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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

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

5 6

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

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

TECHNICAL ELECTRONIC MANAGER VISA

SALES MANAGER VISA

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).

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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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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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Figure 4-8

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.

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.

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".

During battery charge, disconnect the controller from the battery.

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).

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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

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.

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.

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.

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)

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.

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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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

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

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). So the analysis works in three directions: Page - 34/95

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1) Emission 2) Electromagnetic Immunity 3) ESD rejection.

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. AEMZP0BA - EPS-AC0 - User Manual

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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.

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.

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

CNC

EPS-AC0

CNB

CNA

7 14

Figure 9–1

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9.1 Connectors of the logic

CNC

CNB

CNA

7 14

Figure 9–2

9.1.1 CNA connector A1

DRIVE SWITCH Traction Travel Demand Input.

SW2

2nd Toggle Switch or Left Limit Switch (LLS).

SW1

1st Toggle Switch or Right Limit Switch (RLS).

NK1

Safety Switch Lower Voltage Point.

Safety Switch Higher Voltage Point.

CANL

Can Bus Low.

KEY

Key in (24-36 Vbatt).

CPOC2 / QL

2nd SP POT Wiper or Stepper Motor Q line.

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.

PPOT

FB POT Positive Supply.

THMOT

Motor Thermal Sensor (KTY84-130) Input.

+5VDC

Encoder Positive Supply.

PPOC

Twin SP POT Positive Supply (5 Vdc).

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CPOT

FB POT Wiper.

CHB

Encoder Channel B.

CHA

Encoder Channel A.

9.1.3 CNC connector

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PCLRXD

Positive serial reception.

NCLRXD

Negative serial reception.

PCLTXD

Positive serial transmission.

NCLTXD

Negative serial transmission.

GND

Negative console power supply.

+12

Positive console power supply.

FLASH

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

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

CNC

EPS-AC0

CNB

CNA

7 14

Figure 9–3

-B

Negative of the battery.

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

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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

Opening Zapi Menu

Press Top Left & Right Buttons to enter CONFIG MENU

The Display will show: SET MODEL

Press ROLL UP button until ADJUSTMENTS MENU appears

ADJUSTMENTS appears on the display

Press ENTER to go into the ADJUSTMENTS MENU

The display will show:

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

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

Opening Zapi Menu

Press Top Left & Right Buttons to enter CONFIG MENU

The Display will show: SET MODEL

Press ENTER to go into the SET MODEL MENU

The display will show:

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

The desired parameter appears

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

' ' ' ' % '

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

Opening Zapi Menu

Press ENTER to go into the General Menu

The Display will show: PARAMETER CHANGE

Press ENTER to go into the Parameter Change facility

The Display will show the first parameter

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

% ' ' % ' '

The names of the Parameters appear on the Display

SENSITIVITY LEVEL = 0

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

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. AEMZP0BA - EPS-AC0 - User Manual

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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

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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. Page - 72/95

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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). 25) TRUCK SPEED Percentage value. It represents the truck speed represented in percentage of Page - 80/95

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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). Page - 82/95

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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.

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. Page - 84/95

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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. Page - 90/95

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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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EN User Manual

COMBI AC1

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.

AEQZP0BB – COMBI AC1 - User Manual

Contents 1 2

5 6

8 9

INTRODUCTION ...................................................................................................................5 SPECIFICATION ...................................................................................................................6 2.1 Technical specifications..............................................................................................6 2.2 Block diagrams ...........................................................................................................6 SPECIFICATION FOR THE INPUT DEVICES FILLING UP THE INSTALLATION KIT.......7 3.1 Digital inputs ...............................................................................................................7 3.1.1 DIs technical details – 24 V system ..............................................................7 3.1.2 DIs technical details – 48 V system ..............................................................7 3.1.3 Microswitches ...............................................................................................7 3.2 Analog unit..................................................................................................................8 3.3 Other analog control unit ............................................................................................8 3.4 Analog motor thermal sensor input.............................................................................9 3.5 Speed feedback..........................................................................................................9 INSTALLATION HINTS.......................................................................................................10 4.1 Material overview......................................................................................................10 4.1.1 Connection cables ......................................................................................10 4.1.2 Contactors...................................................................................................10 4.1.3 Fuses ..........................................................................................................11 4.2 Installation of the hardware.......................................................................................11 4.2.1 Positioning and cooling of the controller .....................................................11 4.2.2 Wirings: power cables.................................................................................12 4.2.3 Wirings: CAN connections and possible interferences ...............................12 4.2.4 Wirings: I/O connections .............................................................................14 4.2.5 Connection of the encoder..........................................................................15 4.2.6 Main contactor and key connection ............................................................16 4.2.7 Insulation of truck frame..............................................................................17 4.3 Protection and safety features ..................................................................................18 4.3.1 Protection features......................................................................................18 4.3.2 Safety Features...........................................................................................19 4.4 EMC..........................................................................................................................19 4.5 Various suggestions .................................................................................................21 OPERATIONAL FEATURES ..............................................................................................22 5.1 Diagnosis ..................................................................................................................22 DESCRIPTION OF THE CONNECTORS............................................................................23 6.1 Connectors of the logic .............................................................................................23 6.1.1 CNA connector: AmpSaab Version.............................................................24 6.1.2 CNA connector: AmpSeal version ..............................................................25 6.2 Description of power connections.............................................................................27 DRAWINGS .........................................................................................................................28 7.1 Mechanical drawing ..................................................................................................28 7.2 Connection drawing ..................................................................................................29 7.2.1 AmpSaab version........................................................................................29 7.2.2 AmpSeal version.........................................................................................30 ONE SHOT INSTALLATION PROCEDURE.......................................................................31 8.1 Sequence for Ac Inverter traction setting..................................................................32 PROGRAMMING & ADJUSTMENTS USING DIGITAL CONSOLE...................................33 9.1 Adjustments via console ...........................................................................................33

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9.2 9.3

12 13

Description of console (hand set) & connection ....................................................... 33 Description of the console menu .............................................................................. 34 9.3.1 Master: AmpSaab version .......................................................................... 34 9.3.2 Master: AmpSeal version ........................................................................... 35 9.3.3 Slave: AmpSaab version ............................................................................ 36 9.3.4 Slave: AmpSeal version ............................................................................. 37 9.4 Function configuration (MASTER)............................................................................ 38 9.4.1 Config menu “SET OPTIONS” functions list............................................... 38 9.4.2 Config menu “ADJUSTMENTS” functions list ............................................ 40 9.4.3 Main menu “PARAMETER CHANGE” functions list................................... 42 9.4.4 Zapi menu “SPECIAL ADJUSTMENTS” functions list................................ 45 9.4.5 Main menu “TESTER” functions list ........................................................... 46 9.5 Function configuration (SLAVE) ............................................................................... 49 9.5.1 Config menu “SET OPTIONS” functions list............................................... 49 9.5.2 Config menu “ADJUSTMENTS” functions list ............................................ 49 9.5.3 Config menu “PARAMETER CHANGE” functions list ................................ 50 9.5.4 Config menu “SPECIAL ADJUSTMENTS ” functions list ........................... 52 9.5.5 Config menu “TESTER ” functions list........................................................ 53 OTHER FUNCTIONS .......................................................................................................... 55 10.1 Description of console “SAVE” function ................................................................... 55 10.2 Description of console “RESTORE” function............................................................ 56 10.3 Description of console “PROGRAM VACC” function................................................ 57 10.4 Description of the throttle regulation......................................................................... 59 10.5 Description of the battery charge detection setting .................................................. 60 COMBI AC1 ALARMS LIST ............................................................................................... 62 11.1 Faults diagnostic system .......................................................................................... 62 11.2 Master microcontroller alarms overview ................................................................... 63 11.3 Analysis and troubleshooting of Master microcontroller alarms ............................... 64 11.4 Master warnings overview ........................................................................................ 70 11.5 Analysis and troubleshooting of Master warnings .................................................... 71 11.6 Slave alarms overview ............................................................................................. 74 11.7 Analysis and troubleshooting of Slave alarms.......................................................... 75 11.8 Slave warnings overview .......................................................................................... 78 11.9 Analysis and troubleshooting of Slave warnings ...................................................... 79 RECOMMENDED SPARE PARTS ..................................................................................... 83 PERIODIC MAINTENANCE TO BE REPEATED AT TIMES INDICATED......................... 84 APPROVAL SIGNS COMPANY FUNCTION

INIZIALS

SIGN

PROJECT MANAGER TECHNICAL ELECTRONIC MANAGER VISA SALES MANAGER VISA Publication N°: AEQZP0BB Edition: November 2008 Page - 4/84

AEQZP0BB – COMBI AC1 - User Manual

1 INTRODUCTION The COMBI AC1 inverter has been developed to perform all the electric functions that are usually presents in walkie trucks, stackers, low order pickers etc. The controller can perform the following functions: -

Controller for Ac 700W to 3.5Kw AC motors; Pump controller for series wounded DC motors up to 7,5 Kw. Drivers for ON/OFF electrovalves and for one proportional valve (electrodistributor) Can bus interface Interface for serial tiller head, canbus tiller or serial tiller Zapi patented sensorless control Flash memory. Double microcontroller (one for main tasks, one for safety related tasks)

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2 SPECIFICATION 2.1 Technical specifications Inverter for traction AC asynchronous 3-phase motors plus chopper for DC series pump motors. Regenerative braking functions. Digital control based upon microcontroller Voltage:..................................................................................................24, 36, 48V Inverter maximum current (24V, 36V):........................................ 350A (RMS) for 2' Inverter maximum current (36V, 48V):........................................ 300A (RMS) for 2' Inverter operating frequency:.......................................................................... 8kHz Dc chopper Maximum current (24V,36V): ............................................. 350A for 2' Dc chopper Maximum current (36V, 48V): .............................................300A for 2’ Chopper Operating frequency: ..................................................................... 16kHz External temperature working range:..................................................-40°C ÷ 40°C Maximum heatsink temperature (start of the thermal cutback)....................... 85°C

2.2 Block diagrams

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3 SPECIFICATION FOR THE INPUT DEVICES FILLING UP THE INSTALLATION KIT 3.1 Digital inputs Combi Ac1 digital inputs work in the voltage range [-B; +B]. Related command devices (microswitches) must be connected to +B (typically to key voltage). Pull-down resistance to –B is built-in. Functional devices (like FW, BACK, LIFT, DESCENT, HORN, H&S, TILLER, BELLY switches) are Normally Open; so related function becomes active when the microswitch closes. Safety devices (like CUTBACK, LIFTING CUTOUT switches) are Normally Closed; so related function becomes active when the microswitches opens. A number of Dis are input to both microcontrollers, for safety purpose (doublecheck in real time). They are listed here following: - AMP SAAB version: A7, A5, A11, A18, A19, A20, A33, A34, A35, A6 - AMP SEAL version: A1, A20, A6, A32, A31, A19, A7, A35, A17, A29 It is recommended to connect SAFETY RELATED devices to these doublechecked inputs, in order to increase the application safety level.

3.1.1 DIs technical details – 24 V system -

Switching threshold: 3V [±0,5V] Input impedance: 4,7kOhm [±0,5kOhm]

3.1.2 DIs technical details – 48 V system -

Switching threshold: 3V [±0,5V] 13kOhm [±1kOhm] Input impedance:

3.1.3 Microswitches -

It is suggested that microswitches have a contact resistance lower than 0,1Ohm and a leakage current lower than 100µA. When full load connected, the voltage between the key switch contacts must be lower than 0.1V. If the microswitch to be used has different characteristic, it is suggested to discuss them and their application with Zapi technicians.

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3.2 Analog unit The analog input can be connected to an accelerator unit if the Zapi can or serial tiller is not used. 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 CNA#26 [AmpSaab connector] OR CNA#25 [Ampseal connector]. Potentiometer output signal must be input to CPOT (CNA#24 for AmpSaab connector, CNA#15 for Ampseal connector) signal range is from 0 to 10V. The negative supply of the potentiometer has to be taken from CNA#23 [AmpSaab connector] OR CNA#5 [AmpSeal connector] 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. This AI is input to both microcontrollers, for safety purpose (double check in real time). The standard connection for the potentiometer is the one in the Left side of next figure (potentiometer on one end at rest) in combination with a couple of Travel demand switches (figure refers to AmpSaab connector). On request it is also possible the handling in the Right side of next figure (potentiometer in the middle at rest) still in combination with a couple of Travel demand switches.

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, in either direction.

3.3 Other analog control unit If the Zapi can tiller is not used, input CNA#25 [AmpSaab connector] or CNA#30 [AmpSeal connector] is an analog input, whose typical application is a proportional command to enable a lifting/lowering function. It is possible to use this input for an alternative function like a proportional braking. It should be in a 3 wire configuration. Potentiometer value should be in the 0.510KΩ range. Generally, the load should be in the 1.5mA to 30 mA range. The CPOTL [CNA#25 AmpSaab connector, CNA#30 AmpSeal connector] signal range is from 0 to 10V. Use CNA#26 [CNA#25] (positive) and CNA#41 [CNA#5] (negative) to supply it. In the AmpSaab version the NPOT input [CNA#23] can be used as third analog input. In this case use CAN#41 as negative supply of the traction potentiometer (the “PEDAL WIRE KO” warning is lost). Page - 8/84

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Also in AmpSeal version a third analog input is available in CNA#17 (a digital input is lost). These other two analog inputs are checked by both microcontrollers too.

3.4 Analog motor thermal sensor input Input CNA#12 in the AmpSaab version [CNA#22 in AmpSeal connector] is an analog input to receive an analog thermal sensor signal to measure the Traction Motor Winding Temperature. The analog device installed in the motor has to be specified, in order to insert the correct look-up table in the software. A digital device can also be used.

3.5 Speed feedback The motor control is based upon the motor speed feedback (sensored software). The speed transducer is an incremental encoder, with two phases shifted at 90°. The encoder can be of different types : - power supply: +12V - electric output: open collector ( NPN or PNP), push-pull. COMBI AC1 could also be used without encoder, sensorless control. This solution has to be discussed with Zapi technicians.

Note: The encoder resolution and the motor poles pair (the controller can handle), is specified in the home page display of the handset showing following headline: CA1S2AE

ZP1.07

That means: CA1S= COMBIAC1 traction controller 2 = motor’s 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 INSTALLATION HINTS In the description of these installation suggestions you will find some boxes of different colours, they mean:

4 U

These are informations useful for anyone is working on the installation, or a deeper examination of the content

These are Warning boxes, they describe: - operations that can lead to a failure of the electronic device or can be dangerous or harmful for the operator; - items which are important to guarantee system performance and safety

4.1 Material overview Before to start it is necessary to have the required material for a correct installation. Otherwise a wrong choice of cables or other parts could lead to failures/ misbehaviour/ bad performances.

4.1.1 Connection cables For the auxiliary circuits, use cables 0.5mm² section at least. For power connections to the motor and to the battery, use cables having section of 16-25 mm². For the optimum inverter performance, the cables to the battery should be run side by side and be as short as possible.

4.1.2 Contactors IT IS STRONGLY RECCOMENDED TO USE A MAIN CONTACOTOR to connect and cut off the battery to the controller. Depending on the setting of a parameter in the controller: - 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.

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The EN1175 states the main Contactor is not mandatory (under proper conditions); anyway it is recommended 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.

AEQZP0BB – COMBI AC1 - User Manual

4.1.3 Fuses -

Use a 6.3-10A Fuse for protection of the auxiliary circuits. For protection of the power unit, use a 400A 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.

4.2 Installation of the hardware

Before doing any operation, ensure that the battery is disconnected and when all the installation is completed start the machine with the drive wheels raised from the floor to ensure that any installation error do not compromise safety. After operation, even with the Key Switch open, the internal capacitors may remain charged for some time. For safe operation, we recommend that the battery is disconnected, and a short circuit is made between Battery Positive and Battery Negative power terminals of the chopper using a Resistor between 10 Ohm and 100 Ohm. Minimum 5 Watts.

4.2.1 Positioning and cooling of the controller CONTROLLER WITH BASE PLATE: Install the controller with the base-plate on a flat metallic surface that is clean and unpainted; suggested characteristics are: planarity 0.05 mm and rugosity 1.6 µm - Apply a light layer of thermo-conductive grease between the two surfaces to permit better heat dissipation. - 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. CONTROLLER WITH FINNED HEATSINK: Sometimes the base plate installation cannot be adopted. Due to positioning problems or to the lack of a thick enough truck frame, it is necessary to adopt a finned dissipation combined with one or more fans. - The air flux should hit the fins directly, to maximize the cooling effect. - In addition to fans, also air ducting systems can be used to maintain low the temperature of the controller. - 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. - It is mandatory to avoid that the cooling air is recirculated inside the controller compartment.

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4.2.2 Wirings: power cables -

The power cables length must be as short as possible to minimize power losses. They must be tightened on controller power posts with a Torque of 13-15 Nm The COMBI AC-1 module should only be connected to a traction battery. Do not use converters outputs or power supplies. For special applications please contact the nearest Zapi Service Centre.

Do not connect the controller to a battery with a nominal voltage different than the value indicated on the controller label. A higher battery voltage may cause MOS failure. A lower voltage may prevent the logic operating.

4.2.3 Wirings: CAN connections and possible interferences

CAN Stands for Controller Area Network. It is a communication protocol for real time control applications. 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 this image:

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Wrong Layout:

Module 1

Module 2

Module 3

The red lines are can wires. The black boxes are different modules, for example traction controller, pump controller and display connected by canbus. 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.

Correct Layout:

Module 1

Module 2

Module 3

Note: Module 1 power > Module 2 power > Module 3 power 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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Correct Layout:

Module 1

Module 2

Module 3

Note: Module 1 power ≈ Module 2 power > Module 3 power 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.

4.2.4 Wirings: I/O connections -

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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 paragraph “description of the connectors” AEQZP0BB – COMBI AC1 - User Manual

4.2.5 Connection of the encoder 1) COMBI 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. AMPSAAB VERSION A9 +5V/+12V A10 GND A8 A A22 B

positive of encoder power supply. negative of encoder power supply. phase A of encoder. phase B of encoder.

AMPSEAL VERSION A25 +5V/+12V A5 GND A14 A A13 B

positive of encoder power supply. negative of encoder power supply. phase A of encoder. phase B of encoder.

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

AMPSEAL VERSION

Connection of encoder with open collector output: +12V power supply. AMPSAAB VERSION

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AMPSEAL VERSION

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).

4.2.6 Main contactor and key connection -

The connection of the main contactor can be carried out following the drawing in the figure. AMPSAAB VERSION

AMPSEAL VERSION

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The connection of the battery line switches must be carried out following ZAPI instructions. If a mechanical battery line switch is installed, it is strongly recommended that the key supply to the inverter is open together with power battery line (see picture below); if not, the inverter may be damaged if the switch is opened during a regenerative braking. An intrinsic protection is present inside the logic when the voltage on the battery power connection overtakes 40% more than the battery nominal AEQZP0BB – COMBI AC1 - User Manual

voltage or if the key is switched off before the battery power line is disconnected. AMPSAAB VERSION

AMPSEAL VERSION

4.2.7 Insulation of truck frame

As stated by EN-1175 “Safety of machinery – Industrial truck”, chapter 5.7, “there shall be no electrical connection to the truck frame”. So the truck frame has to be isolated from any electrical potential of the truck power line.

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4.3 Protection and safety features 4.3.1 Protection features The COMBI AC1 is protected against some controller injuries and malfunctions: - Battery polarity inversion It is necessary to fit a LINE CONTACTOR to protect the controller against reverse battery polarity and for safety reasons. - Connection Errors All inputs are protected against connection errors. - Thermal protection If the controller temperature exceeds 85°C, the maximum current is reduced in proportion to the thermal increase. The temperature can never exceeds 105°C.

- External agents The inverter is protected against dust and the spray of liquid to a degree of protection meeting IP65. Nevertheless, it is suggested to carefully study controller installation and position. With few simple shrewdness, the degree of controller protection can be strongly increased. - Protection against uncontrolled movements The main contactor will not close if: - The Power unit is not functioning. - The Logic or CANBUS interface is not functioning perfectly. - The Can Tiller is not operating correctly. - Running microswitches are in open position. - Low battery charge when the battery charge is low, the maximum current is reduced to the half of the maximum current programmed; additionally an alarm message is displayed. - Protection against accidental Start up A precise sequence of operations are necessary before the machine will start. Operation cannot begin if these operations are not carried out correctly. Requests for drive must be made after closing the key switch.

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4.3.2 Safety Features

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. COMBI AC1 electronic implements a double µC structure. The second µC main task is to check correct functionality of the first µC, whose main task is to control traction AC motor. In more detail: - first microcontroller manages Ac traction motor control and hydraulic safety related functions. - second microcontroller manages Dc pump motor control, valves control and traction safety related functions. Basically, the two microcontrollers implement a double check control of the main functions.

4.4 EMC

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 responsability 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 electromagnetical energy generated or received by an electrical device. So the analysis works in two directions: 1) The study of the emission problems, the disturbances generated by the device and the possible countermeasure to prevent the propagation of that energy; 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

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switching of the mosfets which are working at high frequency and generate RF energy, but wires and cables have the key role to propagate the disturbs because they works as antennas, so a good layout of the cables and their shielding can solve the majority of the emission problems. 2) The study of the immunity can be divided in two main branches: protection from electromagnetic fields and from electrostatic discharge. The electromagnetic immunity concern the susceptibility of the controller with regard to electromagnetic fields and their influence on the correct work made by the electronic device. There are well defined tests which the machine has to be exposed to. These tests are carried out at determined levels of electromagnetic fields, to simulate external undesired disturbances and verify the electronic devices response. 3) The second type of immunity, ESD, concerns the prevention of the effects of electric current due to excessive electric charge stored in an object. In fact, when a charge is created on a material and it remains there, it becomes an “electrostatic charge”; ESD happen when there is a rapid transfer from a charged object to another. This rapid transfer has, in turn, two important effects: - this rapid charge transfer can determine, by induction, disturbs on the signal wiring and thus create malfunctions; this effect is particularly critical in modern machines, with serial communications (canbus) which are spread everywhere on the truck and which carry critical informations. - 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. IMPORTANT NOTE: it is always much easier and cheaper to avoid ESD from being generated, than to increase the level of immunity of the electronic devices. There are different solutions for EMC issues, depending on level of emissions/ immunity required, the type of controller, materials and position of the wires and electronic components. 1) EMISSIONS. Three ways can be followed to reduce the emissions: A) SOURCE OF EMISSIONS: finding the main source of disturb and work on it. B) SHIELDING: enclosing contactor and controller in a shielded box; using shielded cables; C) 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 frames is generally a suggested not expensive solution to reduce the emission level. 2) ELECTROMAGNETIC IMMUNITY. The considerations made for emissions are valid also for immunity. Additionally, further protection can be achieved with ferrite beads and bypass capacitors.

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3) ELECTROSTATIC IMMUNITY. Three ways can be followed to prevent damages from ESD: A) PREVENTION: when handling ESD-sensitive electronic parts, 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. B) ISOLATION: use anti-static containers when transferring ESD-sensitive material. C) 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 works like a “local earth ground”, absorbing excess charge. So it is strongly suggested to connect to truck frame all the parts of the truck which can be touched by the operator, who is most of the time the source of ESD.

4.5 Various suggestions -

Never combine SCR low frequency choppers with COMBI AC1 modules. The filter capacitors contained in the COMBI AC1 module would change the SCR chopper operation and subject to excessive workload. If it is necessary to use two or more control units, like the chopper should both be of the Zapimos family. During battery recharge, the COMBI AC-1 must be completely disconnected from the battery. Beside changing the charging current seen by the battery charger, the module can be damaged by higher than normal voltages supplied via the charger.

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5 OPERATIONAL FEATURES - Speed control. - Optimum behaviour on a slope if the speed feedback is used: - 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 (if encoder is used) - 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. - Optimum sensitivity at low speeds. - Voltage boost at the start and with overload to obtain more torque (with current control). - The inverter can drive an electromechanical brake. - High efficiency of motor and battery due to high frequency commutations. - 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. - Direct communication between traction AC inverter and pump DC chopper.

5.1 Diagnosis The microcontrollers continually monitor the inverter and the chopper and carry out diagnostic procedures on the main functions. The diagnosis is made in 4 points: 1) Diagnosis at start-up that checks: watch-dog, Current Sensors, Capacitor charging, phase’s voltages, pump motor output, contactor drivers, can-bus interface, presence of a start requirement, connection with the Can Tiller. 2) Standby Diagnosis that checks: watch-dog, phase’s voltages, pump motor output, Contactor Drivers, Current Sensors, can-bus interface. 3) Driving diagnosis that checks: Watchdog, Current sensors, Contactor(s), canbus interface. 4) Continuos Diagnosis that checks: power stage temperature, motor temperature, Battery Voltage. Error codes are 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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6 DESCRIPTION OF THE CONNECTORS

6.1 Connectors of the logic AmpSaab version

1 15 29

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14 28 42

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AmpSeal Version

6.1.1 CNA connector: AmpSaab Version The connector used is a AMPSAAB plug 42 pins

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NCLTXD

Negative serial transmission pin.

PCLTXD

Positive serial transmission pin.

NEVP

Negative of the proportional electrovalve.

PAUX

Positive supply for electrovalves. This input has to be supplied with positive taken after main contactor and should be used to supply all electrovalves.

DESCENT

Lowering request input active high.

H&S

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

TILLER

Tiller microswitch input, active high (+VB).

ENC A

Traction motor encoder phase A.

PENC

Encoder Positive Supply (+5 or +12Vdc)

A10

NENC

Negative of the Encoder

A11

CUTBACK

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

A12

THMOT

Traction motor thermal sensor input. The internal pullup is a fixed 2mA (Max 5V) source current.

A13

+KEY

Input of the key switch signal.

A14

NEV1

Output of the electrovalve 1 driver (driving to –Batt)

A15

NEV2

Output of the electrovalve 2 driver (driving to –Batt)

A16

NEV3

Output of the electrovalve 3 driver (driving to –Batt)

A17

NMC

Output of the Line Contactor coil driver (driving to – Batt) AEQZP0BB – COMBI AC1 - User Manual

A18

Forward switch input, active high (+VB).

A19

BACK

Reverse switch input, active high (+VB).

A20

IN5

Input of the switch DIGITAL INPUT # 5.

A21

HORN

Horn switch input, active high (+VB).

A22

ENC B

Traction motor encoder phase B.

A23

NPOT

Negative of the accelerator potentiometer, tested for wire disconnection diagnosis.

A24

CPOTTR

Accelerator potentiometer wiper.

A25

CPOTL

Lift potentiometer wiper.

A26

PPOT

Positive of the potentiometers; 10 volts output; keep load > 1kohm

A27

CANH

High level CAN-BUS voltage I/O.

A28

NEV4

Output of the electrovalve 4 driver (driving to –Batt).

A29

NCLRXD

Negative serial reception pin.

A30

PEB

Positive of the electromechanical brake coil.

A31

NEB

EB coil driver output; pwm controlled 2A continuous (driving to –Batt).

A32

NEV5/HORN OUTOutput of the electrovalve 5/horn driver (driving to – Batt).

A33

BELLY

Quick inversion function input, must be connected to the belly microswitch. It is active high (+VB).

A34

IN7

Input of the switch DIGITAL INPUT # 7.

A35

IN8

Input of the switch DIGITAL INPUT # 8.

A36

LIFT SW

Lift request switch input, active high (+VB).

A37

LIFTING CUTOUT Lift stop input. Active low.

A38

IN12

Input of the switch DIGITAL INPUT # 12.

A39

NEV6

Output of the electrovalve 6 driver (driving to –Batt).

A40

BOOTSTRAP

Flash memory bootstrap.

A41

GND

Negative of the lift potentiometer.

A42

CANL

Low level CAN-BUS voltage I/O.

6.1.2 CNA connector: AmpSeal version The connector used is an AMPSEAL plug 35 pins A1

TILLER

Tiller microswitch input, active high (+VB).

PEB

Positive of the electromechanical brake.

PAUX

Positive supply for electrovalves. This input has to be supplied with positive taken after main contactor and should be used to supply all electrovalves.

NEB

EB coil driver output; pwm controlled 2A continuous (driving to –Batt).

NENC

Negative of the Encoder

CUTBACK

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

BELLY

Quick inversion function input, must be connected to the belly microswitch. It is active high (+VB).

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NEV5/HORN OUTOut of the electrovalves/Horn driver (driving to –Batt).

NEV1

Output of the electrovalve 1 driver (driving to –Batt)

A10

+KEY

Input of the key switch signal.

A11

NEV2

Output of the electrovalve 2 driver (driving to –Batt)

A12

NMC

Output of the Line Contactor coil driver (driving to – Batt)

A13

ENC B

Traction motor encoder phase B.

A14

ENC A

Traction motor encoder phase A.

A15

CPOTTR

Accelerator potentiometer wiper.

A16

NCLTXD

Negative serial transmission pin.

A17

LIFT

Input of the lift enable switch.

A18

BOOTSTRAP

Flash memory bootstrap.

A19

HORN

Horn switch input, active high (+VB).

A20

DESCENT

Lowering request input active high.

A21

NCLRXD

Negative serial reception pin.

A22

THMOT

Traction motor thermal sensor input. The internal pullup is a fixed 2mA (Max 5V) source current.

A23

NEV6

Output of the electrovalve 6 driver (driving to –Batt)

A24

NEVP

Negative of the proportional electrovalve.

A25

PENC

Encoder Positive Supply (+12Vdc)

A26

PCLTXD

Positive serial transmission pin.

A27

CANL

Low level CAN-BUS voltage I/O.

A28

CANH

High level CAN-BUS voltage I/O.

A29

H&S

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

A30

CPOTL

Lift/Lower potentiometer wiper input.

A31

REV

Reverse switch input, active high (+VB).

A32

Forward switch input, active high (+VB).

A33

NEV3

Output of the electrovalve 3 driver (driving to –Batt).

A34

NEV4

Output of the electrovalve 4 driver (driving to –Batt).

A35

IN7

Input of the switch DIGITAL INPUT #7.

AEQZP0BB – COMBI AC1 - User Manual

6.2 Description of power connections View of the power bars:

+BF

-B V

-P

-B

Negative of the battery.

Positive of the battery.

+BF

Positive of the battery, before the fuse.

-P

Output of the Pump Motor.

U; V; W

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

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7 DRAWINGS 7.1 Mechanical drawing

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AEQZP0BB – COMBI AC1 - User Manual

7.2 Connection drawing 7.2.1 AmpSaab version

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7.2.2 AmpSeal version

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AEQZP0BB – COMBI AC1 - User Manual

8 ONE SHOT INSTALLATION PROCEDURE This section of the manual describes the basic connection procedure. To move, the truck needs a minimum I/O outfit that it is mandatory: this minimum outfit is listed in the Steps from 1 to 8 below. Step1

Connect a potentiometer in the range 0.5 to 10Kohms, to modify the wished speed, between CNA#23, CNA#24, CNA#26 [AmpSaab connector]

Step2

Connect two travel demand switches. The FWD travel demand must be connected between a battery (key) voltage and CNA#18 in AmpSaab Connector [CNA#32 in AmpSeal Connector]. The REV travel demand must be connected between a battery (key) voltage and CNA#19 in AmpSaab [CAN#31 in AmpSeal]. Only one of them can be active at the same time. They become active when connected to a key.

Step3

Connect a tiller (or seat) switch enabling/disabling the truck motion between CNA#7 in AmpSaab [CNA#1 in AmpSeal] and a key voltage. It becomes active, enabling the motion, when closed to a key voltage.

Step4

Connect the encoder in the motor shaft between CNA#9=VDD, CNA#10=GND, CNA#8=CHA, CNA#22=CHB in AmpSaab [CNA#25=VDD, CNA#5=GND, CNA#14=CHA, CNA#13=CHB in AmpSeal connector] . The VDD voltage may be 12V or 5V depending on a jumper inside the controller.

Step5

Connect the plus battery voltage through a key switch at the KEY input CNA#13 [CNA#10 in AmpSeal]. This is the input for the controller supply.

Step6

Connect the Main Contactor Coil to CNA#13 and CNA#17 in AmpSaab connector (respectively CNA#10 and CNA#12 in AmpSeal connector). The contactor must connect the battery positive to the +BATT power terminal of the COMBI AC1.

Step7

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

Step8

Connect the Electromechanical Brake between CNA#30 and CNA#31in the AmpSaab connector [respectively CNA#2 and CNA#4 in the AmpSeal connector]; when the tiller switch opens, the electromechanical brake gets de-energized braking the truck.

The Steps from 1 to 8 describe the installation operations that is mandatory to do in order your truck moves. Obviously the COMBI 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 a proportional forks lowering valve 5) to handle a pump motor by a chopper. 6) to handle a belly switch and an Inching operative mode. 7) to handle a proportional input for the forks lifting/lowering. 8) to handle a number of on/off E-valves. You must fill your I/O outfit with your optional functions. The optional functions are shown in the connecting drawing and described in detail inside this manual. The index may help you. AEQZP0BB – COMBI AC1 - User Manual

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8.1 Sequence for Ac Inverter traction setting This section of the manual describes the basic COMBI 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 described 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.

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Step1

Fill your setting with the Options you need.

Step2

Select the Battery Voltage.

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 parameter.

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.

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 travelling 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 unloaded 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.

Step15

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

AEQZP0BB – COMBI AC1 - User Manual

9 PROGRAMMING & ADJUSTMENTS USING DIGITAL CONSOLE 9.1 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 CNA connector of the inverter.

9.2 Description of console (hand set) & connection

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. The orientation of the triangle indicates the way to the next function.

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9.3 Description of the console menu 9.3.1 Master: AmpSaab version

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AEQZP0BB – COMBI AC1 - User Manual

9.3.2 Master: AmpSeal version

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9.3.3 Slave: AmpSaab version

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AEQZP0BB – COMBI AC1 - User Manual

9.3.4 Slave: AmpSeal version

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9.4 Function configuration (MASTER) 9.4.1 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. CA1S2B ZAPI 1.00 24V 350A 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.

% ' ' ' ' ' CONFIG MENU SET OPTIONS

The Display will show : SET OPTIONS

' % ' ' ' '

Press ENTER to go in the SET OPTIONS MENU

HOURCOUNTER RUNNING

The Display will show the first OPTION 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 ' ' ' ' % '

1) TILLER SWITCH This option handles the input CNA#7 in AmpSaab [CNA#1 in AmpSeal]. This input opens when the operator leaves the truck (tiller released). It is Page - 38/84

AEQZP0BB – COMBI AC1 - User Manual

connected to a key voltage when the operator is present. There are two levels: - HANDLE: CNA#7 [CNA#1 in AmpSeal] is managed as tiller input (no delay when released). - SEAT: CNA#7 [CNA#1 in AmpSeal] is managed as seat input (with a delay when released Æ debouncing function). 2) 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 (controller supplied) 3) BATTERY CHECK This option specifies the handling of the low battery charge detection. There are four levels: - Level 0: Nothing happens, the battery charge level is calculated but is ignored, it means no action is taken when the battery is discharged. - Level 1: BATTERY LOW alarm is raised when the battery level is calculated being less than or equal to 10% of the full charge. The BATTERY LOW alarm inhibits the Lifting function. - Level 2: BATTERY LOW alarm is raised when the battery level is calculated being less than or equal to 10% of the full charge. The BATTERY LOW alarm reduces the maximum truck speed down to 24% of the full truck speed and it inhibits the Lifting function. - Level 3: Equivalent to Level 1: a BATTERY LOW alarm is raised when the battery level is calculated being less than or equal to 10% of the full charge. The BATTERY LOW alarm inhibits the Lifting function. 4) STOP ON RAMP Only when the encoder is present, it is possible to electrically hold the truck on a slope when the accelerator is released but the tiller is not released. -

ON: The stop on ramp feature (truck electrically hold on a ramp) is managed for a time established by AUXILIARY TIME parameter. - OFF: the stop on ramp feature is not performed. That means the truck comes down slowly during the AUXILIARY TIME. After this “auxiliary time”, the electromechanical brake is applied and the 3phase bridge is released; if the electromechanical brake is not present the truck comes down very slowly (see the AUX OUTPUT #1 option programming and see also 13.4). 5) AUX OUTPUT #1 This option handles the digital output CNA#31 in AmpSaab connector [CNA#4 in Ampseal connector]. It can be used one of four: - BRAKE: it drives an electromechanical Brake. - HYDROCONT: it 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: it drives the contactor for a hydraulic steering function when the exclusive hydro input is active - FREE: it is not used. The current this output can sink is up to 3Adc. 6) QUICK INVERSION It can be set: AEQZP0BB – COMBI AC1 - User Manual

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NONE: The quick inversion function is not managed (no effect when CNA#33 switches over). TIMED: The quick inversion function is timed. BELLY: The quick inversion function is managed but not timed.

7) SET MOTOR TEMPERATURE It can be set: ANALOG: An analog sensor for the control of the motor temperature is connected to the CNA#12 input in AmpSaab connector [CNA#22 in AmpSeal connector] - DIGITAL: A digital (on/off) for the control of the motor temperature is connected to the CNA#12 input in AmpSaab connector [CNA#22 in Ampseal connector] - NONE: No temperature sensor connected 8) INVERSION MODE ON/OFF: This parameter sets the logic of the Quick Inversion input. If set = ON, the Quick Inversion switch is Normally Closed (function active when switch opens). If set = OFF, the Quick Inversion switch is Normally Open (function active when switch closes).

9.4.2 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. CA1S2B ZAPI V0.0 24V 350A 00000

Opening Zapi Menu

Press Top Left & Right Buttons to enter CONFIG MENU

The Display will show: SET MODEL

Press ROLL UP button until ADJUSTMENTS MENU appears

ADJUSTMENTS appears on the display

Press ENTER to go into the ADJUSTMENTS MENU

' % ' ' ' '

The display will show: SET BATTERY TYPE

BATTERY TYPE 24V

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

% ' ' % ' '

The desired parameter appears

% ' % ' ' ' CONFIG MENU SET MODEL

CONFIG MENU ADJUSTMENTS

TROTTLE 0 ZONE 3%

10) Press SET UP or SET DOWN button to modify the adjustment Page - 40/84

% ' ' ' ' '

' ' % ' ' %

AEQZP0BB – COMBI AC1 - User Manual

TROTTLE 0 ZONE 7%

11) Press OUT

' ' ' ' % '

12) Press ENTER to confirm

' % ' ' ' '

13) Repeat the same from 5 to 12 points for the other adjustments

1) SET BATTERY TYPE Selects the nominal battery voltage. 2) ADJUST BATTERY Fine adjustment of the battery voltage measured by the controller. 3) THROTTLE 0 ZONE Establishes a deadband in the accelerator input curve. 4) THROTTLE X POINT This parameter, together with the THROTTLE Y POINT, changes the characteristic of the accelerator input curve : when the accelerator is depressed 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 slopes. 5) THROTTLE Y POINT This parameter, together 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. 6) BAT. MIN ADJ. Adjust the lower level of the battery charge table (Level 0 to 9). 7) BAT. MAX ADJ. Adjust the upper level of the battery charge table (Level 0 to 9). 8) 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). 9) CHECK UP DONE Turn it On when the required Maintenance service has been executed to cancel the CHECK UP NEEDED warning. 10) CHECK UP TYPE It specifies the handling of the CHECK UP NEEDED warning: AEQZP0BB – COMBI AC1 - User Manual

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NONE: No CHECK UP NEENED warning OPTION#1: CHECK UP NEENED warning shown on the hand set and MDI 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

11) MAIN CONT. VOLTAGE Percentage of the total voltage of the battery applied to the main contactor coil. 12) AUX OUTPUT VOLTAGE Percentage of the total voltage of the battery applied to the Eb coil.

9.4.3 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. CA1S2B ZAPI 0.00 24V 350A 00000

Opening Zapi Menu

Press ENTER to go into the General Menu

The Display will show: PARAMETER CHANGE

Press ENTER to go into the Parameter Change menu

The Display will show the first parameter

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

% ' ' % ' '

The names of the Parameters appear on the Display

RELEASE BRAKING LEVEL = 5

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

The Display will show the new level.

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

' ' % ' ' % RELEASE BRAKING LEVEL = 2

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. Page - 42/84

' % ' ' ' '

' ' ' ' % '

AEQZP0BB – COMBI AC1 - User Manual

13) The Display will show

MAIN MENU PARAMETER CHANGE

1) ACCELER. DELAY Seconds. It determines the acceleration ramp. The parameter sets the time needed to speed up the traction motor from 0Hz to 100Hz. 2) RELEASE BRAKING Seconds. It controls the deceleration ramp when the travel request is released. The parameter sets the time needed to decelerate the traction motor from 100Hz to 0Hz. 3) TILLER BRAKING Seconds. It controls the deceleration ramp when the tiller is in braking position (released). The parameter sets the time needed to decelerate the traction motor from 100Hz to 0Hz 4) INVERS. BRAKING Seconds. It controls the deceleration ramp when the direction switch is inverted during travel. The parameter sets the time needed to decelerate the traction motor from 100Hz to 0Hz. 5) DECELERATION BRAKING Seconds. It controls the deceleration ramp when the accelerator has turned down but not completely released. The parameter sets the time needed to decelerate the traction motor from 100Hz to 0Hz. 6) SPEED LIMIT BRK Seconds. It controls the deceleration ramp when a speed reduction has been activated. The parameter sets the time needed to decelerate the traction motor from 100Hz to 0Hz. 7) CURVE BRAKING Seconds. It controls the deceleration ramp when the curve cutback input becomes active. The parameter sets the time needed to decelerate from 100Hz to 0Hz. 8) MAX SPEED FWD Percentage. It determines the maximum speed in forward direction. 9) MAX SPEED BWD Percentage. It determines the maximum speed in backward direction. 10) CUTBACK SPEED 1 Typically from 10% to 100%. It determines the percentage of the max speed applied when the cutback switch 1 (CUTBACK on CNA#11 in AmpSaab connector, CNA#6 in AmpSeal) is active. When set to 100% the speed reduction is ineffective. 11) CUTBACK SPEED 2 Typically from 10% to 100%. It determines the percentage of the max speed applied when the cutback switch 2 is active. When set to 100% the speed reduction is ineffective.

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12) HS CUTBACK Typically from 10% to 100%. It determines the percentage of the max speed applied when the Hard & Soft function (H&S switch on CNA#6 in AmpSaab connector, CNA#29 in AmpSeal connector) is active. When set to 100% the speed reduction is ineffective. 13) CUTBACK SPEED 3 Typically from 10% to 100%. It determines the percentage of the max speed applied when the cutback switch 3 is active. When set to 100% the speed reduction is ineffective. 14) FREQUENCY CREEP Hz value. This is the minimum speed applied when the forward or reverse switch is closed, but the accelerator is at its minimum. 15) MAXIMUM CURRENT Maximum level of the current (percentage of the maximum current of the controller). 16) INCHING SPEED To set the speed (percentage of the maximum speed) in the inching mode. 17) INCHING TIME When the inching mode is active for a period of time higher then this value, the truck automatically stops and the operator must do a new request to restart. 18) ACCELERATION SMOOTH It gives a parabolic form to the acceleration ramp. 19) INVERSION SMOOTH It gives a parabolic form to the acceleration ramp after a direction inversion. 20) STOP SMOOTH Hz. It sets the level of frequency where the smooth effect of the acceleration parabolic form ends. 21) BRK SMOOTH It gives a parabolic form to the deceleration ramp. 22) STOP BRK SMOOTH Hz. It sets the level of frequency where the smooth effect of the deceleration parabolic form ends. 23) AUXILIARY TIME Time units value (seconds). For the encoder version, it determines the time duration the truck is hold on the ramp if the STOP ON RAMP option is ON.

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AEQZP0BB – COMBI AC1 - User Manual

PARAMETER

PROGRAMMED LEVEL

UNIT 0

ACCELERATION DELAY

Sec.

From 0 to 10 sec., resolution of 0.1

RELEASE BRAKING

Sec.

From 0 to 10 sec., resolution of 0.1

TILLER BRAKING

Sec.

From 0 to 10 sec., resolution of 0.1

INVERSION BRAKING

Sec.

From 0 to 10 sec., resolution of 0.1

SPEED LIMIT BRAKING

Sec.

From 0 to 10 sec., resolution of 0.1

INVERSION BRAKING

Sec.

From 0 to 10 sec., resolution of 0.1

DECELERATION BRK.

Sec.

From 0 to 10 sec., resolution of 0.1

SPEED LIMIT BRK.

Sec.

From 0 to 10 sec., resolution of 0.1

CURVE BRAKING

Sec.

From 0 to 10 sec., resolution of 0.1

MAX SPEED FW

From 0% to 100%, resolution of 1%

MAX SPEED BW

From 0% to 100%, resolution of 1%

CUTBACK SPEED 1

%Max Sp

From 0% to 100%, resolution of 1%

CUTBACK SPEED 2

%Max Sp

From 0% to 100%, resolution of 1%

H&S CUTBACK

%Max Sp

From 0% to 100%, resolution of 1%

CUTBACK SPEED 3

%Max Sp

From 0% to 100%, resolution of 1%

FREQUENCY CREEP

From 0.6 to 4.0 Hz, resolution of 0.1 Hz

MAXIMUM CURRENT

%IMAX

From 0% to 100%, resolution of 1%

INCHING SPEED

%Max Sp

From 0% to 100%, resolution of 1%

INCHING TIME

Sec.

From 0 to 10 sec., resolution of 0.1

STOP SMOOTH

From 3 to 20 Hz, resolution of 1Hz

STOP BRAKE SMOOTH

From 3 to 20 Hz, resolution of 1Hz

AUXILIARY TIME

Sec.

From 0 to 10 sec., resolution of 0.1

9.4.4 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 for 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: only Zapi technicians should change this value 2) ADJUSTMENT#02 (Factory adjusted). % value. This is the Gain of the second Current Sensing Amplifier. NOTE: only Zapi technicians should change this value 3) SET TEMPERATURE Set the temperature offset to have the correct value reading. This is a fine calibration of the controller temperature sensor. AEQZP0BB – COMBI AC1 - User Manual

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4) HIGH ADDRESS To be used to have access to special memory address. NOTE: only Zapi technicians should change this value

9.4.5 Main menu “TESTER” functions list The TESTER functions are a real time feedback measurements of the state of the controller/motor/command devices. It is possible to know the state (active / off) 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 display and roll for the TESTER item. 1) BATTERY VOLTAGE Voltage value with 1 decimal digit. Battery voltage value measured at the key on. 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. This is the frequency of the sine waves the inverter is supplying. 5) ENCODER Hz value. This is the speed of the motor measured with the encoder and expressed in the same unit of the FREQUENCY reading. 6) SLIP VALUE Hz value. This is the slip between the frequency and the speed of the motor (SLIP VALUE = FREQUENCY-ENCODER). 7) CURRENT RMS Ampere value. Root Mean Square value of the line current in the motor. 8) BATTERY CHARGE Percentage value. It supplies the residual charge of the battery as a percentage of the full charge level. 9) TEMPERATURE °C value. This is the temperature of the inverter base plate. This temperature is used for the HIGH TEMPERATURE alarm detection. 10) MOTOR TEMPERATURE °C value. This is the temperature of the motor windings picked up with an Page - 46/84

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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. 11) ACCELERATOR From 0.0V to 5.0V. The voltage on the wiper of the accelerator (CPOT on CNA#24 in AmpSaab version, CNA#15 in AmpSeal version) 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. 12) LIFTING CONTROL From 0.0 to 5.0V. The voltage on the wiper of the accelerator (CPOTLIFT on CNA#25 [AmpSaab connector], CNA#30 [AmpSeal connector]) 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 13) TILLER SWITCH ON/OFF. This is the level of the digital input CNA#6 in AmpSaab connector [CNA#29 in AmpSeal connector] for the 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 it is closed to a battery (key) voltage, the H&S request is Active. - OFF GND = When it is not connected to a battery (key) voltage (or it is connected to GND), the H&S request is not active. 14) DESCENT SWITCH ON/OFF. This is the level of the digital input CNA#5 in AmpSaab connector [CNA#20 in AmpSeal connector] for the Lowering request: - ON +VB = When it is closed to a battery (key) voltage, the Lowering request is Active. - OFF GND = When it is not connected to a battery (key) voltage (or it is connected to GND), the Lowering request is not active. 15) CUTBACK SWITCH ON/OFF. This is the level of the digital input CNA#11 in AmpSaab connector [CNA#6 in AmpSeal connector]: - ON GND = When it is not closed to a battery (key) voltage (or connected to GND) the SR#1 request is active. - OFF +VB = When it is closed to a battery (key) voltage the SR#1 request is not active. 16) FORWARD SWITCH ON/OFF. This is the level of the digital input CNA#18 in AmpSaab connector [CNA#32 in AmpSeal connector] for the forward travel demand: - ON +VB = When it is closed to a battery (key) voltage, the Forward Travel demand is Active. - OFF GND = When it is not connected to a battery (key) voltage (or it is connected to GND), the Forward Travel demand is not active. 17) BACKWARD SWITCH ON/OFF. This is the level of the digital input CNA#19 in AmpSaab connector [CNA#31 in Ampseal connector] for the backward travel demand: AEQZP0BB – COMBI AC1 - User Manual

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ON +VB = When it is closed to a battery (key) voltage, the Backward Travel demand is Active. OFF GND = When it is not connected to a battery (key) voltage (or it is connected to GND), the Backward Travel demand is not active.

18) IN 5 SWITCH ON/OFF. This is the level of the digital input#5 CNA#20 in AmpSaab connector [CNA#19 in AmpSeal connector]: - ON +VB = When it is closed to a battery (key) voltage the digital input#5 request is active. - OFF GND = When it is not closed to a battery (key) voltage (or connected to GND) the digital input#5 request is not active. 19) BELLY SWITCH ON/OFF. This is the level of the digital input CNA#33 in AmpSaab connector [CNA#7 in AmpSeal connector] ( belly button): - ON +VB = When it is closed to a battery (key) voltage, the request of the Belly (to stop the movement) is active. - OFF GND= When it is not connected to a battery (key) voltage (or it is connected to GND), the Belly request is not active. 20) IN 7 SWITCH ON/OFF. This is the level of the digital input#7 CNA#34 in AmpSaab connector [CNA#35 in AmpSeal connector] : - ON +VB = When it is closed to a battery (key) voltage the voltage the digital input#7 request is active. - OFF GND = When it is not closed to a battery (key) voltage (or connected to GND) the voltage the digital input#7 request is not active. 21) IN 8 SWITCH Only for AmpSaab version. ON/OFF. This is the level of the digital input#8 CNA#35 in AmpSaab connector: - ON +VB = When it is closed to a battery (key) voltage the digital input#8 is active. - OFF GND = When it is not closed to a battery (key) voltage (or it is connected to GND) the digital input#8 is not active. 22) H&S CUTBACK ON/OFF. This is the level of the digital input CNA#6 in AmpSaab connector [CNA#29 in AmpSeal connector] for the 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 it is closed to a battery (key) voltage, the H&S request is Active. - OFF GND = When it is not connected to a battery (key) voltage (or it is connected to GND), the H&S request is not active. 23) LIFTING SWITCH ON/OFF. This is the level of the digital input CNA#36 (in AmpSaab connector, CNA#17 in AmpSeal connector) for the lifting request: - ON +VB = When is closed to a battery (key) voltage, the Lifting request is Active. - OFF GND = When is not connected to a battery (key) voltage (or it is connected to GND), the Lifting request is not active. 24) LIFTING CUTOUT Page - 48/84

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ON/OFF. This is the level of the CNA#37 digital input (only in AmpSaab connector): - ON GND = When CNA#37 is not closed to a battery (key) voltage (or connected to GND) the Lift Stop is active. - OFF +VB = When CNA#37 is closed to a battery (key) voltage the Lift Stop is not active. 25) IN12 SWITCH ON/OFF. This is the level of the digital input#12 CNA#38 (only in AmpSaab connector): - ON +VB = When it is closed to a battery (key) voltage the digital input#12 is active. - OFF GND = When it is not closed to a battery (key) voltage (or it is connected to GND) the digital input#12 is not active.

9.5 Function configuration (SLAVE) 9.5.1 Config menu “SET OPTIONS” functions list 1) HOUR COUNTER Same function of the hour counter option of the Master. When set RUNNING, the hourcounter counts the working time of the pump motor and of the lowering EVP. 2) EVP TYPE Analog/digital: defines the type of the EVP electrovalve, current controlled: Analog: the related output manages a proportional valve, current controlled Digital: the related output manages an on/off valve 3) EV1 TYPE Analog/digital: defines the type of the EV1 electrovalve, voltage controlled: Analog: the related output manages a proportional valve, with a voltage controlled method Digital: the related output manages an on/off valve. 4) SET TEMPERATURE NONE/ANALOG/DIGITAL: set the type of sensor for the measurement of the pump motor temperature.

9.5.2 Config menu “ADJUSTMENTS” functions list 1) THROTTLE 0 POINT Establishes a deadband in the lift/lower accelerator (or, in general, the potentiometer used to command the speed of the motor connected to the slave) input curve. 2) THROTTLE X POINT This parameter, together with the THROTTLE Y POINT, changes the characteristic of the lift/lower accelerator input curve : 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. AEQZP0BB – COMBI AC1 - User Manual

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3) THROTTLE Y POINT This parameter, together with the THROTTLE X POINT, changes the characteristic of the lift/lower 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.

9.5.3 Config menu “PARAMETER CHANGE” functions list When the slave controls pump motor and pump functions, we have these parameters: 1) PUMP IMAX Level 0 to 9. Set the maximum current for the pump motor. 2) PUMP ACCELERATION DELAY In seconds. Set the acceleration ramp for the pump motor. 3) PUMP DECELERATION DELAY In seconds. Set the deceleration ramp for the pump motor. 4) SPEED LIMIT Percentage. It limits the maximum speed of the lifting function. Percentage of the maximum voltage applied to the pump motor. 5) CREEP SPEED Percentage. It sets the minimum speed (percentage of voltage applied) for the pump motor. Percentage of the maximum voltage applied to the pump motor. 6) COMPENSATION From 0% to 100% This parameter sets the voltage compensation (∆V) applied to the motor when the proportional lifting function is active. The value of this ∆V applied to the motor is a function of the motor current. Aim of this function is to reduce, as for as possible, the speed difference between the truck loaded and unloaded. 7) HYD SPEED FINE Fine adjustment of the pump motor steering function speed. 8) HYDRO COMPENSATION Adjustment of the compensation function when the pump motor steering function is active. 9) CUTBACK SPEED Percentage of the maximum speed. It defines the reduction of the pump motor speed when the cutback is triggered.

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10) MIN EVP 0 to 100. This parameter determines the minimum voltage applied on the EVP when the position of the potentiometer is at the minimum. This parameter is not effective if the EVP is programmed like a On/Off valve. 11) MAX EVP 0 to 100. This parameter determines the maximum voltage applied on the EVP when the position of the potentiometer is at the maximum. If the EVP is programmed like a On/Off valve this parameter determines the fixed voltage applied on the electrovalve coil. 12) EVP OPEN DELAY In seconds. It defines the opening ramp of the evp electrovalve when related output is set as Analog (refer to Set Option menu). 13) EVP CLOSE DELAY In seconds. It defines the closing ramp of the evp electrovalve when related output is set as Analog (refer to Set Option menu). 14) EV1 OPEN DELAY In seconds. It defines the opening ramp of the evp1 electrovalve, when related output is set as Analog (refer to Set Option menu). 15) EV1 CLOSE DELAY In seconds. It defines the closing ramp of the evp1 electrovalve, when related output is set as Analog (refer to Set Option menu). PARAMETER

PROGRAMMED LEVEL

UNIT 0

PUMP IMAX

From 50% to 100% of IMAX, resolution of 5%

PUMP ACC. DELAY

Sec.

From 0 to 10 sec., resolution of 0.1

PUMP DEC. DELAY

Sec.

From 0 to 10 sec., resolution of 0.1

SPEED LIMIT

From 0% to 100%, resolution of 1%

CREEP SPEED

From 0% to 100%, resolution of 1%

COMPENSATION

From 0% to 100%, resolution of 1%

HYD SPEED FINE

From 0% to 100%, resolution of 1%

HYDRO COMPENSATION

From 0% to 100%, resolution of 1%

CUTBACK SPEED

From 0% to 100%, resolution of 1%

MIN EVP

From 0% to 100%, resolution of 0.1%

MAX EVP

From 0% to 100%, resolution of 0.1%

EVP OPEN DELAY

Sec.

From 0 to 25.5 sec., resolution of 0.1

EVP CLOSE DELAY

Sec.

From 0 to 25.5 sec., resolution of 0.1

EV1 OPEN DELAY

Sec.

From 0 to 25.5 sec., resolution of 0.1

EV1 CLOSE DELAY

Sec.

From 0 to 25.5 sec., resolution of 0.1

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9.5.4 Config menu “SPECIAL ADJUSTMENTS ” functions list 1) ADJUSTMENT #1 (Factory adjusted). % value. This is the Gain of the Pump chopper Current Sensing Amplifier. NOTE: only Zapi technicians should change this value. 2) SET CURRENT set the current limit for the measurement in the TESTER menu. 3) AUX OUTPUT #1 Debug function. 4) AUX OUTPUT #2 Debug function.

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9.5.5 Config menu “TESTER ” functions list 1) MOTOR CURRENT Ampere. It is the current in the motor controlled by the slave of combiac1. 2) MOTOR VOLTAGE It is the voltage of the motor controlled by the slave of combiac1, expressed in percentage of the maximum voltage. 3) MOTOR POWER Watt. Estimate value of the traction motor power. This parameter is used by Slave µC in order to carry out safety checks on traction functions (managed by Master µC). 4) ENCODER Hz. Speed of the traction motor. This parameter is used by Slave µC in order to carry out safety checks on traction functions (managed by Master µC) 5) SLIP Hz. Estimate of traction motor slip. This parameter is used by Slave µC in order to carry out safety checks on traction functions (managed by Master µC). 6) MOTOR TEMPERATURE °C. Measure of the pump motor temperature. 7) LIFTING CONTROL Volt. Measure of the lift/lower potentiometer input (signal CPOTLIFT: CNA#25 in AmpSaab connector, CNA#30 in AmpSeal connector). 8) HANDLE/SEAT SW On/off: it determines if the TILLER input is active or not (CNA#7 in AmpSaab, CNA#20 in AmpSeal). 9) DIGITAL INPUT 1 On/off : it determines if the input 1 is active or not (Lowering switch, CNA#5 in AmpSaab, CNA#20 in AmpSeal). 10) DIGITAL INPUT 2 On/off : it determines if the input 2 is active or not (Speed Reduction#1 switch, CNA#11 in AmpSaab, CNA#6 in AmpSeal). 11) DIGITAL INPUT 3 On/off : it determines if the input 3 is active or not (Forward switch, CNA#18 in AmpSaab, CNA#32 in AmpSeal). 12) DIGITAL INPUT 4 On/off : it determines if the input 4 is active or not (Reverse switch, CNA#19 in AmpSaab, CNA#31 in AmpSeal). 13) DIGITAL INPUT 5 On/off : it determines if the input 5 is active or not (CNA#20 in AmpSaab, CNA#19 in AmpSeal).

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14) DIGITAL INPUT 6 On/off : it determines if the input 6 is active or not (Belly switch, CNA#33 in AmpSaab, CNA#7 in AmpSeal). 15) DIGITAL INPUT 7 On/off : it determines if the input 7 is active or not (Speed Reduction #3 switch, CNA#34 in AmpSaab, CNA#35 in AmpSeal). 16) DIGITAL INPUT 8 On/off : it determines if the input 8 is active or not (Deadman switch, CNA#35 in AmpSaab, CNA#17 in AmpSeal). 17) DIGITAL INPUT 9 On/off : it determines if the input 9 is active or not (H&S switch, CNA#6 in AmpSaab, CNA#29 in AmpSeal). 18) DIGITAL INPUT 13 On/off : it determines if the input 13 is active or not (Horn switch, CNA#21 in AmpSaab). 19) SET POINT EVP This parameter shows the setpoint of EVP valve. 20) EV1 Show the percentage of voltage applied to Ev1 valve. 21) EV2 On/Off: determines if the valve is open or closed. 22) EV3 On/off: determines if the valve is open or closed. 23) EV4 On/off: determines if the valve is open or closed. 24) EV5 On/off: determines if the valve is open or closed. 25) EV6 On/off: determines if the valve is open or closed. 26) EV7 On/off: determines if the valve is open or closed.

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10 OTHER FUNCTIONS 10.1 Description of console “SAVE” function The SAVE function allows the operator to transmit the Parameter values and Configuration data of the controller 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 controller using the RESTORE function. The data that is available via the SAVE function are listed here below: - 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. 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 SAVE function If this feature has been used before, the type of controller 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

CA1S2B ZAPI V0.0 24V 350A 00000 ' % ' ' ' ' MAIN MENU PARAMETER CHANGE % ' ' % ' ' MAIN MENU SAVE PARAMETERS ' % ' ' ' ' 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 :

AEQZP0BB – COMBI AC1 - User Manual

' % ' ' ' ' READING … ACCEL. DELAY (ECC.) SELECT: MOD. 01 FREE Page - 55/84

Press OUT to return to the Opening Zapi Display

' ' ' ' % '

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

10.2 Description of console “RESTORE” function The RESTORE PARAM function allows transfer of the Console’s stored data into the memory of the controller. This is achieved in a fast and easy way using the method previously used with the SAVE PARAM. function. The data that is available on the RESTORE PARAM. Function are listed here below: - 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 controller memory will be written over and replaced with data being restored. Flow Chart showing how to use the RESTORE function of the Digital Console. CA1S2B ZAPI V0.0 24V 350A 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 RESTORE PARAM.

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

' % ' ' ' ' 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

AEQZP0BB – COMBI AC1 - User Manual

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.

10.3 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.

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. CA1S2B ZAPI V0.0 24V 350A 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 PROGRAM VACC the display

% ' ' % ' ' MAIN MENU PROGRAM VACC

The Display will show : 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

ARE YOU SURE YES=ENTER NO=OUT

The Display will ask : ARE YOU SURE ?

' % ' ' % '

Press ENTER for yes, or OUT for NO

MAIN MENU PROGRAM VACC

When finished, the Console shows : Press OUT to return to the Opening Zapi Display

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' ' ' ' % '

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10.4 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 slowly moving. Three adjustments 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 neutral position. 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 below) to match the full speed in the truck with the MAX VACC voltage in the accelerator position.

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10.5 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 Bat.Max.Adj and the Bat.Min.Adj. 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 discharged, it is necessary to reduce the Bat.Min.Adj setting as indicated in the figure below). 48V NOMINAL BATTERY VOLTAGE

24V NOMINAL BATTERY VOLTAGE

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The Battery Charge detection follows this algorithm: 1) Battery voltages is read when the Battery current is zero, that is when the output power stage is not driven. 2) Vbatt is the mean of the least samples measured by the microcontroller converter (the samples are took on key input). 3) Vbatt is compared with a threshold value (function of the actual charge percentage) in a table and with comparison is found a new charge percentage. 4) Thresholds value can be changed with parameters Bat. Max. Adj. and Bat. Min. Adj. 5) After key on battery charge can be only increased if the battery charge computed after key on is greater than the last value stored in Eeprom the battery charge value is updated otherwise the Battery charge is not updated.

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11 COMBI 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 first event of every alarm occurred 4) And the inverter temperature when the first event of every alarm occurred. This function permits a deeper diagnosis of problems as the recent history can be revised. NOTE: if the same alarm is continuously happening, the controller does not use new memory of the logbook, but only updates the last memory cell increasing the related counter (point 2) of previous list). Nevertheless, the hourmeter indicated in this memory refers to the first time the alarm occurred. In this way, comparing this hourmeter with the controller hourmeter, it is possible to determine: -

When this alarm occurred the first time. How many hours are elapsed from the first occurrence to now How many times it has occurred in said period.

11.1 Faults diagnostic system The fault diagnostic system of Combiac1 controller is divided into 2 main groups of faults: ALARMS: these are the faults which open the power section, which means the power bridge is opened and, when possible, the LC is opened and EB is applied. These are faults related to: - failures in the motor/controller that the power system is not anymore able to drive the truck - safety related failures WARNINGS: these are faults which do not stop the truck or stop it by a controlled regen braking. In other words, the controller is working well, but it has detected conditions to reduce the performances or to stop the truck without opening the power devices. These warnings are related to: - wrong operator sequences - conditions which require performance reduction (like high temperatures, ….)

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11.2 Master microcontroller alarms overview Master error code

Related slave error code

Description

Restart procedure

Waiting for trac Motor output voltage lower than expected

Vmn high

Waiting for trac Motor output voltage higher than expected

Power mos shorted

Waiting for trac Short circuit on the power mosfets

Coil short hw ko

Waiting for trac Problem on the hardware circuit which manages shortcircuits on Lc/Eb coils

Valve, pump, traction stopped, Lc opened, Eb applied

start-up

Valve or pump or traction request

Coil shorted

Waiting for trac Shortcircuit on LC or EB coils

Valve, pump, traction stopped, Lc opened, Eb applied

stby, traction

Valve or pump or traction request

Driver shorted Waiting for trac Driver of Lc coil is shorted, so it is not able to open the Lc Valve, pump, traction stopped, Lc opened, Eb applied

start-up, stby, traction

Valve or pump or traction request

Contactor Driver

Waiting for trac Driver of Lc coil is damaged (not able to close)

Valve, pump, traction stopped, Lc opened, Eb applied

stby, traction

Valve or pump or traction request

Contactor Open

Waiting for trac The Lc coil has been driven but Lc does not close

Valve, pump, traction stopped, Lc opened, Eb applied

stby, traction

Valve or pump or traction request

Contactor closed

Waiting for trac LC contact is stuck

Valve, pump, traction stopped, Lc opened, Eb applied

start-up

Valve or pump or traction request

Aux driv. Shrt. Waiting for trac When the mos of EB is shorted

Valve, pump, traction stopped, Lc opened, Eb applied

start-up,stby,marcia Valve or pump or traction request

Aux driver open

Valve, pump, traction stopped, Lc opened, Eb applied

stby, traction

Valve or pump or traction request

Pos aux short Waiting for trac Output of built in Smart Driver, which supplies Eb coil Valve, pump, traction stopped, Lc positive, is high (= +batt) when the tiller switch is opened. opened, Eb applied

start-up

Valve or pump or traction request

Logic Failure #1

Waiting for trac Overvoltage/Undervoltage condition has been detected

Valve, pump, traction stopped, Lc opened, Eb applied

start-up, stby, traction

Valve or pump or traction request

Logic Failure #2

Waiting for trac Motor voltage feedback circuits are damaged

Valve, pump, traction stopped, Lc opened, Eb applied

stby, immediately after Lc closing

Valve or pump or traction request

Logic failure #3

Waiting for trac Failure in the high current HW protection circuit

valve, pump, traction stopped, Lc opened, Eb applied

start-up, stby

Valve or pump or traction request

Stby i high

Waiting for trac In stby condition (no current applied to the motor) the current feedbacks are aout of permitted stby range

Valve, pump, traction stopped, Lc opened, Eb applied

start-up, stby

Valve or pump or traction request

Wrong Set Battery

Waiting for trac The battery voltage is too low or too high (< 0,8 Vbatt OR Valve, pump, traction stopped, Lc > 1,2 Vbatt) opened, Eb applied

Valve or pump or traction request

Analog input

Waiting for trac Problem on the A/D conversion of Master uC

Valve, pump, traction stopped, Lc opened, Eb applied

start-up, stand-by (only immediately after Lc closing) start-up, stby, traction

Encoder Error Waiting for trac Problem on the encoder

Valve, pump, traction stopped, Lc opened, Eb applied

start-up, stby, traction

Valve or pump or traction request

Tiller error

Waiting for trac Input mismatch between hard&soft switch input and tiller input

Valve, pump, traction stopped, Lc opened, Eb applied

start-up, stby, traction

Valve or pump or traction request

Watchdog

Waiting for trac Master uC does not receive via canbus the correct stuffing bit from Slave uC Waiting for trac Master uC has detected that slave uC is not able to stop traction enable or EB-LC enable

Valve, pump, traction stopped, Lc opened, Eb applied Valve, pump, traction stopped, Lc opened, Eb applied

Key re-cycle

Waiting for trac No can message from slave uC

start-up, stby, traction start-up, stand-by (only immediately after Lc closing) start-up, stby, traction continuous

Key re-cycle

continuous

Key re-cycle

stby, traction

Program Vacc

Waiting for trac Driver of Eb coil is damaged (not able to close)

Valve, pump, traction stopped, Lc opened, Eb applied Valve, pump, traction stopped, Lc opened, Eb applied Valve, pump, traction stopped, Lc opened, Eb applied Valve, pump, traction stopped, Lc opened, Eb applied

Machine status when the test is done start-up

Capacitor charge Vmn low

Hw Fault

Waiting for trac Power capacitors voltage does not increase

Effect

No can msg N5 Wrong setpoint

Waiting for trac Master uC has detected a Slave uC wrong hydraulic function setpoint

Valve, pump, traction stopped, Lc opened, Eb applied Valve, pump, traction stopped, Lc opened, Eb applied

Safety Feedback Vacc out of range

Waiting for trac Master uC has detected a problem on the feedback of EVP driver Waiting for trac The voltage on Vacc is outside the range set with Program Vacc

Valve, pump, traction stopped, Lc opened, Eb applied Valve, pump, traction stopped, Eb applied

AEQZP0BB – COMBI AC1 - User Manual

start-up start-up start-up

Valve or pump or traction request Valve or pump or traction request Valve or pump or traction request Valve or pump or traction request

Valve or pump or traction request

Key re-cycle

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11.3 Analysis and troubleshooting of Master microcontroller alarms 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: 1) “CAPACITOR CHARGE” Follows the charging capacitor system:

When the key is switched ON, the inverter tries to charge the power capacitors through a power resistance, and check if the capacitor are charged within a timeout. If they do not charge, an alarm is signalled; the main contactor is not closed. Troubleshooting: A) There is an external load in parallel to capacitor bank, which sinks current from the controller capacitors precharging circuit, thus preventing the caps from charging. Check if a lamp or a dc/dc converter or a auxiliary load is placed in // to capacitor bank. B) The charging resistance is opened; insert a power resistance across line contactor power terminals; if the alarm disappears, it means the controller internal charging resistance is damaged. C) The charging circuit has a failure, inside the controller. D) There is a problem in the controller power section. 2) “VMN LOW” Cause 1: start-up test. Before switching the LC on, the software checks the power bridge: it turns on alternatingly the High side Power Mosfets and expects the phases voltage to increase toward the rail capacitor value. If the phases voltage does not increase, this alarm occurs. Cause 2: Motor running test. When the motor is running, power bridge is ON, the motor voltage feedback is tested; if it is lower than commanded value, fault status is entered. Troubleshooting: A) If the problem occurs at start up (the LC does not close at all), check: - Motor internal connections (ohmic continuity) - Motor power cables connections - Motor leakage to truck frame - If the motor connections are OK, the problem is inside the controller B) If the alarm occurs during motor running, check: - Motor connections - If motor phases windings/cables have leakages towards truck frame - That the LC power contact closer properly, with a good contact Page - 64/84

AEQZP0BB – COMBI AC1 - User Manual

If no problem are found on the motors, the problem is inside the controller.

3) “VMN HIGH” Cause 1: Before switching the LC on, the software checks the power bridge: it turns on alternatingly the Low side Power Mosfets and expects the phases voltage to decrease down to -BATT. If the phases voltage do not decrease, this alarm occurs. Cause 2: This alarm may occur also when the start up diagnosis is overcome, and so the LC is closed. In this condition, the phases’ voltages are expected to be lower than 1/2 Vbatt. If it is higher than that value, fault status is entered. Troubleshooting: A) If the problem occurs at start up (the LC does not close at all), check: - Motor internal connections (ohmic continuity) - Motor power cables connections - If the motor connection are OK, the problem is inside the controller B) If the problem occurs after closing the LC (the LC closed and then opens back again), check: - Motor connections - If motor phases windings/cables have leakages towards truck frame - If no problem are found on the motors, the problem is inside the controller 4) “POWER MOS SHORTED” Cause: Before switching the LC on, the software checks the power bridge: it turns on alternatingly the Low side and High side Power Mosfets and expects the phases voltage to decrease down to –BATT (increase up to +Batt). If the phases voltage do not follow the comands, this alarm occurs. Troubleshooting: This type of fault is not related to external components; replace the controller. 5) “COIL SHORT HW KO” Cause: The hardware circuits which manages short circuits protection of LC and EB coils has a problem. Troubleshooting: This type of fault is not related to external components; replace the controller. 6) “COIL SHORTED” Cause: This alarm occurs when there is a short circuit of one of the coils connected to outputs of the Combiac1 (LC coil or EB coil). After the overload condition has been removed, the alarm exits automatically by releasing and then enabling a travel demand. Troubleshooting: A) The typical root cause for this error code to be displayed is in the harness or in the load coil. So the very first check to carry out concerns connections between controller outputs and loads. B) In case no failures/problems have been found externally, the problem is in the controller, which has to be replaced. 7) “DRIVER SHORTED” Cause: AEQZP0BB – COMBI AC1 - User Manual

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The driver of the main contactor coil is shorted. Troubleshooting: A) Check if there is a short or a low impedance pull-down between NMCC (CAN#17 in AmpSaab, CAN#12 in AmpSeal) and –BATT. B) The driver circuit is damaged in the controller, which has to be replaced. 8) “CONTACTOR DRIVER” Cause: The LC coil driver is not able to drive the load. The device itself or its driving circuit is damaged. Troubleshooting: This type of fault is not related to external components; replace the controller. 9) “CONTACTOR OPEN” Cause: The main contactor coil has been driven by the controller, but the contactor does not close. Troubleshooting: A) The wires to the LC coil are interrupted or not connected, so check the coil related harness. B) It could be also a problem of the contact in the LC that is not working (does not pull-in), try replacing the LC. 10) “CONTACTOR CLOSED” Cause: Before driving the LC coil, the controller checks if the contactor is stuck. The controller drives the bridge for some tens milliseconds, trying to discharge the capacitors bank. If they don’t discharge the fault condition is entered. Troubleshooting: It is suggested to verify the power contacts of LC; to replace the LC is necessary. 11) “AUX DRIVER SHORTED” Cause: The driver of the electromechanical brake coil is shorted. Troubleshooting: A) Check if there is a short or a low impedance pull-down between NEB (CNA#31 in AmpSaab, CNA#4 in AmpSeal) and –BATT. B) The driver circuit is damaged in the controller, which has to be replaced. 12) “AUX DRIVER OPEN” Cause: The driver of the electromechanical brake coil is not able to drive the load. Troubleshooting: Replace the controller. 13) “POS AUX SHORT” Cause: The output of the built in Smart Driver, which supplies the positive to the Electromechanical brake coil is high when the Tiller and the H&S switch are open. Troubleshooting: A) It is suggested to check the harness, in order to verify if a positive is connected to the Smart driver output (CNA#30 AmpSaab connector, CNA#2 AmpSeal connector) Page - 66/84

AEQZP0BB – COMBI AC1 - User Manual

B) If, even disconnecting the wire from the connector pin, the output stays at high value, the problem is inside the controller and the Smart Driver is probably shorted. 14) “LOGIC FAILURE #1” This fault is displayed when the controller detects an overvoltage or undervoltage condition. Overvoltage threshold is 45V, undervoltage threshold is 9V in the 24V controller. In 48V controller overvoltage threshold is 65V, undervoltage threshold is 11V. Troubleshooting of fault displayed at startup or in standby; in these cases it is very likely the fault is due to an undervoltage, so it is suggested to check: A) Key input signal down-going pulses (below undervoltage threshold) due to external loads, like DC/DC converters starting-up, relais or contactor switching, solenoids energizing / deenergizing. B) If no voltage transient is detected on the supply line and the alarm is present every time the key is switched ON, the failure is probably in the controller hardware, so it is necessary to replace the controller. Troubleshooting of fault displayed during motor driving; in this case it can be an undervoltage or a overvoltage condition. A) If the alarm happens during traction acceleration or driving hydraulic functions, it is very likely it is an undervoltage condition; check battery charge condition, power cable connection. B) If the alarm happens during release braking, it is very likely it is due to overvoltage condition; check line contactor contact, battery power cable connection. 15) “LOGIC FAILURE #2” Cause: Fault in the hardware section of the logic board which manages the phase’s voltage feedback. Troubleshooting: This type of fault is not related to external components, so when it happens it is necessary to replace the Controller. 16) “LOGIC FAILURE #3” Cause: Hardware problem in the logic card circuit for high current (overload) protection. Troubleshooting: This type of fault is not related to external components, so, when it is present it is necessary to replace the controller. 17) “STBY I HIGH” Cause: The current transducer or the current feedback circuit is damaged in the controller. Troubleshooting: This type of fault is not related to external components so, when it is present, it is necessary to replace the controller. 18) “WRONG SET BATTERY” Cause: At start-up, the controller checks the battery voltage and verify it is within a AEQZP0BB – COMBI AC1 - User Manual

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window around the nominal value. Troubleshooting: A) Check that the controller SET BATTERY parameter value matches the battery nominal voltage. B) Check that the TESTER MENU / BATTERY VOLTAGE parameter shows same value as the battery voltage measured with a voltmeter. If it is does not match, then do a “ADJUST BATTERY” function. C) Replace the battery. 19) “ANALOG INPUT” Cause: This alarm occurs when the A/D conversion of the analog inputs gives frozen value, on all of the converted signals, for more 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. Troubleshooting: If the problem occurs permanently it is necessary to substitute the controller. 20) “ENCODER ERROR” Cause: This fault is signalled in following conditions: the frequency supplied to the motor is higher than 40 Hz and the signal feedback from the encoder has a jump higher than 40 Hz in few tens mSec. This condition is related to a malfunctioning of the encoder. Troubleshooting: A) Check both the electric and the mechanical encoder functionality, the wires crimping. B) Check the encoder mechanical installation, if the encoder slips inside its compartment raising this alarm condition. C) Also the electromagnetic noise on the sensor bearing can be a cause for the alarm. In these cases try to replace the encoder. D) If the problem is still present after replacing the encoder, the failure is in the controller. 21) “TILLER ERROR” Cause: Mismatch between the H&S input and the tiller input. Troubleshooting: Check the harness related to CNA#6 and CNA#7 in AmpSaab connector (CNA#29 and CNA1 in AmpSeal connector) with a voltmeter. If the state of these inputs is right, then it could be a problem inside the controller, which has to be changed. 22) “WATCHDOG” Cause: This is a safety related test. It is a self diagnosis test within the logic between Master and Slave microcontrollers. Troubleshooting: This alarm could be caused by a canbus malfunctioning, which blinds master-slave communication. Otherwise it is an internal fault of the controller which must be replaced. 23) “HARDWARE FAULT” Cause: The master microcontroller has detected that the slave microcontroller is not able to stop the traction enable or LC-EB enable. Page - 68/84

AEQZP0BB – COMBI AC1 - User Manual

Troubleshooting: The problem is inside the logic of the inverter, replace the controller. 24) “NO CAN MESSAGE N5” Cause: No Can messages from the slave microcontroller. Troubleshooting: This alarm could be caused by a canbus malfunctioning, which blinds master-slave communication. Otherwise it is an internal fault of the controller which must be replaced. 25) “WRONG SETPOINT” Cause: This is a safety related test. The Master µC has detected a Slave µC wrong hydraulic function setpoint. Troubleshooting: This is a internal fault of the controller, it is necessary to replace it. 26) “SAFETY FEEDBACK” Cause: This is a safety related test. Master µC has detected a problem on the feedback of EVP driver. Troubleshooting: This is a internal fault of the controller, it is necessary to replace it. 27) “VACC OUT RANGE” Cause: The voltage on the Vacc potentiometer (A15) is outside of the range that was set with the “Program Vacc” function. Troubleshooting: Repeat the “Program Vacc” procedure.

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11.4 Master warnings overview Master error Related Slave code error code Pump Warning Slip profile Forward+back ward Incorrect start

Description

Effect

Machine status when the test is done

Slave has a warning Error on the parameters of the slip Traction is stopped profile setting. The travel demands are active in both Traction is stopped directions at the same time Incorrect starting sequence Traction is stopped

start-up, stand-by, traction start-up, stand-by, traction start-up, stand-by, traction start-up, stand-by, traction

Vacc not ok

The acceleretor value is higher than Traction is stopped the minimum value recorded, and the direction/enable switches are opened.

High temperature

The controller has reached the thermal cutback temperature 85°C

Battery low

The maximum current is reduced to half and speed is reduced (if CHECK OPTION = 1) Error is detected in eeprom or in Controller works using eeprom management Deafult parameters Motor temperature sensor is opened The maximum current (if digital) or has overtaken the is reduced to half and threshold of 150°C (if analog) speed is reduced The output of the controller thermal The maximum current sensor is out of range. is reduced to half and speed is reduced Maintenance time is reached

continuous

Traction is stopped Maximum current adjustment procedure is in progress (NOTE: this procedure has to be done only by Zapi test department) Traction is stopped Acceleartor poti negative (Npot) voltage is out of range (less than 0,3V or >2V) Tthe truck is in stby with tiller switch LC opens opened for more than 30s

stand-by

Eeprom ko Motor temperature Thermic sens ko Check up needed Data acquisition

Pedal wire ko

Tiller open

Current gain

Waiting for node

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Restart procedure

Traction request Traction request Traction request Traction request

continuous Traction controller reduces the maximum current linearly from Imax (85°C) down to 0A (105°C)

Battery is <= 10% when the parameter BATTERY CHECK is set >0

Controller works, but The Maximum current gain parameters are @ the default values, with low maximum current which means the maximum current adjustment procedure has not been carried out yet Slave uC is in alarm condition, Master uC is waiting for it to resolve its error condition

continuous continuous

continuous

Traction request

start-up, stand-by, Traction traction request standby

Valve or pump or traction request

start-up, stanby

continuous

AEQZP0BB – COMBI AC1 - User Manual

11.5 Analysis and troubleshooting of Master warnings 1) “PUMP WARNING” Cause: The slave has a warning. Troubleshooting: Connect to the slave with the hand set console and check the warning. 2) “SLIP PROFILE” Cause: There is an error on the choice of the parameters of the slip profile. Troubleshooting: Check in the hardware setting menu the value of those parameters. 3) “FORW+BACK” Cause: This alarm occurs when both the travel demands (Fwd and Bwd) are active at the same time. Troubleshooting: Check the wiring of the Fwd and Rev travel demand inputs (use the readings in the TESTER to facilitate the troubleshooting). Check the microswitches for failures. A failure in the logic is possible too. So, when you have verified the travel demand switches are fine working and the wiring is right, it is necessary to replace the controller. 4) “INCORRECT START” Cause: This is a warning for an incorrect starting sequence. Troubleshooting: The possible reasons for this alarm are (use the readings in the TESTER to facilitate the troubleshooting): A) A travel demand active at key on B) Presence man sensor active at key on Check the wirings. Check the microswitches. It could be also an error sequence made by the operator. A failure in the logic is possible too; so when all of the above conditions were checked and nothing was found, replace the controller. 5) “VACC NOT OK” Cause: The test is made at key-on and after 20sec that both the travel demands have been turned off. This alarm occurs if the ACCELERATOR reading in the TESTER menu’ is 1,0V higher than PROGRAM VACC min acquisition when the accelerator is released. Troubleshooting: Check the mechanical calibration and the functionality of the potentiometer. 6) “HIGH TEMPERATURE” Cause: This alarm occurs when the temperature of the base plate is higher than 85°. Then the maximum current decreases proportionally with the temperature increases from 85° up to 105°. At 105° the Current is limited to 0 Amps. AEQZP0BB – COMBI AC1 - User Manual

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Troubleshooting: Improve the air cooling of the controller. If the alarm is signalled when the controller is cold, the possible reasons are a thermal sensor failure or a failure in the logic card. In this case, it is necessary to replace the controller. 7) “BATTERY LOW” Cause: It occurs when the battery charge is calculated being less than or equal to 10% of the full charge and the BATTERY CHECK setting is other than 0 (refer to SET OPTION menu). Troubleshooting: Get the battery charged. If it doesn’t work, measure with a voltmeter the battery voltage and compare it with the value in the BATTERY VOLTAGE parameter. If they are different adjust the value of the ADJUST BATTERY function. 8) “EEPROM KO” Cause: It’s due to a HW or SW defect of the non-volatile embedded memory supporting the controller parameters. This alarm does not inhibit the machine operations, but the truck will work with the default values. Troubleshooting: Try to execute a CLEAR EEPROM operation (refer to Console manual). Switch the key off and on to check the result. If the alarm occurs permanently, it is necessary to replace the controller. If the alarm disappears, the previously stored parameters will have been replaced by the default parameters. 9) “MOTOR TEMPERATURE” Cause: This warning occurs when the temperature sensor is opened (if digital) or has overtaken the threshold of 150° (if analog). Troubleshooting: Check the thermal sensor inside the motor (use the MOTOR TEMPERATURE reading in the TESTER menu); check the sensor ohmic value and the sensor wiring. If the sensor is OK, improve the air cooling of the motor. If the warning is present when the motor is cool, then the problem is inside the controller. 10) “THERMIC SENSOR KO” Cause: The output of the controller thermal sensor is out of range. Troubleshooting: This type of fault is not related to external components; replace the controller. 11) “CHECK UP NEEDED” Cause: This is just a warning to call for the time programmed maintenance. Troubleshooting: It is just enough to turn the CHECK UP DONE option to level ON after the maintenance is executed. 12) “DATA ACQUISITION” Cause: Acquisition of the current gains. Page - 72/84

AEQZP0BB – COMBI AC1 - User Manual

Troubleshooting: The alarm ends when the acquisition is done. 13) “PEDAL WIRE KO” 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 (CNA#23 in AmpSaab connector) and GND and cascaded with the potentiometer: if the potentiometer gets disconnected on PPOT (CNA#26 in AmpSaab connector) or NPOT, no current flows 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). Troubleshooting: Check the voltage on NPOT and the potentiometer connections. 14) “TILLER OPEN” Cause: Warning: when the tiller is released, after a fixed period of time of standby (30 seconds) the main contactor open. Troubleshooting: At the next travel request the warning disappear. 15) “CURRENT GAIN” Cause: The Maximum current gain parameters are at the default values, which means the maximum current adjustment procedure has not been carried out yet. Troubleshooting: Ask the assistance of a Zapi technician to do the correct adjustment procedure of the current gain parameters. 16) “WAITING FOR NODE” Cause: The controller receives from the CAN the message that another controller in the net is in fault condition; as a consequence the traction controller itself cannot enter an operative status, but has to WAIT for the other controller coming out from the fault status.

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11.6 Slave alarms overview Slave Related error Master error Description code code Evp Driver Waiting for Evp driver is failed shorted (always ON) Shorted Node Pump Waiting for Vmn Low Node Pump Waiting for Vmn High Node analog input

Waiting for Node

logic failure#1

Waiting for Node

Wrong Zero

Waiting for Node

Safety Waiting for Feed (TG) Node Safety Waiting for Feed (Eb) Node Wrong setpoint

Waiting for Node

Input Waiting for MisMatch Node

Output Waiting for MisMatch Node

watchdog Waiting for Node No can Msg #2

Waiting for Node

Hw Fault

Waiting for Node

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Machine status when the test is done valve, pump, traction start-up, stby stopped, Lc opened, Eb applied Pump motor output is too low, with respect valve, pump, traction start-up, stby, during to pwm applied stopped, Lc opened, pump function Eb applied Pump motor output is too high, with respect valve, pump, traction during pump to pwm applied stopped, Lc opened, function Eb applied Problem on the A/D conversion of uC valve, pump, traction continuous stopped, Lc opened, Eb applied Overvoltage/Undervoltage condition has valve, pump, traction continuous been detected stopped, Lc opened, Eb applied The outputs of the amplifiers (used to valve, pump, traction init (for measure the motor currents and voltage) stopped, Lc opened, iv,iw,huw,hvw) Eb applied rpm>20Hz(lv,lu) are cheked to be near null. This alarm occurs when current signals are >2,85V or <2,15V. Voltage signals >3V or <2V at the init Slave uC has detected a problem on the valve, pump, traction continuous feedback of Lc driver stopped, Lc opened, Eb applied Slave uC has detected a problem on the valve, pump, traction continuous feedback of Eb driver stopped, Lc opened, Eb applied Slave uC has detected a Master uC wrong Valve, pump, traction continuous hydraulic function setpoint stopped, Lc opened, Eb applied Slave uC has detected a mismatch between Valve, pump, traction continuous its input (digital, analog and encoder) and stopped, Lc opened, correspondant Master uC inputs Eb applied Slave uC has detected a condition that the Master uC is driving traction motor in a wrong way (not correspondant to the status of operator commands) Controllo che lo master passi in più punti del programma e inverta i bit del slave

Effect

Valve, pump, traction continuous stopped, Lc opened, Eb applied

valve, pump, traction stopped, Lc opened, Eb applied Can messages from Master uC are lost valve, pump, traction stopped, Lc opened, Eb applied Slave uC has detected that Master uC is not valve, pump, traction able to stop hydraulic functions stopped, Lc opened, Eb applied

Restart procedure valve or pump or traction request valve or pump or traction request valve or pump or traction request valve or pump or traction request valve or pump or traction request valve or pump or traction request

Key re-cycle

continuous

Key re-cycle

continuous

Key re-cycle

start-up (EVP Key re-cycle related test) stby (pump chopper related test)

AEQZP0BB – COMBI AC1 - User Manual

11.7 Analysis and troubleshooting of Slave alarms 1) “EVP DRIVER SHORTED” Cause: The EVP driver is shorted. Troubleshooting: Check if there is a short or a low impedance between the negative of the coil and –BATT. Otherwise the driver circuit is damaged and the controller must be replaced. 2) “PUMP VMN LOW” Cause: The pump motor output is lower than expected, considering the pwm applied. Troubleshooting: A) If the problem occurs at start up (the LC does not close at all), check: - Motor internal connections (ohmic continuity) - Motor power cables connections - If the motor connection are OK, the problem is inside the controller B) If the problem occurs after closing the LC (the LC closed and then opens back again), check: - Motor connections - If motor windings/cables have leakages towards truck frame - If no problem are found on the motors, the problem is inside the controller C) If the alarm occurs during motor running, check: - Motor connections - If motor windings/cables have leakages towards truck frame - That the LC power contact closer properly, with a good contact - If no problem are found on the motors, the problem is inside the controller. 3) “PUMP VMN HIGH” Cause: This test is carried out when the pump motor is turning (pwm applied). The pump motor output is higher than expected, considering the pwm applied. Troubleshooting: it is suggested to check: A) Motor connections B) If motor windings/cables have leakages towards truck frame C) If no problem are found on the motors, the problem is inside the controller 4) “ANALOG INPUT” Cause: This alarm occurs when the A/D conversion of the analog inputs gives frozen value, on all of the converted signals, for more 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. Troubleshooting: If the problem occurs permanently it is necessary to substitute the controller. 5) “LOGIC FAILURE #1” Cause: This fault is displayed when the controller detects an overvoltage or AEQZP0BB – COMBI AC1 - User Manual

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undervoltage condition. Overvoltage threshold is 45V, undervoltage threshold is 9V in the 24V controller. In 48V controller overvoltage threshold is 65V, undervoltage threshold is 11V. Troubleshooting of fault displayed at startup or in standby; in these cases it is very likely the fault is due to an undervoltage, so it is suggested to check: A) Key input signal down-going pulses (below undervoltage threshold) due to external loads, like DC/DC converters starting-up, relais or contactor switching, solenoids energizing / deenergizing. B) If no voltage transient is detected on the supply line and the alarm is present every time the key is switched ON, the failure is probably in the controller hardware, so it is necessary to replace the controller. Troubleshooting of fault displayed during motor driving; in this case it can be an undervoltage or a overvoltage condition. A) If the alarm happens during traction acceleration or driving hydraulic functions, it is very likely it is an undervoltage condition; check battery charge condition, power cable connection. B) If the alarm happens during release braking, it is very likely it is due to overvoltage condition; check line contactor contact, battery power cable connection. 6) “WRONG ZERO” Cause: The outputs of the amplifiers (used to measure the motor currents and voltage) are checked to be near null. This alarm occurs when current signals are >2,85V or <2,15V. Voltage signals >3V or <2V at the init. Troubleshooting: This type of fault is not related to external components; replace the controller. 7) “SAFETY FEED (TG)” Cause: This is a safety related test. Slave µC has detected a problem on the feedback of Lc driver. Troubleshooting: This is a internal fault of the controller, it is necessary to replace it. 8) “SAFETY FEED (EB)” Cause: This is a safety related test. Slave µC has detected a problem on the feedback of Eb driver. Troubleshooting: This is a internal fault of the controller, it is necessary to replace it. 9) “WRONG SETPOINT” Cause: This is a safety related test. Slave µC has detected a Master µC wrong traction function setpoint. Troubleshooting: This is a internal fault of the controller, it is necessary to replace it. 10) “INPUT MISMATCH” Cause: This is a safety related test. Slave µC has detected a mismatch between its input (digital, analog and encoder) and correspondant Master µC inputs. Troubleshooting: This is a internal fault of the controller, it is necessary to replace it. Page - 76/84

AEQZP0BB – COMBI AC1 - User Manual

11) “OUTPUT MISMATCH” Cause: This is a safety related test. Slave µC has detected that the Master µC is driving traction motor in a wrong way (not correspondant to the status of operator commands). Troubleshooting: This is a internal fault of the controller, it is necessary to replace it. 12) “WATCHDOG” Cause: It is a self diagnosis test within the logic between Master and Slave microcontrollers. Troubleshooting: This alarm could be caused by a canbus malfunctioning, which blinds master-slave communication. Otherwise it is an internal fault of the controller which must be replaced. 13) “NO CAN MESSAGE#2” Cause: No Can messages from the master microcontroller. Troubleshooting: This alarm could be caused by a canbus malfunctioning, which blinds master-slave communication Otherwise the problem is inside the logic, replace the controller. 14) “HW FAULT” Cause: The slave has detected that the master microcontroller is not able to stop hydraulic functions. Troubleshooting: This type of fault is not related to external components; replace the controller.

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11.8 Slave warnings overview Slave error code

Related Master error code

Description

Effect

Machine status when the test is done

Restart procedure

Pump chopper current sensor feedback too low (below 0,5V) Problem on the EN-EVS

Pump motor stopped

stby

pump request

On/off valves stopped

start-up

valve on/off request

Valve Coil Shorted Pump Warning

Shortcircuit on On/off coils

On/off valves stopped

valve on/off request

Valve driver shorted Valve Cont driver

Pump Warning

On/off valves stopped On/off valves stopped

during valve function

valve on/off request

Evp Driver Ko

Pump Warning

Evp stopped

Pump Warning

Pump motor stopped

during Evp function start-up, stby

valve evp request

Pump Stby I high Pump I=0 ever

Pump Warning

One or more on/off valve drivers shorted (always ON) One or more on/off valve drivers opened (not able to close, so not able to drive the valve) Evp driver open (not able to close, so not able to drive the valve) Pump chopper current sensor feedback too high (above 0,8V) Pump current feedback is always 0A even when pump motor is running Pump motor temperature high

start-up, stby, during valve function start-up, stby

Pump motor stopped

pump function

pump request

Pump chopper maximum current reduced to half

continuous

Current Sensor Low Hw Fault Valve

Pump Warning Pump Warning

Pump Warning

motor temperature Pump Warning

waiting for trac incorrect start

ALARM XXX Pump Warning

vacc not ok

Pump Warning

ram warning eep warning lift+lower eeprom ko

Pump Warning Pump Warning Pump Warning Pump Warning

Pump motor temperature

Pump Warning

When the parameter SET Maximum current is TEMPERATURE is setted, the halfed temperature of the motor is >150°c

high temperature

Pump Warning

reduction by master

Pump Warning

When the parameter maximum Pump chopper continuous current is 100% the current is maximum current reduced lineary from 85°c to 105°C reduced proportionally to T increase Master requests a reduction pump speed reduced continuous

Page - 78/84

Slave is waiting the master Wrong sequence in hydraulic pump/valve stopped function request pump/Evp stopped Hydraulic poti (lift/lowering poti) higher than minimum value recorded, in stby condition checksum ram failed checksum eeprom failed lift+lower request Pump motor stopped eeprom is not online, or the parameters in triplicate are different

continuous

valve on/off request

pump request

start-up, stby

to do a correct sequence hydraulic request

continuous init continuous

hydraulic request

continuous

AEQZP0BB – COMBI AC1 - User Manual

11.9 Analysis and troubleshooting of Slave warnings 1) “CURRENT SENSOR LOW” Cause: The pump chopper current sensor feedback is too low (below 0.5V). Troubleshooting: This type of fault is not related to external components; replace the controller. 2) “HW FAULT VALVE” Cause: The slave has detected that the master microcontroller is not able to stop hydraulic valves functions Troubleshooting: This fault is not related to external components, so it is necessary to replace the controller. 3) “VALVE COIL SHORTED” Cause: This alarm occurs when there is a short circuit on an on/off valve coil. Troubleshooting: A) If the fault is present at start up, it is very likely that the hw overcurrent protection circuit is damaged, it is necessary to replace the controller. B) If the fault is present when the controller drives the outputs, the problem is located in the harness and in the coils. 4) “VALVE DRIVER SHORTED” Cause: One or more on/off valve drivers are shorted. Troubleshooting: Check if there is a short or a low impedence between the negative of one of those coils and –BATT. Otherwise the driver circuit is damaged and the controller must be replaced. 5) “VALVE CONT DRIVER” Cause: One or more on/off valve drivers is not able to drive the load (cannot close). Troubleshooting: The device or its driving circuit is damaged, replace the controller. 6) “EVP DRIVER KO” Cause: The EVP valve driver is not able to drive the load (cannot close). Troubleshooting: The device or its driving circuit is damaged, replace the controller. 7) “PUMP STBY I HIGH” Cause: In standby condition (pump motor not driven), the feedback coming from the current sensor in the pump chopper gives a value too high (>0,8). Troubleshooting: This type of fault is not related to external components; replace the controller.

AEQZP0BB – COMBI AC1 - User Manual

Page - 79/84

8) “PUMP I=0 EVER” Cause: This test is carried out when the pump motor is running, and it verifies that the current feedback sensor is not constantly stuck to 0. Troubleshooting: A) Check the motor connection, that there is continuity. If the motor connection is opened, the current cannot flow, so the test fails and the error code is displayed. B) If everything is ok for what it concerns the motor, the problem could be in the current sensor or in the related circuit. 9) “MOTOR TEMPERATURE” Cause: This warning occurs when the temperature sensor is opened (if digital) or has overtaken the threshold of 150° (if analog). Troubleshooting: Check the thermal sensor inside the motor (use the MOTOR TEMPERATURE reading in the TESTER menu); check the sensor ohmic value and the sensor wiring. If the sensor is OK, improve the air cooling of the motor. If the warning is present when the motor is cool, then the problem is inside the controller. 10) “WAITING FOR TRACTION” Cause: The controller receive from the CAN the message that Master controller is in fault condition; as a consequence the pump controller itself cannot enter an operative status, but has to WAIT for the Master controller coming out from the fault condition. 11) “INCORRECT START” Cause: This is a warning for an incorrect starting sequence. Troubleshooting: The possible reasons for this alarm are (use the readings in the TESTER to facilitate the troubleshooting): A) A hydraulic function demand active at key on B) Deadman sensor active at key on Check the wirings. Check the microswitches. It could be also an error sequence made by the operator. A failure in the logic is possible too; so when all of the above conditions were checked and nothing was found, replace the controller. 12) “VACC NOT OK” Cause: The test is made at key-on and after 20sec that the hydraulic potentiometer (Lift/Lowering) is back to neutral position. This alarm occurs if the Lift / Lowering potentiometer reading in the TESTER menu’ is 1,0 V higher than the minimum value when the Lift/Lower accelerator is released. Troubleshooting: Check the mechanical calibration and the functionality of the potentiometer. 13) “RAM WARNING” Cause: Checksum of the ram failed. Troubleshooting: This fault is not related to external components. Page - 80/84

AEQZP0BB – COMBI AC1 - User Manual

14) “EEP WARNING” Cause: Eeprom checksum failed Troubleshooting: Try to execute a CLEAR EEPROM operation (refer to Console manual). Switch the key off and on to check the result. If the alarm occurs permanently, it is necessary to replace the controller. If the alarm disappears, the previously stored parameters will have been replaced by the default parameters. 15) “LIFT + LOWER” Cause: This alarm occurs when both forks movement requests(Lift + Lower) are active at the same time. Troubleshooting: Check the wiring of the Lift and lower inputs (use the readings in the TESTER to facilitate the troubleshooting). Check the microswitches for failures. A failure in the logic is possible too. So, when you have verified the travel demand switches are fine working and the wiring is right, it is necessary to replace the controller. 16) “EEPROM KO” Cause: It’s due to a HW or SW defect of the non-volatile embedded memory supporting the controller parameters. This alarm does not inhibit the machine operations, but the truck will work with the default values. Troubleshooting: Try to execute a CLEAR EEPROM operation (refer to Console manual). Switch the key off and on to check the result. If the alarm occurs permanently, it is necessary to replace the controller. If the alarm disappears, the previously stored parameters will have been replaced by the default parameters. 17) “PUMP MOTOR TEMPERATURE” Cause: This warning occurs when the temperature sensor is opened (if digital) or has overtaken the threshold of 150° (if analog). Troubleshooting: Check the thermal sensor inside the motor (use the MOTOR TEMPERATURE reading in the TESTER menu); check the sensor ohmic value and the sensor wiring. If the sensor is OK, improve the air cooling of the motor. If the warning is present when the motor is cool, then the problem is inside the controller. 18) “HIGH TEMPERATURE” Cause: This alarm occurs when the temperature of the power section plate is higher than 75°. Then the maximum current decreases proportionally with the temperature increases from 85° up to 105°. At 105° the Current is limited to 0 Amps. Troubleshooting: Improve the air cooling of the controller. If the alarm is signaled when the controller is cold, the possible reasons are a thermal sensor failure or a failure in the logic card. In this case, it is necessary to replace the controller. AEQZP0BB – COMBI AC1 - User Manual

Page - 81/84

19) “REDUCTION BY MASTER” Cause: The master has requested a reduction of performance of the slave. Troubleshooting: Check in the master the cause of the reduction.

Page - 82/84

AEQZP0BB – COMBI AC1 - User Manual

12 RECOMMENDED SPARE PARTS Part number

Description

C16506

FUSE PROT. 425A INTERAS60 (for 24v and 48v version)

C12505

AMPSAAB CONNECTOR 42 pins Female

C12532

AMPSEAL CONNECTOR 35 pins Female

AEQZP0BB – COMBI AC1 - User Manual

Page - 83/84

13 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

Page - 84/84

IMPORTANT NOTE ABOUT WASTE MANAGEMENT: This controller has both mechanical parts and high-density electronic parts (printed circuit boards and integrated circuits). If not properly handled during waste processing, this material may become a relevant source of pollution. The disposal and recycling of this controller has to follow the local laws for these types of waste materials. Zapi commits itself to update its technology in order to reduce the presence of polluting substances in its product.

AEQZP0BB – COMBI AC1 - User Manual

c ROCLA OYJ 2006

3/12

+24V 1

K2 3/14

AKUN KESKIPISTEMITTAUS BATTERY MIDPOINT MEASUREMENT

E 2

10A

1F1 10A

13F1

12F1 8F1 10A

J12 3/14

8L2 6/18

12L1

6/12

13L1

7/16

7/26

AUX. DEVICES

CONTROLLER CIRCUIT

X1/ B-

DRIVE CONTROLLER

12V

DRIVE CONTACTOR

STEERING CONTROLLER

KEYSWITCH

0F2 G1

8L1

2/16

X1/A 2

24V

5L1

2/19

3/12

MAIN CONTACTOR

X1/ B+

3L1

1L1

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:

NAME:

CHANGE:

X3/1

5M5 2/13

1M1

5M4

9M2

1M2

5M3

9M1

2/14

3/12

2/14

6/21

4/23

10M1 6/28

12M1

13M1

7/16

7/26

3/15

5M2 2/15

1F2 10A

5M1 2/15

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2005-01-28 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1210511

12F2 10A

OPB20NSP,OPB10NSF,OPB10NSPF JÄNNITESYÖTÖT 24 V POWER SUPPLY 24 V

13F2 F

10A

1/9

REV

3-6983

c ROCLA OYJ 2006

5L1

3L1

1/22

1/19

3F1

1 50A 2 A3 BF

B+

5F1 425A +B W

M1 W V

WHT BLU

XM1/6

BLK

XM1/3

B31 DATE:

+12V A

XA1/22

XA1/10 X73 XM1/2 J10 XM1/1

R31

REV 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.

PUMP MOTOR

1/22

1/22 1/22

1/22

XM3/ 1

XA3_B/ 4

+5V

WHT

XM3/ 3

XA3_B/ 7

BLU

XM3/ 2

XA3_B/ 8

BLK

XM3/ 4

XA3_A/ 11

XM3/ 5

XA3_A/ 13

XM3/ 6

XA3_B/ 3

B32 2

TEMP. SENSOR

5/17

XA1/12

R33

B3/30

RED

-P

J23 5M5 5M4 5M3 5M2 5M1

SENSOR BEARING

5/16

XM1/4 XA1/ 9 X81 XM1/5 XA1/ 8

RED

SENSOR BEARING

PUMP MOTOR

NAME:

CHANGE:

B-

DRIVE MOTOR

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ 2005-01-28 DESIGN. FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

TEMP. SENSOR STEERING MOTOR CONTROLLER

M3 W

COMBI CONTROLLER

STEERING MOTOR

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1210511

OPB20NSP,OPB10NSF,OPB10NSPF PÄÄVIRTAPIIRIT MAINCIRCUITS

2/9

REV

3-6983

1L1

J12

J19

J20

MIESNOSTO MIESLASKU MANLIFT MANLOWER

LASKU LOWER

8/27

8/28

J21 8/22

AJOHIDASTUS SPEED REDUCTION LASKUN PYSÄYTYS LOWER STOP 200 mm

J22

J17

8/23

5/20

6/26

J16

MAIN CONT. CONTROL COMBI CONTROLLER

CPOTTR FW

BACK GND

BRAKE CONTROL

XA1/ 31

XA1/ 30

XA1/ 33

4/22

1/25

XA1/ 7

J18

9M1

XA1/ 41

XA1/ 18

J17

BRAKE CONTROL

X51/1

XS30/2

X51/2

X17/10

MULTIPURPOSE INPUT

X17/ 13 XS29/ 1

XS21/1 S21

PNP

S29 NC -

COM

X17/4

NOSTONKATKAISU LIFT LIMIT

X17/5 X17/11

MIESNOSTONKATKAISU MAN LIFT LIMIT

XS29/ 4

XS21/2

X17/12 XA1/ 11

X20/15

XA1/ 19

XA1/ 13

5/23

XA1/ 24

A1 24V A2

XA1/ 17

6/28

J15

COM

XA1/ 34

S30 IS USED ON PD-TRUCKS

X17/9

J7 J3

XS16/1 S30

4/13

XS30/1

X78

8/15

COM

X76

XA1/ 5

X14/9

X79

J11

X17/6 X75

J14

COM

X80

XA1/ 6

X20/6

X20/8

X20/7

X20/5

X61

S16 XS16/2

24V

X13/2

X60

COM

XA1/ 37

5/29

LOWER FROM BACK REST

COM

X20/11

X13/1

X20/10

X14/8

X17/7

XA1/ 36

FWD

X21/3

BWD

0-5V

X62

SLIFT FROM BACK REST

J13

XA1/ 21

X20/14

X20/12

X20/2

BRAKE NC PEDAL

1/16

NOSTO LIFT

WHT/ BLK ORA

S11

X20/3

X20/4

CHANGE: XS29/ PINS

6/22

NAME: DATE: 2011-05-12 REV F

XY31/ 1

WHT

X21/4

X21/6

START STOP

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.

X21/1

B-

X21/7

B+

1M1

J16

XY31/ 2

WHT/ BRN BLK

POT LOW

GRN

A1 24V A2

X17/8

EM.STOP

F101

J14

4/14

X21/5

6/23

KAASUKAHVA THROTTLE SENSOR

1/13

X20/13

1/16

X17/ 14

XS29/ 3

X20/1

c ROCLA OYJ 2006

2/13

J23

ACTIVE WHEN MANLIFT IS ABOVE 200 mm

A1 MAINCONTACTORS

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2005-01-28 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1210511

OPB20NSP,OPB10NSF,OPB10NSPF AJOPIIRIT DRIVE CIRCUIT

3/9

REV

3-6983

STEERING WHEEL SENSOR

STEERING FEEDBACK SENSOR

B11

SENSOR A

S31 NPN

1 J18

SENSOR B

S32

9M2

1/25

X53/2

X53/1

S32

AUTOMATIC CENTERING

STEERING REFERENCE

XA3_A/2

XA3_A/3

XA3_B/ 2

S31 XA3_B/6

XA3_A/12

0 - 10VAC

X22B/2

X22B/1 XA3_A/8

0 - 10VAC

X22A/2 XA3_A/10

0 - 10VAC

X22A/1 0 - 10VAC

XA3_A/ 9

XA3_A/5

XA3_A/7

XA3_A/ 4 K1(SAFETY PEDAL)

STEERING FEEDBACK SENSOR

NAME: DATE: 2011-05-12 REV F 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.

K1+

X65

3/14

KEY

ORA

WHT

BLU

YEL

BLK

CHANGE: S31 & S32 PINS

X64

X63

B-

B+

3/18

RED

3/14

A-

NPN

A+

c ROCLA OYJ 2006

STEERING REFERENCE

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2005-01-28 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1210511

OPB20NSP,OPB10NSF,OPB10NSPF OHJAUSPIIRIT STEERING CIRCUIT

4/9

REV

3-6983

REV

CANL CANH

A1 X25/9 X25/7 X25/8 X25/1

XA1/ 1 XA1/ 2 XA1/ 40 2/16

CANL CANH

120R

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ 2005-01-28 DESIGN. FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV. NAME: JL

XH2/2

CAN TERM

XA7_J2L/ 6

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1210511 OPB20NSP,OPB10NSF,OPB10NSPF NÄYTTÖ JA VALVONTAPIIRIT DISPLAY AND CONTROL CIRCUITS

S61 2

BATTERY MIDPOINT VOLTAGE

BATTERY VOLTAGE

XA7_2/2

XS61/1 1

5/9

XA7_J1L/ 20

XS60/1

3/14

XA7_J1L/ 15

XS59/1

XA7_J1L/ 5

2 MAINTENANCE

XS58/1

XA7_J1L/ 4

S60

XS61/2

XA7_J1L/ 3

S59 ESC

XS60/2

XS57/1

XA7_J1L/ 12

S58 ENTER

XS59/2

XS56/1

XA7_J1L/ 11

S57 RIGHT

XS58/2

XS55/1

XA7_J1L/ 10

LEFT

S56

XS57/2

XA7_J1L/ 9

S55 DOWN

XS56/2

XS55/2

XA7_J1L/ 8

XA7_J1L/ 7

X68 LCD HEATER

XA7_1/1

XA7.1/2 XA7.1/1

12-80V XA7_J1L/ 1

XA7_J1L/ 19

KEY

XA7_J1L/ 13

H2 + RANGE SELECT

X23/2

XA7_J1L/ 17

XH2/1

X23/ 2

J8 X23/1

3/16

X23/1

XA7_1/2

XA7_J1L/ 14

CAN TERM

XA7_J2L/ 5

X91 X92 0V

X24/2

X24/1

XA7_1/4

XA7_1/3

XA7_J1L/ 2

XA7_J2L/ 2

2/16

CANL

NCLTXD BOOTRSTAP NCLRXD PCLTXD

J10

XA7_J2L/ 1

X25/3

c ROCLA OYJ 2006

X25/6

CHANGE:

X25/4

X67

XA1/ 29

X66

XA1/ 27

NAME:

CANH

DATE:

XA1/ 42

XA3_A/ 14

XA3_A/ 6

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 30

OPTION LCD HEATER JUMPER ADDED IF COLD STORAGE APPLICATION

J13 3/14

DIMMER CONTROL

DISPLAY STEERING CONTROLLER COMBI CONTROLLER DISTANCE FROM A1 TO X66/X67 MAX 50mm DISTANCE FROM A2 TO X76/X77 MAX 50mm DISTANCE FROM X76/X77 TO X24 MAX 50mm

REV

3-6983

8L1

8L2

1/24

3/13

NOTE! IF SM2 IS USED FANS MUST BE CONNECTED TO X52B/2

X72

SM2

t +50°C

B42

1Y1

1Y2

2Y1

3/15

PRESSURE SENSOR

OUT

RED

BLK

X7/ 2

BLK

X8/ 2 J6

3/18

X69 X52M/2 X52F/2

X52B/2

XH51/2

NO COM

H51

J15

REV B

V5 H1 A2

IF MULTIPURPOSE OUTPUT IS USED TO ANYTHING ELSE THAN FAN CONTROL, FANS MUST BE MOVED FROM X52/ TO X52B/

1M2

VENTTIILIEN SYÖTTÖ VALVE SUPPLY

MIESNOSTO/LASKUVENTTIILI MAN LIFT/LOWER VALVE

NOSTO / LASKUVENTTIILI LIFT / LOWER VALVE

XA1/ 26

XA1/ 32

XA1/ 14

XA1/ 15

XA1/ 28

XA1/ 39

1/16

XA1/ 4

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.

X52F/1

X20/9

CHANGE: M6 fan added DATE: 2007-10-19

NAME: IR

XH51/1

X6/ 2

X8/ 1

RED

M4 BLK

X71 X7/ 1

RED

XB42/1

X6/ 1

OPTION

3/11

L+

X70

XB42/3

XB42/2

VAROITUSVALO WARNIGN LIGHT

LASKUVENTTIILI LOWER VALVE

PPOT

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

10M1 1/26

MULTIPURPOSE OUTPUT

ÄÄNIMERKKI HORN

COMBI CONTROLLER

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2005-01-28 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

XA1/ 23

c ROCLA OYJ 2006

TS1210511

OPB20NSP,OPB10NSF,OPB10NSPF TUULETTIMET, LISÄLAITTEET FANS, AUX. DEVICES

6/9

REV

3-6983

c ROCLA OYJ 2006

+24V VIRRANULOSOTTO 12V / 8A AUX. DEVICES SUPPLY 12V / 8A

12L1 1/28

13L1 COM t 40° NC (RL198267)

S351

X93

HEATING CABLE = RL461852

R304 26.8R/1m 2

R305 26.8R/1m 2

Vi+

24V

Vo+

12V/8A

Gi-

Go-

LISÄLAITTEET AUX. DEVICES

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 B

DATE: 2007-10-19

MINILEVERS & STEERING WHEEL

X305/ 1

TRAC. & STEER CONTOROLLERS

X304/ 1

NAME: IR

CHANGE: COLD STRORAGE CONNECTION CHANGED

1/29

X304/ 2

X305/ 2

X94

13M1

12M1

1/29

1/28

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2000-06-01 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1210511

OPB20NSP,OPB10NSF,OPB10NSPF KYLMÄKÄYTTÖ, LISÄLAITTEET COLD STORAGE, AUX. DEVICES

7/9

REV

3-6983

REVERSING/PEDESTRIAN BUTTONS IN THE BACK REST S12

S17

S18 1

X77

LIFT/LOWER BUTTONS IN THE BACK REST

X85

X87

S13

S14

X88

X86

X89

2 3

X90

DATE: 2008-01-15

NAME: IR

X15/

X84

X83

CHANGE: X14/4&5 <-> X14/6&7

MANLIFT/LOWER BUTTONS IN THE BACK REST

S11

LOWER

LIFT

SUPPLY

MANLOWER

MANLIFT

SUPPLY

c ROCLA OYJ 2006

S19 X16/1

X82

COM NO MAN LOWER FOOT SWITCH

REV C

X17/1

X17/2

X17/3

J11 3/14

XA1/ 35

XA1/ 38

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.

X14/

X16/2

J21 3/26

J22 3/27

X91

J19 3/22

J20

COMBI CONTROLLER DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2000-06-01 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

3/25

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1210511

OPB20NSP,OPB10NSF,OPB10NSPF SIVULTA-AJO PEDESTRIAN CONTROL

8/9

REV

3-6983

c ROCLA OYJ 2006

BEAN AC TRUCKS INSTR.PANEL GROUNDING

STEERING WHEEL PLATE

X11

X13

LIFT/LOWER BUTTONS PLATE

DISPLAY BUTTONS PLATE

X12 HARDELLET FRAME

X14

TRUCK FRAME

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 F

DATE: 2010-02-16

NAME: IR

CHANGE: NEW PAGE

X10

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2010-02-16 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: IR

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1210511

OPB20NSP,OPB10NSF,OPB10NSPF OHJAUSPANEELIN MAADOITUS INSTR. PANEL GROUNDING

9/9

REV

3-6983

c ROCLA OYJ 2006

K2 3/14

AKUN KESKIPISTEMITTAUS BATTERY MIDPOINT MEASUREMENT

12F1

10A

A 10A

8F1 10A

J12 3/14

8L2

12L1

8L1

12L2

6/14

2/16

7/24

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

X1/ B-

AUX. DEVICES

CONTROLLER CIRCUIT

12V

DRIVEMOTOR

DRIVE CONTACTOR

STEERING MOTOR

0F2 G1

7/16

X1/A 2

24V

5L1

2/19

3/12

MAIN CONTACTOR

X1/ B+

3L1

1L1

KEYSWITCH

CHANGE: 12L2 and 12M2 ADDED

6/16

X3/1

1F1

NAME: IR

3/12

+24V 1

DATE: 2007-03-21

1M1

5M1

3M1

3/12

2/15

6M1 2/16

9M2

2/23

4/23

1M2

10M1 6/28

9M1

6/20

3/16

12M2 7/24

12M1 7/16

1F2 10A

12F2 10A

X2/ 0V

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2005-01-28 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1130511

PBR20N,PBS20N,OPB20NS JÄNNITESYÖTÖT 24 V POWER SUPPLY 24 V

1/9

REV

3-6950

c ROCLA OYJ 2006

3L1

5L1

1/22

1/19

3F1

1 50A 2 A3 BF

B+

5F1 425A

PUMP MOTOR

WHT BLU

XM1/6

BLK

XM1/3

B31 1

+12V A

XA1/22

XA1/10 X73 XM1/2 J10 XM1/1

R31

SENSOR BEARING

5/16

XM1/4 XA1/ 9 X81 XM1/5 XA1/ 8

RED

SENSOR BEARING

RED

XM3/ 1

XA3_B/ 4

+5V

WHT

XM3/ 3

XA3_B/ 7

BLU

XM3/ 2

XA3_B/ 8

BLK

XM3/ 4

XA3_A/ 11

XM3/ 5

XA3_A/ 13

XM3/ 6

XA3_B/ 3

B32 1

TEMP. SENSOR

5/17

XA1/12

R33

-P B-

B-

5M1 1/14

TEMP. SENSOR STEERING MOTOR CONTROLLER

M3 W

COMBI CONTROLLER

REV C 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.

M1 W

DATE: 2007-01-17

NAME: IR

CHANGE: COMBIAC B- CONNECTION

6M1 1/14

3M1 1/19

PUMP MOTOR

DRIVE MOTOR

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2005-01-28 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

STEERING MOTOR

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1130511

PBR20N,PBS20N,OPB20NS PÄÄVIRTAPIIRIT MAINCIRCUITS

2/9

REV

3-6950

1L1

J12 X20/13

X20/1

J16 15

J17

J2 20

X62

X80 XS29/ 1

XS28/ 1

XS8/1

POT LOW

FWD

BWD

0-5V

ISTUINKYTKIN NOSTON RAJA SEAT SWITCH AJOHIDASTUS LIFT LIMIT SPEED REDUCTION

X13/1

XY31/1

COM

S28

COM

COM NO

X13/2

XY31/2

X51/2

J14

J11

X20/6

X20/8

X20/15

X61

X20/7

X20/2

X20/12

X60

X20/5

5/29

X78

X79

8/15

XS29/ 2

XS28/ 2

J13

SAFETY PEDAL

XS8/2

24V

6/21

LASKU LOWER

X20/11

X20/14

6/22

F101

X51/1

S10

X20/3

X20/4

X21/3

X90

X21/4

X21/6

X21/1

B-

X21/7

B+

WHT/ WHT BLK ORA

X21/5

WHT/ GRN BRN BLK

S2 START STOP

MONIKÄYTTÖTULO MULTIPURPOSE INPUT NOSTO LIFT

J14

4/14

EM.STOP

4/13

J3 J15

1/16

MAIN CONT. CONTROL COMBI CONTROLLER

CPOTTR FW BACK GND

BRAKE CONTROL

XA1/ 11

XA1/ 6

XA1/ 37

4/22

1/25

XA1/ 5

J18

9M1

XA1/ 36

XA1/ 21

J17

XA1/ 31

XA1/ 30

XA1/ 13 1M1

J16 XA1/ 33

A1 24V A2

6/25

XA1/ 7

5/20

6/28

XA1/ 18

5/23

XA1/ 19

A1 24V A2

XA1/ 24

XA1/ 17

CHANGE: SAFETY PEDAL S11 --> S10

B1 X89

NAME: IR

DATE: 2010-02-17

KAASUKAHVA THROTTLE SENSOR

REV H

1/13

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.

X20/10

1/16

XA1/ 41

c ROCLA OYJ 2006

BRAKE CONTROL

A1 MAINCONTACTORS DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2005-01-28 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1130511

PBR20N,PBS20N,OPB20NS AJOPIIRIT DRIVE CIRCUIT

3/9

REV

3-6950

STEERING WHEEL SENSOR

A-

B+

STEERING FEEDBACK SENSOR SENSOR B

S32

NPN

RL480714

NPN

1 6

CHANGE: S31 & S32 PINS

RL480714

B-

3/19

3/15

SENSOR A

S31

A+

STEERING FEEDBACK SENSOR

B11

c ROCLA OYJ 2006

X64 X65 J18

9M2

1/25

X53/2

S32

AUTOMATIC CENTERING

STEERING REFERENCE

XA3_A/2

XA3_A/3

XA3_B/ 2

S31 XA3_B/6

XA3_A/12

0 - 10VAC

X53/1

X22B/2

X22B/1 0 - 10VAC

X22A/2 0 - 10VAC

XA3_A/8

BRAKE CONTROL

XA3_A/10

K1+

XA3_A/ 9

KEY

XA3_A/ 4

XA3_A/7

XA3_A/5

X63

REV I 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.

0 - 10VAC

X22A/1

DATE: 2011-05-12

NAME: IR

3/15

STEERING REFERENCE

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2005-01-28 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1130511

PBR20N,PBS20N,OPB20NS OHJAUSPIIRIT STEERING CIRCUIT

4/9

REV

3-6950

REV E

CANL CANH

A1 X25/9 X25/7 X25/8 X25/1

XA1/ 1 XA1/ 2 XA1/ 40 2/16

CANL CANH

120R

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2005-01-28 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV. NAME: JL

XH2/2

CAN TERM

XA7_J2L/ 6

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1130511 PBR20N,PBS20N,OPB20NS NÄYTTÖ JA VALVONTAPIIRIT DISPLAY AND CONTROL CIRCUITS

S61 2

BATTERY MIDPOINT VOLTAGE

BATTERY VOLTAGE

XA7_2/2

XS61/1 1

5/9

XA7_J1L/ 20

XS60/1

3/15

XA7_J1L/ 15

XS59/1

XA7_J1L/ 5

2 MAINTENANCE

XS58/1

XA7_J1L/ 4

S60

XS61/3

XA7_J1L/ 3

S59 ESC

XS60/3

XS57/1

XA7_J1L/ 12

S58 ENTER

XS59/3

XS56/1

XA7_J1L/ 11

S57 RIGHT

XS58/3

XS55/1

XA7_J1L/ 10

LEFT

S56

XS57/3

XA7_J1L/ 9

S55 DOWN

XS56/3

XS55/3

XA7_J1L/ 8

XA7_J1L/ 7

X68 LCD HEATER

XA7_1/1

XA7.1/ 2 XA7.1/1

12-80V XA7_J1L/ 1

XA7_J1L/ 19

KEY

XA7_J1L/ 13

H2 + RANGE SELECT

X23/2

XA7_J1L/ 17

XH2/1

X23/ 2

J8 X23/1

3/16

X23/1

XA7_1/2

XA7_J1L/ 14

CAN TERM

XA7_J2L/ 5

X76 X77 0V

X24/2

X24/1

XA7_1/4

XA7_1/3

XA7_J1L/ 2

XA7_J2L/ 2

2/16

CANL

NCLTXD BOOTRSTAP NCLRXD PCLTXD

J10

XA7_J2L/ 1

X25/3

c ROCLA OYJ 2006

X25/6

CHANGE: LCD HEATER CONNECTIONS CHANGED

X25/4

X67

XA1/ 29

X66

XA1/ 27

NAME: IR

CANH

DATE: 2007-03-30

XA1/ 42

XA3_A/ 14

XA3_A/ 6

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 30

OPTION JUMPER ADDED IF COLD STORAGE APPLICATION

J13 3/14

DIMMER CONTROL

DISPLAY STEERING CONTROLLER COMBI CONTROLLER DISTANCE FROM A1 TO X66/X67 MAX 50mm DISTANCE FROM A2 TO X76/X77 MAX 50mm DISTANCE FROM X76/X77 TO X24 MAX 50mm

REV

3-6950

8L1

8L2

1/24

X72

3/13

NOTE! IF SM2 IS USED FANS MUST BE CONNECTED TO X52B/2

SM2

t +50°C

B42

DATE: 2007-10-19

2Y1

H51

J15

3/15

OUT

BLK

X7/ 2

COM

M8 BLK

X8/ 2 J6

3/18

X52B/2

X52/2

X20/9

X69

XH51/2

PRESSURE SENSOR

REV F

V5 H1 A2

IF MULTIPURPOSE OUTPUT IS USED TO ANYTHING ELSE THAN FAN CONTROL, FANS MUST BE MOVED FROM X52/ TO X52B/

1M2

XA1/ 26

XA1/ 32

XA1/ 14

XA1/ 15

1/16

XA1/ 4

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.

X52/1

RED

XB42/1

CHANGE: FAN M8 added NAME: IR

XH51/1

X6/ 2

X8/ 1

RED

M6 BLK

X71 X7/ 1

RED

RL469001 L+

X6/ 1

OPTION

3/11

X70

XB42/3

XB42/2

XA1/ 23

c ROCLA OYJ 2006

10M1 1/26

VENTTIILIEN SYÖTTÖ VALVE SUPPLY

LASKUVENTTIILI VAROITUSVALO LOWER VALVE WARNIGN LIGHT

MULTIPURPOSE OUTPUT

ÄÄNIMERKKI HORN

PPOT

COMBI CONTROLLER

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2005-01-28 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1130511

PBR20N,PBS20N,OPB20NS TUULETTIMET, LISÄLAITTEET FANS, AUX. DEVICES

6/9

REV

3-6950

c ROCLA OYJ 2006

+24V

VIRRANULOSOTTO 12V / 8A AUX. DEVICES SUPPLY 12V / 8A

12L1 1/28

12L2 1/28

S351

t 40° NC (RL198267)

X93

HEATING CABLE = RL461852

R304 26.8R/1m 2

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 F

X304/ 2

R305 26.8R/1m 2

Vi+

24V Gi-

Vo+

12V/8A Go-

LISÄLAITTEET AUX. DEVICES

DATE: 2007-10-05

MINILEVERS & STEERING WHEEL

X305/ 1

TRAC. & STEER CONTOROLLERS

X304/ 1

NAME: IR

CHANGE: COLD STORAGE CONNECTIONS CHANGED

COM

X305/ 2

X94 12M2 1/28

12M1 1/28

0V DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2000-06-01 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1130511

PBR20N,PBS20N,OPB20NS KYLMÄKÄYTTÖ, LISÄLAITTEET COLD STORAGE, AUX. DEVICES

7/9

REV

3-6950

REVERSING/PEDESTRIAN BUTTONS IN THE BACK REST

X84

S13

XA1/

S14

X86

X85

LIFT/LOWER BUTTONS IN THE BACK REST

X87

2 3

X88

X82

XA1/ 34

3/15

XA1/

J11

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 0

X15/

NAME:

SUPPLY

X83

SUPPLY

S12

CHANGE: UUSI PIIRUSTUS

XA1/

S11

DATE: 2006-02-10

LOWER

LIFT

c ROCLA OYJ 2006

A1 COMBI CONTROLLER

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ 2000-06-01 DESIGN. FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: JL

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1130511

PBR20N,PBS20N,OPB20NS SIVULTA-AJO (VAIN P20) PEDESTRIAN CONTROL ONLY (OPB20NS)

8/9

REV

3-6950

c ROCLA OYJ 2006

BEAN AC TRUCKS INSTR.PANEL GROUNDING

STEERING WHEEL PLATE

X11

X13

LIFT/LOWER BUTTONS PLATE

DISPLAY BUTTONS PLATE

X12 HARDELLET FRAME

X14

TRUCK FRAME

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 H

DATE: 2010-02-16

NAME: IR

CHANGE: NEW PAGE

X10

DATE: P.O. BOX 88 04401 JÄRVENPÄÄ DESIGN. 2010-02-16 FINLAND CHECK. Tel +358-0-271 471 Fax +358-0-271 47430 APPROV.

NAME: IR

ROCLA OYJ PIIRIKAAVIO CIRCUIT DIAGRAM

TS1130511

PBR20N,PBS20N,OPB20NS OHJAUSPANEELIN MAADOITUS INSTR. PANEL GROUNDING

9/9

REV

3-6950

MITSUBISHI RD Technical Specifications

ADJUSTMENT INSTRUCTIONS ZAPI COMBIAC

MITSUBISHI 24V Controller ZAPI CombiAC 350/350A Software version ad1m2b ro046 From Zapi serial number

PBR20N

OPB20NS / OPB10NSF

1/4

Rev. date

PBS20N

Truck types OPB10NSPF OPBL10N OPBL10NF OPB20NSP

MAIN MENU/ PARAMETER CHANGE: DISPLAY SETS ACCELER. DELAY 1,4 RELEASE BRAKING 1,6 TILLER BRAKING 0,5 INVERS. BRAKING 0,8

1,4 1,6 0,5 0,8

DECEL. BRAKING LOAD ACCEL DEL. LOAD REL BRAKING

2,5 1,7 82

2,5 3 82

LOAD TIL BRAKING LOAD INV. BRK. SPEED LIMIT BRK. PEDESTRIAN ACCEL RELEASE BRK PED. MAX SPEED FORW MAX SPEED BACK

100 70 2 2 3 100 100

MAX SPD LOAD FWD

(70)

(84)

(83)

(75)

(70)

MAX SPD LOAD REV MAX SPEED PED. PED. STEER ANGLE CUTBACK SPEED 1 HS CUTBACK CURVE CUTBACK

(70) 40 10 100 100 60

(66) 40 10 100 100 60

(83) 40 10 100 100 60

(67) 40 10 30 100 60

(64) 40 10 30 100 60

STEER DEAD ANGLE FREQUENCY CREEP MAXIMUM CURRENT ACC SMOOTH INV SMOOTH STOP SMOOTH BRK SMOOTH STOP BRK SMOOTH

1 0,6 75 1 1 10 1 3

LOAD SMOOTH ACC LOAD INV SMOOTH

1 1

10 25.2.2011

Default

Adjustment range

1,4 1,6 0,5 0,8

0,1-5 0,1-5 0,1-5 0,1-5

0,1-5

1,7 82

0,1-5 10-100%

100

10-100%

70 2 2 3 100 100

10-100% 0,1-5 0,1-5 0,1-5 10-100% 10-100%

10-100%

64 10 100 100 80

10-64Hz 0-30º 10-100% 10-100% 10-100%

0-9

0,6 75 1 1 10 1 3

0-10Hz 10-100% 0-9 0-9 0-100Hz 0-9 0-100Hz

0-9

Acceleration ramp smoothness with maximum ramp. 0 = no smoothness

0-9

Direction change smoothness with maximum load. 0 = no smoothness

NOTE

Acceleration ramp. 0,1 = fastest Release braking. 0,1 = strongest Braking ramp when safety pedal is released. 0,1 = strongest Inverse braking. 0,1 = strongest Deceleration ramp when speed is slowed down but not stopped. 0,1 = strongest Acceleration ramp with maximum load. 0,1 = strongest Release braking with maximum load. 0,1 = strongest Braking ramp with maximum load when safety pedal is released. 100 = strongest Inverse braking with maximum load. 0,1 = strongest Deceleration ramp when speed reduction is activated. 0,1 = strongest Pedestrian acceleration ramp. 0,1 = strongest Pedestrian release braking ramp. 0,1 = strongest Maximum speed forward without load. 100% = fastest Maximum speed backward without load. 100% = fastest Maximum speed forward with maximum load. 100% = fastests. Note! Do not exceed marked values for safety reasons Maximum speed backward with maximum load. 100% = fastests. Note! Do not exceed marked values for safety reasons Maximum pedestrian travel speed. Steering angle when pedestrian travel is allowed Speed reduction 1. 100% = disabled Not used Curve cutback speed. 100% = disabled How straight a head position steering must be to allow full travel speed. 0 = exactly. 0 = 2˚, 1 = 10˚, 2 = 20˚, 3 = 30˚, 4 = 40˚, 5 = 50˚, 6 = 60˚, 7 = 70˚, 8 = 80˚, 9 = 90˚ Truck minimum travel speed Inverter maximum current Acceleration ramp smoothness. 0 = no smoothness Direction change smoothness. 0 = no smoothness Truck travel speed when direction change smoothness ramp is stopped Braking ramp smoothness. 0 = no smoothness Truck travel speed when braking ramp smoothness ramp is stopped

MITSUBISHI RD Technical Specifications

LOAD STOP SMOOTH MAX LOAD WEIGHT

ADJUSTMENT INSTRUCTIONS ZAPI COMBIAC

PBR20N

OPB20NS / OPB10NSF

PBS20N

3 2000

3 1000/2000

3 2000

SEAT MICRO DELAY

0,8 0

Truck types OPB10NSPF OPBL10N OPBL10NF OPB20NSP 3 1000/2000 2

0,8 0

3 1000 -

0,8 0

3 1000 -

0,8 0

AUXILIARY TIME AUX FUNCTION #7 SET OPTIONS: TILLER SWITCH HOUR COUNTER BATTERY CHECK STOP ON RAMP AUX OUTPUT #1

0,8 0

HANDLE RUNNING 2 ON BRAKE

DISPLAY QUICK INVERSION SET MOT.TEMPERAT

PRESENT NONE ANALOG

PRESENT PRESENT NONE NONE ANALOG ANALOG

INVERSION MODE LOAD SENSOR

ON PRESENT

HANDLE RUNNING 2 ON BRAKE

2/4

Default

Adjustment range

0-100Hz

2000

0-3000

0-5s

0,8

0-5s

0-9

HANDLE RUNNING 2 ON BRAKE

ON/OFF

PRESENT NONE ANALOG OFF

AUX INPUT #1

AUX INPUT #2 SEAT LEVEL

TRUCK HYD TYPE TRUCK DIRECTION ANG OFFSET AUX FUNCTION #7

0 1 NONE 0

0 1 2 0

0 1 NONE 0

ON ON ON PRESENT PRESENT PRESENT

1 1 NONE 0

level3 1

2 1 2 0

PRESENT

0-4

Level3

0-4

0-2

0-3

level3 1

3 1 2 0

None, 1, 2

0-3

0-9

NOTE Truck travel speed when direction change smoothness ramp is stopped with maximum load Maximum load teached value for the load weight display Seat micro delay, for how long time it is possible to drive since seat micro switch is opened. Brake delay, for how long time truck is held in place with motor until brake is released EMB TIME DELAY, It is the time delay before brake is engaged. Factory setting Factory setting 0 = disabled, 1 = lift cut out, 2 = travel speed reduction to 2,5 km/h ON = truck stays at ramp OFF = truck does not hold it still at ramp Factory setting Present = display installed. Absent = no display installed. If display is broken, truck can be driven if this is set to absent. Not in use Factory setting ON = when truck travel speed is changed by steering, if throttle lever passes 0point truck continues to travel. OFF = stops at same situation and throttle lever must be released Present = load sensor installed, absent = no load sensor installed XA1/21input type: 0 = speed reduction 1 = lift disabled 2 = traction disabled 3 = lift and traction disabled 4 = output XA1/32 control + pump running with certain speed / ramp, adjusted by 1st speed fine parameter. XA1/34 tulon tyyppi Level0 = trac. disabled Level1 = trac. & hud. disabled Level2 = hyd. disabled & speed reduction, adjusted by Cutback speed1 parameter Level3 = adj. Speed reduction, adjusted by Cutback speed1 parameter Seat switch type, 1 = NC, 2 = NO 0 = PBR20N / OPB20NS/OPB10NSF/PBS20N 1 = OPB10NSPF / OPB20NSP 2 =OPBL10N 1st hyd config 3 = OPBL10N 2nd hyd config Truck travel direction. 1 = forks => forward. 2 = tractor => forward Display direction arrows None = forward => right, 1 = forward => down, 2 = forward => up EMB TIME DELAY, It is the time delay before brake is engaged.

MITSUBISHI RD Technical Specifications

ADJUSTMENT INSTRUCTIONS ZAPI COMBIAC

Truck types OPB10NSPF OPBL10N OPBL10NF OPB20NSP

3/4

PBR20N

OPB20NS / OPB10NSF

PBS20N

24 x x x 9 27 16 5 3 OFF OFF

24 x x x x x x x 9 27 16 5 3 OFF OFF

CHECK UP TYPE MAIN CONT. VOLT AUX OUTPUT VOLT SPECIAL ADJUST: ADJUSTMENT #01 ADJUSTMENT #02 SET CURRENT SET TEMPERATURE HIGH ADDRESS HARDWARE SETTINGS:

0 100 100

Factory setting Factory setting Load weight display minimum load teach-in Load weight display maximum load teach-in Hydraulic minilever teach-in Hydraulic minilever teach-in Hydraulic minilever teach-in Hydraulic minilever teach-in Throttle lever 0-zone Throttle lever X-axis Throttle lever Y-axis BDI minimum adjust BDI maximum adjust Factory setting Maintenance request acknowledge 0 = no maintenance warning, 1= maintenance warning 300h, 2 = maintenance warning 300h, speed reduction 340h, 3 = maintenance warning 300h, speed reduction 340h, truck stop 380h Main contactor voltage Brake voltage

x x 350 x 15

Factory setting Factory setting Factory setting Factory setting Factory setting

TOP MAX SPEED

130

118

130

TOP MAX SPEED R COMPENSATION SLIP CONTROL DC-LINK COMPENS. SAT FREQUENCY BRAKING MODUL. MINIMUM VOLTAGE BOOST AT LO FREQ BOOST AT HI FREQ BOOST CORNER FRE BRAKING BOOSTER

118 ON ON ON 80 80 3,1 30 50 40 0

130 ON ON ON 80 80 3,1 30 50 40 0

118 ON ON ON 80 80 3,1 30 50 40 0

130 ON ON ON 80 80 3,1 30 50 40 0

85 ON ON ON 80 80 3,1 30 50 40 0

85 ON ON ON 80 80 3 30 50 40 0

Default

Adjustment range

NOTE

SET MODEL: CONNECTED TO ADJUSTMENTS: SET BATTERY TYPE ADJUST BATTERY ADJ MIN LOAD ADJ MAX LOAD SET MIN LIFT SET MAX LIFT SET MIN LOWER SET MAX LOWER THROTTLE 0 ZONE THROTTLE X POINT THROTTLE Y POINT BAT. MIN ADJ. BAT. MAX ADJ. LOAD HM FROM MDI CHECK UP DONE

2 = traction controller, 5 = pump controller, 6 = steering controller, 10 = encoder card

0 0 0 0

Truck absolute maximum speed to one direction. Depends about TRUCK DIRECTION parameter. All other speeds are % of this. Truck absolute maximum speed to one direction. Depends about TRUCK DIRECTION parameter. All other speeds are % of this. Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting

MITSUBISHI RD Technical Specifications

ADJUSTMENT INSTRUCTIONS ZAPI COMBIAC

PBR20N MOTOR RESISTANCE SLIP COEFFICIENT MAXSLIP RESET MAXSLIP 0 MAXSLIP 1 FREQSLIP 1 MAXSLIP 2 FREQSLIP 2 MAXSLIP 3 FREQSLIP 3 MAXSLIP 4 FREQSLIP 4 MAXSLIP 0 BRK MAXSLIP 1 BRK FREQSLIP 1 BRK MAXSLIP 2 BRK FREQSLIP 2 BRK MAXSLIP 3 BRK FREQSLIP 3 BRK MAXSLIP 4 BRK FREQSLIP 4 BRK OPTION 07 OPTION 08 OPTION 06

0 0 0,6 4,5 4,5 40 6 60 6 80 7 100 4 4,5 40 6 60 6 80 7 100 1 1 6

OPB20NS / OPB10NSF 0 0 0,6 4,5 4,5 40 6 60 6 80 7 100 4 4,5 40 6 60 6 80 7 100 1 1 6

PBS20N 0 0 0,6 4,5 4,5 40 6 60 6 80 7 100 4 4,5 40 6 60 6 80 7 100 1 1 6

Truck types OPB10NSPF OPBL10N OPBL10NF OPB20NSP 0 0 0 0 0 0 0,6 0,6 0,6 4,5 4,5 4,5 4,5 4,5 4,5 40 40 40 6 6 6 60 60 60 6 6 6 80 80 80 7 7 7 100 100 100 4 4 4 4,5 4,5 4,5 40 40 40 6 6 6 60 60 60 6 6 6 80 80 80 7 7 7 100 100 100 1 1 1 1 1 1 6 6 6

Default 0 0 1 5 5 40 6 60 6 80 7 100 4 5 40 6 60 6 80 7 100 1 1 6

4/4

Adjustment range

NOTE Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting

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1 Testing the truck with the console 1.1 Traction motor controller (Combi Ac1) Mode:2 Truck model specific information of the inputs and outputs are showed in the parameter list, at section “TESTER FUNCTIONS”. BATTERY VOLTAGE This test indicates the current battery voltage with 1 decimal digit. Its accuracy depends on weather the parameter ADJUST BATTERY (under Adjustments) has been calibrated. This is a read only function. ANGLE SECTOR This test indicates the sector (quadrant) according to the status of the EPS controller first toggle switch (S31 to connector XA3 A pin 3) and the second toggle switch (S32 to connector XA3 A pin 2) they must commutate when the steered wheel is 90 degree. STEER ANGLE This test indicates the wheel angle in degrees calculated by the EPS controller. SIDE STAB UP M This test indicates the status of side stab up switch S4 (XA1 pin 38) ON +VB

= the side stab switch is active.

OFF GND = the side stab switch is not active. LIFTING CUTOUT This test indicates the status of lift stop switches S15 and S16 (XA1 pin 37) ON +VB

= the lift stop switch is active.

OFF GND = the lift stop switch is not active.

SIDE STAB DW M This test indicates the status of side stab down switch S5 (XA1 pin 35) ON +VB

= the side stab switch is active.

OFF GND = the side stab switch is not active. IN7 SWITCH This test indicates the status of input7, at connector XA1 pin 34. ON +VB

= the switch is active.

OFF GND = the switch is not active. SAFETY PEDAL This test shows the status of the safety pedal (or safety mat) switch at connector XA1 pin 33. ON +VB

= the safety pedal (or safety mat) switch is active.

OFF GND = the safety pedal (or safety mat) switch is not active. IN5 SWITCH This test indicates the status of input5, at connector XA1 pin 20. ON +VB

= the switch is active.

OFF GND = the switch is not active. STOP FROM EPS This test indicates if the EPS controller is not ready to go, and then inform the traction controller to stay in rest position. ON +VB

= the traction controller is not active, because the EPS is not ready.

OFF GND = the traction controller is active, because the EPS is ready.

BACKWARD SWITCH This test shows the status of the backward signal input to the controller at connector XA1 pins 7 or 8 depending on the truck direction for sit on models. For stand on models the accelerator voltage at connector XA1 pin 24 is varying from app. 0,98V in zero position increasing, in one direction to app. 1,78V and decreasing to app. 0,19V in the other direction depending on the truck direction for stand on models. ON +VB

= the backward travel request is active.

OFF GND = the backward travel request is not active. FORWARD SWITCH This test shows the status of the forward signal input to the controller at connector XA1 pins 7 or 8 depending on the truck direction for sit on models. For stand on models the accelerator voltage at connector XA1 pin 24 is varying from app. 0,98V in zero position increasing, in one direction to app. 1,78V and decreasing to app. 0,19V in the other direction depending on the truck direction for stand on models. ON +VB

= the backward travel request is active.

OFF GND = the backward travel request is not active. CUTBACK SWITCH 2 This test shows the status of the CUTBACK SWITCH 2 at connector XA1 pin 6. ON GND = the maximum speed is activated. OFF +VB = the cutback speed 2 is activated. CUTBACK SWITCH This test shows the status of the CUTBACK SWITCH 1 at connector XA1 pin 11. ON GND = the maximum speed is activated. OFF +VB = the cutback speed 1 is not activated.

DESCENT SWITCH This test indicates the status of DECENT SWITCH, at connector XA1 pin 5. ON +VB = the lowering request is activated. OFF GND = the lowering request is not activated. TILLER SWITCH This test indicates the status of TILLER SWITCH input, at connector XA1 pin 7. ON +VB

= the switch is active.

OFF GND = the switch is not active. ACCELERATOR This test provides the output voltage from the accelerator or from the finger tip (stand on stackers). Value varies from 0,0V to 5,0V at connector XA1 pin 24. WEIGHT This test provides the load weight on the forks. LOAD SENSOR This test provides the load sensor output voltage in % from B42 at connector XA1 pin 23 (scaled on max and min teached weight). 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 ohms at 20°C. TEMPERATURE This test provides the temperature (in °C) measured from the aluminium heat sink that holds the MOSFET devices. BATTERY CHARGE This test provides the level of battery charge in percent of full charge.

CURRENT RMS This test provides the Root Mean Square value of the motor current. (RMS refers to the method of measuring current). 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. 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. FREQUENCY This test indicates the frequency of the voltage and current that is supplied to the traction motor. 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 to start the motor. 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).

1.2 Pump motor controller (Combi Ac1) Mode:5 Truck model specific information of the inputs and outputs are showed in the parameter list, at section “TESTER FUNCTIONS”. MOTOR CURRENT This test indicates the pump motor current.

EV7 This test determines if the valve is open or closed. ON +VB = the valve is open. OFF GND = the valve is closed. EV6 This test determines if the valve is open or closed, at connector XA1 pin 39. ON +VB = the valve is open. OFF GND = the vale is closed. EV5 This test determines if the cooling fans are running or not, at connector XA1 pin 32. ON +VB = the fan is running. OFF GND = the fan is not running. EV4 This test determines if the valve is open or closed, at connector XA1 pin 28. ON +VB = the valve is open. OFF GND = the valve is closed. EV3 This test determines if the valve is open or closed, at connector XA1 pin 16. ON +VB = the valve is open. OFF GND = the valve is closed.

EV2 This test determines if the valve is open or closed, at connector XA1 pin 15. ON +VB = the valve is open. OFF GND = the valve is closed. EV1 This test shows the percentage of voltage applied to the warning sound H7, at connector XA1 pin 14. SET POINT EVP This test shows the percentage of the set point for the proportional lowering valve, at connector XA1 pin 3. HORN SWITCH This test shows the status of the horn switch. (Not used in all models!) ON +VB = the horn switch is closed. OFF GND = the horn switch is open. DIGITAL INPUT #9 This test shows the status of the input 9, at connector XA1 pin 6. ON +VB = the input is active. OFF GND = the input is not active. STAB UP INPUT This test shows the status of the STAB UP signal input to the controller at connector XA1 pin 38. ON +VB = the signal is active. OFF GND = the signal is not active.

STAB DOWN INPUT This test shows the status of the STAB DOWN signal input to the controller at connector XA1 pin 35. ON +VB = the signal is active. OFF GND = the signal is not active. DIGITAL INPUT #7 This test shows the status of the digital input #7, at connector XA1 pin 34. ON +VB = the input is active. OFF GND = the input is not active. DIGITAL INPUT #6 This test shows the status of the digital input #6, at connector XA1 pin 33. ON + VB = the signal is active. OFF GND = the signal is not active. DIGITAL INPUT #5 This test shows the status of the digital input #5, at connector XA1 pin 20. ON GND = the signal is active. OFF +VB = the signal is not active. DIGITAL INPUT #4 This test shows the status of the digital input #4, at connector XA1 pin 19. ON GND = the signal is active. OFF +VB = the signal is not active.

DIGITAL INPUT #3 This test shows the status of the digital input #3, at connector XA1 pin 18. ON +VB = the signal is active. OFF GND = the signal is not active. DIGITAL INPUT #2 This test shows the status of the digital input #2, at connector XA1 pin 11. ON +VB = the signal is active. OFF GND = the signal is not active. DIGITAL INPUT #1 This test shows the status of the digital input #1, at connector XA1 pin 5. ON +VB = the signal is active. OFF GND = the signal is not active. HANDLE/SEAT SW. This test shows the status of the handle/seat switch at connector XA1 pin 7. ON +VB = the signal is active. OFF GND = the signal is not active. LIFTING CONTROL This test provides the output voltage from the lifting control. Value varies from 0,0V to 5,0V at connector XA1 pin 25. ACCELERATOR This test provides the output voltage from the throttle control. Value varies from 0,0V to 5,0V at connector XA1 pin 24.

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 ohms at 20°C. SLIP This test provides the estimation of the traction motor slip. This function is used by the micro processor to carry out safety checks in traction functions. It is expressed in Hz as the frequency. ENCODER This test provides the speed of the traction motor. This function is used by the microprocessor to carry out safety checks in traction functions. It is expressed in Hz as the frequency. MOTOR POWER This test is estimating the traction motor power. This function is used by the micro processor to carry out safety checks in traction functions. It is expressed in Watts. MOTOR VOLTAGE This test indicates the pump motor voltage supplied by the controller. It is expressed as a percentage of the full voltage (which depends on the battery voltage).

1.3 Electric power steering controller (EPS) Mode:6 Truck model specific information of the inputs and outputs are showed in the parameter list, at section “TESTER FUNCTIONS”. STEPPER MOTOR This test is measuring the speed of the stepper motor with sign in the range 0V to ± 5Vdc. ENC COUNT AT 180 This test indicates the value (about half of ENC COUNT AT 360), of the encoder when the wheel is 180deg turned. It is used also during encoder counter teaching procedure.

TRUCK SPEED This test indicates the truck drive speed in percentage of full the full drive speed. It is used for the DYNAMIC NUMBNESS (the steering sensitivity reduces when the truck speed increases). SLOPE PEAK This test provides the calculation of the potentiometer output change during 16msec, which means that SLOPE PEAK is max ± 61. WHEEL ANGLE This test indicates the steering wheel angle in degrees. HIGH RESOL: AD This test indicates the state when the steering signals are processed automatically with high resolution. OFF GND = the signals are not processed with high resolution. ON +VB = the signals are processed with high resolution. TRUCK MOVING This test indicates the state of travel demand for driving the truck. OFF GND = the travel demand is not active. ON +VB = the travel demand is active. SM ALARM SWITCH This test indicates the state of safety contact belonging to the slave micro processor. ON GND = the safety contact is closed. OFF +VB = the safety contact is open.

MM ALARM SWITCH This test indicates the state of safety contact belonging to the main micro processor. ON GND = the safety contact is closed. OFF +VB = the safety contact is open. AUTO IN PROGRESS This test indicates that the EPS is following the manual command. OFF GND = the EPS is following the manual command. ON +VB = the EPS has automatic centring in progress. ACW LIMIT LEVEL This test indicates the maximum angle limitation via the feed back sensors. The steered angle will be limited in COUNTER CLOCK WISE direction. OFF +12V = the limit is not active. ON GND = the limit is active. CW LIMIT LEVEL This test indicates the maximum angle limitation via the feed back sensors. The steered angle will be limited in the other CLOCK WISE direction. OFF +12V = the limit is not active. ON GND = the limit is active. END STROKE ACW This test indicates the status of swich XA3 A pin2

END STROKE CW This test indicates the status of swich XA3 A pin 3

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. MOTOR CURRENT This test provides in real time the phase motor current A (RMS). (RMS refers to the method of measuring current). 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). SAT FREQ HZ This test provides the frequency during the constant voltage region. FREQUENCY This test indicates the frequency of the voltage and current that is supplied from the controller to the EPS motor. 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. TEMPERATURE This test provides the temperature (in °C) measured from the aluminium heat sink that holds the MOSFET devices. FEEDBACK ENC. This test provides the voltage value with 2 decimal digits. Measurement (scaled in the range 0 – 5V dc) from the motor encoder.

FEEDBACK SECTOR This test provides the voltage value with 2 decimal digits. It supplies real time information about the sector (quadrant) detected through the steering feed back sensors. 3,13V in the sector from 0 – +90 degrees. 4,39V in the sector from +90 – 180 degrees. 0,62V in the sector from -180 – -90 degrees. 1,88V in the sector from -90 – 0 degrees.

TESTER FUNCTIONS FOR THE EPS STEPPER MOTOR This test is measuring the speed of the stepper motor with sign in the range 0V to ± 5Vdc. ENC COUNT AT 180 This test indicates the value (about half of ENC COUNT AT 360), of the encoder when the wheel is 180deg turned. It is used also during encoder counter teaching procedure. TRUCK SPEED This test indicates the truck drive speed in percentage of full the full drive speed. It is used for the DYNAMIC NUMBNESS (the steering sensitivity reduces when the truck speed increases). SLOPE PEAK This test provides the calculation of the potentiometer output change during 16msec, which means that SLOPE PEAK is max ± 61.

WHEEL ANGLE This test indicates the steering wheel angle in degrees. HIGH RESOL: AD This test indicates the state when the steering signals are processed automatically with high resolution. OFF GND = the signals are not processed with high resolution. ON +VB = the signals are processed with high resolution.

TRUCK MOVING This test indicates the state of travel demand for driving the truck. OFF GND = the travel demand is not active. ON +VB = the travel demand is active.

SM ALARM SWITCH This test indicates the state of safety contact belonging to the slave micro processor. ON GND = the safety contact is closed. OFF +VB = the safety contact is open. MM ALARM SWITCH This test indicates the state of safety contact belonging to the main micro processor. ON GND = the safety contact is closed. OFF +VB = the safety contact is open. AUTO IN PROGRESS This test indicates that the EPS is following the manual command. OFF GND = the EPS is following the manual command. ON +VB = the EPS has automatic centring in progress. ACW LIMIT LEVEL This test indicates the maximum angle limitation via the feed back sensors. The steered angle will be limited in COUNTER CLOCK WISE direction. OFF +12V = the limit is not active. ON GND = the limit is active. CW LIMIT LEVEL This test indicates the maximum angle limitation via the feed back sensors. The steered angle will be limited in the other CLOCK WISE direction. OFF +12V = the limit is not active. ON GND = the limit is active. END STROKE ACW

This test indicates the status of swich XA3 A pin2

END STROKE CW This test indicates the status of swich XA3 A pin 3 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. MOTOR CURRENT This test provides in real time the phase motor current A (RMS). (RMS refers to the method of measuring current). 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). SAT FREQ HZ This test provides the frequency during the constant voltage region. FREQUENCY This test indicates the frequency of the voltage and current that is supplied from the controller to the EPS motor. 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. TEMPERATURE This test provides the temperature (in °C) measured from the aluminium heat sink that holds the MOSFET devices.

FEEDBACK ENC. This test provides the voltage value with 2 decimal digits. Measurement (scaled in the range 0 – 5V dc) from the motor encoder. FEEDBACK SECTOR This test provides the voltage value with 2 decimal digits. It supplies real time information about the sector (quadrant) detected through the steering feed back sensors. 3,13V in the sector from 0 – +90 degrees. 4,39V in the sector from +90 – 180 degrees. 0,62V in the sector from -180 – -90 degrees. 1,88V in the sector from -90 – 0 degrees.

MITSUBISHI RD Technical Specifications BEAN AC Controller: Software version: From Zapi Seral number:

ADJUSTMENT INSTRUCTIONS STEER CONTROLLER, ZAPI AC-0 EPS 24V ZAPI AC-0 EPS24V 50A EPS RO.90

1/2

Rev. Date

3 5.11.2007

AUX FUNCTION #3

SENSITIVITY

AUX FUNCTION #2

CREEP SPEED KP

POS. ACCURACY

2 9

SBRN

PBS20N SBSN

2 9

0-9

Steering gear ratio between steering wheel and wheel. 0 = slow, 9 = fast

0-9

Steering speed reduction versus truck travel speed, but only when steering wheel is turned slowly. 9 = disabled, 0 = full speed reduction

0-9

Steering torque when steering is turned slowly. 0 = no torque compensation, 9 = full torque compensation

0-9

Not in use

0-9

Defines how much steering can go over when wheel is turned fast to some direction and movement is stopped. 0 = much, 9 = stops fast but steering seeks for position constantly

0-9

Truck travel speed from which steering dead band starts to be reduced. 9 = OFF

0-9

Defines how big dead angle is for DYNAM NUMB SPEED

0-9

Factory setting

0-9

Steering angle limitation CW. 9 = 360º steering, 0 = very limited steering

0-9

Steering angle limitation CCW. 9 = 360º steering, 0 = very limited steering

8 2

1ST ANGLE COARSE

25 % 9 2

0-9

Defines how long time steering torque is kept at wheel when steering action is finished

25 %

0-100%

25 %

0-9

Defines how well small movements of the steering are filtered out

9 2

0-9

Not in use

25 % 9 2

RUNNING RUNNING RUNNING RUNNING PRESENT PRESENT PRESENT PRESENT OFF OP #4

OFF OFF 0 ON 0

OFF OP #4

OFF OFF 0 ON 0

OFF OP #4

OFF OFF 0 ON 0

Factor between steering wheel and wheel. Increasing value increases motor rotation speed, but only when steering wheel is turned fast

DYNAM NUMB ANG COMPENSATION

AUTOCENTERING RECOVERY AT REST AUX FUNCTION 1 DIAG MOTOR TEMP SET MODEL: SYSTEM CONFIG

Steering speed reduction versus truck travel speed, but only when steering wheel is turned fast. 9 = disabled, 0 = full speed reduction

ENCODER CONTROL FEEDBACK DEVICE

0-9

LAG FB REGULAT. LEAD FB REGULAT. SET OPTIONS: HOUR COUNTER MICRO CHECK

ANTIROLLBACK

0-9

AUXILIARY TIME

NOTE

Display sets

DYNAM NUMB SPEED

2ND ANGLE COARSE

Adjustment range

SPEED LIMIT

Default

MAIN MENU/ PARAMETER CHANGE:

OPB20N OPB10NPF OPB20NP OPB10NF OPBL10N

PBR20N

TRUCK TYPES:

RUNNING PRESENT

Factory setting Factory setting

OFF

OFF OP #4

Not used in this application

OP #4

1-5

OFF

ON / OFF

OFF OFF 0 ON

OFF 0 ON

ON / OFF

0 0

PRODUCT RANGE

Defines how strong torque is kept at wheel when steering action is finished

Steering feedback type Automatic steering wheel centering when truck is started or pedestrian travel is used Factory setting Factory setting Factory setting

MITSUBISHI RD Technical Specifications AUTO REQ TYPE

ADJUSTMENT INSTRUCTIONS STEER CONTROLLER, ZAPI AC-0 EPS 0

2/2

Factory setting 2 = traction controller, 5 = pump controller, 6 = steering controller, 10 = encoder card

EPS

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 ZERO SP POT SET STEER 0-POS. SET STEER 180

EPS x

0 0 x x x 24V 90 Hz 1 Hz 5,00 Hz x x 24 A x

0 0 0 90 x x 24V 90Hz 1Hz 5Hz x x 24A x

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 Factory setting Straight ahead steering position adjustment Factory setting

SET ENC AT 180

Autoteaching sets this parameter. Value is about 1,6 - 1,7V

SET ENC AT 360 SPECIAL ADJUST: SET TEMPERATURE HIGH ADDRESS DEBUG OUTPUT HARDWARE SETTINGS: MAXIMUM CURRENT CAN BUS SET HI RESOL AD

Autoteaching sets this parameter. Value is about 3,3 - 3,4V

x 0 15

AUTOTEACHING

0 Factory setting Factory setting

50 A 50 A 50 A 50 A PRESENT PRESENT PRESENT PRESENT 1 1 1 1

OFF

PRODUCT RANGE

Factory setting

50A PRESENT 1

AUX FUNCTION 11

Factory setting

x 0 15

Factory setting Factory setting

ON / OFF

OFF = Automatic teaching for steering disabled. ON = Automatic steer teaching activated on next truck startup. Defines steering motor and feedback sensors positions

MITSUBISHI RD Technical Specifications

MITSUBISHI Controller: Software version: From Zapi Serial number:

ADJUSTMENT INSTRUCTIONS ZAPI COMBIAC

24V ZAPI CombiAC 350/350A ad1s2b_ro042

1/3

Rev. Pvm.

7 27/08/2008

PBR20N / OPB20NS / PBS20N

OPB10NSF / OPB10NSPF / OPB20NSP

OPBL10N / OPBL10NF

Default

Adjustment range

Truck types

0-9

PU. ACCELER. DEL

0.1

0,1-

PU. DECELER. DEL

0.1

0,1-

ACCEL. DELAY PED

0.1

0,1-

DECEL. DELAY PED

0.1

0,1-

LIFT SPEED

100

10-100%

Lift speed, 100% = fastest

LIFT SPEED PED.

100

10-100%

Lift speed from pedestrian buttons, 100% = fastest

COMPENSATION

10-100%

HYD SPEED FINE HYDRO COMPENS. 1ST SPEED FINE 1ST SPEED COMP. CUTBACK SPEED

16 10 100 10 100

16 10 100 10 50

16 10 100 10 100

10-100% 10-100% 10-100% 10-100% 10-100%

MIN EVP

6.3

0-100

MAX EVP

97.6

0-100

6.2

0-100

68.2

0-100

NOTE

MAIN MENU/ PARAMETER CHANGE: PUMP IMAX

MIN EVP2

MAX EVP2

Pump maximum current, 9 = strongest Pump motor acceleration ramp, 0,1 = fastest Pump motor deceleration ramp. 0,1 = strongest Pump motor acceleration ramp from pedestrian buttons, 0,1 = fastests Pump motor deceleration ramp from pedestrian buttons, 0,1 = fastests

Lift speed compensation with load / no load Not in use. Not in use. Not in use. Not in use. Not in use. Proportional valve minimum voltage for man lower Proportional valve maximum voltage for man lower Proportional valve minimum voltage for forks lower Proportional valve maximum voltage for forks lower

MITSUBISHI RD Technical Specifications

MIN EV1 MAX EV1

ADJUSTMENT INSTRUCTIONS ZAPI COMBIAC

2/3

6.3 97.6

0-100 0-100

EVP OPEN DELAY

0,1-5

Proportional valve opening valve. 0,1 = fastests

EVP CLOSE DELAY

0.5

0.1

0,1-5

Proportional valve closing ramp. 0,1 = fastests

0,1-5

Proportional valve opening valve. 0,1 = fastests Proportional valve closing ramp. 0,1 = fastests

EVP2 OPEN DELAY -

1 x

0,1-5

1 2

0.1 1 2

1 2

0,1-5 0,1-5

EVP2 CLOSE DELAY EV1 OPEN DELAY EV1 CLOSE DELAY CONFIG MENU/ SET MODEL: CONNECTED TO SET OPTIONS: HOUR COUNTER

Not in use. Not in use.

2 = traction controller, 5 = pump controller, 6 = steering controller, 10 = encoder card

RUNNING

EVP TYPE

DIGITAL

ANALOG

DIGITAL

Proportional valve output type, analog = proportional, digital = on/off

EV1 TYPE

DIGITAL

Proportional valve output type, analog = proportional, digital = on/off

SET TEMPERATURE

NONE

Factory setting

AUX OUTPUT #6

RUNNING

Factory setting

Output XA1/14 0 = disabled 1 = Drive Forward active 2 = Drive Backward active 3 = Drive Forward OR Backward active 4 = Lift active 5 = Lower active 6 = Lift OR Lower active 7 = Forward OR Backward OR Lift OR Lower active

MITSUBISHI RD Technical Specifications

AUX OUTPUT #5

ADJUSTMENT INSTRUCTIONS ZAPI COMBIAC

3/3

Output XA1/32 0 = disabled 1 = Drive Forward active 2 = Drive Backward active 3 = Drive Forward OR Backward active 4 = Lift active 5 = Lower active 6 = Lift OR Lower active 7 = Forward OR Backward OR Lift OR Lower active 8 = multipurpose input 1 active / fixed hydraulic speed 9 = Fan control

ADJUSTMENTS:

FAN TEMPERATURE

THROTTLE 0 POINT THROTTLE X POINT THROTTLE Y POINT

SPECIAL ADJUST: ADJUSTMENT #01 SET CURRENT AUX OUTPUT #1 AUX OUTPUT #2 HIGH ADDRESS DITTER AMPLITUDE DITTER FREQUENCY

2 -

0.98 350 A 15 15 0 7 83.3

2 9 24 16

0.98 350 A 15 15 0 7 83.3

Fans start temperature. 0 = 40 ... 9 = 85ºC. Fans stop when temperature drops 15º below set value Hyd. Lever 0-zone Hyd. Lever X-axis Hyd. Lever Yaxis Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting Factory setting

Parameter explanations for the EPS Main menu: Parameter change SPEED LIMIT This parameter controls the scaling factor between the steering wheel and steering motor, when the steering wheel is turned fast. Value range setting: 0: Slow 9: Fastest AUX FUNCTION #3 This parameter controls the steering speed reduction, compared to the travel speed of the truck, when the steering wheel is turned fast. Value range setting: 0: Not active. 9: Full steering speed reduction. SENSITIVITY This parameter controls the steering ratio between the steering wheel and traction wheel turning. Value range setting: 0: Slow. 9: Fastest. AUX FUNCTION #2 This parameter controls the steering speed reduction, compared to the travel speed of the truck, when the steering wheel is turned slowly. Value range setting: 0: Not active. 9: Full steering speed reduction. CREEP SPEED This parameter controls to provide an increased torque when the steering wheel 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. KP This parameter controls the accuracy of the steering. Value range setting: 0: Not accurate. 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 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. Value range setting: 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 ANG 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 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. Value range setting: 0: No Numbness if the angle between steering wheel and latest steady state is higher than 5 ° 1: No Numbness if the angle between steering wheel and latest steady state is higher than 11° 2: No Numbness if the angle between steering wheel and latest steady state is

higher than 17° 9: No Numbness if the angle between steering wheel 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 signal. This parameter is used to regulate the 360 degree steer angle in the specified direction matching the maximum steering wheel movement. Value range setting: 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 COURSE This parameter controls in large steps the steered wheel maximum angle adjustment anti-clockwise, with decreasing feedback signal. This parameter is used to regulate the 360 degree steer angle in the specified direction matching the maximum steering wheel movement. Value range setting: 0: is for the smallest maximum steer angle. 9: is for the largest maximum steer angle. Intermediate levels are for proportionally increasing angle. AUXILIARY TIME This parameter defines the time after the steering wheel is released and the standstill torque is for the motor is applied. Value range setting: 0: Shortest time. 9: Longest time. ANTIROLLBACK This parameter defines the value of stand still torque when the tiller arm is released. The stand still torque is used to neutralize 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. Value range setting: 0 – 100% 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. Value range setting: 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. Value range setting: 0: is for the smallest derivative contributes. 9: is for the largest derivative contributes. Intermediate levels are for proportionally increasing derivative contributes. Config Menu: Set options HOUR COUNTER This parameter controls how the operating times 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. Factory default value is “OP #4”.Do not change the default value! AUTOCENTERING This parameter controls the automatic steering centring at key-on. Value range setting: ON: The steering centring is activated at key-on. OFF: The steering centring is not activated at key-on. RECOVERY AT REST This parameter controls the steering recovery at rest, which is not used in this application. Factory default is “OFF”. Do not change the default value! AUX FUNCTION 1 This parameter sets the steering mode after the feedback signals has reached the final position. 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: the detection of the alarm. OFF: Disables the detection of the alarm. Factory default setting is “ON”. Do not change the default value! SUBMENU: SET MODEL

SYSTEM CONFIG

This parameter controls how this system is set up. Factory default setting is “0”, which means that this is a closed loop mode specification. The stepper motor is used as a tachogenerator to supply the wished steering motor speed. This setting specifies that the feed back sensors are present. The “FEEDBACK” device option specifies which kind of feedback sensor is adopted. 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 setting is “0”. Do not change the default value! CONNECTED TO Use this parameter to select the controller to access with the console. You can access any controller that is connected to the CAN bus. If there is a CAN BUS KO alarm active, you cannot select another controller. In this case, you must connect the console directly to the controller you wish to access. In normal circumstances, you can choose the controller from the following options: 2: Traction motor controller 5: Pump motor controller 6: Electric power steering controller 10: Encoder card MODEL TYPE This parameter is not in use. Factory default setting is “0”. Do not change the default value! SUBMENU: ADJUSTMENTS ADJUSTMENT #01 This parameter supports the acquisition of the stator motor resistance and the current amplifier gain. Factory default setting is “0”. Do not change the default value! SET CURRENT This parameter is related to ADJUSTMENT #01 and SET CURRENT. Factory default setting is “0”. Do not change the default value! ADJUSTMENT #02

This parameter is related to ADJUSTMENT #01 and SET CURRENT. This parameter has been calibrated and set by the manufacturer of the controller. Do not change the default value! ADJUSTMENT #03 This parameter is related to ADJUSTMENT #02. The parameter has been calibrated and set by the manufacturer of the controller. Do not change the default value! ADJUSTMENT #04 This parameter is related to ADJUSTMENT #03. The parameter has been calibrated and set by the manufacturer of the controller. Do not change the default value! SET BATTERY TYPE This parameter sets the nominal battery voltage, which is 24V for this application. SET SAT. FREQ. This parameter defines the frequency from which the constant voltage weakening region begin and where the constant flux region will end. Factory default setting is “90 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 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 self-acquired offset value of the stepper motor in the steering wheel. This voltage is auto required the first time the EPS is switched on and corresponds to the voltage level (so called D line) XA3A pin 9 when the

steering is at stand still. The default value is 2.500mV. Do not change the default value! AUX VOLTAGE #2 This parameter controls the self-acquired offset value of the stepper motor in the steering wheel. This voltage is auto required the first time the EPS is switched on and corresponds to the voltage level (so called Q line) XA3A pin 8 when the steering is at stand still. The default value is 2.500mV. 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 to respect the lightened current and to correctly handle the modulation flux mode, saving energy when low steering torque is required. Factory default value is “24A”. Do not change the default value! ZERO SP POT This parameter controls the adjustment of self acquire the voltages from the stepper motor, when the steering wheel is turned so that the traction wheel is in straight ahead position. SET 0-POS. Although ZERO SP POT was acquired, it is possible that the traction wheel is not straight ahead position yet. This offset can be compensated through this adjustment. This setting may be rolled up or down in 5mV steps. SET STEER 180 It must be set to the FEEDBACK ENC value corresponding to a perfectly straight-ahead steered wheel inside the second and third quadrant (i.e. it must be set to the value of FEEDBACK ENC for a steered wheel that is straight ahead around the 180 degrees WHEEL ANGLE position). The steered wheel will be positioned to SET STEER 180 when an AUTC is demanded (in the second and third quadrant and for any application without electrical angle limitation). SET STEER 180 may be rolled up or down in 5 mV steps. 0mV is the default value.

SET ENC AT 180 This adjustment is used to acquire the encoder counting corresponding to a partial steered wheel revolution (about a half) occurring between two falling

edges of the straight ahead sensor: the first falling edge occurs on incidence of the first iron plate limit; the second falling edge occurs on incidence of the second iron plate limit. It is an important setting for applications without steered wheel angle limitation. Procedure for SET ENC AT 180 consists of collecting the encoder counting corresponding to that half steered wheel revolution on the tester reading ENC COUNT AT 180. To do that two ways are available: autoteaching and manual teaching. Autoteaching procedure automatically saves the new ENC COUNT AT 180 on SET ENC AT 180; manual teaching procedures asks the ENC COUNT AT 180 being manually saved on SET ENC AT 180. SET ENC AT 360 This adjustment is used to acquire the encoder counting corresponding to a full steered wheel revolution. It is an important setting especially for applications without steered wheel angle limitation. Procedure for SET ENC AT 360 consists of collecting the encoder counting corresponding to a full steered wheel revolution on the tester reading ENC COUNT AT 360. To do that three ways are available: autoteaching, manual teaching and SET ENC AT 360 manual setting. Autoteaching procedure automatically saves the new ENC COUNT AT 360 on SET ENC AT 360; manual teaching asks the ENC COUNT AT 360 being manually saved on SET ENC AT 360; SET ENC AT 360 manual setting consists of writing directly the SET ENC AT 360 value in EEPROM.

SUBMENU: 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! SUBMENU: 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! 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 When this parameter is set to level “1”, it enables an analogy to digital conversation with high resolution applied to the command point connector XA3A pin 9. Do not change the default value! AUTOTEACHING This parameter controls the automatic teaching for steering. Automatic steering teaching is activated on the next start-up. This option (On/Off) is used to launch the autoteaching procedure. Take care there is not mechanical angle limitation before to turn it on. Then recycle the key and the steering motor starts an automatic sequence to collect the ENC COUNT AT 360 and ENC COUNT AT 180. If the collected couple is consistent ( ENC COUNT AT 180 stays inside the window from 3/8 to 6/8 of ENC COUNT AT 360) they are automatically saved on the settings SET ENC AT 360 and SET ENC AT 180. If the autoteaching procedure successful ends, the display switches from the DATA ACQUISITION alarm to the collected values (in the range 0 to 5Vdc. Left side shows the ENC COUNT AT 360 value; the right side shows the ENC COUNT AT 180 value). If the couple of values is not consistent they were not saved and the display switches cyclically from the collected data to the DATA ACQUISITION inscription.

AUX FUNCTION 11 This parameter defines the steering motor and feedback sensors position on the big mounting plate. See the parameter table for correct setting for each truck model!

Warning 2 10 36 37 38 39 40 41 42 43 44 45 50 51 52 53 54 60 61 62 63 76 101 102 187 190 193

Fault Unrecognized Logic Service Request

Description Replace logic unit. Low Mode active. Truck maintenance warning time is elapsed. Normal Mode active. Steering motor temperature is too high. Linear current rollback begins and the torque Steering Fault current Is reduced down to 0 ARMS at certain temperature. Slow Mode active. Steering Fault Steering motor temperature sensor not connected or short circuit. Low Mode active. Steering controllers DC bus voltage is either too low or too high. Check B+ and B- to Steering Fault steering controller. One of the temperatures is in the warning state and truck is in slow mode. Check for Steering Fault unrestricted and proper operation cooling system of steering controller and steering motor. Low Mode active. Current output to magnetic brake coil (Y31) is above the warning limit 2,5A. Normal Steering Fault Mode active. Current output to magnetic brake coil (Y31) is above 4A and output is set off. Normal Steering Fault Mode active. The steering controller temperature is too high. Linear current rollback begins and the Steering Fault torque current is reduced down to 0 ARMS at certain temperature. Low Mode active. Steering controller (A3) temperature sensor not connected or short circuit. Low Mode Steering Fault active. New Application SW has been programmed into the drive. Steering controller default Steering Fault parameters restored. Please restart the truck. Low Mode active. Sensor bearing not connected or short circuit. Check wiring and sensor bearing (B33). Steering Fault Low Mode active. Entering the aisle. Steering is enabled and the truck is in the slow mode. Slow Mode Aisle detection active. Leaving the aisle. Steering is enabled and the truck is in the slow mode. Slow Mode Aisle detection active. Aisle detection Aisle sensor has detected to be active. Truck is on "aisle mode". Normal Mode active. Aisle detection Aisle end stop. Release throttle to continue. Stop mode active. Aisle detection Aisle end slowdown activated. Slow Mode active. WGU Searching for a wire. Normal Mode active. Locked to wire. Steering is disabled and the truck is in "slow mode". Speed reduction WGU is removed as soon as the signal is strong enough on both antennas. Normal Mode active. WGU On the wire. Normal Mode active. Wire guidance unit has detected inductive wire on either antenna. Switch wire WGU guidance on if the truck is on aisle. Normal Mode active. Incorrect operating sequence. Throttle activated before deadman pedal. Normal Incorrect Operation Mode active. Drive direction not selected. Normal Mode active. Battery lock switch is open, check that battery is correctly in-place and the lock is Battery Lock properly closed. Stop mode active. Gates open. Close gates or check switches S303, S304 and wiring. Normal Mode Incorrect Operation active. Incorrect Operation Two hand control device (safety switch S306) not activated. Stop mode active. Incorrect Operation Two hand control device (safety switch S306) not activated when using minimast.

201 202 203 204 205 206 208 210 211 212 213 218 220 231 233 234 239 240 241

Alarm has caused truck to go into low performance mode. (See alarm list) Normal Mode active. Alarm has caused truck to go into stop mode. All functions are disabled (See alarm Logic fault list) Normal Mode active. Alarm has caused truck to go into slow performance mode. (See alarm list) Normal Logic fault Mode active. Truck idle timeout has elapsed and the truck has entered the sleep mode. Normal Normal State Mode active. Battery Low Battery level close to minimum. Battery should be charged soon. Slow Mode active. Mast is at it's defined electrical top position, further lifting is disabled. Normal Mode Max. Lifting Height active. No lifting allowed, because defined maximum weight is exceeded. (Option) Normal Incorrect Operation Mode active. Traction controller temperature is above defined warning level (80°C) Normal Mode Traction Fault active. Pump controller temperature is above defined warning level (80°C) Normal Mode Hydraulic Fault active. Traction Fault Traction motor temperature is above defined alarm level (90°C) Normal Mode active. Hydraulic Fault Pump motor temperature is above defined alarm level (90°C) Normal Mode active. Temp. lift/lower Lift/lower has been disabled. Release lift/lower lever to continue. Normal Mode limit active. Shock sensor input has detected shock above defined level 2 and will remain in slow Shock Penalty (Option) mode until the defined timeout has elapsed. Slow Mode active. Throttle lever not in neutral position in startup. Release lever and check throttle lever Incorrect Start (B300) or wiring. Stop mode active. Incorrect Start Lift/lower lever or service button activated at start-up Stop mode active. Incorrect Operation Lift/lower lever activated before dead man pedal. Stop mode active. Incorrect Start Foot switch activated at start-up Stop mode active. Option switch, horn button or initial lift button activated at start-up. Check correct Incorrect Start configuration for option switch (parameter 15 Option BITS, bit 15) and option switch S309 or wiring. Check also horn and initial lift buttons and wiring. Stop mode active. Safety switch activated at start-up. Check switch S306 (and S308 if present) or wiring. Incorrect Start Normal Mode active. Logic fault

Error

Fault

Traction Fault

Hydraulic Fault

Input Unit Fault

Steer Fault

Service Request

Confirm – Restart

Logic Fault

Traction Fault

Description No CAN messages received from the traction controller (A1) to logic board (A5), CAN bus wiring should be checked if fault persist replace traction controller. Stop mode active. No CAN messages received from the pump controller (A2) to logic board (A5), CAN bus wiring should be checked if fault persist replace pump controller. Stop mode active. No CAN messages received from the input unit (A6) to logic board (A5), CAN bus wiring must be checked if fault persist replace input unit. Stop mode active. No CAN messages received from the steering controller (A3) to logic board (A5), CAN bus wiring must be checked if fault persist replace steering controller. Stop mode active. Steering controller failed to be activated via the CAN communication problems. Restart and if fault persist replace steering controller. Stop mode active. Truck's scheduled maintenance period is exceeded. Truck service is to be carried out immediately. To reset alarm confirm next maintenance. (In service mode: Service -> Set Maintenance Interval). Slow Mode active. You have changed some parameter, truck needs to be restarted. Stop mode active. Real-Time-Clock battery is exhausted. Logic board should be replaced. Stop mode active. Truck is shut down due to voltage drop in XA5:19. Check wiring and logics boards. Stop mode active. Software checksum check failed. Logic board should be replaced. Cooling fan (48V) or pump contactor (24V model, K3) over current. Check free rotation of the cooling fan (48V) or measure pump contactor (24V) coil resistance and check wiring. Normal Mode active. Initial lift lowering valve (MY4) coil over current. Verify that there is no short circuit or open wire. Normal Mode active. Electromagnetic brake (Y31) over current. Verify that too high voltage is not connected to xa5:64 Stop mode active. Lower enable valve (MY1) over current. Measure coil resistance and check wiring. Normal Mode active. Cabin lift/lower valve (MY2) over current. Verify that there is no short circuit or open wire. Normal Mode active. Main contactor (K2) coil over current. Measure coil resistance and check wiring Normal Mode active. Initial lift lifting valve (MY3) over current. Verify that there is no short circuit or open wire. Normal Mode active. Failed to write parameter. Restart and try again. If the problem persists, replace the logics unit. Stop Mode Active. Failed to write parameter. Restart and try again. If the problem persists, replace the logics unit. Traction controller output current has exceeded it's maximum limit. Check motor cables if fault persist replace traction controller. Stop mode active. Traction controller V or U phase current sensor fault. Replace traction controller. Stop mode active. Traction U,V or W circuit break. Connections between phases are not detected. Check motor cables if fault persist replace traction controller. Stop mode active.

Traction Fault

Hydraulic Fault

120

Input Unit Fault

121

Input Unit Fault

137

Steering Fault

138

Steering Fault

139

Steering Fault

139

Steering Fault

140

Steering Fault

Motor feedback sensor signals missing. Remove magnetic brake and check free rotation of the motor. If fault persist measure feedback sensor signals A and B if missing replace feedback sensor. Stop mode active. Motor speed has detected to be above 5800rpm. Stop mode active. No CAN messages received from the traction controller (A1) to logic board (A5), CAN bus wiring should be checked if fault persist replace traction controller. Stop mode active. Traction software checksum check failure. Traction controller should be replaced. Stop mode active. Traction controller connector wiring incorrect. Correct wiring. Stop mode active. Speed remains zero for more than 5 seconds even there is speed order above minimum speed. Check free rotation of wheel and motor and measure feedback sensor signals. Stop mode active. Pump controller output current has exceeded it's maximum limit. Check motor cables if fault persist replace pump controller. Stop mode active. Pump controller U or V current sensor fault. Replace pump controller. Stop mode active. Pump controller U,V or W circuit break. Connections between phases are not detected. Check motor cables if fault persist replace pump controller. Stop mode active. Motor feedback sensor signals missing. Check free rotation of the motor. If fault persist measure feedback sensor signals A and B if missing replace feedback sensor. Stop mode active. Motor speed has detected to be above maximum speed level. Stop mode active. Pump controller has not received messages from logic board within 50 msec or invalid CAN message was received. Check wiring if persist replace pump controller. Stop mode active. Pump software checksum check failure. Pump controller should be replaced. Stop mode active. Pump mode bridges (X46:1 and X46:2) are in incorrect position. Wiring should be checked to be according to schematics. Stop mode active. Feedback sensor channels are reporting reversed direction. Wiring should be corrected. Stop mode active. Only in 24V Low performance models. Motor brushes are too short. Stop mode active. No CAN messages received from logics within 100ms. Check wiring if fault persist replace input unit (A6) board. Stop mode active. Software memory checksum check failed. Input unit (A6) should be replaced. Stop mode active. Steering controller voltage too low (B+). Stop mode active. Sensor bearing (B33) feedback error, only one channel is giving signal. Check wiring. Stop mode active. Steering controller detected error. Check all the signals to steering controller, especially steering wheel. Stop mode active. Unidentified error in the steering controller. Stop mode active. Motor short circuit. Check motor and cables if fault persist replace steering controller. Stop mode active.

141

Steering Fault

142

Steering Fault

143

Steering Fault

144

Steering Fault

145

Steering Fault

146

Steering Fault

147

Steering Fault

148

Steering Fault

149

Steering Fault

150

Steering Fault

151

Steering Fault

152

Steering Fault

154

WGU

155

Steering Fault

156

Steering Fault

157

WGU

158

Steering Fault

159

Steering Fault

160

Steering Fault

161

Steering Fault

162

Steering Fault

163

Steering Fault

Continuous over current. Check free rotation of steering motor. If ok, replace steering controller. Stop mode active. Charging timeout. Key input (XA3_1/1) is not reaching battery positive voltage within 10 sec from the start up. Check wiring from fuse (8F1). Stop mode active. Key input (XA3_1/1) voltage above defined (68,74V) high voltage level. Measure voltage from fuse 8F1. (Software limit) Stop mode active. Key input (XA3_1/1) voltage above defined (68,74V) high voltage level. Measure voltage from fuse 8F1. (Hardware limit) Stop mode active. Key input (XA3_1/1) voltage below defined (15,6V) low voltage level. Measure from fuse 8F1. Stop mode active. Motor temperature is too high. Let the motor cool down, if fault still persist check also the resistance of thermal sensor from connector (XA3_1) between pins 16 and 4. The resistance of the sensor is 580 ohms at 0°C. Stop mode active. Motor temperature is too high. Let the motor cool down, if fault still persist check also the resistance of thermal sensor from connector (XA3_1) between pins 16 and 4. The resistance of the sensor is 580 ohms at 20 °C. Stop mode active. Steering controller temperature is above defined alarm level. Stop mode active. Steering controller (A3) internal 15V supply voltage is too low. Can not be measured, replace the steering controller. Stop mode active. Steering controller (A3) internal 5V supply voltage is too low. Can not be measured, replace the steering controller. Stop mode active. Offset for the current measurement is too high. Offset is adjusted automatically on truck power on (steering is powered on after K2 main contactor). Steering controller current sensor fault. Replace steering controller. Stop mode active. Steering controller (A3) open drain output (XA3:1/21) current is too high. Open drain is used for as magnetic brake output. Check wiring and magnetic brake coil for short/broken circuit, if ok, replace steering controller. Stop mode active. No CAN messages received from the wire guidance unit (A8) to logic board (A5), CAN bus wiring should be checked if fault persist replace wire guidance unit. Normal Mode active. Can Open communication timeout. Check CAN bus wiring. Restart truck. If fault still persist, replace steering controller (A3). Stop mode active. Steering reference sensor (S31, S34) was not detected within 100 degrees rotate. Check sensors and wirings. Stop mode active. Can Open communication timeout. Check CAN bus wiring. Restart truck. If fault still persist, replace wire guidance unit (A8). Stop mode active. Sensor bearing (B33) feedback error, not connected or short circuit. Stop mode active. Steering calibration (Cam Calibration, Par 253) did not complete within certain time period (2 sec.) Stop mode active. During calibration an error happens, mostly when the steering feedback sensors (S31, S34) gets loose and never finds the cam within certain angle. Stop mode active. Steering feedback sensor (S31,S34) error, not connected or short circuit. Stop mode active. Steering wheel sensor (B11) error, not connected or short circuit. Stop mode active. Difference between set and actual value for motor output current are outside the limit. Check free rotation of steering motor. If ok, replace steering controller. Stop mode active.

164

Steering Fault

165

Steering Fault

166

Steering Fault

167

Steering Fault

168

Steering Fault

169

Steering Fault

170

WGU

171

WGU

172

WGU

173

WGU

174

WGU

175

WGU

176

WGU

177

WGU

178 179

Logic Fault Logic Fault

180

Input Unit Fault

182

Logic Fault

183

Input Unit Fault

184

Logic Fault

185

Input Unit Fault

Difference between set and actual value for the position are outside the limit. Check free rotation of steering motor. If ok, replace steering controller. Stop mode active. Motor sensor bearing signals (B33) missing. Check motor cables and free rotation of the motor, If fault persist measure sensor bearing signals A and B, if missing replace sensor bearing. Stop mode active. Difference between set and actual value for the steering speed are outside the limit. Check free rotation of steering motor. If ok, replace steering controller. Stop mode active. No CAN messages received from the steering controller (A3) to logic board (A5), CAN bus wiring must be checked if fault persist replace steering controller. Stop mode active. Steering controller must be replaced Stop mode active. Steering reference sensors (S31, S34) do not match steering angle. Check sensors and wiring. Stop mode active. Trying to pick up inductive wire with too high speed, or with too large angle, reduce speed and angle. Steer end antenna (B61) malfunction, check antenna mounting and cables. Incorrect calibration, recalibrate. Stop mode active. Trying to pick up inductive wire with too high speed, or with too large angle, reduce speed and angle. Fork end antenna (B60) malfunction, check antenna mounting and cables. Incorrect calibration, recalibrate. Stop mode active. Steer end antenna (B61) malfunction, check antenna mounting and cables. Stop mode active. Fork end antenna (B60) malfunction, check antenna mounting and cables. Stop mode active. Uncalibrated, start automatic calibration from display. Log in to the display in service mode. Automatic calibration can be started from: Parameters -> Wire Guidance Unit -> Start Automatic Calibration. Stop mode active. Incorrect calibration, start automatic calibration from display. Too severe magnetic or electric interference with respect to used wire current, check wire condition. Stop mode active. No CAN messages received from the logic board (A5) to wire guidance unit (A8), CAN bus wiring must be checked. Stop mode active. Too severe magnetic or electric interference with respect to used wire current, check wire condition or reduce driving speed. Incorrect antenna adjustment or steering offset, check antenna adjustment and steering offset. Stop mode active. Wrong truck type (Par 510) or market area (Par 508). Stop mode active. Pressure sensor (B42) not calibrated correctly. Low Mode active. Throttle input (XA6_1/24 and XA6_1/25) out of defined range (0.3V-4.7V). Measure throttle input voltage, if out of range check wiring and throttle lever (B300). Stop mode active. Check calibration of the scale or disable the Vibration Damping Stop mode active. Lift input (XA6_1/24 and XA6_1/27) out of defined range (0.3V-4.7V). Measure lift input voltage, if out of range check wiring and lift/lower lever (B301). Stop mode active. Lift signal is below 1V or above 4V and enable signal is missing. Check mini lever B301 and connections. Stop mode active. Enable signal over max voltage. Check wiring and lift/lower lever (B301). Stop mode active.

186

Input Unit Fault

187

Logic Fault

188

Logic Fault

189

Input Unit Fault

190

Logic Fault

191

Slack Chain

193

Logic Fault

194

Logic Fault

195

Logic Fault

205

Battery Low

206

Logic Fault

207

Logic Fault

210

Traction Fault

211

Hydraulic Fault

212 213 223

Traction Fault Hydraulic Fault Main Contactor

Enable signal over max voltage. Check wiring and throttle lever (B300). Stop mode active. Lower enable (XA5 1/44) constantly active Normal Mode active. Lifting height pulse encoder (B41 or B43) pulse count difference between left and right encoders. Check encoder belt and free rotation. If fault persist measure encoder feedback signals A and B. If missing, replace height encoder. Low Mode active. Pressure sensor input (XA5_1/21 and XA5_1/43) out defined range (0.3V-4.7V). Measure pressure sensor input voltage, if out of range check wiring and pressure sensor (B42). Low Mode active. Height reference sensor 1 was not detected inside window (Reference Height #32 ± Height Reference Window #58). Check reference sensors height adjustment, operation (S26, S27) and wiring. Low Mode active. Slack chain is detected. Truck is in Low mode and lowering is disabled. Check lifting chains and if OK, reset pressing horn button (S302) and lift. Slow Mode active. Throttle signal is below 1V or above 4V and enable signal is missing. Check throttle lever B300 and connections. Stop mode active. Both lifting height pulse encoder (B41 or B43) feedback signals are missing and lift is activated. Check encoder belt and free rotation. If fault persist measure encoder feedback signals A and B. If missing, replace height encoder. Low Mode active. Height reference sensor 2 was not detected inside window (Reference Height #32 ± Height Reference Window #58). Check reference sensors height adjustment, operation (S26, S27) and wiring. Low Mode active. Battery discharged. Battery should be charged immediately. Low Mode active. Battery voltage too low. Check “Truck type” parameter #510 and voltage of the battery. Stop mode active. Battery voltage too high. Check “Truck type” parameter #510 and voltage of the battery. Stop mode active. Traction controller temperature is above defined alarm level (100°C). Stop mode active. Pump controller temperature is above defined alarm level (100°C). Stop mode active. Traction motor temperature is above defined alarm level (110°C). Stop mode active. Pump motor temperature is above defined alarm level (110°C). Stop mode active. Main contactor (K2) not closed or fuses 3F1/4F1 blown. Stop mode active.

1 Alarm codes This chapter explains the meaning of the various alarms that the different controllers may produce. Refer to Chapter 2 for information on using the console and accessing the Alarms submenu. 1.1

Traction motor controller (Combi Ac1) Mode:2

Before you start to troubleshoot, make sure all power supplies, fuses and connections are in order. The fault diagnostic system of controller is divided into two main groups: Alarms:

These are the faults which open the power bridge and when possible also the main contactor is opened and magnetic brake is activated. Failures in the motor, controller or in the safety functions cause alarms.

Warnings:

These are faults which not stop the truck or stop the truck by using regeneration braking. Controller is working well, but it has detected conditions to reduce the performances or to stop the truck without opening the power devices. Wrong operation sequences or conditions which needs performance reduction, like high temperatures etc. cause warnings.

“Stored” text means that alarm or warning is stored in the controller logbook. Code:

Console and display description:

NONE No alarms

WATCHDOG

(Alarm)

Stored

This is a safety related test. It is a self diagnosis test within the logic between Master and Slave microcontrollers. If fault persist replace the Combiac1 controller. 13

EEPROM KO

(Warning)

Stored

It’s due to a hardware or software defect of the non-volatile embedded memory supporting the controller parameters. This alarm does not inhibit the truck operations, but the truck will work with the default values. Try to execute a CLEAR EEPROM operation. Switch the key off and on to check the result. If the alarm occurs permanently, it is necessary to replace the Combiac1 controller. If the alarm disappears, the previously stored parameters will have been replaced by the default. 17

LOGIC FAILURE #3

(Alarm)

Stored

It’s due to a hardware problem in the logic card circuit for high current protection. This type of fault is not related to external components; so, when it is present it is necessary to replace the Combiac1 controller. 18

LOGIC FAILURE #2

(Alarm)

Stored

It’s due to a fault in the logic board which manages the phase’s voltage feedback. This type of fault is not related to external components; so, when it is present it is necessary to replace the Combiac1 controller. 19

LOGIC FAILURE #1

(Alarm)

Stored

a) Key input signal down going pulses (below undervoltage threshold) due external loads, like DC/DC converters starting up, relays or contactors energizing/ denergizing. b) If no voltage transient is detected on the supply line and the alarm is present every time the key is switched ON, the fault is in the Combiac1 controller. If fault is displayed during motor driving; in this case due to an undervoltage or an overvoltage condition. a) If the alarm happens during traction acceleration or driving hydraulic functions, the fault is an undervoltage condition; check battery charge level and power cable connections. b) If the alarm happens during release braking, the fault is an overvoltage condition; check line contactor tips and battery power cable connections. 30

VMN LOW

(Alarm)

Stored

Cause 1: startup test. Before switching the main contactor on, the software checks the power bridge; it turns on alternatingly the high side power mosfets and expects the phase’s voltage to increase toward the rail capacitor value. If the phase’s voltage does not increase, this alarm occurs. Cause 2: motor running test. When the motor is running, power bridge is on, the motor voltage feedback is tested; if it is lower than commanded value, this alarm occurs. a) If the alarm happens during startup (the main contactor does not close at all), check following: - motor internal connections (ohmic continuity) - motor power connections - motor leakage to truck frame - if the motor connections are OK, the fault is in the Combiac1 controller. b) If the alarm happens during motor running, check following: - motor connections - if motor phases windings/cables have leakages towards truck frame - that the main contactor closes properly, with a good contact - if no faults are found, the fault is in the Combiac1 controller.

VMN HIGH

(Alarm)

Stored

Cause 1: Before switching the main contactor on, the software checks the power bridge; it turns on alternatingly the low side and high side power mosfets and expects the phases to be lower than 1/2 V batt. If it is higher than this value, this alarm occurs. Cause 2: This alarm may occur also when the startup diagnosis is overcome and the main contactor is closed. In this condition, the phases voltages are expected to be lower than 1/2 V batt. If it is higher than this value, this alarm occurs. a) If the alarm happens during start up (the main contactor does not close at all), check following: - motor internal connections (ohmic continuity) - motor power connections - motor leakage to truck frame - if the motor connections are OK, the fault is in the Combiac1 controller. b) If the alarm occurs after closing the main contactor (the main contactor closes and then opens again), check following: - motor connections - if motor phases windings/cables have leakages towards truck frame - that the main contactor closes properly, with a good contact - if no faults are found, the fault is in the Combiac1 controller. 37

CONTACTOR CLOSED

(Alarm)

Stored

Cause: Before driving the main contactor coil, the controller checks that contactor not is stuck (closed). The controller drives the mosfets for some milliseconds, trying to discharge the capacitor bank. If they don’t discharge, this alarm occurs. Check following: - main contactor tips - if needed replace the main contactor

CONTACTOR OPEN

(Alarm)

Stored

Cause: The main contactor has been driven by the controller, but the contactor does not close, check following: a) the wires to the main contactor coil are interrupted or not connected. b) it can also be a fault in the main contactor itself, if needed replace the contactor. 53

STBY I HIGH

(Alarm)

Stored

Cause: The current transducer or the current feed back circuit is damaged in the controller. This type of fault is not related to external components; so, when it is present it is necessary to replace the Combiac1 controller. 60

CAPACITOR CHARGE

(Alarm)

Stored

Cause: In working condition, a resistance connected between the key and the rail capacitors, keeps the capacitors charged before the main contactor closes. When the voltage on the rail capacitors, measured on the motor phases are low and does not increase when the main contactor is opened, this alarm occurs. 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 Combiac1 controller. 62

TH. PROTECTION

(Warning)

Stored

Cause : This alarm indicates that the controller temperature is over 85°C. the maximum current is reduced proportionally to the temperature increase. The controller stops when 105°C is reached. If this alarm is signalled when the controller is cold:

- there is a fault in the thermal sensor wiring - there is a failure in the thermal sensor - there is a failure in the logic If any of the above cases indicates faults, the Combiac1 controller has to be replaced. 65

MOTOR TEMPERAT.

(Warning)

Stored

This warning occurs when the analog temperature sensor has overtaken the threshold 150°C. Check following: - Check the thermal sensor inside the motor and the wiring outside. the resistance of sensor is 580 ohm at 20°C. - if the warning is present when the motor is cold and the thermal Sensor is OK; improve the cooling of the motor, if that does not help, the fault is in the Combiac1 controller. 66

BATTERY LOW

(Warning)

Stored

Cause: It occurs when the battery charge is calculated being less or equal to10% of full charge and the BATTERY CHECK setting is other than 0 (refer to SET OPTION menu). Charge the battery. If it does not help, measure with a voltmeter the battery voltage and compare it with the value in the BATTERY VOLTAGE parameter. If they are different adjust the value of the ADJUST BATTERY function. 74

DRIVER SHORTED

(Alarm)

Stored

Cause: The driver of the main contactor coil is shorted. a) Check if there is a short circuit between connector XA1 pin 17 and contactor K2 pin A2. b) Check that contactor K2 get +24V supply from start button. b) if there is no short circuit according previous point, the driver circuit is damaged in the Combiac1 controller.

CONTACTOR DRIVER

(Alarm)

Stored

Cause: The main contactor driver is not able to drive the load. The device itself or its driving circuit is damaged. This type of fault is not related to external components; so, when it is present it is necessary to replace the Combiac1 controller. 76

COIL SHORTED

(Alarm)

Stored

Cause: This alarm occurs when there is a short circuit in the main contactor coil. a) the fault can be in harness or in the coil current load. b) if no external fault found, the fault is in the Combiac1 controller. 78

VACC NOT OK

(Alarm)

Stored

Cause: This alarm occurs when the accelerator output voltage differs more than 1V from the acquired minimum during the PROGRAM VACC. Check the output voltage programming and functionality of the accelerator. 79

INCORRECT START

(Warning)

Cause. This warning occurs for an incorrect starting sequence. Check possible reasons for this alarm, by using the console TESTER menu. If no signal is active by key on, the fault is in the Combiac1 controller. 80

FORW+BACK

(Warning)

Cause: This alarm occurs when both travel demands are active at the same time. Check possible reasons for this alarm, by using the console TESTER menu, if both directions are active at the same time; check the accelerator and its wiring.

If not direction signals are active at the same time outside controller, the fault is in the Combiac1 controller. 82

ENCODER ERROR

(Alarm)

Stored

Cause: This error occurs in following conditions: the frequency supplied to the motor is higher than 40Hz and the feedback signal from the encoder has a jump higher than 40 Hz in few tens msec. This condition is related to a malfunction of the encoder. a) Check the encoder mechanical function and wirings connections. b) Check the encoder mechanical installation; if the encoder slips inside the housing, it is raising this alarm. c) Also electromagnetic noise on the encoder can be a cause of the alarm. In this case try to replace the encoder. d) If the alarm is still present after replacing the encoder, the fault is in the Combiac1 controller. 86

PEDAL WIRE KO

(Alarm)

Stored

Cause: The software 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 and GND. If the accelerator gets disconnected on PPOT or NPOT, no current flows in this sense diode and the voltage on 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 2V (to detect also the condition of a broken sense diode). Check the voltage on NPOT and the accelerator connections.

217

ENC CAN KO

(Alarm)

Stored

Used only in SST/SSI models! Cause: Can Encoder card (Model 10) does not respond via CAN-bus. a) Check that connectors and cables are in order. b) Change new Can Encoder card. 218

EPS REDUCTION

(Warning)

Cause: Warning in the steering controller (EPS) what causes reduction of the steering functionality. Connect handset to steering controller and check steering controller functionality. 219

ANGLE NOT VALID

(Warning)

Cause: Steering system has not yet found the inductive sensors which calibrates the steering angle. Truck travel speed is reduced as long as this warning is active. Connect handset to steering controller and check steering controller functionality. 220

MOT TH SENSOR KO

(Alarm)

Stored

Cause: Motor thermal sensor knockout. Motor thermal sensor either short or open circuited. Check connector contacts and that cables are in order. Measure resistance of thermal sensor (580 ohm at 20°C) 221

LOAD SENS NOT OK

(Warning)

Stored

Cause: Load sensing pressure sensor out of range. Truck travel speed is limited to max load speed. a) Check that pressure sensor is calibrated correctly.

b) Check connector XB42 and that cables are in order. c) Malfunction in the pressure sensor (Contamination can cause this problem) Change new pressure sensor. 222

EPS RELE OPEN

(Warning)

Cause: Fault in EPS, which causes that the safety output is open. Connect handset to the steering controller (EPS) and check the real fault. 223

SAFETY FEEDBACK

(Alarm)

Stored

Cause: This is a safety related test. The microprocessor has detected a problem on the feedback of electro valve driver. This type of fault is not related to external components; so, when it is present it is necessary to replace the Combiac1 controller. 224

WAITING FOR NODE

(Warning)

Cause: The controller receives from the CAN the message that another controller in the network is in fault condition; as a consequence the traction controller itself cannot enter an operative status, but has to wait for the other controller coming out from the fault status. The problem is inside the logic of the other controller; replace the Combiac1 controller. 225

CAN ENC KO DISP

(Warning)

Cause: Display does not respond to the controller via CAN-bus. a) Check that connectors and cables are in order. b) Replace display

226

ACC OUT OF RANGE

(Alarm)

Stored

Used only in Stand on / Sit on Stackers! (Analog sensor) Cause: Throttle minilever voltage out of range. a) Teach minilever values again. b) Check that connectors and cables are in order. c) Change new minilever and teach new values. 228

TILLER OPEN

(Warning)

Not showed on Display

Cause: This is a warning, when the safety mat is not activated, after a fixed time in standby the main contactor open (30s). After next travel request the warning disappear. 229

POS AUX SHORT

(Alarm)

Stored

Cause: The output of the built in smart driver, which supplies the positive to the electromechanical brake coil is high when the Tiller and H&S switch are open. a) Check the wiring in order to verify that no extra positive supply is connected to the electromechanical brake when the Tiller H&S switch are open, at connector XA1 pin 30. b) The driver circuit is damaged inside the Combiac1 controller, which has to be replaced. 231

COIL SHORT HW KO

(Alarm)

Stored

Cause: The hardware circuit which manages short circuit protections for the main contactor and the electromagnetic brake coils has a problem. This type of fault is not related to external components; so, when it is present it is necessary to replace the Combiac1 controller.

232

WRONG SET POINT

(Alarm)

Stored

Cause: This is a safety related test. The microprocessor has detected a wrong traction function set point. This is a internal fault of the Combiac1 controller, so it must be replaced. 233

POWER MOS SHORT

(Alarm)

Stored

Cause: Before switching the main contactor on, the software checks the power bridge: it turns on alternatingly the low and high side power mosfets and expects the phase’s voltage to decrease down to – BATT. If the phase’s voltage does not follow the commands, this alarm occurs. This type of fault is not related to external components; so, when it is present it is necessary to replace the Combiac1 controller. 236

CURRENT GAIN

(Alarm)

Stored

Cause: The maximum current gain parameters are at default values, which mean the maximum current procedure has not been carried out. This type of fault is not related to external components; so, when it is present it is necessary to replace the Combiac1 controller. 237

ANALOG INPUT

(Alarm)

Stored

Cause: This alarm occurs when the conversion of the analog inputs gives frozen values. If the alarm occurs permanently, it is necessary to replace the Combiac1 controller. 239

PUMP WARNING

(Warning)

Cause: This is a warning from the pump controller. Connect the console to the pump controller and check the warning.

240

HARDWARE FAULT

(Alarm)

Stored

Cause: The microprocessor has detected that the pump controller is not able to stop the traction. This is an internal fault of the Combiac1 controller, so it must be replaced. 246

AUX DRIV. OPEN

(Alarm)

Stored

Cause: The driver of the electromagnetic brake coil is not able to drive the load. The driver is damaged inside the Combiac1 controller, which has to be replaced. 247

DATA ACQUISITION

(Warning)

Cause: Acquisition of the current gains. The alarm ends when the acquisition is done. 248

NO CAN MSG. N. (Alarm) Cause: No can message from the pump microprocessor.

Stored

This alarm can be caused by a canbus malfunction, which blinds traction-pump communication. If not, it is an internal fault in Combiac1 controller. 249

CHECK UP NEEDED

(Warning)

Cause: This is just a warning to call for programmed maintenance. It is just enough to turn the CHECK UP DONE option level to ON after the maintenance is carried out.

250

THERMIC SENS KO

(Warning)

Stored

Cause: The output of the controller thermal sensor is out of range. This type of fault is not related to external components; so, when it is present it is necessary to replace the Combiac1 controller. 251

WRONG SET BAT.

(Alarm)

Stored

At startup the controller check the battery voltage and verify that it is within a window around the nominal value. a) Check that the controller SET BATTERY parameter value matches the battery nominal voltage. b) Check that the TESTER MENU/ BATTERY VOLTAGE parameter shows same value as the battery voltage measured wit a voltmeter. If it does not match; then do a “ADJUST BATTERY” function. c) Replace the battery. 253

SLIP PROFILE

(Alarm)

Stored

Cause: There is an error on the choice of the parameters of the slip profile. Check in the HARDWARE SETTING menu the value of those parameters. 254

AUX DRIV. SHRT.

(Alarm)

Stored

The driver of the electromechanical brake is shorted. a) Check if there is a short between XA1 pin 31 and XA1 pin 30. b) The driver is damaged in the Combiac1 controller, which has to be replaced.

1.2 Pump motor controller (Combi Ac1) (Mode:5) Before you start to troubleshoot, make sure all power supplies, fuses and connections are in order. The fault diagnostic system of controller is divided into two main groups: Alarms:

Warnings:

“Stored” text means that alarm or warning is stored in the controller logbook. Code:

Console description:

NONE No alarms

CHOPPER RUNNING

(Warning)

NO COMMUNICATION

(Warning)

Cause: CombiAC1 does not respond to the handset. Check wiring, check handset by connecting it to some other controller. If handset is functional with another controller, CombiAC1 is faulty. 8

WATCHDOG

(Alarm)

Stored

This is a safety related test. It is a self diagnosis test within the logic between Master and Slave microcontrollers. If fault persist replace the Combiac1 controller.

EEPROM KO

(Warning)

Stored

LOGIC FAILURE #1

(Alarm)

Stored

This fault is displayed when the controller detects an overvoltage or undervoltage condition. Overvoltage threshold is 45V; undervoltage threshold is 9V in the 24V controller. If fault displayed at startup or in standby; in this case it is due to an undervoltage, so it is important to check following: a) Key input signal down going pulses (below undervoltage threshold) due external loads, like DC/DC converters starting up, relays or contactors energizing/ denergizing. b) If no voltage transient is detected on the supply line and the alarm is present every time the key is switched ON, the fault is in the Combiac1 controller. If fault is displayed during motor driving; in this case due to an undervoltage or an overvoltage condition. a) If the alarm happens during traction acceleration or driving hydraulic functions, the fault is an undervoltage condition; check battery charge level and power cable connections. b) If the alarm happens during release braking, the fault is an overvoltage condition; check line contactor tips and battery power cable connections. 28

PUMP VMN LOW

(Alarm)

Stored

Cause: The pump motor output is lower than expected, considering the pulswidthmodulation applied.

a) If the alarm occurs at startup (the main contactor does not close at all), check: - motor internal connections (ohmic continuity) - motor power cable connections - motor leakage to truck frame - if the motor connections are OK, the fault is in the Combiac1 controller. b) If the alarm occurs after closing the main contactor (closing and open again), check: - motor connections - if motor phases windings/cables have leakages towards truck frame - if no faults are found, the fault is in the Combiac1 controller. c) If the alarm occurs during motor running, check following: - motor connections - if motor phases windings/cables have leakages towards truck frame - that the main contactor closes properly, with a good contact - if no faults are found, the fault is in the Combiac1 controller. 29

PUMP VMN HIGH

(Alarm)

Stored

Cause: This test is carried out when the pump motor is turning (pulswidthmodulation applied). Check following: - motor connections - if motor phases windings/cables have leakages towards truck frame - if no faults are found, the fault is in the Combiac1 controller. 52

PUMP I=0 EVER

(Alarm)

Stored

Cause: This test is carried out when the pump motor is running and it verifies that current feedback is not constantly stuck to 0. a) Check the motor connection, that there is continuity. If the motor connection is open, the current cannot, so the test fails and the alarm is displayed. b) If everything is OK, concerning the motor, the fault is inside the Combiac1 controller.

PUMP STBY I HIGH

(Alarm)

Stored

Cause: In standby condition (pump motor not driven) the feedback coming from the current sensor in the controller gives a value too high. This type of fault is not related to external components; so, when it is present it is necessary to replace the Combiac1 controller. 64

PUMP TEMPERATURE

(Warning)

Stored

Cause: This warning occurs when the analog temperature sensor has overtaken the threshold 150°C. Check following: - Check the thermal sensor inside the motor and the wiring outside. the resistance of sensor is 580 ohm at 20°C. - if the warning is present when the motor is cold and the thermal Sensor is OK; improve the cooling of the motor, if that does not help, the fault is in the Combiac1 controller. 227

ENC CAN KO

(Warning)

Only in models which have lifting height measurement option! Cause: Can Encoder card (Model 10) does not respond via CAN-bus. b) Check that connectors and cables are in order. b) Change new Can Encoder card 228

ACC OUT OF RANGE

(Warning)

Used only in Stand on / Sit on Stackers! (Analog sensor) Cause: Lift/lower minilever voltage out of range. a) Teach minilever values again. b) Check that connectors and cables are in order. c) Change new minilever and teach new values.

229

WRONG ZERO

(Alarm)

Stored

Cause: This alarm occurs when the outputs of the amplifier to measure the motor current are too low. This type of fault is not related to external components; so, when it is present it is necessary to replace the Combiac1 controller. 230

OUT. MISMATCH

(Alarm)

Stored

Cause: This is a safety related test. The microprocessor has detected that the traction motor is driving in a wrong way. This is an internal fault of the Combiac1 controller, so it must be replaced. 231

SAFETY FEED

(Alarm)

Stored

Cause: This is a safety related test. The microprocessor has detected a problem on the main contactor feedback. This is an internal fault of the Combiac1 controller, so it must be replaced. 232

WRONG SET POINT

(Alarm)

Stored

Cause: This is a safety related test. The micro processor has detected a wrong pump function set point. This is an internal fault of the Combiac1 controller, so it must be replaced. 233

RESET ENCODER

(Warning)

Only in models which have lifting height measurement option! Cause: Can encoder card read pulses from the mast height measurement before the free-lift sensor is activated, Lifting / lowering speeds are reduced.

Mast must be lowered to free-lift area, and truck switched Off/On. If fault continues, check the functionality of the free-lift sensor. 234

INPUT MISMATCH

(Alarm)

Stored

Cause: This is a safety related test. The micro processor has detected a mismatch between analogy and digital information. This is an internal fault of the Combiac1 controller, so it must be replaced.

235

HW FAULT VALVE

(Alarm)

Stored

Cause: The micro processor has detected that the controller is not able to stop hydraulic valve functions. This is an internal fault of the Combiac1 controller, so it must be replaced. 236

HARDWARE FAULT

(Alarm)

Stored

Cause: The microprocessor has detected that the controller is not able to stop the traction. This is an internal fault of the Combiac1 controller, so it must be replaced. 237

MASTER REDUCTION

(Warning)

Cause: This is information from traction controller side. There is some reduction active at the traction controller. Warning disappears when reduction is not active. Connect handset to traction controller and check traction controller functionality.

238

LIFT+LOWER

(Warning)

Cause: This alarm occurs when both requests lift and lower are active at the same time. Check the wirings of the lift and lower inputs (use the readings in the TESTER menu) check the accelerator for failure. If no failure found, the fault is in the logic of the Combiac1 controller, which must be replaced. 239

PUMP INC START

(Warning)

Cause: This warning occurs for an incorrect starting sequence. Check possible reasons for this alarm, by using the console TESTER menu. If no signal is active by key on, the fault is in the Combiac1 controller. 240

PUMP VACC NOT OK

(Warning)

Cause: The test is made at key on and after 20 sec to make sure that the hydraulic accelerator lift/lower is back in neutral position. This alarm occurs if the lift/lower accelerator reading in the TESTER menu is 1,0V higher than the minimum programmed value, when the accelerator is released. Check the mechanical calibration and the function of the lift lower accelerator. 241

NO ENC PULSES

(Alarm)

Stored

Only in models which have lifting height measurement option! Cause: No encoder pulses from the mast height measurement after the free-lift sensor has activated. Check the sensor bearing wiring. If there is no fault, replace sensor bearing or can-encoder card.

242

CURR. SENS. LOW

(Alarm)

Stored

Cause: Pump chopper current sensor feedback is too low. Either whole pump motor is disconnected from the pump controller, or CombiAC1 controller is faulty and should be replaced. 243

EEP CHECKSUM

(Alarm)

Stored

Cause: Fault in the internal EEPROM memory. Try first to clear EEPROM. If this operation does not help and the fault persists, it is an internal fault of the CombiAC1 controller, so it must be replaced. 244

RAM WARNING

(Alarm)

Stored

Cause: Checksum of the ram failed. This is an internal fault of the Combiac1 controller, so it must be replaced. 245

WAITING FOR TRAC

(Warning)

Not showed on Display

Cause: The pump controller receives from the CAN a message the traction controller is in fault condition and has to wait. Check with help of the CONSOLE, what is the fault in the traction controller. 246

EVP DRIVER KO

(Alarm)

Stored

The EVP (electro valve driver) is not able to drive the load. This is an internal fault of the Combiac1 controller, so it must be replaced. 247

EVP DRIV SHORTED

(Alarm)

Cause: The EVP (electro valve driver) is shorted.

Stored

Check there is no short between the connectors XA1 pin 3 or XA1 pin 28 or XA1 pin 39 and +BATT. Otherwise there is an internal fault of the Combiac1 controller, so it must be replaced. 248

ANALOG INPUT

(Alarm)

Stored

Cause: This alarm occurs when the conversion of the analog inputs gives frozen value on all converted signals. If the fault occurs permanently it is necessary to replace the Combiac1 controller. 249

NO CAN MSG. 02

(Alarm)

Stored

Cause: No can message from the traction microprocessor. This alarm can be caused by a canbus malfunction, which blinds traction-pump communication. If not, it is an internal fault in Combiac1 controller. 250

CAN BUS KO DISP

(Alarm)

Stored

Cause: Display does not respond to the controller via CAN-bus. a) Check that connectors and cables are in order. b) Replace display 251

PUMP MOTOR TEMPERAT (Warning)

Stored

252

VALVE CONT DRV

(Alarm)

Stored

Cause: This alarm occurs when one or more valve drivers are not able to drive the load. This is an internal fault of the Combiac1 controller, so it must be replaced. 253

VALVE DRV SHORT

(Alarm)

Stored

Cause: This alarm occurs when one or more valve drivers are shorted. Check that there is no short between the negative of the coils and -BATT. Otherwise there is an internal fault of the Combiac1 controller, so it must be replaced. 254

VALVE COIL SHOR.

(Alarm)

Stored

Cause: This alarm occurs when there is a short circuit in a valve coil. a) If the fault is present at start up, it is the hardware overcurrent protection circuit which is damaged; the Combiac1 controller must be replaced. b) If the fault is present only when the controller activates the outputs, the problem is in the harness or in the coils.

1.3

Electric power steering controller (EPS) Mode:6

Before you start to troubleshoot, make sure all power supplies, fuses and connections are in order. The fault diagnostic system of controller is divided into two main groups: Alarms:

Warnings:

“Stored” text means that alarm or warning is stored in the controller logbook. Code:

Console description:

NONE No alarms

CHOPPER RUNNING

(Warning)

NO COMMUNICATION

(Warning)

Cause: Combiac1 does not respond to the handset. Check wiring, check handset by connecting it to some other controller. If handset is functional with another controller, Combiac1 is faulty. 13

EEPROM KO

(Warning)

Cause: It’s due to a hardware or software defect of the non-volatile embedded memory supporting the controller parameters. This alarm does not inhibit the truck operations, but the truck will work with the default values. Try to execute a CLEAR EEPROM operation. Switch the key off and on to check the result. If the alarm occurs permanently, it is 25

necessary to replace the combi ac controller. If the alarm disappears, the previously stored parameters will have been replaced by the default. 16

LOGIC FAILURE #4

(Alarm)

Stored

Cause: This alarm occurs in rest state if the output of the voltage amplifier Wv-Vv have a drift larger than ±0,25V. In this case it is necessary to replace the EPS steering controller. 17

LOGIC FAILURE #3

(Alarm)

Stored

Cause: It’s due to a hardware problem in the logic card circuit for high current protection. This type of fault is not related to external components; so, when it is present it is necessary to replace the EPS steering controller. 18

LOGIC FAILURE #2

(Alarm)

Stored

Cause: It’s due to a fault in the logic board which manages the phase’s voltage feedback. This type of fault is not related to external components; so, when it is present it is necessary to replace the EPS steering controller. 19

LOGIC FAILURE #1

(Alarm)

Stored

Cause: This fault is displayed when the controller detects an overvoltage or undervoltage condition. Overvoltage threshold is 45V; undervoltage threshold is 9V in the 24V controller. If fault displayed at startup or in standby; in this case it is due to an undervoltage, so it is important to check following: a) Key input signal down going pulses (below undervoltage threshold) due external loads, like DC/DC converters starting up, relays or contactors energizing/ denergizing. b) If no voltage transient is detected on the supply line and the alarm is present every time the key is switched ON, the fault is in the EPS steering controller.

If fault is displayed during motor steering; in this case due to an undervoltage or an overvoltage condition. b) If the alarm happens during traction acceleration or driving hydraulic functions, the fault is an undervoltage condition; check battery charge level and power cable connections. 32

VMN NOT OK

(Alarm)

Stored

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 2,2V to 2,8V. It is necessary to replace the EPS controller. 48

MAIN CONT: OPEN

(Warning)

Cause: This alarm occurs only when the setting CAN BUS is PRESENT. Then the EPS controller must receive the event messages from the traction controller. Find in the traction controller ALARMS the reason for keeping the main contactor open. 61

HIGH TEMPERATURE

(Alarm)

Stored

Cause: This alarm occurs if the controller base plate overtakes 75°C. Improve the cooling of the controller; otherwise it is necessary to replace the EPS controller. 65

MOTOR TEMPERAT.

(Alarm)

Stored

HIGH CURRENT

(Alarm)

Stored

Cause: This alarm indicates that the output current amplifier has been over the I max current level (not adjustable) too long. If the alarm occurs permanently, it is necessary to replace the EPS controller. 71

POWER FAILURE #3

(Alarm)

Stored

Cause: This alarm occurs when the current in phase V of the motor is zero and the motor is commanded for turning. Check following: - that main fuse 3F1 is OK - there is positive supply to the controller - continuity of the phase cable from controller to motor - if above points are OK, it is necessary to replace the EPS controller. 72

POWER FAILURE #2

(Alarm)

Stored

Cause: This alarm occurs when the current in phase U of the motor is zero and the motor is commanded for turning. Check following: - that main fuse 3F1 is OK - there is positive supply to the controller - continuity of the phase cable from controller to motor - if above points are OK, it is necessary to replace the EPS controller.

POWER FAILURE #1

(Alarm)

Stored

Cause: This alarm occurs when the current in phase W of the motor is zero and the motor is commanded for turning. Check following: - that main fuse 3F1 is OK - there is positive supply to the controller - continuity of the phase cable from controller to motor - if above points are OK, it is necessary to replace the EPS controller. 83

BAD ENCODER SIGN

(Alarm)

Stored

Cause: It occurs in this application with toggle switches applied (straight and 90° position switches) when FREQUENCY and the ENC SPEED have opposite polarity. Swap the encoder channels. 85

STEER HAZARD

(Warning)

Not showed on Display

Cause: This is just a warning to inform that the steering controller is limiting the angle in steering direction. No speed reduction occurs on the traction. 216

MICRO SLAVE #8

(Alarm)

Stored

It occurs when the encoder counting of the main microprocessor is not matching to the encoder counting. It is necessary to replace the EPS controller. 218

CLOCK PAL NOT OK

(Alarm)

Stored

Cause: This alarm occurs if one of the internal analogue signals is not correct. It is necessary to replace the EPS controller.

219

STEPPER MOTOR MISM (Alarm)

Stored

Cause: This alarm occurs if the frequency and the amplitude of the voltages from the stepper motor lines are mismatched in between the D and Q line of the stepper motor. It is necessary to replace the EPS controller. 220

MOTOR LOCKED

(Alarm)

Stored

Cause: This alarm occurs if the current in the steering motor stays close to the maximum current longer than 1 sec. Search for a mechanical problem locking the steering motor. 222

FB POT LOCKED

(Alarm)

Stored

Cause: This alarm occurs if the feedback hall sensor or potentiometer does not change (or changes to opposite direction) value even if it is commanded to change. a) Check that feedback sensor is not mechanically loosened. b) Check that connectors and cables of feedback sensor are in order. b) Verify that motor phases are not wrong way, cables are installed in correct places. 223

JERKING FB POT

(Alarm)

Stored

Cause: This alarm occurs if the feedback hall sensor or potentiometer voltage switching more than 0,3V in 16msec. This alarm is used to catch potentiometer discontinuities. Replace the feedback sensor.

225

CURRENT GAIN

(Warning)

Cause: This warning occurs when the parameters to compensate for the gain if the current amplifiers have the default values (the maximum current was not regulated. It is necessary to replace the EPS controller. 226

NO SYNC

(Alarm)

Stored

Cause: This alarm occurs when the inside checking cycle does not update the information, the controller cuts of the steering and traction. It is necessary to replace the EPS controller. 227

SLAVE COM. ERROR

(Alarm)

Stored

Cause: This alarm occurs when there is a fault in the internal communication. It is necessary to replace the EPS controller. 237

WAITING DATA

(Warning)

Not showed on Display

Cause: This is a warning, while the EPS controller receives information from the combi ac controller. The safety relays remain open when this warning is present and the steering is not activated. 238

EPS NOT ALIGNED

(Warning)

Not showed on Display

Cause: This is a real alarm which cut off the traction function. It occurs at the initial alignment if straight ahead condition is not matched within 6 sec. Throughout this time, the steering is not activated, the safety relays are open and the traction is stopped.

239

WAITIN FOR TRAC

(Warning)

Not showed on Display

Cause: At key-on the EPS controller needs information from the traction controller to close the internal safety contacts and to turn onto operational mode. Until this information, this warning occurs. The steering is not activated and the safety relays remain open while this warning is present. 241

ENCODER ERROR

(Alarm)

Stored

NOT VALID FOR THIS APPLICATION! This alarm occurs in application, when ENCODER CONTROL is set ON. 242

Q LINE SENSOR

(Alarm)

Stored

Cause: This alarm can occur when the stepper motor channel on XA3A pin 12 is open. Check the stepper motor wires and measure the D line resistance (must be close to 30 ohm between XA3A pin 8 and 12). If the problem is not due to wiring, the stepper motor must be replaced. 243

D LINE SENSOR

(Alarm)

Stored

Cause: This alarm can occur when the stepper motor channel on XA3A pin 10 is open. Check the stepper motor wires and measure the Q line resistance (must be close to 30 ohm between XA3A pin 9 and 10). If the problem is not due to wiring, the stepper motor must be replaced. 244

GAIN EEPROM KO

(Warning)

Cause: The parameters to compensate values for the gain of the current are not in the memory any more. It is necessary to replace the EPS controller.

245

DATA ACQUISITION

(Warning)

Cause: Acquisition of the current gains. The alarm ends when the acquisition is done. 246

MICRO SLAVE KO

(Alarm)

Stored

Cause: This alarm occurs if the microprocessor detects a mismatch in commanded and active steering directions. It is necessary to replace the EPS controller. 247

CAN BUS KO

(Warning)

Cause: This alarm occurs if the EPS controller does not receive a message from the traction controller within 1 sec. Check the can bus wiring from the Combiac1 controller to EPS controller. 248

S.P. OUT OF RANGE

(Alarm)

Stored

Cause: This alarm occurs if command hall sensor (or potentiometer) signal voltage is out of the range (0,8Vdc to 4,2Vdc). Check that connectors and cables are in order and measure that command sensor signal voltage is in tolerance. 249

F.FB: OUT OF RANGE

(Alarm)

Stored

Cause: This alarm occurs if feedback hall sensor (or potentiometer) signal voltage is out of the range (0,3Vdc to 4,7Vdc). Check that connectors and cables are in order and measure that feedback sensor signal voltage is in tolerance.

250

MICRO SLAVE

(Alarm)

Stored

Cause: This alarm occurs when the internal microprocessor information does not match. It is necessary to replace the EPS controller. 251

KM OPEN

(Alarm)

Stored

Cause: This alarm occurs when the microprocessor detects that the internal safety contact is open, when expected to be closed. It is necessary to replace the EPS controller. 252

KS OPEN

(Alarm)

Stored

Cause: This alarm occurs when the microprocessor detects that the second internal safety contact is open, when expected to be closed. It is necessary to replace the EPS controller. 253

KM CLOSED

(Alarm)

Stored

Cause: This alarm occurs when the microprocessor detects that the internal safety contact is closed, when expected to be open. It is necessary to replace the EPS controller. 254

KS CLOSED

(Alarm)

Stored

Cause: This alarm occurs when the microprocessor detects that the second internal safety contact is closed, when expected to be open. It is necessary to replace the EPS controller.