Caterpillar NPV20N Lift Trucks Service Manual + Operation & Maintenance Manual - PDF DOWNLOAD

EN

Operation & Maintenance Manual NPV20N NPV25NH NO20NT

MCFE Hefbrugweg 77, 1332 AM Almere, The Netherlands

SWHPU - 00112

Copyright © 2007 MCFE. All rights reserved.

Printed in Finland

SWHPU - 00112

492494

EN 07/2009

1. Truck .................................................................................... 3 2. Safety instructions ............................................................... 4 3. Operating environment ........................................................ 7 4. Operating devices ................................................................ 9 5. Driving instructions ............................................................ 12 6. Load handling .................................................................... 16 7. Batteries ............................................................................ 19 8. Maintenance ...................................................................... 22 9. Service ............................................................................... 24 10. Transportation and storage ................................................ 29 11. Troubleshooting and alarms .............................................. 30 12. Technical specifications ..................................................... 32

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1. Truck General Information Warehouse trucks are designed and manufactured to lift and transport materials indoors. Please read this manual before operating or performing maintenance on the truck. After reading this manual, store it in a safe, dry place for later use.

The truck conforms to the EN 1726-1 standard, ensuring its safety according to the EU machine directive 2006/42/EC. The most important regulations and guidelines are mentioned in these instructions. As regulations vary from country to country, we expect you to familiarize yourself with the regulations and standards valid in your country.

For further information on trucks or training, please contact our sales organization.

A truck may cause serious accidents unless you are sufficiently familiar with its operation and unless you know its operating and maintenance instructions. To order more copies of the instruction book, contact your dealer.

Electromagnetic compatibility The truck conforms to the EN 12895 standard, ensuring its safety according to the EMC directive 2004/108/EC. The truck is designed for light and heavy industry use (EN 50081-1 and EN 50082-2).

WARNING! Do not make any modifications to the electric devices in the truck without the manufacturer's expressed permission. Modifications to electric devices may affect the electromagnetic compatibility and, therefore, reduce operational safety.

Delivery Before shipping, each truck is inspected carefully to make sure that the truck you receive is flawless and fully equipped. Nevertheless, check the truck immediately after receiving it for any damages that may have occurred during shipping.

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2. Safety instructions Instructions for site supervision • • •

Familiarise yourself with the operating instructions and their contents Train the operator on the use, safety and maintenance aspects of the truck Control that the operating and maintenance instructions, and safety regulations are observed

Occupational safety • • • • • • •

Keep the truck clean and in good working order. Carry out the daily and weekly maintenance checks in accordance with the maintenance instructions and schedule to avoid faults and operational errors.

If you notice any faults or deficiencies that may effect the safe operation of the truck, take the truck out of operation until the faults or deficiencies have been remedied In the event of a malfunction, switch off the power and notify the site supervision.

Do not repair anything on the truck without the permission from the site supervision When using the truck, you are responsible for both your own and your environment's safety Immediately notify the site supervision of any accidents or injuries. In such a case, leave the truck at the place of the accident The truck can only be used for purposes corresponding with its equipment. Intended use, see Chapter 4.

Truck operator Requirements: • • • • •

At least 18 years old Sufficient physical (e.g. good hearing and sight) and mental abilities for operating the truck without risks Appropriately trained; familiar with operating, safety and maintenance instructions Has written permission from the site supervision to operate the truck Knows and masters the drive and operational features of the truck.

Emergency procedures If the truck falls over, hold onto the steering wheel and warn others. Beware of spilling battery acid. If the machine malfunctions, brake and switch off the power. The truck must not be used again, until a person authorised by the supervisor has repaired the truck.

In case of fire, press the emergency stop button, disconnect the recharging plug and warn others.

Noise The average noise level (LpA) to which the driver may be subjected has been measured at the driver’s ear as per standards EN 12053:2001 and EN ISO 4871. The measured values are listed in Chapter 12, Technical Specifications, section 8.4 in this manual.

NOTE Higher sound pressure levels may occur during the truck’s operation, caused by different method of operation, environmental effects and other sources of noise.

Vibration The level of vibration to which the driver is subjected (aw,z ) has been measured as per standard EN 13059:2002.

The measured values are listed in Chapter 12, Technical Specifications, section 8.4 in this manual.

Work at dangerous premises A standard truck may not be used in an explosive atmosphere. There are specially manufactured trucks for such premises. Contact your truck dealer for a specially designed and equipped trucks for hazardous conditions.

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Repairs and structural modifications Do not modify the truck without the manufacturer's express permission. Do not add or remove, weld or bend any parts, as the modifications could affect the operation of the truck and might weaken its construction.

NOTE Only in the event that the truck manufacturer is no longer in business and there is no successor in the interest to the business, the user may arrange for a modification or alteration to a powered industrial truck, provided, however, that the user shall: • • • •

arrange for the modification or alteration to be designed, tested and implemented by an engineer(s) expert in industrial trucks and their safety; maintain a permanent record of the design, test(s) and implementation of the modification or alteration; approve and make appropriate changes to the capacity plate(s), decals, tags and instruction handbook; affix a permanent and readily visible label to the truck stating the manner in which the truck has been modified or altered together with the date of the modification or alteration, and the name and address of the organization that accomplished the tasks.

Overhead guard and load support (applies only to trucks with mast) Trucks driven sitting or standing that are capable of lifting a load higher than 1.8 m must be equipped with an overhead guard. Modifications to the overhead guard that could possibly weaken its structure are not allowed. If it is possible for objects to fall through the openings in the overhead guard, the size of the openings must be reduced. Trucks used for transporting small objects or unstable loads must be equipped with a load support.

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Legend for warning symbols attached to the truck and used in this manual Note! A truck may cause serious accidents unless you are sufficiently familiar with its operation and unless you know its operating and maintenance instructions.

For more information, see the truck manual.

Familiarise yourself with the truck manual and its contents before operating or servicing the truck.

Do not touch moving parts.

Do not use the truck to lift persons.

Do not walk or stand underneath the truck's raised forks.

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3. Operating environment General Information Use the truck in dry, indoor facilities with substantially firm, smooth, level and prepared surfaces according to standard DIN 15185-1. The truck may be continuously operated at a temperature of +5...+25°C and for short periods at a temperature of 0...+45°C. The recommended humidity is 30...95% (non-condensing). If the operating temperatures differ from those mentioned above, contact your truck dealer and acquire a truck specifically designed for cold and freezing or extremely high temperatures. A special machine for freezing conditions can be used in temperatures down to -35°C. A special machine for hot conditions can be continuously used in temperatures up to + 45 °C. This truck conforms to the requirements of the EU machine safety directive (2006/42/EC) and thus has the CE marking.

Never use the truck: • • • • • • • • •

To transport or lift people At premises with risk of fire (ATEX premises) In explosive atmospheres At premises with insufficient floor load capacity If it is damaged As a mounting surface As an access board or a ladder To tow another truck Under the influence of intoxicating substances.

Free space Make sure that the truck has sufficient moving space with respect to overhead structures. Before driving through aisles or door openings, ensure that there is enough space for the truck, the load and yourself.

NOTE Always drive at a safe distance from the edge of loading platforms or bridges.

Bearing capacity of the floor Make sure that the combined weight of the truck and the load does not exceed the bearing capacity of the floor.

Using elevators You need a permission from the site supervision to use an elevator to transport the truck between floors. Make sure that the combined weight of the truck, the load and yourself does not exceed the maximum load capacity of the elevator. Always drive the truck into elevators and any other narrow spaces with the load in front.

NOTE Do not let other people enter the elevator while driving the truck in or out. The parking brake of the truck must be engaged and power switched off before the elevator starts moving.

Driving on ramps You need a permission from the site supervision to drive on a slope or ramp. The inclination of the ramp should not exceed the measured values listed in Chapter 12, Technical Specifications, section 5.7 in this manual. We recommend using warning signs in places where this is exceeded.

NOTE All truck types are not suitable for driving on ramps. Make sure that the truck you are using is suitable for this purpose.

WARNING!

Driving trucks with a gradeability of 0% is forbidden on the ramp. RISK OF OVERTURNING!

Observe extreme caution when driving on a ramp. When the truck is loaded, travel with the load pointing uphill.

To ensure steerability and braking, the grip of the ramp must be equivalent to a standard floor.

NOTE Do not turn the steering wheel abruptly on a ramp; the truck might overturn.

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Driving on loading bridges Always check the bearing capacity and the fastening of the bridge before loading or unloading. If you need to drive the truck onto another vehicle, ensure that the vehicle cannot move during this procedure. Do not drive to the edges of a loading bridge because there is always the risk of overturning.

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4. Operating devices Control panel

Key switch (1) The key switch connects the truck's electrical equipment to the battery circuit.

• •

0 = power off (power can still be connected to certain electric devices).

1 = power on.

Emergency stop (2) In the event of an emergency, push emergency stop button down.

•

To release the emergency stop button, turn it counterclockwise and let it pop up by itself.

The truck can be completely disconnected from the power source by unplugging the battery connector. The battery connector can be found underneath the battery cover.

Truck display (3)

The device displays the indication of operational hours (1), status of speed reduction (2), system alarm codes (3) and level of battery charge (4).

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PIN code entry device (optional)

The PIN code entry device activates the truck.

With the entry device you can also activate a Driver Present mode, which uses an internal timer. If there is no driver input for a predefined time, the truck will automatically shut down.

For more information, see section "Using the PIN code entry device (optional)" in chapter 5.

Tiller arm

Safety button (1) The safety button prevents you from getting squeezed between the truck and an obstacle.

When you push the safety button, the truck reverses its travelling direction and stops when the button is released, if the speed control is also released at the same time.

NOTE Never use the safety button for normal driving. The safety button is disabled when driving on the platform.

Check the operation of the safety button daily before you start working with the forklift truck.

Push buttons for lifting and lowering (2) Horn (3) Steering (4) The tiller arm turns ± 100 degrees.

The truck may be equipped with an electronic steering system; see section "Electronic Steering System" in chapter 5.

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Accelerator (5) The accelerator is used for controlling the driving speed and for braking. Handle the accelerator gently!

Brake release / slow speed button (6)

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5. Driving instructions Daily checks before operation Carry out the daily maintenance check before using the truck. Neglecting daily maintenance may decrease the safety and reliability of the truck. Notify the site supervision immediately if you notice an error or deficiency during the check.

• • • • • • • • • • • • •

Check the truck externally to see that there are no oil leaks.

Check all wheels for damage or wear.

Check the battery fluid in each battery cell. Top up with battery water if needed. The fluid surface should be about 15 mm above the plates. (Does not apply to maintenance-free batteries.)

Check the gearbox for leaks. Also check the hydraulic pipes, hoses, and connectors. No leaks or damage should be found.

Switch on the power and test the operation of the lifting hydraulics by raising and lowering the forks.

Check the operation of the accelerator and steering by driving slowly forward and backward.

Also check the operation of the other electrical functions.

Check that the batteries are charged and locked in place.

Check the operation of the horn.

Check that the emergency stop operates properly.

Check that the safety button works.

Make sure that the tiller arm returns to the upper position and the parking brake functions properly.

Check the fastenings of the lifting chain (does not apply to pallet trucks).

Before you start •

Make sure that the daily maintenance has been carried out.

Using the PIN code entry device (optional) To be able to drive the truck, you need to activate it with the PIN code entry device. It can have up to 200 user codes and one master code.

NOTE It is recommended to program one general code to the unit, so that, in the event of emergency, the truck can be activated and moved also by persons who do not have a PIN code of their own.

To activate the truck, enter your PIN code and press Enter (4). The green indicator light (1) is lit.

NOTE

If you enter a wrong code three times, the keypad will be locked for 30 seconds.

After use, switch off the power by pressing Shutdown (3). When the Driver Present mode is activated, the power can also be switched off automatically after a certain time if there is no driver input. This is a precaution to prevent unauthorised use.

The PIN code entry device has two indicator lights. When you switch on the power from the main switch, the red light (2) will briefly illuminate. In normal operation they signal the following:

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• • •

Green: truck activated.

Red on for three seconds: wrong code.

Red flashing slowly: wrong code entered three times.

Driving • • • •

Tilt the tiller arm to the driving position (tiller arm in position 1, see the picture in "Stopping the truck").

Turn the accelerator lightly in the driving direction.

To brake, turn the accelerator in the opposite direction to the driving direction.

Steer the truck smoothly because abrupt movements may cause a dangerous situation, especially when driving at high speed.

NOTE

Due to safety reasons, the truck may be adjusted to travel slower to the direction of the forks.

Electronic steering system (optional) The truck may be equipped with a fully electronic steering system. The tiller arm movement is transmitted without a mechanical connection to the steering motor that controls the drive wheel.

NOTE Do not turn the tiller arm unnecessarily when the truck is not moving.

Safety The steering system performs a self-test every time the truck's power is turned on. The test lasts for less than a second, after which the truck is ready for operation. If a fault is detected, the steering system's control unit stops the truck and engages the magnetic brake. Malfunctions in the steering system are reported on the truck's display.

If there is a malfunction notification on the display, the truck cannot be operated.

NOTE In case of malfunction, turn off power. Wait for three seconds before turning the power back on. If the malfunction persists, contact service personnel.

General driving instructions Practice steering and controlling the truck carefully in a safe area.

• • • • • • •

Drive slowly at intersections and when turning.

Handle the truck responsibly and always keep it under control.

Avoid sudden starts and stops.

Steer and brake smoothly.

Decrease the speed if the floor is slippery, for example, because of humidity.

Take great care when driving on a slanted surface.

Do not drive over any loose objects on the floor.

When driving, keep the load lowered and, if possible, tilted backwards. Do not lift the load except when stacking.

This does not apply to trucks designed to be driven with the load raised.

Be especially careful: • • •

When there are other people or objects in the working area.

When the load reduces visibility.

When driving in narrow aisles, make sure that there is enough space for the truck and the load.

Driving position A pallet truck equipped with a reversible platform can be driven either walking behind the truck (pedestrian mode) or standing on the platform (riding mode). When driving, always keep your body completely within the outlines of the truck. Anticipate any dangers so that you can avoid risks of accident or injury.

Pedestrian mode To drive the truck in the direction of the forks, walk behind the truck and keep both hands on the tiller arm. To drive in the opposite direction, walk beside the truck and keep one hand on the tiller arm.

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NOTE

The maximum driving speed in pedestrian mode has been limited under 6 km/h.

Riding mode To drive the truck standing on the platform, lower the platform to the horizontal position (1) and unfold the side guards (2). The side guards keep the operator within the outlines of the truck and prevent from losing the balance.

Step on the platform and keep both hands on the tiller arm.

NOTE The maximum driving speed in riding mode is approximately 9 km/h. It is possible to drive the truck on the platform without unfolded side guards. In this case the maximum driving speed has been limited under 6 km/h. There is also an optional 12 km/h top speed available, if the maximum load is less than 600 kg.

When you step off the platform, it will stay in the horizontal position. To return to pedestrian mode, fold the side guards to the rest position, lift the platform slightly and let the gas spring fold it up.

Speed Control the speed according to the situation. Take into consideration the load, visibility, and people in the working area and the working environment. Slow down at cross aisles and whenever the vision is obstructed. If the visibility is inadequate, use an assistant to help guide you.

Uncontrolled acceleration or braking, excessive speed at turning points, and fast and sudden turning may overturn the load and cause an accident. In all conditions, drive the truck at a speed that enables you to stop it safely.

Stopping the truck Brake the truck smoothly by turning the accelerator against the direction of travel (tiller arm in position 1). You should anticipate a situation when you must brake and decrease the speed well ahead.

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When you release the tiller arm to the up position or press it to the down position, the driving circuit breaks and the brake is engaged (tiller arm in position 2).

Parking Park the truck in a reserved parking place. When parking the truck, the forks must be lowered and the parking brake must be on. Ensure that the truck cannot move by itself or that an inexperienced person cannot start driving it under any circumstances.

NOTE Never park or stack goods in front of fire doors, fire extinguishers, emergency exits and the like. Do not park on a slanted surface.

Traffic rules Maintain good visibility in the driving direction and keep sufficient safety distances. Follow the traffic regulations and speed limits.

Do not drive the truck outside a private area without an order or permission from the site supervision. Outside a private area, the truck is subject to general traffic rules and regulations.

If a door opening is so narrow that two trucks cannot possibly pass through it at the same time, drive in the middle of the opening. When two trucks meet in a narrow or cross aisle, the loaded truck has the right of way.

NOTE When driving, you should sound the horn when necessary to warn others in the same area.

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6. Load handling Only transport a load when it has been loaded safely.

• • • • • • • • •

Always drive the truck with its forks lowered.

When the load is raised, steer and brake carefully.

If the truck has side stabilizers, use them when loading and unloading. Raise them when driving.

Do not let anyone, under any circumstances, walk or stand under the forks.

Never place any part of your body between the mast structures or any moving parts of the truck.

When carrying a load larger than the outlines of the truck, take into account the extra space it requires.

Only handle undamaged loads.

Place the load correctly.

When driving the truck on slopes and ramps, • observe extreme caution.

• Keep the forks and load down.

• Drive straight with the load pointing uphill.

• Drive at a low speed and anticipate other traffic.

•

Do not overload.

Lifting capacity The lifting capacity of the truck is printed on the capacity plate. Obey the maximum values for load weight and load center information in the different loading situations. Take into account the effect of any attachments on the lifting capacity.

WARNING! Do not exceed the truck's maximum loading capacity under any circumstances, because there is always a risk of overturning.

Pallet handling (pallet trucks) To load: • • •

Drive towards the pallet with the forks lowered.

Move forward until the forks are completely under the pallet.

Raise the pallet so that it is clearly above the floor level.

To unload: • • •

Stop the truck.

Lower the forks so that they disengage.

Reverse from the unloading location.

Two-pallet handling (double stackers) To load: • • • • • •

Drive towards the first pallet with the forks and fork arms lowered.

Move forward until the forks are completely under the pallet.

Raise the pallet so that it is clearly above the second pallet.

Drive towards the second pallet with the fork arms lowered.

Move forward until the fork arms are completely under the pallet.

Raise the pallet so that it is clearly above the floor level.

To unload: • •

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Stop the truck.

Lower the fork arms so that they disengage.

• • •

Reverse from the unloading location.

Lower the forks so that they disengage.

Reverse from the unloading location.

NOTE

Double stackers can be used for moving one or two pallets. Maximum capacity for moving only one pallet is 1600 kg. Maximum capacity for moving two pallets is 1000 kg on forks and 1000 kg on fork arms.

WARNING!

Do not overload under any circumstances!

WARNING!

Observe extreme caution when handling two pallets.

WARNING!

Do not drive fast speed or long distances with a pallet on the raised forks.

Stacking and unloading (stackers) To stack: • • • • • •

Drive towards the shelf or stacking level with the load lowered.

Lower the side stabilizers (if available).

Raise the load so that it is clearly above the stacking height or shelf level. Note the height of the upper horizontal beam of the shelf.

Move forward until the forks and load are on top of the shelf.

Lower the forks so that they disengage, and then reverse from the stacking location. Make sure that the forks are clear of both the stacking level and the pallet. Lower them to the driving position.

Raise the side stabilizers (if available).

To unload: • • • • • • •

Drive towards the shelf or stacking level with the forks lowered.

Lower the side stabilizers (if available).

Raise the forks high enough so that they can freely go underneath the pallet when you drive forward.

Move forward until the pallet is completely on top of the forks.

Raise the load so that it is clearly above the stacking height or shelf level. Note the height of the upper horizontal beam of the shelf.

Reverse from the stacking location so that the load can be freely lowered. Lower the forks.

Raise the side stabilizers (if available).

NOTE

The maximum lifting height has been limited to 1800 mm when driving the truck on the platform with the side guards unfolded. To lift above the limit, fold the side guards to the rest position.

Stacking and unloading (reach trucks) To stack: • • • • •

Drive towards the shelf or stacking level with the load lowered and the forks tilted upwards.

Straighten the forks to a level position.

Raise the load so that it is clearly above the stacking height or shelf level. Note the height of the upper horizontal beam of the shelf.

Move the mast forward until the forks and load are on top of the shelf.

Lower the forks so that they disengage, and then pull in the mast and reverse from the stacking location.

Make sure that the forks are clear of both the stacking level and the pallet. Tilt the forks upwards and lower them to the driving position.

To unload: • • • •

Drive towards the shelf or stacking level with the forks lowered and the forks tilted upwards.

Straighten the forks to a level position.

Raise the forks high enough so that they can freely go underneath the pallet when you drive forward.

Move the mast forward until the pallet is completely on top of the forks.

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• •

Raise the load so that it is clearly above the stacking height or shelf level. Note the height of the upper horizontal beam of the shelf.

Pull in the mast and reverse from the stacking location so that the load can be freely lowered. After lowering the forks, tilt them upwards.

NOTE

Tilt and reach functions are available in reach trucks only.

Collecting (order picker trucks) • •

Use the lifting and lowering lever to set a suitable collecting height.

Place the load so that its weight is distributed evenly on the forks.

WARNING!

Observe extreme caution when collecting items.

Handling of broken pallets

WARNING!

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A broken pallet or an unstable load must never be left on a shelf or stack, but must always be removed.

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7. Batteries Only appointed and trained personnel may replace and recharge batteries. Individuals maintaining batteries must have sufficient protective clothing and eye gear.

• • • • •

•

Do not handle naked flame in the vicinity of batteries because of a risk of explosion.

Do not smoke when working with batteries.

Do not leave tools or other metal implements on top of the battery. Sparking or a short-circuit may cause the battery to explode.

When batteries are recharged, the cell plugs must be closed firmly to prevent splashing of battery fluid.

Battery fluid is a corrosive acid solution; avoid getting it on the skin or in the eyes. Battery fluid develops an explosive gas at the end phase of recharging. Therefore, make sure that the battery has sufficient ventilation (this does not apply to maintenance-free batteries).

Always perform a complete battery charging, as repeated partial charging may reduce the battery life.

Furthermore, a low battery charge status may damage the battery during long-time use.

Recharging the battery Make sure that the charger is the appropriate model and that the battery has sufficient ventilation.

1.

2.

3.

4.

5.

Park the truck in a reserved recharging place.

Switch off the power from the key switch.

Make sure that the charger has been switched off.

Disconnect the battery connector and connect it to the charger.

Switch on the charger.

After recharging 1.

2.

3.

Switch off the charger.

Disconnect the battery connector from the charger. Grab the plugs; do not pull the cables.

Check the battery according to the battery manufacturer's maintenance instructions.

Measuring the battery's specific gravity

Measure the specific gravity of the battery fluid according to the manufacturer's instructions. The acid density of a fully charged battery is 1.28 to 1.30 at +30°C. The gravity is • • • •

1.24 when the battery is 3/4 charged.

1.20 when the battery is 1/2 charged.

1.16 when the battery is 1/4 charged.

1.15 when the battery is empty. Charge the battery immediately.

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Replacing the battery Replace the battery according to the manufacturer's instructions. When reinstalling batteries, use the appropriate tools for moving, connecting and fastening the battery securely. Do not keep the tools or other metal implements on top of uncovered batteries.

When replacing the battery, use one with similar dimensions and weight so that the stability or braking properties of the truck are not weakened. The minimum weight of the battery is indicated on the identification plate of the truck.

When you use a lifting device for lifting the battery, place a nonconductive plate on top of the battery to avoid the risk of a short circuit. This is not necessary if the lifting device has sufficient insulation and is equipped with a distributor, or if the pole shoes and cell combinations are fully protected.

Acquiring a new battery When acquiring a battery for the truck, pay attention to the following sections of the standard EN 1175-1: • •

5.1 Traction batteries (includes the requirements for the protective cover of the battery case, ventilation and interior surface treatment) 7.4 Minimum markings (includes the requirements specified on the truck battery plate).

The battery plate should provide at least the following information: • • • • • •

Manufacturer Type Serial number Nominal voltage Capacity (Ah / 5h) Service weight.

Battery charging with an inbuilt charger (optional) You can access the plug (1) for the power supply of the integrated charger from the outside of the truck. To activate the charger, extract the plug for the power supply from the safety socket (2) on the machine and insert it into the correct outlet (230 V ± 10% - 50 Hz).

WARNING!

No inflammable materials are allowed within two meters either from the truck under charge or the charger.

NOTE

During charging the key switch must be switched off. After activating the charger, charging starts automatically.

The charging level is indicated with a three-colour indicator light (3): • • • •

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Red (indicates the need for charging).

Flashing red (charging has begun).

Yellow (80 % charged).

Green (fully charged, charger can be unplugged).

•

Flashing red, yellow, and green indicates a fault in the system and charging is stopped automatically.

The charger stops automatically after the charging is complete.

When the charging is finished, you can unplug the charger plug and connect it to the safety socket of the truck.

If the plug is not connected to the safety socket, all electrical functions will remain switched off and the truck cannot be used.

Fastening batteries Fixed fastening

1.

2.

3.

Fasten the battery according to the picture.

Make sure the both battery locks (1) are in the down position at the bottom of the fastening slots (2).

Also make sure that the locks are tightened.

Quick fastening

1.

2.

3.

4.

5.

Fasten the battery according to the picture.

Make sure the battery lock (1) is in the down position at the bottom of the fastening slots (2).

Also make sure that the locking trigger (3) is in the locking position.

Release the battery according to the picture.

Pull the locking trigger (3), lift up the battery lock (1) and remove the battery. Battery change rollers are positioned under the battery.

Optional battery change device is recommended for removing the battery.

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8. Maintenance Only adequately trained truck operators and servicemen are allowed to carry out the daily and weekly check-up.

The terms of the warranty prescribe appropriate maintenance of the truck. All spare parts must be original ones.

Safety instructions for maintenance • • • • • • • • • •

Keep the service area clean. Oil, grease, and water make the floor slippery.

Remove all rings, watches and other metal jewellery. If a metal object gets into contact with an electrically conductive part, a short-circuit or burn may result.

Switch off the truck's power before opening the cover of the motor or the electrical system.

Release the hydraulic pressure before opening the system.

Dismount the seat for the duration of service work (applies only to sit-on trucks).

Do not use your hands to check for oil leaks.

Remember that the surfaces of the hydraulic system and the motors may be hot.

Only use clean oil in the hydraulic system.

When welding, always disconnect the battery and the electronic devices. Remove paint from a 10 cm radius from the welding point to avoid creating toxic gases during welding.

The truck must always be supported on jacks if someone needs to work underneath it.

WARNING!

Do not make any alterations or repairs that can weaken the truck’s structure or endanger safety.

Daily checks • • • • • • • • • • • • •

Check the truck externally to see that there are no oil leaks.

Check all wheels for damage or wear.

Check the battery fluid in each battery cell. Top up with battery water if needed. The fluid surface should be about 15 mm above the plates. (Does not apply to maintenance-free batteries.)

Check the gearbox for leaks. Also check the hydraulic pipes, hoses and connectors. No leaks or damage should be found.

Switch on the power and test the operation of the lifting hydraulics by raising and lowering the forks.

Check the operation of the accelerator and steering by driving slowly forward and backward.

Check also the operation of the other electrical functions.

Check that the batteries are charged and locked in place.

Check the operation of the horn.

Check that the emergency stop operates properly.

Check that the safety button works.

Check that the operating brake and the parking brake functions properly.

Check the fastenings of the lifting chain (does not apply to pallet trucks).

Weekly maintenance • • • • • • • •

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Check and clean the battery cable fastenings.

Ensure that the air holes of the battery cell plugs are not plugged up (does not apply to maintenance-free batteries).

Clean the batteries with a dry rag.

Check that the hydraulic system has no leaks.

Check the hydraulic oil level in the oil tank. Add if necessary.

Check that all the screws, nuts, and pipe connections are tight.

Check that the fastening bolts of the driving wheel are tight.

Check that the machine plates and labels are fastened securely and are fully legible.

• • •

Clean the truck if necessary.

Check the length of the lifting chains. When the carriages are level with the mast, the chains should be slightly loose. Adjust if necessary. (Does not apply to pallet trucks.)

Apply a thin layer of lubrication on the mast's guide surfaces.

NOTE

Do not let water onto the electrical devices.

23

The truck's type and serial number are listed on the front page of the manual or on the identification plate of the truck. The order number and name of the parts are listed on the spare part pages of the manual supplied with the truck.

Hazardous waste and disposal Hydraulic and transmission oil and batteries are hazardous waste that must be disposed of accordingly. The truck itself is not hazardous waste, and can be recycled.

28

489467

10. Transportation and storage Transportation Lifting the truck.

The truck can only be lifted from a marked position. Make sure that the capacity of the lifting device is sufficient.

NOTE If the truck has more than one lifting position, all of the positions must be used during lifting the truck.

Towing the truck.

The truck can only be towed with its drive wheel raised from the floor.

Storage If the truck is not used for a lengthy period of time, it should be stored in a cool (above 0°C) and dry place on an even surface. Before storage, complete the following: • • •

Charge the battery well, and recharge it every 2 or 3 months to prevent damage during storage. At the same time, check the fluid level and add more if necessary.

Change the hydraulic oil if the machine is not used for more than a year.

If the machine is not used for more than a week, support the truck in such a way that the load exerted on the drive wheel becomes lighter.

Returning the truck to operation. If the truck has been stored for several months, it must undergo maintenance as per 600 operational hours. Otherwise normal daily maintenance and inspection are sufficient.

29

492501

11. Troubleshooting and alarms Troubleshooting Symptom

Fault

Action

Truck does not move

Battery connector is unplugged.

Plug in the battery connector.

Battery is empty.

Recharge the battery.

Incorrect start (Alarm 79).

Release the tiller arm and recycle the key switch.

Emergency stop button is activated. Release the emergency stop button.

Lift pump does not run

Lifting functions improperly

Battery does not charge

30

Key switch is faulty.

Replace the switch.

Contact maintenance personnel.

Drive motor fuse has blown.

Check the connections and cables and replace the fuse.

Contact maintenance personnel.

Control circuit fuse has blown.

Check the connections and cables and replace the fuse.

Contact maintenance personnel.

Accelerator is faulty.

Contact maintenance personnel.

Pump motor fuse has blown.

Check the connections and cables and replace the fuse.

Contact maintenance personnel.

Load handling switch is faulty.

Replace the switch.

Contact maintenance personnel.

Control unit is faulty.

Contact maintenance personnel.

Overload.

Reduce the load.

Battery is empty.

Recharge the battery.

Not enough oil in tank.

Add oil.

Oil leak.

Check the joints and seals.

Contact maintenance personnel.

Pump is faulty.

Contact maintenance personnel.

Dirt or wear in valves.

Contact maintenance personnel.

Charger is incorrectly connected.

Check the connection.

Charger fuse has blown or main voltage is missing.

Check the connections and cables and replace the fuse.

Contact maintenance personnel

Battery cell’s water level or specific gravity is low.

Check the cell voltages and specific gravity. Add water and/or acid when necessary. See section "Recharging the Battery" in chapter 7.

Alarms In addition to the charging phase, the three-colour indicator light of the integrated charger also indicates possible faults related to charging. In the event of an alarm, the battery charger stops charging automatically.

Condition

Alarm type

Description (Action)

Flashing GREEN

Timeout

The duration of the main charging time exceeds the given maximum.

Verify the battery capacity.

Flashing RED-YELLOW

Battery current

Loss of output current control (failure of the control logic).

Replace the charger.

Flashing RED-GREEN

Battery voltage

Loss of output voltage control (failure of the control logic).

Replace the charger.

Flashing RED-YELLOW-GREEN

Thermal

The charger is overheated.

Verify the fan operation.

Flashing YELLOW-GREEN

Selection

An unavailable configuration has been selected. Verify the selector's position.

31

492502

12. Technical specifications 1

IDENTIFICATION

1.2

Model

2000 kg

2000 kg (H)

2500 kg

1.3

Power source

Battery

Battery

Battery

1.4

Operating mode

Pedestrian / Stand-on

Pedestrian / Stand-on

Pedestrian / Stand-on

1.5

Nominal capacity/load

Q [kg]

2000

2000

2500

1.6

Load center (COG)

c [mm] 600

600

600

1.8

Load wheel axle to fork face (forks lowered)

x [mm] 960

980

980

1.9

Wheelbase (forks lowered)

y [mm] 1385

1528

1528

2

WEIGHTS

2.1

Truck weight (with nominal load and battery)

2.2

Axle loadings (with load and battery), [kg] drive/load side

1053/1689

2.3

Axle loadings (without load and with battery), drive/load side

600/142

3

WHEELS AND TYRES

3.1

Tyres, material (R=rubber/Vul=Vulkollan) drive/load side

3.2

Load wheel dimensions

3.3 3.4

[kg]

[kg]

2742

1)

2968

1)

1)

2)

3468

1120/1848 752/216

2)

2)

2)

1214/2254 752/216

2)

Vul/Vul

Vul/Vul

Vul/Vul

[mm]

85x75

85x90

85x90

Drive wheel dimensions

[mm]

230x70

230x105

230x105

Castor wheel dimensions

[mm]

150x50

150x50

150x50

3.5

Number of the wheels (x=driven) drive/load side

[mm]

2+1x/4

2+1x/4

2+1x/4

3.6

Track width (centre of tyres), load side b10 [mm]

385

365

365

3.7

Track width (centre of tyres), drive side b11 [mm]

550

550

550

4

DIMENSIONS

4.4

Lift

h3 [mm]

115

135

135

4.8

Platform height

h7 [mm]

145

145

145

4.9

Height of the tiller arm in travel position h14 (min./max.) [mm]

1157/1349

1157/1349

1157/1349

4.15

Fork height, fully lowered

85

85

85

32

h13 [mm]

2)

4.19

Overall length (platform up / down)

l1 [mm] 1839/2295

1962/2417

1962/2417

4.20

Powerhead length (to fork face) (platform up / down)

l2 [mm] 689/1145

812/1267

812/1267

4.21

Chassis (overall width)

b1/b2 [mm]

790

790

790

4.22

Fork dimensions (thickness/width/length)

s/e/l [mm]

50/165/1150

60/185/1150

60/185/1150

4.25

Outside width over forks

b5 [mm]

550

550

550

4.32

Ground clearance, center of wheelbase (forks lowered)

m2 [mm]

35

25

25

4.33

Working aisle width (Ast3), pallet Ast3 1000x1200, load crosswise (fork lenght [mm] 1000 mm) (platform up/down)

1911/2345

2031/2467

2031/2467

4.33

Working aisle width (Ast), pallet Ast 1000x1200, load crosswise (fork lenght [mm] 1000 mm) (platform up/down)

2350/2784

2485/2921

2485/2921

4.34

Working aisle width (Ast3), pallet Ast3 800x1200, load lengthwise (fork lenght [mm] 1150 mm) (platform up/down)

2109/2545

2229/2667

2229/2667

4.34

Working aisle width (Ast), pallet Ast 800x1200, load lengthwise (fork lenght [mm] 1150 mm) (platform up/down)

2335/2771

2466/2904

2466/2904

4.35

Turning radius (forks lowered)

Wa [mm]

1669 / 2105

1809/2247

1809/2247

5

PERFORMANCE

5.1

Travel speed, laden/unladen

[km/h]

9,0/9,0 (12,0)

9,0/9,0 (12,0)

8,0/8,0 (12,0)

5.2

Lifting speed, laden/unladen

[m/s]

0,027/0,038

0,029/0,035

0,027/0,035

5.3

Lowering speed, laden/unladen

[m/s]

0,052/0,029

0,071/0,041

0,076/0,041

5.7

Maximum gradeability, laden/unladen [%]

10,0/20,0

10,0/20,0

9,0/20,0

5.10

Service brake

Magn. brake

Magn. brake

Magn. brake

6

MOTORS

6.1

Drive motor S2 60 min

[kW]

2,0

2,0

2,0

6.2

Lift motor S3 10%

[kW]

1,0

1,2

1,2

6.4

Battery voltage/capacity (min. - max.) [V/Ah]

24/270-375

24/375-500

24/375-500

6.5

Battery weight (min. - max.)

240-295

315-390

315-390

8

MISCELLANEOUS

8.1

Speed control type

Stepless

Stepless

Stepless

64

66

66

67/69/44

67/74/57

67/74/57

[kg]

[dB 8.4** Noise level at the driver's ear according to EN 12 053:2001 and EN (A)] ISO 4871, work sequence LpA. Noise level at the driver's ear [dB according to EN 12 053:2001 and EN (A)]

3)

3)

4)

33

ISO 4871, driving/lifting/engine idle LpA. 2

0,9

0,8

0,8

2

< 2,5

< 2,5

< 2,5

Whole body vibration according to EN [m/s ] 13 059:2002.

Hand-arm vibration according to EN 13 059:2002.

[m/s ]

Manufacturer reserves the right to make technical changes.

34

1)

Battery 375 Ah

2)

Battery 500 Ah

3)

Higher travelling speed as an option: 12 km/h, max 600 kg.

4)

Higher travelling speed as an option: laden/unladen 8/12 km/h.

Fork width

Fork length

550

1150

Optional

Optional

min 520

min 950

max 685

1000 1200 1450 1600 max 2350

Working aisle width, 2000 kg Pallet size

Handling

Ast 3, pedestrian

Ast 3, with platform

800 x 1200

lengthwise

2109

2545

1000 x 1200

crosswise

1911

2345

Working aisle width, 2000 kg ( H )/ 2500 kg Pallet size

Handling

Ast 3, pedestrian

Ast 3, with platform

800 x 1200

lengthwise

2229

2667

1000 x 1200

crosswise

2031

2467

Ast3=Wa-x+l6+200 Ast=Wa+R+200

35

36

37

CAT RD Technical Specifications

ADJUSTMENT INSTRUCTIONS NPV20N,NPV25NH ZAPI AC-1 SSL

24V NPV20N,NPV25NH Controller ZAPI AC-1 SSL 24V 250A Software version: AC1T2KE RO1.27 From Zapi serial number:

1/2

Rev. Date

8 11.3.2011

TRUCK TYPES:

NPV20N

NPV25NH

9/12km/h optio

NO20NT

Default

Range

MAIN MENU/ PARAMETER CHANGE: ACCELER. DELAY RELEASE BRAKING INVERS. BRAKING PEDAL BRAKING

1 8 7 4

1 8 7 4

1 8 7 4

1 8 5 4

3 6 9 4

0-9 0-9 0-9 0-9

Acceleration ramp. 0 fastest, 9 slowest Release braking ramp. 9 strong, 0 weak Inverse braking ramp. 9 strong, 0 weak Not used

SPEED LIMIT BRK.

4

4

4

4

4

0-9

Speed change breaking. 9 strong, 0 weak.

BRAKE CUTBACK

5

5

5

5

5

0-9

TIL & BELLY BRAK MAX SP FW WALKIE MAX SP BW WALKIE MAX SPEED FORW MAX SPEED BACK CUTBACK SPEED

8 80 80 125 125 100

8 80 80 113 113 100

8 80 80 170 170 100

8 80 80 125 125 100

8 85 85 128 128 100

0-9 60-85 60-85 85-170 85-170

MAX SPEED PLC

100

100

75

100

100

10-100

CURVE CUTBACK

30

30

30

30

30

10-100

CUTBACK SPEED 2 HS CUTBACK

66 26

66 26

49 26

66 26

66 26

10-66 10-100

FREQUENCY CREEP

0,6

0,6

0,6

0,6

0,6

0,3-3

MAXIMUM CURRENT INCHING SPEED INCHING TIME AUXILIARY TIME

9 0 0 0,4

9 0 0 0,4

9 0 0 0,4

9 0 0 0,4

9 0 0 0,4

0-9 0 0 0-5

EMB DELAY

110

110

110

110

110

110-200

2 0

2 0

2 0

2 0

HANDLE ABSENT 0

HANDLE ABSENT 0

HANDLE ABSENT 0

HANDLE ABSENT 0

OP2

OP2

OP2

OP2

BELLY RUNNING

BELLY RUNNING

BELLY RUNNING

BELLY RUNNING

CONFIG MENU/ SET MODEL: CONNECTED TO SYSTEM CONFIG SET OPTIONS: TILLER SWITCH EPS MODULE SET INPUT #1

TILLER MODE

SET INPUT #4 HOUR COUNTER

BATTERY CHECK

Braking to different drive mode. 9 strong, 0 weak.

Tiller and belly braking. 9 strong, 0 weak.

Maximum walkie forward speed Maximum walkie backward speed Rider mode forward speed Rider mode backward speed Not used Deceleration from MAX SPEED FORW and BACK drive speeds when input A18 is disconnected Truck travel speed reduction versus tiller angle. This must be adjusted together with steering inverter parameter dyn speed red.

Speed without sidebars Brake release travel speed Minimum speed when travel direction is active Controller maximum current Not used Not used Magnetic brake release time Magnetic brake release time delay based on travel speed

2 2 = traction, 6 = steering 0 factory setting HANDLE 0 Factory setting ABSENT ABSENT/PRESENT Select is electric steering present or not 0 0 Factory setting OP1 = motor current off and brake voltage off at the same time OP = deceleration ramp at first then brake OP2 0 voltage off OP3 = deceleration ramp and brake voltage off at the same time BELLY 0 Factory setting RUNNING 0 Factory setting

1

1

1

1

1

0-3

HYDRO KEY ON

OFF

OFF

OFF

OFF

OFF

0

STOP ON RAMP

ON

ON

ON

ON

ON

ON/OFF

AUX. OUTPUT #1 PEDAL BRAKING QUICK INVERSION MAIN CONT. VOLT BRAKE VOLTAGE

BRAKE NONE TIMED 100 90

BRAKE NONE TIMED 100 90

BRAKE NONE TIMED 100 90

BRAKE NONE TIMED 100 90

BRAKE NONE TIMED 100 0

0 0 0 0 0

BLOCK FROM EPS

ON

ON

ON

ON

0

0

PERFORMANCE QUICK INV. LOGIC

NORMAL Option 1

NORMAL Option 1

NORMAL Option 1

NORMAL Option 1

NORMAL 0

0 0

BELLY OPTION

ABSENT

ABSENT

ABSENT

ABSENT

ABSENT

0

ADJUSTMENTS:

Notes

0= Nothing happens, the battery charge level is ignored.

1= A BATTERY LOW alarm is raised when the battery level is calculated being less than 10% of the full charge. A BATTERY LOW alarm inhibits the Lifting function.

2= A BATTERY LOW alarm is raised when the battery level is calculated being less than 10% of the full charge. A BATTERY LOW alarm reduces the maximum truck speed down to 24% of the full truck speed then, if the MDI-PRC is absent, inhibit the Lifting function.

3= Equivalent to Level 1 Factory setting ON=motor holds truck on ramp. OFF= truck slides down the ramp until magnetic brake is released Factory setting Factory setting Factory setting Main contactor coil voltage Magnetic brake voltage Stop of truck by traction inverter if steering angle difference to tiller angle is too great.

When angle is in range again truck continues traction as nothing happened Factory setting Factory setting Belly disabled / enabled when driving from platform

CAT RD Technical Specifications

SET POT BRK MIN SET POT BRK MAX MOTOR OVERTEMP

ADJUSTMENT INSTRUCTIONS NPV20N,NPV25NH ZAPI AC-1 SSL

0,4 4,5 120

0,4 4,5 120

0,4 4,5 120

0,4 4,5 120

2/2

0,4 4,5 120

0 0 0

SET MOTOR TEMP.

0

0

0

0,0

0

0

SET BATTERY TYPE

24V

24V

24V

24V

24V

0

0

0

0

0,0

0

0

THROTTLE 0 ZONE THROTTLE X POINT THROTTLE Y POINT ADJUSTMENT #1 ADJUSTMENT #2 LOAD HM FROM MDI

13 54 25 5 8 OFF

13 54 25 5 8 OFF

13 54 25 5 8 OFF

13,0 54,0 25,0 5,0 8,0 OFF

13 54 25 5 5 OFF

0 0 0 0 0 0

CHECK UP DONE

OFF

OFF

OFF

OFF

OFF

0

ADJUST BATTERY

CHECK UP TYPE

0

0

0

0

2

ATTENTION! REMEMBER PROGRAM VACC I!!

(ACCELERATOR CALIBRATION)

0-3

not in use not in use Factory setting Adjustment for the motor temperature sensor Factory setting Adjustment for the battery voltage measurement Adjust throttle dead band Adjust throttle curve X point Adjust throttle curve Y point Adjust BDI upper curve Adjust BDI lower curve Factory setting Set to ON when periodic maintenance is done OP1= CHECK UP NEENED warning on the hand set and MDIPRC after 300 hours OP2= Equal to OPTION#1 but Speed reduction after 340 hours OP3= Equal to OPTION#2 but the truck definitively stops after 380 hours

CAT RD Technical Specifications

ADJUSTMENT INSTRUCTIONS ZAPI AC-0 EPS

NPV20N, NPV25NH, NSV12/16N(I) Controller: Software version: From Zapi serial number:

24V ZAPI AC-0 EPS24V 50A EPS RO.82

1/2

Rev. Pvm.

3 20/02/2009

TRUCK TYPES:

NPV20N,NPV25NH / NSV12 / 16N(I)

Default

Adjustment range

NOTE.

MAIN MENU/ PARAMETER CHANGE:

6 AUX FUNCTION #3

KP

2

3

DYNAM NUMB SPEED

7

DYNAM NUMB ANG COMPENSATION

4 2

1ST ANGLE COARSE

7

1ST ANGLE FINE

0

2ND ANGLE COARSE

7

2ND ANGLE FINE NUMBNESS

0 0

AUXILIARY TIME

5

LEAD FB REGULAT. SET OPTIONS: HOUR COUNTER MICRO CHECK ENCODER CONTROL

4

0-9

8

0-9

9

0-9

8

0-9

2

0-9

x

0-9

x

0-9

x

0-9

x

0-9

0

0-9

5

0-9

25%

0-100%

9

0-9

0

0-9

6

POS. ACCURACY

ANTIROLLBACK LAG FB REGULAT.

0.25 9

2 RUNNING PRESENT OFF

RUNNING PRESENT OFF OP #2

FEEDBACK DEVICE

0-9

Torque when steering is turned slowly. 0= no torque compensation, 9 = high torque compensation

3

2 CREEP SPEED

0-9

Truck travel speed from which steering angle is started to reduce. 0 = 1%, 9 = 100%.

3

3 AUX FUNCTION #2

0-9

Maximum angle of the steering when truck is travelling full speed. 0 = 73%, 9 = 10% of full turning angle

OP #2

1-5

Accurancy of the steering. 0 = not accurate, 9 = very accurate but "busy" all the time Position accurancy of the steering. 0 = not accurate, 9 = very accurate but "busy" all the time Speed from which dynamic steering numbness begins Dynamic steering numbness angle factory setting rough tiller adjustment clockwise fine tiller adjustment clockwise rough tiller adjustment anti-clockwise fine tiller adjustment anti-clockwise steering numbness Time of the how long the torque is held on steering after tiller release amount of torque during auxiliary time tiller low pass filter D of the PD control.

Bigger value, wheel busy all the time but faster. factory setting factory setting not used feedback device type.

1= potentiometer, 2 = potentiometer and encoder

CAT RD Technical Specifications

LIMIT DEVICE DIRECTION GAUGE AUX FUNCTION 1 DIAG MOTOR TEMP AUX OUTPUT #3

ADJUSTMENT INSTRUCTIONS ZAPI AC-0 EPS

ON OP #1 0 ON 0

2/2

ON OP #1 0 ON 0

OFF TILLER DEAD ZONE

ON/OFF

ON/OFF

When setted to ON and recycled the key -> there are 20 degrees dead zone area.

0-1

Which type of traction controller is used on a truck. 0 = AC1-SSL, 1 = Combi AC

OFF 0

SPAC CONFIG SET MODEL: SYSTEM CONFIG AUTO REQ TYPE

OFF

CONNECTED TO MODEL TYPE ADJUSTMENTS: ADJUSTMENT #01 SET CURRENT ADJUSTMENT #02 ADJUSTMENT #03 ADJUSTMENT #04 SET BATTERY TYPE SET SAT. FREQ. OVERSAT FREQ. MAXIMUM SLIP AUX VOLTAGE #1 AUX VOLTAGE #2 NO LOAD CURRENT

EPS x

1 0

0 0 x x x 24V 78 Hz 1 Hz 5,00 Hz x x 13 A

2 0 EPS x 0 0 90 x x 24V 78Hz 1Hz 5Hz x x 13A

Steering angle elecrical limitation factory setting factory setting factory setting factory setting

factory setting factory setting 2 = traction, 6 = steering factory setting

ZERO SP POT

x

SET STEER 0-POS.

x

x

SET MIN FB POT

x

x

SET MAX FB POT SPECIAL ADJUST: SET TEMPERATURE HIGH ADDRESS DEBUG OUTPUT MAX SP SLOPE HARDWARE SETTINGS: MAXIMUM CURRENT CAN BUS SET HI RESOL AD

x

x

factory setting factory setting factory setting factory setting factory setting factory setting factory setting factory setting factory setting factory setting factory setting factory setting teaching of the zero point of wheel straight ahead adjustment teaching of the maximum anticlockwise angle teaching of the maximum clockwise angle

x 0 15 9

x 0 15 9

factory setting factory setting factory setting factory setting

50 A PRESENT 1

50A PRESENT 1

factory setting factory setting factory setting

x

NPV20N,NPV25NH

Alarm number 02A60 02A74 02A55 02A97 02A17 02A71 02A53 02A94 02A73 02A37 02A75 02A76 02A18 02A31 02A38 02A30 02A49 02A08 02A99 02A98 02A94 02A70 02A93 02A86 02A80 02A78 02A79 02A67 02A61 02A19 02A16 02A13 02A65

AC1 ALARM LIST

Alarm Name Capacitor Charge Driver shorted Prog lift lever Input error #1 (pal problem) Logic Failure #3 Handbrake Standby I High Data acquisition (gain current acq) Thermic sensor ko Contactor closed Contactor Driver Coil Shorted Logic Failure #1 Vmn High Contactor open Vmn low I=0 Ever Watchdog Check up needed Loading hm from MDI Eps rele open Encoder error Wrong set bat Pedal Wire ko Forward + Backward Vacc not Ok Traction Incorrect Start/Sidebars Can bus ko High temperature Logic Failure #2 Aux output ko EEPROM Ko Motor temperature

NPV20N,NPV25NH

Alarm number 06A01 06A02 06A03 06A04 06A05 06A06 06A07 06A08 06A09 06A10 06A11 06A12 06A13 06A14 06A15 06A16 06A17 06A18 06A19 06A21 06A22 06A23 06A24 06A27 06A28 06A38 06A39 06A40 06A41 06A42 06A43 06A44 06A45 06A46 06A47 06A48 06A49 06A51 06A53

EPS ACO ALARM LIST

Alarm Name High current Power failure #1 Power failure #2 Power failure #3 Stby hi high D line sensor ko Q line sensor ko Eeprom ko Vmn not ok High temperature Data acquisition (during gain acq) Logic failure #1 Logic failure #2 Logic failure #3 Logic failure #4 KS Closed KM Closed KS Open KM Open Micro slave SP out of range FB out of range Micro slave ko Gain eeprom ko Can bus ko Position error Serial error #1 Micro slave #4 Slave comm error No sync (slave error) Current gain Clock pal not ok (slave) Steer sensor ko Jerking Fb Fb pot locked Motor temperat Motor locked Micro slave #3 Input error #1

Instructions Power Pallet Truck Electric Steering Calibration

21.11.2005 1(2)

Updated 10.5.10

Instructions Power Pallet Truck – Electric steering calibration.

Make sure that in the drive controller is EPS MODULE parameter valid “CONFIG MENU / SET OPTIONS / EPS MODULE= Presents” TEACHING THE TILLER ARM HALL SENSOR (P1/SB)

- Set tiller arm visually to the straight driving position.

- Measure by using the multimeter between XP1/2-4 pins voltage. Voltage reading must be 2,5V. If necessary, adjust by turning the hall-sensor .

- Measure signal lines difference of voltage from pins XP1/1-2 by using multimeter in mill-volt area and turn hall sensor very carefully until multimeter reading is 0V - Select menu: ADJUSTMENTS go on to the ZERO SP POT and press ENTER. Press also OUT and ENTER. - Leave the tiller arm to the center position for the future.

STEERING ANGLE LIMITATIONS AND TEACHING THE FEEDBACK SENSOR (P2/FB)

- Select menu: SET OPTIONS. Set FEED BACK DEVICE = OPTION 1 and LIMIT DEVICE = OFF. Press OUT and ENTER. - Select menu: PARAMETERS. Set 1ST ANGLE COARSE=9, 1ST ANGLE FINE=0, 2ND ANGLE COARSE=9, 2ND ANGLE FINE=0. Press OUT and ENTER. - Switch truck off and restart again (This activate parameter changes).

- Check that drive unit is visually straight. If necessary, set drive unit straight.

Never turn the driving unit by using only your hands (Crushing risk!) always use tool when you turn the driving unit manually!

- Measure between XP2/ 1-3 pins that voltage is (about 4,5V – 5,0V).

- Measure between XP2/ 1-2 pins hall sensor signal voltage. At the same time turn hall sensor clockwise or anticlockwise so long you get reading (about 2,25V – 2,5V) Note! Voltage should be half of supply voltage.

- Turn tiller arm very slowly to clockwise (Left) when on the driving motor mounted limiter hit to the end limiter (Rubber cushion). Don’t turn too strongly, otherwise controller will give error message or steering belt can go broken.

- Select menu: ADJUSTMENTS: go on to the: SET MAX FB POT and press ENTER, press also OUT and ENTER. - Turn tiller arm very slowly to anticlockwise (Right) when on the driving motor mounted limiter hit to the end limiter (Rubber cushion). Don’t turn too strongly, otherwise controller will give the error message or steering belt can go broken.

Instructions Power Pallet Truck Electric Steering Calibration

21.11.2005 2(2)

- Select menu: ADJUSTMENTS: go on to the: SET MIN FB POT and press ENTER, press also OUT and ENTER. - Select menu: SET OPTIONS / LIMIT DEVICE = ON. Set SET OPTIONS / FEED BACK DEVICE = OPTION 2. Press also OUT and ENTER. - Switch truck off and restart again.

FINETUNING THE STEERING ANGLE LIMITATIONS

- Turn drive unit totally to clockwise (Left) by using the tiller arm.

- Select menu: PARAMETERS and drop 1ST ANGLE COARSE parameter value so much that driving unit not touch to the limiter. Increase the 1ST ANGLE FINE parameter value so that driving unit touch lightly to the limiter.

- Select menu: PARAMETERS and drop 2ND ANGLE COARSE parameter value so much that driving unit not touch to the limiter. Increase the 2ND ANGLE FINE parameter value so that driving unit touch lightly to the limiter.

- Check that both sides are now limited correctly and driving unit stop movement just before the limiters.

- Press OUT and ENTER. ADJUSTING DRIVING UNIT STRAIGHT POSITION BY DRIVING

- Set SET OPTIONS / TILLER DEAD ZONE = ON  Switch truck off and restart again. In the tiller arms center position must be about 20 degrees “dead zone”, where tiller arm turning doesn’t turn driving unit - Select menu: ADJUSTMENTS / SET STEER 0-POS. Raising the value turns driving wheel to clockwise (left) and the other way round.

- Set truck and driving unit straight before to start test driving. Drive backwards and forwards and adjust SET STEER 0-POS parameter to get truck moving straight.

- When truck is moving straight. Switch truck off and restart again.

- TILLER DEAD ZONE parameter is now OFF-status and ”dead zone” is not active. When tiller arm is in the center position, CHECK THAT TRUCK IS STILL MOVING STRAIGHT. Adjust again if needed.

TESTING AND CLEARING THE ALARMS

- Be sure that electric steering is still working and no alarms showed up.(ALARM STEER HAZARD it’s not a error code) - Clear all errors from controllers alarm history what can came while teaching the steering.

Select menu: ALARMS press ENTER press OUT press ENTER 2 times Return to main menu and switch truck power off and disconnect the Zapi handset.

492500

9. Service Only adequately trained people are allowed to carry out service operations. The terms of the warranty prescribe appropriate maintenance of the truck. All spare parts must be original ones.

It is recommended that you sign a maintenance agreement with the truck dealer, who can also supply spare parts. Only professional service ensures long-term, trouble-free truck operation. Service program monitoring becomes easier if you enter the service dates in a service logbook. Contact our service organisation or your truck dealer for qualified, authorised and efficient maintenance service.

Semi-annual inspection service (or 600 h) Check and, if necessary, adjust or repair: • • • • • • • • • • • •

24

Connections of the drive motor and pump motor.

Operation of the accelerator unit.

Operation of the speed limiter.

Operation of the microswitches or inductive sensors.

Operation of the contactors and solenoids.

Condition of the cables.

Condition of the tiller arm gas spring.

Function of the lift cylinders.

Play of the fork carriage, and the slope of the forks and their condition.

Air gap in the brake: 0.2 mm when new, maximum gap 0.55 mm.

Brake pad thickness: 9.0 mm when new, minimum thickness 8.7 mm.

Air gap in the brake cannot be modified.

Opening the covers

Open the mounting screws (1) to remove the covers on both sides of the truck.

Monthly lubrication The following lubricating points of the truck should be lubricated once a month: •

the turning bearings of the drive unit.

25

Lubricant recommendation

Filling hole for hydraulic oil (1) • • •

Hydraulic oil: ISO 11158 HM/HV/HR - VG 32 In freezer warehouses: ISO 11158 HM/HV/HR - VG 15 Fill the tank to the volume of ¾.

Transmission lubricant recommendation • •

Transmission oil: ISO-VG 100 CLP. Fill to the volume of 0.55 l. The oil level must reach the lower edge of the checking hole (2).

Filling hole for transmission oil (1) Opening to check the oil level (2) Oil outlet (3)

Additional maintenance work for service personnel •

26

Change the hydraulic oil once a year (or 1200 h).

• • • • • •

Change the transmission oil once a year (or 1200 h).

Check the operation of the hydraulics.

Check the fastening of the gearbox and the amount of transmission oil.

Check the fastening of the tiller arm.

Check the condition of the side castor wheels and load wheels.

Check the wear of the drive wheel: • drive wheel diameter is 230 mm when new • drive wheel has to be replaced when the diameter is 218 mm.

Maintenance of the electronic steering system (optional) The system has been designed to be as maintenance free as possible. The semi-annual maintenance check (or 600 h) includes the fastening of the steering control unit terminals and checking of the alignment of the tiller arm and the drive wheel.

Location of fuses in el-panel

1F1

10A

Line contactor fuse

2F1

10A

Control circuit fuse

3F1

10A

Aux. device circuit fuse

4F1

200A

Drive motor fuse

5F1

100A

Pump motor fuse

6F1

50A

Steering motor fuse (optional)

Ordering spare parts When ordering spare parts, always contact your dealer or the maintenance centre. Only use original spare parts.

To ensure that you receive the correct parts, include the following information in the order: • • • • •

Truck type Serial number of the truck Order number of the part Name of the part Number of parts ordered

27

3

EDU .* EDU .* EDU .*

),//,1*

0

+<'5$8/,& ',$*5$0 NPP13 M NPP20MR

NPV20K N NO20NT

7+

11

12

13

14

15

16

17

18

19

20

21

22

23

26

27

28

29

30

4/17

1

K2

K1

25

J5

1

2

26

J1

2/12

2

XM1/ WH

RED

13

-

S1

SENSOR BEARING

5/12

J25 4/19

14KEYSWITCH

J6

A

M2

5/12

V1

J26 4/20

C

A2 -

4/18

XA1B/

GND +12V FLASH FLASH

19 20 9 10

6 2

13 8

A B +15V 0V

XA1A/ B+

XA1A/

W

5/12

J2

A1/+

4 9 8 2

+

24V

M4

XM4/2

FAN

XM4/1

3F1 10A 1

XT1/ 2

COLD STORAGE -

XT1/ 14

B-

HORN

XT1/ 12

LOWER

LIFT/ LOWER B+

XT2/ 1

XT2/ 2

XT2/ 3

LIFT

BRAKE RELEASE

XT1/ 11

XT1/ 8

XT1/ 9

NO

A1

AC-1 24V 250A

7 12 4 1 3 6

NC

S7

COM

XS11/2

X20

J12

X22

2/12

X8/2 J8

5/12

S13.1 NO

XS13.1/2

XS13.2/2 S13.2 XS13.2/1 X8/1

COM

NO

XS13.1/1

X24

COM

S12

NO

COM

XS12/2

XS12/1

X30/6

C

2Y1

X30/5

A2

A1

K2 A2

A1

K1

A1

A1 1

1Y1

A2

X29

J9 J7 15

5/12

XM5/2

24V

M5

+

XM5/1

H1

A2

A2 2

XM1/5 -

XH1/ 1

A A1

J28

S11 = PLATFORM SWITCH (UP OR DOWN) S12 = PLATFORM SWITCH (RIDER) S13.1 = LEFT S13.2 = RIGHT SIDEGUARD

XM1/1

4/22

CANL -BATT X28 NPC NMC NEB NEV

X40

LIFT LIMIT

COM

X30 FROM PAGE 2 IF ELECTRIC STEERING

2

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2007-01-09 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

S11

X30/2

J27 -

TILLER SWITCH

HORN + BRAKE REL.

XT1/ 10

B+

XT1/ 1

XT1/ 3

XT1/ 4

COLD STOR. +

X30.1/2

BELLY BACKWARD FORWARD NPOT CPOT TILLER H&S LIFTING LOWERING CM

SPEED RED 2 CPOTB SPEED RED 1 PMC/PEB PPC/PEV HM X27 17 CANH

2/12

20

XS11/1

KEY

14 18 15 2 5 11

J13

J9

X30.1/3

4/21

A1/ -

X1/ B-

1 7 6 5 11 10 3

U

W

2/12

J3

NCLTXD

U

J4

X30/3

t +20°C 2

PCLTXD

V

3 F101

NCLRXD

3 4 7 8

V

1

S2

PCLRXD

16

M1

XM2/

A1

K3

B1/

XA1C/

1 2 3 4 5 6 7 8

KTY84-130

BLK

C 1 A

BN GN YEL

X30/4

XS7/1

2

X21

XS7/2

24V

2

6F1 50A

1L1

S9 22EM.STOP +

4F1 200A

1

CONSOLE / PC

21

2

1

TEMP. SENSOR

CHANGE: S1 & S9 PINS NAME: IR

5F1 100A

2

G1

DATE: 2009-01-28

1

NC

SAFETY SOCKET

10A

1

1F1 10A

2

XT1/ 5

2

COM

XT1/ 6

1 ELECTRIC STEERING SUPPLY

1

S8

2F1

12

XT1/ 7

K3

X1/B+

XT1/ 13

0-5V

POT LOW

FW

BW

BELLY

c ROCLA OYJ

1

REV L

25

Kts. myös uuden aisan piirikaavio 3-6969/TS115 See also the new tiller circuit diagram 3-6969/TS115.

X30/

This document is property of ROCLA OYJ and is not allowed in any condition to be copied, duplicated, shown or handed over to unauthorized person without written permission by ROCLA OYJ.

24

X30 = ELECTRICAL STEERING CONNECTION

A

C

X30

XH1/ 2

F102

V2

CONTROLLER FAN NAME: IR

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1200511

NPV20N,NPV25NH PÄÄPIIRI UUDELLA AISALLA MAIN CIRCUIT WITH NEW TILLER

1/5

REV

3-6982

O

12

13

14

PIN CODE LOCK MOVED TO PAGE 5

SENSOR BEARING

XM3/5

3

3 4 1

8 7 4

WH GN YEL BR

B3/

XA2C/

17

18

2 6

11

PCLTXD NCLTXD GND +12V FLASH

KEY BRAKE IN BRAKE OUT TILLER CANL CANH

3 J1

J2

CPOC1

8

CPOC2

GR

5

SUPPLY

25

26

27

28

29

30

P1

XP1/3

XP1/2

WH BL GR

1 5 3

YE

4

BR RD

BR

XP1/1

0V 2

XA2A/

A2/ V

SUPPLY

BR

6

CPOT

WH

1

GND

YEL

TILLER

2 6 496339

P2

XP2/1

BR RD GR YE WH BL

XP2/2 XP2/4 XP2/3

A2

A2/W

J12

+12V

1

J13

0V

2

J30 4/23

CANL

3

J29

CANH

4 5 6

4/24

24

2 6 3 4 1 5 496339

MOTOR SHAFT

AC-0

A2/ -

1/14

1/14

XA2B/

A2/ +

1/15

1/21

9

YEL WH

U

W

23

XP1/4

A2/U V

22

1 2 3 4 5 6

FLASH

A B +15V

21

X30/ 7 5 4 1 6 14

NCLRXD

20

13

KTY84-130

M3

19

XA2A/

PCLRXD

XA2B/

TEMP. SENSOR

CHANGE: P1, P2, XP2/,

1 2 3 4 5 6 7 8

16

10 GND

NAME: IR DATE: 2009-02-18 REV L This document is property of ROCLA OYJ and is not allowed in any condition to be copied, duplicated, shown or handed over to unauthorized person without written permission by ROCLA OYJ.

15

CONSOLE / PC

c ROCLA OYJ

11

NOTES FOR ABBOT: +BATT from S9:1 -BATT from XM2:2 START RELAY from S1:3 and S1:4 CANH from X30:6 CANL from X30:5 If EPS is not present CAN-bus must be terminated (120R)

XA3A/

A3

MDI

With jumper 5-6 CAN TERM 120 ohm!

Without jumper 0 ohm!

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2005-01-14 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1200511

NPV20N,NPV25NH SÄHKÖINEN OHJAUS ELECTRIC STEERING

2/5

REV

3-6982

O

c ROCLA OYJ

11

12

13

14

VAROITUSVALO WARNING LIGHT

15

16

17

CHANGE: ADDED FIXED PLATFORM CONNECTIONS

20

21

22

23

VARAAJA BATTERY CHARGER

K3 1

XH2.2/1

7F1 10A

2

25

26

H2 2

YELLOW FLASH

G2

27

28

29

30

KIINTEÄ AJOTASO FIXED PLATFORM

1 2

1 2

XS13.1/

XS13.2/

1 2

1 2 3 4

XS11.1/

XH2.1/1 Vi+

Vo+

24V

12V

XB2/

~230Vac

+24Vdc Gi-

Go-

XH2.1/2 KINTEÄ AJOTASO OPTIOSSA LAITA OIKOSULKUPALAT TRUKISSA OLEVIIN VASTAAVIIN LIITTIMIIN.

RED

BLK

K3/1

XM2/

REV K This document is property of ROCLA OYJ and is not allowed in any condition to be copied, duplicated, shown or handed over to unauthorized person without written permission by ROCLA OYJ.

24

MAINS SOCKET

1

1 NAME: IR

19

JÄNNITELÄHDE (12V) POWER SUPPLY (12V)

2F1 2

DATE: 2008-11-05

18

IF FIXED PLATFORM IS USED, JUMPERS MUST BE ADDED TO TRUCK WIRE HARNESSES!

XH2.2/2

XM2/

XM2/

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2006-08-24 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: HT

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1200511

NPV20N,NPV25NH LISÄLAITTEITA OPTIONAL DEVICES

3/5

REV

3-6982

O

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2008-06-03 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV. NAME: IR

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

1/20

J30 2/12

CANH OUT

J28

XAB1/ 8

22

XAB1.1/ 8

21

XJ1/ 20

CANL OUT

XAB1/ 7 XAB1.1/ 7

1/19

CANL IN

J27

XAB1/ 6

1/12

XAB1.1/ 6

CANH IN

J26

XJ1/ 19

XAB1/ 5

20

CANL

XAB1.1/ 5

19

CANH

ENABLE OUT

1/12

ENABLE RELAY OUT

J25

XJ1/ 3

J3

XAB1/ 4

1/13

XJ1/ 7

18

KEY SWITCH

ENABLE RELAY IN

1/12

XAB1/ 3

1L1

XJ1/ 1

17

ENABLE IN

0V

XAB1/ 2

XJ1/ 9

c ROCLA OYJ

16

XJ1/ 15

PWR IN 10,8-96V

XAB1/ 1

XJ1/ 16

CHANGE: J28 & J27 VICE VERSA

15

SAFETY CHAIN

NAME: IR

14

0V

DATE: 2009-06-04

13

PWR IN

REV M

12

10.8V - 56V

This document is property of ROCLA OYJ and is not allowed in any condition to be copied, duplicated, shown or handed over to unauthorized person without written permission by ROCLA OYJ.

11 23

TS1200511

24 25

NPV20N,NPV25NH ABBOT2 ABBOT2

26 27 28 29

4/5

30

J29 2/12

ABBOT2 TERMINAL REV

3-6982

O

11

12

13

14

15

16

17

18

19

c ROCLA OYJ

1 PRESSURE SWITCH BN

P

4

20

21

22

23

24

25

26

27

28

29

30

AJOHÄLYTIN / DRIVE ALARM

X25 X26

X11.3/

INSTALL BETWEEN CONNECTORS X11.1/ JA X11.2/ VÄLIIN

5 6 2 4 3 1

V3

X11.4/

FW

XT1/ 5

S10

BU

XT1/ 6

3 5 6 2 4 3 1

BW

BK

A

A

C

C

V4

PIN-CODE LOCK

This document is property of ROCLA OYJ and is not allowed in any condition to be copied, duplicated, shown or handed over to unauthorized person without written permission by ROCLA OYJ.

REV O

1/21

5

5

5

5

GRN

NC

J7 1/21

6

6

6

6

BLU

DRIVER PRESENT

J4 1/14

2

2

2

2

BLK

B-

J6 1/12

4

4

4

4

WHT

NO

A1 A2

J5 1/12

XH3/1

H3

3

3

3

3

RED

COM 1

1

1

1

1

BRN

B+

X23

DATE: 2011-05-12

NAME: IR

CHANGE: S10 pins

J8

2 3

K1a

XH3/2

LOCK a X11.1/

X11.2/

X13.1/ X13.2/ 5

5

NO

4

4

COM 1

6

6

NC

2

2

NO

1

1

COM 1

3

3

NC

X8b/ 1

2 K3a 3

XM2/ 2 K2a 3

X8b/ 2 X8a/2 X8a/1

LOCK b X14.1/ X14.2/

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2005-01-14 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1200511

NPV20N,NPV25NH PIN-KOODILAITE PIN CODE LOCK

5/5

REV

3-6982

O

12

13

14

SAFETY SWITCH (BELLY)

15

16

19

BW

POT LOW

FW

20

21

22

23

TILLER SWITCH

B2

0-5V B-

B+

com

COLD STORAGE

25

26

27

28

29

30

HORN

BRAKE RELEASE

LIFT / INITIAL LIFT

LOWER / INITIAL LOWER

R2

-

no

COM

S6

R1 WH/

NC

24

R1 + R2 for stacker trucks R1 for pallet trucks.

ACCELERATOR

NO

S3

COM

S4

NO COM

S5

NO COM

COM NO

COM S2.2

XB1/8

3

WH 4

OR 5

BK 6

BN 7

RED/ GRN 1

BN 2

XB2/1

2

X20

BU

BK 3

XT3/

2

1

XT5/

3

4

2

12

11

10

DATE: 2008-09-29

XB4.1/ 2

4

X21 6

5

1

XB4.1/ 1

WH/ BK

XB4.1/ 5

NC GRY

NAME: IR

CHANGE: TILLER SWITCH CONNECTIONS

18

RD B1

S2.1

17

XB4.1/ 3

c ROCLA OYJ 2006

11

This document is property of ROCLA OYJ and is not allowed in any condition to be copied, duplicated, shown or handed over to unauthorized person without written permission by ROCLA OYJ.

REV E

X22

XT1/7

6

5

4

3

2

1

9

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2006-09-14 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

8

15

NAME: JL

14

13

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1150908

XT2/2

NEW TILLER LAVANSIIRTÄJÄT JA PINOAJAT PALLET AND STACKER TRUCKS

3

1

1/2

REV

3-6969

E

c ROCLA OYJ 2006

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

29

30

1 SPEED LIFT / 2 SPEED LOWER OR PROPORTIONAL LIFT / LOWER, NOT BOTH IN SAME TRUCK B4

B3 1 SPEED LIFT, 2 SPEED LOWER

2 SPEED LOWER

1 SPEED LOWER

LIFT

B-

LIFT/LOWER

B+

0-2.5-5V B-

B+

BK OR WH/ BK

WH

WH/ BR

GR

XB4/ 5

4

3

2

1

XT4/5

4

3

2

1

GR

This document is property of ROCLA OYJ and is not allowed in any condition to be copied, duplicated, shown or handed over to unauthorized person without written permission by ROCLA OYJ.

REV

DATE: 2006-09-14

NAME:

CHANGE:

GRY

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ 2006-09-14 DESIGN. FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1150908

NEW TILLER PINOAJAT STACKER TRUCKS

2/2

REV

3-6969

E

ELECTRONIC • OLEODYNAMIC • INDUSTRIAL EQUIPMENTS CONSTRUCTION Via Parma, 59 – 42028 – POVIGLIO (RE) – ITALY Tel +39 0522 960050 (r.a.) – Fax +39 0522 960259 e-mail: zapi@zapispa.it – web: www.zapispa.it

EN

FREE VERSION User Manual

AC-1 SSL SENSORED

Copyright © 1975-2005 Zapi S.p.A. All rights reserved

The contents of this publication is a ZAPI S.p.A. property; all related authorizations are covered

by Copyright. Any partial or total reproduction is prohibited.

Under no circumstances will Zapi S.p.A. be held responsible to third parties for damage caused by the improper use of the present publication and of the device/devices described in it.

Zapi spa reserves the right to make changes or improvements to its products at any time and without notice.

The present publication reflects the characteristics of the product described at the moment of distribution. The publication therefore does not reflect any changes in the characteristics of the product as a result of updating.

is a registered trademark property of Zapi S.p.A.

NOTES LEGEND

4 U

Page - 2/73

The symbol aboard is used inside this publication to indicate an annotation or a suggestion you should pay attention.

The symbol aboard is used inside this publication to indicate an action or a characteristic very important as for security. Pay special attention to the annotations pointed out with this symbol.

AESZP0BA – AC1 SSL SENSORED - FREE VERSION - User Manual

Contents 1 2

INTRODUCTION ...................................................................................................................6 SPECIFICATION ...................................................................................................................6 2.1 Technical specifications..............................................................................................6 2.2 Block diagram .............................................................................................................6 3 SPECIFICATION FOR THE INPUT DEVICES FILLING UP THE INSTALLATION KIT.......6 3.1 Microswitches .............................................................................................................6 3.2 Accelerator unit...........................................................................................................6 3.3 Other analog control unit ............................................................................................6 3.4 Analog motor thermal sensor input.............................................................................6 3.5 Speed feedback..........................................................................................................6 4 PROTECTION FEATURES ...................................................................................................6 5 SAFETY AND PROTECTION.........................................................................................6 5.1 Passive emergency cell ..............................................................................................6 6 OPERATIONAL FEATURES ................................................................................................6 6.1 Diagnosis ....................................................................................................................6 7 INSTALLATION SUGGESTIONS AND PRECAUTIONS .....................................................6 7.1 Thermal consideration ................................................................................................6 7.2 General suggestion.....................................................................................................6 7.3 Susceptibility and electromagnetic emission ..............................................................6 7.4 Main contactor and key connection ............................................................................6 8 INSTALLATION.....................................................................................................................6 8.1 Connection cables ......................................................................................................6 8.2 Contactors ..................................................................................................................6 8.3 Fuses ..........................................................................................................................6 8.4 Encoder installation ....................................................................................................6 9 DESCRIPTION OF THE CONNECTORS..............................................................................6 9.1 Connectors of the logic - Standard version with Encoder ...........................................6 9.1.1 CNA connector..............................................................................................6 9.1.2 CNB connector..............................................................................................6 9.1.3 CNC connector .............................................................................................6 9.2 Connectors of the logic - MDI PRC Version with Encoder..........................................6 9.2.1 CNA connector..............................................................................................6 9.2.2 CNB connector..............................................................................................6 9.2.3 CNC connector .............................................................................................6 9.3 Description of power connections...............................................................................6 10 DRAWINGS ...........................................................................................................................6 10.1 Mechanical drawing ....................................................................................................6 10.2 Connection drawing - Standard version with Encoder ................................................6 10.3 Connection drawing - MDI-PRC version with Encoder ...............................................6 11 ONE SHOT INSTALLATION PROCEDURE.........................................................................6 11.1 Sequence for Ac Inverter traction setting....................................................................6 12 PROGRAMMING &ADJUSTMENTS USING DIGITAL CONSOLE......................................6 12.1 Adjustments via console .............................................................................................6 12.2 Description of console (hand set) & connection .........................................................6 12.3 Description of standard console menu .......................................................................6 12.3.1 Standard version...........................................................................................6 12.3.2 MDI PRC Version..........................................................................................6

U

AESZP0BA – AC1 SSL SENSORED - FREE VERSION - User Manual

Page - 3/73

12.4

13

14

15 16

Function configuration ................................................................................................ 6 12.4.1 Config menu “SET OPTIONS” functions list................................................. 6 12.4.2 Config menu “ADJUSTMENTS” functions list .............................................. 6 12.4.3 Main menu “PARAMETER CHANGE” functions list..................................... 6 12.4.4 Zapi menu “HARDWARE SETTINGS” functions list .................................... 6 12.4.5 Zapi menu “SPECIAL ADJUSTMENTS” functions list.................................. 6 12.4.6 Main menu “TESTER” functions list ............................................................. 6 OTHER FUNCTIONS ............................................................................................................ 6 13.1 Description of console “SAVE” function ..................................................................... 6 13.2 Description of console “RESTORE” function.............................................................. 6 13.3 Description of console “PROGRAM VACC” function.................................................. 6 13.4 Shortform table of the aux output #1 setting............................................................... 6 13.5 Description of the throttle regulation........................................................................... 6 13.6 Description of the battery charge detection setting .................................................... 6 AC1 ALARMS LIST .............................................................................................................. 6 14.1 Main menu “ALARMS” list .......................................................................................... 6 14.1.1 One Blink Alarms.......................................................................................... 6 14.1.2 Two Blinks Alarms ........................................................................................ 6 14.1.3 Three Blinks Alarms ..................................................................................... 6 14.1.4 Four Blinks Alarms ....................................................................................... 6 14.1.5 Five Blinks Alarms ........................................................................................ 6 14.1.6 Six Blinks Alarms.......................................................................................... 6 14.1.7 Seven Blinks Alarms..................................................................................... 6 14.1.8 Eigth Blinks Alarms....................................................................................... 6 14.1.9 No Blink Alarms ............................................................................................ 6 14.1.10 Thirty Two Blinks Alarms .............................................................................. 6 14.2 MDI-PRC “ALARMS” List ........................................................................................... 6 RECOMMENDED SPARE PARTS ....................................................................................... 6 PERIODIC MAINTENANCE TO BE REPEATED AT TIMES INDICATED........................... 6

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APPROVAL SIGNS

COMPANY FUNCTION

INIZIALS

GRAPHIC AND LAYOUT

FF

PROJECT MANAGER

MI

TECHNICAL ELECTRONIC MANAGER VISA

PP

SALES MANAGER VISA

PN

SIGN

Publication N°: AESZP0BA Edition: November 2004

AESZP0BA – AC1 SSL SENSORED - FREE VERSION - User Manual

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1 INTRODUCTION The AC1 SSL SENSORED inverter has been developed for applications such as electric transpallets, golf car, order pickers, sit on stackers with Asynchronous (AC) traction motors up to 2.5KW. The AC1 SSL SENSORED can be supplied in two versions: 1) Sensored version using an Encoder (Sensor Bearing) in the Motor axle 2) SenseCoils version using special auxiliary windings in the motor.

Here the Sensored Version is descripted: it adopts an Encoder integrated in the Ball Bearing (Sensor Bearing).

The Encoder fills up the truck performance, respect to the Sensorless and Sense Coils versions, with lower minimum speed, the “stop on the ramp” service and a smoother inversion; on the other hand the reliability gets penalized by the fragile mechanics and inaccessible position of the Sensor Bearing.

The correct part number for the 24V AC1 SSL SENSORED with Encoder is FZ2018. The 36V has the part number FZ3010. The 48V part number is FZ5053.

AC1 has also a small brother controller called AC0, both are available in the Sensored version. The only differencies between AC1 and AC0 are the maximum current (250A vs. 150A) and the dimensions.

All the Zapi AC controllers have the CAN Bus communication peripheral and a Serial Link embedded: the SW for the communication via CAN Bus between the AC1 and the MDI-PRC has been already developed in a standard handling here descripted.

MDI-PRC is a Zapi module to be mounted on the dashboard of the truck to inform with a display about the state of the truck and provided with a Leds battery charge indicator. Besides, the MDI-PRC can drive four electrovalves (two proportional and two On/Off type) for an advanced hydraulics handling. MDI-PRC is the natural choice to fill the AC1’s services with those extra functions asked only on the high level trucks.

AC1 SSL has an additional analogue input (CNA #13) suited to receive a motor thermal sensor (KTY84-130).

The reference SW release for this manual is AC1TXXX ZP1.07 .

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2 SPECIFICATION 2.1 Technical specifications Inverter for AC asynchronous 3-phase motors Regenerative braking Can-bus interface Digital control using a microcontroller Encoder Interface Voltage: .............................................................................................. 24 – 36 - 48V Maximum current (24V,36V): ...................................................... 250A (RMS) for 2' Maximum current (48V):............................................................. 215A (RMS) for 2' Booster (24V, 36V):........................................................270 (RMS) for 10 seconds Operating frequency:...............................................8kHz with center aligned PWM External temperature range: .............................................................. -30°C ÷ 40°C Maximum inverter temperature (at full power): .................... 90°@24V, 78°C@48V

2.2 Block diagram

Figure 2–1

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3 SPECIFICATION FOR THE INPUT DEVICES FILLING UP THE INSTALLATION KIT The AC1 controller needs some external parts in order to work. The following devices complete the kit for the AC1 installation.

3.1 Microswitches -

The microswitches must have a contact resistance lower than 0.1Ω and a leakage current lower than 100µA. When full load connected, the voltage between the key switch contacts must be lower than 0.1V. The microswitches (if not otherwise noted) must connect or break a battery voltage to the inputs pins.

3.2 Accelerator unit The accelerator unit can consist of a potentiometer or an Hall effect device.

It should be in a 3-wire configuration. The potentiometer is supplied through CNB#12 with about 12Vdc. CPOT (CNB#10) signal ranges is from 0 to 10V. Potentiometer value should be in the 0.5 - 10 KΩ range; generally, the load should be in the 1.5mA to 30mA range. Faults can occur if it is outside this range.

The standard connection for the potentiometer is the one in the Left side of Figure 3–1 (potentiometer on one end at rest) in combination with a couple of Travel demand switches. On request it is also possible the handling in the Right side of Figure 3–1 (potentiometer in the middle at rest) in combination with at least one Travel Demand switch. We strongly advice against the adoption of the Right side configuration without travel demand switch at all, because of a safety issue.

Figure 3–1

The Procedure for automatic potentiometer signal acquisition is carried out using the Hand Set. This enables adjustment of the minimum and maximum useful signal level (see paragraph 13.3 PROGRAM VACC function), in either direction.

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3.3 Other analog control unit Input CNA#18 is an analog input, whose typical application is a proportional command to enable a lifting and a lowering proportional Valves. It is possible to use this input for an alternative function is a proportional braking. It should be in a 3 wire configuration. Potentiometer value should be in the 0.5-10KΩ range.

Generally, the load should be in the 1.5mA to 30 mA range.

The CPOTB (CNA#18) signal range is from 0 to 10V.

3.4 Analog motor thermal sensor input Input CNA#13 is an analog input to receive an analog Thermal Sensor Model Philips KTY84-130 to measure the Motor Winding Temperature. This is a PTC polarized two terminals device: connect the positive end to CNA#13 and a the negative end to a minus battery voltage (e.g. CNA#8 or CNA#12).

3.5 Speed feedback The motor control is based upon the motor speed feedback. The speed transducer is an incremental encoder, with two phases shifted at 90°. The encoder can be of different types: - power supply: - electric output:

+5V or +12V open collector ( NPN or PNP), push-pull.

The wished resolution must be specified when ordering the controller. The suggested resolution is from 32pulses/rev up to 64pulses/rev.

For more details about encoder installation see also chapter 8.4.

4

Note: The encoder resolution and the motor poles pair (the controller can handle), is specified in the home page display of the handset showing something like: AC1T2AE

ZP1.07

That means: AC1T= AC1 traction controller 2= poles pair number A= 32 pulses/rev encoder E= identifier for an extended memory hardware release inside The encoder resolution is given by the second-last letter in the following list: A= 32 pulses/rev K= 48 pulses/rev B= 64 pulses/rev C= 80 pulses/rev

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4 PROTECTION FEATURES The AC1 is protected against some controller injuries and mulfunctions. These are: 1) Battery polarity inversion It is necessary to fit a MAIN CONTACTOR to cut off the Battery Positive connection to protect the inverter against reverse battery polarity.

2) Connection Errors All inputs are protected against connection errors.

3) Thermal protection If the chopper temperature exceeds 90°C at 24V or 78°C at 48V, the maximum current is reduced in proportion to the thermal increase. The cut off temperature is 110°C at 24V or 103°C at 48V for the encoder release and 85° for the sense coils release.

4) External agents The inverter is protected against dust and the spray of liquid to a degree of protection meeting IP54.

5) Low battery charge In the encoder release, when the battery charge is low, the maximum speed is reduced to the 25% of the maximum programmed. The Lifting Operation inhibited.

6) Protection against accidental Start up A precise sequence of operations are necessary before the machine will start.

The truck does not move if these operations are not carried out correctly.

Requests for drive, must be made after closing the key switch.

7) Protection against uncontrolled movements If the main contactor is opened, it never closes if: The Power unit is not functioning.

The Logic is not functioning perfectly.

The output voltage of the accelerator does not fall below a threshold is 1V higher than the minimum voltage value stored with the PROGRAM VACC operation.

A microswitch for a moving request in closed position.

An important improvement against the uncontrolled movements is given by the Passive Emergency Cell (see paragraph 5.1 below).

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5 U SAFETY AND PROTECTION ZAPI controllers are designed according to the prEN954-1 specifications for safety related parts of control system and to UNI EN1175-1 norm.

The safety of the machine is strongly related to installation; length, layout and screening of electrical connections have to be carefully designed.

AC1 inverter electronic implements an hardware safety circuit, which is able to switch off the three phase Power Bridge stopping the machine via HARDWARE, that is bypassing the software control.

This safety Circuit is actuated releasing the Tiller Switch and the handling is descripted in detail in the next Paragraph (see paragraph 5.1 PASSIVE EMERGENCY CELL).

ZAPI is always available to cooperate with the customer in order to evaluate installation and connection solutions. Furthermore, ZAPI is available to develop new SW or HW solutions to improve the safety of the machine, according to customer requirements.

Machine manufacturer holds the responsibility for the truck safety features and related approval.

5.1 Passive emergency cell The Tiller Switch input is processed by two separated devices: the uC and a PLD (GAL). When the Tiller Switch turns open, both, the uC and the PLD device switch off the power mosfets distinctly one from the other. The PLD does that with a delay of 800msec. So, this PLD is a separate device (distinct from the uC) that automatically prevent operation of the travel circuit when the operator leaves the truck.

τ

Figure 5–1

One of the reason for the adoption of this Passive Emergency cell is to comply with the EN1175-5.9.5: “A separate device indipendent of the speed control device (accelerator) shall automatically prevent operation of the travel circuit when the operator leaves the truck, e.g. seat switch, pedestrian tiller switch”. To be sure this separate device really prevent operation of the travel circuit, it is necessary a redundant device (togheter with the Elaboration Unit) reads this

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separate device and stops the truck distinctly from the Elaboration Unit. This is exactly what the Passive Emergency Cell does.

In a system with a single microprocessor technology, the weak point is that just one unit (uC) processes the Inputs and decides alone to keep the motor moving or not. If this elaboration unit (uC) fails it is possible it keeps the motor moving against of the state of the commands. To avoid this risk, the Passive Emergency cell provides a further step of safety that is a redundancy in processing the motion request (Tiller or Seat Switch). In our controller the truck will be stopped, releasing the tiller, disregarding if the main Elaboration Unit (uC) is right working or not.

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6 OPERATIONAL FEATURES -

Stable speed in every position of the accelerator.

Regenerative release braking based upon deceleration ramps.

Regenerative braking when the accelerator pedal is partially released (deceleration).

Direction inversion with regenerative braking based upon deceleration ramp.

Regenerative braking and direction inversion without contactors: only the main contactor is present.

The release braking ramp can be modulated by an analog input, so that a proportional brake feature is obtained (this service is possible but the SW is not developed yet).

Optimum sensitivity at low speed.

Voltage boost at the start and with overload to obtain more torque (with current control).

The inverter drives an electromechanical brake High efficiency of motor and battery due to high frequency commutations.

Self diagnosis.

Modification of parameters through the programming console.

Internal hour-meter with values that can be displayed on the console.

Memory of the last five alarms with relative hour-meter and temperature displayed on the console.

Test function within console for checking main parameters.

Speed control.

Optimum behaviour an a slope due to the speed feedback: - the motor speed follows the accelerator, starting a regenerative braking if the speed overtakes the speed set-point.

- the system can perform an electrical stop on a ramp (the machine is electrically hold on a slope) for a programmable time (see also 13.4 and 12.4.1.9 option STOP ON RAMP).

6.1 Diagnosis The microprocessor continuously monitors the inverter and carries out a diagnostic procedure on the main functions. The diagnosis is made in 4 points: - Diagnosis on key switch closing that checks: watchdog circuit, current sensor, capacitor charging, phase's voltages, contactor drives, can-bus interface, if the switch sequence for operation is correct and if the output of accelerator unit is correct.

- Standby diagnosis at rest that checks: phase's voltages, contactor driver, current sensor, can-bus interface.

- Diagnosis during operation that checks: contactor driver, current sensors, encoder, can-bus interface.

- Continuous diagnosis that check: temperature of the inverter, motor temperature.

Diagnosis is provided in two ways. The digital console can be used, which gives a detailed information about the failure; the failure code is also sent on the CanBus.

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7 INSTALLATION SUGGESTIONS AND PRECAUTIONS Read and respect the following suggestions to avoid problem during installation and in the definitive releasing.

7.1 Thermal consideration -

-

The heat generated by the power block must be dissipated. For this to be possible the compartment must be ventilated and the heat sink materials ample.

The heat sink material and system should be sized on the performance requirement of the machine. Abnormal ambient air temperatures should be considered. In situations where either ventilation is poor, or heat exchange is difficult, forced air ventilation should be used.

The thermal energy dissipated by the power block module varies and is dependent on the current drawn and the duty cycle.

7.2 General suggestion -

-

-

Never connect SCR low frequency chopper with AC Motor Inverter because the Rail capacitors alter the SCR choppers' work. If it is necessary to use two or more control units (traction + lift. for ex.), they must belong to the ZAPIMOS family.

Do not connect the inverter to a battery with a nominal value different from the value indicated on the chopper plate. If the battery value is greater, the MOS may fail; if it is lower, the control unit does not "power up".

During battery charge, disconnect the controller from the battery.

Supply the controller only with battery for traction; do not use a power supply.

When the inverter is installed, make tests with the wheels raised from the ground, in order to avoid dangerous situations due to connection errors.

After the controller is switched off (key off), the Rail capacitor remains charged for some minutes; if you need to work on the inverter, discharge them using a 10Ω ÷ 100Ω resistance connected from the +Batt to the –Batt terminals in the controller side.

Fit transient suppression devices to the horn, solenoid valves, and contactors not connected to the chopper such as those for activating the pump motor or steering motor.

7.3 Susceptibility and electromagnetic emission Electromagnetic susceptibility and emission are strongly influenced by the installation. Special attention must be given to the lengths and the paths of the electric connections and the shields. This situation is beyond ZAPI's control.

Therefore ZAPI declines any responsibility for non-compliance if correct testing is not made (the irradiated emission directive is EN50081-2).

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7.4 Main contactor and key connection -

The connection of the main contactor can be carried out following the drawing in Figure 7–1.

An intrinsic protection is present inside the logic when the voltage on the battery power connection overtakes the battery nominal voltage more than a certain percentage. Thank to this protection, it is allowed that the Main Contactor (or an emergency switch) breaks the Battery positive in every moment regardless of the state of the key (without this protection, if the Main Contactor breaks when a regenerative braking is in progress, the rail capacitor voltage increases and the overvoltage could damage the Power Mosfets).

Figure 7–1

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8 INSTALLATION Install the controller with the base-plate on a flat metallic surface that is clean and unpainted. Apply a light layer of thermo-conductive grease between the two surfaces to permit better heat dissipation.

Ensure that the wiring of the cable terminals and connectors is carried out correctly.

8.1 Connection cables For the auxiliary circuits, use cables at least 0.5mm² section.

For power connections to the motor and to the battery, use cables having section of 16 mm² (as a minimum).

For the optimum inverter performance, the cables to the battery should be run side by side and be as short as possible.

8.2 Contactors Usually a main contactor is adopted to connect and cut off the battery to the controller. Depending on the setting of a parameter (see paragraph 12.4.1.10 option AUX VOLTAGE #1): - the output which drives the main contactor coil is on/off (the coil is driven with the full battery voltage).

- the output which drives the main contactor coil is switched at high frequency (1 KHz) with a programmable duty cycle; this feature is useful to decrease the power dissipation of the contactor coil.

The EN1175 states the main Contactor is not mandatory (under proper conditions); anyway it is useful to protect the inverter against reverse battery polarity and to cut off the battery from the power mosfets when a failure in the three phase bridge occurs.

8.3 Fuses -

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Use a 6.3-10A Fuse for protection of the auxiliary circuits.

For protection of the power unit, use a 180A -250A fuse in the Battery Positive connection. For special applications or requirements these values can be reduced.

For Safety reasons, we recommend the use of protected fuses in order to prevent the spread of fused particles should the fuse blow.

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8.4 Encoder installation 1) AC1 card is fit for different types of encoder. To control AC motor with Zapi inverter, it is necessary to install an incremental encoder with 2 phases shifted of 90°. The encoder power supply can be +5 or +12V. It can have different electronic output.

A9 +5V/+12V

positive of encoder power supply.

A10 GND

negative of encoder power supply.

A19 A

phase A of encoder.

A20 B

phase B of encoder.

2) Connection of encoder with open collector output; +5V power supply.

3) Connection of encoder with open collector output: +12V power supply.

VERY IMPORTANT It is necessary to specify in the order the type of encoder used, in terms of power supply, electronic output and n° of pulses for revolution, because the logic unit must be set in the correct way by Zapi.

The n° of pulses revolution the controller can handle is given by the second-last letter in the software release name (see 3.5).

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9 DESCRIPTION OF THE CONNECTORS

Figure 9–1

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9.1 Connectors of the logic - Standard version with Encoder

Figure 9–2

9.1.1 CNA connector A1

NMC

Negative of main contactor coil.

A2

PMC

Positive of main contactor coil

A3

NBRAKE

Output for driving the electromechanical brake coil; drives the load to -Batt. Maximum current : 3A.

A4

NPC

Negative of pump contactor coil.

A5

PPC , PEV

Positive of pump contactor coil and lowering electrovalve coil.

A6

NEV

Negative of the lowering electrovalve coil.

A7

CAN-L

Low level CAN-BUS voltage I/O.

A8

NPOTB

-Batt.

A9

PENC

Encoder Positive Supply (+5 or +12Vdc)

A10

NENC

Encoder Negative Supply (GND to minus battery)

A11

HM

Output for driving an hourmeter; when the hourmeter is active this output provides a +Batt signal; 3A maximum current.

A12

-BATT

-Batt.

A13

THM

Motor thermal sensor input. The internal pull-up is a fixed 2mA (Max 5V) source current.

A14

SR2

Speed reduction 2 input. Active low (switch opened).

A15

SR1

Speed reduction 1 input. Active low (switch opened).

A16

+12V

This output provides a +12V signal for thr MDI PRC, if present; 100mA maximum current.

A17

CAN-H

High level CAN-BUS voltage I/O.

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A18

CPOTB

Brake potentiometer wiper.

A19

ENC A

Encoder Channel A.

A20

ENC B

Encoder Channel B.

9.1.2 CNB connector B1

KEY

Connected to the power supply through a microswitch (KEY) with a 6.3-10A fuse in series (this could be mounted on the AC1 cover).

B2

CM

Common of FW / BW / SR1 / SR2 / TILLER / H&S / BELLY / LIFTING / LOWERING microswitches. This connection supplies a key voltage level.

B3

TILLER

Tiller request input. Must be connected to the tiller microswitch, active high.

B4

H&S

Hard & Soft request input. Must be connected to the Hard & Soft microswitch, active high.

B5

BACKWARD

Backward direction request input. Must be connected to the backward direction microswitch, active high.

B6

FORWARD

Forward direction request input. Must be connected to the forward direction microswitch, active high.

B7

BELLY

Quick inversion function input; must be connected to the Belly microswitch; it is active high.

B8

LOWERING

Lowering request input, active high.

B9

LIFTING

Lifting request input, active high.

B10

CPOT

Accelerator potentiometer wiper.

B11

NPOT

Negative of accelerator unit, tested for wire disconnection diagnosis.

B12

PPOT

Potentiometer positive: 10V output; keep load > 1KΩ.

9.1.3 CNC connector

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C1

PCLRXD

Positive serial reception.

C2

NCLRXD

Negative serial reception.

C3

PCLTXD

Positive serial transmission.

C4

NCLTXD

Negative serial transmission.

C5

GND

Negative console power supply.

C6

+12

Positive console power supply.

C7

FLASH

Must be connected to C8 for the Flash memory programming (if used).

C8

FLASH

Must be connected to C7 for the Flash memory programming (if used).

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9.2 Connectors of the logic - MDI PRC Version with Encoder

Figure 9–3

9.2.1 CNA connector A1

NLC

Negative of main contactor coil.

A2

PMC

Positive of main contactor coil

A3

NBRAKE

Output for driving the electromechanical brake coil; drives the load to -Batt. Maximum current : 3A.

A4

NPC

Negative of pump contactor coil.

A5

PPC , PEV

Positive of pump contactor coil and of the auxiliary output load.

A6

NEV

Negative of the auxiliary output.

A7

CAN-L

Low level CAN-BUS voltage I/O.

A8

NPOTB

-Batt.

A9

PENC

Encoder Positive Supply (+5 or +12Vdc).

A10

NENC

Encoder Negative Supply (GND to minus battery).

A11

PEV (+B)

This output provides a +Batt for the electrovalves coils connected to the MDI PRC; 3A maximum current.

A12

-BATT

-Batt.

A13

THM

Motor thermal sensor input. The internal pull-up is a fixed 2mA (Max 5V) source current.

A14

LIFT AUX.

Auxiliary lifting request input, active high.

A15

LOW AUX.

Auxiliary lowering request input, active high.

A16

+12V

This output provides a +12V signal for the MDI PRC; 100mA maximum current.

A17

CAN-H

High level CAN-BUS voltage I/O.

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A18

CPOTB

Proportional electrovalves potentiometer wiper.

A19

ENC A

Encoder Channel A.

A20

ENC B

Encoder Channel B.

9.2.2 CNB connector B1

KEY

Connected to the power supply through a microswitch (KEY) with a 6.3-10A fuse in series (this can be mounted on the AC1 cover).

B2

CM

Common of FW / BW / LIFT AUX / LOW AUX / TILLER / H&S / BELLY / LIFTING / LOWERING microswitches.

This connection supplies a key voltage level.

B3

TILLER

Tiller request input. Must be connected to the tiller microswitch, active high.

B4

H&S

Hard & Soft request input. Must be connected to the Hard & Soft microswitch, active high.

B5

BACKWARD

Backward direction request input. Must be connected to the backward direction microswitch, active high.

B6

FORWARD

Forward direction request input. Must be connected to the forward direction microswitch, active high.

B7

BELLY

Quick inversion function input; must be connected to the Belly microswitch; it is active high.

B8

LOWERING

Lowering request input, active high.

B9

LIFTING

Lifting request input, active high.

B10

CPOT

Accelerator potentiometer wiper.

B11

NPOT

Negative of accelerator unit, tested for wire disconnection diagnosis.

B12

PPOT

Potentiometer positive: 10V output; keep load > 1KΩ.

9.2.3 CNC connector

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C1

PCLRXD

Positive serial reception.

C2

NCLRXD

Negative serial reception.

C3

PCLTXD

Positive serial transmission.

C4

NCLTXD

Negative serial transmission.

C5

GND

Negative console power supply.

C6

+12

Positive console power supply.

C7

FLASH

Must be connected to C8 for the Flash memory programming (if used).

C8

FLASH

Must be connected to C7 for the Flash memory programming (if used).

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9.3 Description of power connections View of the power bars:

Figure 9–4

-BATT

Negative of the battery.

+BATT

Positive of the battery.

U; V; W

Connection bars of the three motor phases; follow this sequence and the indication on the motor.

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10 DRAWINGS 10.1 Mechanical drawing

Figure 10–1

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10.2 Connection drawing - Standard version with Encoder

Figure 10–2

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10.3 Connection drawing - MDI-PRC version with Encoder

Figure 10–3

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11 ONE SHOT INSTALLATION PROCEDURE This section of the manual describes the basic connection procedure.

The truck needs (to move) a minimum I/O dotation that it is mandatory: this minimum dotation is listed in the Steps from 1 to 8 below.

Step1 Connect a potentiometer in the range 0.5K to 10Kohms, to modify the wished speed, between CNB#12, CNB#10, CNB#11.

Step2

Connect two travel demand switches. The FWD travel demand must be connected between a battery (key) voltage and CNB#6. The REV travel demand must be connected between a battery (key) voltage and CNB#5. Only one of them can be active at the same time. They become active when connected to a key voltage (the key voltage is supplied on the CNB#2 connection).

Step3

Connect a tiller (or seat) switch enabling/disabling the truck motion between CNB#3 and a key voltage. It becomes active, enabling the motion, when closed to a key voltage (the key voltage is supplied on the CNB#2 connection).

Step4

Connect the encoder in the motor shaft between CNA#9=VDD, CNA#10=GND, CNA#19=CHA, CNA#20=CHB. The VDD voltage may be 13V or 5V depending on a jumper inside the controller (see also 8.4).

Step5

Connect the plus battery voltage through a key switch at the KEY input CNB#1 (this is the input for the logic supply).

Step6

Connect the Main Contactor Coil to CNA#1 and CNA#2. The contactor must make and take the plus battery power cable to the +BATT power terminal of the AC1.

Step7

Connect the motor and the minus battery to the corresponding power terminals of the AC1.

Step8

Connect the Electromechanical Brake between CNA#3 and the tiller switch (when the tiller switch opens, the electromechanical brake gets de-energized braking the truck). A 3Ampere freeweeling diode (arc soppressor) with the anode to CNB#3 must be connected in parallel with the Electromechanical Brake Coil.

The Steps from 1 to 8 describe the installation operations that is mandatory to do in order your truck moves. Obviously the AC1 may execute a wider set of optional services as: 1) to handle some speed reductions requests 2) to handle a analog sensor inside the motor 3) to handle a proportional braking 4) to handle an On/Off forks lowering valve 5) to handle a pump contactor 6) to handle a belly switch and an Inching operative mode 7) to handle the communication via CAN Bus with our MDI-PRC 8) to handle a proportional input for the forks lifting/lowering You must fill your I/O dotation with your optional functions. The optional functions are shown in the connecting drawing and descripted in detail inside this manual.

The index may help you.

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11.1 Sequence for Ac Inverter traction setting This section of the manual describes the basic AC1 set-up procedure using the hand-set: When the "Key Switch" is closed, if no alarms or errors are present, the Console Display will be showing the Standard Zapi Opening Display (Home Display).

For the setting of your truck, use the procedure below.

If you need to reply the same setting on different controller, use the Save and Restore sequence as descripted in the 13.1 and 13.2 paragraphs. Remember to re-cycle the Key Switch if you make any changes to the chopper’s configuration.

Step1 Fill your setting with the Options you need (see paragraph 12.4.1).

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Step2

Select the Battery Voltage. See paragraph 12.4.2.9 SET BATTERY TYPE.

Step3

Check the correct installation of all wires. Use the Console’s TESTER function to assist.

Step4

Perform the accelerator signal acquisition procedure using the Console “PROGRAM VACC”. Procedure is detailed on paragraph 13.3.

Step5

Set the “MAXIMUM CURRENT” Current, using the table on Chapter 12.4.3.31 (setting table of the “PARAMETER CHANGE” functions).

Step6

Set the ACCELERATION DELAY requirements for the machine.

Test the parameters in both directions.

Step7

Set the FREQUENCY CREEP level starting from 0.6 Hz. The machine should just move when the accelerator microswitch is closed. Increase the Level accordingly.

Step8

Set the Speed Reductions as required. Use the parameters of the “cutback speed” family in the PARAMETER CHANGE menu to specify the reduced maximum truck speed as a percentage of the MAX SPEED FWD and MAX SPEED REV (see 12.4.3.9-10-11-12).

Step9

RELEASE BRAKING. Operate the machine at full speed. Release the accelerator pedal. Adjust the level to your requirement. If the machine is a forklift, check the performance with and without load.

Step10

INVERSION BRAKING. Operate the machine at 25% full speed.

While traveling invert the Direction Switch. Set the suited Level of Inversion Braking. When satisfactory, operate the machine at Full Speed and repeat. If the machine is a Forklift, repeat the tests and make adjustments with and without load. The unladen full speed condition should be the most representative condition.

Step11

PEDAL BRAKING (If used). Operate the machine at full Speed.

Release the accelerator pedal and press the Pedal Brake. Set braking level to your requirements.

Step12

Set the parameter MAX SPEED FORW.

Step13

Set the parameter MAX SPEED BACK (Reverse).

Step14

Test the truck on the maximum ramp specification at full load.

Step14

Make the choice for the truck behaviour on a slope (see chapter 13.4). If the "Stop on ramp" option is ON, set the desired value of "auxiliary time" parameter.

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Can see also the Figure 12–6 for details on the settings. Programming & Adjustments using Digital Console.

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12 PROGRAMMING &ADJUSTMENTS USING DIGITAL CONSOLE 12.1 Adjustments via console Adjustment of Parameters and changes to the inverter’s configuration are made using the Digital Console. The Console is connected to the CNC connector of the inverter.

12.2 Description of console (hand set) & connection

Figure 12–1

Digital consoles used to communicate with AC inverter controllers must be fitted with EPROM CK ULTRA, minimum "Release Number 3.02".

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The section describes the Zapi hand set functions. Numbers inside the triangles correspond to the same number on the hand set keybord buttons shown in the Figure 13–1. The orientation of the triangle indicates the way to the next function.

12.3 Description of standard console menu 12.3.1 Standard version

Figure 12–2

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12.3.2 MDI PRC Version

Figure 12–3

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12.4 Function configuration We will describe two configurations depending on the MDI-PRC setting (see 12.4.1.15): 1) STANDARD version (MDI-PRC Absent) 2) MDI-PRC version (MDI-PRC Present). In this case the drive control communicates with a MDI-PRC through the CAN BUS. They have different list of settings (the Standard version has a reduced settings list). In the next we refer to a complete settings that is the sum of the settings list of both the above configurations. When the setting refers to only one configuration, it will be specified in the description.

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12.4.1 Config menu “SET OPTIONS” functions list To enter the CONFIG MENU it is necessary to push in the same time the right side top and left side top buttons. Then roll until the SET OPTION item appears on the hand set display. Push the ENTER button (see Figure 12–4).

AC1 ZP 1.00 24V 250A 00000

Opening Zapi Display Push ROLL UP + SET UP simultaneously to enter CONFIG MENU The Display will show : SET MOODEL

% ' % ' ' ' CONFIG MENU SET MODEL

Press ROLL UP or ROLL DOWN button until SET OPTIONS menu appear.

The Display will show : SET OPTIONS

% ' ' ' ' ' CONFIG MENU SET OPTIONS ' % ' ' ' '

Press ENTER to go in the SET OPTIONS MENU The Display will show the first OPTION

HOURCOUNTER RUNNING

Press SET UP or SET DOWN button in order to modify the OPTION The Display will show the new option

' ' % ' ' % HOURCOUNTER KEYON ' ' ' ' % '

Press OUT to exit the menu The Display will ask “ARE YOU SURE”.

ARE YOU SURE? YES=ENTER NO=OUT

Press ENTER for YES, or OUT for No

' % ' ' ' '

The Display will show : SET OPTIONS Press OUT again. Display now will show the opening Zapi menu.

' ' ' ' % '

CONFIG MENU SET OPTIONS ' ' ' ' % '

Figure 12–4

1) TILLER SWITCH This option handles the input CNB#3. This input opens when the operator leaves the truck (released). It is connected to a key voltage when the operator is present. There are two levels: - HANDLE: CNB#3 is managed as tiller input (no delay when released).

- SEAT: CNB#3 is managed as seat input (with a delay when released).

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2) SET INPUT #1 This setting handles the analog input CNA#13. It can be used one of three: - Level 0: CNA#13 is managed as input for an analog motor thermal sensor KTY84-130.

- Level 1: CNA#13 is managed as a digital cutback speed input (SR#1).

- Level 2: CNA#13 is managed as a digital handbrake input.

When Level 1 or 2, this input must be connected to a -Batt voltage in order the selected function is not active; it must be opened to turn the selected function active.

3) SET INPUT #2 (Standard Version only). This option handles the digital input CNA#14. It can be used one of two: -

PRESENT: OPTION #1:

CNA#14 is managed as a cutback speed input (SR#2) CNA#14 is managed as an inching forward input

The input CNA#14 can only be used as Aux Lifting request when the MDIPRC is PRESENT. This input must be connected to a Key voltage.

The SR#2 becomes active when CNA#14 is opened.

The inching forward becomes active when the CNA#14 is closed to a key voltage.

4) SET INPUT #3 (Standard Version only). This option handles the digital input CNA#15. It can be used one of two: -

- PRESENT: CNA#15 is managed as a cutback speed input (SR#3) - OPTION #1: CNA#15 is managed as an inching backward input

This input must be connected to a Key voltage.

The SR#3 becomes active when CNA#15 is opened.

The inching forward becomes active when the CNA#15 is closed to a key voltage.

5) SET INPUT #4 This option handles the digital input CNB#7. It can be used one of three: - BELLY: CNB#7 is managed as a Belly Switch input.

- BRAKE: CNB#7 is managed as service brake input. This information can be used also to recognize when the operator is driving with a pressed pedal braking.

- EX.HYDRO: CNB#7 is managed as Exclusive Hydro.

This input must be connected to a Key voltage.

The Belly switch active level is specified on the QUICK INV LOGIC below.

The service brake or the exclusive hydro becomes active when CNB#7 is opened.

6) HOUR COUNTER This option specifies the hour counter mode. It can be set one of two: - RUNNING: The counter registers travel time only - KEY ON: The counter registers when the "key" switch is closed

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7) BATTERY CHECK This option specifies the handling of the low battery charge detection. It can be set one of three: - Level 0: Nothing happens, the battery charge level is ignored.

- Level 1: A BATTERY LOW alarm is raised when the battery level is calculated being less than 10% of the full charge. A BATTERY LOW alarm inhibits the Lifting function.

- Level 2: A BATTERY LOW alarm is raised when the battery level is calculated being less than 10% of the full charge. A BATTERY LOW alarm reduces the maximum truck speed down to 24% of the full truck speed then, if the MDI-PRC is absent, inhibit the Lifting function.

- Level 3: Equivalent to Level 1: a BATTERY LOW alarm is raised when the battery level is calculated being less than 10% of the full charge. A BATTERY LOW alarm inhibits the Lifting function.

8) HYDRO KEY ON - ON/OFF: If this option is programmed ON the traction inverter manages an hydraulic steering function when the "key" is switched ON (only if the AUX OUTPUT #1 option is programmed as HYDRO CONTACTOR or as EXCLUSIVE HYDRO).

9) STOP ON RAMP Only when the encoder is present, it is possible to keep the truck on a ramp with a released tiller.

-

ON:

-

OFF:

The stop on ramp feature (truck electrically hold on a ramp) is managed for a time established by AUXILIARY TIME parameter. the stop on ramp feature is not performed. That means the truck comes down slowly during the AUXILIARY TIME.

After this “auxiliary time”, if the electromechanical brake is applied, the 3phase bridge is released; if the electromechanical brake is not present the truck comes down very slowly (see the AUX OUTPUT #1 option programmation and see also 13.4).

10) AUX OUTPUT #1 This option handles the digital output CNA#3. It can be used one of four: - BRAKE: CNA#3 drives an electromechanical Brake.

- HYDROCONT:CNA#3 drives the contactor for a hydraulic steering function when the direction input or brake pedal input are active or a movement of the truck is detected.

- EX.HYDRO: CNA#3 drives the contactor for a hydraulic steering function when the exclusive hydro input is active (see 12.4.1.5 SET INPUT #4).

- FREE: CNA#3 is not used.

The current this output can sink is up to 3Adc. 11) PEDAL BRAKING The analog input CNA#18 has one of two function: - Pedal Braking Input Page - 36/73

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-

Command input for lifting/lowering proportional valves in MDI-PRC version.

To turn from the first to the second function is just enough to set PEDAL BRAKING to NONE. This option handles the analog input CNA#18 when used as pedal braking input: -

ANALOG:

-

DIGITAL:

-

NONE:

With this setting is possible to modulate the strenght of the braking when the accelerator is released. The strenght of the braking is proportional to the brake pedal potentiometer connected to this input.

When the pedal potentiometer voltage is equal less than the SET POT BRK MIN (see 12.4.2.1) the minimum release braking strength is applied (following the RELEASE BRAKING setting).

When the pedal potentiometer voltage is equal higher than the SET POT BRK MAX (see 12.4.2.2) the maximum release braking strength is applied (following the PEDAL BRAKING setting).

In the intermediate position, the electrical braking strength is a linear function between the minimum (RELEASE BRAKING) and maximum (PEDAL BRAKING) intensity.

When there is also a switch connected to the pedal braking (i.e. SET INPUT #4 to level BRAKE), it must be closed, otherwise the release braking is stuck to the minimum strength disregarding the pedal potentiometer position.

No pedal potentiometer is expected. Only when both the SET INPUT #4 is Level BRAKE and the brake switch connected to CNB#7 is closed, the release electrical braking follows the PEDAL BRAKING setting (maximum strength); in all of the other conditions the release electrical braking follows the RELEASE BRAKING setting (minimum strenght).

The analog input CNA#18 is not used for the release braking modulation.

12) QUICK INVERSION This option specifies the quick inversion mode when the SET INPUT #4 is set BELLY. It can be set one of three: - NONE: The quick inversion function is not managed (no effect when CNB#7 switches over).

- TIMED: The quick inversion function is timed.

- BELLY: The quick inversion function is managed but not timed.

13) AUX VOLTAGE #1 This option specifies the percentage of the key voltage to be applied to the loads on CNA#1 (main contactor coil) and CNA#3 (electromechanical brake).

The voltage modulation is got with a PWM at 1KHZ frequency. After an initial delay of about 1 sec in which the entire key voltage is applied to the loads, the PWM reduces the voltage at the loads down to the specified percentage.

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14) QUICK INV LOGIC This option specifies the active level for the Belly switch input (CNB#7) - OPTION#1: The quick inversion is executed when CNB#7 is closed to a KEY voltage.

- OPTION#2: The quick inversion is executed when CNB#7 is opened from a KEY voltage.

15) MDI-PRC This option specifies: - PRESENT: The MDI-PRC is connected to the AC1 via the CAN Bus: the handling of the Hydraulics is specified on the TRUCK TYPE setting below.

- ABSENT: The MDI-PRC is not connected to the AC1: the TRUCK TYPE disappears from the SET OPTIONS function list.

16) VALVE 1 TYPE (MDI-PRC version only). This option specifies the EVP1 type. The EVP1 is connected on the pin 8 of the MDI-PRC. - OPTION#1: EVP1 is an On/Off valve.

- OPTION#2: EVP1 is a proportional valve.

17) VALVE 2 TYPE (MDI-PRC version only). This option specifies the Electrovalove #2 type. The EVP2 is connected on the pin 9 of the MDI-PRC. - OPTION#1: EVP2 is an On/Off valve.

- OPTION#2: EVP2 is a proportional valve 18) TRUCK TYPE (MDI-PRC version only). This option specifies the hydraulics handling when the MDI-PRC is present: - 1: Both the Main Lifting/Lowering pair (CNB#9 and CNB#8) and the Aux Lifting/Lowering pair (CNA#14 and CNA#15) are used to activate two Lifting/Lowering distinct circuits (double forks truck).

Main Lifting enables both, the pump contactor on CNA#4 and a valve to re-direct the oil in the main hydraulics circuit connected to the pin #4 of the MDI-PRC. Main Lowering enables both, an On/Off descent valve on CNA#6 and a valve to re-direct the oil in the main hydraulics circuit connected to the pin#4 of the MDI-PRC. Aux Lifting enables both, the pump contactor on CNA#4 and a valve to re-direct the oil in the aux hydraulics circuit connected to the pin #6 of the MDI-PRC. Aux Lowering enables both, an On/Off descent valve on CNA#6 and a valve to re-direct the oil in the aux hydraulics circuit connected to the pin#6 of the MDI-PRC. The valves are all On/Off type; no proportionality at all.

- 2: Only the Main Lifting/Lowering pair (CNB#9 and CNB#8) is used to handle a fully Proportional function (there is one proportional valve connected to the pin#8 of the MDI-PRC used for both proportional Lifting and proportional Lowering).

The CNB#9 input is the Lifting request to enable the pump contactor on CNA#4.

The CNB#8 input is the Lowering request to enable the descent valve on CNA#6.

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-

3:

The CNA#18 potentiometer modulates the current in the proportional valve connected to the pin#8 of the MDIPRC. This proportional valve is normally closed (oil does not pass-through when de-energized) and directly connected between the pump and the tank: to do a Lifting function the voltage into the Proportional Valve is turned fully On, to direct the oil into the tank before the pump contactor closes. Then the current in the Proportional Valve reduces (meanwhile the CNA#18 potentiometer increases) to accelerate the Lifting.To do a Lowering function, the current in the proportional valve progressively increases (meanwhile the CNA#18 potentiometer increases) to accelerate the Lowering.

Only the Main Lifting/Lowering pair (CNB#9 and CNB#8) is used to handle an On/Off Lifting and a proportional Lowering. (There is only one proportional valve connected to the pin#8 of the MDI-PRC to modulate the Lowering).

The CNB#9 input is the Lifting request enabling the pump contactor on CNA#4.

The CNB#8 input is the Lowering request to enable the On/Off descent valve connected on CNA#6.

The CNA#18 potentiometer modulates the current in the lowering proportional valve (pin#8 MDI-PRC) when the Lowering request is active. To do a Lowering function, the current in the proportional valve progressively increases (meanwhile the CNA#18 potentiometer increases) to accelerate the Lowering.

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12.4.2 Config menu “ADJUSTMENTS” functions list To enter the CONFIG MENU it is necessary to push in the same time the right side top and left side top buttons. Then roll until the ADJUSTMENTS item appears on the hand set display. Push the ENTER button (see the Figure 12–5 below).

AC1 ZAPI V0.0 24V 250A 00000

1)

Opening Zapi Menu

2)

Press Top Left & Right Buttons to enter CONFIG MENU

3)

The Display will show: SET MODEL

4)

Press ROLL UP button until ADJUSTMENTS MENU appears

5)

ADJUSTMENTS appears on the display

6)

Press ENTER to go into the ADJUSTMENTS MENU

' % ' ' ' '

7)

The display will show: SET BATTERY TYPE

BATTERY TYPE 24V

8)

Press ROLL UP or ROLL DOWN button until the desired parameter is reached

% ' ' % ' '

9)

The desired parameter is appears

10) Press SET UP or SET DOWN button to modify the adjustment

% ' % ' ' ' CONFIG MENU SET MODEL % ' ' ' ' ' CONFIG MENU ADJUSTMENTS

TROTTLE 0 ZONE 3% ' ' % ' ' % TROTTLE 0 ZONE 7%

11) Press OUT

' ' ' ' % '

12) Press ENTER to confirm

' % ' ' ' '

13) Repeat the same from 5 to 12 points for the other adjustment Figure 12–5

1) SET POT BRK MIN (Standard version only). This setting records the minimum value of braking pedal potentiometer when the braking pedal switch is closed; the procedure is similar to the PROGRAM VACC function (see paragraph 13.3). This procedure must be carried out only if the PEDAL BRAKING option is programmed as ANALOG.

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2) SET POT BRK MAX (Standard version only). This setting records the maximum value of braking pedal potentiometer when the braking pedal is fully pressed; the procedure is similar to the PROGRAM VACC function (see paragraph 13.3). This procedure must be carried out only if the PEDAL BRAKING option is programmed as ANALOG. 3) MIN LIFT (MDI-PRC version only). By entering this setting, the SW records the actual value of the CNA#18 potentiometer. The MIN LIFT setting must be Entered with the potentiometer in a position is a little bit ahead the main Lifting switch (CNB#9) turns closed.

4) MAX LIFT (MDI-PRC version only). By entering this setting, the SW records the actual value of the CNA#18 potentiometer. The MAX LIFT setting must be Entered after the Lifting control Lever is pushed against the maximum limiting position.

5) MIN LOWER (MDI-PRC version only). By entering this setting, the SW records the actual value of the potentiometer on CNA#18. The MIN LOWER setting must be Entered with the CNA#18 potentiometer in a position is a little bit ahead the Main Lowering switch (CNB#8) turns closed.

6) MAX LOWER (MDI-PRC version only). By entering this setting, the SW records the actual value of the potentiometer on CNA#18. The MAX LOWER setting must be Entered after the Lowering control Lever moving the CNA#18 potentiometer is pushed against the maximum limiting position.

7) MOTOR OVERTEMP With this setting, it is possible to raise a warning when the motor temperature overtakes a threshold specified by the MOTOR OVERTEMP value.

8) SET MOTOR TEMP With this setting, it is possible to get a fine adjustment of the temperature of the motor measured by the controller.

9) SET BATTERY TYPE Selects the nominal battery voltage.

10) ADJUST BATTERY Fine adjustment of the battery voltage measured by the controller.

11) THROTTLE 0 ZONE Establishes a deadband in the accelerator input curve (see also paragraph 13.5).

12) THROTTLE X POINT These parameter, togheter with the THROTTLE Y POINT, changes the characteristic of the accelerator input curve (see also paragraph 13.5): when the accelerator is de-pressed to X point per cent, the corresponding truck speed is Y point per cent of the Maximum truck speed. The relationship between the accelerator position and the truck speed is linear between the THROTTLE 0 ZONE and the X point and also between the X point and the AESZP0BA – AC1 SSL SENSORED - FREE VERSION - User Manual

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maximum accelerator position but with two different slope (see also Figure 13–2).

13) THROTTLE Y POINT These parameter, togheter with the THROTTLE X POINT, changes the characteristic of the accelerator input curve (see also paragraph 13.5): when the accelerator is de-pressed to X point per cent, the corresponding truck speed is Y point per cent of the Maximum truck speed. The relationship between the accelerator position and the truck speed is linear between the THROTTLE 0 ZONE and the X point and also between the X point and the maximum accelerator position but with two different slope (see also Figure 13–2).

14) ADJUSTMENT #01 Adjust the upper level of the battery charge table (Level 0 to 9). See paragraph 13.6 .

15) ADJUSTMENT #02 Adjust the lower level of the battery charge table (Level 0 to 9). See paragraph 13.6 .

16) LOAD HM FROM MDI When set On, the HourMeter of the Controller is transferred and recorded on the HourMeter of the Standard MDI (connected on the Serial Link).

17) CHECK UP DONE Turn it On when the asked Maintenance service has been executed to cancel the CHECK UP NEEDED warning.

18) CHECK UP TYPE It specifies the handling of the CHECK UP NEEDED warning: - NONE: No CHECK UP NEENED warning - OPTION#1: CHECK UP NEENED warning on the hand set and MDIPRC after 300 hours - OPTION#2: Equal to OPTION#1 but Speed reduction after 340 hours - OPTION#3: Equal to OPTION#2 but the truck definitively stops after 380 hours 19) OPTION 05 (MDI-PRC version only). This setting, togheter with the four settings below, specifies an offset for the MDI-PRC HourMeter. The MDI-PRC HourMeter will be the sum of the Controller HourMeter plus this offset. This offset value is 5 Digits with: - OPTION 05 is the MSDigit - OPTION 01 is the LSDigit It is possible to change this offset only when the controller HourMeter is less than 10 Hours. (It is used when the controller is replaced with a new one to keep updated the Total Hours measurement of the truck. It is just enough to set the OPTION 01 to OPTION 05 with the Final HourMeters of the replaced Controller).

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20) OPTION 04 (MDI-PRC version only). See OPTION 05.

21) OPTION 03 (MDI-PRC version only). See OPTION 05.

22) OPTION 02 (MDI-PRC version only). See OPTION 05.

23) OPTION 01 (MDI-PRC version only). See OPTION 05.

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12.4.3 Main menu “PARAMETER CHANGE” functions list To enter the MAIN MENU’ it is just necessary to push the ENTER button from the home display in the hand set.

AC1 ZP 1.00 24V 250A 00000

1)

Opening Zapi Menu

2)

Press ENTER to go into the General Menu

3)

The Display will show: PARAMETER CHANGE

4)

Press ENTER to go into the Parameter Change facility

5)

The Display will show the first parameter

6)

Press either ROLL UP and ROLL DOWN to display the next parameter

% ' ' % ' '

7)

The names of the Parameters appear on the Display

RELEASE BRAKING LEVEL = 5

8)

When desired Parameter appear, it’s possible to change the Level by pressing either SET UP or SET DOWN buttons.

9)

The Display will show the new level.

10) When you are satisfied with the result of the changes you have made, press OUT. 11) The Display asks: “ARE YOU SURE?” 12) Press ENTER to accept the changes, or press OUT to discard them.

' % ' ' ' ' MAIN MENU PARAMETER CHANGE ' % ' ' ' ' ACC DELAY LEVEL = 5

' ' % ' ' % RELEASE BRAKING LEVEL = 2 ' ' ' ' % ' ARE YOU SURE? YES=ENTER NO=OUT ' ' ' ' % ' MAIN MENU PARAMETER CHANGE

13) The Display will show Figure 12–6

1) ACCELER. DELAY Level 0 to 9. It determines the acceleration ramp. At Level 9 the truck takes long time to accelerate.

2) RELEASE BRAKING Level 0 to 9. It controls the deceleration ramp when the travel request is released. At Level 9 the truck brakes abrutly.

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3) INVERS. BRAKING Level 0 to 9. It controls the deceleration ramp when the direction switch is inverted during travel. At Level 9 the truck brakes abrutly.

4) PEDAL BRAKING Level 0 to 9. It controls the deceleration ramp when the travel request is released and the brake pedal switch is pressed to its maximum. At Level 9 the truck brakes abrutly.

5) SPEED LIMIT BRK Level 0 to 9. It controls the deceleration ramp when the accelerator has turned down but not completely released. At Level 9 the truck decelerate abrutly.

6) BRAKE CUTBACK Level 0 to 9. It controls the deceleration ramp when a speed reduction input becomes active and the motor slows down. At Level 9 the truck decelerate abrutly.

7) MAX SPEED FWD Tipically from 90Hz to 160Hz or something. It determines the maximum speed in forward direction.

8) MAX SPEED BWD Tipically from 90Hz to 160Hz or something. It determines the maximum speed in backward direction.

9) CUTBACK SPEED Tipically from 10% to 100%. It determines the percentage of the max speed applied when the cutback switch 1 (SR#1 on CNA#13) is active. When set to 100% the speed reduction is ineffective.

10) CUTBACK SPEED 2 (Standard Version only). Tipically from 10% to 100%. It determines the percentage of the max speed applied when the cutback switch 2 (SR#2 on CNA#14) is active. When set to 100% the speed reduction is ineffective.

11) CUTBACK SPEED 3 (Standard Version only). Tipically from 10% to 100%. It determines the percentage of the max speed applied when the cutback switch 3 (SR#3 on CNA#15) is active. When set to 100% the speed reduction is ineffective.

12) HS CUTBACK Tipically from 10% to 100%. It determines the percentage of the max speed applied when the Hard & Soft function (H&S switch on CNB#4) is active.

When set to 100% the speed reduction is ineffective.

13) FREQUENCY CREEP Hz value. This is the minimum speed applied when the forward or reverse switch is closed, but the accelerator at its minimum.

14) MAXIMUM CURRENT Level 0 to 9. This changes the maximum current of the inverter. At level 9 the nominal maximum current is supplied; at level 0 the current is almost half of its nominal value (see 12.4.3.31).

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15) INCHING SPEED (Standard version only because the inching switches are used for the Lifting and Lowering switches in the MDI-PRC version). Hz value. It determines the speed when the "Inching function" is active (see 12.4.1.3-4 SET INPUT#2, SET INPUT#3).

16) INCHING TIME (Standard version only because the inching switches are used for the Lifting and Lowering switches in the MDI-PRC version). Level 0 to 9. It determines the during time when the "Inching function" is active.

17) AUXILIARY TIME Time units value (seconds). For the encoder version, it determines the time duration the truck is kept on the ramp if the STOP ON RAMP option is ON. 18) MIN VALVE 1 (MDI-PRC version only). 0 to 255 digit. This parameter determines the minimum voltage applied on the EVP1 when the position of the potentiometer on CNA#18 is at the minimum. This parameter is not effective if the EVP1 is programmed like a On/Off valve (see 12.4.1.16 – VALVE 1 TYPE). The EVP1 is connected on the pin 8 of the MDI-PRC (see TRUCK TYPE – 12.4.1.18 – for the handling).

19) MIN VALVE 2 (MDI-PRC version only). 0 to 255 digit. This parameter determines the minimum voltage applied on the EVP2 when the position of the potentiometer on CNA#18 is at the minimum. This parameter is not effective if the EVP2 is programmed like a On/Off valve (see 12.4.1.17 – VALVE 2 TYPE). The EVP2 is connected on the pin 9 of the MDI-PRC (see TRUCK TYPE – 12.4.1.18 – for the handling).

20) MAX VALVE 1 (MDI-PRC version only). 0 to 255 digit. This parameter determines the maximum voltage applied on the EVP1 when the position of the potentiometer on CNA#18 is at the maximum. If the EVP1 is programmed like a On/Off valve (see 12.4.1.16 – VALVE 1 TYPE), this parameter determines the fixed voltage applied on the electrovalve coil . The EVP1 is connected on the pin 8 of the MDI-PRC (see TRUCK TYPE – 12.4.1.18 – for the handling).

21) MAX VALVE 2 (MDI-PRC version only). 0 to 255 digit. This parameter determines the maximum voltage applied on the EVP2 when the position of the potentiometer on CNA#18 is at the maximum. If the EVP2 is programmed like a On/Off valve (see 12.4.1.17 – VALVE 2 TYPE), this parameter determines the fixed voltage applied on the electrovalve coil. The EVP2 is connected on the pin 9 of the MDI-PRC (see TRUCK TYPE – 12.4.1.18 – for the handling).

22) VALVES VOLTAGE (MDI-PRC version only). A nominal Battery voltage from 12V to 120V. This parameter specifies the nominal voltage of the On/Off valves coil (EVD1 and EVD2 connected to pin #6 and pin#4 of the MDI-PRC). The MDI-PRC, supported by the AC1, is able to control Electrovalves at a nominal voltage lower than the Battery voltage. For example Battery to 48V and Valves to Page - 46/73

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24V: then it is necessary that the MDI-PRC generates an output voltage with a PWM tecnique never overtaking the 50% Duty Cycle to get the Valve’s voltage less equal than 24V. Through this setting it is possible to take care the voltage on the EVD1 and EVD2 never overcomes the nominal voltage of the valves.

23) VALVE 3 VOLTAGE (MDI-PRC version only). A percentage from 0% to 100%. This parameter determines the voltage applied to the EVD1 (this is connected on the pin #6 of the MDI-PRC) in percentage of the above VALVES VOLTAGE setting. The voltage applied to this electrovalve is a PWM tecnique generated by the MDIPRC: the Duty Cycle is modulated in order that, the voltage applied to these On/Off valve, is the wished percentage of the VALVES VOLTAGE (e.g.

Vbatt=48V, VALVES VOLTAGE=24V, VALVE 3 VOLTAGE=100% means the MDI-PRC generates a PWM with a 50% duty on the EVD1).

24) VALVE 4 VOLTAGE (MDI-PRC version only). A percentage from 0% to 100%. This parameter determines the voltage applied to the EVD2 (this is connected on the pin #4 of the MDI-PRC) in percentage of the above VALVES VOLTAGE setting. The voltage applied to this electrovalve is a PWM tecnique generated by the MDIPRC: the Duty Cycle is modulated in order that, the voltage applied to these On/Off valve, is the wished percentage of the VALVES VOLTAGE (e.g.

Vbatt=48V, VALVES VOLTAGE=24V, VALVE 4 VOLTAGE=100% means the MDI-PRC generates a PWM with a 50% duty on the EVD2).

25) V1 OPENING RAMP (MDI-PRC version only). A time units value (from 0.0 to 2.0 seconds). This parameter determines the ramp of voltage applied on the EVP1 (pin #8 MDIPRC) in the opening transition (if proportional); this is the time necessary to go from the minimum to the maximum voltage. If the electrovalve is programmed like an On/Off valve this parameter is not effective.

26) V2 OPENING RAMP (MDI-PRC version only). A time units value (from 0.0 to 2.0 seconds). This parameter determines the ramp of voltage applied on the EVP2 (pin #9 MDIPRC) in the opening transition (if proportional); this is the time necessary to go from the minimum to the maximum voltage. If the electrovalve is programmed like an On/Off valve this parameter is not effective.

27) V1 CLOSING RAMP (MDI-PRC version only). A time units value (from 0.0 to 2.0 seconds). This parameter determines the ramp of voltage applied on the EVP1 (pin #8 MDIPRC) in the closing transition (if proportional); this is the time necessary to go from the maximum to the minimum voltage. If the electrovalve is programmed like an On/Off valve this parameter is not effective.

28) V2 CLOSING RAMP (MDI-PRC version only). A time units value (from 0.0 to 2.0 seconds). This parameter determines the ramp of voltage applied on the EVP2 (pin #9 MDIPRC) in the closing transition (if proportional); this is the time necessary to go from the maximum to the minimum voltage. If the electrovalve is programmed like an On/Off valve this parameter is not effective.

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12.4.3.31 Setting table of the “PARAMETER CHANGE” functions The following table shows the different values at which the parameters can be set.

PARAMETER

PROGRAMMED LEVEL

UNIT 0

1

2

3

4

5

6

7

8

9

ACCELERATION DELAY (*)

Sec.

2.05 3.00 3.05 4.00 4.05 5.00 5.05 6.00 6.05

7.00

RELEASE BRAKING (**)

Sec.

5.05 5.00 4.05 4.00 3.05 3.00 2.05 2.00 1.05

1.00

INVERS BRAKING (**)

Sec.

5.05 5.00 4.05 4.00 3.05 3.00 2.05 2.00 1.05

1.00

PEDAL BRAKING (**)

Sec.

5.05 5.00 4.05 4.00 3.05 3.00 2.05 2.00 1.05

1.00

SPEED LIMIT BRAKING (**)

Sec.

8.09 8.03 7.07 7.01 6.06 6.00 5.05 4.09 4.04

3.08

BRAKE CUTBACK (**)

Sec.

5.05 5.00 4.05 4.00 3.05 3.00 2.05 2.00 1.05

1.00

MAX SPEED FW

Hz

65

80

95

110

125

140

155

170

185

200

MAX SPEED BW

Hz

65

80

95

110

125

140

155

170

185

200

CUTBACK SPEED

%Max Sp

10

15

20

25

37

50

62

75

87

100

CUTBACK SPEED 2

%Max Sp

10

15

20

25

37

50

62

75

87

100

CUTBACK SPEED 3

%Max Sp

10

15

20

25

37

50

62

75

87

100

H&S CUTBACK

%Max Sp

10

15

20

25

37

50

62

75

87

100

Hz

0.3

0.6

0.9

1.2

1.5

1.8

2.1

2.4

2.7

3.0

%IMAX

47

53

58

64

70

76

82

88

94

100

INCHING SPEED

Hz

0

2

4

6

8

10

12

14

16

18

INCHING TIME

Sec.

0.02 0.05 1.00 1.04 1.08 2.03 2.07 3.01 3.06

4.00

AUXILIARY TIME

Sec.

0.0

5.0

FREQUENCY CREEP MAXIMUM CURRENT

0.2

0.4

0.8

1.0

1.5

2.0

3.0

4.0

MIN VALVE 1

This parameter can be adjusted from 1 to 255 with regulation of 1digit

MIN VALVE 2

This parameter can be adjusted from 1 to 255 with regulation of 1digit

MAX VALVE 1

This parameter can be adjusted from 1 to 255 with regulation of 1digit

MAX VALVE 2

This parameter can be adjusted from 1 to 255 with regulation of 1digit

VALVES VOLTAGE

V

12

24

36

48

60

72

80

96

120

120

VALVE 3 VOLTAGE

%V

10

20

30

40

50

60

70

80

90

100

VALVE 4 VOLTAGE

%V

10

20

30

40

50

60

70

80

90

100

V1 OPENING RAMP

Sec.

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

V2 OPENING RAMP

Sec.

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

V1 CLOSING RAMP

Sec.

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

V2 CLOSING RAMP

Sec.

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

1.8

2.0

(*) The acceleration time shown is the time from 0 Hz to 100 Hz. This is the ideal ramp calculated by the software; the real ramp could change as a function of motor control parameter setting and, obviously, as a function of the load. (**) The braking feature is based upon deceleration ramps. The value shown in the table is the time to decrease the speed from 100 Hz to 0 Hz. This is the ideal ramps calculated by the software; the real ramp could change as a function of motor control parameter setting and, obviously, as a function of the load.

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12.4.4 Zapi menu “HARDWARE SETTINGS” functions list Confidential documentation.

12.4.5 Zapi menu “SPECIAL ADJUSTMENTS” functions list Note: the below set-up description is for skilled persons only: if you aren’t please keep your hands off. To enter this Zapi hidden menu a special procedure is required. Ask, this procedure, directly to a Zapi technician.

In the SPECIAL ADJUSTMENTS functions list, there are factory adjusted parameters only.

1) ADJUSTMENT #01 (Factory adjusted). % value. This is the Gain of the first Current Sensing Amplifier.

NOTE: keep your hand off this setting.

2) ADJUSTMENT#02 (Factory adjusted). % value. This is the Gain of the second Current Sensing Amplifier.

NOTE: keep your hand off this setting.

12.4.6 Main menu “TESTER” functions list The TESTER functions are a real time feedback measurements of the state of the controller. It is possible to know the state (active disactive) of the digital I/Os, the voltage value of the analog inputs and the state of the main variables used in the motor and hydraulics control. Enter the home page in the hand-set diplay and roll for the TESTER item.

1) BATTERY VOLTAGE Voltage value with 1 decimal digit. Battery voltage value measured at the key input CNB#1.

2) MOTOR VOLTAGE Percentage value. It is the voltage generated by the inverter expressed in per cent of the actual battery voltage. 100% means the sine wave width is close to the actual battery voltage; 0% means the sine wave width is null.

3) VOLTAGE BOOSTER Percentage value. It is the booster contribute to the voltage really supplied to the motor expressed in per cent of the actual battery voltage. (Note: when DC_LINK COMPENSATION is set ON, the VOLTAGE BOOSTER reading will not match perfectly the booster setting because this latest one is calculated respect to the nominal battery voltage; VOLTAGE BOOSTER is expressed respect to the actual battery voltage).

4) FREQUENCY Hz value with two decimal digit. This is the frequency of the sine waves the inverter is supplying.

5) ENCODER Hz value with two decimal digit. This is the speed of the motor measured with the encoder and expressed in the same unit of the FREQUENCY reading.

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6) SLIP VALUE Hz value with two decimal digit. This is the slip between the frequency and the speed of the motor (SLIP VALUE = FREQUENCY-ENCODER).

7) COSFI From 0.00 to 1.00. This is a coarse extimation of the Power Factor (cosf between the voltage and the current in the motor.

8) CURRENT RMS Ampere value. Root Mean Square value of the line current in the motor.

9) BATTERY CURRENT Ampere value. This is a coarse calculation (not a measurement) of the battery current.

10) BATTERY CHARGE Percentage value. It supplies the residual charge of the battery as a percentage of the full charge level.

11) TEMPERATURE °C value. This is the temperature of the inverter base plate. This temperature is used for the HIGH TEMPERATURE alarm detection (see 14.1.7.1).

12) MOTOR TEMPERATURE °C value. This is the temperature of the motor windings picked up with an analog sensor inside the motor. Normally this sensor is a PTC Philips KTY84-130. This temperature is used only to raise a warning in the hand set when the motor temperature overtakes the MOTOR OVERTEMP setting.

13) ACCELERATOR From 0.0V to 5.0V. The voltage on the wiper of the accelerator (CPOT on CNB#10) is halved inside the controller and then recorded on this reading.

That means the actual wiper voltage is in the range 0 to 10V meanwhile the corresponding ACCELERATOR reading is in the range 0.0 to 5.0Vdc. 14) BRAKE PEDAL POT (Standard Version only). From 0.0V to 5.0V. When the MDI-PRC is absent, the potentiometer connected to CPOTB on CNA#18 is used for a brake pedal sensor. The voltage on the wiper of this brake pedal potentiometer (CNA#18) is halved inside the controller and then recorded on this reading. That means the actual wiper voltage is in the range 0 to 10V meanwhile the corresponding BRAKE PEDAL POT reading is in the range 0.0 to 5.0Vdc. 15) LIFTING SWITCH ON/OFF. This is the level of the CNB#9 digital input (Lifting request): - ON +VB = When CNB#9 is closed to a battery (key) voltage, the Lifting request is Active.

- OFF GND= When CNB#9 is not connected to a battery (key) voltage (or it is connected to GND), the Lifting request is not active.

16) DESCENT SWITCH ON/OFF. This is the level of the CNB#8 digital input (Lowering request): - ON +VB = When CNB#8 is closed to a battery (key) voltage, the Lowering request is Active.

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-

OFF GND=

When CNB#8 is not connected to a battery (key) voltage (or it is connected to GND), the Lowering request is not active.

17) FORWARD SWITCH ON/OFF. This is the level of the CNB#6 digital input (Forward Travel demand): - ON +VB = When CNB#6 is closed to a battery (key) voltage, the Forward Travel demand is Active.

- OFF GND= When CNB#6 is not connected to a battery (key) voltage (or it is connected to GND), the Forward Travel demand is not active.

18) BACKWARD SWITCH ON/OFF. This is the level of the CNB#5 digital input (Backward Travel demand): - ON +VB = When CNB#5 is closed to a battery (key) voltage, the Backward Travel demand is Active.

- OFF GND= When CNB#5 is not connected to a battery (key) voltage (or it is connected to GND), the Backward Travel demand is not active.

19) HANDLE/SEAT SW. ON/OFF. This is the level of the CNB#3 digital input (Tiller or seat swit.): - ON +VB = When CNB#3 is closed to a battery (key) voltage the driver has activated the tiller (motion enabled).

- OFF GND= When CNB#3 is not connected to a battery (key) voltage (or it is connected to GND), the driver has released the tiller (motion disabled).

20) H&S CUTBACK ON/OFF. This is the level of the CNB#4 digital input (Hard & Soft request).

With the H&S service is possible to turn the truck moving (at reduced speed) only by acting the H&S switch, and the accelerator, without to let down the tiller : - ON +VB = When CNB#4 is closed to a battery (key) voltage, the H&S request is Active.

- OFF GND= When CNB#4 is not connected to a battery (key) voltage (or it is connected to GND), the H&S request is not active.

21) QUICK INVERSION ON/OFF. This is the level of the CNB#7 digital input (the main function is Quick Inversion request when the SET INPUT #4 is set BELLY): - ON GND= This reading means the Quick Inversion request is active.

- OFF +VB = This reading means the Quick Inversion request is not active When QUICK INV LOGIC is set to OPTION#1 the quick inversion request is active when CNB#7 is connected to a battery (key) voltage.

When QUICK INV LOGIC is set to OPTION#2 the quick inversion request is active when CNB#7 is not connected to a battery (key) voltage.

This input CNB#7 has alternative functions depending on the setting of SET INPUT #4. In these cases: SET INPUT#4 is set BRAKE: QUICK INVERSION reading becomes ON when the brake pedal switch closes and connects the CNB#7 input to a key voltage.

SET INPUT#4 is set EX. HYDRO: AESZP0BA – AC1 SSL SENSORED - FREE VERSION - User Manual

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QUICK INVERSION reading becomes ON when the Exclusive Hydro Microswitch switch closes and connects the CNB#7 input to a key voltage.

22) CUTBACK SWITCH 2 (Standard version only). ON/OFF. This is the level of the CNA#14 digital input (When the MDI-PRC is not present, and SET INPUT #2 is set PRESENT, this is the Speed Reduction #2 request): - ON GND = When CNA#14 is not closed to a battery (key) voltage (or connected to GND) the SR#2 request is active.

- OFF +VB = When CNA#14 is closed to a battery (key) voltage the SR#2 request is not active.

This input CNA#14 has the alternative function of Inching Forward request when the SET INPUT #2 is set to OPTION#1. Then the Inching Forward request turns active (meanwhile this CUTBACK SWITCH 2 reading turns ON) when the CNA#14 closes to a battery (key) voltage.

23) CUTBACK SWITCH 3 (Standard versione only). ON/OFF. This is the level of the CNA#15 digital input (When the MDI-PRC is not present, and the SET INPUT #3 is set PRESENT, this is the Speed Reduction #3 request): - ON GND = When CNA#15 is not closed to a battery (key) voltage (or connected to GND) the SR#3 request is active.

- OFF +VB = When CNA#15 is closed to a battery (key) voltage the SR#3 request is not active.

This input CNA#15 has the alternative function of Inching Backward request when the SET INPUT #3 is set to OPTION#1. Then the Inching Backward request turns active (meanwhile this CUTBACK SWITCH 3 reading turns ON) when the CNA#15 closes to a battery (key) voltage.

24) LIFTING CONTROL (MDI-PRC Version only). From 0.0V to 5.0V. When the MDI-PRC is present, the potentiometer connected to CPOTB on CNA#18 is used for a proportional control of the hydraulics. The voltage on the wiper of this potentiometer (CNA#18) is halved inside the controller and then recorded on this reading.

That means the actual wiper voltage is in the range 0 to 10V meanwhile the corresponding LIFTING CONTROL reading is in the range 0.0 to 5.0Vdc. 25) DIGITAL INPUT #1 (MDI-PRC version only). ON/OFF. This is the level of the CNA#14 digital input (when the MDI-PRC is present this input is an Auxiliary (2nd) Lifting request): - ON +VB = When CNA#14 is closed to a battery (key) voltage the Aux Lifting request is active.

- OFF GND = When CNA#14 is not closed to a battery (key) voltage (or it is connected to GND) the Aux Lifting request is not active.

26) DIGITAL INPUT #2 (MDI-PRC version only). ON/OFF. This is the level of the CNA#15 digital input (when the MDI-PRC is present this input is an Auxiliary (2nd) Lowering request): - ON +VB = When CNA#15 is closed to a battery (key) voltage the Aux Lowering request is active.

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-

OFF GND =

When CNA#15 is not closed to a battery (key) voltage (or it is connected to GND) the Aux Lowering request is not active.

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13 OTHER FUNCTIONS 13.1 Description of console “SAVE” function The SAVE function allows the operator to transmit the Parameter values and Configuration data of the chopper into the Console memory. It is possible to load 64 different programmes.

The information saved in the Console memory can then be reloaded into another chopper using the RESTORE function.

The data that is available via the SAVE function is as follows: - All Parameter Values (PARAMETER CHANGE).

- Options (SET. OPTIONS).

- The Level of the Battery (ADJUST BATTERY).

Flow Chart showing how to use the SAVE function of the Digital Console.

AC1 ZAPI V0.0 24V 250A 00000

Opening Zapi Display Press ENTER to go into the General menu

' % ' ' ' ' MAIN MENU PARAMETER CHANGE

The Display will show : Press ROLL UP or ROLL DOWN button until SAVE PARAM. appears on the display

% ' ' % ' ' MAIN MENU SAVE PARAMETERS

The Display will show : Press ENTER to go into the SAVE function If this facility has been used before the type of chopper data stored appears on the top Main with a 2 digit reference Keep pressing either ROLL UP or ROLL DOWN keys until the second Main indicates a FREE storage facility

' % ' ' ' ' SELECT: MOD. 00 FREE

% ' ' % ' ' SELECT: MOD. 01 FREE

Press ENTER to commence SAVE routine You can see the items that are being stored whilst the SAVE routine is happening When finished, the Console shows :

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' % ' ' ' ' READING …

ACCEL. DELAY (ECC.) SELECT: MOD. 01 FREE

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Press OUT to return to the Opening Zapi Display

' ' ' ' % '

NOTE: in reality the SAVE and RESTORE function requires the Windows PCConsole.

13.2 Description of console “RESTORE” function The RESTORE PARAM function allows transfer of the Console’s stored data into the memory of the chopper. This is achieved in a fast and easy way using the method previously used with the SAVE PARAM. function.

The data that is available via the RESTORE PARAM. function is as follows : - All Parameter Values (PARAMETER CHANGE).

- Options (SET OPTIONS) - The level of the Battery (ADJUST BATTERY) ATTENTION: When the RESTORE operation is made, all data in the chopper memory will be written over and replace with data being restored.

Flow Chart showing how to use the RESTORE function of the Digital Console.

Opening Zapi Display Press ENTER to go into the General menu The Display will show : Press ROLL UP or ROLL DOWN button until SAVE PARAM. appears on the display The Display will show : Press ENTER to go into the RESTORE PARAM. function The Display shows the type of Model stored, with a Code Number Keep pressing either ROLL UP and ROLL DOWN buttons until the desired model appears on the Display

AC1 ZAPI V0.0 24V 250A 00000 ' % ' ' ' ' MAIN MENU PARAMETER CHANGE % ' ' % ' ' MAIN MENU RESTORE PARAM. ' % ' ' ' ' SELECT : MOD. 00 AC1 ZAPI V1 % ' ' % ' ' SELECT : MOD. 00 AC1 ZAPI V1

Press ENTER to commence the Restore operation The Display will ask “ARE YOU SURE”.

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' % ' ' ' ' ARE YOU SURE? YES=ENTER NO=OUT

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Press ENTER for YES, or OUT for No

' % ' ' ' '

' ' ' ' % '

You can see the items that are being stored in the chopper memory whilst the RESTORE routine is happening

STORING ACCELER. DELAY

When finished, the Console shows :

MAIN MENU RESTORE PARAM.

Press OUT to return to the Opening Zapi Display

' ' ' ' % '

NOTE: in reality the SAVE and RESTORE function requires the Windows PCConsole.

13.3 Description of console “PROGRAM VACC” function This enables adjustment of the minimum and maximum useful signal level, in either direction. This function is unique when it is necessary to compensate for asymmetry with the mechanical elements associated with the potentiometer, especially relating to the minimum level.

The two graphs show the output voltage from a non-calibrated potentiometer with respect to the mechanical “zero” of the control lever. MI and MA indicate the point where the direction switches close. 0 represents the mechanical zero of the rotation.

The Left Hand graph shows the relationship of the motor voltage without signal acquisition being made. The Right Hand Graph shows the same relationship after signal acquisition of the potentiometer.

Figure 13–1

This function looks for and remembers the minimum and maximum potentiometer wiper voltage over the full mechanical range of the pedal. It enables compensation for non symmetry of the mechanical system between directions.

The operation is performed by operating the pedal after entering the PROGRAM VACC function.

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Flow Chart showing how to use the PROGRAM VACC function of the Digital Console.

Opening Zapi Display

AC1 ZAPI V0.0 24V 250A 00000 ' % ' ' ' '

Press ENTER to go into the General menu The Display will show :

MAIN MENU PARAMETER CHANGE

Press ROLL UP or ROLL DOWN button until PROGRAM VACC the display The Display will show :

% ' ' % ' ' MAIN MENU PROGRAM VACC

Press ENTER to go into the PROGRAM VACC function The Display will show the minimum and maximum values of potentiometer wiper output.

Both directions can be shown

' % ' ' ' ' VACC SETTING 4.8 4.8

Press ENTER to clear these values.

Display will show 0.0 Select Forward Direction, close any interlock switches that may be in the system

' % ' ' ' ' MIN 0.0

VACC -

MAX 0.0

MIN 0.6

VACC ↑

MAX 4.4

Slowly depress the accelerator pedal (or tiller butterfly) to its maximum value. The new minimum and maximum voltages will be displayed on the Console plus an arrow indicating the direction.

Select the Reverse Direction and repeat Item 10 When finished , press OUT The Display will ask : ARE YOU SURE ?

Press ENTER for yes, or OUT for NO When finished, the Console shows : Press OUT to return to the Opening Zapi Display

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' ' ' ' % ' ARE YOU SURE YES=ENTER NO=OUT ' % ' ' % ' MAIN MENU PROGRAM VACC ' ' ' ' % '

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13.4 Shortform table of the aux output #1 setting The AUX OUTPUT #1 setting specifies the handling of the CNA#3 output and the STOP ON RAMP service (when the encoder is used). This handling is summarized in the table below.

AUX OUTPUT

STOP ON RAMP

A3 OUTPUT

BEHAVIOUR ON A SLOPE

BRAKE

ON

-Drives the coil of a electromagnetic brake.

"The truck is electrically hold on a slope; when the time set by ""auxiliary time"" parameter is elapsed the brake is applied and the 3-phase bridge is released. Do not use this combination if the negative brake is not installed."

BRAKE

OFF

-Drives the coil of a electromagnetic brake.

"The truck is not electrically hold on a slope, but comes down very slowly; when the time set by ""auxiliary time"" parameter is elapsed, the brake is applied and the 3-phase bridge is opened. Do not use this combination if the negative brake is not installed."

HYDRO CONT.

ON

-Drives the coil of a hydraulic steering contactor.

"The truck is electrically hold on a slope; when the time set by ""auxiliary time"" parameter is elapsed, the truck comes down very slowly, till the flat is reached. "

HYDRO CONT.

OFF

-Drives the coil of a hydraulic steering contactor.

The truck is not electrically hold on a slope, but comes down very slowly till the flat is reached.

EXCL. HYDRO

ON

-Drives the coil of a hydraulic steering contactor.

"The truck is electrically hold on a slope; when the time set by ""auxiliary time"" parameter is elapsed, the truck comes down very slowly, till the flat is reached. "

EXCL. HYDRO

OFF

-Drives the coil of a hydraulic steering contactor.

The truck is not electrically hold on a slope, but comes down very slowly till the flat is reached.

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13.5 Description of the throttle regulation This regulation applies a not linear relationship between the position of the accelerator and the speed of the truck. The main goal is to increase the resolution for the speed modulation when the truck is slow moving.

Three ajustments are used for the throttle regulation: 1) THROTTLE 0 ZONE 2) THROTTLE X POINT 3) THROTTLE Y POINT THROTTLE 0 ZONE: the speed of the truck remains at frequency creep meanwhile the voltage from the accelerator potentiometer is lower than this percentage of the MAX VACC setting. This adjustment define the width of a dead zone close to the rest position (see Figure 13–2 below).

THROTTLE X POINT & THROTTLE Y POINT: the speed of the truck grows up with a fixed slope (linear relationship) from the THROTTLE 0 ZONE up to THROTTLE X POINT. This slope is defined by the matching between the X point percentage of the MAX VACC setting with the Y point percentage of the full truck speed.

From the X point up to the MAX VACC point, the slope of the relationship between the truck speed and the accelerator position is different (see Figure 13– 2 below) to match the full speed in the truck with the MAX VACC voltage in the accelerator position.

Figure 13–2

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13.6 Description of the battery charge detection setting The Battery Charge detection uses two setting that specify the Full Charge Voltage Level (100%) and the Discharge Voltage Level (10%). These two settings are the ADJUSTMENT#01 and the ADJUSTMENT#02 (see 12.4.2.14 and 12.4.2.15). It is possible to adapt the Battery Charge Detection to your specific battery, by changing the above two settings (e.g. if the Battery Discharged Detection occurs when the battery is not totally discarghed, it is necessary to reduce the ADJUSTMENT #02 setting as indicated in the Figure 13–3 below).

Figure 13–3

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14 AC1 ALARMS LIST The ALARMS logbook in the MAIN MENU’ records the alarms of the controller. It has a FIFO (First Input First Output) structure that means the oldest alarm is lost when the database is full and a new alarm occurs. The logbook is composed of five locations getting possible to stack five different type of alarms with the following information: 1) The alarm code 2) The times that each alarm occurs consecutively 3) The Hour Meter value when the latest event of every alarm occured 4) And the inverter temperature when the latest event of every alarm occured.

This function permits a deeper diagnosis of problems as the recent history can be revisited.

The MDI-PRC code is the corresponding number with which the alarm is signalled on the MDI-PRC display.

14.1 Main menu “ALARMS” list To Enter the MAIN MENU’ push the Enter button at the Home Page of the hand set display and Roll for the ALARMS item. Here is the ALARMS list:

14.1.1 One Blink Alarms 1) WATCH DOG MDI-PRC Code = 8 - Cause: It occurs when the embedded WATCH DOG protection is not able either to cut off the power stage when not triggerd or it is not able to activate the power stage when triggered.

- Remedy: Verify the motor is connected and the continuity of the three motor phases. If the alarm occurs permanently, it is necessary to substituite the controller.

2) EEPROM KO MDI-PRC Code = 13 - Cause: It occurs due to a HW or SW defect of the non-volatile embedded memory supporting the controller regulations.

- Remedy: Try to execute a CLEAR EEPROM operation. This consists of Entering the ALARMS item in the MAIN MENU’. Push at the same time the two right side buttons to enter the hidden ZAPI MENU’. Roll up and Down until the CLEAR EEPROM appears on the hand set display. Push Twice the Enter Button. Switch the key off and on to check the result. If the alarm occurs permanently, it is necessary to substituite the controller.

3) LOGIC FAILURE #1 MDI-PRC Code = 19 - Cause: It occurs when the battery voltage overtakes 45V (when the battery is 24V) or 47.5V (when the battery is 36V). It also occurs when the supply voltage inside the logic falls less than 11Vdc. - Remedy: Normally the overvoltage occurs due to the regenerative braking energy increasing the battery voltage; the undervoltage of the logic supply, can be due to a depletion in the key voltage AESZP0BA – AC1 SSL SENSORED - FREE VERSION - User Manual

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(e.g. when the pump inrush current makes the battery temporary collapsed).

So first of all check for your failure mode then contact the Zapi technician to look for a countermeasure.

As a matter of fact this alarm may occurs also for a HW failure and, in this case, it is necessary to substituite the Controller.

4) LOGIC FAILURE #2 MDI-PRC Code = 18 - Cause: It occurs when the circuit, to compensate for the dead times of the sine waves, is failed.

- Remedy: It is necessary to substituite the Controller.

5) LOGIC FAILURE #3 MDI-PRC Code = 17 - Cause: It occurs when the circuit to limitate via HW the current peak in the controller is active.

- Remedy: It is probably a power failure or a logic failure. If it occurs permanently it is necessary to substituite the Controller.

6) CHECK UP NEEDED MDI-PRC Code = 99 - Cause: This is just a warning to call for the time programmed maintanance.

- Remedy: It is just enough to turn the CHECK UP DONE option to level ON (see 12.4.2.17) after the maintanance is executed.

14.1.2 Two Blinks Alarms 1) INCORRECT START MDI-PRC Code = 79 - Cause: This is just a warning for an incorrect starting sequence.

- Remedy: The possble reasons for this alarm are (use the readings in the TESTER to facilitate the troubleshooting): a) A travel demand active at key on b) The tiller switch active at key-on c) The H&S input active at key-on d) The Quick inversion active at key-on A failure in the logic is possible too. When all of the above conditions were checked and nothing was found, substituite the controller.

2) FORW+BACK MDI-PRC Code = 80 - Cause: This alarm occurs when both the travel demands (Fwd and Bwd) are active at the same time.

- Remedy: Check the wiring of the Fwd and Bwd travel demand inputs (use the readings in the TESTER to facilitate the troubleshooting).

A failure in the logic is possible too. When you have verified the travel demand switches are fine working and the wiring is right, it is necessary to substituite the controller.

3) HANDBRAKE MDI-PRC Code = 71 - Cause: This alarm occurs when the operator try to travel with the handbrake active.

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- Remedy:

Check the handbrake switch and its wiring to CNA#13. The handbrake switch must be connected between CAN#13 and GND voltage. When it is closed to GND the handbrake is considered active. A failure in the logic is possible too. In this case it is necessary to substituite the controller.

4) LIFT+LOWER MDI-PRC Code = 90 - Cause: This alarm occurs when both a Lifting request and a Lowering request are active at the same time.

- Remedy: If the MDI-PRC is absent, check only the wiring of the main Lifting/Lowering pair (CNB#8 and CNB#9); if the MDI-PRC is present check also the wiring of the Aux Lifting/Lowering pair (CNA#14 and CNA#15). (Use the readings in the TESTER to facilitate the troubleshooting).

A failure in the logic is possible too. When you have verified the Lifting/Lowering switches are fine working and the wiring is right, it is necessary to substituite the controller.

5) LIFT LOW ACTIVE MDI-PRC Code = 91 - Cause: This is just a warning when a Lifting/Lowering request is active at key-on.

- Remedy: The possible reasons for this alarm are (use the readings in the TESTER to facilitate the troubleshooting): - When MDI_PRC is absent: at least one between LIFTING SWITCH (CNB#9) or DESCENT SWITCH (CNB#8) active at key on.

- When TRUCK TYPE is Level=1: at least one between LIFTING SWITCH (CNB#9), DESCENT SWITCH (CNB#8), DIGITAL INPUT#1 (CNA#14) or DIGITAL INPUT#2 (CNA#15) active at key-on.

- When TRUCK TYPE is Level=2: at least one between LIFTING SWITCH (CNB#9) or DESCENT SWITCH (CNB#8) active at key-on.

- When TRUCK TYPE is Level=3: at least one between LIFTING SWITCH (CNB#9) or DESCENT SWITCH (CNB#8) active at key-on.

A failure in the logic is possible too. When all of the above conditions were checked and nothing was found, substituite the controller.

14.1.3 Three Blinks Alarms 1) CAPACITOR CHARGE MDI-PRC Code = 60 - Cause: In working condition, a resistance connected between the key and the Rail Capacitors, keeps the Rail Capacitors charged before the Main Contactor closes.When the voltage on the Rail Capacitors (measured on the phase V) is low and does not increase when the main contactor is opened this alarm occurs.

- Remedy: Three possibilities: - Another device, connected in parallel with the Rail Capacitors, has a failure - At least a motor phase is not connected to the controller or broken.

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- A Power failure or a Logic Failure occured in the controller.

In this case it is necessary to substituite the controller.

2) VMN HIGH - Cause:

- Remedy:

MDI-PRC Code = 31 Before to switch the main contactor on, the SW turns on sequencely the Bottom side Power Mosfets and expects the phase V voltage falls to GND value. If the phase V remains high level this alarm occurs.

Two possibilities: - At least a motor phase is not connected to the controller or broken.

- A Power Failure (e.g. a Bottom side Power Mosfet opened) or a Logic Failure occured in the controller.

In this case it is necessary to substituite the controller

3) VMN LOW - Cause:

- Remedy:

MDI-PRC Code = 30 Before to switch the main contactor on, the SW turns on sequencely the Top side Power Mosfets and expects the phase V voltage increases toward the rail capacitor value. If the phase V does not increases this alarm occurs.

This alarm may occur also when the initial diagnosis is overcome, and so the Main Contactor is expected to be closed.Then, when the operator asks the truck moving but the +Batt terminal of the controller is lower voltage than the Battery voltage, this alarm occurs (Main Contactor has lost the contactation although it is closed).

If the problem occurs before the Main Contactor closes, probably a Power failure (e.g. a Bottom side Power Mosfet short circuited or a Top side Power Mosfet broken) or a Logic Failure occured in the controller. If the problem occurs when the operator turns the truck moving the problem is the Battery positive is not connected to the +Batt terminal of the controller (check the continuity of the main contactor).

If the problem occurs permanently it is necessary to substituite the controller.

14.1.4 Four Blinks Alarms 1) VACC NOT OK MDI-PRC Code = 78 - Cause: The test is made at key-on and after 20sec that both the travel demands have turned disactive. This alarm occurs if the ACCELERATOR reading in the TESTER menu’ is higher than 1.0V (it means the wiper of the potentiometer is higher than 2Vdc) when the accelerator is released.

- Remedy: Check the mechanical calibration and the functionality of the potentiometer.

2) PEDAL WIRE KO MDI-PRC Code = 86 - Cause: The SW continuously checks for the connection of the two supply ends of the potentiometer in the accelerator. The test consists of reading the voltage drop on a sense diode, connected between NPOT (CNB#11) and GND and cascaded Page - 64/73

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- Remedy:

with the potentiometer: if the potentiometer gets disconnected on PPOT or NPOT, no current flow in this sense diode and the voltage on the NPOT connection collapses down.

When the NPOT voltage is less than 0.3V this alarm occurs.

This alarm occurs also when the NPOT voltage is higher than 2Vdc (to detect also the condition of a broken sense diode).

Check the voltage on NPOT (CNB#11) and the potentiometer connections.

3) PROGRAM LIFT LEVER MDI-PRC Code = 55 - Cause: The SW continuously matches the potentiometer connected to CNA#18 with the Main Lifting/Lowering pair request (CNB#9 and CNB#8).

When the TRUCK TYPE is set 2, the alarms occurs in the following conditions: - If both the Main Lifting and Main Lowering request are disactive and the potentiometer voltage is higher than 60mV over either the MIN LIFT or the MIN LOWER (see 12.4.2.3 and 12.4.2.5) setting.

- If the Main Lifting request is active and the potentiometer voltage is higher than 200mV over the MAX LIFT setting (see 12.4.2.4).

- If the Main Lowering request is active and the potentiometer voltage is higher than 200mV over the MAX LOWER setting (see 12.4.2.6).

- If the MIN LIFT setting is higher than the MAX LIFT setting.

- If the MIN LOWER setting is higher than the MAX LOWER setting.

When the TRUCK TYPE is set 3, the alarms occurs in the following conditions: - If the Main Lowering request is disactive and the potentiometer voltage is higher than the MIN LOWER (see 12.4.2.5) setting.

- If the MIN LOWER setting is higher than the MAX LOWER setting.

- Remedy: Check the Main Lifting/Lowering pair (CNB#8 and CNB#9) and the voltage on the potentiometer connected to CNA#18. (Use the readings LIFTING SWITCH, DESCENT SWITCH and LIFTING CONTROL in the TESTER to facilitate the troubleshooting).

14.1.5 Five Blinks Alarms 1) ENCODER ERROR MDI-PRC Code = 70 - Cause: Two consecutive readings of the encoder speed are too much different in between: because of the inertiality of the system it is not possible the encoder changes its speed a lot in a short period. Probably an encoder failure has occured (e.g. one or two channels of the encoder are corrupted or disconnected).

- Remedy: Check both the electric and the mechanical encoder functionality. Frequently we experienced one of the two Sensor bearing’s ring, slips inside its seat raising this alarm condition.

Also the electromagnetic noise on the sensor bearing can be a cause for the alarm.

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2) STBY I HIGH MDI-PRC Code = 53 - Cause: This diagnosis is executed only when the main contactor is opened and asked to be closed (e.g. at key on or when the main contactor is opened and a new motion request turns active). Then the outputs of the Current amplifiers must be in a narrow window close to 2.5Vdc (from 2.26V to 2.74V).

Otherwise this STBY I HIGH alarm occurs.

- Remedy: If the alarm occurs permanently, it is necessary to substituite the controller.

14.1.6 Six Blinks Alarms 1) COIL SHORTED MDI-PRC Code = 76 - Cause: This alarm occurs when there is an overload on one of the following connections: CNA#1, CNA#3, CNA#4 and CNA#6.

Typically the problem is due to a short circuit of one of the coils conneted to these outputs. After the overload has removed, the alarm exits automatically by releasing and then enabling a travel demand.

- Remedy: Check the coils of the main contactor (CNA#1), of the electromechanical brake (CNA#3), of the pump contactor (CNA#4), of the Aux valve (CNA#6).

2) CONTACTOR DRIVER MDI-PRC Code = 75 - Cause: This alarm occurs when the voltage on the Main Contactor is smaller than expected: this means that the Main Contactor Coil has a null voltage when supplied.

- Remedy: Check the coils of the Main Contactor (CNA#1) is not short circuited. If it isn’t, probably it is necessary to substituite the controller because the driver of the Main Contactor is broken.

3) DRIVER SHORTED MDI-PRC Code = 74 - Cause: This alarm occurs when the voltage on the Main Contactor is higher than expected: this means that the Main Contactor Coil has a high voltage although it is not supplied.

- Remedy: Probably it is necessary to substituite the controller because the driver of the Main Contactor is short circuited.

4) AUX OUTPUT KO MDI-PRC Code = 16 - Cause: This alarm occurs when the feedforward PWM generated by the controller to supply the Electromechanical Brake and the actual feedback voltage on the Electromechanical Brake are not matched in between. The diagnosis is made only when the Tiller Switch is active.

Then: a) When the feedforward PWM is less than 10% of the battery voltage, the Actual voltage on the Electromechanical Brake is expected low. If it is higher than 14V it means the Electromechanical Brake never Brakes the truck (probably

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- Remedy:

the Driver of the Elecromechanical Brake is short circuited) and this alarm occurs. b) When the feedforward PWM is higher than 70% of the battery voltage, the Actual voltage on the Electromechanical Brake is expected high. If it is lower than 14V it means the Electromechanical Brake always gets the truck Braked (probably the Driver of the Elecromechanical Brake is opened) and this alarm occurs.

Probably it is necessary to substituite the controller because the driver of the Electromechanical Brake has a failure.

5) MDI VALVE2 SHORT MDI-PRC Code = 70 - Cause: This alarm occurs on the MDI-PRC and the information is transferred via CAN Bus to the AC1.

- Remedy: See 14.2 and the manual of the MDI-PRC. 6) MDI NEVP1 NOT OK MDI-PRC Code = 90 - Cause: This alarm occurs on the MDI-PRC and the information is transferred via CAN Bus to the AC1.

- Remedy: See 14.2 and the manual of the MDI-PRC. 7) MDI PEV NOT OK MDI-PRC Code = 89 - Cause: This alarm occurs on the MDI-PRC and the information is transferred via CAN Bus to the AC1.

- Remedy: See 14.2 and the manual of the MDI-PRC. 8) MDI DRV 2 OPEN MDI-PRC Code = 75 - Cause: This alarm occurs on the MDI-PRC and the information is transferred via CAN Bus to the AC1.

- Remedy: See 14.2 and the manual of the MDI-PRC. 9) MDI DRV 2 SHORT MDI-PRC Code = 74 - Cause: This alarm occurs on the MDI-PRC and the information is transferred via CAN Bus to the AC1.

- Remedy: See 14.2 and the manual of the MDI-PRC. 10) INPUT ERROR #1 MDI-PRC Code = 92 - Cause: This alarm occurs when the PLD device has a failure. The PLD device is used for both, the Passive Emergency Cell (see 5.1) and a Multiplexer on the Main Lifting/Lowering requests. This Multiplexer exits the Lifting and the Not Lifting level on two distinct addresses. When the Lifting and the Not Lifting outputs have the same Logic Level the PLD device has failed and this alarm occurs.

- Remedy: It is necessary to substituite the controller.

11) ANALOG INPUT MDI-PRC Code = 96 - Cause: This alarm occurs when the A/D conversion of the analog inputs gives frozen value, on all of the converted signals, for more AESZP0BA – AC1 SSL SENSORED - FREE VERSION - User Manual

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- Remedy:

than 400msec. The goal of this diagnosis is to detect a failure of the A/D converter or a problem in the code flow that omits the refreshing of the analog signal conversion.

If the problem occurs permanently it is necessary to substituite the controller.

14.1.7 Seven Blinks Alarms 1) HIGH TEMPERATURE MDI-PRC Code = 61 - Cause: This alarm occurs when the temperature of the base plate is higher than 90° at 24V or 78° at 48V. Then the maximum current decreases proportionally with the temperature increases from 90°(78°) up to 110°(103°). At 103° the Current is limited to 0 Amps.

- Remedy: Improve the air cooling of the controller.

2) MOTOR TEMPERAT MDI-PRC Code = 65 - Cause: This is just a warning with no effect on the truck performance. It occurs when the temperature of the motor winding overtakes the MOTOR OVERTEMP setting.

- Remedy: Check the thermal sensor inside the motor (use the MOTOR TEMPERATURE reading in the TESTER menu). If the sensor is OK, improve the air cooling of the motor.

3) THERMIC SENS KO MDI-PRC Code = 73 - Cause: When the output of the thermal sensor on the base plate is higher than 4.95V or lower than 0.1V , the sensor is assumed failed and this alarm occurs.

- Remedy: It is necessary to substituite the controller.

14.1.8 Eigth Blinks Alarms 1) CAN BUS KO MDI-PRC Code = 67 - Cause: It occurs if the controller does not receive any message from the CAN Bus line.

- Remedy: First of all, check the wiring. If it is OK , try to disconnect one to one the module connected to the CAN Bus and check if this alarm disappears. When you are quite sure the problem is in the present module, it is necessary to substituite the controller.

14.1.9 No Blink Alarms 1) STOP TOP - Cause:

- Remedy:

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MDI-PRC Code = Null This is just a warning to inform the Passive Emergency Cell (see 5.1) operates. The Passive Emergency Cell operates when the controller takes longer than 800msec, after the tiller was released, to reduce the frequency in the motor, close to zero. The Passive Emergency Cell siwtches off the Top Side Power Mosfets (this is the reason for the name) of the three phase bridge.

The controller exits automatically this warning when the operator turns the truck moving.

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2) WRONG CONFIG MDI-PRC Code = 1 - Cause: It occurs the first time a controller is switched on when the non volatile eeprom memory is not initialized yet. Then it is necessary to specify if the controller is AC0 or AC1 type (see AC TYPE 0 in the hidden hardware setting Zapi menu). If the alarm is present, by switching off the key the AC TYPE 0 setting will be turned automatically On (and the controller is specified to be an AC0). The AC TYPE 0 setting can be changed only when a WRONG CONFIG alarm is present. If it is not present it is necessary to clear the eeprom memory in order the WRONG CONFIG alarm occurs.

- Remedy: The AC TYPE 0 setting must be factory adjusted and so this alarm never should happen when the controller is on the field.

So ask for the assistance of a Zapi technicians when this alarm occurs.

3) WAITING FOR NODE MDI-PRC Code = Null - Cause: The controller expects to receive a messagge from a remote module via CAN Bus. When this messagge is not received after a time out this alarm occurs.

- Remedy: Check the communication via CAN between the controller and the other modules.

4) CURRENT SENS KO MDI-PRC Code = 94 - Cause: This alarm occurs when the procedure for the maximum current set-up is in progress.

- Remedy: The maximum current set-up is factory adjusted and so this alarm never should happen when the controller is on the field.

So ask for the assistance of a Zapi technicians when this alarm occurs.

14.1.10 Thirty Two Blinks Alarms 1) BATTERY LOW MDI-PRC Code = Local - Cause: It occurs when the battery charge is calculated being less than 10% of the full charge and the BATTERY CHECK setting is other than 0.

- Remedy: Get the battery charged.

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14.2 MDI-PRC “ALARMS” List When the Controller communicates with the MDI-PRC, the alarm condition is represented on the MDI-PRC in a Numeric form is: Source Device Code and Alarm Code.

The Source Device Code we are interesting in are: 16: This is a local MDI-PRC alarm 02: This is a Traction Controller (AC1) alarm The Alarm Code List Sourced by the Controller (Source Device Code 02) is the following: 1: 8: 13: 16: 17: 18: 19: 30: 31: 53: 55: 60: 61: 65: 67: 70: 71: 73: 74: 75: 76: 78: 79: 80: 86: 90: 91: 92: 94: 96: 97: 99:

WRONG CONFIG WATCH DOG EEPROM KO AUX OUTPUT KO LOGIC FAILURE #3 LOGIC FAILURE #2 LOGIC FAILURE #1 VMN LOW VMN HIGH STBY I HIGH PROGRAM LIFT LEVER CAPACITOR CHARGE HIGH TEMPERATURE MOTOR TEMPERAT CAN BUS KO ENCODER ERROR HANDBRAKE THERMIC SENS KO DRIVER SHORTED CONTACTOR DRIVER COIL SHORTED VACC NOT OK INCORRECT START FORW+BACK PEDAL WIRE KO LIFT+LOWER LIFT LOW ACTIVE INPUT ERROR #1 CURRENT SENS KO ANALOG INPUT OVERLOAD CHECK UP NEEDED

The Alarm Code List Sourced by the MDI-PRC (Source Device Code 16) is the following:

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67:

CAN BUS KO

The Can Bus communication is broken

70:

MDI VALVE2 SHORT

At least one of the On/Off Valves Coil is shorted

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74:

MDI DRV2 SHORT

At least one On/Off driver on pin#4 and #6 is shorted

75:

MDI DRV2 OPEN

At least one On/Off driver on pin#4 and #6 is opened

89:

MDI PEV NOT OK

The Positive Supply for the Valves is missing

90:

MDI NEVP1 NOT OK

At least one Proportional Valve driver on pin#8 and #9 is shorted

Example: 02A79 is an INCORRECT START alarm on the AC1.

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15 RECOMMENDED SPARE PARTS

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Part number

Description

C29508

SW 180 24V Single Pole Contactor

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16 PERIODIC MAINTENANCE TO BE REPEATED AT TIMES INDICATED Check the wear and condition of the Contactors’ moving and fixed contacts.

Electrical Contacts should be checked every 3 months.

Check the wear and condition of the electromechanical brake. According with the ISO 6292 the electromechanical brake must be able to lock the truck in the worst case in terms of admitted gradient and load. The truck manufacturer has to take care the ISO 6292 is fullfilled with a suited maintenance scheduling.

Check the Foot pedal or Tiller microswitch. Using a suitable test meter, confirm that there is no electrical resistance between the contacts by measuring the volt drop between the terminals. Switches should operate with a firm click sound.

Microswitches should be checked every 3 months.

Check the Battery cables, cables to the chopper, and cables to the motor. Ensure the insulation is sound and the connections are tight.

Cables should be checked every 3 months.

Check the mechanical operation of the pedal or tiller . Are the return springs ok.

Do the potentiometers wind up to their full or programmed level.

Check every 3 months.

Check the mechanical operation of the Contactor(s). Moving contacts should be free to move without restriction.

Check every 3 months.

Checks should be carried out by qualified personnel and any replacement parts used should be original. Beware of NON ORIGINAL PARTS. The installation of this electronic controller should be made according to the diagrams included in this Manual. Any variations or special requirements should be made after consulting a Zapi Agent. The supplier is not responsible for any problem that arises from wiring methods that differ from information included in this Manual.

During periodic checks, if a technician finds any situation that could cause damage or compromise safety, the matter should be bought to the attention of a Zapi Agent immediately. The Agent will then take the decision regarding operational safety of the machine.

Remember that Battery Powered Machines feel no pain.

NEVER USE A VEHICLE WITH A FAULTY ELECTRONIC CONTROLLER

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ELECTRONIC • OLEODYNAMIC • INDUSTRIAL EQUIPMENTS CONSTRUCTION Via Parma, 59 – 42028 – POVIGLIO (RE) – ITALY Tel +39 0522 960050 (r.a.) – Fax +39 0522 960259 e-mail: zapi@zapispa.it – web: www.zapispa.it

EN User Manual

EPS-AC0

Copyright © 1975-2006 Zapi S.p.A. All rights reserved

The contents of this publication is a ZAPI S.p.A. property; all related authorizations are covered by Copyright. Any partial or total reproduction is prohibited.

Under no circumstances will Zapi S.p.A. be held responsible to third parties for damage caused by the improper use of the present publication and of the device/devices described in it.

Zapi spa reserves the right to make changes or improvements to its products at any time and without notice.

The present publication reflects the characteristics of the product described at the moment of distribution. The publication therefore does not reflect any changes in the characteristics of the product as a result of updating.

is a registered trademark property of Zapi S.p.A.

NOTES LEGEND

4 U

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The symbol aboard is used inside this publication to indicate an annotation or a suggestion you should pay attention.

The symbol aboard is used inside this publication to indicate an action or a characteristic very important as for security. Pay special attention to the annotations pointed out with this symbol.

AEMZP0BA - EPS-AC0 - User Manual

Contents 1 2

3

4

5 6

7

8

INTRODUCTION ...................................................................................................................6 SPECIFICATION................................................................................................................... 7 2.1 Technical specifications ............................................................................................. 7 2.2 Block diagram............................................................................................................. 7 2.3 Electrical specifications .............................................................................................. 7 2.4 Mechanical specifications........................................................................................... 8 2.4.1 Basic release ................................................................................................ 8 FUNCTIONS OF THE EPS-AC0........................................................................................... 9 3.1 Manual Mode Steering ............................................................................................... 9 3.2 Automatic Centering ................................................................................................. 10 3.3 Operational features ................................................................................................. 11 3.4 Diagnosis.................................................................................................................. 11 SYSTEM COMPONENTS ................................................................................................... 12 4.1 Steering Motor .......................................................................................................... 12 4.2 Gear Box and total reduction ratio............................................................................ 12 4.3 Eps-ac0 controller .................................................................................................... 12 4.3.1 Eps-ac0 PCB .............................................................................................. 13 4.4 Sensor in the steering handle................................................................................... 14 4.4.1 Stepper motor............................................................................................. 14 4.4.2 Twin pot ...................................................................................................... 14 4.5 Feedback sensors .................................................................................................... 15 4.5.1 Encoder in the motor shaft and a Feedback Potentiometer ....................... 15 4.5.2 Encoder in the motor shaft and one (two) toggle switch(es) ...................... 17 4.5.3 Feedback Encoder ..................................................................................... 18 AUTC MODE....................................................................................................................... 21 CONNECTING DIAGRAMS................................................................................................ 22 6.1 Power Connecting Diagram ..................................................................................... 22 6.2 EPS-AC0 Stepper Motor diagram ............................................................................ 23 6.3 EPS-AC0 Twin pot diagram...................................................................................... 24 CONNECTIONS: SUGGESTIONS AND CAUTIONS ......................................................... 25 7.1 Stepper Motor connections ...................................................................................... 25 7.2 Twin pot connections................................................................................................ 25 7.3 Encoder connections ................................................................................................ 25 7.4 Feedback pot connections ....................................................................................... 25 7.5 Digital Inputs connections ........................................................................................ 26 7.6 Safety contacts ......................................................................................................... 27 7.7 Motor thermal sensor connections ........................................................................... 27 INSTALLATION: SUGGESTIONS AND CAUTIONS ......................................................... 28 8.1 Thermal consideration.............................................................................................. 28 8.1.1 Controller with Base Plate .......................................................................... 28 8.1.2 Controller with finned Heatsink................................................................... 28 8.2 General suggestion .................................................................................................. 29 8.3 Connection cables .................................................................................................... 29 8.4 Fuses........................................................................................................................ 30 8.5 Contactors ................................................................................................................ 30 8.6 Installation of a CAN Communication System.......................................................... 31 8.7 Wiring: I/O connections ............................................................................................ 33

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8.8 8.9

9

10

11

12

13

14

Safety features ......................................................................................................... 34 EMC ......................................................................................................................... 34 8.9.1 Emission ..................................................................................................... 35 8.9.2 Electromagnetic Immunity .......................................................................... 35 8.9.3 ESD ............................................................................................................ 35 8.10 Fighting the dither..................................................................................................... 36 DESCRIPTION OF THE CONNECTORS ........................................................................... 38 9.1 Connectors of the logic............................................................................................. 39 9.1.1 CNA connector ........................................................................................... 39 9.1.2 CNB connector ........................................................................................... 39 9.1.3 CNC connector ........................................................................................... 40 9.2 Description of power connections ............................................................................ 41 INSTALLATION PROCEDURE .......................................................................................... 42 10.1 Twin Pot with Encoder and Feedback pot: one shot installation procedure ............. 42 10.2 Twin Pot with Encoder, Straight Ahead Switch and Feedback pot: one shot installation procedure ................................................................................................................. 43 10.3 Stepper Motor with Encoder and Feedback pot: one shot installation procedure .... 45 10.4 Stepper Motor with Encoder and Toggle Switch(es): one shot installation procedure46 SETTING THE EPS-AC0 .................................................................................................... 49 11.1 Complete set-up description..................................................................................... 49 11.1.1 Stepper Motor only ..................................................................................... 49 11.1.2 Stepper Motor & AUTC............................................................................... 49 11.1.3 RTC (Twin Pot) only ................................................................................... 49 11.1.4 RTC & AUTC .............................................................................................. 50 11.2 Quick set-up ............................................................................................................. 50 11.2.1 Stepper Motor only ..................................................................................... 50 11.2.2 Stepper Motor & AUTC............................................................................... 51 11.2.3 RTC only or RTC & AUTC.......................................................................... 51 PROGRAMMAING & ADJUSTMENTS USING DIGITAL CONSOLE................................ 52 12.1 Adjustments via console........................................................................................... 52 12.2 Description of console (hand set) & connection ....................................................... 52 12.3 Description of standard console menu ..................................................................... 53 12.3.1 Stepper motor with Encoder and Feedback pot ......................................... 54 12.3.2 RTC with Encoder and Feedback pot......................................................... 55 12.3.3 Stepper motor with Encoder and Toggle switch(es)................................... 56 12.4 Function configuration .............................................................................................. 57 12.4.1 Config menu “SET OPTIONS” functions list............................................... 58 12.4.2 Config menu “ADJUSTMENTS” functions list ............................................ 62 12.4.3 Config menu “SET MODEL” functions list .................................................. 65 12.4.4 Main menu “PARAMETER CHANGE” functions list................................... 68 12.4.5 Zapi menu “HARDWARE SETTINGS” functions list .................................. 75 12.4.6 Zapi menu “SPECIAL ADJUSTMENT” functions list .................................. 76 12.4.7 Main menu “TESTER” functions list ........................................................... 78 OTHER FUNCTIONS .......................................................................................................... 82 13.1 Acquiring the Motor resistance ................................................................................. 82 13.2 Alignment at the rest position ................................................................................... 82 13.3 Straight ahead steering numbness........................................................................... 82 13.4 Special Debugging and Troubleshooting system ..................................................... 83 EPS-AC0 ALARMS LIST.................................................................................................... 84

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14.1

Main menu “ALARMS” list ........................................................................................ 84 14.1.1 One Blink Alarms........................................................................................ 84 14.1.2 Two Blinks Alarms ...................................................................................... 86 14.1.3 Three Blinks Alarms ................................................................................... 87 14.1.4 Four Blinks Alarms ..................................................................................... 90 14.1.5 Five Blinks Alarms ...................................................................................... 91 14.1.6 Six Blinks Alarms........................................................................................ 91 14.1.7 Thirty-two Blinks Alarms ............................................................................. 92 14.1.8 No Blink Alarms (Warning) ......................................................................... 92 14.2 CAN BUS “ALARMS” List......................................................................................... 93 15 RECOMMENDED SPARE PARTS ..................................................................................... 94 16 PERIODIC MAINTENANCE TO BE REPEATED AT TIMES INDICATED......................... 95 16.1 Testing the faulty detection circuitry ......................................................................... 95

APPROVAL SIGNS

COMPANY FUNCTION

INIZIALS

PROJECT MANAGER

MI

TECHNICAL ELECTRONIC MANAGER VISA

PP

SALES MANAGER VISA

PN

SIGNS

Publication N°: AEMZP0BA Edition: May 2006

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1 INTRODUCTION This equipment (Eps-ac0: AC0 Electrical Power Steering) may perform two steer by wire functions on a truck: 1) manually controlled power steering 2) automatic centering (AUTC).

Manually controlled steering may use either a stepper motor (used as a tachogenerator) or a twin pot fixed to the steering wheel.

Feedback sensors are mandatory to close the loop when an automatic function is required (Automatic Centering).

Feedback sensors are mandatory to close the loop in manual mode if a twin pot is mounted on the steering wheel.

Feedback sensors are strongly suggested (to improve safety) in manual mode if a stepper motor is mounted on the steering wheel (open loop).

The feedback sensor may be an incremental encoder on the steering motor shaft in combination with one straight-ahead switch. A second switch may be adopted, together with the first one, in the 90 degrees position to improve safety. Besides a feedback potentiometer may be chosen in alternative to the straight-ahead switch.

The eps-ac0 runs an inexpensive, robust and maintenance free three phases AC induction motor. Also, our patented system makes possible to use a very lowresolution encoder (4 pulses/rev are more than enough) mounted on the steering motor shaft.

The on board CAN interface makes the communication exchange between our eps-ac0 and other units in the truck rapid and simple. Via CAN it is possible to enhance the steering performances with additional functions like: steer sensitivity changes with the traction speed, traction speed modulation vs. the steered angle, via CAN automatic centering request and so on.

Configuration options, steering adjustment, measurement functions, and troubleshooting operations are integrally supported by the ZAPI hand held controller equipped with Eprom release number CKULTRA ZP3.01 or subsequent.

Having two microprocessors provides improved safety and operation. The first microprocessor performs operations and a second one executes supervisor functions. Both the aboard microprocessors are CAN BUS connected, as consequence the eps-ac0 may receive a remote steering command directly via CAN fulfilling the norm (the redundant check of the steering command complies with the Category #3 requirement).

The microprocessors combined with the ZAPI hand held controller make servicing easy and direct, reducing adjustment and troubleshooting time. Increased steering motor performance and reduced noise levels are achieved by using MOSFET technology.

The reference SW release for this manual is ZP0.70.

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2 SPECIFICATION 2.1 Technical specifications Steering controller for AC asynchronous 3-phase motors Digital Control using Two Microprocessors Can-Bus interface Both microprocessors Can Bus connected Encoder Interface Stepper Motor or Twin Pot Interface Analog Feedback pot interface (1024 steps resolution) Analog KTY84-130 thermal sensor input Analog input with 1024 steps resolution (one input) Analog input with 4096 steps resolution (one input) Two digital inputs Double Safety Relay inside Operating frequency: ............................................. 8 kHz with center aligned PWM External temperature range: .............................................................-30 °C ÷ 40 °C Maximum inverter temperature:...................................................................... 75 °C Environment protection:....................................................................................IP54

2.2 Block diagram

Figure 2-1

2.3 Electrical specifications Battery Voltage: ....................................................................................... 24 V-36 V Maximum current (24 V-36 V):..................................................... 50 A (RMS) for 2' Logic Supply current: ..............................................................max 200 mA @ 24 V AEMZP0BA - EPS-AC0 - User Manual

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Minimum Input (key) Supply Voltage after start-up:..........................................12 V

2.4 Mechanical specifications 2.4.1 Basic release It has Molex Minifit connector with international protection IP54.

EPS-AC0

Figure 2–2

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3 FUNCTIONS OF THE EPS-AC0 The eps-ac0 controls a steer system for warehouse trucks. It executes the following functions: 1) Manual mode steering 2) Automatic Centering.

3.1 Manual Mode Steering Manual mode steering requires a command sensor in the hand wheel. The hand wheel may be of two types: 1) Multiturn steering wheel without end-strokes.

2) Handlebar, tiller or joy-stick with end-strokes to limit the angle.

With a Multiturn steering wheel, the sensor in the hand-wheel shall be a stepper motor used as a tacho-generator (see Figure 3-1). Then the control will turn the steering motor moving at a speed proportional to the stepper motor speed (Open loop Mode).

Stepper Motor Figure 3-1

With a Handlebar (tiller or joy-stick), the sensor in the hand-wheel will be a twin pot (see Figure 3-2 below). Then the system works as a position control loop with a rigid correspondence between the angle of the handlebar and the angle of the steered wheel (Closed Loop Mode). In this case a feedback sensor on the steered wheel is mandatory.

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Twin Pot

Figure 3–2

The same controller may work either with the stepper motor or the twin pot without hardware modification. It is just enough to set the SYSTEM CONFIG to the correct value (see 12.4.3.1).

3.2 Automatic Centering Automatic Centering turns the steered wheel straight ahead to keep the steer aligned meanwhile travelling inside an aisle between rails (see Figure 3-3).

Figure 3–3 Page - 10/95

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3.3 Operational features A list of eps-ac0 operational features follows below: 1) Static sensitivity boost in open loop (steering sensitivity increases for a slow moving steering wheel).

2) Static numbness in closed loop (steering sensitivity decreases for handle steer close to the straight-ahead direction).

3) Dynamic Numbness in open loop (steering sensitivity reduces when the truck speed increases).

4) Dynamic Numbness on request in closed loop (steering sensitivity reduces when the truck speed increases).

5) Truck speed reduces when the steering angle increases.

6) Alignment at the rest position in open loop application (to avoid the drift of the steered wheel when travelling with released steering wheel).

7) Embedded PID algorithm for closed loop application (Twin Pot).

8) Embedded PID algorithm for automatic functions (AUTC).

9) Special Debugging & Troubleshooting system makes easier the fault catching.

10) Possibility to run in a stand-alone (not CAN Bus supported) configuration.

11) Motor control may be performed with or without encoder. Default choice is without encoder. The adoption of a cheap and low-resolution encoder is possible.

12) Redundant processing (two microprocessors aboard) fulfils the Category #3 requirement including the set-point comes via CAN Bus from a remote unit.

13) Redundant set point and feedback sensors fulfil the Category #3 requirement.

14) Redundant safety-contact fulfils the Category #3 requirement in a stand-alone configuration.

3.4 Diagnosis According to EN1175, most of the diagnoses deenergize steer and traction in less then 100 msec. Few secondary alarm conditions require longer time for detection.

They too deenergize steer and traction: it is better to have delayed alarm than no alarm at all.

Diagnosis is provided in two ways. The digital console can be used, which gives a detailed information about the failure; the failure code is also sent on the Can-Bus.

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4 SYSTEM COMPONENTS The eps-ac0 controller needs some external parts in order to work. The following list describes the complete equipment.

4.1 Steering Motor The steering system includes a three phase AC induction motor. The motor rated power (S2-1h) changes with the truck type. As a thumb rule: 1) A low level OP asks a motor with rated power higher than 250 W @ 3000 rpm.

2) A reach truck asks a motor with rated power higher than 400 W @ 3000 rpm.

Obviously the above list is only a rough information: the motor should be chosen from time to time according the rated torque and speed customer’s specifications.

4.2 Gear Box and total reduction ratio Normally, the total reduction ratio between steered wheel and motor shaft should be close to 1:200. Normally it is split into: 1) Gear box ratio close to 1:50.

2) External gears ratio close to 1:4.

The maximum continuous output torque requirement changes with the truck type. As a thumb rule and in the worst case (stalled steer): 1) A low level OP asks a maximum torque of about 250 Nm on the wheel to steer.

2) A reach truck asks a maximum torque of about 600 Nm on the wheel to steer.

Obviously the above list is only a rough information: the reduction ratio together with the gear-box should be chosen from time to time according the customer’s specifications.

4.3 Eps-ac0 controller It consists of a control unit on a PCB marked AEMZPA0B (see Figure 4.1) which operates the AC asynchronous motor for manual and centering mode. Eps-ac0 works with 24 to 36 V battery and a maximum current up to 50 Aac. It has flash memory aboard and it is possible to boot the SW in the Master microprocessor through both, Serial hand set connector (CNC) and via CAN Bus. For the Slave microprocessor, only via CAN Bus booting is admitted. A Zapi own program (Flasher) is needed to boot-on the SW.

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4.3.1 Eps-ac0 PCB It has Molex Minifit connector with international protection IP54.

Figure 4–1

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4.4 Sensor in the steering handle Two configurations are foreseen: 1) No limit, multiturn steering wheel.

2) Tiller, handlebar or joystick arrangement with a limited angle.

Depending by the above choice, there are two different handling: 1) In case of multiturn steering wheel, a stepper motor is used.

2) In case of a handlebar with limited angle, a twin pot is used.

4.4.1 Stepper motor The stepper motor is used as a tachogenerator. The following part numbers resulted suited to work with eps-ac0: 1) MINEBEA Type code AA23KM-K227-T20V. 2) JAPAN SERVO Type Code KH56JM2X 1269 DC12V 30 ohm.

They have the same mechanical dimensions (see Figure 4.2 below).

Obviously, the above information states only these parts are suited for the eps-ac0; no reliability evaluation is given here.

Other sources are possible on request, but must be tested for approval.

Figure 4–2

4.4.2 Twin pot The Twin pot is a double potentiometer in the same frame. The two potentiometers inside must have complementary action (i.e. one wiper grows up from zero to Vcc meanwhile the second wiper reduces from Vcc to zero - see Figure 4-3 below).

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AEMZP0BA - EPS-AC0 - User Manual

Figure 4–3

The following part numbers resulted suited to work with eps-ac0: 1) CONTELEC twin hall sensors 170° Type code VERT-X 2841 417 225.

2) BOURNS twin potentiometers 180° Type Code 6657S-466-502.

3) MCB twin potentiometers 85° Type Code PMR 410 or PMR426.

The CONTELEC is without brushes but drains a high level of current (about 15 mA).

The MCB has the advantage of a spring in the shaft. This spring neutralizes the dead zone in the tiller side getting a strongly accurate straight-ahead matching; unfortunately MCB has a limited angle (85°).

Obviously, the above information states only these parts are suited for the eps-ac0; no reliability evaluation is given here.

Other sources are possible on request, but must be tested for approval.

4.5 Feedback sensors Feedback sensors are mandatory to close the loop in manual mode if a twin pot is mounted on the steering wheel.

Feedback sensors are strongly suggested (to improve safety) in manual mode if a stepper motor is mounted on the steering wheel (open loop).

Eps-ac0 may handle two different configurations for the feedback sensors: 1) Incremental encoder in the motor shaft together with a feedback potentiometer on the steered wheel.

2) Incremental encoder in the motor shaft together with one (or two) toggle switch(es) in the straight ahead (and 90 degrees) position of the steered wheel.

On request, in the closed loop application only, eps-ac0 may work also with two encoders in the motor shaft together with a straight ahead toggle switch.

4.5.1 Encoder in the motor shaft and a Feedback Potentiometer One possible arrangement for the feedback sensor consists of (see Figure 4-4): 1) Feedback encoder in the motor shaft.

2) Feedback potentiometer on shaft of the steering motor gear box.

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Figure 4–4

4.5.1.1 Feedback potentiometer The feedback potentiometer is used for both, encoder initialisation and redundancy on the steered wheel angle measurement. Normally the feedback potentiometer is multiturn (5 or 10 turns) 5K hybrid technology mounted on the output shaft of the steering gearbox (see Figure 4-4).

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4.5.2 Encoder in the motor shaft and one (two) toggle switch(es) It consists of (see Figure 4-5): 1) Straight ahead toggle switch on the input CNA#3 and GND. 2) 90 degrees toggle switch on the input CNA#2 and GND. 3) Feedback encoder on the steering motor shaft.

Figure 4–5

4.5.2.1 Straight ahead toggle switch The straight ahead toggle switch must be of NPN type (i.e. it must connect a minus battery to CNA#3).

A possible arrangement for the straight-ahead switch (proximity switch) is shown in Figure 4-6 below. The proximity switch is connected to the truck frame; the Iron plate rotates together with the steered wheel.

Figure 4-6 AEMZP0BA - EPS-AC0 - User Manual

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It is handled this way: 1) At key-on, the eps-ac0 turns the steering motor moving in either CW or CCW side, according to whether the output level from the straight ahead switch is high or low (in the above sketch a proximity sensor is used as a straight ahead switch).

2) When the falling edge on the prox switch is detected, the encoder counting is initialized to 0 and the steered wheel is centered.

3) Then the encoder counting is continuously updated to measure the steered wheel angle.

At key on, the Iron plate (with the shape shown in Figure 4-6), provides the correct direction in which the eps-ac0 must turn the steering motor in order the falling edge on the proximity switch is detected.

An option POT UP SW1 EDGE (see 12.4.1.12) determines the direction where the steered wheel rotates to seek the straight ahead switch (i.e. it specifies if the steered wheel at the initial alignment is oriented with the iron plate in its right or left side).

Together with the straight-ahead switch, a second toggle switch could be adopted to detect when the steered wheel is in the 90 degrees limiting position. This second toggle switch must be connected to CNA#2 and GND (minus battery).

S te e re d w h e e l P ro x s w itc h

Iro n P la te

9 0 ° Pro x s w itc h

Figure 4-7

4.5.3 Feedback Encoder One big advantage of our eps-ac0 controller is that it can work with a cost-effective very low-resolution encoder. Our competitors normally need a sensor bearing with 32 or higher pulses/rev; our eps-ac0 works also with a cheap encoder having 4 pulses/rev. That is more than enough for the angle measurement: in fact, with a total reduction of 1:200 and a 4 pulses/revs resolution, we have 1600 events (encoder transitions) within 180° of the steered angle. So the angle measurement is determined with quanta of 180/1600=0.112 degrees. This is possible because our patent system does not use the encoder for the AC motor control; it works completely sensorless.

Following this statement, we have developed, together with a Zapi’s partner ACmotor-brand, a 4 pulses/rev discrete encoder. It is an external device (not integrated in the ball bearing) mounted in the backside of the motor (see Figure 4.8 below showing a 300 W AC Motor by “Best Motor” brand). The advantages of this solution are both, money saving and effective time saving in case of encoder replacement.

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AEMZP0BA - EPS-AC0 - User Manual

Figure 4-8

4

Note: On request, it is possible to use the encoder for the motor control. In this case, the SW must know the encoder resolution together with the poles-pair number. The encoder resolution and the motor poles pair (the controller can handle), will be specified in the headline of the handset showing something like: EPSAC0S2A ZP0.70 That means: EPSAC0=Eps-ac0 steering controller S= 2= A=

Stepper motor poles pair number 32 pulses/rev encoder

ZP= SW release type Zapi 0.70= SW release number 0.70 The command configuration is specified through the first letter after EPSAC0 in the following list: S= Stepper Motor P= Twin Pot C= via CAN Bus Position D= via CAN Bus Speed The encoder resolution is given by the last letter before of the SW release in the following list:

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Q= S= W= A= K= B=

4 pulses/rev 6 pulses/rev 16 pulses/rev 32 pulses/rev 48 pulses/rev 64 pulses/rev

The letters to specify the poles pair number and the Encoder resolution are present only if the SW includes the function for controlling the motor with the encoder.

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5 AUTC MODE Eps-ac0 may perform an automatic centering operation (AUTC).

AUTC means the steered wheel shall be aligned straight-ahead following a centering request. The centering request can be provided via CAN Bus. As alternative, it is possible to use wired requests. For example: 1) in a configuration with feedback pot and feedback encoder, it is possible to use inputs CNA#3 and CNA#2 for the centering request (redundancy is recommended).

2) in a configuration with toggle switches and feedback encoder, when input CNA#1 is not used, it is possible to use inputs CNB#6 and CNA#1 for the centering request (redundancy is recommended).

In case of AUTC a customized software must be developed.

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6 CONNECTING DIAGRAMS Below we have a collection of suggested connecting diagrams. They correspond to the main configurations. On request it is possible to choose also customized proposals or wiring modifications.

6.1 Power Connecting Diagram

EPS-AC0

Figure 6-1

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6.2 EPS-AC0 Stepper Motor diagram

Figure 6-2 AEMZP0BA - EPS-AC0 - User Manual

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6.3 EPS-AC0 Twin pot diagram

Figure 6-3

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7 CONNECTIONS: SUGGESTIONS AND CAUTIONS Read the following suggestions to get a correct connection of the steering equipment.

7.1 Stepper Motor connections The stepper motor has 4 connections: two are the stepper motor channels (CNA#9 and CNA#8) and two are the common (negative) references (CNA#10 and CNA#11). In the past we had 6 wires connected between stepper motor and eps-ac.

We consider this 4-wire connection fulfils the norm because it is still possible to detect all of the single stepper motor electrical fault.

4

Note: The stepper motor should be connected with two distinct common (negative) references (CNA#10 and CNA#11). We advice against using just one common wire. That is because it takes long delay to detect when a single common wire is broken.

7.2 Twin pot connections The twin pot is connected, in alternative to the stepper motor, between CNB#5 (PPOC: 5 V positive supply), CNA#10 (negative supply), CNA#9 (CPOC1: 1st wiper), CNA#8 (CPOC2: 2nd wiper). CNB#5 is connected to a 5 Vdc supply source through a 22 ohms resistance. Take care the supply current of the Twin pot stays lower than 5 mA.

7.3 Encoder connections The encoder may be supplied either with 5 Vdc or 13 Vdc (factory set jumper J8) on CNB#4 (default set is 5 Vdc on CNB#4). A 10 ohms resistance is connected between the internal supply source and the pin CNB#4. The encoder outputs may be either open collector NPN type or Push-Pull type.

7.4 Feedback pot connections When a feedback pot is adopted it will be connected between CNB#2 (PPOT: positive supply), CNB#1(NPOT: negative supply), CNB#6 (CPOT: wiper).

Pay attention, inside the eps-ac0, a 470 ohms resistance is connected between PPOT and 5 V supply and also between NPOT and the minus battery. That is done

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in order it will be possible to detect if a feedback pot connection breaks (see Figure 7-1 below): when Vout overtakes 4.7 V or is lower than 0.3 V an alarm occurs.

Figure 7-1

7.5 Digital Inputs connections There are three digital inputs available.

Two of them must be GND connected to work properly. Their function primarily is: CNA#3: Input for the straight-ahead toggle switch CNA#2: Input for a 90° toggle switch When the application adopts the feedback pot instead of the straight-ahead toggle switch, CNA#3 and CNA#2 have the function to limit the maximum steered angle in CW and CCW side (in alternative, it is possible to use them as centering request).

CNA#3 and CNA#2 are detected low if they are lower than 1.3 V. CNA#3 and CNA#2 are detected high if they are higher than 6.6 V or open.

Besides there is a third digital input (CNA#1). Default choice wants CNA#1 connected to a plus battery (default choice) to work properly.

CNA#1 is detected low if it is open or lower than 5.17 V. CNA#1 is detected high if it is higher than 11 V. By changing jumper J12 it is possible to reverse CNA#1 logic. Then CNA#1 must be connected to a minus battery to work properly.

CAN#1 is detected low if it is lower than 1.3 V. CNA#1 is detected high if it is open or higher than 3.3 V.

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7.6 Safety contacts The Eps-ac0 provides an internal safety contact accessible through connector pins CNA#5 and CNA#4. It should be used to stop the traction and to enable an electromechanical brake when a steering alarm occurs. This safety contact is closed when the key switch is turned on. The contact opens where there is a steering alarm. This safety contact is floating, that means it's possible to connect it either to the plus battery or to the minus battery. Ensure that the pin #5 is connected to an equal or higher voltage than pin #4. For safety two cascaded switches are internally connected between CNA#5 and CNA#4. The Main microprocessor manages the first contact; the Supervisor microprocessor manages the second contact.

U

Note: If the safety switch is connected in series with external switches (deadman switch, tiller switch or similar) it's recommended that the steering safety switch should be directly connected to the supply source (plus battery or minus battery) with no interposed switches (it should be the first the chain: see Figure below).

7.7 Motor thermal sensor connections Eps-ac0 handles a motor thermal sensor: it should be KTY184-130 type. Through this sensor, the eps-ac0 measures the motor temperature: when DIAG MOTOR TEMP is set ON, and the motor temperature overtakes 150 degrees, an alarm occurs. Input CNB#3 is configured with a aboard 1K Pull-up resistor suited to receive the analog thermal sensor between this input and a negative (CNA#13).

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8 INSTALLATION: SUGGESTIONS AND CAUTIONS Read and respect the following suggestions to avoid problem during installation and in the definitive releasing.

8.1 Thermal consideration 1) The heat generated by the power block must be dissipated. For this to be possible the compartment must be ventilated and the heat sink materials ample.

2) Normally eps-ac0 does not ask for a forced ventilation: if the cooling is poor, a possible solution could be to redirect a part of the forced air flow of the traction controller toward the eps-ac0.

3) Abnormal ambient air temperatures should be considered. In situations where either ventilation is poor, or heat exchange is difficult, forced air ventilation should be used.

4) The thermal energy dissipated by the power block module varies and is dependent on the current drawn and the duty cycle.

8.1.1 Controller with Base Plate Installs the controller with the base-plate on a flat metallic surface that is clean and unpainted; suggested characteristics are: planarity 0.05 mm and roughness 1.6 µm Apply a light layer of thermo-conductive grease between the two surfaces to permit better heat dissipation.

8.1.2 Controller with finned Heatsink Sometimes the base plate installation cannot be adopted. Due to positioning problems or to a low thickness truck frame, it is necessary to adopt a finned dissipation combined with one or more fans.

1) The air flux should hit the fins directly, to maximize the cooling effect.

2) In addition to fans, also air-ducting systems can be used to maintain low the temperature of the controller.

3) It is necessary to ensure that cold air is taken from outside the controller compartment and hot air is easily pushed away from the controller compartment.

4) It is mandatory to avoid that the cooling air is re-circulated inside the controller compartment.

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8.2 General suggestion For a proper installation take care of the following recommendations:

U U

Never connect SCR low frequency chopper with AC Motor Inverter because the Rail capacitors alter the SCR choppers' work. If it is necessary to use two or more control units (e.g. traction + lift. + steering controller), they must belong to the ZAPIMOS family.

Do not connect the inverter to a battery with a nominal value different from the value indicated on the controller plate. If the battery value is greater, the MOS may fail; if it is lower, the control unit does not "power up".

U

During battery charge, disconnect the controller from the battery.

U

Supply the controller only with battery for traction; do not use a power supply.

U U U

When the inverter is installed, simulate a steering alarm and verify that both traction and electromechanical brake shall be de-energized in a very short time.

After the battery is disconnected, the Rail capacitor remains charged for some minutes; if you need to work on the inverter, discharge them using a 10 Ω ÷ 100 Ω resistance connected from the +Batt to the –Batt terminals in the controller side.

Take care all the inductive devices in the truck (horn, solenoid valves, coils, contactors) have a proper transient suppression device.

8.3 Connection cables 1) For the auxiliary circuits, use cables at least 0.5 mm² section.

2) For power connections to the motor and to the battery, use cables having section of 4-6 mm² (as a minimum).

3) The power cables length must be as short as possible to minimize power losses.

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4) For the optimum inverter performance, the cables to the battery should be run side by side and be as short as possible.

5) They must be tightened on controller power posts with a Torque of 2.5-3 Nm.

8.4 Fuses 1) Use a 6.3-10 A fuse for protection of the auxiliary circuits.

2) Use a 32 A fuse for protection of the power stage.

8.5 Contactors According to EN1175 5.9.6, a contactor to cut the line to the eps-ac0 is not strictly required. In fact in an AC system, the steer is automatically de-energized when a power failure occurs. In a DC system with permanent magnet motor instead, a short circuit in a power device, gets the steering motor rotates at maximum speed (and so it is necessary to cut off the line from the controller).

U

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A power contactor is still useful to remove the battery from controller when a power failure occurs. This is useful in order to limit the time in which a damaged controller remains battery connected. When a power contactor is used, the contactor coil shall be connected to a power supply through the eps-ac0 safety contact.

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8.6 Installation of a CAN Communication System

4

CAN stands for Controller Area Network. It is a communication protocol for real time control application. CAN operates at data rate of up to 1 Megabits per second.

It was invented by the German company Bosch to be used in the car industry to permit communication among the various electronic modules of a vehicle, connected as illustrated in the figure below:

The best cable for can connections is the twisted pair; if it is necessary to increase the immunity of the system to disturbances, a good choice would be to use a cable with a shield connected to the frame of the truck. Sometimes it is sufficient a simple double wire cable or a duplex cable not shielded.

In a system like an industrial truck, where power cables carry hundreds of Ampere, there are voltage drops due to the impedance of the cables, and that could cause errors on the data transmitted through the can wires.

U

U

The eps-ac0 drains low level of current and so low section cables (4 mm2) are adopted for the power connections. This could be a drawback: in fact, a low section cable has higher reactance (impedance) than a wide section cable. As a consequence the noise generated on the minus battery cable, by the CAN lines switching, will be a wide amplitude spike. So, when it is possible, we suggest to use a (as short as possible) cable of a wide section for the minus battery connection, even for the eps-ac0 and the other low current units in the system.

VERY IMPORTANT: The eps-ac0 has the 120 ohms termination resistance aboard.

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In the following figures there is an overview of wrong and right layouts of the cables routing.

U

Wrong Layout: R Can Bus

Node 1

Power cables

Node 2

Traction Control

Lift Control

Node 3 eps-ac0 R

The red lines are can wires.

The black boxes are different modules, for example traction controller, pump controller and eps-ac0 connected by can bus.

The black lines are the power cables.

This is apparently a good layout, but can bring to errors in the can line.

The best solution depends on the type of nodes (modules) connected in the network.

If the modules are very different in terms of power, then the preferable connection is the daisy chain.

U

Correct Layout: R Can Bus

Node 1

Power cables

Node 2

Traction Control

Lift Control

Node 3 eps-ac0 R

The chain starts from the –BATT post of the controller that works with the highest current, and the others are connected in a decreasing order of power.

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Otherwise, if two controllers are similar in power (for example a traction and a pump motor controller) and a third module works with less current, the best way to deal this configuration is to create a common ground point (star configuration)

U

Correct Layout: R Can Bus

Node 1

Power cables

Node 2

Traction Control

Lift Control

Center of the Ground Connections

Node 3 eps-ac0 R

In this case the power cables starting from the two similar controllers must be as short as possible. Of course also the diameter of the cable concurs in the voltage drops described before (higher diameter means lower impedance). So, in this last example, the cable between the minus of the Battery and the common ground point (pointed by the arrow in the image) must dimensioned taking into account thermal and voltage drop problems.

4

Can advantages The complexity of today systems needs more and more data, signal and information must flow from a node to another. CAN is the solution to different problems that arise from this complexity - simplified design (readily available, multi sourced components and tools) - lower costs (less and smaller cables ) - improved reliability (fewer connections) - analysis of problems improved (easy connection with a pc to read the data flowing through the cable).

8.7 Wiring: I/O connections After crimping the cable, verify that all strands are entrapped in the wire barrel.

Verify that all the crimped contacts are completely inserted on the connector cavities. For information about the mating connector pin assignment see the description of the connectors in topic 9.

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U

A cable connected to the wrong pin can lead to short circuits and failure; so, before turning on the truck for the first time, verify with a multimeter the continuity between the starting point and the end of a signal wire.

8.8 Safety features

U

ZAPI controllers are designed according to the prEN954-1 specifications for safety related parts of control system and to UNI EN1175-1 norm. The safety of the machine is strongly related to installation; length, layout and screening of electrical connections have to be carefully designed.

ZAPI is always available to cooperate with the customer in order to evaluate installation and connection solutions. Furthermore, ZAPI is available to develop new SW or HW solutions to improve the safety of the machine, according to customer requirements.

Machine manufacturer holds the responsibility for the truck safety features and related approval.

Eps-ac0 implements a double µC structure to comply with the Category#3 specification. The second µC main task is to check correct functionality of the first µC, whose main task is to control the steering motor. Basically, the two microcontrollers implement a double check control of the main functions.

The two µCs are both CAN Bus connected. This characteristic makes possible the eps-ac0 receives the steering command (wished steered wheel position) via CAN Bus fulfilling the norm.

8.9 EMC

U

EMC and ESD performances of an electronic system are strongly influenced by the installation. Special attention must be given to the lengths and the paths of the electric connections and the shields. This situation is beyond ZAPI's control. Zapi can offer assistance and suggestions, based on its years experience, on EMC related items. However, ZAPI declines any responsibility for non-compliance, malfunctions and failures, if correct testing is not made.

The machine manufacturer holds the responsibility to carry out machine validation, based on existing norms (EN12895 for industrial truck; EN50081-2 for other applications).

EMC stands for Electromagnetic Compatibility, and it represents the studies and the tests on the electromagnetic energy generated or received by an electrical device.

Emission refers to the energy radiated from the controller and the harness.

Immunity can be divided in two main branches: rejection from external electromagnetic fields and from electrostatic discharges (ESD).

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1) Emission 2) Electromagnetic Immunity 3) ESD rejection.

U

When possible it is strongly recommended preventing Emission and Immunity problems by locating the controllers inside a metallic enclosure. In most cases, a truck with a metallic enclosure will avoid EMC problem.

8.9.1 Emission Emission refers to the electromagnetic disturbances that the device generates in the surrounding space. Countermeasure should be adopted to prevent the propagation of those disturbances. We talk about “conduction” issues when guiding structures such wires and cables are involved; “radiated emissions” issues when it is studied the propagation of electromagnetic energy through the open space. In our case the origin of the disturbances can be found inside the controller with the switching of the mosfets which are working at high frequency and generate RF energy. Wires and cables are responsible for the spreading of this RF disturbance because they works as antennas, so a good layout of the cables and their shielding can solve the majority of the emission problems.

Three ways can be followed to reduce the emissions: 1) SOURCE OF EMISSIONS: finding the main source of disturbs and works on it.

2) SHIELDING: enclosing contactor and controller in a shielded box; using shielded cables.

3) LAYOUT: a good layout of the cables can minimize the antenna effect; cables running nearby the truck frame or in iron channels connected to truck frame is generally a suggested not expensive solution to reduce the emission level.

8.9.2 Electromagnetic Immunity The electromagnetic immunity concerns the susceptibility of the controller to external electromagnetic fields and their influence on its correct work made.

These tests are carried out at determined levels of electromagnetic fields, to simulate external undesired disturbances and verify the electronic device response.

Here are some suggestions to improve the electromagnetic immunity: 1) SHIELDING: enclosing controller and wiring when possible on a shielded box; using shielded cables.

2) LAYOUT: hide the exposed wires, which are connected to the controller, behind metallic part working like natural barriers.

3) FERRITES: embrace the exposed wires, connected to the controller, with a split or solid ferrite.

4) BY-PASS CAPACITOR: connect an interference suppression capacitor (Y type) between the minus battery and the truck frame, as close as possible to the controller.

8.9.3 ESD When an accumulation of charge occurs in a part insulated from the ground, it may discharging in a shot when turning in contact with a part having different potential.

This phenomenon is called Electrostatic Discharge (ESD).

In forklift trucks applications, special attention should be adopted for avoiding ESD. The main rule is that it is always much easier and cheaper to avoid ESD from being generated, than to increase the level of immunity of the electronic devices.

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ESD happens when there is a rapid transfer from a charged part to another. This rapid transfer has, in turn, two important effects: 1) It can determine, by induction, disturbs on the signal wiring and thus create malfunctions. This effect is particularly critical in modern machines, with CAN Bus communications, which are spread everywhere on the truck and which carry critical information.

2) In the worst case and when the amount of charge is very high, the discharge process can determine failures in the electronic devices; the type of failure can vary from an intermittently malfunction to a completely failure of the electronic device.

Three ways can be followed to prevent damages from ESD: 1) INSULATION: To prevent the controller from ESD, it is necessary to consider that the operator is most of the time the source of ESD. When it gets in touch with a device on the dashboard having metallic head terminal, the accumulated charge will be directed from the head terminal to the wires of the device towards the other units in the truck (e.g. the CAN Bus wires or the wires of the stepper motor on the dashboard could be the transmission mean). As consequence a huge inrush current will be generated getting the controller cut off or damaged.

U

To prevent ESD risk it is necessary to avoid that the devices connected to the CAN communication system have exposed metallic head terminals. The operator shall not get in touch with any metallic part of the devices CAN Bus connected.

2) GROUNDING: when a complete isolation cannot be achieved, a good grounding can divert the discharge current trough a “safe” path; the frame of a truck can work like a “local earth ground”, absorbing excess charge.

U

It is strongly suggested to connect to the truck frame all the parts of the truck that can get in touch with the operator (who is most of the time the source of ESD). For example, we strongly suggest to connect the stepper motor frame to the truck frame.

3) PREVENTION: Another important issue is the storing and handling of ESDsensitive electronic parts. Then, ensure the operator is grounded; test grounding devices on a daily basis for correct functioning. This precaution is particularly important during controller handling in the storing and installation phase.

Use anti-static containers when transferring ESD-sensitive material.

8.10 Fighting the dither In Closed Loop application with potentiometers, the quantum nature of the Analog to Digital conversion, generates dither on the steered wheel. This is a continuous rolling of the steered wheel from a little bit right to a little bit left around the commanded position. Obviously, both the potentiometers (SP POT and FB POT) have noise and contribute to the problem.

There are some countermeasures to reduce or neutralize the dither.

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1) Use shielded cable for the connections of the potentiometers (especially for the SP POT). The shielded cable reduces the noise in the wiper voltage. Connect the shield to a GND pin of the eps-ac0 connectors.

2) Use the FB ENC instead of the FB POT as feedback sensor. The Encoder has not noise. When the Encoder is stopped in a position, the Encoder counting is absolutely constant.

3) Reduce the gain of the Closed Loop. It means KP and POS. ACCURACY parameters must be decreased. When the gain reduces, the modification of the position error due to noise, are less amplified giving less dither; but less accuracy is got in the final pursuing at the wished position.

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9 DESCRIPTION OF THE CONNECTORS

W V

-B

U

+B

8

CNC

EPS-AC0

1

CNB

CNA

1

4

1

5

8

8

7 14

Figure 9–1

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9.1 Connectors of the logic

CNC

8

1

CNB

CNA

1

4

1

5

8

8

7 14

Figure 9–2

9.1.1 CNA connector A1

DRIVE SWITCH Traction Travel Demand Input.

A2

SW2

2nd Toggle Switch or Left Limit Switch (LLS).

A3

SW1

1st Toggle Switch or Right Limit Switch (RLS).

A4

NK1

Safety Switch Lower Voltage Point.

A5

K1

Safety Switch Higher Voltage Point.

A6

CANL

Can Bus Low.

A7

KEY

Key in (24-36 Vbatt).

A8

CPOC2 / QL

2nd SP POT Wiper or Stepper Motor Q line.

A9

CPOC1 / DL

1st SP POT Wiper or Stepper Motor D line.

A10

NPOC

Twin SP POT Negative Supply (GND).

A11

GND

GND. Encoder Negative Supply

A12

GND

GND. SW1 & SW2 Negative.

A13

GND

GND. Motor Thermal Sensor Negative.

A14

CANH

Can Bus High.

9.1.2 CNB connector B1

NPOT

FB POT Negative Supply.

B2

PPOT

FB POT Positive Supply.

B3

THMOT

Motor Thermal Sensor (KTY84-130) Input.

B4

+5VDC

Encoder Positive Supply.

B5

PPOC

Twin SP POT Positive Supply (5 Vdc).

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B6

CPOT

FB POT Wiper.

B7

CHB

Encoder Channel B.

B8

CHA

Encoder Channel A.

9.1.3 CNC connector

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C1

PCLRXD

Positive serial reception.

C2

NCLRXD

Negative serial reception.

C3

PCLTXD

Positive serial transmission.

C4

NCLTXD

Negative serial transmission.

C5

GND

Negative console power supply.

C6

+12

Positive console power supply.

C7

FLASH

Must be connected to C8 for the Flash memory programming (if used).

C8

FLASH

Must be connected to C7 for the Flash memory programming (if used).

AEMZP0BA - EPS-AC0 - User Manual

9.2 Description of power connections View of the power bars:

W V

-B

U

+B

8

CNC

EPS-AC0

1

CNB

CNA

1

4

1

5

8

8

7 14

Figure 9–3

-B

Negative of the battery.

+B

Positive of the battery.

U; V; W

Connection bars of the three motor phases; follow this sequence and the indication on the motor.

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10 INSTALLATION PROCEDURE As stated in the topic 4.5 there are two equipments that it is possible to adopt for the feedback sensor: 1) Encoder and Feedback pot.

2) Encoder and toggle switches.

The standard handling in both cases consists in performing an automatic centering at key-on. The automatic centering at key-on is used to initialize the incremental encoder.

When a straight-ahead switch is used to initialize the encoder, the steered wheel rotates automatically until an edge is detected on the straight ahead switch.

When a Feedback pot is used to initialize the encoder, the steered wheel rotates automatically until the potentiometer reaches the straight-ahead position.

On request, it is possible to avoid the automatic centering at key-on. In case of feedback pot, the feedback encoder counting will be initialized at key-on with the angle measured on the feedback pot; in case of the toggle switches, the truck speed will be limited until the driver rotates the steered wheel and an edge on the straight ahead switch is detected.

Several feedback sensors and command sensor combinations are not described below. That is because they are not handled yet.

10.1 Twin Pot with Encoder and Feedback pot: one shot installation procedure This procedure is relative to the connecting drawings Figure 6-3. It describes the step by step installation procedure to get the prototype working in manual mode: to raise the AUTC function it is necessary to make the complete set-up procedure (see topic 11).

For every truck released on the field, the default set-up shall reply the prototype settings and so no installation procedure is required except for the acquisition of the limiting position (see the quick set-up 11.2).

Carry out the procedure in the following order.

Step1 Connect the AC motor phases in such a way the phase references U, V, W on the steering motor correspond to the terminals references (U, V, W) on the eps-ac0.

Step2 In the SET MODEL menu set the SYSTEM CONFIG setting to LEVEL 1 to steer in closed loop with a twin pot in manual mode (RTC). Turn off and on the key in order the setting is acquired.

Step3 Set the FEEDBACK DEVICE to OPTION #1 to specify your feedback solution is the sole FEEDBACK POT. Switch off the key after the change. (It is necessary to start with the sole feedback pot to avoid a POSITION ERROR due to the unknown scaling between the encoder counting and the feedback pot value before of an encoder learning operation - Step 9 and 11 below).

Step4 Set option ENCODER CONTROL to OFF. Step5 Connect the feedback pot in such a way the FEEDBACK POT reading in the tester menu assumes higher voltage when the FREQUENCY in the tester menu is positive. When a FB POT LOCKED alarm occurs immediately after switching on the key, it means the motor is turning away from the wished position (i.e. FEEDBACK POT decreases when the FREQUENCY is

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Step6 Step7

Step8 Step9 Step10 Step11 Step12

Step13

Step14

Step15

Step16 Step17

positive). Then it is necessary to swap the PPOT with NPOT (CNB#2 with CNB#1).

Connect the encoder. The encoder supply is between CNB#4 (5Vdc) and CNA#11 (GND): the two channels are CNB#8 (CHA) and CNB#7 (CHB).

Verify the reading ENC SPEED in the tester menu is consistent with the reading FREQUENCY in the tester menu. Consistent means that ENC SPEED and FREQUENCY must have the same sign and a close value. If ENC SPEED has a wrong sign, swap CHA (CNB#8) with CHB (CNB#7). If ENC SPEED is not close to FREQUENCY, the encoder resolution is wrong and a different SW is needed (see 12.4.7.12 and 12.4.7.8).

If the motor runs well without glitches, it is possible to stays with ENCODER CONTROL to OFF; otherwise, turn ENCODER CONTROL to ON. Verify the steered wheel rotates in the correct direction according to the hand wheel. If it isn’t, swap CPOC1 (CNA#9) with CPOC2 (CNA#8).

Set the LIMIT DEVICE option to OFF to avoid the maximum angle limitations.

Set NUMBNESS parameters to Level 0.

Move the hand wheel until the maximum (plus 90 degrees) steered wheel angle is achieved (Increase 1ST ANGLE COARSE - and FINE - if necessary). This position (plus 90 degrees) corresponds to the maximum value of the FEEDBACK POT reading in the TESTER menu.

With the steered wheel in the maximum angle (plus 90 degrees), enter and save the adjustment SET MAX FB POT on the hand set to memorize the steer angle feedback pot voltage for the maximum (plus 90 degrees) limit position. If present, the maximum of the FB ENC is recorded too (although it is not shown in the hand set).

Move the steering wheel until the minimum (minus 90 degrees) steered wheel angle is achieved (Increase 2ND ANGLE COARSE - and FINE - if necessary). This position (minus 90 degrees) corresponds to the minimum value of the FEEDBACK POT reading in the TESTER menu.

With the steered wheel in the minimum angle (minus 90 degrees), enter and save the adjustment SET MIN FB POT on the hand set to memorize the steer angle feedback pot voltage for the minimum (minus 90 degrees) limit position. If present, the minimum of the FB ENC is recorded too (although it is not shown in the hand set).

Set FEEDBACK DEVICE to OPTION#2 (feedback pot plus feedback encoder) and recycle the key to enable the steering by encoder.

Carry out the complete set-up procedure (see 11.1).

10.2 Twin Pot with Encoder, Straight Ahead Switch and Feedback pot: one shot installation procedure This procedure is relative to a feedback sensor arrangement consisting of a straight ahead switch, together with the feedback potentiometer and the encoder. This configuration is not much spread. It is useful to have a redundancy in the initialization of the encoder (without straight ahead switch, the feedback encoder is initialized by using the feedback pot only) and a better precision in the straight ahead matching (the feedback pot mounting normally has a dead zone). It describes the step by step installation procedure to get the prototype working in manual mode: to raise the AUTC function it is necessary to make the complete set-up procedure (see topic 11).

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For every truck released on the field, the default set-up shall reply the prototype settings and so no installation procedure is required except for the acquisition of the limiting position (see the quick set-up 11.2).

Carry out the procedure in the following order.

Step1 Connect the AC motor phases in such a way the phase references U, V, W on the steering motor correspond to the terminals references (U, V, W) on the eps-ac0.

Step2 In the SET MODEL menu set the SYSTEM CONFIG setting to LEVEL 1 to steer in closed loop with a twin pot in manual mode (RTC). Turn off and on the key in order the setting is acquired.

Step3 Set the FEEDBACK DEVICE to OPTION #1 to specify your feedback solution is the sole FEEDBACK POT. Switch off the key after the change. (It is necessary to start with the sole feedback pot to avoid a POSITION ERROR due to the unknown scaling between the encoder counting and the feedback pot value before of an encoder learning operation - Step 13 and 15 below).

Step4 Set option ENCODER CONTROL to OFF. Step5 Connect the feedback pot in such a way the FEEDBACK POT reading in the tester menu assumes higher voltage when the FREQUENCY in the tester menu is positive. When a FB POT LOCKED alarm occurs immediately after switching on the key, it means the motor is turning away from the wished position (i.e. FEEDBACK POT decreases when the FREQUENCY is positive). Then it is necessary to swap the PPOT with NPOT (CNB#2 with CNB#1).

Step6 Connect the encoder. The encoder supply is between CNB#4 (5 Vdc) and CNA#11 (GND): the two channels are CNB#8 (CHA) and CNB#7 (CHB).

Step7 Verify the reading ENC SPEED in the tester menu is consistent with the reading FREQUENCY in the tester menu. Consistent means that ENC SPEED and FREQUENCY must have the same sign and a close value. If ENC SPEED has a wrong sign, swap CHA (CNB#8) with CHB (CNB#7). If ENC SPEED is not close to FREQUENCY, the encoder resolution is wrong and a different SW is needed (see 12.4.7.12 and 12.4.7.8).

Step8 If the motor runs well without glitches, it is possible to stays with ENCODER CONTROL to OFF; otherwise, turn ENCODER CONTROL to ON. Step9 Verify the steered wheel rotates in the correct direction according to the hand wheel. If it isn’t, swap CPOC1 (CNA#9) with CPOC2 (CNA#8).

Step10 Set the LIMIT DEVICE option to OFF to avoid the maximum angle limitations.

Step11 Set NUMBNESS parameters to Level 0.

Step12 Move the hand wheel until the maximum (plus 90 degrees) steered wheel angle is achieved (Increase 1ST ANGLE COARSE - and FINE - if necessary). This position (plus 90 degrees) corresponds to the maximum value of the FEEDBACK POT reading in the TESTER menu.

Step13 With the steered wheel in the maximum angle (plus 90 degrees), enter and save the adjustment SET MAX FB POT on the hand set to memorize the steer angle feedback pot voltage for the maximum (plus 90 degrees) limit position. If present, the maximum of the FB ENC is recorded too (although it is not shown in the hand set).

Step14 Move the steering wheel until the minimum (minus 90 degrees) steered wheel angle is achieved (Increase 2ND ANGLE COARSE - and FINE - if necessary). This position (minus 90 degrees) corresponds to the minimum value of the FEEDBACK POT reading in the TESTER menu.

Step15 With the steered wheel in the minimum angle (minus 90 degrees), enter and save the adjustment SET MIN FB POT on the hand set to memorize the steer angle feedback pot voltage for the minimum (minus 90 degrees) limit Page - 44/95

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Step16

Step17

Step18

Step19

position. If present, the minimum of the FB ENC is recorded too (although it is not shown in the hand set).

Set FEEDBACK DEVICE to OPTION#3 (feedback pot, feedback encoder and straight ahead toggle switch) and recycle the key to enable the steering by encoder.

When FEEDBACK DEVICE is OPTION #3, it is necessary to seek a falling edge on the SW1 (CNA#3) corresponding at the straight ahead position.

This is done by moving the steered wheel toward a falling edge of the straight ahead switch. Depending by the shape of the iron plate to act the straight ahead sensor, the falling edge may occur either in a CW or in a CCW rotation. If the iron plate in your arrangement generates a sole rising edge in present steering direction, it is possible to reverse the turning direction of the steered wheel during the initial alignment. To do that an OPTIONS called POT UP SW1 EDGE is supplied. When it is ON, the steered wheel seeks the falling edge during an initial automatic rotation in the direction of an increasing FB POT. When it is OFF, the steered wheel seeks the falling edge during an initial automatic rotation in the direction of a decreasing FB POT. (A properly setting of POT UP SW1 EDGE is required to avoid EPS NOT ALIGN alarm).

When FEEDBACK DEVICE is OPTION #3, it is necessary to autoacquire the FB POT value at the matching with the falling edge on the straight ahead switch (SW1). To do that, enter the SET FBPOT AT SW1 setting in the adjustments menu. Save and recycle the key. After the acquisition, the SET FBPOT AT SW1 value should be close to the 2.5 V value; otherwise it is necessary to re-make the FB POT mounting in such a way its wiper is close to 2.5 V at the matching with the falling edge on SW1.

Carry out the complete set-up procedure (see 11.1).

10.3 Stepper Motor with Encoder and Feedback pot: one shot installation procedure This procedure is relative to the connecting drawings Figure 6-2. It describes the step by step installation procedure to get the prototype working in manual mode: to raise the AUTC function it is necessary to make the complete set-up procedure (see topic 11).

For every truck released on the field, the default set-up shall reply the prototype settings and so no installation procedure is required except for the acquisition of the limiting position (see the quick set-up 11.2).

Carry out the procedure in the following order.

Step1 Connect the AC motor phases in such a way the phase references U, V, W on the steering motor correspond to the terminals references (U, V, W) on the eps-ac0.

Step2 In the SET MODEL menu set the SYSTEM CONFIG setting to LEVEL 0 to steer in open loop with a stepper motor in manual mode. Turn off and on the key in order the setting is acquired.

Step3 Set the FEEDBACK DEVICE to OPTION #1 to specify your feedback solution is the sole FEEDBACK POT. Switch off the key after the change. (It is necessary to start with the sole feedback pot to avoid a POSITION ERROR due to the unknown scaling between the encoder counting and the feedback pot value before of an encoder learning operation - Step 12 and 14 below).

Step4 Set option ENCODER CONTROL to OFF.

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Step5 Connect the feedback pot in such a way the FEEDBACK POT reading in the tester menu assumes higher voltage when the FREQUENCY in the tester menu is positive. When a FB POT LOCKED alarm occurs immediately after switching on the key, it means the motor is turning away from the wished position (i.e. FEEDBACK POT decreases when the FREQUENCY is positive). Then it is necessary to swap the PPOT with NPOT (CNB#2 with CNB#1).

Step6 Connect the encoder. The encoder supply is between CNB#4 (5 Vdc) and CNA#11 (GND): the two channels are CNB#8 (CHA) and CNB#7 (CHB).

Step7 Verify the reading ENC SPEED in the tester menu is consistent with the reading FREQUENCY in the tester menu. Consistent means that ENC SPEED and FREQUENCY must have the same sign and a close value. If ENC SPEED has a wrong sign, swap CHA (CNB#8) with CHB (CNB#7). If ENC SPEED is not close to FREQUENCY, the encoder resolution is wrong and a different SW is needed (see 12.4.7.12 and 12.4.7.8).

Step8 If the motor runs well without glitches, it is possible to stays with ENCODER CONTROL to OFF; otherwise, turn ENCODER CONTROL to ON. Step9 Verify the steered wheel rotates in the correct direction according to the hand wheel. If it isn’t, swap DL (CNA#9) with QL (CNA#8).

Step10 Set the LIMIT DEVICE option to OFF to avoid the maximum angle limitations.

Step11 Turn the steering wheel until the maximum (plus 90 degrees) steered wheel angle is achieved. This position (plus 90 degrees) corresponds to the maximum value of the FEEDBACK POT reading in the TESTER menu.

Step12 With the steered wheel in the maximum angle (plus 90 degrees), enter and save the adjustment SET MAX FB POT on the hand set to memorize the steer angle feedback pot voltage for the maximum (plus 90 degrees) limit position. If present, the maximum of the FB ENC is recorded too (although it is not shown in the hand set).

Step13 Turn the steering wheel until the minimum (minus 90 degrees) steered wheel angle is achieved. This position (minus 90 degrees) corresponds to the minimum value of the FEEDBACK POT reading in the TESTER menu.

Step14 With the steered wheel in the minimum angle (minus 90 degrees), enter and save the adjustment SET MIN FB POT on the hand set to memorize the steer angle feedback pot voltage for the minimum (minus 90 degrees) limit position. If present, the minimum of the FB ENC is recorded too (although it is not shown in the hand set).

Step15 Set FEEDBACK DEVICE to OPTION#2 (feedback pot plus feedback encoder) and recycle the key to enable the steering by encoder.

Step16 Carry out the complete set-up procedure (see 11.1).

10.4 Stepper Motor with Encoder and Toggle Switch(es): one shot installation procedure This procedure is relative to the connecting drawings Figure 6-2. It describes the step by step installation procedure to get the prototype working in manual mode: to raise the AUTC function it is necessary to make the complete set-up procedure (see topic 11).

For every truck released on the field, the default set-up and wiring shall reply the prototype settings and so no installation procedure is required except for the acquisition of the limiting position (see the quick set-up 11.2).

Carry out the procedure in the following order.

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Step1 Connect the AC motor phases in such a way the phase references U, V, W on the steering motor correspond to the terminals references (U, V, W) on the eps-ac0.

Step2 In the SET MODEL menu set the SYSTEM CONFIG setting to LEVEL 0 to steer in open loop with a stepper motor in manual mode. Turn off and on the key in order the setting is acquired.

Step3 Set the FEEDBACK DEVICE to OPTION #4 to specify your feedback solution is the encoder with one or two toggle switches. Switch off the key after the change.

Step4 Turn the special adjustment DEBUG OUTPUT to Level 11 to inhibit the alarm POSITION ERROR and recycle the key.

Step4 Set option ENCODER CONTROL to OFF. Step5 Connect the encoder. The encoder supply is between CNB#4 (5 Vdc) and CNA#11 (GND): the two channels are CNB#8 (CHA) and CNB#7 (CHB).

Step6 Verify the reading ENC SPEED in the tester menu is consistent with the reading FREQUENCY in the tester menu. Consistent means that ENC SPEED and FREQUENCY must have the same sign and a close value. If ENC SPEED has a wrong sign, swap CHA (CNB#8 with CHB (CNB#7). If ENC SPEED is not close to FREQUENCY, the encoder resolution is wrong and a different SW is needed (see 12.4.7.12 and 12.4.7.8).

Step7 If the motor runs well without glitches, it is possible to stays with ENCODER CONTROL to OFF; otherwise, turn ENCODER CONTROL to ON. Step8 Verify the steered wheel rotates in the correct direction according to the hand wheel. If it isn’t, swap DL (CNA#9) with QL (CNA#8).

Step9 Set the LIMIT DEVICE option to OFF to avoid the maximum angle limitations.

Step10 Detect the encoder counting corresponding to a steered wheel revolution.

To do that, turn the steered wheel some revolutions in CW direction and read the ENC COUNT AT 360 in the tester menu. At every falling edge of the CNA#3 toggle switch (SW1), this reading is updated. It corresponds to the encoder counting for a complete revolution of the steered wheel. ENC COUNT AT 360 shows real time the encoder counting between two consecutive falling edges on the straight ahead toggle switch. The reading is scaled in the range 0 to ±5 V. 5 V corresponds to an encoder counting of 215 events.

-5 V corresponds to an encoder counting of -215 events.

To be sure the shown value is correct, turn the steered wheel some revolutions in the opposite direction. I expect the reading ENC COUNT AT 360 gets the same value but with opposite sign.

Step11 Enter and save the adjustment SET ENC AT 360. The absolute value in the reading ENC COUNT AT 360 will be recorded on SET ENC AT 360.

Step12 Recycle the key and turn the steered wheel to get the WHEEL ANGLE reading in the tester menu close to 0 degrees.

Step13 Check the orientation of the steered wheel in the position having WHEEL ANGLE close to 0. If the steered wheel has not the wished orientation change AUX FUNCTION 11. If AUX FUNCTION 11 is set to Level 5, it is necessary to change to Level 4 or vice versa. If AUX FUNCTION 11 is set to Level 2, it is necessary to change to Level 3 or vice versa.

Step14 Recycle the key. Now, when WHEEL ANGLE is null, the steered wheel must be oriented in the wished direction.

Step15 Turn the steered wheel to have the reading WHEEL ANGLE close to +45 degrees (first sector). Read the ENDSTROKE CW and ENDSTROKE ACW in the tester menu. Set AUX FUNCTION 11 to the proper level as specified below: ENDSTROKE CW=OFF and ENDSTROKE ACW=OFF: Level 2 AEMZP0BA - EPS-AC0 - User Manual

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ENDSTROKE CW=OFF and ENDSTROKE ACW=ON: Level 3 ENDSTROKE CW=ON and ENDSTROKE ACW=OFF: Level 4 ENDSTROKE CW=ON and ENDSTROKE ACW=ON: Level 5 This setting is necessary to match the WHEEL ANGLE measurement (calculated through the encoder counting) with the sector determined with the toggle switches configuration (POSITION ERROR alarm in case of mismatching).

Table 10-1 below shows the correct setting for AUX FUNCTION 11 vs. the toggle switches configuration in the first sector (WHEEL ANGLE inside the range 0 to 90 degrees).

AUX FUNCTION 11

Toggle sw number

Level 0 Level 1 Level 2 Level 3 Level 4 Level 5

1 1 2 2 2 2

SW1 to CNA#3 H L H H L L

SW2 to CNA#2 NC NC H L H L

Table 10-1

Step16 Option AUTOCENTERING enables the automatic alignment at key-on together with the automatic centering operations.

Step17 Option ORIENT THE WHEEL is used only when AUTOCENTERING is ON to specify the steered wheel orientation at the initial automatic alignment. It gets the steered wheel oriented at the straight ahead position (null WHEEL ANGLE) or to the 180 degrees position (depending by this setting).

Step18 Parameters 1ST ANGLE COARSE and 2ND ANGLE COARSE set the maximum steered wheel angle respectively in the positive and negative WHEEL ANGLE. Set both of them to level 9 to avoid angle limitation. Lower setting limits the maximum angle in the range 80 degrees + Level*4degrees (e.g. Level 0 means limitation to 80 deg; Level 1 means limitation to 84 deg and so on).

Step19 If there is not angle limitation, a refreshing of the steered wheel position is made on every edge of the CNA#3 straight ahead toggle switch provided that the absolute value of WHEEL ANGLE is less than 30 degrees. That mean the refreshing is performed for every edge of the straight ahead switch but only once per steered wheel revolution.

If the angle is limited, a refreshing of the steered wheel position is made on every falling edge of the CNA#3. In the worst case a refresh is performed every 360 degrees.

Step20 Don’t forget to turn the special adjustment DEBUG OUTPUT to level 15 after finished the setting procedure to enable the POSITION ERROR test between encoder counting and toggle switches sector. Recycle the key.

Step21 Carry out the complete set-up procedure (see 11.1).

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11 SETTING THE EPS-AC0 11.1 Complete set-up description This procedure shall be executed on the prototype after the installation procedure is completed (see topic 10). The complete set-up changes vs. the truck configuration.

Seek your own configuration below:

11.1.1 Stepper Motor only Step1 Set the SET SAT FREQ adjustment to the corner frequency of the steering motor (see 12.4.2.7).

Step2 Set OVERSAT FREQ adjustment in order the sum between SET SAT FREQ and OVERSAT FREQ gives the wished maximum steering motor speed (see 12.4.2.8).

Step3 Set the NO LOAD CURRENT adjustments to the current the motor drains when lightened at the maximum flux (see 12.4.2.10).

Step4 Set the steer sensitivity with the SPEED LIMIT and SENSITIVITY parameters (see 12.4.4.1-2).

Step5 Set AUTO REQ TYPE in the set model menu to level 0 (no automatic function). (See 12.4.3.2).

Step6 (CAN Bused system only). Set the Dynamic Numbness in open loop (steering sensitivity reduces when the truck speed increases). Use parameters AUX FUNCTION#2 and AUX FUNCTION #3 (see 12.4.4.5-4).

Step7 (No CAN Bused system only). Connect a traction travel demand to CNA#1.

It can be a tiller switch (or a dead-man or a seat switch). This operation supplies the information the truck is moving or not to stand-by the steer when the truck is standing.

11.1.2 Stepper Motor & AUTC When the AUTC is required, it is necessary to carry out all the Steps in paragraph 11.1.1 together with the following: Step1 When the autocentering (AUTC) is required, it is necessary to contact a Zapi technician to decide the physical and the superior protocol layers for the AUTC demanding. (AUTC is a customized function that the eps-ac0 does not execute in its standard version).

One possible arrangement for the AUTC request could be a via CAN bus demanded centering.

Step2 Turn the truck in the automatic centering mode, drive the truck and roll up and down the adjustment SET STEER 0-POS until the truck is straight travelling.

Step3 Set the parameters KP, POS. ACCURACY, LEAD FB REGULAT and LAG FB REGULAT to avoid overshoot or damping during the centering operation (see paragraph 12.4.4).

11.1.3 RTC (Twin Pot) only Step1 Set the SET SAT FREQ adjustment to the corner frequency of the steering motor (see 12.4.2.7).

Step2 Set OVERSAT FREQ adjustment in order the sum between SET SAT FREQ and OVERSAT FREQ gives the wished maximum steering motor speed (see 12.4.2.8).

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Step3 Set the NO LOAD CURRENT adjustments to the current the motor drains when lightened at the maximum flux (see 12.4.2.10).

Step4 Leave the handle steer in its straight position. Enter and Save the adjustment ZERO SP POT (see 12.4.2.16). This operation is used to automatically learn the twin pot voltage.

Step5 Set AUTO REQ TYPE in the set model menu to level 0 (no automatic function).

Step6 Leave the handle steer in its straight position. Drive the truck and roll up and down the adjustment SET STEER 0-POS until the truck is straight travelling.

Step7 Set 1ST ANGLE COARSE (and FINE) to get the steered wheel position limited at +90 degrees when the SET POINT POT reading is maximum.

This is the direction where the FEEDBACK ENC reading is higher than 2.5 Vdc. Step8 Set 2ND ANGLE COARSE (and FINE) to get the steered wheel position limited at -90 degrees when the SET POINT POT reading is minimum. This is the direction where the FEEDBACK ENC reading is lower than 2.5 Vdc. Step9 Try to adjust the NUMBNESS parameter to get the steer less sensitive when close to the straight ahead direction (see 12.4.4.17). (For every new NUMBNESS value, repeat the above Step7 and Step8).

Step10 Try different settings for KP, POS. ACCURACY, LEAD FB REGULAT and LAG FB REGULAT to avoid overshoot or damping during the pursuing operation (see paragraph 12.4.4).

Step11 (CAN Bused system only). Set the Dynamic Numbness in closed loop (steering sensitivity reduces when the truck speed increases). The parameters to handle this function are AUX FUNCTION#2 and AUX FUNCTION #3 (see 12.4.4.5-4).

Step12 (No CAN Bused system only). Connect a traction travel demand to CNA#1.

It can be a tiller switch (or a dead-man or a seat switch). This operation supplies the information the truck is moving or not to stand-by the steer when the truck is standing.

11.1.4 RTC & AUTC When the AUTC is required, it is necessary to carry out all the Steps in paragraph 11.1.3 together with the following: Step1 When the autocentering (AUTC) is required, it is necessary to contact a Zapi technician to decide the physical and the superior protocol layers for the AUTC demanding. (AUTC is a customized function that the eps-ac0 does not execute in its standard version).

One possible arrangement for the AUTC request could be a via CAN bus demanded centering.

11.2 Quick set-up This procedure shall be executed on every manufactured truck. It changes with the configuration. We assume the default setting includes the correct value for SET ENC AT 360 in a configuration with feedback enc and toggle switches. When a configuration with the feedback pot is adopted, step 11 to step 15 in paragraph 10.3 are required too (acquisition of the limits).

11.2.1 Stepper Motor only No set-up required on a truck working open loop (stepper motor) in manual mode only.

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11.2.2 Stepper Motor & AUTC When the Automatic Centering (AUTC) is required on a truck working open loop in manual mode (stepper motor), it is necessary to guide the truck in automatic mode and to perform the following steps: Step1

Roll-up or down the adjustments SET STEER 0-POS to get the truck straight travelling when automatic centered.

11.2.3 RTC only or RTC & AUTC In a truck working closed loop in manual mode (with a Twin Pot connected on the Return To Center handlebar) with or without the AUTC function, it is necessary to perform the following steps: Step1 Step2

Release the handlebar in its straight-ahead rest position and acquire the adjustments ZERO SP POT (to record the rest twin pot voltage).

Roll-up or down the adjustments SET STEER 0-POS to get the truck straight travelling when the handlebar is straight ahead.

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12 PROGRAMMAING & ADJUSTMENTS USING DIGITAL CONSOLE 12.1 Adjustments via console Adjustment of Parameters and changes to the inverter’s configuration are made using the Digital Console. The Console is connected to the CNC connector of the inverter.

12.2 Description of console (hand set) & connection

Figure 12–1

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12.3 Description of standard console menu Digital consoles used to communicate with AC inverter controllers must be fitted with EPROM CK ULTRA, minimum "Release Number 3.02".

The section describes the Zapi hand set functions. Numbers inside the triangles correspond to the same number on the hand set keyboard buttons shown in the Figure 12-1. The orientation of the triangle indicates the way to the next function.

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12.3.1 Stepper motor with Encoder and Feedback pot

Figure 12–2

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12.3.2 RTC with Encoder and Feedback pot

Figure 12–3

AEMZP0BA - EPS-AC0 - User Manual

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12.3.3 Stepper motor with Encoder and Toggle switch(es)

Figure 12-4

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12.4 Function configuration The functions list change with the settings SYSTEM CONFIG and FEEDBACK DEVICE (see 12.4.3.1 and 12.4.1.3). In particular, we will distinguish between the configuration with stepper motor against the one with RTC in the hand wheel: besides we distinguish between the configuration with the encoder plus toggle switches against the one with the encoder plus potentiometer as feedback sensor.

In the next we refer to a complete list that is the union of the settings in the above configurations. When the setting refers to only one configuration, it will be specified in the description.

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12.4.1 Config menu “SET OPTIONS” functions list To enter the CONFIG MENU it is necessary to push in the same time the right side top and left side top buttons. Then roll until the SET OPTION item appears on the hand set display. Push the ENTER button (see Figure 12-5).

EPSAC0 S ZP0.70 24V 50A 00000

Opening Zapi Display Push ROLL UP + SET UP simultaneously to enter CONFIG MENU

% ' % ' ' ' CONFIG MENU SET MODEL

The Display will show : SET MODEL Press ROLL UP or ROLL DOWN button until SET OPTIONS menu appear The Display will show : SET OPTIONS

% ' ' ' ' ' CONFIG MENU SET OPTIONS ' % ' ' ' '

Press ENTER to go in the SET OPTIONS MENU The Display will show the first OPTION

HOURCOUNTER RUNNING

Press SET UP or SET DOWN button in order to modify the OPTION The Display will show the new option

' ' % ' ' % HOURCOUNTER KEYON ' ' ' ' % '

Press OUT to exit the menu The Display will ask “ARE YOU SURE?”

ARE YOU SURE? YES=ENTER NO=OUT

Press ENTER for YES, or OUT for No

' % ' ' ' '

The Display will show : SET OPTIONS Press OUT again. Display now will show the opening Zapi menu

' ' ' ' % '

CONFIG MENU SET OPTIONS ' ' ' ' % '

Figure 12–5

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1) HOUR COUNTER This option specifies the hour counter mode. It can be set one of two: - RUNNING: The counter registers travel time only.

- KEY ON: The counter registers when the "key" switch is closed.

2) MICRO CHECK This option is useful to support debug and troubleshooting. It makes possible to inhibit the supervisor (Slave uC) operations and allows the system to run with just the Main uC. When entering this operating mode the safety contacts stay open. Therefore, traction shall be disabled. It can be set one of two: - PRESENT: Default setting: enable the operations of the supervisor (Slave uC).

- ABSENT: Disable the operations of the supervisor (Slave uC). The safety contacts stay opened.

3) FEEDBACK DEVICE This option specifies which kind of Feedback Sensor is adopted. Here is the feedback sensor list: - OPTION #1: FB POT only.

The only feedback sensor is the potentiometer at the steered wheel. This setting must be temporary chosen for the set-up of the FB ENC & FB POT configuration (see below). After the set-up is ended, it is necessary to turn FEEDBACK DEVICE to OPTION #2 to get the steer working with FB ENC & FB POT. - OPTION #2: FB POT & FB ENC. This is the right setting when the encoder is chosen together with the FB POT. Pay attention, the set-up must be done with the FEEDBACK DEVICE to OPTION #1. When the setup is finished, turn to OPTION #2. When the FEEDBACK DEVICE is OPTION #2 an automatic centering is always carried out at key-on.

- OPTION #3: FB POT & FB ENC & ONE TOGGLE SWITCH This is the right setting when the encoder is chosen together with the FB POT and a straight ahead toggle switch (SW1).

Pay attention, the set-up must be done with the FEEDBACK DEVICE to OPTION #1. When the set-up is finished, turn to OPTION #3. When the FEEDBACK DEVICE is OPTION #3 an automatic centering is always carried out at key-on.

- OPTION #4: FB ENC & ONE (or TWO) TOGGLE SWITCHES This is the right setting when the FB POT is not present and two toggle switches are adopted (normally in the straight and 90 degrees angled positions of the steered wheel). At key on, an Automatic Centering operation is executed seeking the Toggle Switch signal (SW1 on CNA#3). When the Toggle Switch edge is met the Encoder counter is zeroed. The 2nd Switch (SW2 on CNA#2) is used to verify the encoder counter at 90° is matched with the SW2 transition.

4) LIMIT DEVICE (Versions with FEEDBACK DEVICE to OPTION #1, 2, 3 only). When this option is set ON, the steered wheel angle will be limited using the feedback sensor value. It can be set one of two: - ON: When the feedback sensor overtakes either the CW or the CCW limit (see 12.4.2.13-14, SET MAX FB POT, SET MIN AEMZP0BA - EPS-AC0 - User Manual

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-

OFF:

FB POT), the steered wheel angle shall be automatically limited.

No steered wheel angle limitation, based on the feedback sensor value, occurs.

Note: the configurations without toggle switches (FB POT only and FB POT & FB ENC) may use the switches connected to CNA#3 and CNA#2 as CW and CCW limiting requests. Then, the limitation through the feedback device and the limitation through the limiting switches are processed with an OR Logic.

5) AUTOCENTERING (Versions with FEEDBACK DEVICE to OPTION #4 only). When this option is set ON, the controller performs an automatic centering at key-on and enables the function to operate an automatic centering on demand. Set AUTOCENTERING to OFF if the automatic centering function is not required.

6) DIRECTION GAUGE Not used.

7) AUX FUNCTION 1 This option sets the steering mode after the feedback sensor has reached the commanded position (it is used only in closed loop configurations (i.e. RTC and automatic centering)). It can be set one of three: - LEVEL 0: The steering control is always active when a travel demand is active. The steer control is turned off when the travel demands are deactivated (after a 3 sec delay).

- LEVEL 1: The steering control is alternatively turned off (15 secs long plus the AUXILIARY TIME) and on (3 secs long).

- LEVEL 2: The steering control is alternatively turned off (15 secs long plus the AUXILIARY TIME) and on (3 secs long) but only when a travel demand is active.

AUXILIARY TIME is the delay (in secs) the DC standing current takes to arrive to 0 (see 12.4.4.11).

8) DIAG MOTOR TEMP This option enables the diagnosis of the motor temperature. When it is set On and the motor temperature overtakes 150°, a MOTOR TEMPERAT alarm occurs.

The KTY84-130 motor thermal sensor must be connected between CNB#3 and a minus battery (CNA#13).

9) AUX FUNCTION 11 (only when FEEDBACK DEVICE is OPTION #4). Option AUX FUNCTION 11 specifies the number of toggle switches (one or two) and defines the correspondence between the levels of the toggle switches and the steer sector (quadrant).

Set AUX FUNCTION 11 to the proper Level following table 10-1 (see 10.4). The proper level must be meant as the one meeting the configuration of the toggle switches in the first sector (WHEEL ANGLE between 0 and 90 degrees).

10) ENCODER CONTROL This option specifies if the motor is controlled via encoder or completely sensorless. Normally it is set OFF. When glitches are heard from the motor, it is necessary to turn to a sensored control. In this case set ENCODER CONTROL to On. Then, take care the encoder resolution used in the software (see 4.5.3) is Page - 60/95

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matched with the actual encoder resolution.

11) ORIENT THE WHEEL (only when FEEDBACK DEVICE is OPTION #4). Option ORIENT THE WHEEL is used only when AUTOCENTERING is ON to specify the steered wheel orientation at the initial automatic alignment. It gets the steered wheel oriented at the straight ahead position (null WHEEL ANGLE) or to the 180 degrees position (depending by this setting).

12) POT UP SW1 EDGE (only when FEEDBACK DEVICE is OPTION #3). It is possible to reverse the turning direction of the steered wheel during the initial alignment. To do that an OPTIONS called POT UP SW1 EDGE is supplied. When it is ON, the steered wheel seeks the falling edge during an initial automatic rotation in the direction of an increasing FB POT. When it is OFF, the steered wheel seeks the falling edge during an initial automatic rotation in the direction of a decreasing FB POT. (A properly setting of POT UP SW1 EDGE is required to avoid EPS NOT ALIGN alarm).

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12.4.2 Config menu “ADJUSTMENTS” functions list To enter the CONFIG MENU it is necessary to push in the same time the right side top and left side top buttons. Then roll until the ADJUSTMENTS item appears on the hand set display. Push the ENTER button (see the Figure 12-6 below).

EPSAC0 S ZP0.70 24V 50A 00000

1)

Opening Zapi Menu

2)

Press Top Left & Right Buttons to enter CONFIG MENU

3)

The Display will show: SET MODEL

4)

Press ROLL UP button until ADJUSTMENTS MENU appears

5)

ADJUSTMENTS appears on the display

6)

Press ENTER to go into the ADJUSTMENTS MENU

7)

The display will show:

8)

Press ROLL UP or ROLL DOWN button until the desired parameter is reached

9)

The desired parameter appears

% ' % ' ' ' CONFIG MENU SET MODEL % ' ' ' ' ' CONFIG MENU ADJUSTMENTS ' % ' ' ' ' ADJUSTMENT #01 LEVEL= 0 % ' ' % ' ' SET SAT. FREQ. 100HZ

10) Press SET UP or SET DOWN button to modify the adjustment

' ' % ' ' % SET SAT. FREQ. 110HZ

11) Press OUT

' ' ' ' % '

12) Press ENTER to confirm

' % ' ' ' '

13) Repeat the same from 5 to 12 points for the other adjustments Figure 12–6

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1) ADJUSTMENT #01 This setting is used to acquire the motor resistance (see 13.1).

2) SET CURRENT This setting is factory adjusted to calibrate the ADJUSTMENT #03 and #04 below.

3) ADJUSTMENT #02 Motor resistance in milliohms. This is the resistance of the motor measured between two motor terminals. The motor resistance may be either self-acquired with the procedure 13.1 or may be set by rolling up or down this adjustment.

4) ADJUSTMENT #03 (Factory adjusted). Parameter to compensate for the gain of the current amplifier in phase W. 5) ADJUSTMENT #04 (Factory adjusted). Parameter to compensate for the gain of the current amplifier in phase V. 6) SET BATTERY TYPE Set this adjustment to the nominal battery voltage. Pay attention, never set SET BATTERY TYPE higher than 36 V for a 24/36 V controller.

7) SET SAT. FREQ. Set this adjustment to the corner frequency of the motor. SET SAT FREQ is to be meant as the maximum frequency at which the motor supplies the maximum torque (it is the superior limit of the constant torque characteristic). Frequency higher than SET SAT FREQUENCY gets the motor weakened.

8) OVERSAT FREQ The maximum motor frequency is set with the sum between SET SAT FREQ and OVERSAT FREQ. OVERSAT FREQ is the increment, over the SET SAT FREQUENCY, in which the steering motor works with degraded flux (weakening area). Default choice is 1 Hz (i.e. the steering motor never works in the weakening region).

9) MAXIMUM SLIP (Factory adjusted). MAXIMUM SLIP modifies the acceleration and deceleration ramp for the frequency in the motor. Higher MAXIMUM SLIP gets faster acceleration and deceleration ramp.

If the encoder is used for the motor control (ENCODER CONTROL is On), MAXIMUM SLIP has another meaning: it is the slip to be applied when the control is sourcing the maximum current.

10) NO LOAD CURRENT In order it shall be possible to weaken the steering motor when lightened (reducing power loss in the motor), it is necessary to specify the current the motor drains when working full flux and without load (NO LOAD CURRENT). To find this value it is necessary to set the DEBUG OUTPUT to level 10 (see 12.4.6.4) and to measure the current in the motor when running without load and a frequency close to SET SAT FREQ/2.

11) AUX VOLTAGE #1 (Factory adjusted). This is the self-acquired offset value of the stepper motor line connected to CNA#9. The default value is 2.500 mV and can be re-acquired AEMZP0BA - EPS-AC0 - User Manual

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by rolling the DEBUG OUTPUT to 0 (see 12.4.6.4).

12) AUX VOLTAGE #2 (Factory adjusted). This is the self-acquired offset value of the stepper motor line connected to CNA#8. The default value is 2.500 mV and can be re-acquired by rolling the DEBUG OUTPUT to 0 (see 12.4.6.4).

13) SET MIN FB POT (Versions with FB POT only). This adjustment is used to self-acquire (see 10.3 and 10.4) the feedback pot value and the encoder counting corresponds to the limiting position having the FEEDBACK POT reading lower than 2.5V (typically 90 degrees). If the option LIMIT DEVICE is set On, the steered wheel angle will be limited when the FEEDBACK POT reading is lower than SET MIN FB POT value.

14) SET MAX FB POT (Versions with FB POT only). This adjustment is used to self-acquire (see 10.3 and 10.4) the feedback pot value and the encoder counting corresponds to the limiting position having the FEEDBACK POT reading higher than 2.5 V (typically +90 degrees). If the option LIMIT DEVICE is set On, the steered wheel angle will be limited when the FEEDBACK POT reading is higher than SET MAX FB POT value.

15) SET ENC AT 360 (Versions with FEEDBACK DEVICE to OPTION #4 only). This adjustment is used to self-acquire (see 10.4) the encoder counting corresponding to a complete steered wheel revolution. It is used in the arrangements using the FB ENC and Toggle switches to properly scale the encoder counting with the steered wheel angle (WHEEL ANGLE).

16) ZERO SP POT (RTC version only). This adjustment is used to self-acquire (see 11.1.3 and 11.2.3) the voltages on the twin potentiometers when the steer handle is released in its straight ahead position. Just push the enter button with a released steer handle to record the new ZERO SP POT value.

17) SET STEER 0-POS Although ZERO SP POT was acquired, it is possible the steer handle is released but the steered wheel is not straight-ahead yet. This offset can be compensated through this adjustment. It must be set to the FEEDBACK ENC value corresponding to a perfectly straight-ahead steered wheel. This setting is used for manual mode RTC and AUTC. SET STEER 0-POS may be rolled up or down in 5 mV steps.

18) SET FBPOT AT SW1 (Versions with FEEDBACK DEVICE to OPTION #3 only). Reading READ FBPT AT SW1 provides the FB POT value at the initial matching with the falling edge on the straight ahead switch (SW1). By entering adjustment SET FBPOT AT SW1, its value changes to the value of reading READ FBPOT AT SW1 (i.e. the READ FBPO AT SW1 is recorded on SET FBPOT AT SW1). In normal condition, reading READ FBPT AT SW1 is expected to reply the SET FBPOT AT SW1 value. When a displacement exists between these two values, a POSITION ERROR alarm may occur (see 14.1.3.5).

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12.4.3 Config menu “SET MODEL” functions list To enter the CONFIG MENU it is necessary to push in the same time the right side top and left side top buttons. Then roll until the SET MODEL item appears on the hand set display. Push the ENTER button (see the Figure 12-7 below).

EPSAC0 S ZP0.70 24V 50A 00000

1)

Opening Zapi Menu

2)

Press Top Left & Right Buttons to enter CONFIG MENU

3)

The Display will show: SET MODEL

4)

Press ENTER to go into the SET MODEL MENU

5)

The display will show:

6)

Press ROLL UP or ROLL DOWN button until the desired parameter is reached

7)

The desired parameter appears

8)

Press SET UP or SET DOWN button to modify the adjustment

% ' % ' ' ' CONFIG MENU SET MODEL ' % ' ' ' ' SYSTEM CONFIG LEVEL= 0 % ' ' % ' ' MODEL TYPE. 0 ' ' % ' ' % MODEL TYPE. 1

9)

' ' ' ' % '

Press OUT

' % ' ' ' '

10) Press ENTER to confirm 11) Repeat the same from 5 to 10 points for the other adjustments Figure 12–7

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1) SYSTEM CONFIG Level 0 to 6. This setting is used to select the steer configuration (i.e. the open or closed loop mode and the type of command sensors) in the following combination list.

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-

LEVEL 0:

-

LEVEL1:

-

LEVEL 2:

-

LEVEL 3:

-

LEVEL 4:

Stepper motor with feedback sensor. This is an open loop configuration. The stepper motor is used as a tachogenerator to supply the wished steering motor speed.

The feedback sensor is not strictly necessary in open loop configuration; in spite of that, this setting specifies the feedback sensor is present and it will be used for the automatic function (AUTC), maximum angle limitation, detection of the locked motor and to perform the alignment at the rest position.

The FEEDBACK DEVICE option (see 12.4.1.3) specifies which kind of feedback sensor is adopted.

Twin pot with feedback sensor. This is a closed loop configuration. The twin pot supplies the commanded position for the steered wheel. The feedback sensor is mandatory to close the loop with the commanded position. The twin pot is a double potentiometer with complementary action (see 4.4.2).

The FEEDBACK DEVICE option (see 12.4.1.3) specifies which kind of feedback sensor is adopted.

Via CAN demanded-speed with feedback sensor. This is an open loop configuration. A remote unit provides the wished steering motor speed via CAN Bus. The feedback sensor is not strictly necessary in open loop configuration; in spite of that, this setting specifies the feedback sensor is present and it will be used for the automatic function (AUTC), maximum angle limitation, detection of the locked motor and to perform the alignment at the rest position.

The FEEDBACK DEVICE option (see 12.4.1.3) specifies which kind of feedback sensor is adopted.

Via CAN demanded-position with feedback sensor. This is a closed loop configuration. A remote unit provides the commanded position for the steered wheel via CAN Bus. The feedback sensor is mandatory to close the loop with the commanded position.

The FEEDBACK DEVICE option (see 12.4.1.3) specifies which kind of feedback sensor is adopted.

Stepper motor without feedback sensor. This is an open loop configuration. The stepper motor is used as a tachogenerator to supply the wished steering motor speed.

As the feedback sensor is not strictly necessary in open loop mode, it is possible to work without feedback sensor at all. In spite of that, when the maximum angle limitation via feedback sensors is enabled (option LIMIT DEVICE to ON when FEEDBACK DEVICE is OPTION #1,2,3; 1ST ANGLE COARSE and 2ND ANGLE COARSE less than level 9 when FEEDBACK DEVICE is OPTION #4), the feedback sensor is expected to perform the secondary functions of maximum angle limitation, detection of the locked motor and to perform the alignment at the rest position. When these conditions are met, the FEEDBACK DEVICE option (see 12.4.1.3) specifies which kind of feedback sensor is adopted for the secondary AEMZP0BA - EPS-AC0 - User Manual

functions. With this choice, the automatic functions are inhibited (the AUTC function isn’t possible).

- LEVEL 5: Single pot with feedback sensor. This is a closed loop configuration. The single pot supplies the commanded position for the steered wheel. The feedback sensor is mandatory to close the loop with the commanded position.

This choice is just for testing a prototype before to gather a twin pot; we strongly advice against using this configuration for the field production.

The FEEDBACK DEVICE option (see 12.4.1.3) specifies which kind of feedback sensor is adopted.

- LEVEL 6: Via CAN demanded speed without feedback sensor. This is an open loop configuration. A remote unit provides the wished steering motor speed via CAN Bus. As the feedback sensor is not strictly necessary in open loop mode, it is possible to work without feedback sensor at all. In spite of that, when the maximum angle limitation via feedback sensors is enabled (option LIMIT DEVICE to ON when FEEDBACK DEVICE is OPTION #1-2-3; 1ST ANGLE COARSE and 2ND ANGLE COARSE less than level 9 when FEEDBACK DEVICE is OPTION #4), the feedback sensor is expected to perform the secondary functions of maximum angle limitation, detection of the locked motor and to perform the alignment at the rest position. When these conditions are met, the FEEDBACK DEVICE option (see 12.4.1.3) specifies which kind of feedback sensor is adopted for the secondary functions. With this choice, the automatic functions are inhibited (the AUTC function isn’t possible).

In the above list, the configurations with the command via CAN Bus may be developed only if the communication protocol between eps-ac0 and remote unit is known.

2) AUTO REQ TYPE Level 0 to 9. This setting specifies the type of the automatic request. The standard version foresees no automatic function so this setting is ineffective.

The only exception is the configuration FEEDBACK DEVICE to OPTION #4 (encoder and toggle switches). Then the automatic centering is regulated with the option AUTOCENTERING (see 12.4.1.5). AUT REQ TYPE will be handled time to time according the automatic function customer’s specification.

3) CONNECTED TO It assumes a number between 0 to 255. This setting is used to (virtually) connect the hand-set to a remote unit CAN Bus connected. With the hand-set connected to the eps-ac0 it is possible to communicate with a remote Zapi unit.

Every Zapi unit has its own identification number (e.g. eps-ac0 is 6; traction controller is 2; pump controller is 1).

By setting CONNECTED TO to 2, the hand set will be virtually connected to the traction controller.

4) MODEL TYPE It assumes a number between 0 to 3. This setting is used to specify which one local elaboration unit must be virtually connected to the hand-set.

In fact eps-ac0 has two uCs aboard. When MODEL TYPE is set to 0, the hand set is communicating with the main uC; when MODEL TYPE is set to 1, the hand set is communicating with the slave uC. AEMZP0BA - EPS-AC0 - User Manual

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12.4.4 Main menu “PARAMETER CHANGE” functions list To enter the MAIN MENU it is just necessary to push the ENTER button from the home display in the hand set.

EPSAC0 S ZP1.93 24V 50A 00000

1)

Opening Zapi Menu

2)

Press ENTER to go into the General Menu

3)

The Display will show: PARAMETER CHANGE

4)

Press ENTER to go into the Parameter Change facility

5)

The Display will show the first parameter

6)

Press either ROLL UP and ROLL DOWN to display the next parameter

% ' ' % ' '

7)

The names of the Parameters appear on the Display

SENSITIVITY LEVEL = 0

8)

When desired Parameter appear, it’s possible to change the Level by pressing either SET UP or SET DOWN buttons.

9)

The Display will show the new level

' % ' ' ' ' MAIN MENU PARAMETER CHANGE ' % ' ' ' ' SPEED LIMIT LEVEL = 7

' ' % ' ' % SENSITIVITY LEVEL = 1

10) When you are satisfied with the result of the changes you have made, press OUT

' ' ' ' % ' ARE YOU SURE? YES=ENTER NO=OUT

11) The Display asks: “ARE YOU SURE?” 12) Press ENTER to accept the changes, or press OUT to discard them

' ' ' ' % ' MAIN MENU PARAMETER CHANGE

13) The Display will show Figure 12–8

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1) SPEED LIMIT (Stepper Motor version only). Level 0 to 9. It determines the scaling factor between the speed of the steering wheel and the speed of the steering motor but only when the steering wheel is fast turning. By increasing the SPEED LIMIT value, the steering motor speed increases too. In practice, it sets the maximum motor speed when the steering wheel is fast turning.

2) SENSITIVITY (Stepper Motor version only). Level 0 to 9. It determines the scaling factor between the speed of the steering wheel and the speed of the steering motor but only when the steering wheel is slow turning. By increasing the SENSITIVITY value, the steering motor speed increases too. In practice, it changes the sensitivity of the steering wheel when it is slow turning.

3) CREEP SPEED Level 0 to 9. It sets a minimum amount of motor torque when the steering motor is slow turning. It is useful (together with the ANTIROLLBACK parameter, see 12.4.4.12) to neutralize the recall torque generated by the elastic tyre on the steered wheel.

4) AUX FUNCTION #3 Depending on the configuration, this parameter has different meaning.

RTC version: Level 0 to 9. This setting performs the Dynamic Numbness compensation: it consists of a reduction in the steer sensitivity when the truck is driving at high speed. To get this goal, this setting adjusts the maximum angle at full truck speed. When the truck speed increases, the maximum steered wheel angle reduces proportionally. When the truck is full speed the steered wheel angle is limited to a percentage of the absolute maximum steered wheel angle (i.e. 90 degrees) specified with this setting.

-

LEVEL 0:

Maximum steered angle at full truck speed is 73% (i.e. 66 degrees).

- LEVEL 1: Maximum steered angle at full truck speed is 66% (i.e. 59 degrees).

- LEVEL 2: Maximum steered angle at full truck speed is 59% (i.e. 53 degrees).

- LEVEL 9: Maximum steered angle at full truck speed is 10% (i.e. 9 degrees).

Each step has a weight of 7%.

Stepper Motor version: Level 0 to 9. This setting performs the Dynamic Numbness compensation: it consists of a reduction in the steer sensitivity when the truck is driving at high speed. To get this goal, it is necessary to attenuate the scaling factor between the speed of the steering wheel and the speed of the steering motor. AUX FUNCTION #3 does that but only when the steering wheel is fast turning. This attenuation must be proportional to the drive speed. At full drive speed the attenuation of the scaling factor is maximum.

AUX FUNCTION #3 to Level 0 means no attenuation of the scaling factor with the truck speed.

AUX FUNCTION #3 to Level 9 means maximum attenuation of the scaling factor with the truck speed.

Obviously, to perform the Dynamic Numbness compensation, it is necessary to know the drive speed and so the eps-ac0 must be CAN Bus connected.

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5) AUX FUNCTION #2 Depending on the configuration, this parameter has different meaning.

RTC version: Level 0 to 9. This setting performs the Dynamic Numbness compensation: it consists of a reduction in the steer sensitivity when the truck is driving at high speed. To get this goal, this setting adjusts the percentage of the maximum truck speed, at which the steered angle reduction will start. Then for higher speed the steered angle reduction increases proportionally up to the above specified limit.

-

LEVEL 0:

-

LEVEL 1:

-

LEVEL 2:

-

LEVEL 9:

max angle starts to reduce when the truck speed is 1% of the maximum speed. max angle starts to reduce when the truck speed is 12% of the maximum speed. max angle starts to reduce when the truck speed is 23% of the maximum speed. max angle starts to reduce when the truck speed is 100% of the maximum speed (No max angle reduction).

Each step has a weight of 11%.

Stepper Motor version: Level 0 to 9. This setting performs the Dynamic Numbness compensation: it consists of a reduction in the steer sensitivity when the truck is driving at high speed. To get this goal, it is necessary to attenuate the scaling factor between the speed of the steering wheel and the speed of the steering motor. AUX FUNCTION #2 does that but only when the steering wheel is slow turning. This attenuation must be proportional to the drive speed. At full drive speed the attenuation of the scaling factor is maximum.

AUX FUNCTION #2 to Level 0 means no attenuation of the scaling factor with the truck speed.

AUX FUNCTION #2 to Level 9 means maximum attenuation of the scaling factor with the truck speed.

Obviously, to perform the Dynamic Numbness compensation, it is necessary to know the drive speed and so the eps-ac0 must be CAN Bus connected.

6) KP Level 0 to 9. It is used to set the proportional contribution to a PID algorithm for RTC and AUTC functions. The proportional contribution is applied to the difference between the commanded position and the real position (steered wheel angle). The accuracy of the pursuing between commanded and real position increases if KP increases. It is used in closed loop applications.

7) POS. ACCURACY Level 0 to 9. It is used to set the proportional contribution to a PID algorithm for RTC and AUTC functions. The proportional contribution is applied to the difference between the commanded position and the real position (steered wheel angle). The accuracy of the pursuing between commanded and real position increases if POS. ACCURACY increases. POS. ACCURACY is used only for closed loop applications. KP and POS. ACCURACY are a coarse and a fine contribution to the same setting.

8) DYNAM NUMB ANG Level 0 to 9. This parameter handles the Dynamic Numbness vs. the Steering Error for RTC and AUTC functions. This functions applies a linear Page - 70/95

AEMZP0BA - EPS-AC0 - User Manual

correspondence between the steering motor speed and the angle error between the actual commanded position and the latest steady state position of the steered wheel: when this angle error is wider than the angle specified with this setting, there will be no clamp on the steering motor speed (full speed steering motor is SET SAT FREQ plus OVERSAT FREQ); when this angle error is smaller than 40% of the angle specified with this setting, the maximum Numbness will be applied. This parameter sets the angle, between the commanded position and the latest steady state position, at which the steering motor speed gets its maximum value (SET SAT FREQ plus OVERSAT FREQ).

-

LEVEL 0:

No Numbness if the angle between tiller and latest steady state is higher than 5°.

- LEVEL 1: No Numbness if the angle between tiller and latest steady state is higher than 11°.

- LEVEL 2: No Numbness if the angle between tiller and latest steady state is higher than 17°.

- LEVEL 9: No Numbness if the angle between tiller and latest steady state is higher than 60°.

Each step has a weight of 6 degrees.

9) DYNAM NUMB SPEED Level 0 to 9. This parameter handles the Dynamic Numbness vs. the Steering Error for RTC and AUTC functions. This functions applies a linear correspondence between the steering motor speed and the angle error between the actual commanded position and the latest steady state position of the steered wheel. This parameter sets the percentage of the full steering motor speed is applied when in the full Dynamic Numbness. The full steering motor speed is the sum of the SET SAT FREQ and OVERSAT FREQ settings. When the angle between the actual commanded position and the latest steady state position is less than 40% of the DINAM NUMB ANG setting, the Full Dynamic Numbness vs. the Steering Error is applied and the steering speed is clamped to the DYNAM NUMB SPEED percentage below.

-

LEVEL 0:

At full Dynamic Numbness, the steering motor frequency is clamped to 40% (maximum Numbness).

- LEVEL 1: At full Dynamic Numbness, the steering motor frequency is clamped to 46%.

- LEVEL 2: At full Dynamic Numbness, the steering motor frequency is clamped to 53%.

- LEVEL 9: At full Dynamic Numbness, the steering motor frequency is clamped to 100% (no Numbness).

Each step more has a weight of 6.6 %.

10) COMPENSATION Level 0 to 2. This parameter applies a compensation for the drops in the motor connections to have a real Emf/f control law.

-

LEVEL 0: LEVEL 1: LEVEL 2:

No compensation.

Compensate the drop on power mosfets and cables.

Compensate the drop on power mosfet, cables and motor resistance.

COMPENSATION to LEVEL 2 is strongly suggested (the correct setting of the motor resistance is required when COMPENSATION is set to LEVEL 2-see 13.1).

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11) AUXILIARY TIME This parameter defines the time, after the steer handle is released and the travel demand deactivated, for which the stand still torque is applied.

-

LEVEL 0: LEVEL 1: LEVEL 9:

No stand still torque.

Brief application of the stand still torque (about 6 secs).

Long application of the stand still torque (about 90 secs).

Intermediate levels are for proportionally increasing auxiliary time. The stand still torque reduces with a ramp from the ANTIROLLBACK value down to zero with a delay specified with this setting.

12) ANTIROLLBACK This parameter adjusts the standstill torque after the steer handle is released and the travel demand deactivated. It is in percentage of the maximum current.

Injecting a continuous current in the motor generates the stand still torque. It is useful (together with the CREEP SPEED parameter, see 12.4.4.3) to neutralize the recall torque generated by the elastic tyre on the steered wheel.

13) 1ST ANGLE COARSE Depending on the configuration, this parameter has different meaning.

RTC version with feedback pot: This parameter regulates in coarse steps the maximum steered wheel angle in the direction where FEEDBACK ENC is higher than 2.5 V. It is a scaling factor between the SET POINT POT reading and the FEEDBACK ENC reading.

By increasing this parameter, the maximum steered wheel angle increases too.

The maximum angle in RTC should be regulated in feedforward way by properly adjusting the angle settings.

Stepper Motor version with toggle switches: This parameter regulates in coarse steps the maximum steered wheel angle in the direction where FEEDBACK ENC is higher than 2.5 V. It limits the angle measured with the reading WHEEL ANGLE in the following range: - LEVEL 0: Angle is limited to a WHEEL ANGLE is +80 degrees.

- LEVEL 1: Angle is limited to a WHEEL ANGLE is +84 degrees.

- LEVEL 9: Angle is limited to a WHELL ANGLE is +118 degrees.

Each step has a weight of 3.8 degrees.

When 1ST ANGLE COARSE and 2ND ANGLE COARSE are both to Level 9, the angle limitation is inhibited.

14) 1ST ANGLE FINE (RTC version only). This parameter regulates in fine steps the maximum steered wheel angle in the direction where FEEDBACK ENC is higher than 2.5 V. It is used in closed loop application only (RTC) and it is a scaling factor between the SET POINT POT reading and the FEEDBACK ENC reading.

By increasing this parameter, the maximum steered wheel angle increases too.

15) 2ND ANGLE COARSE Depending on the configuration, this parameter has different meaning.

RTC version with feedback pot: This parameter regulates in coarse steps the maximum steered wheel angle in the direction where FEEDBACK ENC is lower than 2.5 V. It is a scaling factor between the SET POINT POT reading and the FEEDBACK ENC reading.

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By increasing this parameter, the maximum steered wheel angle increases too.

The maximum angle in RTC should be regulated in feedforward way by properly adjusting the angle settings.

Stepper Motor version with toggle switches: This parameter regulates in coarse steps the maximum steered wheel angle in the direction where FEEDBACK ENC is lower than 2.5 V. It limits the angle measured with the reading WHEEL ANGLE in the following range: - LEVEL 0: Angle is limited to a WHEEL ANGLE is -80 degrees.

- LEVEL 1: Angle is limited to a WHEEL ANGLE is -84 degrees.

- LEVEL 9: Angle is limited to a WHELL ANGLE is -118 degrees.

Each step has a weight of 3.8 degrees.

When 1ST ANGLE COARSE and 2ND ANGLE COARSE are both to Level 9, the angle limitation is inhibited.

16) 2ND ANGLE FINE (RTC version only). This parameter regulates in fine steps the maximum steered wheel angle in the direction where FEEDBACK ENC is lower than 2.5 V. It is used in closed loop application only (RTC) and it is a scaling factor between the SET POINT POT reading and the FEEDBACK ENC reading.

By increasing this parameter, the maximum steered wheel angle increases too.

17) NUMBNESS (RTC version only). This parameter reduces the steering sensitivity close to the straight-ahead direction.

-

LEVEL 0: LEVEL 9:

No reduction in the steer sensitivity with the steering angle.

Steering 4.5 less sensitive in the straight ahead direction.

Intermediate reductions of sensitivity are applied for intermediate settings. The steering sensitivity increases in a proportional relationship with the increased steering wheel angle. To be more precise, by increasing the NUMBNESS setting, no sensitivity modification is applied when the steering wheel is close to be straight, but higher sensitivity is applied when the steering wheel is angled.

As consequence, when changing the NUMBNESS value, it is necessary to readjust the maximum angle limitations with the settings 1ST ANGLE COARSE (and FINE) and 2ND ANGLE COARSE (and FINE).

18) LAG FB REGULAT Level 0 to 9. It is used to set the integral (lag) contribution to a PID algorithm for RTC and AUTC functions. The integral contribution is applied to the FEEDBACK ENC value only. It works like a low pass filter to get smooth the pursuing next to the commanded position. The derivative (lead) contribution generates dither that is possible to reduce by increasing this adjustment. Obviously lag and lead regulations influence the stability of the closed loop and so different setting must be empirically tried to avoid oscillations.

-

LEVEL 0: LEVEL 9:

lowest lag contribution (high cut off frequency low pass filter). highest lag contribution (low cut off frequency low pass filter).

19) LEAD FB REGULAT Level 0 to 9. It is used to set the derivative (lead) contribution to a PID algorithm for RTC and AUTC functions. The derivative contribution is applied to the FEEDBACK ENC value only. High LEAD FB REGULAT value brakes the steering motor in advance respect to the commanded position so avoiding the AEMZP0BA - EPS-AC0 - User Manual

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overshooting of the commanded position. On the other side generates damping and dither, close to the commanded position. Obviously lag and lead regulations influence the stability of the closed loop and so different setting must be empirically tried to avoid oscillations.

-

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LEVEL 0: LEVEL 9:

lowest lead contribution (overshooting is favourite). highest lead contribution (damping is favourite).

AEMZP0BA - EPS-AC0 - User Manual

12.4.5 Zapi menu “HARDWARE SETTINGS” functions list To enter this Zapi hidden menu a special procedure is required. Ask this procedure directly to a Zapi technician.

1) MAXIMUM CURRENT MAXIMUM CURENT sets the limit for the current in the controller.

2) CAN BUS ABSENT or PRESENT. This setting specifies whether the eps-ac0 is CAN Bus connected or not. When CAN BUS is ABSENT, the CAN BUS KO alarm is inhibited together with any starting sequence used to synchronize via CAN Bus the eps-ac0 with the other controllers.

3) SET HI RESOL AD When it is set to Level 1, enables an analog to digital conversion with high resolution applied to the command pot CPOC1. Level 0 means the high resolution AD conversion is inhibited. Level 2 is not used.

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12.4.6 Zapi menu “SPECIAL ADJUSTMENT” functions list To enter this Zapi hidden menu a special procedure is required. Ask this procedure directly to a Zapi technician.

1) HIGH ADDRESS Zapi reserved.

2) SET TEMPERATURE Factory adjusted.

3) MAX SP SLOPE (RTC version only). This setting is used to adjust the slope threshold for the STEER SENSOR KO alarm (see 14.1.3.6).

This alarm occurs when the slope of one of the set point potentiometers (CPOC1 or CPOC2) is detected larger than the MAX admitted slope. The MAX admitted slope is specified with this setting: -

LEVEL 0:

the max admitted slope is 61 corresponding to 0.3 V in 16 msec. (i.e. STEER SENSOR KO alarm occurs when either CPOC1 or CPOC2 changes more than ±0.3 V in 16 msec.

This means that the SLOPE PEAK reading in the tester menu assumes larger than ±61 value. See 12.4.7.23).

- LEVEL 1: the max admitted slope is 79 corresponding to 0.39 V in 16 msec.

- LEVEL 2: the max admitted slope is 97 corresponding to 0.47 V in 16 msec.

- LEVEL 3: the max admitted slope is 115 corresponding to 0.56 V in 16 msec.

- LEVEL 4: the max admitted slope is 133 corresponding to 0.65 V in 16 msec.

- LEVEL 5: the max admitted slope is 151 corresponding to 0.74 V in 16 msec.

- LEVEL 6: the max admitted slope is 169 corresponding to 0.83 V in 16 msec.

- LEVEL 7: the max admitted slope is 187 corresponding to 0.91 V in 16 msec.

- LEVEL 8: the max admitted slope is 205 corresponding to 1.00 V in 16 msec.

- LEVEL 9: the max admitted slope is 410 corresponding to 2.00 V in 16 msec.

Default value is LEVEL 9.

Pay attention the LEVEL 9 gets the alarm strongly insensitive and it is the right setting only when the twin pot redundancy is adopted for the set point potentiometer; when just one single set point potentiometer is adopted, we advice against using LEVEL 9.

4) DEBUG OUTPUT This adjustment is used to temporary change the configuration or inhibit some diagnosis to aid the troubleshooting. Take care to set DEBUG OUTPUT to Level 15 after finishing the troubleshooting.

-

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LEVEL 0:

Self-acquisition of the stepper motor offsets (see 12.4.2.1112) in open loop application. It switches automatically to the default Level 15 after the self-acquisition.

AEMZP0BA - EPS-AC0 - User Manual

-

LEVEL 1-9 LEVEL 10:

-

LEVEL 11:

-

LEVEL 12:

-

LEVEL 13:

-

LEVEL 14:

-

LEVEL 15:

AEMZP0BA - EPS-AC0 - User Manual

Zapi reserved.

Enables the NO LOAD CURRENT test (see 12.4.2.10). Roll from level 10 to level 15 and save the new setting to exit this testing condition.

Disables the alarms FB SENS LOCKED, MOTOR LOCKED and POSITION ERROR (the latest only for FB ENC & Toggle Switches configuration) till a new DEBUG OUTPUT hand setting.

The SET POINT POT of the Tester menu is connected at the high resolution AD input (it is in the range 0 to 5Vdc when the command potentiometer (CPOC1) is close to ZERO SP POT).

Reading SET POINT POT in the tester menu is connected to the 2nd wiper of the twin (command) pot (CPOC2 on CNA#8).

Disables the alarms FB POT LOCKED, MOTOR LOCKED and POSITION ERROR (the latest only for FB ENC & TOGGLE SWs configuration). It switches automatically to the default Level 15 recycling the key.

Default value (no special functions activated).

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12.4.7 Main menu “TESTER” functions list The TESTER functions are real time feedback measurements of the state of the controller. It is possible to know the state (active disactive) of the digital I/Os, the voltage value of the analog inputs and the state of the main variables used in the motor. Enter the headline in the hand-set display and roll for the TESTER item.

1) STEPPER MOTOR Voltage value with 2 decimal digit. Measurement of the stepper motor speed with sign in the range 0 to ±5 Vdc. 2) SET POINT POT Voltage value with 2 decimal digit. Measurement of the potentiometer connected to CNA#9 (CPOC1). Switch DEBUG OUTPUT to level 13 to get CNA#8 (CPOC2) on this reading (see 12.4.6.4).

3) FEEDBACK POT (feedback pot version only). Voltage value with 2 decimal digits. Measurement of the feedback potentiometer connected to CNB#6 (CPOT).

4) FEEDBACK SECTOR (toggle switches version only). Voltage value with 2 decimal digits. It supplies real time the information of the sector (quadrant) detected through the toggle switches. It assume the following value: 3.13 V in the sector from 0 to +90 degrees.

4.39 V in the sector from +90 to +180 degrees.

0.62 V in the sector from -180 to -90 degrees.

1.88 V in the sector from -90 to 0 degrees.

5) FEEDBACK ENC Voltage value with 2 decimal digit. Measurement (scaled in the range 0 to 5 Vdc) of the position of the feedback encoder connected to CNB#7 and CNB#8.

6) TEMPERATURE Degrees. Temperature of the controller base plate.

7) MOTOR TEMPERATURE Degrees. Temperature of the motor windings measured with the thermal sensor inside the motor and connected to CNB#3.

8) FREQUENCY Hertz value with 2 decimal digit. This is the frequency applied to the steering motor.

9) SAT. FREQ HZ Hertz value with 2 decimal digit. This is a real time magnetic flux measurement: Vbattery/ SAT. FREQ HZ provides real time the linked flux in the motor. The flux in the motor is modulated from 75% to 100% of the maximum flux.

The maximum flux is Vbattery/SET SAT FREQ. The minimum flux is Vbattery/(1.33*SET SAT FREQ). When the motor is loaded, SAT. FREQ HZ is equal to SET SAT FREQ; when the motor is lightened the flux reduces and SAT. FREQ HZ increases up to 1.33*SET SAT FREQ.

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10) MOTOR VOLTAGE It is a percentage. 100% means the sine waves in the motor have the maximum PWM amplitude.

11) MOTOR CURRENT Ampere value. Root Mean Square value of the line current in the motor.

12) ENC SPEED Hertz value with 2 decimal digit. This is the speed of the motor measured with the encoder on the motor shaft.

13) ENDSTROKE CW Provides real time the active state (ON) or not of the CW toggle switch (connected to CNA#3). It is On when CNA#3 is low (see 7.5).

14) ENDSTROKE ACW Provides real time the active state (ON) or not of the CCW toggle switch (connected to CNA#2). It is On when CNA#2 is low (see 7.5).

15) CW LIMIT LEVEL When the maximum angle limitation via feedback sensors is enabled (option LIMIT DEVICE to ON when FEEDBACK DEVICE is OPTION #1,2,3; 1ST ANGLE COARSE and 2ND ANGLE COARSE less than level 9 when FEEDBACK DEVICE is OPTION #4) and the FEEDBACK ENC overtakes the superior limit for the steered wheel angle limitation, the steered wheel angle will be limited and CW LIMIT LEVEL turns ON (active).

16) ACW LIMIT LEVEL When the maximum angle limitation via feedback sensors is enabled (option LIMIT DEVICE to ON when FEEDBACK DEVICE is OPTION #1,2,3; 1ST ANGLE COARSE and 2ND ANGLE COARSE less than level 9 when FEEDBACK DEVICE is OPTION #4) and the FEEDBACK ENC is lower than the inferior limit for the steered wheel angle limitation, the steered wheel angle will be limited and ACW LIMIT LEVEL turns ON (active).

17) AUTO IN PROGRESS Provides real time the information the eps-ac0 follows the manual command (AUTO IN PROGRESS is OFF) or is executing an automatic centering (AUTO IN PROGRESS is ON).

18) MM ALARM SWITCH It is On when the safety contact belonging to the main uC is closed.

19) SM ALARM SWITCH It is On when the safety contact belonging to the slave uC (supervisor) is closed.

20) TRUCK MOVING It provides the state of the travel demand for driving the truck. This information is obtained either with the travel demands directly connected to CNA#1 or via CAN Bus (depending by the state of the CAN BUS setting see 12.4.5.2).

21) HIGH RESOL AD It turns ON when the set point potentiometer is processed with a high resolution AD.

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22) WHEEL ANGLE Angle measurement degrees. For the configuration with toggle switches only, it is the steered wheel angle in the range 0 ±180 degrees. WHEEL ANGLE is zero in the position where an edge is detected in the straight ahead toggle switch.

23) SLOPE PEAK This reading is just for debugging the maximum slope of the potentiometers connected to the eps-ac0. Especially when a reduced sensor equipment is chosen (just a single command potentiometer or just a single feedback potentiometer without encoder), a concern regarding the safety raises: if a single potentiometer fails a sudden movement of the steered wheel may occur with danger. To avoid this problem it is necessary to detect any failure in a single potentiometer. This is hard to do because the failure mode can be quite different. Anyway, the best countermeasure we can take, is to seek for the wiper voltage changes faster than its physical limit. In fact, for the limited speed of the steering motor (or of the steering wheel), the slope in the wiper voltage must be limited under a certain threshold. When this slope threshold is overtook, the potentiometer may be assumed broken. So, it is useful to measure the maximum slope occurring in your application when right working, in order a right slope threshold can be chosen to avoid an alarm occurs when the potentiometer is not failed (see 12.4.6.3).

The SLOPE PEAK reading in the tester menu is a real time measurement of the slope peak of the potentiometers. In particular: When the special adjustments DEBUG OUTPUT is other than Level 12 or 13, SLOPE PEAK supplies the slope peak of the CPOC1 set point potentiometer (CNA#9).

When the special adjustments DEBUG OUTPUT is Level 13, SLOPE PEAK supplies the slope peak of the CPOT feedback potentiometer (CNB#6).

When the special adjustments DEBUG OUTPUT is Level 12, SLOPE PEAK supplies the slope peak of the CPOC2 set point potentiometer (CNA#8).

The SLOPE PEAK measurement is the difference between two AD conversions of the selected potentiometer picked up with 16 msec long interval. The SLOPE PEAK reading can be converted in a Voltage change (∆V in volts) of the wiper voltage in an interval 16 msec long, with the formula: ∆V = SLOPE PEAK*5/1024 = Voltage change in Volts in 16 msec (e.g. When SLOPE PEAK is 61 it means the selected potentiometer, in the worst case, changes 61*5/1024=0.3 V in 16 msec.).

Obviously the SLOPE PEAK reading must be compared with the threshold for the STEER SENSOR KO and JERKING FB POT alarms (see 14.1.3.6-7). The STEER SENSOR KO alarm may be adjusted (see MAX SP SLOPE 12.4.6.3); the JERKING FB POT occurs when the CPOT slope, overtakes a constant threshold is ± 0.3 V in 16 msec (i.e. SLOPE PEAK=± 61).

24) READ FBPT AT SW1 This reading is used only when the FEEDBACK DEVICE is OPTION #3 (FBENC, FBPOT, SW1). It gives the FB POT value at the initial matching with the falling edge on the straight ahead switch (SW1). This reading is expected to reply the SET FBPOT AT SW1 value (see 12.4.2.18 in the adjustments menu).

When a displacement exists between these two readings, a POSITION ERROR alarm may occur (see 14.1.3.5).

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the full drive speed. It is used for the dynamic numbness (i.e. the steering sensitivity reduces when the truck speed increases).

26) ENC COUNT AT 360 (only when FEEDBACK DEVICE is OPTION #4).This reading shows the encoder counting between two falling edges on the straight ahead switch. It must be meant as the encoder counting corresponding to a steered wheel revolution. It is scaled in the range 0 to ±5 V with the meaning that 5 V corresponds to an encoder counting of 215 events. The ENC COUNT AT 360 absolute value can be recorded on the adjustment SET ENC AT 360.

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13 OTHER FUNCTIONS Here is a list of special functions hand set assisted, that are not documented yet.

13.1 Acquiring the Motor resistance When it is possible, the steering motor is controlled sensorless. To get the best performance in terms of the max torque generated, it is necessary to compensate for the drop in the motor resistance. So the correct value of the motor resistance must be known.

Eps-ac0 provides a self-acquisition procedure to acquire the motor resistance.

It is just enough to connect the eps-ac0 to the battery, to the motor and to the wiring in order no alarm occurs. Then: 1) Enter the ADJUSTMENTS menu searching for ADJUSTMENT #01 setting.

2) Turn ADJUSTMENT #01 to Level 1. (A DATA ACQUISITION alarm occurs and a half Imax DC current is automatically injected in the motor).

3) Wait about 2 secs.

4) Roll ADJUSTMENT #01 back to Level 0.

5) Save the new setting.

With this procedure the resistance between two motor terminals is automatically measured and recorded (in milliohms) on the ADJUSTMENT #02 (see 12.4.2.3).

It is also possible to adjust the motor resistance value without self-acquisition by rolling the ADJUSTMENT #02.

The acquisition of the motor resistance should be performed to find the correct value when developing a new truck prototype; the correct value will be the default setting for the mass production of that truck.

13.2 Alignment at the rest position In the open loop applications (i.e. when the stepper motor is used in the steering wheel or the steer command is a speed information coming via CAN bus) an alignment at the rest position is automatically performed when the steered wheel has a drift with a released steering wheel. This alignment at the rest position is handled closed loop and so a feedback sensor is required. So this function is performed only either with SYSTEM CONFIG to level 0 or with SYSTEM CONFIG to level 4. When the feedback sensor uses a feedback potentiometer, the alignment at rest position is performed for both cases (SYSTEM CONFIG to level 0 and 4) provided that option LIMIT DEVICE is ON. When the feedback sensor uses toggle switches, the alignment at the rest position is performed only when SYSTEM CONFIG is level 0.

13.3 Straight ahead steering numbness It is possible to reduce the steering sensitivity while the steered wheel is close to be straight ahead by using the NUMBNESS setting in the PARAMETERS CHANGE menu. Increasing the NUMBNESS parameter gets the steering less responsive when the truck is driving next to the straight ahead direction (i.e. a certain increment of the steering wheel angle gets a smaller increment of the steered wheel angle when the truck is driving straight ahead than when it is angled).

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Higher NUMBNESS setting results in higher numbness of the steering at low steered wheel angle. NUMBNESS to Level 0 results in a linear relationship between the command and the steered wheel angle (no sensitivity reduction in straight ahead).

13.4 Special Debugging and Troubleshooting system Eps-ac0 provides a special adjustment (DEBUG OUTPUT) to facilitate the troubleshooting. Some alarms may be due to many different causes that are difficult to catch. In particular, the alarms in which the steered wheel does not pursuit the commanded positions (FB POT LOCKED, FB SENSOR LOCK, MOTOR LOCKED, POSITION ERROR) may be due to a mechanical fault or to a failed sensor or to a problem in the motor. It is difficult to find the root for the problem in the short time before the alarm occurs. For this reason the eps-ac0 provides a method to temporary inhibit these alarms. It is just enough to set the special adjustment DEBUG OUTPUT to Level 11. Then the steering system works without these alarms and the service can take longer time to analyze the system and to catch the fault.

Together with this possibility DEBUG OUTPUT provides many other special functions (that are described in paragraph 12.4.6.4). For example it is possible to use the hand set to read the voltage from the second twin pot wiper (CPOC2 on CNA#8) on the reading SET POINT POT of the hand set. It is just enough to turn DEBUG OUTPUT to level 13.

U

Don’t forget to turn DEBUG OUTPUT to Level 15 after finished the test.

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14 EPS-AC0 ALARMS LIST The ALARMS logbook in the MAIN MENU records the alarms of the controller. It has a FIFO (First Input First Output) structure that means the oldest alarm is lost when the database is full and a new alarm occurs. The logbook is composed of five locations getting possible to stack five different types of alarms with the following information: 1) The alarm code 2) The times that each alarm occurs consecutively 3) The Hour Meter value when the latest event of every alarm occurred 4) The inverter temperature when the latest event of every alarm occurred.

This function permits a deeper diagnosis of problems as the recent history can be revisited.

The CAN Bus code is the corresponding number with which the alarm is signalled on the CAN Bus (ID 0x298h).

14.1 Main menu “ALARMS” list To Enter the MAIN MENU push the Enter button at the Home Page of the hand set display and Roll for the ALARMS item. Here is the ALARMS list:

14.1.1 One Blink Alarms 1) MICRO SLAVE KO CAN Bus Code = 246 - Cause: In stepper motor application, this alarm occurs if the main uC is detecting a direction of the stepper motor not matched with the one that the slave uC is detecting.

In closed loop application, this alarm occurs if the main uC is detecting a direction of the steering error not matched with the one that the slave uC is detecting.

Furthermore, this alarm occurs also if the main uC is detecting no steering limitation meanwhile the slave uC is detecting e steering limitation.

- Remedy: It is necessary to replace the controller.

2) MICRO SLAVE #4 CAN Bus Code = 221 - Cause: It occurs in one of the following conditions: (Open loop application only) If the slave uC detects the stator voltage phasor rotates in the opposite direction respect to the sign of the stepper motor speed, this alarm occurs.

(Closed loop application only) If the slave uC detects the stator voltage phasor rotates in the opposite direction respect to the commanded position, this alarm occurs.

- Remedy: It is necessary to replace the controller.

3) MICRO SLAVE CAN Bus Code = 250 - Cause: It occurs when the information on the status bus between the main uC and the slave uC is frozen to the 0xFF value (the slave uC does not update the status bus configuration).

- Remedy: It is necessary to replace the controller.

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4) MICRO SLAVE #8 CAN Bus Code = 212 - Cause: It occurs when the encoder counting of the main uC is not matched with the encoder counting of the slave uC. - Remedy: It is necessary to replace the controller.

5) INPUT ERROR #1 CAN Bus Code = 99 - Cause: It occurs when the voltage on CNA#4 (NK1: Lower Potential Terminal of the Safety Contacts (see 7.6) is higher than 12 V before to turn the safety contacts closed.

- Remedy: When the safety contacts are open, the voltage on CNA#4 is expected to be close to 0 Vdc and this is independent from whether the safety contacts are connected to a plus battery or to a minus battery (see 7.6). In the first case (safety contacts connected to a plus battery), when the safety contacts are open, CNA#4 is connected to a minus battery through a load. Only a harness mistake may connect NK1 to a higher than 12 V voltage.

6) SERIAL ERR #1 CAN Bus Code = 6 - Cause: Main uC and Slave uC communicate via a local serial interface.

This alarm occurs when the slave uC does not receive the communication from the main uC through this serial interface.

- Remedy: It is necessary to replace the controller.

7) SLAVE COM. ERROR CAN Bus Code = 227 - Cause: Main uC and Slave uC communicate via a local serial interface.

This alarm occurs when the main uC does not receive the communication from the slave uC through this serial interface.

- Remedy: It is necessary to replace the controller.

8) NO SYNC - Cause:

- Remedy:

CAN Bus Code = 226 Every 16msec, inside the code cycle, the main uC rises and then lowers an input for the slave uC (SYNC). When the slave uC detects no edge for more than 100 msec on this input, this alarm occurs. This is just a watch dog function: when the main uC does not execute the code cycle it does not update the SYNC signal and the slave uC cuts off the steer and traction.

It is necessary to replace the controller.

9) KM CLOSED CAN Bus Code = 253 - Cause: This alarm occurs at key on if the slave uC detects the safety contact, of the main uC, closed prior to be commanded.

- Remedy: This alarm occurs if the connection CNA#5 (K1) is around a voltage of 12 Vdc when switching on the key. In fact, when the safety contacts are open, K1 is expected being connected to a battery voltage (not 12 V). Search for a harness problem or replace the controller.

10) KM OPEN CAN Bus Code = 251 AEMZP0BA - EPS-AC0 - User Manual

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- Cause: - Remedy:

This alarm occurs if the slave uC detects the safety contact, of the main uC, open when expected being closed.

It is necessary to replace the controller.

11) KS CLOSED - Cause: - Remedy:

CAN Bus Code = 254 This alarm occurs if the main uC detects the safety contact, of the slave uC, closed prior to be commanded.

This alarm occurs if the connection CNA#4 (NK1) is around a voltage of 12 Vdc when switching on the key. In fact, when the safety contacts are open, NK1 is expected being connected to a minus battery voltage (not 12 V). Search for a harness problem or replace the controller.

12) KS OPEN - Cause: - Remedy:

CAN Bus Code = 252 This alarm occurs if the main uC detects the safety contact, of the slave uC, open when expected being closed.

It is necessary to replace the controller.

13) CLOCK PAL NOT OK CAN Bus Code = 218 - Cause: The main uC sends an analog signal towards the slave uC to reset the slave uC on demand. When the slave uC detects this analog signal external to a window from 2.2 to 2.8 and not in the range to generate the reset on demand, the slave uC raises this alarm.

- Remedy: It is necessary to replace the controller.

14.1.2 Two Blinks Alarms 1) HIGH CURRENT CAN Bus Code = 70 - Cause: This alarm occurs if the circuit to limit via hardware the current in the motor is either always active at key-on or repeatedly active when the motor is turning.

- Remedy: Check the motor is suited to work with the eps-ac0 (not oversized).

Otherwise it is necessary to replace the controller.

2) POWER FAILURE #1 CAN Bus Code = 73 - Cause: This alarm occurs when the current in the phase W of the motor is zero and the motor is commanded for moving.

- Remedy: Check the power fuse is OK. Check the battery positive arrives to the controller. Check the continuity of the wire in the phase W of the motor. Otherwise it is necessary to replace the controller.

3) POWER FAILURE #2 CAN Bus Code = 72 - Cause: This alarm occurs when the current in the phase U of the motor is zero and the motor is commanded for moving.

- Remedy: Check the power fuse is OK. Check the battery positive arrives to the controller. Check the continuity of the wire in the phase U of the motor. Otherwise it is necessary to replace the controller.

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4) POWER FAILURE #3 CAN Bus Code = 71 - Cause: This alarm occurs when the current in the phase V of the motor is zero and the motor is commanded for moving.

- Remedy: Check the power fuse is OK. Check the battery positive arrives to the controller. Check the continuity of the wire in the phase V of the motor. Otherwise it is necessary to replace the controller.

5) LOGIC FAILURE #1 CAN Bus Code = 19 - Cause: This alarm occurs when the real voltage between phases W and U of the motor is different from the desired.

- Remedy: It is necessary to replace the controller.

6) LOGIC FAILURE #2 CAN Bus Code = 18 - Cause: This alarm occurs when the real voltage between phases W and V of the motor is different from the desired.

- Remedy: It is necessary to replace the controller.

7) MAIN CONT. OPEN CAN Bus Code = 48 - Cause: This alarm occurs only when the setting CAN BUS is PRESENT. Then the eps-ac0 waits for a via CAN information that the traction controller has closed the main contactor. If this information lacks more than about 1.5 secs, this alarm occurs.

- Remedy: Find, on the traction controller, the reason for keeping the main contactor open.

8) CAN BUS KO CAN Bus Code = 247 - Cause: This alarm occurs only when the setting CAN BUS is PRESENT. Then the eps-ac0 must receive the event messages from the traction controller. If these messages lack more than about 1 sec, this alarm occurs.

- Remedy: Check the CAN Bus communication system and analyse the frames from the traction controller to the steer controllers.

9) MOTOR LOCKED CAN Bus Code = 220 - Cause: This alarm occurs if the current in the steering motor stays close to the maximum current longer than 1 sec.

- Remedy: Search for a mechanical problem locking the motor. To make easier the fault catching, set DEBUG OUTPUT to level 11 (see 12.4.6.4).

14.1.3 Three Blinks Alarms 1) D LINE SENSOR KO CAN Bus Code = 243 - Cause: This alarm occurs when the mean voltage on the Direct line of the stepper motor (connection CNA#9) is not null: the voltage on every stepper motor line is a sine wave with null mean voltage.

- Remedy: Check the continuity of the stepper motor connections. In particular the resistance between CNA#9 and the minus battery (with the AEMZP0BA - EPS-AC0 - User Manual

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stepper motor at rest) is expected being very low (close to 30 ohms).

2) Q LINE SENSOR KO CAN Bus Code = 242 - Cause: This alarm occurs when the mean voltage on the Quadrature line of the stepper motor (connection CNA#8) is not null: the voltage on every stepper motor line is a sine wave with null mean voltage.

- Remedy: Check the continuity of the stepper motor connections. In particular the resistance between CNA#8 and the minus battery (with the stepper motor at rest) is expected being very low (close to 30 ohms).

3) S.P OUT OF RANGE CAN Bus Code =248 - Cause: This alarm occurs for a fault on the command potentiometer (CPOC1 on CNA#9, CPOC2 on CNA#8).

When a single command pot is chosen, the alarm occurs if its wiper (CPOC1) exits the range from 0.8 Vdc to 4.2 Vdc. When the twin pot is chosen, the alarm occurs if the sum of the two wiper voltages (CPOC1+CPOC2) exits the range from 4.5 Vdc to 5.5 Vdc. - Remedy: Check the connections of the potentiometer. This alarm occurs when one connection of the command potentiometer is broken.

4) F.B OUT OF RANGE CAN Bus Code =249 - Cause: This alarm occurs for a fault on the feedback potentiometer (CPOT on CNB#6). This alarm occurs if CPOT exits the range from 0.3 Vdc to 4.7 Vdc. - Remedy: Check the connections of the feedback potentiometer. This alarm occurs when one connection of the feedback potentiometer is broken.

5) POSITION ERROR CAN Bus Code =228 - Cause: This alarm occurs for an error in the redundant test of the feedback sensors.

1) When the feedback potentiometer is used together with the feedback encoder, the angle of the steered wheel is measured with both of them: FEEDBACK ENC and FEEDBACK POT in the tester menu are expected to be equal. When they are different more than 20 degrees this alarm occurs (SET MAX FB POT–SET MIN FB POT corresponds to 180 degrees).

2) When the feedback encoder is used together with toggle switches, this alarm occurs if the sector (toggles switches configuration) and the encoder counting are not matched. The sector is provided via the FEEDBACK SECTOR reading in the tester menu; the encoder counting is provided via the WHEEL ANGLE reading in the tester menu. In particular (in case of two toggle switches):

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- Remedy:

WHEEL ANGLE [degrees]

Admitted sector

-22 to +22 +23 to +67 +68 to +112 +113 to +157 +158 to -158 -157 to -113 -112 to -68 -67 to -23

1st or 4th 1st 1st or 2nd 2nd 2nd or 3rd 3rd 3rd or 4th 4th

Admitted FEEDBACK SECTOR

3.13 V or 1.88 V 3.13 V 3.13 V or 4.39 V 4.39 V 4.39 V or 0.62 V 0.62 V 0.62 V or 1.88 V 1.88 V

Check the potentiometer connected to CNB#6 is right working. If toggle switches are connected to CNA#2 and CNA#3, verify they are right working and the setting AUX FUNCTION 11 (see 12.4.1.9) is correct. Verify also the sensor bearing in the motor (encoder) has not a slip (the sensor bearing has two rings: one is connected to the rotor shaft; the other is connected to the motor frame. Check these two rings are strictly connected to their structure without slip.

6) STEER SENSOR KO CAN Bus Code =84 - Cause: This alarm occurs if the command potentiometer (CPOC1 on CNA#9 or CPOC2 on CNA#8) changes with a jerk larger than MAX SP SLOPE (see 12.4.6.3). This alarm is used to catch a discontinuity in the voltages of the command potentiometer.

- Remedy: Change the twin pot.

7) JERKING FB POT CAN Bus Code =223 - Cause: This alarm occurs if the feedback potentiometer (CPOT on CNB#6) changes with a jerk larger than 0.3 V in 16 msec. This alarm is used to catch a discontinuity in the voltages of the feedback potentiometer.

- Remedy: Change the feedback potentiometer.

8) FB POT LOCKED or FB SENS LOCKED CAN Bus Code =222 - Cause: In application with a feedback potentiometer, this alarm occurs if the feedback potentiometer (CPOT on CNB#6) does not change (or changes in the opposite direction) its value even if commanded to change.

In application with toggle switches with ENCODER CONTROL to off, this alarm occurs if the feedback encoder counting does not change its value even if commanded to change.

- Remedy: In application with the feedback potentiometer, verify the feedback potentiometer is not mechanically loosened. Check there is not a mechanical block of the steered wheel.

Be sure the wiper has not reached its own electrical limit because of too much angle of the steered wheel.

Besides, this alarm may occur at the installation when the motor rotates in the wrong direction turning away from the wished AEMZP0BA - EPS-AC0 - User Manual

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position.

In application with toggle switches, verify the encoder is not mechanically loosened. Check there is not a mechanical block of the steered wheel.

To make easier the fault catching, set DEBUG OUTPUT to level 11 (see 12.4.6.4).

9) STEPPER MOTOR MISM CAN Bus Code =219 - Cause: This alarm occurs if the frequency and the amplitude of the voltages from the stepper motor lines are mismatched in between (i.e. the voltage from the D and Q line of the stepper motor have high amplitude but with very low frequency). In normal condition when the amplitude of the stepper motor lines increases, the frequency of the stepper motor lines must increase too.

- Remedy: It is necessary to replace the controller.

10) ENCODER ERROR CAN Bus Code =241 - Cause: It occurs when ENCODER CONTROL is set ON and the real frequency does not pursuit the commanded frequency - Remedy: This condition is several times due to either, a mismatching between the Encoder resolution used in the SW and the real encoder resolution, or a wrong connection between the two encoder channels. In this latest case exchange in between the two encoder channels.

11) BAD ENCODER SIGN CAN Bus Code =83 - Cause: It occurs in applications with toggle switches when the applied frequency (FREQUENCY) and the motor speed (ENC SPEED) have opposite sign.

- Remedy: Swap in between the two encoder channels (CNB#7 with CNB#8).

14.1.4 Four Blinks Alarms 1) EEPROM KO CAN Bus Code = 13 - Cause: It occurs if a test to write and read one location in EEPROM fails.

The SW expects to read the written value. It occurs also when the hour counter gives different values between the three redundant locations in which it is recorded. It occurs also when the busy bit of the EEPROM does not rise within 12 msec.

- Remedy: It is necessary to replace the controller.

2) GAIN EEPROM KO CAN Bus Code = 244 - Cause: The parameters to compensate for the gain of the current amplifiers (ADJUSTMENT #03 and ADJUSTMENT #04) are recorded in a not volatile memory (eeprom) with a redundant handling. In fact every adjustment is recorded in three eeprom locations. If the values in these three locations are different in between this alarm occurs.

- Remedy: It is necessary to send the controller to Zapi to execute the maximum current regulation.

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3) CURRENT GAIN CAN Bus Code = 225 - Cause: This alarm occurs when the parameters to compensate for the gain of the current amplifiers (ADJUSTMENT #03 and ADJUSTMENT #04) have the default values (i.e. the maximum current was not regulated).

- Remedy: It is necessary to send the controller to Zapi to perform the maximum current regulation.

14.1.5 Five Blinks Alarms 1) HIGH TEMPERATURE CAN Bus Code = 61 - Cause: This alarm occurs if the temperature of the controller base plate overtakes 75 degrees.

- Remedy: Improve the cooling of the controller; otherwise it is necessary to replace the controller.

2) MOTOR TEMPERAT. CAN Bus Code = 65 - Cause: This alarm occurs only when DIAG MOTOR TEMP is on and the thermal sensor inside the motor measures a temperature higher than 150 degrees. It occurs also when trying to acquire the motor resistance with a temperature in the motor higher than 150 degree (still with DIAG MOTOR TEMP to ON).

- Remedy: Check the thermal sensor in the motor is right working. If it is, improve the cooling of the motor.

14.1.6 Six Blinks Alarms 1) STBY I HIGH CAN Bus Code = 53 - Cause: This alarm occurs two ways: 1) In the initial rest state after key on, if the outputs of the current amplifiers are not comprised in the window 2.2 to 2.8 Vdc. 2) After the initial diagnosis this alarm occurs when the outputs of the current amplifiers at rest have a drift larger than ±0.15 V. - Remedy: It is necessary to replace the controller.

2) VMN NOT OK CAN Bus Code = 32 - Cause: This alarm occurs in the initial rest state after key on if the outputs of the motor voltage amplifiers are not in the window from 2.2 to 2.8 Vdc. - Remedy: It is necessary to replace the controller.

3) LOGIC FAILURE #3 CAN Bus Code = 17 - Cause: This alarm occurs in the rest state if the output of the voltage amplifier of the phase Vu-Vw have a drift larger than ±0.25 V. - Remedy: It is necessary to replace the controller.

4) LOGIC FAILURE #4 CAN Bus Code = 16 AEMZP0BA - EPS-AC0 - User Manual

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- Cause: - Remedy:

This alarm occurs in the rest state if the output of the voltage amplifier of the phase Vw-Vv have a drift larger than ±0.25 V. It is necessary to replace the controller.

14.1.7 Thirty-two Blinks Alarms 1) DATA ACQUISITION MDI-PRC Code = 245 - Cause: This alarm occurs when the acquiring the motor resistance or when adjusting the parameters to compensate for the gain of the current amplifiers (maximum current factory adjusted).

- Remedy: Recycle the key.

14.1.8 No Blink Alarms (Warning) These alarms do not cut the truck off; they only reduce the truck speed. So they warns the operator of a particular state in the truck.

1) STEER HAZARD CAN Bus Code = 85 - Cause: This is just a warning to inform that the steering controller is limiting the angle in the steering direction. No speed reduction occurs on the traction.

2) WAITING DATA CAN Bus Code = 237 - Cause: This warning occurs only if CAN BUS is PRESENT. At key-on the eps-ac0 asks to the traction controller to send a list of parameters via CAN Bus. From the request until the parameters are correctly relieved, this warning occurs. The steer is not activated yet, and the safety relays remain open when this warning is present.

3) WAITING FOR TRAC CAN Bus Code = 239 - Cause: At key-on the eps-ac0 needs an assent from the traction controller to close the safety contacts and to turn onto operational mode.

Until this assent is not relieved, this warning occurs. The steer is not activated yet and the safety relays remain open when this warning is present.

4) EPS NOT ALIGNED CAN Bus Code = 238 - Cause: This is a real alarm that cut off the traction. It occurs at the initial alignment if the straight-ahead condition is not matched within 6sec. Throughout this 6 secs delay, the steer is not activated yet, the safety relays are open and the traction is stopped.

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14.2 CAN BUS “ALARMS” List The Alarm Code List supplied by the eps-ac0 (Source Device Code 06) is the following: 6: 13: 16: 17: 18: 19: 32: 48: 53: 61: 65: 70: 71: 72: 73: 83: 84: 85: 99: 212: 218: 219: 220: 221: 222: 223: 225: 226: 227: 228: 237: 238: 239: 241: 242: 243: 244: 245: 246: 247: 248: 249: 250: 251: 252: 253: 254:

SERIAL ERR #1 EEPROM KO LOGIC FAILURE #4 LOGIC FAILURE #3 LOGIC FAILURE #2 LOGIC FAILURE #1 VMN NOT OK MAIN CONT. OPEN STBY I HIGH HIGH TEMPERATURE MOTOR TEMPERAT. HIGH CURRENT POWER FAILURE #3 POWER FAILURE #2 POWER FAILURE #1 BAD ENCODER SIGN STEER SENSOR KO STEER HAZARD INPUT ERROR #1 MICRO SLAVE #8 CLOCK PAL NOT OK STEPPER MOTOR MISM MOTOR LOCKED MICRO SLAVE #4 FB POT LOCKED JERKING FB POT CURRENT GAIN NO SYNC SLAVE COM. ERROR POSITION ERROR WAITING DATA EPS NOT ALIGNED WAITING FOR TRAC ENCODER ERROR Q LINE SENSOR KO D LINE SENSOR KO GAIN EEPROM KO DATA ACQUISITION MICRO SLAVE KO CAN BUS KO S.P OUT OF RANGE F.B OUT OF RANGE MICRO SLAVE KM OPEN KS OPEN KM CLOSED KS CLOSED

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15 RECOMMENDED SPARE PARTS

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Part number

Description

C36090 E07161 C38207

Stepper motor minebea Twin pot Best motor 300 W AC motor and P62 DMS gear box 1:51

AEMZP0BA - EPS-AC0 - User Manual

16 PERIODIC MAINTENANCE TO BE REPEATED AT TIMES INDICATED Check the wear and condition of the Contactors’ moving and fixed contacts.

Electrical Contacts should be checked every 3 months.

Check the Battery cables, cables to the controller, and cables to the motor. Ensure the insulation is sound and the connections are tight.

Cables should be checked every 3 months.

Check the mechanical operation of the Contactor(s). Moving contacts should be free to move without restriction.

Check every 3 months.

Checks should be carried out by qualified personnel and any replacement parts used should be original. Beware of NON ORIGINAL PARTS. The installation of this electronic controller should be made according to the diagrams included in this Manual. Any variations or special requirements should be made after consulting a Zapi Agent. The supplier is not responsible for any problem that arises from wiring methods that differ from information included in this Manual.

During periodic checks, if a technician finds any situation that could cause damage or compromise safety, the matter should be bought to the attention of a Zapi Agent immediately. The Agent will then take the decision regarding operational safety of the machine.

Remember that Battery Powered Machines feel no pain.

NEVER USE A VEHICLE WITH A FAULTY ELECTRONIC CONTROLLER.

16.1 Testing the faulty detection circuitry The material handling directive EN1175 requires periodic testing of the controller’s fault detection circuitry to be checked in one of the following modes (choose the one you prefer): 1) Switch on the key and try to disconnect the stepper motor or the twin pot. An alarm, stopping the traction should immediately occur.

2) Try to disconnect the steering motor. After switching on the key an alarm stopping the traction should immediately occur as soon as the steering (or handle) wheel rotates.

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Service Manual AC Power pallet with platform

Developed and Collected By: Done/Techn. Doc.LT Date: December 24th 2006 Revision Level: 1

Table of Contents 1. Introduction ........................................................................................ 1 1.1. Purpose and target users ............................................................ 1 1.2. Structure ...................................................................................... 1 1.3. Acquiring spare parts ................................................................... 2 1.4. Waste disposal ............................................................................ 2 1.5. Further information ...................................................................... 2 2. Operating the truck ............................................................................ 3 2.1. Safety guidelines for use ............................................................. 3 2.2. Operating environment ................................................................ 5 2.3. Control Devices ........................................................................... 7 2.4. Steering devices .......................................................................... 8 2.5. Driving the truck ........................................................................... 9 2.6. Load handling ............................................................................ 14 2.7. Charging the batteries ............................................................... 16 2.8. Fastening batteries .................................................................... 18 2.9. Transportation and storage ....................................................... 19 3. Regular maintenance ...................................................................... 21 3.1. Safety guidelines and preparation ............................................. 21 3.2. Maintenance guidelines ............................................................. 23 3.3. Periodic maintenance procedures ............................................. 24 3.4. Daily maintenance ..................................................................... 26 3.5. Weekly maintenance ................................................................. 34 3.6. Semi-annual maintenance (or 600 hours) ................................. 37 3.7. Additional maintenance work for service personnel .................. 38 3.8. Location of fuses in el-panel ...................................................... 39 3.9. Electrical steering (Option) ........................................................ 40 3.10. Annual maintenance (after 1,200 hours of operation) ............. 42 4. Electrical operation and maintenance ............................................. 47 4.1. Electrical operation .................................................................... 47 4.2. Console ..................................................................................... 60 4.3. Traction controller ...................................................................... 70 4.4. Electrical Power Steering controller (EPS) ................................ 92 4.5. Electrical maintenance and repairs ......................................... 119 5. Hydraulic operation and maintenance ........................................... 127 5.1. Hydraulic operation ................................................................. 127 5.2. Hydraulic maintenance and repairs ......................................... 129 6. Mechanical maintenance ............................................................... 133 6.1. Replacing wheels .................................................................... 133 6.2. Replacing the tiller arm gas spring .......................................... 137 6.3. Lever system maintenance ..................................................... 138

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1. Introduction This service manual provides information on maintaining and repairing the 2,000 and 2,500 kg capacity models of the pedestrian power pallet truck. The manual aims to provide information necessary for keeping the truck fully operational for its entire service life.

1.1. Purpose and target users This service manual is intended as a reference source for the professionals responsible for maintaining these trucks. The maintenance and repair instructions in this manual are presented with the assumption that the reader is familiar with the operation and maintenance of powered trucks.

Do not attempt any procedure described in this manual or elsewhere unless you have the authority, expertise and qualifications for the task.

Always adhere to all local regulations that apply to the work being done.

The information in this manual covers the common procedures necessary for keeping a truck in working order. The manual does not cover nor does it attempt to cover every eventuality that may arise when servicing trucks.

Every effort has been made to ensure that the information given in this manual is correct and current. The information can, however, be incorrect, outdated or otherwise not suitable to the truck model or task. Make sure that you have all the latest information regarding the truck model and the maintenance task. This includes, but is not limited to, the most up-to-date schematic diagrams and special procedure instructions. Contact your supplier or technical support for information on obtaining the latest documentation.

1.2. Structure This manual is divided into five main chapters. Chapter 2 Operating the truck is based on the user’s manual. The chapter is intended as a reference source for the maintenance professional to study the use of the truck model being serviced.

Chapter 3 Regular maintenance presents the regular maintenance procedures of the truck. This chapter also gives the general guidelines for safety and maintenance.

Chapter 4 Electrical operation and maintenance examines the electrical aspects of the truck. It covers the electrical operation of the truck, and gives information on using the console to troubleshoot problems and to

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modify controller parameters. It also gives information on irregular electrical maintenance tasks.

Chapter 5 Hydraulic operation and maintenance examines the hydraulic operation of the truck and provides instructions for hydraulic maintenance tasks.

Chapter 6 Mechanical maintenance provides instructions for common mechanical maintenance procedures.

1.3. Acquiring spare parts When you need spare parts, contact your supplier. Always use original manufacturer-approved spare parts. To ensure that you receive the correct items, have the following information ready when ordering spare parts: 1.

Truck type

2.

Serial number of the truck

3.

Ordering numbers for the spare parts

4.

Spare part product names

5.

Required quantity of parts

1.4. Waste disposal When performing maintenance tasks with or on trucks, adhere to all local regulations governing the proper disposal of produced waste. Be especially careful when handling and disposing of hazardous waste, such as hydraulic and transmission fluids, lubricants and batteries. Reuse and recycle materials when possible.

1.5. Further information Contact your supplier or technical support when you require information on using, maintaining and repairing the truck. Before attempting any maintenance procedure, make sure that you have the correct and most current version of all the necessary documentation.

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2. Operating the truck This chapter presents instructions on operating the truck. The content is based on the user’s manual. The chapter does not contain the entire material of the user’s manual and should not be used as such. It is intended as a reference source for maintenance personnel, so that a separate user’s manual is not required. The chapter covers, among other topics, usage safety, the recommended usage environment, the truck’s controls, handling loads and charging the batteries.

2.1. Safety guidelines for use This section presents safety guidelines for operating the truck in normal circumstances. Please refer to Section 3.1 Safety guidelines and preparation and Section 3.2 Maintenance guidelines for information on safety and preparation for maintenance tasks.

The trucks have been designed and built to operate in an indoor environment. They are intended for handling and transporting goods and materials preferably on pallets. Do not use the truck for any other than the intended purpose. Follow the operating instructions in this section or in the user’s manual. A truck may cause danger to persons or materials if operated incorrectly. Do not attempt to use a truck before you have familiarised yourself with its operating instructions.

The trucks covered in this manual conform to the EN 1726-1 standard, which ensures their safety according to the EU machine directive 98/37/EC. The trucks also conform to the EN 12895 standard, ensuring their safety according to the electromagnetic compatibility (EMC) directive 89/336/EEG. The trucks are designed for light and heavy industry use (EN 50081-1 and EN 50082-2).

The most important safety guidelines are mentioned in this manual.

Regulations vary from country to country, and you are expected to be familiar with the regulations and standards valid in your area.

2.1.1. Instructions for site supervision •

Familiarise yourself with the truck’s operating instructions.

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Train the truck’s operators in the use, safety and regular maintenance of the truck.

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Control that the operating and maintenance instructions, and safety regulations are followed.

2.1.2. Occupational safety •

Keep the truck clean and in good working order. Carry out the daily and weekly maintenance checks according to the maintenance schedule and instructions to avoid faults and operational errors.

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If you notice any faults or deficiencies that may affect the safe operation of the truck, take the truck out of operation immediately until the faults or deficiencies have been fixed.

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Do not repair the truck without permission from the site supervisor.

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In the event of a malfunction, switch off the truck’s power and notify the site supervisor.

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When using the truck, you are responsible for both your safety and the safety of your environment.

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Immediately notify the site supervisor of an accident or injury. In such a case, leave the truck at the location of the accident.

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Do not use the truck for a purpose or in an environment for which it is not intended. The truck must be specifically equipped for use in a cold environment.

2.1.3. Requirements for the truck operator •

At least 18 years old.

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Sufficient physical (e.g. good hearing and sight) and mental abilities for operating the truck without risks.

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Appropriately trained, and familiar with the appropriate operating, safety and maintenance instructions.

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Has permission from the site supervisor to operate the truck.

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Knows and masters the driving and operational features of the truck.

2.1.4. Emergency procedures If the truck or a load falls over or down on a ramp, release your grip from the tiller and warn people near you. If the truck malfunctions, release the

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tiller arm to the upright position or push it down completely. This disables the driving circuitry. In case of a malfunction, always power down the truck either normally or by pressing the emergency stop button on the main panel, if possible.

2.1.5. Noise During use, the truck may subject the user to a noise level of 76 dB (A).

2.1.6. Work in dangerous environments Trucks used for working in areas susceptible to fire, explosion or other hazards must be specially equipped. A standard truck is not suitable for work in hazardous environments. Contact your supplier for specially designed and equipped trucks suitable for hazardous environments.

2.1.7. Repairs and structural modifications Do not modify the truck without the manufacturer's express permission.

Do not add, remove, weld or bend any parts, as the modifications could affect the operation of the truck, weaken its construction and cause a safety hazard.

2.2. Operating environment Use the truck in dry, indoor facilities with hard, even and level floors. You can operate the truck continuously in temperatures between +5°C and +25°C, and for short periods in temperatures between 0°C and +45°C. If you require a truck to operate in temperatures below 0°C, contact your supplier to obtain a truck outfitted with optional cold store equipment. Such a truck can be used in temperatures down to –35°C. Never use the truck: •

To transport or lift people

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In environments with a fire hazard

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In environments with an explosion hazard

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At premises with insufficient floor load capacity

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If it is damaged

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As a mounting surface

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To tow another truck

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Under the influence of intoxicating substances

2.2.1. Free space Make sure that the truck has sufficient moving space with respect to overhead structures and other obstructions. Before driving through aisles or door openings, ensure that there is enough space for the truck, the load and yourself. Reduce your driving speed in confined spaces.

NOTE Always drive at a safe distance from the edge of loading platforms or bridges.

2.2.2. Bearing capacity of the floor Make sure that the combined weight of the truck and the load does not exceed the bearing capacity of the floor or driving surface.

2.2.3. Using elevators Obtain permission from the site supervisor to use an elevator to transport the truck between floors. Make sure that the combined weight of the truck, the load and any persons present does not exceed the maximum load capacity of the elevator. Always drive the truck into elevators and any other narrow spaces with the load in front.

NOTE Make sure that there are no people in the elevator when driving the truck in or out. The parking brake of the truck must be on before the elevator moves. Release the tiller arm to the upright position to deactivate the drive and engage the parking brake.

2.2.4. Working on ramps Obtain permission from the site supervisor to drive the truck on a slope or ramp. When the truck is loaded, travel with the load pointing uphill.

Without a load, you can travel with the forks pointing downhill.

NOTE Do not turn the tiller arm abruptly on a ramp, as the truck might overturn.

2.2.5. Working on loading bridges Always check the bearing capacity and the security of the bridge before loading or unloading. If you need to drive the truck into a vehicle, ensure that the vehicle cannot move during this procedure. Do not drive too near the edge of a loading bridge because there is always a risk of the truck overturning.

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2.3. Control Devices

Figure: Control panel

2.3.1. Key Switch (1) The key switch connects the truck's electrical equipment to the battery circuit.

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0 = power off (power can still be connected to certain electric devices).

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1 = power on.

2.3.2. Emergency stop (2) In the event of an emergency, push emergency stop button down.

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To release the emergency stop button, turn it counterclockwise and let it pop up by itself.

The truck can be completely disconnected from the power source by unplugging the battery connector. The battery connector can be found underneath the battery cover.

2.3.3. Truck display (3)

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The device displays the indication of operational hours (1), status of speed reduction (2), system alarm codes (3) and level of battery charge (4).

2.3.4. PIN code entry device (optional)

The PIN code entry device activates the truck.

With the entry device you can also activate a Driver Present mode, which uses an internal timer. If there is no driver input for a predefined time, the truck will automatically be shut down.

For more information, see Section 2.5.3 Using the PIN code entry device (optional).

2.4. Steering devices

2.4.1. Safety button (1) The safety button prevents you from getting squeezed between the truck and an obstacle. When you push the safety button, the truck reverses the travelling direction and stops when the button is released, if also the speed control is released at the same time.

Never use the safety button for normal driving. The safety button is disabled when driving on the platform. Check the operation of the safety button daily before you start working with the forklift truck.

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2.4.2. Load handling switch(2) The truck has a switch for lifting and lowering.

2.4.3. Horn (3) 2.4.4. Steering (4) The tiller arm turns ± 100 degrees.

Do not turn the tiller arm unnecessarily when the truck is not moving.

2.4.5. Accelerator (5) The accelerator is used for controlling the driving speed and for braking.

Handle the accelerator gently!

2.5. Driving the truck 2.5.1. Daily checks before operation Carry out the daily maintenance check before using the truck. Neglecting daily maintenance may decrease the safety and reliability of the truck.

Notify the site supervisor immediately if you notice an error or deficiency during the check.

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Check the truck externally to see that there are no oil leaks.

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Check all wheels for damage or outerwear.

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Check the battery fluid in each battery cell. Top up with battery water if needed. The fluid surface should be about 15 mm above the plates (this does not apply to maintenance-free batteries).

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Check the gearbox for leaks. Also check the hydraulic pipes, hoses and connectors. No leaks or damage should be found.

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Switch on the power and test the operation of the lifting hydraulics by raising and lowering the forks.

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Check the operation of the accelerator and steering by driving slowly forward and backward.

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Also check the operation of the other electrical functions.

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Check that the batteries are charged and locked in place.

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Check that the safety button works and that the parking brake functions properly.

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Check that the emergency stop operates properly.

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Make sure that the tiller arm returns to the up position.

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Check the operation of the horn.

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Check and clean the battery cable fastenings.

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Ensure that the air holes of the battery cell plugs are not plugged up (this does not apply to maintenance-free batteries).

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Clean the batteries with a dry rag.

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Check that the hydraulic system has no leaks.

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Check the hydraulic oil in the oil tank. Add if necessary.

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Check that the machine plates and labels are securely fastened and fully legible.

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Clean the truck if necessary.

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Check that all the screws, nuts, and pipe connections are tight.

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Check that the fastening bolts of the drive wheel are tight.

2.5.2. Before you start: •

Make sure that the daily maintenance has been carried out.

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Turn on the power and tilt the tiller arm to the driving position.

2.5.3. Using the PIN code entry device (optional) To be able to drive the truck, you need to activate it with the PIN code entry device. It can have up to 200 user codes and one master code.

NOTE It is recommended to program one general code to the unit, so that, in the event of emergency, the truck can be activated and moved also by persons without their own user code.

To activate the truck, enter your PIN code and press Enter (4). The green indicator light (1) is lit.

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NOTE

If you enter a wrong code 3 times, the keypad will be locked for 30 seconds.

After use, switch off the power by pressing Shutdown (3). When the Driver Present mode is activated, the power can also be switched off automatically after a certain time if there is no driver input. This is a precaution to prevent unauthorised use.

The PIN code entry device has two indicator lights. When you switch on the power from the main switch, the red light (2) will briefly illuminate. In normal operation they signal the following: •

Green: truck activated

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Red on for 3 seconds: wrong code

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Red flashing slowly: wrong code entered 3 times

2.5.4. Driving •

Turn the accelerator lightly in the driving direction.

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To brake, turn the accelerator in the opposite direction to the driving direction.

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Steer the truck smoothly because abrupt movements may cause a dangerous situation, especially when driving at high speed.

2.5.5. General driving instructions Practice steering and controlling the truck carefully in a safe area.

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Drive slowly at intersections and when turning.

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Handle the truck responsibly and always keep it under control.

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Avoid sudden starts and stops.

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Steer and brake smoothly.

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Decrease the speed if the floor is slippery, for example, because of humidity.

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Take great care when driving on a slanted surface.

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Do not drive over any loose objects on the floor.

When driving, keep the load lowered and, if possible, tilted backwards.

Do not lift the load except when stacking. This does not apply to trucks designed to be driven with the load raised.

2.5.6. Be especially careful: •

When there are other people or objects in the working area.

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When the load reduces visibility.

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When driving in narrow aisles, make sure that there is enough space for the truck and the load.

2.5.7. Driving position A pallet truck equipped with a reversible platform can be driven either walking behind the truck (pedestrian mode) or standing on the platform (riding mode). When driving, always keep your body completely within the outlines of the truck. Anticipate any dangers so that you can avoid risks of accident or injury.

2.5.8. Pedestrian mode To drive the truck in the direction of the forks, walk behind the truck and keep both hands on the tiller arm. To drive in the opposite direction, walk beside the truck and keep one hand on the tiller arm.

NOTE The maximum driving speed in pedestrian mode has been limited under 6 km/h.

2.5.9. Riding mode To drive the truck standing on the platform, lower the platform to the horizontal position (1) and unfold the side guards (2). The side guards keep the operator within the outlines of the truck and prevent from losing the balance. Step on the platform and keep both hands on the tiller arm.

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NOTE

The maximum driving speed in riding mode is approximately 9 km/h. It is possible to drive the truck on the platform without unfolded side guards. In this case the maximum driving speed has been limited under 6 km/h. There is also an optional 12 km/h top speed available, if the maximum load is less than 600 kg.

When you step off the platform, it will stay in the horizontal position. To return to pedestrian mode, fold the side guards to the rest position, lift the platform slightly and let the gas spring fold it up.

2.5.10. Speed Control the speed according to the situation. Take into consideration the load, visibility, and people in the working area and the working environment. Slow down at cross aisles and whenever the vision is obstructed. If the visibility is inadequate, use an assistant to help guide you.

Uncontrolled acceleration or braking, excessive speed at turning points, and fast and sudden turning may overturn the load and cause an accident.

In all conditions, drive the truck at a speed that enables you to stop it safely.

2.5.11. Stopping the truck Brake the truck smoothly by turning the accelerator against the direction of travel (tiller arm in position 1).

You should anticipate a situation when you must brake and decrease the speed well ahead. When you release the tiller arm to the up position or

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press it to the down position, the driving circuit breaks and the brake is engaged (tiller arm in position 2).

2.5.12. Parking Park the truck in a reserved parking place. When parking the truck, the forks must be lowered and the parking brake must be on. Ensure that the truck cannot move by itself or that an inexperienced person cannot start driving it under any circumstances.

Never park or stack goods in front of fire doors, fire NOTE extinguishers, emergency exits and the like. Do not park on a slanted surface.

2.5.13. Traffic rules Maintain good visibility in the driving direction and keep sufficient safety distances. Follow the traffic regulations and speed limits. Do not drive the truck outside a private area without an order or permission from the site supervisor. Outside a private area, the truck is subject to general traffic rules and regulations. If a door opening is so narrow that two trucks cannot possibly pass through it at the same time, drive in the middle of the opening. When two trucks meet in a narrow or cross aisle, the loaded truck has the right of way.

NOTE When driving, you should sound the horn when necessary to warn others in the same area.

2.6. Load handling Only transport a load when it has been loaded safely.

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Always drive the truck with its forks lowered.

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When the load is raised, steer and brake carefully.

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If the truck has side stabilisers, use them when you fetch or leave a load. Raise them when driving.

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Do not let anyone, under any circumstances, walk or stand under the forks.

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Never place any part of your body between the mast structures or any moving parts of the truck.

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When carrying a load larger than the outlines of the truck, take into account the extra space it requires.

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Only handle undamaged loads.

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Place the load correctly.

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On slopes and ramps, place yourself above the load.

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Do not overload.

2.6.1. Lifting capacity The lifting capacity of the truck is printed on the capacity plate. Obey the maximum values for load weight and load center information in different loading situations. Take into account the effect of any attachments on the lifting capacity.

WARNING! Do not exceed the truck's maximum loading capacity under any circumstances.

2.6.2. Handling a load Lift and lower a load with the push buttons on the tiller arm. Place the load so that its weight is distributed evenly on the lifting forks.

WARNING! A broken pallet or an unstable load must never be left on a shelf or stack, but must always be removed.

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2.7. Charging the batteries The truck is equipped with rechargeable batteries that should be fully recharged before the truck is taken into use each day. Charging the batteries should be the responsibility of a trained professional. Lead-acid batteries contain a corrosive acid solution and can contain a considerable amount of stored electrical energy. Therefore, the responsible person or persons should be qualified and take appropriate precautions. See Section 3.1 Safety guidelines and preparation and Section 3.2 Maintenance guidelines for information on safety and preparation for maintenance tasks.

See Chapter 3 Regular maintenance for information on regular battery maintenance procedures and Section 4.5.1 Battery maintenance for more information on battery maintenance.

Adhere to the following guidelines when working with batteries: •

Do not handle a naked flame or smoke near batteries, as batteries can emit explosive gases.

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Do not place conductive tools or other objects on top of the batteries to avoid short-circuiting.

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Before charging wet lead-acid batteries, make sure that the cell caps are firmly fastened to prevent the corrosive battery solution from splashing.

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Wear protective gear appropriate for handling batteries, which contain a corrosive acid solution.

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Make sure that the area where batteries are charged is well ventilated to rapidly dissipate any produced explosive gases.

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Always charge a battery before storing it or if it is not used for a long period. Storing a battery in a low-charge state can permanently damage it.

The battery can be charged either with an external or an internal battery charger. If an external battery charger is used, follow the instructions given by the manufacturer or supplier of the charging device. When using an external battery charger, ensure that it is suitable for the battery type.

2.7.1. Battery charging with an inbuilt charger You can access the plug (1) for the power supply of the integrated charger from the outside of the truck. To activate the charger, extract the plug for

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the power supply from the safety socket (2) on the machine and insert it into the correct outlet (230 V ± 10% - 50 Hz).

WARNING! NOTE

No inflammable materials are allowed within 2 meters either from the truck under charge or the charger.

During charging the key switch must be switched off. After activating the charger, charging starts automatically.

The charging level is indicated with a three-colour indicator light (3): •

Red (indicates the need for charging)

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Flashing red (charging has begun)

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Yellow (80 % charged)

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Green (fully charged, charger can be unplugged)

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Flashing red, yellow, and green indicates a fault in the system and charging is stopped automatically.

NOTE

The charger will stop automatically after the charging is complete.

When the charging is finished, you can unplug the charger plug and connect it to the safety socket of the truck. If the plug is not connected to the safety socket, all electrical functions will remain switched off and the truck cannot be used.

A fault in the internal charger is indicated by the charging indicator as follows: •

Flashing green: Timeout alarm

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The charging duration exceeds the preset maximum value. Verify that the battery has the correct capacity.

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Flashing between red and yellow: Battery current alarm Loss of output power control. Indicates a fault in the control logic.

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Flashing between red and green: Battery voltage alarm Loss of output power control. Indicates a fault in the control logic.

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Flashing red, yellow and green in sequence: Temperature alarm Internal components have overheated. Verify fan operation.

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Flashing between yellow and green: Configuration alarm An unavailable configuration has been selected. Verify selector position.

2.8. Fastening batteries 2.8.1. Fixed fastening:

Fasten the battery according to the picture. Make sure the both battery locks (1) are in the down position at the bottom of the fastening slots (2).

Also make sure that the locks are tightened.

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2.8.2. Quick fastening

Fasten the battery according to the picture. Make sure the battery lock (1) is in the down position at the bottom of the fastening slots (2). Also make sure that the locking trigger (3) is in the locking position.

Release the battery according to the picture. Pull the locking trigger (3), lift up the battery lock (1) and remove the battery. Battery change rollers are positioned under the battery. Optional battery change device is recommended for removing the battery.

2.9. Transportation and storage Lift the truck only from a marked lifting point. Make sure that the capacity of the lifting device is sufficient. Only tow the truck with the drive wheel lifted from the surface.

Figure: Lifting point label If the truck is not used for a long period, it should be stored in a cool (above 0°C) and dry place. Make sure that the storage surface is even and support the truck so that weight is taken off the drive wheel. Fully charge the truck’s battery before storage and recharge it every 2 to 3 months of storage to prevent damage. Also check the level of battery fluid regularly and add

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fluid if necessary. If the truck is stored for over a year, change its hydraulic fluid annually.

If the truck has been stored for several months, perform the procedures described for semi-annual maintenance in Section 3.6 Semi-annual maintenance (or 600 hours) before returning it to use. For shorter storage periods, normal daily maintenance checks are sufficient before returning the truck to use.

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3. Regular maintenance Regular maintenance is the best way of keeping a truck fully operational and safe for the users. The procedures described in this chapter should be carried out according to the schedule outlined in Section 3.3 Periodic maintenance procedures.

Even though daily maintenance checks can be carried out without special training, this manual assumes that the reader is a professional trained in the service of trucks. Therefore, the presented maintenance and repair instructions should be followed only by professional service personnel.

3.1. Safety guidelines and preparation Do not attempt any maintenance or repair procedure unless you are authorised and qualified to carry it out. To service trucks you must be qualified to work on both electrical and hydraulic systems. Before planning maintenance actions on a truck, ensure that you are sufficiently familiar with the operation and use of the truck type and model. Make sure that you have the most current version of this service manual, as well as all the necessary and most current versions of schematic diagrams, charts and any other information needed for the maintenance tasks.

Perform maintenance and repair tasks only in a suitable environment. The service area must be safe for the servicing personnel, as well as for any other persons in its vicinity. The area must also be safe and suitable for performing electrical, hydraulic and mechanical maintenance procedures.

The area must be kept clean. Any fluid stains, waste and unnecessary equipment must be cleared from the service area before and during maintenance. Make sure that the service area is well ventilated.

To uphold personal working safety, make sure that you are appropriately prepared to perform servicing. Ensure that you have the appropriate clothing for the tasks. This includes protective clothing, footwear and gloves, as well as other protective equipment required by the task, such as eyewear, a mask and hearing protection. Take the appropriate precautions when handling harmful, corrosive or toxic chemicals. Never use bare hands or other parts of your body to test for leaks etc. Remove personal jewellery to reduce the risk of causing short circuits. When working on trucks with any panels open, adhere to all regulations governing electrical and hydraulic maintenance.

When performing maintenance procedures on or near batteries, take special care to protect yourself and your environment. The battery fluid in

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battery cells is a corrosive acid solution, which will burn if it comes into contact with bare skin or eyes. Never handle a naked flame or smoke a cigarette near batteries. Be careful with conductive tools near batteries, especially if any battery contacts are exposed. Always disconnect the battery from the truck before removing it.

Do not attempt a maintenance procedure unless you have all the necessary tools and equipment required by the task. Use only spare parts approved by the manufacturer. Use only the correct fluids and lubricants. Refer to Section 3.10.3 Hydraulic lubricant recommendation and Section 3.10.4 Transmission lubricant recommendation for the recommended lubricants and fluids.

Use jacks of suitable design and sufficient capacity to lift the truck.

Remember balance when lifting with a jack: position the jack so that the truck’s weight rests evenly on the supports and there is no risk of it overturning. Always secure the truck after lifting it with a jack. Do not work underneath a truck that is supported only by jacks.

Always turn off the main power of the truck and release hydraulic pressure before opening any covers. If any cover is open, turn on the main power or use the hydraulic system only if it is necessary for accomplishing the maintenance task. Disconnect the main battery connector unless electrical power is required. Take extreme care when working near electrical components. Even if the main power is switched off, there may be considerable electrical charges in truck components, such as in the batteries and in power capacitors.

Note that some components become hot during operation. Allow the truck to cool down after use before opening any covers. Especially the components of the electrical and the hydraulic system can heat up considerably during operation.

When larger repairs are involved, for example, when welding, the battery should be disconnected or removed. When welding is necessary, remove any paint or other finishing over a radius of at least 100 mm from the welding point to reduce the possibility of toxic gases being produced.

Adhere to all local (national and site-specific) regulations and recommendations governing the working area and the maintenance procedures that you are performing. This includes regulations on personnel safety, the handling of materials, environmental safety and disposal of waste.

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Do not perform a maintenance procedure, if you are uncertain of how it should be carried out. Do not modify the truck in any way that might reduce its structural integrity or affect its safe use. If you have doubts or concerns about a procedure described in this manual, contact the local product representative or the manufacturer’s technical support.

Return a truck to normal use only after all regular and other necessary maintenance procedures have been completely carried out and the truck is deemed to be in full working order.

3.2. Maintenance guidelines Reserve a sufficiently large area for servicing the truck. The area should be large enough for you to be able to test all of the truck’s normal operating functions, such as driving and lifting.

Determine the model of the truck under maintenance from the identification plate that is located on the underside of the tiller arm (when viewed from the driving position). The identification plate should be easily readable when the tiller arm is in the upright position.

Figure: Identification plate The truck models and options differ slightly in both regular and irregular maintenance and repair procedures. Most of the regular maintenance is identical for the models, and the differences are indicated where necessary.

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The truck models have three main covers that can be opened: the side covers and the top cover. In addition they have a separate battery compartment cover on the top of the truck between the top cover and the forks. This battery compartment cover is hinged and can be opened by lifting and turning at the same time. The screws (1) hold the side covers.

Figure: Side cover fixing screws All of the covers on a truck should be closed when its functions are tested.

Open the covers only when it is necessary for accomplishing the maintenance or repair task.

Some maintenance and repair tasks require the truck to be lifted. Only suitable lifting equipment should be used to lift a truck. Use only marked lifting points. When this is not possible, make sure that you choose lifting points that can securely support the weight of the truck without being damaged. Remember to secure a lifted truck so that it does not pose a risk to personnel safety.

3.3. Periodic maintenance procedures The periodic maintenance procedures are grouped based on the intervals after which they must be performed. This section lists the procedures for your convenience. If faults or damage are encountered during any of the periodic maintenance procedures, the maintenance process should be halted and the fault or damage fixed. After the truck has been repaired, the maintenance process should be restarted from the beginning. Always begin with the daily maintenance checks before using the truck after any repairs or modifications.

24

The regular maintenance schedule: Daily maintenance •

Check the operation of the main key switch and the emergency stop.

•

Check that the battery is charged.

•

Visually check the truck for any apparent damage.

•

Check the condition of the wheels.

•

Make sure the battery lock is in the down position at the bottom of the fastening slots. Also make sure that the locking trigger is in the locking position.

•

Check the level of battery fluid in each battery cell.

•

Check the transmission for leaks.

•

Visually check the condition of hydraulic tubing and couplings.

•

Test the operation and condition of the tiller arm.

•

Test the operation of the safety button.

•

Test the driving functions: controlling direction and speed, steering, the tiller arm position sensors, and the horn.

•

Test the operation of the parking brake.

•

Test the operation of the lifting hydraulics and controls.

Weekly maintenance •

Check that all fixing hardware and tube couplings are secure.

•

Check and clean the batteries and battery cabling.

•

Check the amount of fluid in the hydraulic system.

•

Check the condition of identification plates and labelling.

•

Clean the truck if necessary.

Semi-annual maintenance (after 600 hours of operation) •

Complete all the daily and weekly maintenance tasks.

25

•

Check the electrical connections and cabling.

•

Check the angle and condition of the forks.

•

Check the wear of the brake pad.

•

Check the fastening of the transmission and the drive unit.

•

Check the amount of transmission fluid.

•

Check the electrical steering (optional) according to Section 3.8 Location of fuses in el-panel.

Annual maintenance (after 1,200 hours of operation) •

Change the hydraulic fluid.

•

Change the transmission fluid.

3.4. Daily maintenance The daily maintenance procedures are vital for keeping a truck fully operational. They should always be carried out thoroughly each day before using the truck. Daily truck maintenance can be the responsibility of a person that does not have professional training. In this manual, it is assumed that the daily maintenance procedures presented below are carried out by a maintenance professional.

If any damage or other problems that affect the use or safety of the truck are encountered during daily maintenance, the truck must not be used until it is fully operational.

3.4.1. Checking the operation of the main key switch and the emergency stop Before starting any other maintenance tasks, check that the main key switch and the emergency stop button operate properly. If the key switch is faulty or the emergency stop function does not operate, remove the truck from use immediately. Return the truck to use only after it is fully operational. Refer to Chapter 2 Operating the truck for information on the truck’s controls.

Begin by turning the main key switch on. The truck should power up and indicate standby mode by illuminating the truck display. The device displays the indication of operational hours, status of speed reduction, system

26

3. Regular maintenance Regular maintenance is the best way of keeping a truck fully operational and safe for the users. The procedures described in this chapter should be carried out according to the schedule outlined in Section 3.3 Periodic maintenance procedures.

Even though daily maintenance checks can be carried out without special training, this manual assumes that the reader is a professional trained in the service of trucks. Therefore, the presented maintenance and repair instructions should be followed only by professional service personnel.

3.1. Safety guidelines and preparation Do not attempt any maintenance or repair procedure unless you are authorised and qualified to carry it out. To service trucks you must be qualified to work on both electrical and hydraulic systems. Before planning maintenance actions on a truck, ensure that you are sufficiently familiar with the operation and use of the truck type and model. Make sure that you have the most current version of this service manual, as well as all the necessary and most current versions of schematic diagrams, charts and any other information needed for the maintenance tasks.

Perform maintenance and repair tasks only in a suitable environment. The service area must be safe for the servicing personnel, as well as for any other persons in its vicinity. The area must also be safe and suitable for performing electrical, hydraulic and mechanical maintenance procedures.

The area must be kept clean. Any fluid stains, waste and unnecessary equipment must be cleared from the service area before and during maintenance. Make sure that the service area is well ventilated.

To uphold personal working safety, make sure that you are appropriately prepared to perform servicing. Ensure that you have the appropriate clothing for the tasks. This includes protective clothing, footwear and gloves, as well as other protective equipment required by the task, such as eyewear, a mask and hearing protection. Take the appropriate precautions when handling harmful, corrosive or toxic chemicals. Never use bare hands or other parts of your body to test for leaks etc. Remove personal jewellery to reduce the risk of causing short circuits. When working on trucks with any panels open, adhere to all regulations governing electrical and hydraulic maintenance.

When performing maintenance procedures on or near batteries, take special care to protect yourself and your environment. The battery fluid in

21

battery cells is a corrosive acid solution, which will burn if it comes into contact with bare skin or eyes. Never handle a naked flame or smoke a cigarette near batteries. Be careful with conductive tools near batteries, especially if any battery contacts are exposed. Always disconnect the battery from the truck before removing it.

Do not attempt a maintenance procedure unless you have all the necessary tools and equipment required by the task. Use only spare parts approved by the manufacturer. Use only the correct fluids and lubricants. Refer to Section 3.10.3 Hydraulic lubricant recommendation and Section 3.10.4 Transmission lubricant recommendation for the recommended lubricants and fluids.

Use jacks of suitable design and sufficient capacity to lift the truck.

Remember balance when lifting with a jack: position the jack so that the truck’s weight rests evenly on the supports and there is no risk of it overturning. Always secure the truck after lifting it with a jack. Do not work underneath a truck that is supported only by jacks.

Always turn off the main power of the truck and release hydraulic pressure before opening any covers. If any cover is open, turn on the main power or use the hydraulic system only if it is necessary for accomplishing the maintenance task. Disconnect the main battery connector unless electrical power is required. Take extreme care when working near electrical components. Even if the main power is switched off, there may be considerable electrical charges in truck components, such as in the batteries and in power capacitors.

Note that some components become hot during operation. Allow the truck to cool down after use before opening any covers. Especially the components of the electrical and the hydraulic system can heat up considerably during operation.

When larger repairs are involved, for example, when welding, the battery should be disconnected or removed. When welding is necessary, remove any paint or other finishing over a radius of at least 100 mm from the welding point to reduce the possibility of toxic gases being produced.

Adhere to all local (national and site-specific) regulations and recommendations governing the working area and the maintenance procedures that you are performing. This includes regulations on personnel safety, the handling of materials, environmental safety and disposal of waste.

22

Do not perform a maintenance procedure, if you are uncertain of how it should be carried out. Do not modify the truck in any way that might reduce its structural integrity or affect its safe use. If you have doubts or concerns about a procedure described in this manual, contact the local product representative or the manufacturer’s technical support.

Return a truck to normal use only after all regular and other necessary maintenance procedures have been completely carried out and the truck is deemed to be in full working order.

3.2. Maintenance guidelines Reserve a sufficiently large area for servicing the truck. The area should be large enough for you to be able to test all of the truck’s normal operating functions, such as driving and lifting.

Determine the model of the truck under maintenance from the identification plate that is located on the underside of the tiller arm (when viewed from the driving position). The identification plate should be easily readable when the tiller arm is in the upright position.

Figure: Identification plate The truck models and options differ slightly in both regular and irregular maintenance and repair procedures. Most of the regular maintenance is identical for the models, and the differences are indicated where necessary.

23

The truck models have three main covers that can be opened: the side covers and the top cover. In addition they have a separate battery compartment cover on the top of the truck between the top cover and the forks. This battery compartment cover is hinged and can be opened by lifting and turning at the same time. The screws (1) hold the side covers.

Figure: Side cover fixing screws All of the covers on a truck should be closed when its functions are tested.

Open the covers only when it is necessary for accomplishing the maintenance or repair task.

Some maintenance and repair tasks require the truck to be lifted. Only suitable lifting equipment should be used to lift a truck. Use only marked lifting points. When this is not possible, make sure that you choose lifting points that can securely support the weight of the truck without being damaged. Remember to secure a lifted truck so that it does not pose a risk to personnel safety.

3.3. Periodic maintenance procedures The periodic maintenance procedures are grouped based on the intervals after which they must be performed. This section lists the procedures for your convenience. If faults or damage are encountered during any of the periodic maintenance procedures, the maintenance process should be halted and the fault or damage fixed. After the truck has been repaired, the maintenance process should be restarted from the beginning. Always begin with the daily maintenance checks before using the truck after any repairs or modifications.

24

The regular maintenance schedule: Daily maintenance •

Check the operation of the main key switch and the emergency stop.

•

Check that the battery is charged.

•

Visually check the truck for any apparent damage.

•

Check the condition of the wheels.

•

Make sure the battery lock is in the down position at the bottom of the fastening slots. Also make sure that the locking trigger is in the locking position.

•

Check the level of battery fluid in each battery cell.

•

Check the transmission for leaks.

•

Visually check the condition of hydraulic tubing and couplings.

•

Test the operation and condition of the tiller arm.

•

Test the operation of the safety button.

•

Test the driving functions: controlling direction and speed, steering, the tiller arm position sensors, and the horn.

•

Test the operation of the parking brake.

•

Test the operation of the lifting hydraulics and controls.

Weekly maintenance •

Check that all fixing hardware and tube couplings are secure.

•

Check and clean the batteries and battery cabling.

•

Check the amount of fluid in the hydraulic system.

•

Check the condition of identification plates and labelling.

•

Clean the truck if necessary.

Semi-annual maintenance (after 600 hours of operation) •

Complete all the daily and weekly maintenance tasks.

25

•

Check the electrical connections and cabling.

•

Check the angle and condition of the forks.

•

Check the wear of the brake pad.

•

Check the fastening of the transmission and the drive unit.

•

Check the amount of transmission fluid.

•

Check the electrical steering (optional) according to Section 3.8 Location of fuses in el-panel.

Annual maintenance (after 1,200 hours of operation) •

Change the hydraulic fluid.

•

Change the transmission fluid.

3.4. Daily maintenance The daily maintenance procedures are vital for keeping a truck fully operational. They should always be carried out thoroughly each day before using the truck. Daily truck maintenance can be the responsibility of a person that does not have professional training. In this manual, it is assumed that the daily maintenance procedures presented below are carried out by a maintenance professional.

If any damage or other problems that affect the use or safety of the truck are encountered during daily maintenance, the truck must not be used until it is fully operational.

3.4.1. Checking the operation of the main key switch and the emergency stop Before starting any other maintenance tasks, check that the main key switch and the emergency stop button operate properly. If the key switch is faulty or the emergency stop function does not operate, remove the truck from use immediately. Return the truck to use only after it is fully operational. Refer to Chapter 2 Operating the truck for information on the truck’s controls.

Begin by turning the main key switch on. The truck should power up and indicate standby mode by illuminating the truck display. The device displays the indication of operational hours, status of speed reduction, system

26

alarm codes and level of battery charge. Turn the main key switch off to test that the truck shuts down.

The emergency stop button is a separate switch. To test the emergency stop button, first switch the truck on normally. With the truck active press the emergency stop button to check that it deactivates the truck immediately. To reactivate the truck, turn the button counter clockwise and let it pop up by itself.

3.4.2. Checking the battery charge It is assumed that the truck’s battery is fully charged each day before daily maintenance and use. The battery can be charged with an external or internal charger. If an external charger is used, you should follow the instructions issued by the manufacturer or supplier of the charger.

If the internal battery charger is used, follow the instructions in Section 2.7 Charging the batteries. An internal charger is equipped with a charging progress indicator on the truck’s control panel. Ensure that the indicator indicates a fully charged battery before taking the truck into use.

The truck is equipped with a display, which shows the approximate level of battery charge when truck’s main power is switched on.

If the battery does not seem to charge properly, does not hold a charge or presents other problems, refer to the battery maintenance section in Chapter 4 Electrical operation and maintenance for more information.

3.4.3. Checking the truck for external damage Visually check the truck for any apparent problems or external damage.

If damage is apparent, its extent should be checked and any necessary repairs made before continuing with regular maintenance. If the damage in any way affects the use or safety of the truck, the truck must be taken out of use until it is fully operational.

3.4.4. Checking the condition of the wheels The truck has three wheel types: drive, load and castor. The drive wheel is located immediately under the tiller arm anchoring point and supports a considerable portion if the truck’s weight. It is attached to the drive motor via the transmission to propel the truck, and it is turned with the tiller arm mechanically or optionally with electric steering to steer the truck.

27

Figure: Drive wheel The load wheels are located near the ends of the forks. Their main purpose is to support the weight of the load. Depending on the truck model, there is either a single or a double load wheel in each fork.

Figure: Tandem load wheels The side supporting castor wheels are located under the main chassis on either side of the drive wheel. They support the truck when it is driven and prevent from tilting, as there is only one drive wheel. The castor wheels turn automatically to follow the direction of travel.

28

Figure: Castor wheel Remove the main covers to gain better access to the wheels. Check all the wheels on a truck for damage and wear. The wheels should wear evenly, and there should be no flats or holes in the wear surface. The wheels should also turn smoothly on their axles and there should not be play in the bearings. Even wear can be tested by driving the truck on a smooth surface to test that all the wheels turn and the truck rides smoothly.

If a wheel or a bearing has sustained damage that affects use or if its surface has worn completely, it should be replaced. Refer to Chapter 6 Mechanical maintenance for information on replacing and servicing wheels.

3.4.5. Checking that the batteries are securely fastened The fastening of the batteries depends on how the truck is ordered. Open the battery cover to perform this check. There are two possibilities: Fixed fastening

29

The battery has fixed fastening with the help of two locks fitting in slots and secured with two bolts, make sure that the locks are tightened.

Quick fastening

With this locking type the battery can be replaced with a fresh one. Make sure the battery lock (1) is in down position at the bottom of the fastening slots (2). Also make sure that the locking trigger (3) is in locking position.

Battery change rollers are positioned under the battery. Optional battery change device is recommended for removing the battery.

Figure: Battery arrangement

30

3.4.6. Checking the level of battery fluid in each cell Take appropriate precautions when handling batteries and fluid. Battery fluid is a corrosive acid solution and can cause burns if it comes into direct contact with bare skin. Use only approved fluid to fill the battery cells.

Refer to Section 3.10.3 Hydraulic lubricant recommendation and Section 3.10.4 Transmission lubricant recommendation for fluid recommendations.

Open the battery compartment cover to access the battery cells. Follow the instructions issued by the battery or battery cell manufacturer for maintaining battery cells in good condition. Use care not to contaminate the solution with impurities. Do not overfill the cells and close the caps firmly to avoid leakage.

3.4.7. Checking the transmission for leaks Visually check that there are no apparent fluid leaks in the transmission assembly. Open the main cover to perform this check.

The transmission is fluid-filled and serviceable. It has a filling cap at the top, a checking cap on its side and a draining cap on the underside. Never use your hands to check for leaks. The amount of transmission fluid is checked during semi-annual maintenance (see Section 3.6 Semi-annual maintenance (or 600 hours)).

3.4.8. Checking the condition of hydraulic tubing and couplings Visually check the condition of all accessible hydraulic lines and couplings.

Open the main covers to perform this check. The location of hydraulic components differs between the standard truck and added options, but you should check that all the accessible couplings and tubing in the hydraulic system are in good condition. There should be no evidence of leaks or damage. Follow the hydraulic system from the tank and pump assembly to all couplings.

The operation of the hydraulic system is tested during daily maintenance (see Section 3.4.13 Testing the lifting hydraulics and controls). The amount of hydraulic fluid in the system is checked during weekly maintenance (see Section 3.5.3 Checking the amount of hydraulic fluid). The hydraulic fluid in the system is changed annually (see Section 3.10.1 Changing the hydraulic fluid). If you find any problems or damage in the hydraulic system, the truck must be taken out of use until it is fully operational. Refer to

31

Chapter 5 Hydraulic operation and maintenance for information on hydraulic maintenance.

3.4.9. Testing the operation and condition of the tiller arm When the truck is not being used, the tiller arm must rest in the upright position. Check that the arm moves smoothly between the top and bottom positions. Check that the gas spring in the tiller arm returns the arm from any position to the upright position. Check that the tiller arm is securely fastened at its base. Check for any unwanted play in the moving parts.

Note that the position of the tiller arm affects driving (see Section 3.4.11 Testing the speed control unit, steering and the horn). If the tiller arm does not function properly or if it has sustained damage, the truck must be taken out of use until it is fully operational. Refer to Chapter 6 Mechanical maintenance for information on mechanical maintenance.

3.4.10. Testing the safety button WARNING!

Never use a truck with a faulty safety button!

Check the operation of the safety button immediately after the main power is switched on. Test the operation of the safety button before continuing with the other operational tests.

Close all the covers before you switch on the main power. For the remaining daily maintenance tests, you have to switch on the truck’s main power. Refer to Chapter 2 Operating the truck for information on the truck’s controls.

The safety button is located at the far end of the tiller arm. Its purpose is to prevent the user from being crushed between the truck and a solid object. The safety button works only when moving in the direction of the tiller arm. If the button is pressed while moving, the truck should stop immediately and reverse its direction for a short time. The intensity of the reversing action is proportional to the movement speed.

32

Figure: Safety button Check the operation of the safety button by pressing it while driving the truck slowly in the direction of the tiller arm. If the safety button does not function properly, halt the maintenance process immediately and take the truck out of use until the safety button is fully operational.

3.4.11. Testing the speed control unit, steering and the horn Continue with this test only if the safety button of the truck is operational.

Refer to Chapter 2 Operating the truck for information on the truck’s controls and driving.

1.

Begin by taking hold of the tiller arm and lowering it from the upright position to the driving position. Do not lower it to the bottom position.

2.

Use the accelerator on either side of the tiller arm to test the speed control. Move the accelerator gently in the forward direction. The truck should accelerate smoothly while the controller is moved. Reduce the speed from the accelerator and the truck should respond smoothly.

3.

Test the reverse direction similarly. Accelerate in the forward direction once again and test reverse braking by moving the accelerator opposite to the direction of the movement. The truck should first decelerate and then begin to move in the opposite direction until the accelerator is released.

4.

Test that the position sensor of the tiller arm operates by attempting to drive when the arm is in the upright and in the bottom position. The truck should not respond to the accelerator when the tiller arm is in these extreme positions.

33

5.

Repeat the test by moving the tiller arm to the driving position, driving the truck slowly and both pressing the arm down to the bottom position and releasing it to the upright position. In both cases, the truck should stop.

6.

Drive the truck both forward and backward, and test the steering by moving the tiller arm from side to side. Steering should be smooth throughout the available arc in both directions. If the truck is equipped with “optional” electric steering, the needed steering force is very light compared to mechanical steering in standard version.

7.

Test the horn by pressing the horn button on the tiller arm.

If any problems are encountered during this test, take the truck out of use until it is fully operational.

3.4.12. Testing the parking brake The trucks are equipped with an automatic parking brake. The brake should be active when the main power is off and also when the main power is on unless the accelerator is moved to issue a drive command. Test the parking brake by trying to move the truck. When the brake is active, the truck should not move forward or backward. The parking brake only affects the drive wheel so that the other wheels are still free to turn. The tiller arm can also be freely moved from side to side while the parking brake is active.

3.4.13. Testing the lifting hydraulics and controls Test the operation of the lifting hydraulics by lifting and lowering the forks.

Refer to Chapter 2 Operating the truck for information on the truck’s controls. The forks should rise smoothly from the lowest position to the highest position. The forks should stop smoothly when reaching the upper position. If the forks hit the upper position at full speed, there may be a problem in the system. Refer to Chapter 6 Mechanical maintenance for information on mechanical maintenance.

3.5. Weekly maintenance Like daily maintenance, weekly maintenance is important for keeping the truck in full working order. Weekly maintenance should be scheduled for a certain day of the week, so that the maintenance interval does not fluctuate. When weekly maintenance is due, complete all of the daily maintenance procedures first before continuing with the weekly maintenance procedures.

34

Before beginning, ensure that the main power of the truck is turned off.

Open the main covers of the truck before commencing with weekly maintenance procedures. Refer to Section 3.2 Maintenance guidelines for information on how to open the truck’s covers.

Should the weekly maintenance procedures reveal anything that affects the use or safety of the truck, the truck must immediately be taken out of use until it is restored to full working order.

3.5.1. Checking that fixing hardware and tube couplings are secure Check that all accessible fixing hardware is securely fastened, and that there is no play between parts that should be firmly fixed. Check that all the couplings in the hydraulic system are tight.

3.5.2. Checking and cleaning the batteries and battery cabling The batteries are located in the battery compartment between the main chassis and the forks. Open the battery compartment cover to access the batteries. Visually check the condition of the battery cells. Check that all the battery cabling (both the main poles and between the cells) are securely fixed and in good condition, with all the insulators intact.

Over time, grime accumulates onto the batteries. Clean batteries weekly with a non-conductive and non-abrasive dry cloth. Never use water or any other cleaning agent when cleaning batteries or battery cells. Take precautions for handling lead-acid batteries, which contain a corrosive acid solution. Take care to not short-circuit a battery or cell connection.

3.5.3. Checking the amount of hydraulic fluid Check the amount of fluid in the hydraulic system. Before checking the amount, ensure that there is no pressure in the system, that is, that the forks are resting in the lowest position. The hydraulic tank is located on the left side and it is installed vertically. The hydraulic tank should be filled to three-quarters (3/4) of the capacity when measured from the bottom of the tank to the bottom edge of the filling tube.

35

Figure: Hydraulic tank location If the level of fluid in the tank is below the amount mentioned above, you must add hydraulic fluid to the system. Refer to Section 3.10.3 Hydraulic lubricant recommendation and Section 3.10.4 Transmission lubricant recommendation for fluid recommendations. When adding hydraulic fluid to the system, use only new and clean fluid, and uphold cleanliness during the operation so that contaminants are not introduced into the hydraulic system. Take appropriate precautions when handling hydraulic fluid, as it is harmful.

3.5.4. Checking the condition of identification plates and labelling The main identification plate of the truck is located on the underside of the tiller arm. Check that it is firmly in place, undamaged and fully legible.

If the plate is missing or cannot be read, a new one must be fitted. In addition to the identification plate, check that other labelling and markings, such as lifting points or any warnings, are in place and intact.

3.5.5. Cleaning the truck Clean the truck at least once a week. Keeping the truck clean upholds safety and helps to maintain it in good working condition. If the truck is kept clean, it is also easier to notice possible damage or wear.

When cleaning the truck, take care not to let water or other fluids enter the main chassis or battery compartment. Never use a pressure washer to clean the truck. Use a dry and clean cloth when possible and use solvents only when necessary. If solvents are necessary, make sure that the chemicals will not harm the surface or component that is being cleaned.

36

3.6. Semi-annual maintenance (or 600 hours) Check and, if necessary, adjust or repair: •

Connections of the drive motor and pump motor

•

Accelerator operation

•

Speed limit switches

•

Micro switches or inductive sensors

•

Contactors and solenoids

•

Cables

•

Tiller arm gas spring

•

Lift cylinder function

•

Play of the fork carriage, and the slope of the forks and their condition

•

Air gap in the brake: 0.2 mm when new, maximum gap 0.55 mm

•

Brake pad thickness: 9.0 mm when new, minimum thickness 8.7 mm

•

Air gap in the brake cannot be modified

3.6.1. Opening covers Open the mounting screws (1) to remove the covers on both sides of the truck.

37

3.7. Additional maintenance work for service personnel •

Change the hydraulic oil once a year (or 1200 h).

•

Change the transmission oil once a year (or 1200 h)

•

Check the operation of the hydraulics.

•

Check the fastening of the gearbox and the amount of transmission oil.

•

Check the fastening of the tiller arm.

•

Check the condition of the side castor wheels and load wheels.

•

Check the wear of the drive wheel:

38

•

Ø 230 mm when new

•

Minimum Ø is 218 mm.

3.8. Location of fuses in el-panel

•

1F1 (10A) Line contactor fuse

•

2F1 (10A) Control circuit fuse

•

3F1 (10A) Aux. device circuit fuse

•

4F1 (200A) Drive motor fuse

•

5F1 (100A) Pump motor fuse

•

6F1 (50A) Steering motor fuse (optional)

39

3.9. Electrical steering (Option)

Part numbers for the electrical steering: 1

Plate

(RL) 481553

2

Steering motor

(RL) 477931

3

Chain wheel

(RL) 479007

4

Washer

(RL) 509542

5

Screw

(RL) 471443

6

Fastener

(RL) 479740

7

Plate

(RL) 479739

8

Feedback potentiometer (RL) 479734

9

Chain tension device

10 Chain

40

(RL) 479872 (RL) 479837

11 Washer

(RL) 137121

12 Screw

(RL) 483773

13 Nut

(RL) 152006

14 Screw

(RL) 469060

15 Washer

(RL) 122287

16 Nut

(RL) 131711

17 Stop screw

(RL) 390349

1

Bearing housing

(RL) 478499

2

Shaft

(RL) 478500

3

Tiller arm

4

Screw

(RL) 145013

5

Washer

(RL) 450271

6

Washer

(RL) 131852

7

Nut

(RL) 131845

8

Bearing

(RL) 479001

9

Lock ring

(RL) 479002

41

10 Friction assembly

(RL) 472011

11 Twin potentiometer

(RL) 479733

12 Plate

(RL) 479727

13 Screw

(RL) 483773

14 Screw

(RL) 483049

15 Stop screw

(RL) 390349

16 Key

(RL) 189188

17 Cover

(RL) 109259

18 Fastener

(RL) 481091

19 Nut

(RL) 152006

20 Clamp

(RL) 481091

21 Washer

(RL) 145611

Check that the automatic tensioning device of the steering chain holds the chain tight. If needed, loosen the screws (RL) 469060 and move the friction assembly (RL) 472011, which is spring loaded, towards the chain.

Tighten the screws again. The condition of the chain wheel (RL) 479007 must also be checked from wear and possibly replaced. If this is not yet sufficient, replace the complete chain (RL) 479837.

For the best steering chain life, it should be lubricated with a graphite or molybdenum type lubricant such as the spray-on type which evaporates leaving the graphite or molybdenum on the chain. Using oil or grease on the chain in dusty or sandy riding conditions may cause dirt particles to stick to the chain in rapid wear from abrasion.

WARNING!

When the main covers are open, do not turn on the main power, to prevent accidental movement of the transmission unit, with the help of the tiller arm to avoid injury with hands and fingers!

3.10. Annual maintenance (after 1,200 hours of operation) Annual maintenance should be carried out either after a year or after 1,200 hours of use, whichever is sooner. The truck is equipped with a display indicating the operational hours. The annual maintenance procedure should be carried out only by a trained professional.

42

3.10.1. Changing the hydraulic fluid The hydraulic fluid must be changed once a year. Note that the filling cap functions as a breather for the tank so do not over tighten it or overfill the tank to avoid leakage. Refer to Section 3.10.3 Hydraulic lubricant recommendation and Section 3.10.4 Transmission lubricant recommendation for fluid recommendations. Remember cleanliness and follow the precautions for handling harmful fluids.

Remove the main and top covers of the truck. The hydraulic pump and tank assembly is installed vertically. The filling tube of the tank has a right angle, so the the tank has to be removed to drain the old fluid. You also have to remove the battery pack to gain access to the fixing screws that holds hydraulic pump and tank assembly. Remove the hydraulic tank according to following steps.

1.

The hydraulic pump and tank assembly is fixed to a bracket, which is fixed to the bottom of the main chassis. Locate the bolts that fix the bracket to the chassis and open them.

2.

After opening the bolts, turn the assembly out of the chassis to gain access to it.

3.

Open the four screws that hold the entire assembly together using a 4 mm Allen key. Be careful when handling the assembly with the screws removed.

Figure: Removing the hydraulic tank 4.

Carefully remove the tank and pour out the old hydraulic fluid.

5.

Reattach the tank to the rest of assembly and refix the four fixing screws.

43

6.

Reattach the entire assembly to the main chassis.

7.

Open the filling cap and fill the tank to three-quarter (3/4) of its capacity when measured from the bottom of the tank to the filling tube.

Figure: Removing the battery pack

3.10.2. Changing the transmission fluid The transmission has three orifices: the filling hole (1) at the top, the checking hole (2) on the side, and the draining hole (3) on the underside.

The filling cap is opened with a 12 mm wrench, while the checking and draining hole caps require a 5 mm Allen key. Take precautions when handling transmission fluid and keep the service area clean.

To change the transmission fluid: 1.

Lift the truck with a suitable jack or other safe method and secure it to a level position. Always secure the truck so that it is safe to work under.

NOTE Never work under a truck that is supported only by jacks.

2.

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After the truck has been lifted and levelled, place a suitable container under the transmission draining hole. There is approximately 0.6 litres of fluid in the transmission.

3.

Open the draining hole cap using a 5 mm Allen key.

4.

Open the filling hole cap using a 12 mm wrench and let the transmission fluid drain completely.

5.

Close the draining hole cap.

6.

Open the checking hole cap using a 5 mm Allen key.

7.

Using a funnel, pour new transmission fluid carefully into the filling hole until it reaches the level of the checking hole. Refer to Section 3.10.3 Hydraulic lubricant recommendation and Section 3.10.4 Transmission lubricant recommendation for fluid recommendations.

8.

Close the checking and filling hole caps.

3.10.3. Hydraulic lubricant recommendation

Figure: Filling hole for hydraulic oil (1) Hydraulic oil: ISO 11158 HM/HV/HR - VG 32 In freezer warehouses: ISO 11158 HM/HV/HR - VG 15 Fill the tank to ¾ volume.

3.10.4. Transmission lubricant recommendation Transmission oil: ISO-VG 100 CLP,SAE 80W/90, API GL-4 or GL-5 Cold storage: SAE 75W/90, API GL-4 or GL-5 (fully synthetic oil) Fill to the volume of 0.55 l. The oil level must reach the lower edge of the checking hole (2).

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•

Filling hole for transmission oil (1)

•

Opening to check the oil level (2)

•

Oil outlet (3).

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4. Electrical operation and maintenance This chapter examines the electrical aspects of the truck. The chapter begins with a description of the truck's electrical operation. It continues by introducing the console and presents its use in reading and modifying controller parameters. The chapter concludes with electrical maintenance and repair instructions not covered in Chapter 3 Regular maintenance.

Refer to Section 3.1 Safety guidelines and preparation and Section 3.2 Maintenance guidelines for information on safety and preparation for maintenance tasks. Refer to Chapter 2 Operating the truck for operating instructions.

4.1. Electrical operation This section presents the truck's primary electrical functions. Ensure that you have the correct version of the electrical schematics for the truck model under maintenance. Contact your supplier or technical support for information on obtaining up-to-date documentation for your truck.

The section assumes that you are using the standard model of the truck.

This chapter only addresses the primary electrical functions. To troubleshoot a particular component, you need to locate it on the electrical schematic diagram to understand how it is connected to the entire system.

Keep a copy of the electrical schematic diagram at hand while reading this chapter.

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4.1.1. Using the schematic diagram

Figure: A sample page from the electrical schematic diagram of the pedestrian power pallet truck (TS1070906) NOTE

Always acquire the correct version of the electrical schematics before proceeding with electrical maintenance.

The electrical schematic diagram is divided into zones, which are presented along the top edge of each page. Use these zones as a navigating aid to

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locate components. For example, the text may refer to a component in a certain zone of a certain page of the schematics.

4.1.2. Power source This truck product family uses wet lead-acid batteries, which consists of 12 cells and supply a nominal voltage of 24 volts. The batteries have a maximum capacity of 500Ah or 375Ah depending on the truck models.

The batteries reside in a separate compartment and are connected to the system via X1 battery connector. The battery is presented as G1 in zone 11 on page 1 of the electrical schematic diagram.

4.1.3. Additional safety circuit (emergency power off) If the emergency power of switch (S9) is in normal closed position, B+ continues to flow to the key switch (S1). B+ also flows to the main power contactor coil (K3).

Should the operator need to remove power from the system at any time, the emergency power off switch can be pressed. With the switch depressed (down), the connection opens and removes B+ from the main contactor coil (K3).

4.1.4. Key switch The main key switch S1 controls the electrical power supply with the help of the main contactor K3 tips to the entire system. The key switch is activated by turning it to "On" position. When the key switch S1 closes, B+ flows to the coil of main contactor K3, the negative is connected to the battery and the contactor K3 will close the contacts. The positive electrical power is supplied to the system through the main fuses 5F1 and 4F1. (In case the option electric steering is present, supply also to fuse 6F1). The fuse 5F1 is rated at 100A and 4F1 is rated at 200A. The option “electric steering” fuse 6F1 is rated at 50A. Refer to the electrical schematic diagram for location of the main fuses in zones 13, 14 and 15 on page 1. After the main fuse 5F1 the B+ supply is fed to the contacts of pump contactor K2.

The pump motor contactor is controlled by the traction controller. In the schematic diagram, the K2 contacts are presented in zone 13 on page 1.

The coil controlling the K2 contacts is presented in zone 25 on page 1.

The coil is connected to pins 4 and 5 of connector XA1A of the traction controller. Pin XA1A:5 is the positive supply and pin XA1A:4 is the negative supply for the pump motor contactor. The contactor coil is powered as long as the battery voltage is high enough. Lifting is disabled when the battery voltage drops under the level set with the parameter ADJUSTMENT

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#2 of the traction controller. Refer to Section 4.2 Console for information on reading and modifying the parameters of the traction controller.

The traction controller contactor is controlled by the traction controller. In the schematic diagram, the K1 contacts are presented in zone 14 on page 1. The main voltage is supplied to terminal A1/+ on the traction controller.

The coil controlling the K1 contacts is presented in zone 29 on page 1.

The coil is connected to pins 1 and 2 of connector XA1A of the traction controller. Pin XA1A:1 is the negative supply for the traction contactor and pin XA1A:2 is the positive supply. The contactor coil is powered as long as everything is okay in the traction circuit. The contactor is not powered when there is an alarm active. See Section 4.3.3 Traction Controller (AC1) Alarm List.

The optional “electrical steering” is supplied with positive voltage from the fuse 5F1 to terminal A2/+ on the steering controller.

The battery negative pole B- is connected directly to the negative input terminal A1/- on the traction controller, pump motor and to the optional “electrical steering” controller terminal A2/-.

4.1.5. Traction The movement of the truck is controlled by the traction controller. Before the truck can be driven, the battery must be connected, the main key switch must be closed and the system must have passed the self-test procedure.

When the truck is powered on and in standby mode, it can be driven by moving the accelerator at the end of the tiller arm towards the forward or backward direction. The accelerator is presented in zones 20 to 24 on page 1 of the electrical schematic diagram. Refer to Chapter 2 Operating the truck for more information on driving the truck.

The accelerator unit receives its positive 24 volt electrical supply from pin 2 of connector XA1B. The negative connection is supplied directly from B-. As the accelerator is moved in either direction, it indicates the direction to the traction controller via pins 5 and 6 of connector XA1B. It also provides a varying voltage to pin 10 of connector XA1B. The voltage varies between 0, 3 and 5V, depends on the position of the accelerator control.

The voltage increases as the accelerator is moved to either extreme.

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NOTE

If the accelerator needs to be replaced for any reason, the sensor values should be programmed by menu “PROGRAM VACC”. Refer to Section 4.2 Console for information reading and modifying the parameters of the traction controller.

When the voltage at pin 10 of connector XA1B of the traction controller rises above 0, 3V the controller first checks the directional inputs (pins 5 and 6 of connector XA1B) for a direction indication. The controller also checks for any internal alarm. Before the controller engages the traction motor it releases the 1Y1 electrical parking brake.

The brake is controlled through pin 3 of connector XA1A which is negative and positive through fuse 3F1 (10A). The parking brake is active when it receives no power that is also when the truck is powered down. To release the brake, the traction controller applies 24V to pin 3 of connector XA1A for one second and then reduces the voltage 69% to hold the brake open.

Refer to zone 27 and 15 on page 1 of the electrical schematic diagram.

After the parking brake is released, the traction controller begins to feed the three-phase alternating current to drive the M1 traction motor. The AC traction motor is connected to the U, V and W outputs of the traction controller. Refer to zones 17 to 19 on page 1 of the electrical schematic diagram.

The truck is powered by a DC battery. The direct current is converted in the traction controller to three-phase alternating current to drive the AC traction motor. This process is known as inverting. The three motor inputs are driven out of phase to create a voltage drop between the phases. The order of the phases, that is, which phase is leading and which phases follow, determines the rotating direction of the motor.

The rotating speed of the motor is relational to the width and frequency of the pulse. The greater the pulse width, the longer current flows through the motor. The actual current passing through the motor is more sinusoidal than pulsed due to the characteristics of an inductor. The pulse width varies depending on feedback from the traction speed encoder bearing B3. If the motor revolves faster than the speed reference, the pulse width is decreased and vice versa.

Motor speed feedback allows the control system to maintain an exact speed, regardless of the load on the truck. The feedback process continues until the request to move ends. In other words, until you release the accelerator or an alarm occurs, which forces the traction controller to cease operation and to engage the brake. If there are no alarms when the accelerator is released, the traction controller reverses the motor

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phasing to slow it down (by attempting to reverse its rotating direction).

The parking brake is engaged once the motor has stopped revolving, which the traction controller senses via the traction speed encoder.

NOTE The maximum forward and backward travel speeds of the truck can be modified with the console. The maximum permitted speed of a pedestrian truck is 6 km/h. Refer to Section 4.2 Console for more information on using the console to adjust parameters.

The traction speed encoder is connected to the traction controller at pins 9, 10, 19 and 20 of connector XA1A. Pin 9 supplies the encoder with 15volts while pin 10 supplies the negative connection. Pin 19 is encoder channel A and pin 20 is encoder channel B. The traction controller determines the rotating speed of the motor by counting the pulses produced by the encoder over a certain period. The faster the motor turns, the more pulses are generated during the monitoring period. The rotating direction of the traction motor is determined by comparing the signals of the two channels. The motor’s turning direction causes the signal of one channel to lead while the other lags.

4.1.6. Braking The truck is normally slowed down with the traction motor. When the truck is being driven in one direction, reducing the deflection of the accelerator control causes the system to reduce the speed. The operator can slow down the truck more rapidly by turning the accelerator in the opposite direction to the movement. This causes the traction controller to instruct the traction motor to reverse its movement and therefore to rapidly reduce its turning speed. If the accelerator is held in this position after the truck has stopped, it begins to move in the given direction at the requested speed.

In practice, when the accelerator is turned opposite to the direction of movement, the traction controller switches the order of the two of the three motor input phases (U, V and W). This action forces the traction motor to reverse its rotating direction. This will initially slow down the motor and then begin to turn it in the opposite direction.

NOTE Braking characteristics can be adjusted with the Reverse braking parameter. Refer to Section 4.2 Console for more information on setting truck parameters with the console.

When the movement of the truck is slowed down with the motor, the motor acts as a generator and produces electrical power. This power is used to recharge the truck’s battery. This is known as regenerative or inverse braking. In this situation, the motor produces AC voltage from each of its

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phases. This AC voltage is rectified to a direct positive and negative voltage. As long as the resultant DC voltage is higher than the battery voltage, the battery is charged.

The truck is equipped with an electrical brake, but this is normally not used to control the truck’s speed. The TILLER MODE parameter controls the function of the electrical brake.In the default mode, the electrical brake is engaged only after the truck's movement has stopped. This reduces the wear on the electrical brake. The electrical brake can be used to slow down the truck, but this is not recommended.

4.1.7. Safety button The truck is by regulations obligated to have a safety button to protect the operator. The safety button is situated at the far end of the tiller arm. Its purpose is to stop and reverse the direction of the truck’s movement to minimise the risk of the operator being crushed between the truck and an obstacle.

The safety button works only when the truck is driven in the direction of the tiller arm. When the button is pressed, the truck automatically stops and reverses its movement for a short period. The sharpness of the response is controlled by parameter TIL&BELLY BRAK. The response is greater at faster driving speeds. Refer to Section 4.2 Console for more information on setting the truck’s parameters with the console.

The safety button S2 is located in zone 20 on page 1 of the electrical schematic diagram. When it is pressed, it opens the connection and removes the 24V-volt supply from pin 7 of connector XA1B. This causes the controller to connect the reversed direction.

4.1.8. Lifting and lowering the forks The forks are lifted hydraulically. The operator requests lifting or lowering by using the micro switches in the tiller arm head. Lifting is requested with switch S4 and lowering with switch S5. Refer to zones 28 and 29 on page 1 of the electrical schematic diagram.

When the operator requests lifting, switch S4 is closed, which sends the 24-volt signal to pin 9 of connector XA1B.of the traction controller. Before the traction controller reacts to the request, the battery voltage must be above a designated level. The traction controller energises the K2 contactor coil through pin 5 of connector XA1A. K2 closes and feeds the battery voltage to the pump motor. The pump motor engages and turns the pump to draw hydraulic fluid from the tank and send it to the lifting cylinder. The

53

pump motor runs until the lifting request is removed or the forks reach the top position. When the top position is reached, the lifting limit switch (S7) opens, which deactivates the pump motor.

When the operator requests lowering, switch S5 is closed, which sends the 24-volt signal to pin 11 of connector XA1A. The traction controller then controls the magnetic valve through pin 12 of connector XA1A. Refer to Chapter 5 Hydraulic operation and maintenance for instructions on the hydraulic operation of the power pallet truck.

4.1.9. Electric power steering (Option) The electric power steering is an option in this product family. The electrical power steering controller determines the direction in which the operator wishes to travel by comparing the signals from tiller arm position twin potentiometer outputs to steering motor shaft potentiometer output signal together with the encoder installed in the steering motor, to determine which speed and which direction is requested for the steering movement.

For safety reasons the steering speed is related to the traction speed. The twin potentiometer is a double potentiometer in the same frame. The two potentiometers inside does have complementary action (i.e. one wiper grows up from zero to Vcc = +5V meanwhile the second wiper reduces from Vcc = +5V to zero (see figure 4.3 below).

Figure: Twin potentiometer

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Figure: Twin potentiometer connection in zones 21-22 on page 2

Figure: Feedback potentiometer connection in zones 21-22 on page 2 Middle point adjustment of the steering potentiometers for power pallets 2000 and 2500kg capacities.

Twin potentiometer: The middle point is as a voltage half of possible voltage supply connected to the potentiometer. There is a supply from the EPS controller approx.

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5V dc voltage between Connector XP1 pins 3 and 4. Connect a multimeter on dc voltage scale to pins 3 and 4. Measure the real supply voltage (sample: can be 5,038V) divide this value by 2 = 2,519V connect the multimeter to pins 3 and 2. Turn the potentiometer shaft until the voltmeter reading is close as possible to 2,519V. Check by measuring also between pins 3 and 1, the result must be approx the same as previous measurement 2,519V. Now you have set the twin potentiometer to the middle position.

Lock the shaft stop screw.

Single feedback potentiometer: The middle point is as a voltage half of possible voltage supply connected to the potentiometer. There is a supply from the EPS controller approx.

5V dc voltage between Connector XP2 pins and 3. Connect your multimeter on dc voltage scale to pins 1 and 2. Measure the real supply voltage (sample: can be 4,62V) divide this value by 2 = 2,31V connect the multimeter to pins 3 and 2. Turn the potentiometer shaft until the voltmeter reading is close as possible to 2,31V. Now you have set the single potentiometer middle position. Lock the shaft stop screw.

Instructions for settings of EPS after the potentiometers are installed mechanically correctly: 1.

Connect the Zapi console to the (EPS) steering controller.

2.

Turn the key switch on.

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3.

with the help of the console go to menu “SET OPTIONS” parameter FEED BACK DEVICE set the value to = OPTION 1 (instead of OPTION 2).

4.

Go to menu “SET OPTIONS” parameter LIMIT DEVICE set value to = OFF.

5.

When you have changed those two values press OUT and ENTER to save the values. Turn off the key switch and turn it on again.

6.

Make sure that the traction wheel is turning in the same direction as the tiller arm.

7.

Go to menu “PARAMETERS” parameter 1st ANGLE COARSE set the value to = 3.

8.

Go to menu “PARAMETERS” 2nd ANGLE COARSE set the value to = 3 press OUT and ENTER to save the values.

9.

Set the tiller arm mechanically as straight as possible. Go to menu “TESTER” SET POINT POT. Read the value (something around 2,25V, which is the center point for the tiller arm, it differs from unit to unit, remember this value, you will need it when continuing the settings. Do not touch the position of the tiller arm.

10. Go to menu “ADJUSTMENTS” parameter ZERO SP POT press ENTER, the controller turns the traction wheel to the left and returns to the straight position. Press once again OUT ant ENTER to save the value.

11. Turn the tiller arm slowly to the left until the steering goes to the rubber end stopper. Do not turn fast, if so you will have an alarm.

12. Go to menu “ADJUSTMENTS” parameter SET MAX FB POT press ENTER. Press once again OUT and ENTER to save the value.

13. Turn the tiller arm slowly to the right until the steering goes to the rubber end stopper. Do not turn fast, if so you will have an alarm.

14. Go to menu “ADJUSTMENTS” parameter SET MIN FB POT press ENTER. Press once Again OUT and ENTER to save the value.

15. Go to menu “SET OPTIONS” parameter LIMIT DEVICE set value to = ON. Press OUT and ENTER to save the value.

16. Turn of the key switch and turn it on again.

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17. Set the tiller arm mechanically as straight as possible. Go to menu “TESTER” SET POINT POT. Read the value (something around 2,25V, which is the center point for the tiller arm, it differs from unit to unit, remember this value, you will need it when continuing the settings. Do not touch the position of the tiller arm.

18. Go to menu “PARAMETERS” parameter AUX FUNCTION#2 set value to = 9. Press OUT and ENTER to save the value.

19. Go to menu “ADJUSTMENTS” parameter SET STEER 0-POS. The value is approx. 2500mV. When you increase the value the traction wheel will turn to the left and by decreasing the value it will turn to the right. Make a first adjustment with the tiller arm in a straight position as possible, press OUT and ENTER to save the value.

20. Go to menu “PARAMETERS” parameter 1st ANGLE COARSE. Turn the tiller arm fully to the left and decrease the value (from 3 -> 1).

When you change the value try the new setting by turning the tiller slightly to the right and try new end position.

21. Go to menu “PARAMETERS” parameter 1st ANGLE FINE. Turn the tiller arm fully to the left and increase the value (from 0 -> 7). When you change the value try the new setting by turning the tiller slightly to the right and try new end position. This is a fine tuning parameter to point 20.

22. Go to menu “PARAMETERS” parameter 2nd ANGLE COARSE. Turn the tiller arm fully to the right and decrease the value (from 3 -> 1).

When you change the value try the new setting by turning the tiller slightly to the right and try new end position.

23. Go to menu “PARAMETERS” parameter 2nd ANGLE FINE. Turn the tiller arm fully to the left and increase the value (from 0 -> 7). When you change the value try the new setting by turning the tiller slightly to the right and try new end position. This is a fine tuning parameter to point 22.

24. Press OUT and ENTER to save the value.

25. The parameters mentioned under points 20 – 23 makes it possible to have the traction wheel turning 90 degrees and the tiller arm 60 degrees. Be careful by adjustments they will affect the safety features.

26. The tiller arm straight position testing by driving long distance in both directions. Go to menu “ADJUSTMENTS” parameter SET STEER 0-POS. The value is approx. 2500mV. When you increase the value

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the traction wheel will turn to the left and by decreasing the value it will turn to the right. Make the adjustment in 10mV steps to fine tune the straight position, when you are satisfied, press OUT and ENTER to save the value. Remember also to check menu “TESTER” SET POINT POT. Read the value (something around 2,25V, which is the center point for the tiller arm, it differs from unit to unit, remember this value, you will need it when continuing the settings.

27. If the vehicle is not driving straight repeat all the settings mentioned above.

28. Go to menu “PARAMETERS” parameter AUX FUNCTION#2 set value to = 3. Press OUT and ENTER to save the value.

29. Final setting: go menu “SET OPTIONS” parameter FEEDBACK DEVICE set the value to = OPTION 2 (instead of OPTION 1). Press OUT and ENTER to save the value.

30. Turn off the key switch and on again do the final test driving.

4.1.10. CAN bus communication (Together with electric power steering) CAN stands for Controller Area Network. It is a communication protocol, which has been developed for environments with a lot of interference. A CAN uses two digital signal lines, which are referred to as CANH and CANL. CAN bus technology allow the host to be easily upgraded with additional equipment as long as the connected equipment is CAN-enabled.

An oscilloscope must be used to determine the function of the CAN bus.

Both the CANH and CANL signals remain at 2,5V until a message is sent along the bus. Message travelling on the CAN are very short in duration, which makes them difficult to monitor with a conventional digital voltmeter.

All controllers or “nodes” that are connected to the bus have ability to communicate with each other. The communication connections are shown on page 1 and 2 of the electric schematic diagram. The connections used for communication are run as a twisted pair to help reduce the effect of outside interference. There is also a 120-ohm terminating resistor at the beginning and at the end of the communication loop (inside the controllers).

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Figure: Twin potentiometer connection in zones 21-22 on page 2

Figure: Twin potentiometer connection in zones 21-22 on page 2

4.2. Console Console part number: (RL) 199256

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Figure: Console The console can be used to adjust the parameters of and to test each individual controller in the truck (see Figure 2.1). The console connects to the 8-pin connector located on the controller itself. In addition to adjusting parameters, a technician can use the console as a tool to diagnose problems in the various electrical systems of the truck. The console can also display any alarms active on the truck. The parameters, tests and alarms are covered in the following chapters.

WARNING! Do not plug in the console (handset) unless the battery is disconnected!

4.2.1. Tree Diagram After power up, the following menus are available on the Handset.

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The descriptions of each item on the menu provide a brief overview of that menu. Further details are provided for the individual controller in the following chapters.

4.2.2. Heading screen The heading indicates the model (controller) the handset is presently communicating with along with the attributes of that model (see figure 1.23). The upper left of the display indicates which model is connected.

The “RO” refers to manufacturer assembling the control system. The “1.26” is the soft ware version of the control unit. The “24V” is the configured voltage for this controller.

WARNING! Make sure the voltage on the heading is the voltage of the truck.

The “250A” refers to the maximum current of the controller. The “00019” is the hour meter reading of this controller.

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Figure: Heading screen

4.2.3. Set Model submenu (in the Config menu)

Figure: Config Menu: Set Model Press the ENTER (3) button on the handset. Use the SET up (5) or SET down (6) button until the model number of the controller is displayed on the display. The following example shows model 2 (traction controller AC-1) is selected.

Figure: Selecting the controller The following controllers can be selected in this product: •

Model 2 = Traction Controller (AC-1)

•

Model 6 = Electric Steer Controller (EPS-AC0) if fitted to product

After the controller is chosen, press the OUT (4) button to exit. The console then prompts for a confirmation of the choice:

Figure: Confirming controller selection

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Press the ENTER (3) button to confirm the choice. Press the OUT (4) button to cancel changes. Press OUT (4) again to return to the Heading screen.

4.2.4. Set Options submenu (in the Config Menu) First, access the configuration menu (Config Menu) as above and locate the Set Options submenu with buttons 1 and 5 at the same time.

Figure: Config Menu: Set Options Then press ENTER (3) to open the Set Options submenu. The options in this menu depend on the selected controller. The available options are presented in the parameter list. Use the ROLL up (1) and ROLL down (2) buttons to select the option you wish to change. Use the SET up (5) and SET down (6) buttons to change the value of the option you have chosen.

Press the OUT (4) button to exit the menu. When the console prompts you to confirm a selection, press the ENTER (3) button to confirm and the OUT (4) button to cancel changes. Press the OUT (4) button again to return to the Heading screen.

4.2.5. Adjustments submenu (in the Config Menu) First, access the configuration menu (Config Menu) as above and locate the Adjustments submenu with buttons 1 and 2.

Figure: Config Menu: Adjustments Then press ENTER (3) to enter the Adjustments submenu. The options in this menu depend on the selected controller. The available options are presented in the parameter list. Use the ROLL up (1) and ROLL down (2) buttons to select the option you wish to change. Use the SET up (5) and SET down (6) buttons to change the value of the option you have chosen.

Press the OUT (4) button to exit the menu. When the console prompts you to confirm your choice, press the ENTER (3) button to confirm and

64

the OUT (4) button to cancel changes. Press the OUT (4) button again to return to the Heading screen.

4.2.6. Parameter Change submenu (in the Main Menu) Press the ENTER (3) button while in the Heading screen to enter the Main Menu. Press the ROLL up (1) and ROLL down (2) to locate the Parameter Change submenu.

Figure: Main Menu: Parameter Change Depress the ENTER (3) button to enter the PARAMETER CHANGE menu.

The options within this menu will differ from controller to controller. Refer to the controller set up section for the adjustments each controller will allow you to modify. Use the ROLL up (1) and ROLL down (2) buttons to select the field you wish to change. Use the SET up (5) and SET down (6) buttons to change the value of the adjustment you have chosen.

Depress the OUT (4) button to exit from the menu. When the screen prompts you with “ARE YOU SURE?” depress the ENTER (3) button to make any changes you have made. Depress the OUT (4) button to exit without making any changes. Depress the Out (4) button again to return to the main menu.

4.2.7. Tester submenu (in the Main Menu) Enter the Main Menu as above and locate the Tester submenu with buttons 1 and 2.

Figure: Main Menu: Tester Press the ENTER (3) button to enter the Tester submenu. The available options are presented in Chapter 4. Use the ROLL up (1) and ROLL down (2) buttons to select the component that you wish to test. Press the OUT (4) button to return to the Heading screen.

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4.2.8. Save Parameter function (in the Main Menu) Parameters can be copied from truck to truck with the Save Parameter and Restore Parameter functions. First, access the Main Menu, select Save Parameter with the ROLL up (1) and down (2) buttons, and enter the Save Parameter function by pressing ENTER (3).

Figure: Main Menu: Save Parameter Press the ENTER (3) button to enter the SAVE PARAMETER menu. The following display will appear.

Figure: Main Menu: Save Parameter submenu The first line of the display indicates the selected model. The model number is presented after “Mod.” If no model data has been uploaded into the console’s memory, the word “FREE” is displayed on the second line. Use the ROLL up (1) and ROLL down (2) buttons to select the model you wish to upload into the console memory. Press the ENTER (3) button to start the uploading process. The display will show “Reading...” on the first line during the uploading process.

Figure: Uploading parameters The second line of the display shows the parameter that is currently being uploaded. When the console has finished uploading the parameters, the following display will appear.

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Figure: Main Menu: Save Parameter Press the OUT (4) button to return to the main menu.

4.2.9. Restore Parameter (in the Main Menu) See above (under Save Parameter) about uploading parameters into the memory of the console. To copy the stored parameters to another truck, access the Restore Parameter submenu from the Main Menu.

Figure: Main Menu: Restore Parameter Press the ENTER (3) button to access the Restore Parameter function.

Figure: Main Menu: Restore Parameter submenu The display shows the stored controller parameters. Use the Roll up (1) and ROLL down (2) buttons to determine the parameters you wish to restore. Press the ENTER (3) button to begin the download operation.

The console asks for a confirmation before commencing. Press the ENTER (3) button to confirm the operation. Press the OUT (4) button to cancel the operation. If the ENTER (3) button is pressed, the screen will show the parameters that are being downloaded. When all the parameters have been downloaded, the following screen appears.

Figure: Main Menu: Restore Parameter

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Press the OUT (4) button to return to the Main Menu. If there are other parameters that need to be downloaded from other controllers, repeat the steps presented above for saving and restoring parameters.

4.2.10. Alarms submenu (If there is an active alarm in the truck when the console is connected, the Alarm submenu opens automatically. If this occurs, press ENTER (3) to choose another menu.) The history of alarms for each controller can be viewed with the console. This can be helpful in conjunction with intermittent problems and error codes that may have been forgotten by the operator.

To enter the Alarms submenu, open the Main Menu, scroll to Alarms with the ROLL buttons, and press ENTER (3) to access the submenu.

Figure: Main Menu: Alarms The display will show the most recent alarm.

Figure: Information on most recent alarm The active alarm is displayed on the first line of the console’s display (refer to Chapter for an explanation of the different alarm codes). The second line of the display presents the reading of the operating time counter when the alarm was triggered (00007 in the example), the number of times the same alarm has occurred (e.g. #03), and the temperature recorded from the controller’s heat sink when the alarm was triggered (e.g. 18?C). If no alarms have occurred, the display will read “NO KNOWN FAULTS”.

Press the OUT (4) button to exit the Alarms submenu. You will be asked whether the history information should be deleted (“CLEAR THE LOGBOOK”). Press the ENTER (3) button to clear the alarms. Press the OUT (4) button to exit without clearing the alarms. Press the OUT (4) button to return to the Main Menu. It is very useful to clear the memory of alarms when you are troubleshooting, the history information might otherwise confuse you.

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4.2.11. Program VACC This function determines the maximum and minimum values of the potentiometer(s) attached to the controller communicating to the handset.

Depress the ENTER (3) button from the heading menu to enter the main menu. Use the ROLL up (1) and ROLL down (2) to have the following screen displayed.

Figure: Main Menu: Program VACC Press the ENTER (5) button to enter the PROGRAM VACC screen. When the handset is in communication with the following display will be shown:

Figure: Main Menu: Program VACC submenu Press ENTER to clear the values. The display will show 0.0.

Figure: Main Menu: Program VACC submenu Select forward direction and slowly turn the accelerator to its maximum value.

Select reverse direction and slowly turn the accelerator to its maximum value.

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Figure: Main Menu: Program VACC submenu When finished Press OUT. The display will ask:

Figure: Confirm controller selection Press the ENTER (3) button to confirm the choice. Press the OUT (4) button to cancel changes. Press OUT (4) again to return to the Heading screen.

4.3. Traction controller 4.3.1. Tester functions for the traction controller BATTERY VOLTAGE This test indicates the current battery voltage with 1 decimal digit. Its accuracy depends on whether the parameter ADJUST BATTERY (under Adjustments) has been calibrated. This is a read only function.

MOTOR VOLTAGE This test indicates the voltage supplied to the motor by the controller. It is expressed as a percentage of the full voltage (which depends on the battery voltage).

VOLTAGE BOOSTER The normal current limit might be set to such a low value that the motor does not start to turn. The voltage booster function provides a 10% boost to the maximum current to help start the motor.

FREQUENCY This test indicates the frequency of the voltage and current that is supplied to the traction motor.

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ENCODER This test indicates the speed of the motor, expressed in the same units as the frequency; the information originates from the encoder bearing that is mounted in the traction motor.

SLIP VALUE This test indicates the difference in turning speed between the rotating field and the motor shaft, expressed in the same units as the frequency.

COS FI This test provides the power factor of the motor and is calculated in real-time. It is related to the phase slip and time angle. Value from 0,00 to 1,00.

CURRENT RMS This test provides the Root Mean Square value of the motor current.

(RMS refers to the method of measuring the current.)

BATTERY CURRENT This test provides the calculated (not measured) battery current draw.

BATTERY CHARGE This test provides the level of battery charge in percent of full charge.

TEMPERATURE This test provides the temperature (in °C) measured from the aluminium heat sink that holds the MOSFET devices.

MOTOR TEMPERATURE This test provides the temperature (in °C) measured from an analogue sensor inside the motor. This temperature is used to raise a warning in the console, when the motor overtakes the MOTOR OVERTEMP setting.

The resistance of the thermal sensor is 580 ohm at 20°C. ACCELERATOR This test provides the output voltage from the accelerator at the tiller arm head. Value varies from 0,0V to 5,0V at connector XA1B pin 10.

BRAKE PEDAL POT Not in use in our application.

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LIFTING SWITCH This test shows the status of the lifting switch input to the controller at connector XA1B pin 9. When the switch S4 is closed and S7 is still closed the input is: ON +VB = the lifting request is active.

OFF GND = the lifting request is not active.

DESCENT SWITCH This test shows the status of the lowering switch input to the controller at connector XA1B pin 8. When the switch S5 is closed the input is: ON VB+ = the lowering request is active.

OFF GND = the lowering request is not active.

FORWARD SWITCH This test shows the status of the forward signal input to the controller at connector XA1B pin 6. When the accelerator is activated the input is: ON VB+ = the forward travel request is active.

OFF GND = the forward travel request is not active.

BACKWARD SWITCH This test shows the status of the backward signal input to the controller at connector XA1B pin 5. When the switch accelerator is activated the input is: ON VB+ = the backward travel request is active.

OFF GND = the backward travel request is not active.

HANDLE/SEAT SWITCH This test shows the status of the tiller sensor signal input to the controller at connector XA1B pin 3. When the switch accelerator is activated the input is: ON VB+ = the travel request is active.

OFF GND = the travel request is not active.

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H&S CUTBACK This test shows the status of the optional switch S3 input to the controller at connector XA1B pin 4. When the switch is activated the input is: ON VB+ = the travel request is active with brake released together with slow speed.

OFF GND = the travel request is not active no brake release, no slow speed.

QUICK INVERSION This test shows the status of the belly switch S2 input to the controller at connector XA1B pin 7. Quick Inversion request only when the parameter “SET INPUT #4 is set “BELLY”. In this application this must always be set correctly. Do not use other alternative!

ON GND = the quick inversion request is active.

OFF VB+ = the quick inversion request is not active.

CUTBACK SWITCH 2 This test shows the status of the side guard switches S13.1 and S13.2 input to the controller at connector XA1A pin 14. When the switches are activated the input is: ON GND = the maximum speed is activated.

OFF VB+ = the maximum speed is not activated.

RIDER This test shows the status of the platform switch S12 input to the controller at connector XA1A pin 15. When the switch is activated the input is: ON VB+ = the rider mode is activated.

OFF GND = the walkie mode is activated.

CUTBACK SWITCH 4 This test shows the status of the PCL speed reduction. This option feature is possible only together with the pin code unit.

ON GND = the max speed PCL is active.

OFF VB+ = the max speed is not active.

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STEER ANGLE This test shows the steering angle (degrees) transferred from the EPS via CAN Bus.

4.3.2. Parameter explanations for the Traction motor controller (Mode 2) Main Menu: Parameter change ACCELER. DELAY This parameter determines the acceleration rate for the traction motor in drive mode. Value range setting: 0: Slow 9: Fast RELEASE BRAKING This parameter controls the deceleration rate when the accelerator is released in drive mode. Value range setting: 0: Weak 9: Strong INVERS. BRAKING This parameter controls the deceleration rate when the direction switch is reversed while moving in drive mode. Value range setting: 0: Weak 9: Strong PEDAL BRAKING Not in use in this application.

SPEED LIMIT BRAKE This parameter controls the deceleration when the accelerator has been turned down but not completely released. Value range setting: 0: Weak 9: Strong BRAKE CUTBACK This parameter controls the deceleration ramp when a speed reduction input becomes active. Value range setting:

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0: Weak 9: Strong TIL & BELLY BRAKE This parameter controls the rate at which the truck decelerates when the truck is driven in the direction of the tiller arm and the safety button (belly button) is pressed. Value range setting: 0: Weak 9: Strong MAX SPEED FW WALKIE This parameter controls the max speed forwards in pedestrian drive mode.

Value range setting is 60 – 85. The default value is 85 and responds to max. 6, 0km/h, which is the max. allowed speed for pedestrian mode.

MAX SPEED BW WALKIE This parameter controls the max speed backwards in pedestrian drive mode. Value range setting is 60 – 85. The default value is 85 and responds to max. 6,0 km/h, which is the max. allowed speed for pedestrian mode.

MAX SPEED FORW This parameter controls the max speed forwards in rider drive mode.

Value range setting 85 -170. The default value for standard truck is 120 and responds to max. 9,0 km/h. As an option this setting can be 170 but needs a load sensing device, then the speed is max.12,0 km/h without load and 9,0 km/h with load.

MAX SPEED BACKW This parameter controls the max speed backwards in rider drive mode.

Value range setting 85 -170. The default value for standard truck is 120 and responds to max. 9,0 km/h. As an option this setting can be 170 but needs a load sensing device, then the speed is max.12, 0km/h without load and 9,0km/h with load.

CUTBACK SPEED Not in use in this application.

MAX SPEED PLC

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This parameter controls the reduction of max. speed forward and backward, when the input A18 is disconnected. This option feature is possible only together with the pin code unit.

CURVE CUTBACK This parameter controls the travel speed reduction related to tiller steering angle. This value must be adjusted together with the steering controller parameter “DYNAM RED SPEED”.

CUTBACK SPEED 2 This parameter controls the speed reduction, when driving without safety side bars.

HS CUTBACK This parameter controls the speed reduction and release of the magnetic brake with tiller in upright position, with the help of an optional brake release switch.

FREQUENCY CREEP This parameter controls the minimum speed applied when forward or backward signal is active at the controller, but the accelerator is at minimum.

MAXIMUM CURRENT This parameter controls the maximum current from the controller.

INCHING SPEED Not in use in this application.

INCHING TIME Not in use in this application.

AUXILIARY TIME This parameter controls the time duration when the truck is kept on a ramp, if the “STOP ON RAMP” option is activated ON. EMB DELAY This parameter controls the magnetic brake release time delay based on travel speed.

Config Menu:

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Set Model CONNECTED TO This parameter displays the controller you are connected to.

SYSTEM CONFIG This parameter controls how the system is set up. Factory default setting is “0”. Do not change the default value.

Set options: TILLER SWITCH This parameter controls the presence of the tiller arm. Factory default setting is “HANDLE”. Do not change the default value.

EPS MODULE This parameter controls the presence of EPS module which is an option (fully electrical steering with help of the tiller arm. In case you have a power pallet equipped with electrical steering this parameter must be activated “PRESENT”, if not equipped with electrical steering this parameter should be activated “ABSENT”.

SET INPUT#1 This parameter controls the presence of a thermal sensor KTY84-130 built in to the traction motor to control the motor temperature. The default value is “0”. Do not change this value.

TILLER MODE This parameter controls the function how the tiller switch activates the controller by releasing the tiller arm to upright rest position or down for stopping the truck.

•

OP1: Motor current off and brake voltage off at the same time. (Do not use!)

•

OP2: Deceleration ramp at first then the brake voltage off.

•

OP3: Deceleration ramp and brake voltage off at the same time.

The default value is “OP2”. Do not change this value, to avoid unnecessary brake friction plate wears!

SET INPUT #4

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This parameter controls the presence of the belly button in the tiller arm.

The default value is “BELLY”. Do not change this value.

HOUR COUNTER This parameter controls how the operating time counter in the traction controller is activated.

RUNNING: Counts operating time for this controller (i.e. the effective operating time) KEY ON: Counts operating time constantly while the main key switch is turned on.

Note that both controllers in the truck have an individual operating time counter (if your truck is fitted with EPS steering). The value of these counters can be read with the console.

BATTERY CHECK This parameter controls the battery charge level.

0: No alarm the battery charge level is ignored.

1: A “BATTER LOW” alarm is activated when the battery discharge level is calculated being less than 10% of full charge. This setting will inhibit the lift function (but do not slow down the traction).

2: A “BATTERY LOW” alarm is activated when the battery discharge level is calculated being less than 10% of full charge. This setting will activate the alarm together with reduction of the maximum current to half of the programmed value (will slow down the traction).

3: Same as setting 1: A” BATTERY LOW” alarm is activated when the battery Discharge level is calculated being less than 10% of full charge level is calculated being less than 10% of full charge. This setting will inhibit the lift function (but do not slow down the traction).

HYDRO KEY ON This parameter controls the option to manage a hydraulic steering. This is not possible in this application, so the setting must always remain “OFF”. Do not change this value.

STOP ON RAMP This parameter controls the truck function on a ramp.

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ON: Motor holds truck on ramp OFF: Truck slides slowly down the ramp until magnetic brake is released.

AUX.OUTPUT #1 This parameter controls the presence of the electromechanical brake.

The default value is “BRAKE”. Do not change this value.

PEDAL BRAKING Because in “Main menu” the “PEDAL BRAKING” not used in this application, this parameter must always remain “NONE”. Do not change this value.

QUICK INVERSION This parameter controls the action of the controller when the belly switch signal is active.

TIMED: Quick inversion is activated while the belly switch is pressed, maximum for 2 seconds.

BELLY: Quick inversion is activated as long as the Belly switch is pressed.

NONE: Quick inversion is not activated, when the Belly switch is pressed. Do not use this alternative in this application!

MAIN CONT: VOLTAGE This parameter controls the main contactor (K1) voltage measured over the coil. Value setting is displayed in % of the nominal battery voltage 24V. Default value is100%. Do not change this value.

BRAKE VOLTAGE This parameter controls the magnetic brake (1Y1) voltage measured over the coil. Value setting is displayed in % of the nominal battery voltage 24V. The brake is activated with battery voltage for approx. 1sec before it drops down to the default value 66%. Do not change this value.

BLOCK FROM EPS This parameter controls when the truck will be stopped by the traction controller, if the steering angle difference compared to the tiller angle is too large. When the angle is in range again, the truck will continue the traction like nothing has happened.

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ON: Function activated OFF: Function not activated PERFORMANCE This parameter is not in use in our application.

QUICK INV. LOGIC This parameter controls the function logic of the belly switch: •

OPTION 1: when the belly switch S2 is opened the quick inversion is activated.

•

NORMAL: Do not use this setting in this application!

BELLY OPTION This parameter controls the Belly function.

•

ABSENT: Belly disabled when driving from platform.

•

PRESENT: Belly enabled when driving from platform.

Config. Menu: ADJUSTMENTS SET POT BRK MIN Not in use in this application.

SET POT BRK MAX Not in use in this application.

MOTOR OVERTEMP This parameter controls a warning when the traction motor temperature is too high, setted by this parameter. The default value is “120°”. Do not change this value!

SET MOTOR TEMP This parameter controls the fine adjustment of the temperature of the traction motor measured by the traction controller.

SET BATTERY TYPE

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This parameter controls the nominal battery voltage, which is 24 V for this application.

ADJUST BATTERY Because the traction motor controller monitors the battery discharge level, this parameter must be set to match the actual battery voltage. Please use a high-quality voltmeter to check the battery voltage and set this parameter as close to the meter reading as possible. This measurement can be carried out with a fully charged or empty battery (i.e. at any time).

This parameter should be set after the controller has been changed or there are problems with battery level monitoring.

THROTTLE 0 ZONE This parameter controls the dead band in the throttle input curve (see the figure below).

THROTTLE X POINT This parameter controls the characteristics of the throttle input curve (see the figure below).

THROTTLE Y POINT This parameter controls the characteristics of the throttle input curve (see the figure below)

Figure: Throttle input curve ADJUSTMENT #01 This parameter controls the upper level of the battery discharge curve, indicating a fully charged battery (see figure below).

ADJUSTMENT #02 This parameter controls the lower level of the battery discharge curve, indicating a discharged battery (see figure below).

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Figure: Battery discharge LOAD HM FROM MDI This parameter controls the hour meter reading by replacement of controller and the old MDI remains in the truck and you want to keep the amount of running hours (stored in MDI) in your new controller. Set this parameter temporarily “ON” within 1 minute after turning the key switch on. Before finishing the replacement go back and set this parameter “OFF” after checking the parameters according to available table.

CHECK UP DONE This parameter controls and can be used (i.e. set to ON) temporarily to reset the service interval alarm (see CHECK UP TYPE below). This parameter must be set to OFF after resetting.

CHECK UP TYPE This parameter controls and determines how the truck alerts of required maintenance based on the duration of use. The following options are available: 0: No programmed maintenance alarm.

1: Alarm after 300 hours of use (CHECK UP NEEDED) 2: Alarm after 300 hours of use and speed reduction after 340 hours of use.

3: Alarm after 300 hours of use, speed reduction after 340 hours of use and traction blocked after 380 hours of use.

4.3.3. Traction Controller (AC1) Alarm List 8:

WATCH DOG

13:

EEPROM KO

16:

AUX OUTPUT KO

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17:

LOGIC FAILURE #3

18:

LOGIC FAILURE #2

19:

LOGIC FAILURE #1

30:

VMN LOW

31:

VMN HIGH

37:

CONTACTOR CLOSED

38:

CONTACTOR OPEN

53:

STBY I HIGH

55:

PROGRAM LIFT LEVER

60:

CAPACITOR CHARGE

61:

HIGH TEMPERATURE

65:

MOTOR TEMPERAT

67:

CAN BUS KO

70:

ENCODER ERROR

71:

HANDBRAKE ERROR

73:

THERMIC SENS KO

74:

DRIVER SHORTED

75:

CONTACTOR DRIVER

76:

COIL SHORTED

78:

VACC NOT OK

79:

TRACTION INCORRECT START/SIDEBARS

80:

FORW+BACK

86:

PEDAL WIRE KO

93:

WRONG SET BAT

94:

EPS RELE OPEN

97:

INPUT ERROR #1 (PAL PROBLEM)

99:

CHECK UP NEEDED

WATCH DOG MDI-CAN CODE=8 Cause: It occurs when the embedded WATCH DOG protection is not able either to cut off the power when not triggered or it is not able to activate the power stage when triggered.

Remedy:

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Verify the motor is connected and the continuity of the three motor phases.

If the alarm occurs permanently, it is necessary to replace the controller.

EEPROM KO MDI-CAN CODE=13 Cause: It occurs due to a HW (hardware) or SW (software) defect of the non-volatile embedded memory supporting the controller regulations.

Remedy: Try to carry out a CLEAR EEPROM operation. This consists of entering the ALARMS item in the MAIN MENU. Push then at the same times both two right side arrow buttons to enter the hidden CONTROLLER MENU. Roll up or down until the CLEAR EEPROM appears on the console display. Push twice the Enter Button. Turn the key off and on, to check the result. If the alarm occurs permanently, it is necessary to replace the controller.

AUX OUTPUT KO MDI-CAN CODE=16 Cause: The microprocessor checks the electromechanical brake driver. If the driver output does not correspond to the signal from the microprocessor, this alarm is triggered.

Remedy: If the alarm occurs permanently it is necessary to replace the controller.

LOGIC FAILURE #3 MDI-CAN CODE=17 Cause: It occurs when the circuit to limit the current peak in the controller via hardware is active.

Remedy: It is probably a power failure or a logic failure. If it occurs permanently it is necessary to replace the controller.

LOGIC FAILURE #2 MDI-CAN CODE=18 Cause:

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It occurs when the circuit, to compensate for the dead times of the sine waves is failed.

Remedy: It is necessary to replace the controller.

LOGIC FAILURE #1 MDI-CAN CODE=19 Cause: It occurs if the battery voltage rises higher than 45V (our nominal battery voltage is 24V). It also occurs if supply voltage for the logic falls more than 11V (means practically to 13V supply).

Remedy: Normally the over voltage occurs due to the regenerative braking energy increasing the battery voltage; the under voltage of the logic supply, can be due to voltage drop in the circuit or when the pump motor inrush current makes the battery temporary collapsed. As a matter of fact this alarm may occur also for a HW (hardware) failure; in this case it is necessary to replace the controller.

VMN LOW MDI-CAN CODE=30 Cause: Before to switch the main contactor on, the software turns on sequential the Bottom side Power Mosfets and expects the phase V voltage increases toward the rail capacitor value. If the phase V does not increase this alarm occurs. This alarm may occur also when the initial diagnosis is overcome and so the main contactor is expected to be closed. Then, when the operator demands the truck moving but the +Batt terminal of the controller is on lower voltage than the battery voltage, this alarm occurs (main contactor has lost the contact although it is closed.

Remedy: If the alarm occurs before the main contactor closes, probably a power failure (bottom side power mosfet short circuited or a top side power mosfet broken) or a logic failure occurred in the controller. If the alarm occurs when the operator turns the truck moving the problem is the battery positive is not connected to the +Batt terminal of the controller (check the continuity of the main contactor tips). If the alarm occurs permanently it is necessary to replace the controller.

VMN HIGH

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MDI-CAN CODE=31 Cause: Before to switch the main contactor on, the software turns on sequential the Bottom side Power Mosfets and expects the phase V voltage falls to GND value. If the phase remains high level this alarm occurs.

Remedy: There are two possibilities: •

At least one motor phase is not connected to the controller or it is broken.

•

A power failure (bottom side power mosfet opened) or a logic failure occurred in the controller. In this case it is necessary to replace the controller.

CONTACTOR CLOSED MDI-CAN CODE=37 Cause: This alarm indicates that the main contactor tips are closed, when the key switch is turned on.

Remedy: The tips of the contactor K1 are not working properly (or they are welded together).

CONTACTOR OPEN MDI-CAN CODE=38 Cause: This alarm indicates that the logic board has driven the main contactor coil K1, but the contactor does not close.

Remedy: There are two possibilities: •

The wires to the coil K1 are interrupted or not well connected.

•

The tips of the contactor K1 are not working properly (or dirty which causes isolation).

STBY I HIGH

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MDI-CAN CODE=53 Cause: This test is carried out in standby mode. It checks that the current is 0. If not an alarm is triggered, which inhibits machine operation.

Remedy: If the alarm occurs permanently it is necessary to replace the controller.

PROGRAM LIFT LEVER MDI-CAN CODE=55 Not in use in our application.

CAPACITOR CHARGE MDI-CAN CODE=60 Cause: In working condition, a resistance connected between the key and the Rail Capacitors, keeps the Rail Capacitors charged before the main contactor closes. When the voltage on the Rail Capacitors (measured on the phase V) is low and does not increase when the main contactor is opened, this alarm occurs.

Remedy: There are three possibilities: •

Another device, connected in parallel with the Rail Capacitors, has a failure.

•

At least one motor phase is not connected to the controller or it is broken.

•

A power failure or a logic failure occurred in the controller. In this case it is necessary to replace the controller.

HIGH TEMPERATURE MDI-CAN CODE=61 Cause: This alarm indicates that the controller base plate temperature is over 90°C. The maximum current is reduced proportionally to the temperature increase. The controller stops when 103°C is reached.

Remedy: Check that the cooling fans are working correctly.

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MOTOR TEMPERAT MDI-CAN CODE=65 Cause: This is just a warning with no effect on the truck performance. It occurs when the temperature of the motor windings overtakes the MOTOR OVERTEMP setting.

Remedy: Check the thermal sensor inside the motor. Turn off the key switch disconnect connector XA1A measure ohms between pins 8 and 13 on the motor side of harness. The resistance of the thermal sensor is 580 ohm at 20°C. If the sensor is OK, check that the cooling fans are working correctly.

CAN BUS KO MDI-CAN CODE=67 Cause: This alarm occurs if the controller does not receive any message from the CAN Bus line.

Remedy: Check the CAN Bus wiring from connectors XA1A -> X30 -> XA2A also the male and female pins for proper contact. If everything is OK, try to disconnect the controllers connected to the CAN Bus one by one and check if this alarm disappears. When you are sure that the problem is in one controller, it is necessary to replace the specific one.

ENCODER ERROR MDI-CAN CODE=70 Cause: The encoder signals are important for system operation. If this alarm is indicated, the controller is not receiving data from the encoder. When the motor is being used, this alarm can occur only if the encoder signals disappear suddenly during running. If the fault is present when you start the motor, it will go into DC mode: the motor turns very slowly and jerkily while it draws very high current (approximately 200 A – 250 A). The encoder reading in the “TESTER” submenu cannot cross 20Hz. The slowly and jerkily turning motor is a sign of the same fault even without the alarm being triggered. Do not use the truck in this state. Doing so can harm the motor cables!

Remedy: In both cases check following:

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•

For a bad contact at connector XM1 pins 3, 4, 7and 8 at the traction motor or connector XA1C pins 9, 10, 19 and 20 at the traction controller.

•

The cables between the mentioned plugs.

•

For a faulty encoder in the traction motor.

HANDBRAKE MDI-CAN CODE=71 Cause: This alarm occurs when the operator try to travel with the handbrake (magnetic brake) active.

Remedy: Check the magnetic brake wiring to XA1A pin 3 which is negative, to positive supply is connected to fuse 3F1 10A. A failure in the logic is possible too. If the wiring is found correct, it is necessary to replace the controller.

THERMIC SENSOR KO MDI-CAN CODE=73 Cause: When the output voltage from the thermal sensor is too high or too low, the sensor is by the logic, assumed failed and this alarm is triggered.

Remedy: If the alarm occurs permanently it is necessary to replace the controller.

DRIVER SHORTED MDI-CAN CODE=74 Cause: When the key switch is turned on, the microprocessor checks that the main contactor driver is not short-circuited. If it is short-circuited this alarm is triggered.

Remedy: If the alarm occurs permanently it is necessary to replace the controller.

CONTACTOR DRIVER MDI-CAN CODE=75

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Cause: After the start-up sequence, the traction controller closes the main contactor K1 and checks the voltage drain of the driver. If drain is too high this alarm is triggered.

Remedy: If the alarm occurs permanently it is necessary to replace the controller.

COIL SHORTED MDI-CAN CODE=76 Cause: This alarm occurs when there is an overload one of the following connections: XA1A pins 1, 3, 4 and 6. When the key switch is turned on the microprocessor checks the driver. If it does not react correctly, this alarm is triggered.

Remedy: Check for external short circuits and weather the resistance of the main contactor coil K1, magnetic brake coil 1Y1, pump contactor coil and fan M5 are correct. If these checks do not reveal a fault, the controller must be replaced.

VACC NOT OK MDI-CAN CODE=78 Cause: This alarm is generated if the accelerator output voltage differs more than 2V from the acquired minimum during the PROGRAM VACC. Possible causes: •

The connection of the accelerator has become open.

•

The accelerator is not wired correctly.

•

The accelerator itself is defective.

•

The values set in PROGRAM VACC routine have not remained or made correctly.

Remedy: Check above points and corrects the possible cause.

TRACTION INCORRECT START/SIDEBARS MDI-CAN CODE=79

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Cause: This is just a warning for an incorrect starting sequence.

Remedy: The possible reasons for this alarm are (use the readings with the console in the TESTER MENU to facilitate the troubleshooting): •

A travel demand is active at key-on.

•

The tiller switch is active at key-on.

•

The H&S input is active at key-on.

•

The quick inversion is active at key-on.

•

A failure in the logic is possible too. When all of the above conditions are checked and nothing was found, replace the controller.

FORW+BACK MDI-CAN CODE=80 Cause: This alarm occurs when both travel demands (forward and backward) are active at the same time.

Remedy: Check the wiring of the forward and backwards travel demand inputs (use readings with the console in the TESTER MENU to facilitate the troubleshooting). A failure in the logic is possible too. When you have verified the travel demand switches and the accelerator are fine working and wiring is correct, it is necessary to replace the controller.

PEDAL WIRE KO MDI-CAN CODE=86 Cause: This alarm is generated if a fault is detected in the accelerator unit wiring (XA1B pin 10 or XA1B pin11).

Remedy: Check and correct wiring.

WRONG SET BAT MDI-CAN CODE=93

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Cause: When the key switch is turned on, the controller check the battery voltage and compares it with the SET BATTERY TYPE parameter setting. If the actual value is 20% higher or lower than nominal value, this alarm is triggered. You have connected a battery to the truck with incorrect nominal voltage.

Remedy: Connect a battery to the truck with correct nominal voltage (24V).

EPS RELE OPEN MDI-CAN CODE=94 Cause: This alarm is triggered when there is a fault with EPS. Remedy: Troubleshoot the EPS wit the console and find out which alarm is active.

INPUT ERROR #1 (PAL PROBLEM) MDI-CAN CODE=97 Cause: This alarm occurs when the PLD has a failure. (PLD = programmable logic device which is added to the controller for safety reasons).

Remedy: If the alarm occurs permanently it is necessary to replace the controller.

CHECK UP NEEDED MDI-CAN CODE=99 Cause: This is just a warning to call for regular programmed maintenance.

Remedy: After carrying out the needed maintenance it is just enough to turn the CHECK UP DONE to level ON.

4.4. Electrical Power Steering controller (EPS) 4.4.1. Tester functions for the EPS Tester functions for the EPS

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STEPPER MOTOR This test is not valid in this application; we do not use a stepper motor for the steering signals. The test gives a constant value of approx. 0.09V. SET POINT POT. This test indicates the output voltage from the twin potentiometer connected to XA2A pin 9. To have the reading from XA2A pin 8, you have to temporary set the DEBUG OUTPUT to level 13 (in SPECIAL ADJUSTMENT menu). Do not forget to set the value back after the test to default level 15!

FEEDBACK ENC. This test indicates a measurement of the steered angle resulting by the encoder counting and scaled in the unit of measurement of the FEEDBACK POT (range 0 – 5V). Then it is possible to check in real time the matching between the FEEDBACK POT and FEEDBACK ENC readings.

FEEDBACK POT. This test indicates the output voltage from the feed back potentiometer connected to XA2B pin 6.

TEMPERATURE This test provides the temperature (in °C) measured from the aluminium heat sink that holds the MOSFET devices.

MOTOR TEMPERAT. This test provides the temperature (in °C) measured from an analogue sensor inside the motor. This temperature is used to raise a warning in the console, when the motor overtakes the MOTOR OVERTEMP setting.

The resistance of the thermal sensor is 580 ohm at 20°C. FREQUENCY This test indicates the frequency of the voltage and current that is supplied from the controller to the EPS motor.

SAT FREQ HZ This test provides the frequency during the constant voltage weakening region.

MOTOR VOLTAGE

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This test indicates the voltage supplied to the motor by the controller. It is expressed as a percentage of the full voltage (which depends on the battery voltage).

MOTOR CURRENT This test provides in real time the phase motor current A (RMS).

ENC SPEED This test indicates the speed of the motor, expressed in the same units as the frequency; the information originates from the encoder bearing that is mounted inside the EPS motor. This is just for checking the encoder functionality.

ENDSTROKE CW This test provides the information of the state of Clockwise (Right) limit position information.

OFF +12V = limit is not active.

ON GND = limit is active.

ENDSTROKE ACW This test provides the information of the state of Anti-Clockwise (Left) limit position information.

OFF +12V = limit is not active.

ON GND = limit is active.

CW LIMIT LEVEL This test provides in real time information that the steering feedback potentiometer has overcome the SET MAX FB POT value.

OFF +12V = has not overcome the set value.

ON GND = has overcome the set value.

ACW LIMIT LEVEL This test provides in real time information that the steering feedback potentiometer has overcome the SET MIN FB POT value.

OFF +12V = has not overcome the set value.

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ON GND = has overcome the set value.

AUTOMATIC REQ. Not in use in this application! This test provides the information about automatic centring.

OFF GND MM ALARM SWITCH This test provides in real time the state (closed or open) of the Master Microprocessor controlled safety circuit.

ON GND SM ALARM SWITCH This test provides in real time the state (closed or open) of the Slave Microprocessor controlled safety circuit.

ON GND TRUCK MOVING This test provides the information that the traction controller is active.

OFF GND ON +VB HIGH RESOL. AD This test provides the information when the twin potentiometer is processed with a high resolution AD. OFF GND ON SLOPE PEAK This test provides the calculation of the potentiometer output change during 16msec, which means that SLOPE PEAK is max ± 61.

READ FBPT AT SW1 Not in use in this application! This test provides the information of the straight ahead switch.

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TRUCK SPEED This test provides the actual driving speed in percentage value of full drive speed.

4.4.2. Parameter explanations for the EPS AUX FUNCTION #3 This parameter controls the maximum angle of the steering when the truck is travelling full speed. Value range setting: 0: 73% of full turning angle.

9: 10% of full turning angle All settings between 0 and 9 are proportional to 10% and 73% AUX FUNCTION #2 This parameter controls the truck travel speed from which the steering angle is started to reduce. Value range setting: 0: 1% 9: 100% All settings between 0 and 9 are proportional to 1% and 100% CREEP SPEED This parameter controls to provide an increased torque when the tiller arm is turned slowly. It is used to compensate for the drop in V/f (flux) when the frequency applied to the motor is low. Value range setting: 0: No torque compensation.

9: Strong torque compensation.

Intermediate levels gradually increase the torque compensation. This parameter is useful in two ways. First, it provides strong torque when the tiller arm is turned very slowly. Second, the strong torque neutralises the effect of elastic tyres on steering.

KP This parameter controls the accuracy of the steering. Value range setting: 0: Not accurate.

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9: Very accurate “but very busy” all the time.

POS. ACCURACY This parameter controls the position accuracy of the steering. Value range setting: 0: Not accurate 9: Very accurate “but very busy” all the time.

DYNAM NUMB SPEED This parameter controls the Dynamic numbness vs. The Steering Error.

This function applies a linear correspondence between the steering motor speed and the angle error between the actual commanded position and the latest steady state position of the steered wheel. This parameter sets the percentage of the full steering motor speed, when the full Dynamic Numbness is achieved; when the angle between the actual commanded position and the latest steady is less than 40% of the “DYNAM NUMB ANGLE” setting, the full Dynamic numbness vs. the Steering Error is applied and the steering speed is clamped to the DYNAM NUMB SPEED percentage below.

0: At full Dynamic Numbness, the steering motor (speed) frequency is locked to 40% 1: At full Dynamic Numbness, the steering motor (speed) frequency is locked to 46% 2: At full Dynamic Numbness, the steering motor (speed) frequency is locked to 53% 9: At full Dynamic Numbness, the steering motor (speed) frequency is locked to 100% Each step increases the value by 6,6%.

DYNAM NUMB ANGLE This parameter controls the Dynamic numbness vs. The Steering Error.

This function applies a linear correspondence between the steering motor speed and the angle error between the actual commanded position and the latest steady state position of the steered wheel: when this angle error is wider than the angle specified with this setting, there will be no lock on the steering motor speed; when angle error is smaller than the 40% of the angle specified with this setting, the maximum Numbness will be

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applied. This parameter sets the angle, between the commanded position and the latest steady state position, at which the steering speed gets its maximum value.

0: No Numbness if the angle between tiller and latest steady state is higher than 5 ° 1: No Numbness if the angle between tiller and latest steady state is higher than 11° 2: No Numbness if the angle between tiller and latest steady state is higher than 17° 9: No Numbness if the angle between tiller and latest steady state is higher than 60° Each step increases the value by 6,6%.

COMPENSATION This parameter controls the stator flux compensation. The ideal motor control provides a constant flux value for each working frequency. While CREEP SPEED provides low frequency feed forward flux compensation, COMPENSATION produces a feedback flux compensation effect. Factory default value is “2”.Do not change the default value!

1ST ANGLE COURSE This parameter controls in large steps the steered wheel maximum angle adjustment clockwise, with increasing feedback voltage above 2,5V. This parameter is used to regulate the 90 degree steer angle in the specified direction matching the maximum tiller handle movement.

0: is for the smallest maximum steer angle.

9: is for the largest maximum steer angle.

Intermediate levels are for proportionally increasing angle.

1ST ANGLE FINE This parameter controls in small steps the steered wheel maximum angle adjustment clockwise, with increasing feedback voltage above 2,5V. This parameter is used to regulate the 90 degree steer angle in the specified direction matching the maximum tiller handle movement.

0: is for the smallest maximum steer angle.

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9: is for the largest maximum steer angle.

Intermediate levels are for proportionally increasing angle.

2ND ANGLE COURSE This parameter controls in large steps the steered wheel maximum angle adjustment anti-clockwise, with decreasing feedback voltage below 2,5V. This parameter is used to regulate the 90 degree steer angle in the specified direction matching the maximum tiller handle movement.

0: is for the smallest maximum steer angle.

9: is for the largest maximum steer angle.

Intermediate levels are for proportionally increasing angle.

2ND ANGLE FINE This parameter controls in small steps the steered wheel maximum angle adjustment anti-clockwise, with decreasing feedback voltage below 2,5V. This parameter is used to regulate the 90 degree steer angle in the specified direction matching the maximum tiller handle movement.

0: is for the smallest maximum steer angle.

9: is for the largest maximum steer angle.

Intermediate levels are for proportionally increasing angle.

NUMBNESS This parameter controls the reduction of the steering sensivity close to the straight ahead direction.

0: is for no reduction in the steering sensitivity with the steered angle.

9: is for a steering 4,5 times less sensitive in the straight ahead direction.

The steering sensivity increases in a proportional relationship with the steering wheel angle. To be more precise, by increasing the NUMBNESS setting, no sensitivity modification is applied when the steering wheel is close to be straight, but higher sensitivity is applied when the wheel is angled. So a re-adjusting of “1st ANGLE COARSE” (and FINE) and “2nd ANGLE COARSE” (and FINE) are required.

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AUXILIARY TIME This parameter defines the time after the tiller arm is released and the standstill torque is applied.

0: No standstill torque.

1: Short application of standstill torque (approximately 6 seconds) 9: Long application of standstill torque (approximately 90 seconds) Intermediate levels gradually increase the time.

ANTIROLLBACK This parameter defines the value of stand still torque when the tiller arm is released. The stand still torque is used to neutralise the elastic tire effect, which attempts to move the steering motor back in the direction from which it came. This parameter is specified as a percentage of the maximum current.

LAG FB REGULAT. This parameter controls the smooth movement of the low pass filter to the next commanded position. The derivate contribute generates dither that is possible to reduce by increasing this adjustment. Obviously this adjustment influences the stability of the closed loop and so different setting must be empirically tried to avoid oscillation.

0: is for the smallest low pass filter.

9: is for the largest low pass filter.

Intermediate levels are for proportionally increasing filtering.

LEAD FB REGULAT. This parameter controls the derivative (D) contribute of a PD (position feed back system) control law. It is useful to neutralize the overshoot of the pursuiting. By increasing this parameter the steering motor will break in advance in respect to the commanded position and so avoiding overcoming the commanded position and making gradually approached.

0: is for the smallest derivative contributes.

9: is for the largest derivative contributes.

Intermediate levels are for proportionally increasing derivative contributes.

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Config Menu Set options: HOUR COUNTER This parameter controls how the operating time counter in the electric power steering controller (EPS) is activated.

RUNNING: Counts operating time for this controller (i.e. the effective operating time) KEY ON: Counts operating time constantly while the main key switch is turned on.

Note that both controllers in the truck have an individual operating time counter.

The value of these counters can be read with the console.

MICRO CHECK This parameter controls to inhibit the operation of the supervisor microprocessor and to allow the system to run with only the main microprocessor. This operating mode does not allow the supervisor – controlled safety switch to close. Therefore, traction is disabled.

ABSENT: Inhibit supervisor microprocessor functions (Not in use!).

PRESENT: Enable diagnostic interaction between the main and supervisor microprocessors.

Factory default is “PRESENT”. Do not change the default value!

ENCODER CONTROL This parameter is not used in this application. Factory default value is “OFF”. Do not change the default value!

FEEDBACK DEVICE This parameter controls what kind of feed back device is used.

OP1: Potentiometer.

OP2: Potentiometer and encoder.

Factory default value is “OP2”.Do not change the default value!

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LIMIT DEVICE This parameter controls the presence of steering angle electrical limitation.

OFF: No steering angle limitation ON: Steering angle limitation is present.

Factory default setting is “ON”. Do not change the default value!

DIRECTION GAUGE This parameter is not in use. Factory default setting is “OP #1”. Do not change the default value!

AUX FUNCTION 1 This parameter sets the steering mode after the feedback potentiometer has reached the final position. In our application we use a two potentiometer steering. 0: The steering motor is turned on when a travel demand is active. Factory default setting is “0”. Do not change the default value!

DIAG MOTOR TEMP This parameter controls the steering motor overheating alarm (MOTOR TEMPERAT) enabling or disabling. ON: Enables the detection of the alarm. OFF: Disables the detection of the alarm. Factory default setting is “ON”. Do not change the default value!

AUX OUTPUT #3 This parameter is not in use. Factory default setting is “0”. Do not change the default value!

Set model: SYSTEM CONFIG This parameter controls how this system is set up. Factory default setting is “1”, which means that this is a closed loop mode specification. Including a TWIN SP POT with a FEEDBACK SENSOR. TWIN SP POT means a twin potentiometer with complementary action having the same supply (the sum of the two wiper’s voltage is always equal to the supply voltage = 5V). The FEEDBACK DEVICE option specifies which kind of sensor is adapted. If you have replaced the steering controller, make sure this setting is correct! Switch off the key, after setting, to get the new setting performed.

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AUTO REQ TYPE This parameter controls the type of automatic request. The standard version has no automatic function so this setting is not effective. Factory default setting is “0”. Do not change the default value!

CONNECTED TO This parameter displays the controller you are connected to. 2: Traction motor controller (AC-1 SSL) 6: Electric power steering controller (AC-0 EPS) MODEL TYPE This parameter is not in use. Factory default setting is “0”. Do not change the default value!

Adjustments: ADJUSTMENT #1 This parameter supports the acquisition of the stator motor resistance and of the current amplifier gain. Factory default setting is “0”. Do not change the default value!

SET CURRENT This parameter is related to ADJUSTMENT #1. Factory default setting is “0”. Do not change the default value!

ADJUSTMENT #2 This parameter is related to ADJUSTMENT #1 and SET CURRENT Factory default setting is “90”. Do not change the default value!

ADJUSTMENT #3 This parameter is related to ADJUSTMENT #2. The parameter has been calibrated and set by the manufacturer of the controller. Do not change the default value!

ADJUSTMENT #4 This parameter is related to ADJUSTMENT #3. The parameter has been calibrated and set by the manufacturer of the controller. Do not change the default value!

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SET BATTERY TYPE This parameter sets the nominal battery voltage, which is 24 V for this application.

SET SAT. FREQ. This parameter defines the frequency from which the constant voltage weakening region will begin and where the constant flux region will end.

Factory default setting is “78 Hz”. Do not change the default value!

OVERSAT FREQ. This parameter sets the maximum frequency for over saturation. A motor used for power steering does need to work in the weakening region.

Therefore, setting this parameter to 0 is not recommended, as this would produce a square wave and could generate unwanted noise. Factory default setting is “1 Hz”. Do not change the default value!

MAXIMUM SLIP This parameter controls the slip, which is the difference between the turning speed of the steering motor and the frequency applied to it. Factory default setting is “5,00 Hz”. Do not change the default value!

AUX VOLTAGE #1 This parameter controls the 1st SP POT wiper output voltage (so called D line). This voltage is auto required the first time the EPS is switched on and corresponds to the voltage level in the D line XA2A pin 9 when the steering is at standstill, typical value is 2,5V. Do not change the default value!

AUX VOLTAGE #2 This parameter controls the 2nd SP POT wiper output voltage (so called Q line). This voltage is auto required the first time the EPS is switched on and corresponds to the voltage level in the Q line XA2A pin 8 when the steering is at standstill, typical value is 2,5V. Do not change the default value!

NO LOAD CURRENT This parameter controls to exit the weakening region when the current in the motor increases a lot respect the lightened current and to correctly handle the modulation flux mode, saving energy when low steering torque is required. Factory default value is “13A”. Do not change the default value!

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ZERO SP POT This parameter controls the twin potentiometer application. It is used to capture the zero setting of the tiller handle potentiometer for manual mode steering.

SET STEER 0-POS. This parameter sets the voltage of the steer angle feedback potentiometer wiper will assume at the center position (Straight ahead).

SET MIN FB POT This parameter sets the teaching of the maximum anti-clockwise angle position.

SET MAX FB POT This parameter sets the teaching of the maximum clockwise angle position.

Special Adjust: SET TEMPERATURE This parameter has been calibrated and set by the manufacturer of the controller. Do not change the default value!

HIGH ADDRESS This parameter has been calibrated and set by the manufacturer of the controller. Do not change the default value!

DEBUG OUTPUT This parameter has been calibrated and set by the manufacturer of the controller. Do not change the default value!

MAX SP SLOPE This parameter has been calibrated and set by the manufacturer of the controller. Do not change the default value!

Hardware Settings: MAXIMUM CURRENT This parameter determines the maximum current limit for the steering controller. Factory default value is “50A”. Do not change the default value!

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CAN BUS This parameter defines the presence of the CAN BUS communication network. When we have a steering controller and a steering motor installed in the vehicle the factory default is “PRESENT”. Do not change the default value!

SET HI RESOL AD This parameter activates the High Resolution Of the specified potentiometer. Factory default value is “Level 1”, which specifies that high resolution is needed on SP POT (controller connection XA2A pin 9). Do not change the default value!

4.4.3. EPS controller (AC0) Alarm list 6:

SERIAL ERROR #1

13:

EEPROM KO

16:

LOGIC FAILURE #4

17:

LOGIC FAILURE #3

18:

LOGIC FAILURE #2

19:

LOGIC FALURE #1

32:

VMN NOT OK

48:

MAIN CONT. OPEN

53:

STBY I HIGH

61:

HIGH TEMPERATURE

65:

MOTOR TEMPERAT.

70:

HIGH CURRENT

71:

POWER FAILURE #3

72:

POWER FAILURE #2

73:

POWER FAILURE #1

83.

BAD ENCODER SIGN

84:

STEER SENSOR KO

85:

STEER HAZARD

99:

INPUT ERROR #1

212:

MICRO SLAVE #8

218:

CLOCK PAL NOT OK

219:

STEPPER MOTOR MISM

220:

MOTOR LOCKED

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221:

MICRO SLAVE #4

222:

FB POT LOCKED

223:

JERKING FB POT

225:

CURRENT GAIN

226:

NO SYNC

227:

SLAVE COM. ERROR

228:

POSITION ERROR

237:

WAITING DATA

238:

EPS NOT ALIGNED

239:

WATING FOR TRACTION

241:

ENCODER ERROR

242:

Q LINE SENSOR

243:

D LINE SENSOR

244:

GAIN EEPROM KO

245:

DATA ACQUISTION

246:

MICRO SLAVE KO

247:

CAN BUS KO

248:

S.P OUT OF RANGE

249:

F.B OUT OF RANGE

250:

MICRO SLAVE

251

KM OPEN

252:

KS OPEN

253:

KM CLOSED

254:

KS CLOSED

EPS Alarms with explanations SERIAL ERR #1 CAN CODE = 6 Cause: This alarm occurs when the controller internal communication is not working.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

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EEPROM KO CAN CODE = 13 Cause: This alarm occurs when there is a fault in the area of memory in which adjustment parameters are stored. This alarm inhibits machine operation.

Remedy: If the defect persists after the key switch is turned off and then on again, it is necessary to replace the controller.

LOGIC FAILURE #4 CAN CODE = 16 Cause: This alarm occurs in the rest state if the output voltage of the phases W and V have a larger drift than ± 0.25V. Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

LOGIC FAILURE #3 CAN CODE = 17 Cause: This alarm occurs in the rest state if the output voltage of the phases U and W have a larger drift than ± 0.25V. Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

LOGIC FAILURE #2 CAN CODE = 18 Cause: This alarm occurs when the real voltage between phases W and V of the motor is different from the desired.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

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LOGIC FAILURE #1 CAN CODE = 19 Cause: This alarm occurs when the real voltage between phases W and U of the motor is different from the desired.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

VMN NOT OK CAN CODE = 32 Cause: This alarm occurs in the initial rest state after key on when at least in one of the motor phases the voltage is high and not in the 2.5V ± 0.3 Vdc range.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

MAIN CONT. OPEN CAN CODE = 48 Cause: This alarm occurs only when the setting CAN BUS is PRESENT (the product is fitted with electrical steering). Then the electric steering controller is waiting for information that the traction controller has closed the main contactor.

Remedy: Find in the traction controller, the reason for keeping the main contactor open. The fault is not in the electrical steering controller.

STBY I HIGH CAN CODE = 53 Cause: This alarm occurs in the initial rest state when at least in one of the motor phases is high and not in the 2.5V ± 0.3 Vdc range.

Remedy:

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If the alarm occurs permanently, it is necessary to replace the controller.

HIGH TEMPERATURE CAN CODE = 61 Cause: This alarm occurs if the temperature of the controller aluminium heat sink that holds the MOSFET devices increases over +75°C. Remedy: Check that the cooling fan is operating correctly, or improve the cooling of the controller; otherwise it is necessary to replace the controller.

MOTOR TEMPERAT. CAN CODE = 65 Cause: This alarm occurs only when the parameter DIAG MOTOR TEMP is set ON and the thermal sensor inside the motor measures a temperature which is higher than +150 °C. Remedy: Check that the cooling fan is operating correctly; check also the resistance of thermal sensor from connector XA1A between pins 13 and 8. The resistance of the sensor is 580 ohms at 20 °C. HIGH CURRENT CAN CODE = 70 Cause: This alarm indicates that the output current amplifier has been over the I max current level (not adjustable) too long.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

POWER FAILURE #3 CAN CODE = 71 Cause: This alarm occurs when the current in the phase V of the motor is zero and the motor is commanded for turning.

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Remedy: Check following: 1.

That main fuse 6F1 is OK.

2.

There is positive supply to the controller.

3.

Continuity of the phase cable from controller to motor.

4.

If above points is OK, it is necessary to replace the controller.

POWER FAILURE #2 CAN CODE = 72 Cause: This alarm occurs when the current in the phase U of the motor is zero and the motor is commanded for turning.

Remedy: Check following: 1.

That main fuse 6F1 is OK.

2.

There is positive supply to the controller.

3.

Continuity of the phase cable from controller to motor.

4.

If above points is OK, it is necessary to replace the controller.

POWER FAILURE #1 CAN CODE = 73 Cause: This alarm occurs when the current in the phase W of the motor is zero and the motor is commanded for turning.

Remedy: Check following: 1.

That main fuse 6F1 is OK.

2.

There is positive supply to the controller.

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3.

Continuity of the phase cable from controller to motor.

4.

If above points is OK, it is necessary to replace the controller.

BAD ENCODER SIGN CAN CODE = 83 NOT VALID FOR THIS APPLICATION!: Cause: This alarm occurs in application with toggle switches applied (straight and 90° position switches) when FREQUENCY and the ENC SPEED have opposite polarity.

Remedy: Swap to the encoder channels.

STEER SENSOR KO CAN CODE = 84 Cause: This alarm occurs if the twin potentiometer output value (on connector XA2A pins 8 and 9) changes more rapidly than MAX SP SLOPE parameter. This alarm is used to catch a discontinuity in the output voltages from the twin potentiometer.

Remedy: Replace the twin potentiometer.

STEER HAZARD CAN CODE = 85 Cause: This is just a warning to inform that steering controller is limiting the angle in the steering direction. No speed reduction occurs on the traction.

INPUT ERROR #1 CAN CODE = 99 Cause:

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This alarm occurs if the voltage is higher than 12V (connector XA2A pin 4) before the internal safety contacts are closing. When the contacts are open the voltage is expected to be close to 0Vdc. Remedy: Only a harness connection mistake may cause this alarm. Check and correct the connections.

MICRO SLAVE #8 CAN CODE = 212 Cause: This alarm occurs if the internal encoder counting is not matching.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

CLOCK PAL NOT OK CAN CODE = 218 Cause: This alarm occurs if one of the analogue internal signals is not correct.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

STEPPER MOTOR MISM CAN CODE = 219 Cause: This alarm occurs if the output voltage from the twin potentiometer (in this application) is not matching on connector XA2A pins 8 and 9.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

MOTOR LOCKED CAN CODE = 220 Cause:

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This alarm occurs if the current in the steering motor stays at maximum longer than 1 sec.

Remedy: Search for a mechanical problem, which is locking the steering motor.

MICRO SLAVE #4 CAN CODE = 221 Cause: This alarm occurs if the controller detects that the stator phases rotates in the opposite direction respect to the commanded.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

FB POT LOCKED CAN CODE = 222 Cause: This alarm occurs if the feed back potentiometer does not change the voltage value on connector XA2B pin 6 even if it is commanded to change.

Remedy: Check that the feed back potentiometer is not mechanically loose, or replace the potentiometer.

JERKING FB POT CAN CODE = 223 Cause: This alarm occurs if the feed back potentiometer does change the voltage value on connector XA2B pin 6 with a jerk larger than 0.3 V in 16msec.

This alarm is used to catch a discontinuity in the voltage of the feed back potentiometer.

Remedy: Replace the feed back potentiometer.

CURRENT GAIN CAN CODE = 225

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Cause: This alarm occurs if the parameters “ADJUSTMENT #3” and ADJUSTMENT #4 are not correctly calibrated.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

NO SYNC CAN CODE = 226 Cause: This alarm occurs if the internal synchronizing communication fails.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

SLAVE COM. ERROR CAN CODE = 227 Cause: This alarm occurs if the internal slave communication fails.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

POSITION ERROR CAN CODE = 228 Cause: This alarm occurs when the measuring result of the FEEDBACK ENC and FEEDBACK POT have more than 20degrees difference.

Remedy: Check that the feed back potentiometer is working correctly, replace defect. Check also that the encoder is working correctly, replace defect.

WAITING DATA CAN CODE = 237 Cause:

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This is just a warning and occurs only when the CAN BUS is PRESENT. At key on the EPS asks the traction controller to send information via the CAN Bus. The steering is not activated yet and the safety contacts remain open and this warning is present.

EPS NOT ALIGNED CAN CODE = 238 Cause: This is a real alarm that cut off the traction. It occurs at the initial alignment if the straight - ahead condition is not matched within 6 sec. throughout this 6 seconds delay, the steering is not activated yet and safety contacts are open and the traction is stopped.

WAITING FOR TRAC CAN CODE = 239 Cause: At key on the EPS needs information from the traction controller to close the safety contacts and to turn on to operational mode. Until this information is received, this warning occurs. The steering is not activated yet and the safety contacts are open when this warning is present.

ENCODER ERROR CAN CODE = 241 NOT VALID FOR THIS APPLICATION! This alarm occurs in application, when ENCODER CONTROL is set ON. Q LINE SENSOR KO CAN CODE = 242 NOT VALID FOR THIS APPLICATION! Cause: This alarm belongs to applications where a Stepper motor is used for steering commands.

D LINE SENSOR KO CAN CODE = 243 NOT VALID FOR THIS APPLICATION! Cause:

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This alarm belongs to applications where a Stepper motor is used for steering commands.

GAIN EEPROM KO CAN CODE = 244 Cause: This alarm occurs if the parameters “ADJUSTMENT #3” and ADJUSTMENT #4 are not correctly calibrated. This information is recorded in three different locations. If the values are different this alarm will be triggered.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

DATA ACQUISITION CAN CODE = 245 Cause: This alarm occurs if during the data acquisition the information does not match for the gain and current amplifiers (maximum current factory adjusted).

Remedy: Recycle the key.

MICRO SLAVE KO CAN CODE = 246 Cause: This alarm occurs if the controller detects in two different locations a steering direction which does not match for equal directions.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

CAN BUS KO CAN CODE = 247 Cause:

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This alarm occurs only when the setting CAN BUS is PRESENT. The EPS must receive a message from the traction controller in 1 sec. otherwise this alarm is triggered.

Remedy: Check the CAN Bus communication system and analyse the cables and connections from the traction controller to the steering controller.

S.P OUT OF RANGE CAN CODE = 248 Cause: This alarm occurs if there is a fault on the command twin potentiometer connector XA2A pins 8 and 9. The alarm occurs when the wipers sum exits the range 4.5V to 5.5V. (The normal wiper sum is 5.0V).

Remedy: Check the connections of the twin potentiometer or replace it.

F.B OUT OF RANGE CAN CODE = 249 Cause: This alarm occurs if there is a fault on the feed back potentiometer connector XA2B pin 6. The alarm occurs when the wiper voltage exits the range 0.3V to 4.2V. Remedy: Check the connections of the feed back potentiometer or replace it.

MICRO SLAVE CAN CODE = 250 Cause: This alarm occurs if the internal information status is frozen.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

KM OPEN CAN CODE = 251

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Cause: This alarm occurs if the controller detects that the safety contacts are open instead of expected closed.

Remedy: If the alarm occurs permanently, it is necessary to replace the controller.

KS OPEN CAN CODE = 252 Cause: This alarm occurs if the controller detects that the safety contacts are open instead of expected closed. If the alarm occurs permanently, it is necessary to replace the controller.

KM CLOSED CAN CODE = 253 Cause: This alarm occurs after key on and the controller detects that the safety contacts are closed prior to be commanded.

Remedy: Search for a harness problem or replace the controller.

KS CLOSED CAN CODE = 254 Cause: This alarm occurs if the controller detects that the safety contacts are closed prior to be commanded.

Remedy: Search for a harness problem or replace the controller.

4.5. Electrical maintenance and repairs This section provides instructions for specific maintenance procedures.

These tasks are not part of the regular maintenance schedule. They are performed when needed. Refer to Section 3.1 Safety guidelines and

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preparation and Section 3.2 Maintenance guidelines for information on safety and preparation for maintenance tasks.

If other (than those examined below) electrical components fail, contact your supplier or local technical support for replacement parts and instructions. If you have a specific electrical maintenance problem that is not answered here or in another part of the manual, contact your supplier or technical support.

4.5.1. Battery maintenance Before performing battery maintenance, take safety precautions appropriate for handling lead-acid batteries and battery fluid. A truck battery carries a considerable amount of stored electrical energy. When handling a battery, battery assembly or battery cell, insulate all the electrical contacts to minimise the risk of a short circuit. Be careful with conductive tools and equipment when working near batteries. Lead-acid batteries contain a corrosive acid solution. Wear appropriate protective gear such as protective clothing, gauntlets and eyewear. Refer to Chapter 3 Regular maintenance for information on regular battery maintenance procedures. Contact technical support for current information on servicing truck batteries and acquiring a new battery or battery assembly.

Figure: Power source of the 2,000 kg capacity truck

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These truck models have separate battery compartment, which holds a battery cell assembly. The battery assembly consists of 12 wet lead-acid battery cells and has a nominal voltage of 24V. The truck models can accommodate power sources with varying capacities. The maximum battery capacity is 375 Ah for 2,000 kg capacity trucks and 500Ah for 2,500 kg capacity trucks. The battery assembly is connected to the trucks electrical system via battery connector X1. Refer to Section 4.1 Electrical operation for more information on electrical connections and operation of these trucks.

When you suspect that a battery cell or the entire battery assembly is not functioning optimally, check the state of the cells in the assembly by measuring their specific gravity. This measurement provides more reliable information about the condition of a cell than, for example, measuring its voltage. Always refer to the maintenance instructions issued by the manufacturer or supplier of the battery cell or battery assembly. As a guideline, however, the specific gravity measurement of a fully-charged battery cell should be 1.28 to 1.30 at 30°C. A cell is about half-charged if it measures 1.20 and empty at 1.15 or below.

If a battery cell needs to be replaced, refer to the maintenance instructions issued by the cell manufacturer. Remember to use a cell that is identical to the original one in electrical characteristics, size and weight. In circumstances in which several cells are performing badly, it may be wise to replace the entire battery assembly. It is very important that all the characteristics, especially the weight of the new battery assembly is identical to the original one, so that the truck’s usage safety is not affected.

The truck’s identification plate indicates the minimum weight of the battery.

Be careful when replacing the battery assembly, as it is very heavy. Use a sufficiently powerful crane or truck to lift the assembly from its marked lifting points. Never lift the assembly from any other points. When preparing the assembly for lifting, insulate the battery cell contacts to protect against short circuits.

4.5.2. Fuses The truck's fuses do not require regular checks. They need to be replaced only if they have blown. Never operate a truck with a blown fuse. Replace the fuse before continuing to use the truck. When fuses need to be changed, always replace them with identical components. Never use a fuse of another rating than that recommended by the manufacturer.

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1F1 (10A) Line contactor fuse 2F1 (10A) Control circuit fuse 3F1 (10A) Aux. device circuit fuse 4F1 (200A) Drive motor fuse 5F1 (100A) Pump motor fuse 6F1 (50A) Steering motor fuse (optional) To access the fuses, open the truck’s main cover.

4.5.3. Replacing a controller A controller in the truck may encounter an internal fault, which cannot be fixed from the outside. In this case, it is best to replace the entire controller.

Contact your supplier or technical support for information on obtaining up-to-date documentation and parts for the truck. The truck cannot be used with a faulty controller.

Turn the main key switch off and disconnect the battery before attempting any maintenance procedures on the controller. When disconnecting the controller, remember to start by removing the positive supply connection first and the negative connection last. When connecting a new controller, connect the negative supply connection first and finish with the positive connection. Pay attention to the polarity markings on the controller, as polarity inversion will damage it. Contact technical support for the latest information regarding controller replacement.

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NOTE

The parameters of the replacement controller must be reprogrammed for the application, both traction and the optional electrical steering controller if required.

4.5.4. Replacing the accelerator module in the tiller arm head The accelerator module in the tiller arm head may require replacement during the truck’s operating life. The tiller arm head assembly contains the main control devices needed by the operator to use the truck. Its main component is the accelerator. It also houses the lifting controls, the optional brake release button, the horn button and the safety button. Refer to Chapter 2 Operating the truck for more information on the truck’s control devices.

WARNING! Disconnect the battery connector before beginning.

To replace the accelerator module: 1.

Begin by locating the two fixing screws on the underside of the head assembly and the two screws on the topside of the assembly. Open the four screws using a 5 mm Allen key.

Figure: Main fixing screws at the back of the tiller arm head assembly

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Figure: Main fixing screws in front of the tiller arm head assembly 2.

After removing the screws, lift the top section upwards from the edge containing the safety button. Be careful with the end closer to the arm, as lifting it might stress the internal wiring.

Figure: Opening the assembly

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3.

Disconnect the connector from the accelerator module.

4.

Remove the accelerator controls from both sides of the assembly by unscrewing them from the axle. Take care not to lose the spring washers.

5.

Loosen the two fixing screws holding the accelerator module with a 4 mm Allen key. The screws do not have to be removed, loosening is sufficient.

6.

Remove the safety switch carefully by prying it with a flat-head screwdriver.

7.

Install the new accelerator module.

8.

Replace the safety switch.

9.

Tighten the accelerator module fixing screws.

10. Replace the accelerator controls to the assembly. Note the position of the controls: one of the three wings of both controls should point in the direction of the arm, that is, downwards when the arm rests in the upright position.

11. Connect the accelerator module connector.

12. Reposition the top section of the assembly on to the bottom section.

13. Tighten the four fixing screws.

Once the accelerator module has been replaced, it should be tested. Begin by programming the voltage range of the accelerator to the truck’s traction controller. For more information on this procedure, refer to Section 4.3 Traction controller. After this procedure, thoroughly test the operation of the tiller arm head controls before returning the truck to normal use.

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5. Hydraulic operation and maintenance This chapter describes the hydraulic system of the truck. The chapter is divided into two main sections. The first section, Hydraulic operation, presents the hydraulic operation of the truck. The second section, Hydraulic maintenance, provides information on maintenance and repair procedures not covered in Chapter 3 Regular maintenance.

Refer to Section 3.1 Safety guidelines and preparation and Section 3.2 Maintenance guidelines for information on safety and preparation for maintenance tasks. Refer to Chapter 2 Operating the truck for operating instructions.

5.1. Hydraulic operation This section presents the hydraulic operation of the truck. Please ensure that you have the appropriate version of the hydraulic schematics for the truck model under maintenance. Contact your supplier or technical support for information on obtaining up-to-date documentation for your truck model.

The hydraulic schematic diagram illustrates the operation of the hydraulic system. In the following procedures, different parts of the hydraulic system are numbered. These numbers refer to the figure below.

Figure: Hydraulic system (TH76 1205) 1.

Electrical motor

2.

Hydraulic gear pump

3.

Relief valve

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4.

Plugged port

5.

No-return valve

6.

Lifting cylinder

7.

Sieve 300 μ

8.

Solenoid valve

9.

Optional pressure switch

The principle of the hydraulic operation of the truck is as follows: Lifting: 1.

The electrical motor (1) operates the hydraulic gear pump (2).

2.

The hydraulic fluid is pressurised.

3.

The fluid pressure is maintained using a relief valve (3), which opens at a certain pressure. In such cases, hydraulic fluid is returned to the fluid tank. The opening pressure of the relief valve is indicated in the hydraulic schematics.

4.

The pressurised hydraulic fluid flows through the no-return valve (5) to the lifting cylinder (6).

5.

The lifting cylinder piston lifts the forks.

Figure: Hydraulic fluid flow during lifting

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Lowering 1.

The solenoid valve (8) is opened with the lowering switch.

2.

Hydraulic fluid flows through a 300 μ sieve (7) back to the fluid tank.

3.

As the hydraulic pressure reduces, the lifting cylinder piston retracts and the forks are lowered.

Figure: Hydraulic fluid flow during lowering Various truck models can have different configurations of the hydraulic system.

5.2. Hydraulic maintenance and repairs The following sections illustrate various hydraulic maintenance procedures not covered in Chapter 3 Regular maintenance.

5.2.1. Replacing gaskets NOTE

When the gasket of the hydraulic cylinder needs to be replaced, the wiper and guide strips are also replaced.

To replace gaskets: 1.

Pull out the piston rod from the cylinder.

2.

Remove the wiper from the cylinder using suitable pliers.

3.

Pull the old gasket carefully out of the cylinder.

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NOTE

Do not use sharp tools.

4.

Squeeze the new gasket using round pointed pliers. The groove in the gasket goes inside the cylinder (towards the bottom of the cylinder).

NOTE Do not scratch the inside walls of the cylinder.

Figure: Squeezing the gasket 5.

Attach the new wiper to the cylinder. The wiper prevents dirt from entering the cylinder when the piston rod moves.

6.

Insert the piston rod into the cylinder.

5.2.2. Replacing the hydraulic pump motor The hydraulic pump and tank assembly is located in the left part of the main chassis. The pump and tank assembly is installed vertically.

To replace the hydraulic pump: 1.

Remove the main and side covers of the truck.

2.

The hydraulic pump and tank assembly is fixed to a bracket, which is fixed to the main chassis. You have to remove the battery pack to gain access to the fixing screws that hold the bracket for the assembly.

Locate the bolts that fix the bracket to the chassis and open them.

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3.

After opening the bolts, turn the assembly out of the chassis to gain access to it.

4.

Open the four screws that hold the entire assembly together using a 4 mm Allen key. Be careful when handling the assembly with the screws removed.

Figure: Removing the hydraulic tank 5.

Carefully remove the tank and drain out the old hydraulic fluid.

6.

Detach the hydraulic hoses from the hydraulic pump and tank assembly.

7.

Disconnect the electrical connections from the hydraulic pump motor.

8.

Replace the hydraulic pump motor.

9.

Connect the electrical connections to the new hydraulic pump motor.

10. Connect the hydraulic hoses to the hydraulic pump.

11. Attach the hydraulic tank to the hydraulic pump and fasten the four fixing screws.

12. Reattach the entire assembly to the main chassis.

13. Reattach the battery pack.

14. Open the filling cap and fill the tank with new hydraulic fluid to three-quarter (3/4) of its capacity when measured from the bottom of the tank to the filling tube.

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6. Mechanical maintenance This chapter presents the mechanical maintenance procedures not covered in Chapter 3 Regular maintenance. Refer to Section 3.1 Safety guidelines and preparation and Section 3.2 Maintenance guidelines for information on safety and preparation for maintenance tasks. Refer to Chapter 2 Operating the truck for operating instructions.

6.1. Replacing wheels A truck has three wheel types: drive, load and castor wheels. Check all the wheels on a truck for damage and wear. The wheels should wear evenly and there should be no flats or holes in the wear surface. The wheels should also turn smoothly on their axles and there should not be play in the bearings. Even wear can be checked by driving the truck on a smooth surface to test that all the wheels turn and the truck rides smoothly.

If a wheel or a bearing has sustained damage that affects use or if its surface has worn completely, it should be replaced.

To replace a truck wheel, follow the instructions given below.

WARNING! Never work under the truck if it is supported only by a jack.

6.1.1. Replacing the drive wheel The drive wheel is located immediately under the tiller arm anchoring point and supports a considerable portion of the truck’s weight. The drive wheel is used to propel and steer the truck. It is attached to the drive motor via the transmission. The tiller arm is used to turn the drive wheel when steering the truck.

To replace the drive wheel:

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Figure: Cover for drive wheel 1.

Turn the drive wheel using the tiller arm so that the fixing screws of the wheel can be reached. Disconnect the battery.

2.

Open the side and main covers of the truck.

3.

Lift the truck from under the chassis using a suitable jack so that the drive wheel is lifted off the supporting surface.

4.

Remove the back plate (figure above) item 8 mounted with four screws item 9 (make sure that none of the control panel wires are damaged).

Or you can remove only the plastic cap item number10 to gain access to remove the five wheel fixing screws with a 19 mm wrench.

5.

Remove the old drive wheel.

6.

Attach the new drive wheel.

7.

Replace all truck covers and test the operation of the drive unit.

6.1.2. Replacing the load wheels The load wheels are located near the ends of the forks. Their main purpose is to support the weight of the load. Depending on the truck model and options, there is either a single or double load wheel in each fork. The 2,000 kg model has either double load wheels as standard and single as an option and the 2,500 kg model has always double load wheels only.

To replace single load wheels, on 2,000 kg capacity only:

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Figure: Single load wheels 2,000 kg model 1.

Loosen the locking pin from the axle using a 5 mm pin punch. The locking pin is located on the outside end of the axle.

2.

Raise the forks and lift the truck slightly with a jack.

3.

Remove the locking pin from the axle.

4.

Remove the load wheel axle.

5.

Replace the load wheel and reattach the axle and the locking pin.

To replace double load wheels on trucks with 2,000 kg and 2,500 kg capacities:

Figure: Double load wheels (tandem) 2,000 kg model

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Figure: Double load wheels only (tandem) 2,500 kg model 1.

Lift the truck using a jack. Place supporting brackets under the truck.

2.

Remove the axle bolt using an 8 mm Allen key on both ends of the bolt.

3.

Replace the load wheel and reattach the axle bolt.

6.1.3. Replacing the castor wheels The side-supporting castor wheels are located under the main chassis on either side of the drive wheel. The side supporting castor wheels support the truck and prevent it from tilting on possibly uneaven floors, where the traction unit of the truck might suspend up and down. The castor wheels turn automatically to follow the direction of travel.

To replace the castor wheels: 1.

Lift the truck using a jack. Place supporting brackets under the truck.

2.

Remove the axle bolt using a 17/19 mm wrench on both ends of the bolt.

3.

Replace the castor wheel and reattach the axle bolt.

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Figure: Swivel castor assembly

6.2. Replacing the tiller arm gas spring This section gives instructions on how to replace the gas spring of the tiller arm. The purpose of the gas spring is to return the tiller arm automatically to the upright resting position. It is a safety device, which must always be fully operational.

To replace the gas spring: 1.

Remove the cover from the base of the tiller arm.

2.

Remove the ball joints from both ends of the gas spring using a 13 mm wrench.

3.

Replace the gas spring.

4.

Attach the ball joints to the tiller arm.

5.

Reattach the cover to the base of the tiller arm.

6.

Test the operation of the tiller arm.

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Figure: Replacing the tiller arm gas spring

6.3. Lever system maintenance The system is composed of levers, lifting cylinder and push rods under the forks on the 2,000 kg model. The 2,500 kg model is composed of levers, lifting cylinder and pull rods under the forks. They operate to lift and lower evenly the fork carriage, when the lift piston is moving up and down. The following procedures provide instructions for disassembling the system for maintenance purposes.

The bushings in the lifting levers must be changed when play has developed in the system.

WARNING! These procedures require the truck to be lifted and supported. Take care to support the weight of the truck and the separated components. Take care especially when removing the levers between the main chassis and the fork carriage.

To remove the push and pull rods: 1.

Lift the truck.

2.

Remove the locking pins from both ends of the push or pull rods using a 5 mm punch.

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3. Remove the shafts from both ends of the push or pull rods.

NOTE The shafts at the main chassis' side of the push or pull rods cannot be removed by hitting them with a punch.

You have to use an inertia hammer to pull the shaft out from the push or pull rod.

4.

Remove the push or pull rods.

To remove the wheel forks: 1.

Remove the load wheels from the wheel forks.

2.

Remove the locking pins and detach the forks.

To remove the upper and lower levers: 1.

Remove the locking pins and locking screws with a 5 mm punch and a 6 mm Allen key.

2.

Remove the axles. Depending on the lever end, gently hammer the axles out or remove them with an extractor.

3.

Remove the bushings from the axle and install new ones.

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