- Crosspoint Kinetics

Kinetics Hybrid
Maintenance Training
Manual
A Cummins Crosspoint Company
Crosspoint Kinetics
Kinetics Hybrid System
Maintenance Training Manual
REVISION RECORD
REV
00
01
DCN
CN 0027
CN 0072
DESCRIPTION
Initial Release
First update
BY
FJ
FJ
CHECKED
APPROVED
WAB
WAB
DATE
03/08/13
11/21/14
Printed versions of this document are not controlled
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Kinetics Hybrid
Maintenance Training
Manual
A Cummins Crosspoint Company
TABLE OF CONTENTS:
Forward…………………………………………………………………………….…………………………….……………..3
Hybrid Concepts and Features…………………….…………………….…………………………………..……….4
System Operation………...……………………………………………….….……………………………………….……5
Component Locations…………..…………………………………………..……………………………………….……9
Vehicle Safety………………………….………………………………………………………………………………….…10
Motor………………………………………..……………………………………………………………………………….…11
Motor Encoder…………………………………………………………………………………………………………..….12
Actuator………………………………………………………………………….………………….…………………………13
Controller……………………………………….........................................................................……….14
Ultracapacitor………………………………………………………………….………………….………………………..15
Cooling Unit………………………………………………………………………..……………….…………………..……16
Brake Transducer…………………………....................................................................................17
Impact Switch………………………………………………………………………..…………….…………………..……18
Power Distribution Box…………………………………………………………..…………….……………………….19
Enable String……………………………………………………………………………..…………..…………………..….20
400 Amp Fuse……………………………………………………………………………..…………..………………..…..22
Throttle Box…………………………………………………………………………………..………..…………………....23
Driver Display…………………………………………………………………………………..……..…………………....24
Electrical Connector Locations………………………………………………………….………………………..….25
Maintenance Service Intervals…….…………………………………………………….…………………………..27
Welding Safety…………………………………………………………………………………….…………………………29
GFI Protection……………………………………………………………………………………….……………………….33
Calibration…………………………………………………………………………………………….……………………….34
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Maintenance Training
Manual
A Cummins Crosspoint Company
Forward:
This information is intended to be the guide for training technicians in the operations & maintenance of the
Crosspoint Kinetics hybrid system as well as make the technicians aware of any unique/special processes that
will be required during maintenance. The following steps must be completed prior to being approved for
performing warranty work on the Crosspoint Kinetics Electric Hybrid system:
•
•
•
Technicians must complete the maintenance training certification prior to any warranty work.
Technicians will need to provide a detailed report for the warranty work accomplished.
Also:
o Technicians will be responsible for correct use/torque of common mounting hardware and
fasteners supplied by the installer.
o Technicians will be responsible for hose/harness routing (sharp edges, chaffing, ect.)
o Refer to the Crosspoint Kinetics Maintenance Manual for current details.
This manual will cover one component location. Locations vary with OEM so we will give overview of a Chevy
4500 standard install. Here are the locations of some OEM installs:
Ultracap/Controller
L Side/R Side Mid-Chassis (ARBOC)………………….
L Side/R Side Aft of Rear Wheels (Turtletop)…..
Left Side Frame Rail (Shepard)………………………..
Heat Exchanger
Left Side behind Driver Seat
Between Frame Rails Aft of Rear Wheels
Right Side Frame Rail
Contact Information:
Crosspoint Kinetics
855-435-4301 (toll free)
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Maintenance Training
Manual
A Cummins Crosspoint Company
Kinetics Hybrid Concepts
A vehicles highest fuel usage is from 0 to approx. the first shift point
 The hybrid counters this by the electric motor applying 400 ft lb of torque to driveline
 During deceleration, or Regen, motor becomes a generator to charge ultracaps
 Regenerative braking helps to slow vehicle and extend brake life
Kinetics Hybrid Features
 No “Plug In Charging” required
 Hybrid initializes when bus starts
 Totally automatic operation
 No connection to ECM or CAN
 Motor design decouples rotor above 30 mph (standby mode) to allow highway speeds
with no driveline drag
 Electric boost during acceleration saves 20-30% fuel and lowers emissions
 Controller monitors for Ground Fault Interruption (GFI). (Orange loom harnesses) The
hybrid system will disable if any of these cables or wires shorts to the chassis.
 Impact switch will disable the hybrid with vehicle impact or rollover.
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Maintenance Training
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A Cummins Crosspoint Company
Kinetics Hybrid Operation:
The permanent magnet traction motor is mounted in the driveshaft of a truck or bus, between the
transmission and the rear axle. This patented motor utilizes axial field weakening to achieve a wide dynamic
speed range and to eliminate magnetic drag. The motor controller commands the shift linear actuator to move
the permanent magnet rotor (PM) in and out of the stator coils as needed. Since this motor becomes part of
the driveshaft, it is rotating whenever the vehicle is moving. The Kinetics hybrid motor and controller is active
only during deceleration and acceleration of the subject vehicle below approximately 30 mph. During constant
speed operation of the vehicle, when the ultracapacitor energy storage level is below minimum, or when
disabled, the hybrid system is normally in standby. During standby mode the motor controller commands the
shift actuator to extend until the PM rotor is completely disengaged from the stator, eliminating magnetic and
eddy current drag, heating and a detrimental decrease in MPG. By capturing the vehicle deceleration energy
electrically and storing this energy in ultracapacitors, the next acceleration is boosted by the electric motor
torque input to the driveshaft, saving fuel during acceleration – the least efficient mode. The motor braking
torque also significantly reduces the brake wear of the vehicle.
One objective of this retrofit package is to not affect or replace the vehicle engine, engine control module
(ECM), transmission, or other major components. To do this, the hybrid motor controller needs to apply
regenerative torque in advance of the vehicle’s hydraulic brakes. During acceleration, the controller needs to
apply motor torque and speed in advance of the engine and transmission power curve. By doing this, brake
and engine torques do not mask the potential savings of the hybrid electric system and stock vehicle systems
can be retained. The calibration of the motor controller by the installer for the different inputs and systems of
each converted vehicle is critical to the fuel savings and success of this hybrid retrofit system.
Typical Operating Cycle – At Rest
When the vehicle is at rest, the engine is started, 12 VDC, 80 amp power from the vehicle is switched ON to
the hybrid controller assembly and the cooling module assembly. The controller self checks and if the driver
panel switch is in the “enable” position and controller initializes fully, the K1 circuit connects precharge and
phase contactors. After the capacitor bank voltage in the controller equals the ultracapacitor voltage, the K2
circuit connects dual main contactors located in the ultracapacitor housing. If the Ultracap charge is greater
than the minimum operate voltage (>60 VDC normally) at start, then the actuator is powered to move the
rotor to the fully engaged position and the system is ready for the “boost” state when the accelerator is
depressed.
(Cont)
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Manual
A Cummins Crosspoint Company
If the Ultracap charge is less than the minimum operate voltage (< 60 VDC normally) at start,
then the motor controller cannot enter the “boost” state and commands the shift actuator to extend until the
PM rotor is completely disengaged from the stator in the “standby” state, eliminating magnetic and eddy
current drag until the “regen” state is initiated by deceleration. During this first cycle, the vehicle accelerates
without the benefit of the hybrid boost because the ultracap charge is less than the minimum operate voltage.
Regen Cycle
When the vehicle is moving and the driver lifts their foot from the accelerator, the string pot senses pedal UP
and if the motor rpm is < “max. regen rpm” (user adjustable) then the controller changes from the “standby”
state and enters the “coast regen” state and the hybrid controller sets the shift actuator at the correct “initial
charge” position based on motor rpm and ultracap voltage. During this state, a mild constant deceleration
torque applied by the hybrid motor transfers energy into the ultracapacitors. When the accelerator pedal is up
and the brake pedal is pressed, the increasing analog voltage signal from the brake pressure transducer
commands a change to the “regen” state. The hybrid motor regen torque is increased by the pressure
transducer signal, increasing the energy transfer to the ultracapacitors (approx 50 amps) and vehicle
deceleration. The “coast regen” and “regen” states both raise the energy storage voltage between min. and
max. (typically 60 VDC – 94 VDC). During the “coast regen” and “regen” states, as the motor rpm approaches
zero, the controller automatically and smoothly ceases regen charging to eliminate a “torque bump” as the
vehicle stops. If the voltage level reaches the maximum during the “regen” state, the controller automatically
and smoothly ceases regen charging to limit max. voltage in the system.
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A Cummins Crosspoint Company
Boost Cycle
When the vehicle is at rest, system enabled and the voltage is above minimum (typically > 60
VDC), pressing the accelerator causes the controller to enter the “Boost” state and a 2 vdc signal adds full
launch torque to the vehicle drive shaft. As mentioned previously, it is very important that the torque and
speed of the hybrid motor is added ahead of the engine / transmission power curve of the vehicle. During the
“boost” state, the controller powers the shift actuator to maximize motor torque and speed based on both
ultracapacitor voltage and rpm. Because of the “back EMF” or voltage generated by the magnets passing the
phase coils, the P.M. rotor must extend proportional to voltage and rpm or the motor will provide a braking
torque during the vehicle acceleration, decreasing vehicle MPG.
If the Ultracap charge voltage falls to less than the minimum operate voltage (< 60 VDC normally) during the
“boost” state, the controller changes to the “standby” state and shifts the motor rotor to the fully decoupled
position.
(Cont)
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Maintenance Training
Manual
A Cummins Crosspoint Company
Standby
If the hybrid motor rpm reaches the “maximum speed limit”, approx. 30 mph during the “boost” state, then
the controller changes to the “standby” state and shifts the motor rotor to the fully decoupled position. The
“standby” state fully decoupled position is also the “safe” location of the motor rotor and shift actuator in the
event of conflicting actuator encoder signals, unresponsiveness of controller logic or high rpm operation
common during highway driving.
Throughout the normal operating sequence above, the actuator position shall be continuously monitored
relative to the shaft speed. If the rotor position vs shaft speed ever remains in an “unsafe” position for more
than 4 sec., Then LED2 red is turned ON, instructing the driver to limit vehicle speed and distance before
service.
The hybrid motor system operates only in the forward direction of vehicle travel and only when the
transmission is in “drive”. In all standard vehicles, forward rotation of the motor/generator is CCW rotation
when viewed from the rear of the vehicle. In reverse and all other positions other than “drive”, the system is
always in the “standby” state with the rotor fully decoupled for safety reasons. This forward CCW rotation is
also CCW when viewing the comm end of the motor.
System Off
Whenever the driver switch is in the “disabled” position, then power is cut to the main and phase contactors
then the controller changes to the “standby”. If an impact opens the impact switch or if the manual disconnect
switch on the ultracapacitor housing is pressed, then power is cut to the main and phase contactors and the
controller changes to the “standby” If the controller GFI or “leakage current monitor” detects excess voltage
leakage to the vehicle frame, circuits K1 and K2 are disabled, causing power to be cut to the main and phase
contactors and the controller changes to the “standby”. This signals the driver with a continuous ON red LED.
This GFI circuit may be manually reset by the driver by pressing the “GFI reset” push button on the dash panel
for several seconds.
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Component Locations for Chevy 4500
Locations vary with OEM
Ultracap & Coltroller side/side aft of rear wheels
Heat Exchanger is between the frame rails aft of the rear wheels
Cooling Unit
Ultra-Capacitor
Energy Storage
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Hybrid System
Controller
Brake System
Pressure
Transducer
Inside Cab:
Power Distribution Box (RF foot well area)
Diagnostic Connector (RF foot well area)
Accelerator Pedal Sensor with adjust Box
behind driver knee panel
Inertia Switch (behind driver’s seat)
Driver Display with LED’s (Center of I/P)
Hybrid Drive
Motor
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Vehicle Safety
High Voltage System
All of the components in GREEN on page 4 are high voltage/amperage components and pose a shock hazard if
handled incorrectly or compromised during installation/service. The high voltage/amperage cabling is
identified by orange loom or orange tape around the loom. Only qualified technicians/personnel should
handle/install these high voltage components and cables.
SHOCK HAZARD
The electrical system in this vehicle is cabable of producing
lethal amounts of amperage.
All drivetrain and control systems MUST be installed/maintained by
personnel who are trained and qualified to handle/install
Crosspoint Kinetics hybrid components/systems.
Never use water to extinguish electrical fires;
doing so greatly increases the risk of shock.
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Component Descriptions:
Permanent Magnet Motor
Actuator cover
12 vdc linear Actuator
Front driveshaft
Rear driveshaft
Phase cables
•
•
•
•
Mounted in driveline to boost and capture energy
Applies 400 ft. lbs. torque to driveline.
Field weakening obtained by rotor moving out of stator for higher speeds.
Glycol cooled.
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Maintenance Training
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A Cummins Crosspoint Company
Motor Encoder
Connects to
4 pin plug
Permanent magnets
on flywheel
Hall sensors
The encoder supplies the input to the controller of the correct phasing of the hybrid motor. Additionally, it
provides a rpm signal converted to a MPH output for HCal. The two Hall sensors and the magnets on the
flywheel provide the two required sine waves. Loss of one sine wave or power loss to pc board will result in no
hybrid activity. The sine waves can be monitored in HCal. (See ‘No MPH Signal’ in the Maintenance Manual.)
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Maintenance Training
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A Cummins Crosspoint Company
12 Volt DC Actuator
Position Sensor
Actuator connectors
Stator
Rotor in stator
Rotor out of stator
•
•
•
•
Automatically positioned by controller inputs.
Sensor updates position to controller.
Very reliable ball screw design.
Fault code(s): 10050 and 10051.
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Controller
Power cables (2) DC
Phase cables (3) AC
Two circuit breakers for Logic
and Actuator Power.
•
•
•
•
•
•
Changes PM motor AC to Ultracap DC, max 96volts.
Commands actuator movements.
No maintenance required.
LEDs aid in troubleshooting.
Glycol cooled.
Fault code(s): 10000, 10001, 10003, 10007 (not limited to these)
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Ultracapacitor
Palm switch
Main contactors
(Do not remove housing)
•
•
•
•
•
•
Rated 1,000,000 + cycles.
Palm switch disables system.
Low voltage - 96 vdc.
No maintenance required.
Glycol cooled.
Fault code(s): 10006
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Heat Exchanger (Cooling Unit)
Cooling fan
Heat exchanger
Reservoir
Cooling fan
•
•
•
•
•
Very reliable dual glycol pumps.
Fan operates at low speed until motor temp increases.
Float switch in reservoir indicates low coolant to driver (red LED).
Glycol is any compatible extended life coolant.
Fault code(s): 10003 if fan fails with higher outside temps
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Brake Pressure Transducer
J209 Conn
•
•
•
•
Located in left brake line along frame rail.
Passive unit measures pressure, does not affect braking.
Lightly depressing brakes will add 50 amps to ‘Regenerative’ braking.
Fault code(s): none
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Impact Switch
J210 Conn
•
•
•
•
•
Installed near driver seat.
Disables hybrid during impact or rollover.
Resets with press of button.
Incorporates Ground Fault test button.
Fault code(s): 10002
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Power Distribution
Installation in Chevy 4500 (below Passenger dash)
Jumper Connections
J208 - DB9 Serial Connector (may
be located under pass airbag
panel or driver knee panel)
Installation in Ford E-450 (Passenger airbag panel)
cont
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Power Box
Main Solenoid
Battery Power
40 amp fuses
Enable String Relay
•
•
•
•
•
Components are field replaceable.
Gets power from battery via 80 amp fuse.
Powers controller and cooling unit with separate circuit and fuses (40 amp).
40 amp fuse part # 80-5803.
Incorporates the ‘Enable String’ relay.
Enable String Relay
Narrow spaced
terminals are for switch
Wide spaced terminals
are for coil
cont
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Enable String
Switch
Coil
•
•
•
•
Enable string is a safety circuit that disables hybrid during abnormal conditions.
Impact switch will disable the hybrid upon rollover or impact.
First responders can push Palm button without entering vehicle even if it is on its side or upside down.
Fault code if no enable: 10002
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400 Amp Power Cable Fuse
•
•
•
•
•
Inline with ‘Red’ power cable which connects Ucap and Controller. (Various locations due to OEM)
Protects system from internal controller faults or cut/pierced cable if GFI circuit fails.
Check with Volt-Ohmmeter for resistance. (Good = “0”)
Easily replaceable. CK part number 80-5731 or Grainger 4XC85.
Faults code(s): 10007
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Throttle String Pot
String Pot
Calibration Box
J201A Conn
LED and pot
•
•
•
•
Provides two signals to Controller. 2 vdc to signal to apply full motor torque and pedal position.
Calibration board adjusts desired hybrid ‘boost’ point (Approx ¼” pedal movement).
Adjusts with jewelers screwdriver on side of box (pot) to set switch point (green LED).
Fault code(s): 10005 if position does not agree. No boost or regen will be available.
Throttle String Pot (cont)
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Calibration Box (older version)
In earlier versions of calibration box, you will have to open the plastic housing to adjust the ‘Offset’ pot.
See: Adjustment after install in Calibration Section
Driver Display
J201 Conn
behind panel
•
•
•
•
Provides driver with Green & Red LEDs for hybrid status.
GFI reset button.
On/Off switch.
No adjustments required.
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Connector Locations
J107
J103
SIG
PWR
J207
J206
J205
Connector Locations (cont)
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J203 (Motor temp &
position sense)
J203A (Speed encoder)
J203C (Actuator Position
Sense) 4 pin (3 wires)
J203B (Actuator
Power) 2 pin
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Service Intervals
Lube motor shaft 20,000 miles or 6 months
Change coolant 24,000 miles or 24 months
Change actuator 150,000 miles
Inspect and test actuator operation 25,000 miles or 6 months
Lubricate Rotor Shaft
•
•
•
•
Remove front drive line from motor.
Remove 1/8” NPT plug from shaft.
Using hand operated grease gun
containing Mobil 1 high temp grease,
pump the handle six (6) times to dispense
a measured amount of grease to the
motor shaft ball slide.
Insert plug and install driveline.
Service Cooling System
•
•
•
•
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Drain majority of coolant by removing lower
coolant hose on Ultracap. Reconnect hose.
Fill cooling system by pumping coolant through
the return hose, back flushing the system.
Continue until trapped air and any remaining old
fluid are expelled. A steady flow of coolant will
then enter the reservoir.
Once the system and reservoir are full, install
the hose onto the top of the coolant bottle.
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Change Actuator
Tools required: bus lift, and hand tools.
1.
2.
3.
4.
5.
6.
7.
8.
9.
Engage hybrid by turning driver switch ON.
Wait for green light and turn bus ignition off.
Put bus on lift.
To gain access to forward end of actuator. Remove screws on top and bottom of cover on forward end
& left side of motor and remove cover.
Disconnect two Deutsch connectors on actuator, see Fig2b. If only one, “Alternate removal” must be
accomplished on next page.
Actuator position can be determined by looking at shaft which is now visible under the cover. It should
be retracted.
Loosen the two motor frame plate bolts holds actuator housing in place to motor.
Remove both clevis pins holding actuator in place. There may be slight tension on actuator due to strong
magnets on rotor pulling rearward. Prybar may be required on actuator attach bracket.
Remove actuator from motor.
Install Actuator
1. Retract new actuator by hand turning shaft or powering with 12 vdc.
2. Install actuator using reverse steps above. ‘One connector’ type actuators must have 3 wire harness
routed and spliced in unless new actuator has connector kit.
3. When all mechanical and electrical is connected, turn off hybrid switch and turn bus key on. Actuator will
move by controller command to fully extended position.
4. Install actuator cover and final inspect the installation.
Note: Refer to Maintenance Manual for test and maintenance instructions.
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Welding Safety
Welding to the vehicle frame without disconnection of the hybrid harness as noted below may
permanently damage the circuitry and void the hybrid warranty.
Controller:
a. Main connectors (2) - Part the approx. 20 wires exiting the large harness connector on the left
side – marked in red, (next to the three motor cables) in the center, insert a ¼” deep socket to
engage the clamp bolt in the center of the connector. Turn clamp bolt counter clockwise while
pulling outward on the connector body, until the connector comes out. Repeat this for the right
connector. Note that these connectors are keyed and cannot be plugged into the wrong socket.
b. Gray Connectors (2) - Press the latches and pull to disconnect (1) gray four pin and (1) gray 8
pin connector on the controller front panel.
c. Chassis Grounding Straps - Remove ALL braided ground straps from the two (2) grounding
studs on the front panel of the controller.
d. DO NOT unseal or remove the (3) large motor cables on the left side of the controller or the two
power cables on the right side of the controller.
e. DO NOT disconnect the cooling hoses.
Welding Safety (cont)
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Welding Safety
Ultracapacitor:
a. Two gray connectors - Press the latches and pull to disconnect (2) gray connectors on the
energy storage front panel.
b. Chassis Grounding Straps - Remove ALL braided ground straps from the one grounding stud
on the front panel.
c. DO NOT unseal or remove the (2) large power cables on the center of the energy storage panel
d. DO NOT disconnect the cooling hoses.
Welding Safety (cont)
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Welding Safety
Motor:
a. Two gray connectors - Press the latches and pull to disconnect (2) gray connectors on the
right rear of the motor assy. Housing.
b. Chassis Grounding Straps - Remove ALL braided ground straps connecting the motor to the
frame.
c. DO NOT unseal or remove the (3) large motor cables on the left side of the motor
d. DO NOT disconnect the cooling hoses.
e. DO NOT disconnect the orange and black wires to the actuator motor on the left rear of the
motor.
f. Protect the motor assembly connectors from welding sparks or dirt.
Welding Safety (cont)
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Welding Safety
Cooling Unit:
a. One gray connector - Press the latch and pull to disconnect (1) gray connector on the
side of the cooling module
b. DO NOT disconnect the cooling hoses
Welding Guidelines –
ALWAYS connect the welder ground clamp to the vehicle frame as close to the area being welded
(within 1 ft.).
Protect the hybrid components from excessive heat, sparks and dirt while they are disconnected.
Reconnection after welding is complete. Functional test the hybrid.
Follow the Welding Safety Guide!
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GFI Fault Protection
a.
b.
c.
d.
Three cable/harness sets GFI protected. Phase, Power and Hi-Voltage Sense.
Wrapped in orange-loom for identification.
Cables (wires) are in a copper-braid sleeve which is grounded to chassis.
Any metallic penetration through braided sleeve to inner core will trip GFI circuit in controller and
disable the system.
e. Fault code: 10006 must be cleared before system will engage.
f. Press-to-test button on Impact switch should be tested monthly or relevant PMI check.
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Calibration using a PC with HCal.
Some components require calibration after changing. They are noted as so in the following procedure.
•
•
Connect a laptop computer to the data connector using the serial/USB cable provided.
Hybrid switch to “OFF” position.
Calibration
Computer
•
Open the “HCal Calibration Tool”
Drop-down
Menu
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After Motor or Controller change:
•
Push “next” or “N” on keyboard to get to the “Encoder Calibration” screen
Offset and
Scalar
numbers
•
•
Input the offset and scalar numbers in order from the hybrid motor assy. Be sure to hit “enter” after
each number and use the “tab” key to move down to the next number. The Constant Angle Offset
number should NOT change at this time.
Note: if Version 7 or higher controllers, click the ‘Unlock Writing’ link shown here. This version is
verified by the inability to change any parameters. If this link is not shown on the ‘Final Calibration’
page, go to http://crosspointkinetics.com/techdocs and download the latest version of HCal.
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Maintenance Training
Manual
A Cummins Crosspoint Company
•
•
Hit the “Options” tab and go to “EEProm Write”. This will write the new motor configuration numbers
into the controller.
When the programming is complete, the system will display a message on the screen.
Check or Adjust brake transducer:
•
•
•
Next, go to the “Brake Calibration” page.
Brake Feedback should be at “0”. Brake Offset can be adjusted to achieve this.
The feedback number will increase when the brake pedal is depressed.
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Kinetics Hybrid
Maintenance Training
Manual
A Cummins Crosspoint Company
Check or Adjust Throttle Switch:
• Go to the “Accelerator Pedal Calibration” page in HCal.
• Verify on the Accelerator Calibration Page that the Speed Pedal Feedback is > 10000. (It may be
< 10000 with engine off). There is no hard number, it is approximate. Small adjusting of the Speed
Pedal Offset will change the Feedback number. This is not normally required to adjust.
Feedback setting
•
Adjust the string pot calibration screw so that the light is off, and the light comes on just as the
accelerator pedal is depressed.
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Kinetics Hybrid
Maintenance Training
Manual
A Cummins Crosspoint Company
•
•
Verification of the switch operating can be viewed on the controller LED display labeled “Throttle”.
Pedal up: light off, Pedal down ¼”: light on.
Another verification of switch actuation is found in HCal on the same level as the “Encoder Calibration”
page. Continue pressing “N” on the keyboard until page with “Throttle Switch” is seen.
Calibration LED
Calibration Screw
After Controller change: (in addition to Encoder numbers)
Go to the “Constant Angle Offset” page.
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Kinetics Hybrid
Maintenance Training
Manual
A Cummins Crosspoint Company
•
•
•
Hit the “N” key twice from the Constant Angle Offset page. This will take you to the “Variable Angle
Settings.
Change the Variable Angle Offset Scaler to -512 and hit the “enter” key
Tab down to the Max Variable Angle Offset and change that to 35. Again hit the “enter” key.
•
Hit “Options” and again EEProm Write to write the new angle offset parameters to the controller.
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Kinetics Hybrid
Maintenance Training
Manual
A Cummins Crosspoint Company
GFI Test:
• Turn the hybrid system on so that the green light on the dash is illuminated.
• Go to the “Ground Fault Circuit” page.
• Verify the ground fault check by pushing the red button on the top of the Inertia Switch box. This
switch will activate a ground fault in the system. The green light on the dash should go off and the red
light should illuminate.
• Reset the GFI by pushing the red button on the dash panel for 1-3 seconds.
GFI Button
GFI Test (cont)
GFI Reset
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Kinetics Hybrid
Maintenance Training
Manual
A Cummins Crosspoint Company
Testing the Hybrid:
• Go to the screen labeled “Position Speed and Volts”.
• With the Hybrid Switch in the OFF position, the Actuator number should read high (350-400 range).
When the hybrid switch is turned ON, the Actuator number should drop low (25-35 range) and the
Volts box should read the available voltage in the Ultra-Capacitor.
• State will change to “9”, meaning the ready state.
• The States during boost is “6”. Regen is “7”.
The system should not be functional and ready for a test drive. Verify system operation by monitoring the
Actuator and Volts numbers during a drive cycle. The actuator should move in and out (number up and down)
and the voltage should go up during deceleration and down during acceleration.
No red light should be noted. A green flashing light is normal during boost and regen.
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