will map the Lift switch function to one of the pins on the 20-way connector.
If set to CAN, the controller will map the Lift switch function to pins 15 & 16 of the 20-way connector.
11.6.6 Switch Source – Lower
This parameter sets the physical input that controls the Lower switch function of the controller.
If set to Switch 1 – Switch 8, the controller will map the Lower switch function to one of the pins on the 20-way connector.
If set to CAN, the controller will map the Lower switch function to pins 15 & 16 of the 20-way connector.
11.6.7 Switch Source – Profile Select
This parameter sets the physical input that controls the Profile Select switch function of the controller.
If set to Switch 1 – Switch 8, the controller will map the Profile Select switch function to one of the pins on the 20-way connector.
If set to CAN, the controller will map the Profile Select switch function to pins 15 & 16 of the 20-way connector.
11.6.8 Switch Source – Reverse
This parameter sets the physical input that controls the Reverse switch function of the controller.
If set to Switch 1 – Switch 8, the controller will map the Reverse switch function to one of the pins on the 20-way connector.
If set to CAN, the controller will map the Reverse switch function to pins 15 & 16 of the 20-way connector.
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11.6.9 Switch Source – Tiller
This parameter sets the physical input that controls the Tiller switch function of the controller.
If set to Switch 1 – Switch 8, the controller will map the Tiller switch function to one of the pins on the 20-way connector.
If set to CAN, the controller will map the Tiller switch function to pins 15 & 16 of the 20-way connector.
11.6.10 Switch Source – Tiller Override
This parameter sets the physical input that controls the Tiller Override switch function of the controller.
If set to Switch 1 – Switch 8, the controller will map the Tiller Override switch function to one of the pins on the 20-way connector.
If set to CAN, the controller will map the Tiller Override switch function to pins 15 & 16 of the 20-way connector.
12 Motor
12.1 Current Foldback Level, Current Foldback Threshold, Current Foldback Time, Motor Cooling Time
These parameters are used to protect the motor against prolonged periods of high current. If the motor current exceeds the
value set by Threshold for a period set by Time, then the controller’s current output will be reduced to a value set by Level. After
this has occurred, full current is only permissible after a time period set by Motor Cooling.
Current Foldback Level Adjustable between 0Arms and the controller current rating* in steps of 1Arms.
Current Foldback Threshold Adjustable between 0Arms and the controller current rating* in steps of 1Arms.
Current Foldback Time Adjustable between 0s and 2550s in steps of 10s.
Motor Cooling Time Adjustable between 0s and 2550s in steps of 10s.
*The controller current rating is printed on the serial number label of the controller (see Installation Chapter).
Example:
Current Foldback Level = 100Arms Current Foldback Threshold = 200Arms
Current Foldback Time= 120s Motor Cooling Time = 600s
If the motor current is greater than 200Arms for 120s, the controller will fold-back the output to 100Arms. The maximum output
current will then be limited to 100Arms for the next 600s. After that time, if required, full current capability will be restored.
The relationship between each parameter is illustrated below.
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Current Foldback Level should never be programmed lower than the value set by Absolute
Minimum Current (Commission group).
A system error will be logged when the controller enters timed foldback.
12.2 Encoder Pulses Per Revolution
This parameter should match the number of pulses emitted by the motor encoder, per revolution.
The adjustable range is 32 to 255 in steps of 1.
12.3 Encoder Signal Swap
This parameter sets the motor encoder pulse train convention.

If set to ‘Yes’, the Encoder 2 signal will be the leading pulse train.
If set to ‘No’, the Encoder 1 signal will be the leading pulse train (conventional).
The motor encoder is normally a ‘Quadrature’ type, which has 2 outputs, ‘Encoder 1’ and ‘Encoder
2’. Both outputs produce a symmetrical square wave, with Encoder 1 leading Encoder 2 by 90°.
These outputs can be used to deduce both the direction and speed of the motor. If Encoder 1 is
‘high’ when Encoder 2 is ‘low’, the motor is rotating forwards and conversely, if Encoder 1 is low
when Encoder 2 is high, the motor is rotating in reverse. Traditionally, Encoder 1 is referred to as
the speed signal, indicating the number of pulses per second, whilst Encoder 2 is normally
referred to as the direction signal, indicating motor forward or reverse.
12.4 Hill-Hold
Hill-Hold is a method of temporarily stopping a vehicle from rolling down a gradient when no drive demand is present and the
mechanical handbrake is released. To achieve Hill-Hold, the controller drives the motor in the opposite direction to affect a
standstill. After a further period of time, the vehicle is allowed to roll at a controlled speed. If the vehicle speed reduces to zero,
e.g. after a period of time on level ground, the motor will be de-energized.
Vehicles fitted with a solenoid brake will not use Hill-Hold, unless the brake fails and Hill-Hold is
enabled.
12.4.1 Hill-Hold Acceleration
This parameter sets the acceleration rate of the vehicle after Hill-Hold Time has passed. The programmed value sets the
theoretical time the vehicle would take to reach Maximum Forward / Reverse Speed, on a gradient, once Hill-Hold Time has
expired.
The adjustable range is 0.1s – 10.0s in steps of 0.1s.
12.4.2 Hill-Hold Enable
This parameter sets whether Hill-Hold is enabled.

If set to No, the controller will deflux the motor after the solenoid brake has been applied.
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12.4.3 Hill-Hold Speed
This parameter sets the controlled speed the vehicle will be allowed to roll at, once Hill-Hold Time has passed.
12.4.4 Hill-Hold Time
This parameter sets the period of time the vehicle will be held at zero speed, on a gradient, once drive demand is removed.
If Hill-Hold Time is programmed to 0s, the vehicle will never be held at zero speed.
It is advisable to set Hill-Hold Time as low as possible. Depending on the gradient, the motor may
require significant current to hold the vehicle stationary. If this current is high enough, thermal
foldback may occur due to the resulting motor thermistor or internal controller temperature
increase. If the vehicle remains in Hill-Hold for long periods of time the battery will also discharge
more quickly as a result of the increased current.
Care should be taken when adjusting Hill-Hold parameters, whilst on a gradient. PGDT advise that
a mechanical handbrake is applied during reprogramming.
12.5 Maximum Motor Speed
This parameter sets the maximum permitted motor speed. All programmable speed settings are expressed as a percentage of
this value, i.e. 100% = Maximum Motor Speed.
The adjustable range is 1000rpm to 10,000rpm in steps of 10rpm.
If this value is set too low, the motor will not achieve its maximum speed. PGDT recommends that
this parameter is programmed at the same time as the motor nameplate data.
Example:
Maximum vehicle speed = 5.5km/h
Drive wheel diameter = 23cm
Gear ratio = 17:1
In this example, the vehicle travels approximately 91.7m every minute at maximum speed. The wheel circumference can be
calculated as approximately 0.72m (πd). Therefore, at maximum speed, the drive wheel rotates 127 times a minute. Taking into
account the gearing ratio, the Maximum Motor Speed should be set to 2160rpm.
12.6 Motor Thermistor Cut-Off
This parameter sets the resistance of the motor thermistor that will correspond with the controller supplying Absolute Minimum
Current, as measured during the commissioning process. Programming the correct value will ensure the motor’s maximum
operating temperature is not exceeded.
The adjustable range is 0Ω to 5000Ω in steps of 10Ω.
12.7 Motor Thermistor Foldback
This parameter sets the resistance of the motor thermistor that will correspond with the controller starting to fold-back the motor
current output towards the Absolute Minimum Current value, as measured during the commissioning process.
The adjustable range is 0Ω to 5000Ω in steps of 10Ω.
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The following table shows typical values for cut-off and foldback temperatures based on ‘NEMA’ insulation classes.
NEMA Insulation Class Foldback Temperature °C Cut-Off Temperature °C

A 80 100
B 105 125
F 130 150
H 155 175
It is the responsibility of the vehicle manufacturer to ensure that suitable values for Motor
Thermistor Cut-Off and Motor Thermistor Foldback are chosen for the motor type used. PGDT
During the foldback period, the ‘Current Foldback’ icon will be displayed on the iGauge (if fitted).
Motor Thermistor Cut-Off and Foldback will be disabled if both parameters are set to 0Ω.
The value of Absolute Minimum Current is measured and written to the controller during the
commissioning process and should not be altered thereafter.
12.8 Rated Torque Boost
This parameter allows the motor to operate above its nominal 'Rated Torque' value. This may be useful in environments that
demand short periods of high torque operation, e.g. climbing steep gradients with a full load.
A value of 200% will allow the motor to operate at twice its 'Rated Torque' value.
The specification and maximum tolerances of the motor should be carefully considered, before
adjusting this parameter. Increased values may result in higher currents, which could cause
damage to the motor. Appropriate values for Motor Thermistor Cut-Off, Motor Thermistor
Foldback and Timed Foldback parameters, should also be considered. PGDT accepts no liability
for any losses of any kind arising from failure to comply with these conditions.
13 Nameplate
Before drive can commence, the controller requires some basic motor information. This data can be supplied by the motor
manufacturer but is usually shown on the motor nameplate. Once the controller is programmed, the commissioning process
should be used to further improve drive performance.
All Nameplate parameters (with the exception of Motor Poles and Power Factor), must be
programmed with non-zero values for drive to be possible.
13.1 Motor Poles
This parameter should be left at its default value of ‘0’. The commissioning process will determine
the actual number of motor poles and program the controller accordingly.
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13.2 Power Factor
This parameter should be left at its default value of ‘0’. The commissioning process will determine
a suitable power factor and program the controller accordingly.
13.3 Rated Current
This parameter should match the motor current shown on the nameplate.
The adjustable range is 0Arms to 250Arms in steps of 1Arms.
If this information is unavailable, use a value of ‘100Arms’.
13.4 Rated Frequency
This parameter should match the motor stator frequency shown on the nameplate.
The adjustable range is 0Hz to 300Hz in steps of 1Hz.
13.5 Rated Power
This parameter should match the motor output power shown on the nameplate.
The adjustable range is 0W to 5000W in steps of 1W.
13.6 Rated Speed
This parameter should match the rotor speed shown on the nameplate.
The adjustable range is 0rpm to 10,000rpm in steps of 1rpm.
13.7 Rated Voltage
This parameter should match the motor voltage shown on the nameplate.
The adjustable range is 0Vrms to 100Vrms in steps of 0.1Vrms.
14 Power-Up
14.1 Check Direction Switches At Power-Up
This parameter determines if the controller will check the status of the direction switches at power-up.
If set to ‘Yes’ and either of the direction switches are closed at power-up, drive will be inhibited and the BDI will scroll to show a
‘High Pedal Disable’ condition. If both switches are returned to an open circuit state within 5 seconds of power-up, the controller
will allow normal operation. If either of the switches are still closed 5 seconds after power-up, the controller will trip, inhibiting drive.
This parameter must always be set to ‘Yes’ when direction switches are fitted to the vehicle.
14.2 Check Lift/Lower Input At Power-Up (C3-CAN Only)
This parameter determines if the controller will check the status of the lift / lower input at power-up.
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If set to ‘Yes’ and the lift / lower device is displaced at power-up, hydraulic operation will be inhibited and the BDI will scroll to show
a ‘High Pedal Disable’ condition. If the lift / lower device returns to the deadband within 5 seconds of power-up, the controller will
allow normal operation. If the lift / lower device is still displaced 5 seconds after power-up, the controller will trip, inhibiting
hydraulic operation.
14.3 Check Lift/Lower Switches At Power-Up
This parameter determines if the controller will check the status of the lift and lower switch inputs at power-up.
If set to ‘Yes’ and either of the lift or lower switches are closed at power-up, drive will be inhibited and the BDI will scroll to show a
‘High Pedal Disable’ condition. If both switches are returned to an open circuit state within 5 seconds of power-up, the controller
will allow normal operation. If either of the switches are still closed 5 seconds after power-up, the controller will trip, inhibiting drive,
lift and lower.
14.4 Check Profile Select At Power-Up
This parameter determines if the controller will check the status of the Profile Select switch input at power-up. This is to safeguard
against operators permanently ‘taping’ the input to the Profile 2 position.
If set to ‘Yes’, the controller will check to see if the input is active at power-up and if so it will only allow drive using Profile 1
parameters. To reset this condition, the Profile Select switch input must be cycled from an active to an inactive position. The
parameters in Profile 2 will then be employed, the next time the input is active.
14.5 Check Throttle At Power-Up
This parameter determines if the controller will check the status of the throttle input at power-up.
If set to ‘Yes’ and the throttle is displaced at power-up, drive will be inhibited and the BDI will scroll to show a ‘High Pedal Disable’
condition. If the throttle returns to the deadband within 5 seconds of power-up, the controller will allow normal operation. If the
throttle is still displaced 5 seconds after power-up, the controller will trip, inhibiting drive.
This parameter must always be set to ‘Yes’ when a throttle is fitted to the vehicle.
14.6 Check Tiller At Power-Up
This parameter determines if the controller will check the status of the Tiller switch input at power-up.
If set to ‘Yes’ and the Tiller switch input is active at power-up, drive will be inhibited and the BDI will scroll to show a ‘High Pedal
Disable’ condition. If the Tiller switch input is returned to an inactive state within 5 seconds of power-up, the controller will allow
normal operation. If the tiller switch input is still active 5 seconds after power-up, the controller will trip, inhibiting drive.
15 Throttle
15.1 Direction Switch Debounce
This parameter sets the period of time the direction switch inputs must be in a steady state, in order to be interpreted as a valid
condition.
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15.2 Invert Throttle
This parameter inverts the normal throttle drive direction.

If set to ‘Yes’ and the throttle type is 0, 1, 2 or 4 an active forward input will enable reverse drive and an active reverse input will
enable forward drive.
If set to ‘Yes’ and the throttle type is 3, forward drive will occur when the throttle potentiometer wiper moves out of deadband,
towards the Potentiometer Low Reference input.
If set to ‘Yes’ and the throttle type is 5, forward drive will occur when the throttle input voltage moves out of deadband, towards
0V.
If set to ‘No’, the opposite of the above applies for each throttle type.
15.3 ISO Tests
This parameter provides additional, comprehensive error detection for throttle types 1 & 3 when a 5kΩ potentiometer is used and
Input Source – Throttle is set to Analogue 1.
If set to ‘Yes’ and the throttle type is 1 or 3, short circuit conditions between the throttle wiper and throttle references will be
detected.
If set to ‘No’, another throttle type is selected or Input Source – Throttle is not Analogue 1, ISO errors will be ignored.
This parameter should only be set to ‘On’ if a 5kΩ, 3-wire potentiometer is used for the throttle
and Input Source – Throttle is Analogue 1.
15.4 Speed Limit High Voltage Trip
This parameter sets a value, above which, the controller will ‘trip’. It is designed to detect faults with electronic speed limit
devices, where a loss of a ‘low’ connection can result in the output tending towards the supply.
If the Speed Limit Type is set to ‘2’ and the input voltage rises above this value, the controller will use the ‘Minimum’ programmed
values for speeds, accelerations etc.
If Speed Limit High Voltage Trip is set to 6.00V (default), no voltage checks will be made.
If Speed Limit Type is not ‘2’, no voltage checks will be made.
15.5 Speed Limit Low Voltage Trip
This parameter sets a value, below which, the controller will ‘trip’. It is designed to detect faults with electronic speed limit devices,
where a loss of a ‘low’ connection can result in the output tending towards the supply.
If the Speed Limit Type is set to ‘2’ and the input voltage falls below this value, the controller will use the ‘Minimum’ programmed
values for speeds, accelerations etc.
If Speed Limit Low Voltage Trip is set to 0V (default), no voltage checks will be made.
If Speed Limit Type is not ‘2’, no voltage checks will be made.
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15.6 Speed Limit Type
This parameter sets the type of speed limiting device expected by the controller.
Speed Limit Type ‘0’, means a 2-wire, 5kΩ potentiometer will be expected, with 5kΩ for maximum speed.
Speed Limit Type ‘1’, means a 3-wire, single ended potentiometer (between 1kΩ and 10kΩ), will be expected.
Speed Limit Type ‘2’, means a single ended voltage signal, referenced to B- will be expected.
Speed Limit Type ‘3’, means a 3-wire potentiometer in a ‘wig-wag’ set-up (between 1kΩ and 10kΩ), will be expected.
Speed Limit Type ‘4’, means a 2-wire, 5kΩ potentiometer will be expected, with 0Ω for maximum speed.
Speed Limit Type ‘5’, means a ‘wig-wag’ voltage signal, referenced to B- will be expected.
Speed Limit Type should never be set to types ‘3’ or ‘5’.
If Speed Limit Type is ‘1’, Input Source – Speed Limit must be set to Analogue 1.
15.7 Throttle Deadband
This parameter sets the throttle’s ‘neutral zone’.

For Throttle Type ‘0’, this value will be a percentage of 5kΩ.
For Throttle Type ‘1’, this value will be a percentage of the potentiometer track resistance.
For Throttle Type ‘2’, this value will be a percentage of 5V.
For Throttle Type ‘3’, this value will be a percentage of the potentiometer track resistance.
For Throttle Type ‘4’, this value will be a percentage of 5kΩ.
For Throttle Type ‘5’, this value will be a percentage of 5V.
The neutral zone for throttle types 3 and 5 is applied symmetrically around the centre of travel.
The demand from the throttle will be scaled as 0% to 100% after the deadband has been applied.
Example:
Throttle Type = 0 (5kΩ, 2-wire potentiometer)
Throttle Deadband = 10%
0% demand occurs at a resistance of 500Ω between the programmed Analogue Input and the Analogue High Reference input.
100% demand occurs at a resistance of 5kΩ between the same two points.
The value of Throttle Deadband should always be set greater than the mechanical repeatability of the throttle mechanism.
Failure to follow this advice may mean the throttle fails to return to deadband when released.
PGDT accepts no liability for losses of any kind arising from failure to comply with this condition.
15.8 Throttle Gain
This parameter provides a solution for throttle mechanisms that do not achieve their full electrical span due to mechanical
restrictions.
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The value of Throttle Gain will be applied to the value of demand, where a 100% value means a multiplier of 1 and 1250% a
multiplier of 12.5.
15.9 Throttle High Voltage Trip
This parameter sets a value, above which, the controller will ‘trip’. It is designed to detect faults with electronic throttles, where a
loss of a ‘low’ connection can result in the output tending towards the supply.
If Throttle Type is set to ‘2’ or ‘5’ and the input voltage rises above this value, a trip condition will result.
If Throttle High Voltage Trip is set to 6.00V (default), no voltage checks will be made.
If Throttle Type is not ‘2’ or ‘5’, no voltage checks will be made.
15.10 Throttle Low Voltage Trip
This parameter sets a value, below which, the controller will ‘trip’. It is designed to detect faults with electronic throttles, where a
loss of a ‘low’ connection can result in the output tending towards the supply.
If Throttle Type is set to ‘2’ or ‘5’ and the input voltage falls below this value, a trip condition will result.
If Throttle Low Voltage Trip is set to 0V (default), no voltage checks will be made.
If Throttle Type is not ‘2’ or ‘5’, no voltage checks will be made.
15.11 Throttle Midpoint Demand
This parameter sets the output demand, when the throttle is midway between deadband and full deflection. It can be used to
produce a non-linear relationship between the throttle input and the controller’s output.
A value of 50% results in a linear response.
15.12 Throttle Type
This parameter sets the type of throttle expected by the controller.

Throttle Type ‘0’, means a 2-wire, 5kΩ potentiometer will be expected, with 5kΩ for 100% demand.
Throttle Type ‘1’, means a 3-wire, single ended potentiometer (between 1kΩ and 10kΩ), will be expected.
Throttle Type ‘2’, means a single ended voltage signal, referenced to B- will be expected.
Throttle Type ‘3’, means a 3-wire potentiometer in a ‘wig-wag’ set-up (between 1kΩ and 10kΩ), will be expected.
Throttle Type ‘4’, means a 2-wire, 5kΩ potentiometer will be expected, with 0Ω for 100% demand.
Throttle Type ‘5’, means a ‘wig-wag’ voltage signal, referenced to B- will be expected.
If Throttle Type is ‘1’ or ‘3’, Input Source – Throttle must be set to Analogue 1.
For Throttle Types ‘3’ and ‘5’, no direction switches are expected or required.
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Appropriate Throttle High/Low Trip limits must be set if throttle type ‘5’ is required. PGDT accepts
no liability for losses of any kind arising from failure to comply with this condition.
16 Tiller
16.1 Drive Sequence
This parameter determines if the controller will enforce an interlock test on the order of the tiller, direction switches and throttle.
The test is applied every time a new user-initiated demand occurs. This demand could occur from user operation of the above or
by removal of a 0% unlatched drive inhibit.
If set to 0, no sequence will be enforced and the tiller, throttle and direction switch operations can occur in any order.
If set to 1, the sequence must be ‘Tiller before Throttle’. If only throttle is applied or throttle is applied before tiller, i.e. an incorrect
sequence, drive speed will be limited to the Tiller Switch Speed Limit.
If the tiller is raised briefly after a correct sequence, it will have no effect, provided an adequate Tiller Switch Delay has been set.
If the tiller is raised after a correct sequence, for a period longer than Tiller Switch Delay, the Tiller Switch Limit will be enforced.
An incorrect sequence can only be reset by the application of the tiller and throttle in the correct
order, i.e. raise tiller & release throttle, followed by tiller then throttle.
If set to 2, the sequence must be ‘Direction before Throttle’.

If the throttle is applied before direction, i.e. an incorrect sequence, the controller will not drive.
If the throttle is applied before direction, then released and reapplied, the controller will drive.
The sequence will only be applied when the vehicle is stationary. If the direction is set to neutral when the vehicle is moving, the
vehicle will decelerate to a stop. If the direction is reapplied before the stop is achieved, drive will commence without enforcing
the sequence.
When the controller stops and enters standby, the sequence will be enforced again.
This option is only suitable for applications where the direction switches are not mechanically
linked to the throttle.
16.2 Override Speed Limit
This parameter sets the speed of the vehicle when the Tiller Override switch is active.
An override condition occurs when the throttle is displaced and the Tiller switch is inactive.
16.3 Tiller Override Switch Debounce
This parameter sets the period of time the Tiller Override switch must be in a steady state, in order for it to be interpreted as a valid
condition.
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16.4 Tiller Override Switch Normally Open
This parameter sets if the Tiller Override switch is normally open circuit, i.e. not connected to B-.
If the Tiller Override switch is normally closed, i.e. connected to B-, this parameter should be set to ‘No’.
When the input is active, drive will be allowed but speed will be restricted to the value set by Override Speed Limit.
When the input is inactive, speed will be restricted to the value set by Tiller Switch Speed Limit.
When active, the Tiller Override switch provides a means of overcoming the tiller interlock. The vehicle will be allowed to drive but
its speed will be restricted to the value set by Override Speed Limit.
16.5 Tiller Switch Debounce
This parameter sets the period of time the Tiller switch must be in a steady state, in order for it to be interpreted as a valid
condition.
16.6 Tiller Switch Deceleration
This parameter sets how quickly the vehicle will brake from maximum speed to zero, after the Tiller switch becomes inactive. The
programmed deceleration rate will be applied once the period of time set by Tiller Switch Delay has passed.
The adjustable range is 0s to 10.0s in steps of 0.1s.
This deceleration rate will only be applied when the Tiller Switch Speed Limit is set to 0%.
16.7 Tiller Switch Delay
This parameter allows the Tiller switch input to momentarily open, without applying unnecessary inhibits or speed limits.
This functionality is particularly useful for vehicles fitted with a seat switch. If the vehicle travels over some ‘bumpy’ ground, a
momentary change of state in the input, will not cause the vehicle to slow or stop erroneously. The period of time set by this
parameter must pass before the controller interprets a ‘no-go’ condition.
The adjustable range is 0s to 5s in steps of 0.1s.
16.8 Tiller Switch Speed Limit
This parameter sets the speed of the vehicle when the Tiller switch input is inactive.
If set to 0%, there will be a full drive inhibit and the solenoid brake will be applied. If no solenoid
brake is fitted, Hill-Hold (if enabled) will be effective.
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17 Timers
The controller has two integrated timers.

Keyswitch Timer – this records the number of hours the vehicle has been powered-up, i.e. keyswitch ‘on’ time.
Drive Timer – this records the number of hours the vehicle has been driven for, i.e. throttle ‘out of neutral’ time.
17.1 Read Timers
Both timers can be read with the PC Programmer or DTT.
17.2 Clear Timers
An OEM level PC Programmer allows both timers to be cleared.
17.3 Drive Service Time, Drive Service Overdue Time, Drive Service Speed Limit
These three parameters are linked to the Drive Timer.
17.3.1 Drive Service Time
This parameter sets the total number of drive hours, before the next service is due.
The adjustable range is 0h to 655,350h in steps of 10h.
Once this value has been exceeded, the controller will enable the Service icon on the iGauge (if fitted). See Chapter 1, Section 9
for further details.
A setting of 0h disables service time icons and speed limits.
17.3.2 Drive Service Overdue Time
This parameter sets the period of time before Drive Service Speed Limit is activated. The count begins once Drive Service Time
has been exceeded.
The adjustable range is 0h to 5000h in steps of 10h.
17.3.3 Drive Service Speed Limit
This parameter sets the speed of the vehicle, once Drive Service Overdue Time has passed.
If Drive Service Speed Limit is entered, the Service icon on the iGauge (if fitted), will be flashed at
a rate of 1 Hz. An error code will also be recorded in the System Log.
Example:
Drive Service Time = 2000h
Drive Service Overdue Time = 120h
Drive Service Speed Limit = 5%
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After 2000 drive hours, the Service icon on the iGauge (if fitted) will be displayed to indicate a service is due. After a further 120
drive hours, the vehicle’s speed will be limited to 5%. At this point, the Service icon will flash at 1Hz.
17.4 Keyswitch Service Time, Keyswitch Service Overdue Time, Keyswitch Service Speed Limit
These three parameters are linked to the Keyswitch Timer.
17.4.1 Keyswitch Service Time
This parameter sets the total number of keyswitch hours, before the next service is due.
The adjustable range is 0h to 655,350h in steps of 10h.
Once this value has been exceeded, the controller will enable the Service icon on the iGauge (if fitted). See Chapter 1, Section 9
for further details.
A setting of 0h disables service time icons and speed limits.
17.4.2 Keyswitch Service Overdue Time
This parameter sets the period of time before Keyswitch Service Speed Limit is activated. The count begins once Keyswitch
Service Time has been exceeded.
The adjustable range is 0h to 5000h in steps of 10h.
17.4.3 Keyswitch Service Speed Limit
This parameter sets the speed of the vehicle, once Keyswitch Service Overdue Time has passed.
If Keyswitch Service Speed Limit is entered, the Service icon on the iGauge (if fitted), will be
flashed at a rate of 1 Hz. An error code will also be recorded in the System Log.
Example:
Keyswitch Service Time = 3000h
Keyswitch Service Overdue Time = 100h
Keyswitch Service Speed Limit = 5%
After 3000 keyswitch hours, i.e. controller ‘on time’, the Service icon on the iGauge (if fitted) will be displayed to indicate a service
is due. After a further 100 keyswitch hours, the vehicle’s speed will be limited to 5%. At this point, the Service icon will flash at 1Hz.
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18 Memory Functions
18.1 Diagnostic Logs
Diagnostic logs are used to record the history of error events encountered by the controller during its operational life. These logs
provide valuable information about the type of errors that have been experienced, as well as detailing how many times a
particular ‘trip’ has occurred. They allow quick error diagnosis and provide useful data regarding intermittent problems.
Every error will have an assigned code that is transmitted to the appropriate log when the controller detects a fault. The error will
be categorized as either a System Error or a suspected Controller Error.
System Error Stored within the System Log. It is likely that the error will have been induced by an external
component on the vehicle itself, e.g. an open circuit brake connection, ‘1502’.
Controller Error Stored within the System Log as a generic ‘4401’ error, the actual code is also written to the Control
Log. It is possible that the error will have been induced by an internal controller trip. Before returning
the controller, all wiring and connections should be checked and the battery charged. Contact
PGDT for further advice if necessary.
Each diagnostic log can hold up to 16 different error codes with an associated count of up to 255. Once a count of 255 has
been reached, the number of entries will be held at 255 and will not reset back to 0.
Errors are recorded in chronological order to aid fault-finding. The most recent error is displayed by the programmer on the first
line. Each log entry will contain the error code and the number of consecutive occurrences of that trip.
Example:
Existing error log:
Trip Code: 2B04 6 High Motor Voltage
Trip Code: 1502 3 Solenoid Brake Open Circuit
Trip Code: 1600 1 High Battery Voltage
A new error, ‘2C00’ occurs.
New error log:

Trip Code: 2C00 1 Low Battery Voltage
A little later, another ‘2C00’ error occurs.
New error log:

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When a log is full, i.e. all 16 positions have been used and a 17 th error is introduced; the oldest historical entry will be replaced by
the second oldest entry. This means the most recent error code will always be displayed first.
Example:
Existing error log:
Trip Code: 170C 7 Line Contactor Coil Short Circuit
Trip Code: 1E08 15 Inhibit 1 Active
Trip Code: 2C02 1 Low Voltage Cut-Out
Trip Code: 2F01 8 Drive Command Active At Start-Up
Trip Code: 3B01 10 Motor Open Circuit
Trip Code: 1500 3 Solenoid Brake Short Circuit
Trip Code: 7904 1 Belly Button Active At Start-Up
Another ‘1502’ occurs.
New error log:

Trip Code: 170C 7 Line Contactor Coil Short Circuit
Trip Code: 1E08 15 Inhibit 1 Active
Trip Code: 2C02 1 Low Voltage Cut-Out
Trip Code: 2F01 8 Drive Command Active At Start-Up
Trip Code: 3B01 10 Motor Open Circuit
Trip Code: 1500 3 Solenoid Brake Short Circuit
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18.1.1 Clear Control Log
This function clears the unit’s Control Log and is only accessible using an OEM level programmer.
18.1.2 Clear System Log
This function clears the controller’s System Log and is only accessible using an OEM level programmer.
18.1.3 Read Control Log
This utility allows you to view the contents of the unit’s Control Log and is only accessible using an OEM level programmer.
18.1.4 Read System Log
This utility allows you to view the contents of the controller’s System Log.
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19 Programming Checklist
This section provides a checklist of important programmable parameters and recommends a sequential approach to set-up.
19.1 Initial Checks
Ensure the following conditions have been met, before programming the motor nameplate data.
The controller has been wired correctly, as described in the Installation chapter.
Belly Button Active State has been set correctly for the type of Belly Button fitted to the vehicle.
Brake Fault Detect has been set correctly, i.e. ’Yes’ when the vehicle is fitted with a solenoid brake.
Line Contactor Fault Detect has been set correctly, i.e. ‘Yes’ when the vehicle is fitted with a line contactor.
Throttle Type has been set correctly for the type fitted to the vehicle.
19.2 Motor Set-Up
Before commencing drive, the following parameters must be programmed.

Encoder Pulses Per Revolution.
Maximum Motor Speed.
Rated Current.
Rated Frequency.
Rated Power.
Rated Speed.
Rated Voltage.
The ‘rated’ values are often shown on the motor nameplate and the number of encoder pulses per revolution should be supplied
by the motor manufacturer. ‘Maximum Motor Speed’ should be set according to the intended maximum speed of the vehicle,
taking into account gearing. ‘Motor Poles’ and ‘Power Factor’ should both be left as ‘0’. Suitable levels will be calculated during
the commissioning process.
19.3 Commissioning
Once the parameters listed above have been programmed, the vehicle should be carefully driven until the controller
temperature reaches approximately 40°C (this can be checked using the PC Programmer’s ‘ADC View’ utility). Loading the
vehicle and then accelerating & decelerating will warm the controller and motor quickly. Commissioning at 40°C will ensure the
best possible drive results across a wide operating vehicle temperature range. Before commissioning is undertaken, ensure the
battery is fully charged. If the vehicle does not move when a drive signal is applied, the controller may be in a ‘tripped’ state. If
this happens, a PC Programmer, DTT or iGauge (if fitted) can be used to determine the four-digit trip code. Refer to Chapter 3 for
an explanation of the code and take the advised remedial action.
If the vehicle drives in reverse when a forward drive signal is applied, swap any two of the motor wires. (This assumes correct wiring
of the throttle and direction switches).
If the vehicle drives on slowly once the throttle is released to neutral, the encoder signals may be transposed. Try setting the
parameter Encoder Signal Swap to ‘Yes’.
Slowly drive the vehicle to a solid wall and then use the PC Programmer to initiate the commissioning process. This will fine-tune
the motor performance to provide maximum efficiency across the entire speed range. Ensure that a vehicle jack and axle stand
is available for the third step of the commissioning sequence, i.e. the no load test.
Applying the vehicle’s mechanical or solenoid brake (if fitted), may be sufficient to complete the
second stage (stall test), of the commissioning process. If this is the case, there is no need to
drive the vehicle to a solid wall.
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19.4 Drive Testing
Once commissioning has been completed successfully, the following parameter groups allow further customization of the
controller for the intended vehicle type.
19.4.1 Speeds
This group sets acceleration, deceleration and fast brake rates, in addition to the maximum and minimum speeds of the vehicle.
19.4.2 Advanced
These parameters should not normally require adjustment, however, on some specific applications, they may be used to fine-
tune performance.
19.4.3 Battery
This group sets BDI related parameters and can be used to provide battery saving protection.
19.4.4 Belly Button
This group sets the operation characteristics of the Belly Button switch.
19.4.5 General
This group can be used to provide line contactor interlocking.
19.4.6 Hydraulics
This group can be used to set-up hydraulic operation and provide hydraulic / drive interlocking.
19.4.7 Inhibits
This group can be used to provide speed limits and inhibit drive and/or hydraulic operation.
19.4.8 Motor
This group can be used to provide current foldback & thermal protection for the motor, in addition to setting Hill-Hold
functionality.
19.4.9 Power-Up
This group can be used to program power-up checks to prevent premature drive and hydraulic operation.
19.4.10 Throttle
This group sets the operation characteristics of the throttle.
19.4.11 Tiller
This group sets the operation characteristics of the tiller / seat switch.
19.4.12 Timers
This group can be used to set service reminders.
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PG DRIVES TECHNOLOGY C3 & C3-CAN TECHNICAL MANUAL – DIAGNOSTICS
CHAPTER 3 – DIAGNOSTICS
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C3 & C3-CAN TECHNICAL MANUAL – DIAGNOSTICS PG DRIVES TECHNOLOGY
96 SK79834-04
1 Introduction
This chapter summarizes the controller’s diagnostic capabilities.

Utilizing sophisticated monitoring techniques, the controller is able detect a wide range of system errors, including connection
and wiring faults. The controller continually performs checks on all major vehicle components e.g. motor, throttle, batteries etc. If
a fault is detected, the unit will signal the likely cause of the error using one of the methods detailed below. Wherever possible,
auxiliary functions e.g. ‘lowering’ will be allowed whilst the controller is in a tripped state. Likewise, ‘drive’ will still be available, even
if the unit detects an error with a lift or lower function. Please read this chapter thoroughly before returning a controller for repair.
Diagnostics should only be conducted by electronic service professionals with an in-depth

knowledge of PGDT electronic control systems. An incorrect or badly effected repair could result
in an unsafe set-up of a vehicle. PGDT accepts no liability for losses of any kind arising from an
incorrect or badly effected repair.
The method of diagnostic indication will depend on whether or not a gauge is fitted to the vehicle.
1.1 No Gauge Fitted
If no gauge is fitted to the vehicle, the controller’s integral status LEDs can be used to provide basic diagnostic information.
If the green LED is illuminated, the controller is functioning correctly.
If the red LED is flashing, an error has been detected. The flash rate will be 1Hz, punctuated by a 3-second ‘off’ period.
Count the number of flashes between each 3-second period and then refer to the following ‘Trip Type’ guide.
1.2 iGauge or TruCharge Fitted
PGDT’s iGauge and TruCharge display both indicate battery status and diagnostic information.
1.2.1 Battery Discharge Indicator (BDI) Steady
If the BDI shows 10 bars, the controller is functioning correctly and the batteries are fully charged.
If the BDI shows 7 bars, the controller is functioning correctly but the batteries require charging.
If the BDI shows 3 bars or less, the controller is functioning correctly but the batteries should be charged immediately.
1.2.2 BDI Flashes Slowly
The number of bars on the gauge has fallen below the level set by the parameter Low Battery Flash Level. The batteries should be
charged immediately.
1.2.3 BDI Shows 1 Bar
The battery voltage has fallen below the level set by the parameter Battery Lockout Voltage. Depending on programming,
hydraulic functions and / or drive may be inhibited. The batteries should be charged immediately.
1.2.4 BDI ‘Ripples’, Then Flashes Rapidly
A start-up test has been programmed and either the tiller, throttle, direction switches or hydraulic switches are in a ‘go’ position
when the controller is turned on. The BDI will ‘ripple’ 0 bars to 10 bars and back to 0 bars again for 5 seconds and then ‘trip’.
Check the start-up position of the components listed above before proceeding.
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1.2.5 iGauge Shows Error Screen / TruCharge Flashes Rapidly
The controller safety circuits have operated and the controller has signaled an error. An iGauge will display a 4-digit diagnostic
code and flash both the Service icon and its integral red fault LED. A TruCharge Gauge will flash rapidly.
Turn the controller ‘Off’ via the keyswitch.
Make sure that all controller and vehicle connectors are mated securely.
Check the condition of the battery.
Turn the controller ‘On’.
If the iGauge is still flashing, note the 4-digit code and refer to the table in Section 2.
If the TruCharge is still flashing rapidly, note the number of ‘bars’ and refer to the table below.
Switch the controller ‘On’ again and try to drive.
If the safety circuits operate again, switch ‘Off’ and do not try to use the vehicle.
Contact a local service agent or PGDT for further advice.
For some particular trip codes, dedicated icons will also appear on an iGauge to give a visual representation of the suspected
error. Refer to Chapter 1, Section 9 for details.
1.3 Trip Type Guide
Each controller system error can be defined as belonging to one of the following 10 ‘trip types’. If no gauge is fitted, the number
of controller LED flashes between pauses should be substituted for the number of bars shown below.
The battery needs charging or there is a bad connection to the battery. Check the connections to the
battery. If the connections are good, try charging the battery.
There is an open circuit connection to the motor or demand drive mismatch. Check all connections
between the motor and the controller.
The battery or motor are drawing excessive current or the motor voltage is too high. Alternatively, the
motor or controller temperature has exceeded its maximum value. Check the battery, motor and
thermistor wiring, allow to cool and ensure the ‘Motor’ & ‘Nameplate’ parameters are set correctly.
A line contactor fault is indicated. Check the line contactor and its associated wiring.
A hydraulics fault is indicated. Check the lift contactor, lower valve and associated wiring.
The controller is being inhibited from driving. Check the inhibit switches and their associated
programming.
A throttle or ‘Belly Button’ error is indicated. Alternatively, either the tiller, throttle, lift, lower or direction
switches are active at start-up. Check the throttle, Belly Button switch and associated wiring. Ensure that
no drive or hydraulic command is present at start-up.
A controller error is indicated. Ensure that all connections are secure and the battery is fully charged.
A solenoid brake fault is indicated. Check the solenoid brake and its associated wiring.
An excessive battery voltage has been applied to the controller. Check the battery and its associated
wiring.
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2 Trip Codes And Possible Causes
Once the trip code has been established using an iGauge or programmer, refer to the table below for further information.
Trip Code Trip Type Description & Reference

0810 7 Throttle Error. Refer to Section 2.7.1
0E21 – 0E36 7 Throttle Error. Refer to Section 2.7.1
1310 3 High Motor Current. Refer to Section 2.3.1
1500 9 Solenoid Brake Short Circuit. Refer to Section 2.9.1
1502 9 Solenoid Brake Open Circuit. Refer to Section 2.9.2
1600 10 High Battery Voltage. Refer to Section 2.10.1
1701 4 Line Contactor Open Circuit. Refer to Section 2.4.1
1705 4 Line Contactor Short Circuit. Refer to Section 2.4.2
170C 4 Line Contactor Coil Short Circuit. Refer to Section 2.4.3
170D 4 Line Contactor Coil Open Circuit. Refer to Section 2.4.4
1D02 7 Cycle Power. Refer to Section 2.7.2
1D04 7 Both Direction Switches Active. Refer to Section 2.7.3
1E08 6 Inhibit 1 Active (Latched). Refer to Section 2.6.1
1E09 6 Inhibit 2 Active (Latched). Refer to Section 2.6.2
1E0A 6 Inhibit 3 Active (Latched). Refer to Section 2.6.3
2B04 3 High Motor Voltage. Refer to Section 2.3.2
2C00 1 Low Battery Voltage. Refer to Section 2.1.1
2C02 1 Low Voltage Cut-Out. Refer to Section 2.1.2
2C04 10 High Battery Foldback. Refer to Section 2.10.2
2D01 2 Demand Drive Mismatch. Refer to Section 2.2.2
2F01 7 Drive Command Active At Start-Up. Refer to Section 2.7.4
2F10 7 Lift Or Lower Command Active At Start-Up. Refer to Section 2.7.5
3106 10 Very High Bridge Voltage. Refer to Section 2.10.3
3A00 8 Bad Settings. Refer to Section 2.8.2
3A06 7 Invalid Settings. Refer to Section 2.7.1
3A08 - Bad Nameplate Settings. Refer to Section 2.11
3B01 2 Motor Open Circuit. Refer to Section 2.2.1
3D02 3 Motor Shorted High. Refer to Section 2.3.3
3D03 3 Motor Shorted Low. Refer to Section 2.3.4
4401 - Record Of Controller Error. Refer to Section 2.8.3
7802 3 Motor Temperature Foldback. Refer to Section 2.13
7804 3 Timed Current Foldback. Refer to Section 2.12
7810 3 Motor Temperature Cut-Off. Refer to Section 2.14
7820 3 Controller Temperature Foldback. Refer to Section 2.15
7902 3 Controller Temperature Cut-Off. Refer to Section 2.16
7904 7 Belly Button Active At Start-Up. Refer to Section 2.7.6
7905 7 Belly Button Input Invalid. Refer to Section 2.7.7
7906 7 Belly Button Input Mismatch. Refer to Section 2.7.8
7907 7 Belly Button Input Configuration Error. Refer to Section 2.7.9
7908 3 Motor Thermistor Open Circuit. Refer to Section 2.3.5
7910 7 Belly Button Input Data Timeout. Refer to Section 2.7.10
791D 7 Throttle Input Data Timeout. Refer to Section 2.7.1
7944 5 Lift/Lower Input Data Out Of Range. Refer to Section 2.5.5
794D 7 Throttle Input Data Out Of Range. Refer to Section 2.7.1
9100 5 Lift Contactor Coil Open Circuit. Refer to Section 2.5.1
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Trip Code Trip Type Description & Reference

9102 5 Lift Contactor Coil Short Circuit. Refer to Section 2.5.2
9110 5 Proportional Valve Open Circuit. Refer to Section 2.5.6
9114 5 Proportional Valve Over Current. Refer to Section 2.5.7
9120 5 Lower Valve Open Circuit. Refer to Section 2.5.3
9121 5 Lower Valve Short Circuit. Refer to Section 2.5.4
9200 3 High Battery Current. Refer to Section 2.3.6
9300 - Keyswitch Service Speed Limit Active. Refer to Section 2.17
9301 - Drive Service Speed Limit Active. Refer to Section 2.17
9500 – 950A 5 Lift/Lower Error. Refer to Section 2.5.8
All Other Codes 8 Controller Error. Refer to Section 2.8.1
2.1 Trip Type 1 – Low Battery
2.1.1 Low Battery Voltage
This trip occurs when the controller detects that the battery voltage has fallen below approximately 14V.
Check the condition of the batteries, connectors and associated wiring.
2.1.2 Low Voltage Cut-Out
This trip occurs when the level set by Low Voltage Cut-Out has been present for the period set by the parameter Low Voltage
Time.
Charge the batteries.
2.2 Trip Type 2 – Motor Open Circuit Or Demand Drive Mismatch
2.2.1 Motor Open Circuit
This trip occurs when the controller detects an open circuit motor connection.
Check the motor, connectors and associated wiring.
2.2.2 Demand Drive Mismatch
This trip occurs when the controller detects that the controller is in drive without an input demand being present.
Check the setting of Encoder Signal Swap.
2.3 Trip Type 3 – High Motor Current Or Voltage / Thermistor Error / High Battery Current
2.3.1 High Motor Current
This trip occurs when the controller detects that one or more of the motor phases is drawing excessive current.
Check the motor, connectors and associated wiring. Also ensure that the ‘Motor’ and ‘Nameplate’ parameters have been
programmed correctly and that the commissioning process has been completed successfully.
2.3.2 High Motor Voltage
This trip occurs when the controller detects a higher than expected voltage on one or more of the motor phases.
Check the motor, connectors and associated wiring. Also ensure that the ‘Motor’ and ‘Nameplate’ parameters have been
programmed correctly and that the commissioning process has been completed successfully.
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2.3.3 Motor Shorted High
This trip occurs when the controller detects that one or more of the motor phases is shorted to Battery Positive.
2.3.4 Motor Shorted Low
This trip occurs when the controller detects that one or more of the motor phases is shorted to Battery Negative.
This trip may also occur if the controller’s ‘B+’ and ‘B-’ terminals are wired incorrectly.
2.3.5 Motor Thermistor Open Circuit
This trip occurs when the controller detects that the motor thermistor is open circuit. Check the thermistor and associated wiring.
If no motor thermistor is fitted, the parameters Motor Thermistor Cut-Off and Motor Thermistor
Foldback should be set to 0Ω to disable the trip.
2.3.6 High Battery Current
This trip occurs when the controller detects a very high battery current.
Check the battery, connectors and associated wiring.
2.4 Trip Type 4 – Line Contactor Error
2.4.1 Line Contactor Open Circuit
This trip occurs when the controller detects that the line contactor’s ‘contacts’ are open circuit.
Check the line contactor and associated wiring.
2.4.2 Line Contactor Short Circuit
This trip occurs when the controller detects that the line contactor’s ‘contacts’ are welded.
2.4.3 Line Contactor Coil Short Circuit
This trip occurs when the controller detects that the line contactor coil is short circuit.
2.4.4 Line Contactor Coil Open Circuit
This trip occurs when the controller detects that the line contactor coil is open circuit.
2.5 Trip Type 5 – Hydraulics Error
2.5.1 Lift Contactor Coil Open Circuit
This trip occurs when the controller detects that the lift contactor coil is open circuit.
Check the lift contactor and associated wiring.
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2.5.2 Lift Contactor Coil Short Circuit
This trip occurs when the controller detects that the lift contactor coil is short circuit.
Check the lift contactor and associated wiring.
2.5.3 Lower Valve Open Circuit
This trip occurs when the controller detects that the lower valve coil is open circuit.
Check the lower valve and associated wiring.
2.5.4 Lower Valve Short Circuit
This trip occurs when the controller detects that the lower valve coil is short circuit.
Check the lower valve and associated wiring.
2.5.5 Lift/Lower Input Data Out Of Range
This trip occurs when the controller detects data from the CAN lift / lower signal that is outside of its normal range.
Check the Throttle, programming and associated wiring.
2.5.6 Proportional Valve Open Circuit
This trip occurs when the controller detects that the proportional valve coil is open circuit.
Check the proportional valve and associated wiring.
2.5.7 Proportional Valve Over Current
This trip occurs when the controller detects that the proportional valve current is over 2.75A.
Check the proportional valve and associated wiring.
2.5.8 Lift/Lower Error
These trips occur when the controller detects an error with the lift / lower device or the connections to it. The following individual
trip codes, each relating to specific lift / lower types, can be used to determine the most likely cause of the error.
‘9500’ – Lift/Lower Wiper Error (Types ‘All’)
This trip may occur if the lift / lower wiper output is excessively ‘noisy’.
Before returning the controller for repair, please contact PGDT for further advice.
‘9501’ – Lift/Lower High Reference Error (Types ‘0’ & ‘4’)
This trip occurs when the controller detects that the Analogue 1 / 2 High Reference input is outside of its normal range.
Check the lift / lower potentiometer and its associated wiring.
‘9502’ – Lift/Lower Input Out Of Range (Types ‘0’, ‘1’, ‘3’ & ‘4’)
This trip occurs when the controller detects that the Analogue 1 / 2 Input is outside of its normal range (>1.66V for types ‘0’ & ‘4’,
>3.26V or <0.064V for types ‘1’ & ‘3’).
Check the lift / lower potentiometer and associated wiring.
‘9503’ – Lift/Lower Input High (Types ‘2’ & ‘5’)
This trip occurs when the controller detects that the voltage on the Analogue 1 / 2 Input is higher than the value set by the
parameter Lift/Lower High Voltage Trip.
Check the lift / lower voltage source and associated wiring.
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‘9504’ – Lift / Lower Input Low (Type ‘2’ & ‘5’)

This trip occurs when the controller detects that the voltage on the Analogue 1 / 2 Input is lower than the value set by the
parameter Lift/Lower Low Voltage Trip.
Check the lift / lower voltage source and associated wiring.
‘9505’ – Lift/Lower Potentiometer Resistance High (Types ‘0’, ‘1’, ‘3’ & 4)
This trip occurs when the controller detects that the lift / lower potentiometer resistance is too high for the type selected (>6kΩ for
types ‘0’ & ‘4’, >13kΩ for types ‘1’ & ‘3’).
‘9506’ – Lift/Lower Potentiometer Resistance Low (Types ‘1’ & ‘3’)
This trip occurs when the controller detects that the lift / lower potentiometer resistance is too low for the type selected (< 763Ω).
Check the throttle potentiometer and associated wiring.
‘9507’ – Lift/Lower Wiper Open Circuit (Types ‘1’ & ‘3’)
This trip occurs when the controller detects that the lift / lower wiper connected to Analogue 1 Input is open circuit.
‘9509’ – Lift/Lower High Reference ISO Error (Types ‘1’ & ‘3’)
This trip occurs when the controller detects that the lift / lower potentiometer wiper is shorted to the Analogue 1 High Reference
input. The check is only performed when the parameter ISO Tests is set to ‘Yes’ and a 5kΩ, 3-wire potentiometer is fitted.
‘950A’ – Lift/Lower Low Reference ISO Error (Types ‘1’ & ‘3’)
This trip occurs when the controller detects that the lift / lower potentiometer wiper is shorted to the Potentiometer Low Reference
2.6 Trip Type 6 – Inhibit Active
2.6.1 Inhibit 1 Active
This trip occurs when the controller detects that the Inhibit 1 switch input is active, Inhibit 1 Speed Limit has been set to 0% and
Inhibit 1 Latch has been set to ‘Yes’.
Check the state of the switch, Inhibit 1 programming, connectors and associated wiring.
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2.7 Trip Type 7 – Throttle Error / Input Active At Start-Up / Belly Button Error
2.7.1 Throttle Error
These trips occur when the controller detects an error with the throttle or the connections to it. The following individual trip codes,
each relating to specific throttle types, can be used to determine the most likely cause of the error.
‘0810’ – Throttle High Reference Error (Types ‘0’ & ‘4’)
This trip occurs when the controller detects that the Analogue 1 / 2 High Reference input is outside of its normal range.
Check the throttle potentiometer and its associated wiring.
‘0E21’ – Throttle Wiper Open Circuit (Types ‘1’ & ‘3’)
This trip occurs when the controller detects that the throttle wiper connected to Analogue 1 Input is open circuit.
‘0E22’ – Throttle Wiper Error (Types ‘All’)
This trip may occur if the throttle wiper output is excessively ‘noisy’.
Before returning the controller for repair, please contact PGDT for further advice.
‘0E25’ – Throttle Input High (Types ‘2’ & ‘5’)
This trip occurs when the controller detects that the voltage on the Analogue 1 / 2 Input is higher than the value set by the
parameter Throttle High Voltage Trip.
Check the throttle voltage source and associated wiring.
‘0E26’ – Throttle Input Low (Type ‘2’ & ‘5’)
This trip occurs when the controller detects that the voltage on the Analogue 1 / 2 Input is lower than the value set by the
parameter Throttle Low Voltage Trip.
Check the throttle voltage source and associated wiring.
‘0E28’ – Throttle Input Out Of Range (Types ‘0’, ‘1’, ‘3’ & ‘4’)
This trip occurs when the controller detects that the Analogue 1 / 2 Input is outside of its normal range (>1.66V for types ‘0’ & ‘4’,
>3.26V or <0.064V for types ‘1’ & ‘3’).
‘0E2E’ – Throttle Potentiometer Resistance High (Types ‘0’, ‘1’, ‘3’ & 4)
This trip occurs when the controller detects that the throttle potentiometer resistance is too high for the type selected (>6kΩ for
types ‘0’ & ‘4’, >13kΩ for types ‘1’ & ‘3’).
‘0E2F’ – Throttle Potentiometer Resistance Low (Types ‘1’ & ‘3’)
This trip occurs when the controller detects that the throttle potentiometer resistance is too low for the type selected (< 763Ω).
‘0E35’ – Throttle High Reference ISO Error (Types ‘1’ & ‘3’)
This trip occurs when the controller detects that the throttle potentiometer wiper is shorted to the Analogue 1 High Reference
‘0E36’ – Throttle Low Reference ISO Error (Types ‘1’ & ‘3’)
This trip occurs when the controller detects that the throttle potentiometer wiper is shorted to the Potentiometer Low Reference
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‘3A06’ – Invalid Settings (Types ‘1’ & ’3’)

This trip occurs if Input Source – Throttle is set to ‘Analogue 2’ and Throttle Type is set to ‘1’ or ‘3’.
Set Input Source – Throttle to ‘Analogue 1’ or change the Throttle Type to ‘0’, ‘2’, ‘4’ or ‘5’.
‘791D’ – Throttle Input Data Timeout
This trip occurs when the controller does not detect data from the CAN throttle signal, within a set time period.
Check the throttle, programming and associated wiring.
‘794D’ – Throttle Input Data Out Of Range
This trip occurs when the controller detects data from the CAN throttle signal that is outside of its normal range.
Check the throttle, programming and associated wiring.
2.7.2 Cycle Power
This trip occurs when the controller detects that one of the following parameter values has been reprogrammed.
Encoder Pulses Per Revolution.
ISO Tests.
Throttle Deadband.
Throttle Gain.
Throttle Type.
Cycle the keyswitch to continue.
2.7.3 Both Direction Switches Active
This trip occurs when the controller detects that both direction switches are active at the same time.
Check the direction switches and associated wiring.
2.7.4 Drive Command Active At Start-Up
This trip occurs when the controller detects that a drive command is active at start-up, e.g. the throttle is displaced.
Check the direction switches, throttle, tiller / seat switch and associated wiring.
2.7.5 Lift Or Lower Command Active At Start-Up
This trip occurs when the controller detects that a lift or lower command is active at start-up.
Check the lift & lower switches and associated wiring.
2.7.6 Belly Button Active At Start-Up
This trip occurs when the controller detects that the Belly Button switch is active at start-up.
Check the Belly Button switch and associated wiring.
2.7.7 Belly Button Input Invalid
This trip occurs when the controller detects that the Belly Button input is outside of its expected range.
Check the Belly Button switch, programming and associated wiring.
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2.7.8 Belly Button Input Mismatch
This trip occurs when the controller detects that the Belly Button’s local input and CAN input disagree.
2.7.9 Belly Button Input Configuration Error
This trip occurs if the Belly Button High Threshold has been programmed to a lower value than Belly Button Low Threshold.
Reprogram the controller with appropriate values.
2.7.10 Belly Button Input Data Timeout
This trip occurs when the controller does not detect data from the CAN Belly Button signal, within a set time period.
2.8 Trip Type 8 – Controller Error
2.8.1 Controller Error
These trips occur when the controller detects an internal error.

Check the batteries, motor, connectors and wiring to the controller, before returning the unit for repair.
2.8.2 Bad Settings
This trip occurs when the controller detects a ‘bad’ programmable setting.
Reprogram the controller using a known good file.
2.8.3 Record Of Controller Error
‘4401’ is not actually an error code but rather an historical record that a controller trip has been written to the Control Log.
Each time the controller trips with an error not shown in the preceding table, it records one instance of the code ‘4401’ in its
System Log. At the same time, the actual controller trip code is written to the Control Log. Providing neither log has been cleared,
the number of ‘4401’ trips should therefore equal the total number of Control Log trips. More information on the controller’s
diagnostic logs can be found in Chapter 2, Section 18.
Check the batteries, motor, connectors and wiring to the controller, before returning the unit for repair.
A number of supposedly faulty controllers, returned to PGDT each year, are subsequently found
to operate correctly. All vehicle components, connections and wiring should therefore be
thoroughly checked before returning a controller.
2.9 Trip Type 9 – Solenoid Brake Error
2.9.1 Solenoid Brake Short Circuit
This trip occurs when the controller detects that the solenoid brake coil is short circuit or is drawing excessive current.
Check the solenoid brake and associated wiring.
2.9.2 Solenoid Brake Open Circuit
This trip occurs when the controller detects that the solenoid brake coil is open circuit.
Check the solenoid brake and associated wiring.
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2.10 Trip Type 10 – High Battery / Bridge Voltage / High Battery Foldback / Very High Bridge Voltage
2.10.1 High Battery / Bridge Voltage
This trip occurs when the controller detects that the controller bridge voltage has exceeded 35.5V or the battery voltage has
exceeded 40V.
2.10.2 High Battery Foldback
This trip indicates the controller bridge voltage has exceeded 33V.
2.10.3 Very High Bridge Voltage
This trip indicates the controller bridge voltage has exceeded 40V.
2.11 Bad Nameplate Settings
This trip occurs when the controller detects that the Motor Nameplate settings are incorrect.
Program each of the nameplate parameters with the correct values.
2.12 Timed Current Foldback
An occurrence of this trip will be recorded in the System Log, when the controller enters Timed Foldback.
Check that the timed foldback parameters have been programmed correctly for the application.
2.13 Motor Temperature Foldback
This trip occurs when the motor thermistor resistance reaches the value set by Motor Thermistor Foldback. At this point, the
controller’s available output current will be reduced linearly until the Motor Temperature Cut-Off point is reached. During this
period, the Current Foldback Icon will be displayed on the iGauge (if fitted).
Allow the motor to cool before operating again.
2.14 Motor Temperature Cut-Off
This trip occurs when the motor thermistor resistance reaches the value set by Motor Thermistor Cut-Off. At this point, the
controller’s available output current will be reduced to the level set by Absolute Minimum Current, as measured during the
commissioning process.
Allow the motor to cool before operating again.
2.15 Controller Temperature Foldback
This trip occurs when the internal controller temperature exceeds approximately 92°C and the unit enters thermal foldback. At this
point, the controller’s available output current will be reduced linearly until the Controller Temperature Cut-Off level is reached.
During this period, the Temperature Foldback Icon will be displayed on the iGauge (if fitted).
Allow the controller to cool before operating again.
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2.16 Controller Temperature Cut-Off
This trip occurs when the internal controller temperature reaches approximately 100°C. At this point, the controller’s available
output current will be reduced to the level set by Absolute Minimum Current, as measured during the commissioning process.
Allow the controller to cool before operating again.
2.17 Service Speed Limit Active
These trips show that the one of the service speed limits has been activated. Service speed limits occur once the applicable
service overdue time has been exceeded. The iGauge (if fitted), will flash the Service icon to indicated a limiting condition. Refer
to Chapter 2, Section 17 for further details.
3 Other Errors
3.1 Slow or Sluggish Movement
If the vehicle does not travel at full speed and the battery condition is good, check the position of the speed limiting control and
the setting of Input Source – Speed Limit. If adjusting the speed limiting control does not remedy the problem there may be a
non-hazardous fault.
3.2 Intermittent Errors
If the system fails intermittently, use the PC Programmer or a DTT to interrogate the error logs. Note the stored codes and then
refer to the trip code table, before carrying out remedial action.
4 Servicing Of Defective Units
There are no serviceable parts within the controller. Consequently, any defective units must be returned to PGDT or a PGDT
approved service organization for repair.
Opening or making any unauthorized adjustments or modifications to the controller or its components will invalidate any warranty
and may result in hazards to the operator and is strictly forbidden.
PGDT accepts no liability for losses of any kind arising from unauthorized opening, adjustment or
modification to the controller.
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PG DRIVES TECHNOLOGY C3 & C3-CAN TECHNICAL MANUAL – WARNING SUMMARY
CHAPTER 4 – WARNING SUMMARY
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C3 & C3-CAN TECHNICAL MANUAL – WARNING SUMMARY PG DRIVES TECHNOLOGY
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1 Introduction
This section summarizes all of the very important warnings that appear throughout the text of this manual. Do not install, maintain
or operate the vehicle without reading, understanding and observing the following warnings. Failure to observe these warnings
could result in UNSAFE CONDITIONS for the user of a vehicle or affect the reliability of the controller. PG Drives Technology accepts
no liability for losses of any kind arising from failure to comply with any of the conditions in the warnings listed below. Failure to
observe these warnings will also invalidate the controller’s warranty.
The vehicle manufacturer may wish to use this section as a checklist, to ensure the risk areas
identified below have been addressed within their own vehicle designs and associated
documentation.
2 Warnings
2.1 Precautions For Use
Do not operate the controller if the vehicle behaves erratically, or shows abnormal signs of
heating, sparks or smoke. Turn the controller off at once and consult a local service agent. PGDT
The user of the vehicle, to which the controller is fitted, must always comply with the operating
instructions and safety warnings, as supplied by the vehicle manufacturer. PGDT accepts no
Although the controller is designed to be extremely reliable and each unit is rigorously tested
during manufacture, the possibility of system malfunction always exists (however small the
probability). Under some conditions of system malfunction the controller must (for safety
reasons), stop the vehicle instantaneously. If there is any possibility of the user falling from a
ride-on vehicle as a result of a sudden braking action, it is imperative that a restraining device
such as a seat belt is supplied with the vehicle and that it is in use at all times when the vehicle
is in motion. PGDT accepts no liability for losses of any kind arising from the unexpected
stopping of the vehicle, or arising from the improper use of the vehicle or controller.
Electronic equipment can be affected by Electro Magnetic Interference (EMI). Such interference
may be generated by radio stations, TV stations, other radio transmitters and cellular phones. If
the vehicle exhibits erratic behavior due to EMI, turn the controller off immediately and consult a
local service agent. PGDT accepts no liability for losses of any kind arising from failure to comply
It is the responsibility of the vehicle manufacturer to ensure that the vehicle complies with
appropriate National and International EMC legislation. PGDT accepts no liability for losses of
any kind arising from failure to comply with this condition.
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2.2 General
Under strenuous driving conditions, it is possible for metal sections of the controller’s case to
exceed 41°C (106°F). Under such conditions, the vehicle manufacturer should ensure that either the
user cannot touch these surfaces, or that the user is warned not to touch these surfaces. While
41°C (106°F) is very close to normal body temperature, prolonged contact with surfaces above
41°C (106°F) can result in burns to the skin. PGDT accepts no liability for losses of any kind
2.3 General
The vehicle manufacturer is responsible for establishing the suitability of the particular wiring
arrangements used on the vehicle, for both normal use and stalled conditions. PGDT can make
general recommendations for wiring to the controller, but PGDT accepts no responsibility for, and
accepts no liability for, losses of any kind arising from the actual wiring arrangement used.
The vehicle manufacturer is responsible for ensuring that only the mating connectors specified by
PGDT on the controller’s data sheet or in this manual are used to connect to the controller. PGDT
The vehicle manufacturer is responsible for ensuring that suitable connectors are used and
securely mated throughout the vehicle wiring system and that the workmanship associated with
the wiring system is of a good enough quality. Failure to meet this condition could result in
intermittent operation, sudden stopping or veering, or even create a burn or fire hazard. PGDT
2.4 Battery & Motor
It is the responsibility of the vehicle manufacturer to ensure that the high current crimp
connections are suitable for use on the intended application. PGDT accepts no liability for losses
2.6 Crimping
Defective or poor quality crimps may affect the warranty of the controller. PGDT accepts no
2.7 Wire Gauge And Types
It is the responsibility of the vehicle manufacturer to ensure that all wire gauges are suitable for
the intended application. PGDT accepts no liability for losses of any kind arising from failure to
comply with this condition.
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2.8 Emergency Disconnect Switch
It is the responsibility of the vehicle manufacturer to ensure appropriate fuses, line contactors
and emergency disconnect switches are used and that these devices are appropriately located.
PGDT accepts no liability for losses of any kind if inappropriate devices or arrangements are
used.
2.9 Belly Button Switch
It is the responsibility of the vehicle manufacturer to ensure the mechanical arrangement of the
Belly Button is suitable for the intended application. PGDT accepts no liability for losses of any
kind arising from the incorrect mechanical arrangement of the Belly Button or the type of Belly
Button switch used.
2.10 Tiller / Seat Switch
For a truly fail-safe system, PGDT recommend the use of a normally open Tiller / Seat switch.
2.12 Drive Motor
The vehicle manufacturer is responsible for ensuring that the controller is matched to the motor.
The vehicle manufacturer is responsible for always ensuring that any replacement motors or
gearboxes are fully compatible with the originals that the controller was designed to match.
SK79834-04 113
Users or service personnel must not move a controller from one vehicle type to install it on a
different vehicle type. Controllers with different part numbers may have both hardware and
software differences to ensure that they are compatible with the electrical and dynamic
characteristics of their specific target vehicles. The characteristics of one type of controller may
not be compatible with a different vehicle. Failure to observe this warning could result in an
unsafe set-up for the vehicle user and may create a fire hazard depending on the motors, wiring,
connectors and circuit breakers installed on the unauthorized vehicle. PGDT accepts no liability
for losses of any kind arising from failure to comply with this condition.
2.13 Production Tests
These tests should be conducted in an open space and for ride-on vehicles a restraining device
such as a seat belt should always be used. PGDT accepts no liability for losses of any kind
2.14 Introduction
Programming should only be conducted by electronic service professionals with an in-depth

knowledge of PGDT controllers. Incorrect programming could result in an unsafe set-up of a
vehicle for a user. This chapter must be fully read and understood before programming is
attempted. PG Drives Technology accepts no liability for losses of any kind arising from failure to
comply with these conditions.
2.15 Programmable Parameters
Care should be taken when adjusting parameters, whilst on a gradient. PGDT advise that the
mechanical handbrake (if fitted) is applied during reprogramming.
Parameters marked with an asterisk should be given special attention.
2.16 Maximum Forward Speed
Ensure the stability of the vehicle is maintained, especially when cornering at the programmed
Maximum Forward Speed.
2.17 Maximum Forward Acceleration
Setting this value too low could cause the vehicle to tip when accelerating up a slope.
2.18 Maximum Forward Deceleration
2.19 Maximum Reverse Deceleration
slope.
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2.20 Maximum Forward Fast Brake
2.21 Maximum Reverse Fast Brake – Profile 1 / 2
slope.
2.22 Belly Button Active State
2.23 Absolute Minimum Current / Motor Parameters 1 - 9
Always follow the manufacturer’s recommended procedure when jacking the vehicle up. Once lifted,
fit axle stands to safely support the vehicle and remove the jack. Ensure that all such lifting
equipment is in a serviceable condition and suitable for the vehicle in question.
2.24 Brake Fault Detect
This parameter must be set to ‘Yes’, if a solenoid brake is fitted to the vehicle.
2.25 Line Contactor Fault Detect
This parameter must be set to ‘Yes’, if a line contactor is used.
2.26 Lift/Lower Deadband
Failure to follow this advice may mean the lift / lower input device fails to return to deadband
when released. PGDT accepts no liability for losses of any kind arising from failure to comply
2.27 Lift/Lower High Voltage Trip
If Lift/Lower High Voltage Trip is set to 6.00V (default), no voltage checks will be made.
2.28 Lift/Lower Low Voltage Trip
If Lift/Lower Low Voltage Trip is set to 0V (default), no voltage checks will be made.
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2.29 Lift/Lower Type
Appropriate Lift/Lower, High/Low Trip limits must be set if Lift/Lower Type ‘5’ is required. PGDT
2.30 Switch Source – Belly Button
Appropriate Lift/Lower, High/Low Trip limits must be set if lift/lower type ‘5’ is required. PGDT
2.31 Motor Thermistor Foldback
It is the responsibility of the vehicle manufacturer to ensure that suitable values for Motor
Thermistor Cut-Off and Motor Thermistor Foldback are chosen for the motor type used. PGDT
2.32 ISO Tests
This parameter should only be set to ‘On’ if a 5kΩ; 3-wire potentiometer is used for the throttle.
2.33 Throttle Deadband
Failure to follow this advice may mean the throttle fails to return to deadband when released.
PGDT accepts no liability for losses of any kind arising from failure to comply with this condition.
2.34 Throttle High Voltage Trip
If Throttle High Voltage Trip is set to 6.00V (default), no voltage checks will be made.
2.35 Throttle Low Voltage Trip
If Throttle Low Voltage Trip is set to 0V (default), no voltage checks will be made.
2.36 Throttle Type
Appropriate Throttle High/Low Trip limits must be set if throttle type ‘5’ is required. PGDT accepts
no liability for losses of any kind arising from failure to comply with this condition.
2.37 Introduction
Diagnostics should only be conducted by electronic service professionals with an in-depth

knowledge of PGDT electronic control systems. An incorrect or badly effected repair could result
in an unsafe set-up of a vehicle. PGDT accepts no liability for losses of any kind arising from an
incorrect or badly effected repair.
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2.38 Servicing Of Defective Units
PGDT accepts no liability for losses of any kind arising from unauthorized opening, adjustment or
modification to the controller.
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PG DRIVES TECHNOLOGY C3 & C3-CAN TECHNICAL MANUAL – SPECIFICATIONS
CHAPTER 5 – SPECIFICATIONS
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PG DRIVES TECHNOLOGY C3 & C3-CAN TECHNICAL MANUAL – SPECIFICATIONS
1 Technical Specifications
Version C3-200 / C3-200-CAN C3-250 / C3-250-CAN

Nominal Supply Voltage 24Vdc
Operating Voltage 16 – 30Vdc
Peak Voltage 35Vdc
Reverse Battery Voltage 40Vdc
Coil Outputs 2A
Inhibit Inputs Active Low (0V)
Output Current – 2 min. (rms)* 200A 250A
Output Current – 1 hour (rms)* 80A 100A
PWM Frequency 20kHz ± 1%
Power Connection M6 – recommended fixing torque 5.5Nm
Control Connector 20-way Molex Mini-Fit Jr.
Motor Feedback Connector 6-way Molex Mini-Fit Jr.
Programming / Display Connector 4-way Molex Mini-Fit Jr.
Mounting Holes ø5.4mm – 4 off
Moisture Resistance Electronics to IPx5
Operating Temperature -30°C to 55°C
Storage Temperature -40°C to 70°C
Safety Multiple hardware & software strategy designed to EN60335/2/72
EMC Susceptibility Tested at 30V/m to EN12895:2000
EMC Emissions To EN12895:2000
ESD IEC 61000-4-2
Dimensions 171.8mm x 146.3mm x 62.5mm
Weight 1.79kg
*Assumes 250mm x 250mm x 5mm heatsink, 5kph airflow, 25°C ambient temperature.
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C3 & C3-CAN TECHNICAL MANUAL – SPECIFICATIONS PG DRIVES TECHNOLOGY
122 SK79834-04

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TECHNICAL MANUAL

About this manual ..................................................... 9 6.8.3.2 Analogue 2 Input ............................................... 26

15.1 Direction Switch Debounce ................................ 82 19.4.1 Speeds ............................................................... 94

Chapter 5 – Specifications ................................................... 119

About this manual

This manual is divided into 5 chapters.

Note – A general point for best practice.

2 Working On Electric Vehicles

2.1 Precautions For Working On Electric Vehicles

2.1.1 Uncontrolled Operation

2.1.2 High Current Arcs

2.1.3 Lead Acid Batteries

2.2 Precautions For Use

Do not drive the vehicle:

The controller is constructed in a single frame size with dimensions as follows.

5.1.2 Cable Routing

6 Connections And Wiring

6.2 Typical Wiring Configuration – C3

6.2.1 Typical Wiring Configuration – C3-CAN

6.3.1 Battery & Motor

Screws should not be tightened to more than 5.5Nm.

6.3.2 Control Connector

The Control Connector is a Molex ‘Mini-Fit Jr’ part.

6.3.3 Motor Feedback Connector

The Motor Feedback Connector is a Molex ‘Mini-Fit Jr’ part.

6.3.4 Programming / Display Connector

The controller Programming / Display Connector is a Molex ‘Mini-Fit Jr’ part.

Molex ‘Mini-Fit-Jr.’ Crimp Tool: 63819-0900

‘AMPOWER III’ Crimp Tool: 708777-4

Only use the exact tools as specified.

6.5 Wire Gauge and Types

Battery Motor Control Motor Feedback

6.6 Battery Connection

6.6.1 Power Fuse

6.6.2 Line Contactor

6.6.3 Emergency Disconnect Switch

6.7 Motor Connection

6.8 Control Connector

Pin Number Description

*Default programming. See section 6.8.6 for further details.

6.8.1 Throttle Configuration

6.8.1.1 Analogue 1 Input

Pin 1 will accept signals from the following sources.

The wiper of a 2-wire 5kΩ variable resistor.

6.8.1.2 Analogue 2 Input

Pin 3 will accept signals from the following sources.

The wiper of a 2-wire 5kΩ variable resistor.

6.8.1.3 CAN Input (C3-CAN Only)

Pins 15 & 16 will accept signals from the following source.

Data from a CAN tiller head.

6.8.3 Speed Limiting Configuration

6.8.3.1 Analogue 1 Input

Pin 1 will accept signals from the following sources.

The wiper of a 2-wire 5kΩ variable resistor.

6.8.3.2 Analogue 2 Input

Pin 3 will accept signals from the following sources.

The wiper of a 2-wire 5kΩ variable resistor.

6.8.3.3 CAN Input (C3-CAN Only)

Pins 15 & 16 will accept signals from the following source.