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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
ACE3
INVERTER
Publication N°: AFFZP0BB
Edition: 08 May 2017
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Copyright © 1975-2017 Zapi S.p.A.
All rights reserved
Contents of this publication are 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 DEFINITIONS
4 This symbol is used in this publication to indicate an annotation or a suggestion you
should pay attention to.
U This symbol is used inside this publication to indicate an action or a
characteristic very important for security. Pay special attention to the
annotations pointed out with this symbol.
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Contents
1 INTRODUCTION ................................................................................................................... 7
1.1 About this document ................................................................................................... 7
1.1.1 Scope of this manual .................................................................................... 7
1.1.2 Manual revision ............................................................................................ 7
1.1.3 Warnings and notes ...................................................................................... 7
1.2 About the Controller ................................................................................................... 8
1.2.1 Safety ........................................................................................................... 8
1.2.2 OEM’s Responsibility .................................................................................... 8
1.2.3 Technical Support ......................................................................................... 8
2 SPECIFICATIONS ................................................................................................................ 9
2.1 General features ......................................................................................................... 9
2.2 Technical specifications of ACE3 ............................................................................. 10
2.3 Technical specifications of ACE3 Power .................................................................. 10
2.4 Functional features ................................................................................................... 11
2.5 Diagnoses ................................................................................................................ 12
3 DRAWINGS ......................................................................................................................... 13
3.1 Mechanical drawing – ACE3 / ACE3 Power ............................................................. 13
3.2 Connection drawing – ACE3 Traction Standard ....................................................... 14
3.3 Connection drawing – ACE3 Traction Premium ....................................................... 15
3.4 Connection drawing – ACE3 Pump Standard .......................................................... 16
3.5 Connection drawing – ACE3 Pump Premium ........................................................... 17
4 DESCRIPTION OF THE CONNECTORS ........................................................................... 18
4.1 Power connectors ..................................................................................................... 18
4.2
5 INPUT DEVICES ................................................................................................................. 25
Ampseal connectors ................................................................................................. 18
4.2.1 ACE3 Traction Standard ............................................................................. 19
4.2.2 ACE3 Pump Standard ................................................................................ 20
4.2.3 ACE3 Traction Premium ............................................................................. 21
4.2.4 ACE3 Pump Premium ................................................................................ 23
5.1 Key Input .................................................................................................................. 25
5.1.1 Function ...................................................................................................... 25
5.1.2 Protection ................................................................................................... 25
5.2 Digital Inputs ............................................................................................................. 25
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5.2.1 Microswitches ............................................................................................. 25
5.3 Accelerator unit ........................................................................................................ 26
5.4 Other analog control unit .......................................................................................... 27
5.4.1 Standard version ........................................................................................ 27
5.4.2 Premium version ......................................................................................... 27
5.5 Speed feedback ....................................................................................................... 27
5.5.1 Sin/Cos sensor and Hall sensors ............................................................... 28
6 INSTALLATION HINTS ...................................................................................................... 29
6.1 Material overview ..................................................................................................... 29
6.1.1 Connection cables ...................................................................................... 29
6.1.2 Contactors .................................................................................................. 29
6.1.3 Fuses .......................................................................................................... 29
6.2 Hardware installation ................................................................................................ 30
6.2.1 Positioning and cooling of the controller ..................................................... 30
6.2.2 Wirings: power cables ................................................................................ 30
6.2.3 Wirings: CAN bus connections and possible interferences ........................ 31
6.2.4 Wirings: I/O connections ............................................................................. 33
6.2.5 Connection of the encoder ......................................................................... 33
6.2.6 Connection of a Sin/Cos sensor ................................................................. 34
6.2.7 Connection of Hall sensors ......................................................................... 35
6.2.8 Main-contactor and key connection ............................................................ 35
6.2.9 Insulation of truck frame ............................................................................. 36
6.3 Protection and safety features .................................................................................. 36
6.3.1 Protection features ..................................................................................... 36
6.3.2
Safety Features .......................................................................................... 37
6.4 EMC ......................................................................................................................... 37
6.5 Various suggestions ................................................................................................. 39
7 INVERTER SETTINGS ....................................................................................................... 40
7.1 Settings overview ..................................................................................................... 40
7.2 Settings description .................................................................................................. 41
7.2.1 PARAMETER CHANGE ............................................................................. 41
7.2.2 SET OPTIONS ........................................................................................... 45
7.2.3 ADJUSTMENT ........................................................................................... 53
7.2.4 SPECIAL ADJUST. .................................................................................... 58
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7.2.5 HARDWARE SETTING .............................................................................. 61
7.2.6 HYDRO SETTING ...................................................................................... 62
7.3 TESTER function ...................................................................................................... 63
7.3.1 Master microcontroller ................................................................................ 63
7.3.2 Supervisor microcontroller .......................................................................... 69
7.4 Set-up procedure for traction inverter ....................................................................... 70
7.4.1 Sin/cos-sensored case ............................................................................... 71
7.5 Set-up procedure for pump inverter ......................................................................... 72
8 OTHER FUNCTIONS .......................................................................................................... 73
8.1 PROGRAM VACC function ...................................................................................... 73
8.2 PROGRAM LIFT / LOWER function ......................................................................... 74
8.3 PROGRAM STEER function .................................................................................... 74
8.4 Acceleration time ...................................................................................................... 75
8.5 Deceleration time .................................................................................................... 76
8.6 Acceleration smoothness ....................................................................................... 77
8.7 Steering curve ......................................................................................................... 78
8.8 Throttle response ..................................................................................................... 79
8.9 NLC & NEB output ................................................................................................... 80
8.10 Battery-charge detection .......................................................................................... 81
8.11 EVP control .............................................................................................................. 82
8.12 Torque profile ........................................................................................................... 84
8.13 Steering table ........................................................................................................... 85
9 FAULTS DIAGNOSTIC SYSTEM ....................................................................................... 86
9.1 Alarms – Master uC .................................................................................................. 86
9.1.1 Troubleshooting of master-uC alarms ........................................................ 90
9.2
Alarms – Supervisor uC.......................................................................................... 103
9.2.1 Troubleshooting of supervisor-uC alarms ................................................. 104
9.3 Warnings – Master uC ............................................................................................ 107
9.3.1 Troubleshooting of master-uC warnings ................................................... 110
9.4 Warnings overview (supervisor uC) ........................................................................ 120
9.4.1 Troubleshooting of supervisor-uC warnings ............................................. 120
10 SPARE PARTS ................................................................................................................. 122
11 PERIODIC MAINTENANCE .............................................................................................. 123
12 APPENDICES ................................................................................................................... 124
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12.1 Appendix A: PC CAN Console user guide ............................................................. 124
12.1.1 PC CAN Console configuration ................................................................ 124
12.1.2 Parameter download ................................................................................ 126
12.1.3 How to modify parameters ........................................................................ 126
Program Vacc ......................................................................................................... 127
12.1.4 Lift & Lower acquisition ............................................................................. 128
12.1.5 Steering acquisition .................................................................................. 128
12.1.6 TESTER functionality ............................................................................... 129
12.1.7 Alarm Logbook ......................................................................................... 129
12.2 Appendix B: Zapi Smart Console user guide.......................................................... 130
12.2.1 Operational Modes ................................................................................... 130
12.2.2 The keyboard ............................................................................................ 131
12.2.3 Home Screen ............................................................................................ 131
12.2.4 Connected ................................................................................................ 132
12.2.5 How to modify parameters ........................................................................ 133
12.2.6 PROGRAM VACC .................................................................................... 134
12.2.7 Lift and Lower acquisition ......................................................................... 135
12.2.8 Steer acquisition ....................................................................................... 136
12.2.9 TESTER ................................................................................................... 136
12.2.10 Alarms ...................................................................................................... 136
12.2.11 Download parameter list into a USB stick ................................................ 137
APPROVAL SIGNS
COMPANY FUNCTION INITIALS SIGN
PROJECT MANAGER
TECHNICAL ELECTRONIC
MANAGER VISA
SALES MANAGER VISA
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1 INTRODUCTION
1.1 About this document
1.1.1 Scope of this manual
This manual provides important information about ACE3 controller: it presents
instructions, guidelines and diagrams related to installation and maintenance of the
controller in an electrically powered vehicle.
1.1.2 Manual revision
This revision replaces all previous revisions of this document. Zapi has put much
effort to ensure that this document is complete and accurate at the time of printing.
In accordance with Zapi policy of continuous product improvement, all data in this
document are subject to change or correction without prior notice.
1.1.3 Warnings and notes
In this manual, special attention must be paid to information presented in warning
and information notices.
Definitions of warning and information notices are the following.
4 This is an information box, useful for anyone is working on the installation, or for a
deeper examination of the content.
U This is a warning box, it can 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
U This is a further warning within the box. Pay special attention to the
annotations pointed out within these boxes.
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1.2 About the Controller
1.2.1 Safety
Zapi provides this and other manuals to assist manufacturers in using the motor
controller in a proper, efficient and safe manner. Manufacturers must ensure that all
people responsible for the design and use of equipment employing the motor
controller have the proper professional skills and equipment knowledge.
U Before doing any operation, ensure that the battery is disconnected and when
the installation is completed start the machine with the drive wheels raised
from the ground to ensure that any installation error does not compromise
safety.
U After the inverter turn-off, even with the key switch open, the internal
capacitors may remain charged for some time. For safe operation onto the
setup, it is recommended to disconnect the battery and to discharge the
capacitors by means of a resistor of about 10 – 100 Ohm between +Batt and
-Batt terminals of the inverter.
1.2.2 OEM’s Responsibility
Zapi motor controllers are intended for controlling motors in electric vehicles.
These controllers are supplied to original equipment manufacturers (OEMs) for
incorporation into their vehicles and vehicle control systems.
Electric vehicles are subject to national and international standards of construction
and operation which must be observed. It is responsibility of the vehicle
manufacturer to identify the correct standards and to ensure that the vehicle meets
these standards. As a major electrical control component, the role of a Zapi motor
controller should be carefully considered and relevant safety precautions taken. It
has several features which can be configured to help the system integrator meeting
vehicle safety standards.
Zapi does not accept responsibility for incorrect application of its products.
1.2.3 Technical Support
For additional information on any topic covered in this document or application
assistance on other Zapi products, contact Zapi sales department.
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2 SPECIFICATIONS
2.1 General features
Within the ZAPIMOS family, the ACE3 inverter (E stands for evolution) is a controller
designed to control AC induction, BLDC and PMAC motors, in the range from 10 kW
to 20 kW continuous power, used in a variety of battery-powered material-handling
trucks.
Typical applications include, but are not limited to: counterbalanced trucks with load
up to 5 tons, HLOP (Vna), GSE, tow tractors and airport ground support vehicles,
aerial-access equipment (telescopic boom and scissor lift).
The main inverter features are:
16 bits microcontroller for motor control and main functions (master
microcontroller), 384+ Kbytes embedded Flash memory
16 bits microcontroller for safety functions (supervisor microcontroller), 320+
Kbytes embedded Flash memory
Field-oriented motor-control algorithm
Smooth low-speed control
Zero-speed holding control
Zapi patented sensorless and sense-coil control
Driver for line-contactor coil
Driver for electromechanical brake
Drivers for PWM-modulated voltage-controlled electrovalves and for one
PWM-modulated current-controlled proportional valve
Overload, short-circuit and open-load protection
Thermal cutback, warnings and automatic shutdown provide protection to the
motor and the controller
Optically isolated and ESD-protected CAN bus interface
Software downloadable via serial link (internal connector) or CAN bus
interface (external connector)
Diagnostics provided via CAN bus interface using Zapi CAN Pc Tool
Rugged sealed housing and connectors meeting IP65 environmental sealing
standards for use in harsh environments
ACE3 controller can be supplied in two I/O configurations and three voltage ratings:
Standard Version (24V, 36/48V, 80V): with a 23-poles Ampseal connector.
Premium Version (24V, 36/48V, 80V): with an additional 23-poles Ampseal
connector for enhanced I/O capabilities.
Moreover, two power-rating variants are available (see paragraphs 2.2 and 2.3):
ACE3: base power ratings.
ACE3 Power: increased power ratings.
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2.2 Technical specifications of ACE3
Inverter for AC, BLDC and PMAC three-phase motors
Regenerative braking function
Digital control based on microcontroller
Voltage: ................................................................................................. 36, 48, 80 V
Maximum current ACE3 36-48V: ............................................... 600 A (RMS) for 2'
Maximum current ACE3 80V: .................................................... 450 A (RMS) for 2'
1 hour current rating ACE3 36-48V: ................................................... 300 A (RMS)
1 hour current rating ACE3 80V: ......................................................... 225 A (RMS)
Operating frequency: ...................................................................................... 8 kHz
External temperature range: ............................................................. -40 °C ÷ 40 °C
Maximum inverter temperature (at full power): ............................................... 85 °C
2.3 Technical specifications of ACE3 Power
Inverter for AC, BLDC an PMAC three -phase motors
Regenerative braking functions
Digital control based upon microcontroller
Voltage: ........................................................................................... 24, 36, 48, 80 V
Maximum current ACE3 PW 24V: ............................................. 700 A (RMS) for 2'
Maximum current ACE3 PW 36-48V: ........................................ 650 A (RMS) for 2'
Maximum current ACE3 PW 80V: ............................................. 550 A (RMS) for 2'
1 hour current rating ACE3 PW 24V: .................................................. 350 A (RMS)
1 hour current rating ACE3 PW 36-48V: ............................................. 325 A (RMS)
1 hour current rating ACE3 PW 80V: .................................................. 275 A (RMS)
Operating frequency: ...................................................................................... 8 kHz
External temperature range: ............................................................. -30 °C ÷ 40 °C
Maximum inverter temperature (at full power): ............................................... 85 °C
4 Internal algorithms automatically reduce maximum current limit when heat sink
temperature is above 85 °C. Heat sink temperature is measured internally near the
power MOSFETs (see paragraph 6.3).
4 Two-minutes ratings refer to the inverter equipped with a base plate. No additional
external heat sink or fans are used for the two-minutes rating tests. Ratings are
based on an initial base-plate temperature of 40 °C and a maximum base-plate
temperature of 85 °C.
4 The inverter is designed to deliver the rated continuous RMS current only if it is
adequately cooled. When it is equipped with its own finned heat sink, 100 m
airflow is recommended. In case the controller is provided with the base plate, it is
customer’s duty to design an adequate cooling system able to dissipate the heat
produced by the inverter, keeping its temperature under 85 °C. Otherwise, the
inverter will deliver a maximum RMS current lower than the rated one.
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3
/h
Page 11
2.4 Functional features
- Speed control (three versions available: sensored, sense coil and sensorless as
explained in the introduction section).
- Optimum behavior on a slope due to the speed feedback: the motor speed
follows the accelerator, starting a regenerative braking if the speed exceeds the
setpoint.
- Electrical stop on a ramp (the machine is electrically hold on a slope) for a
programmable time.
- Stable speed in every position of the accelerator.
- Regenerative release braking based on deceleration ramps: regenerative
braking when the accelerator pedal is partially or fully released.
- Direction inversion with regenerative braking based upon deceleration ramp.
- Regenerative braking and direction inversion without contactors: only the main
contactor is present.
- Release-braking profile modulated by an analog input, as to obtain a
proportional-brake feature.
- Increased resolution of the speed control at low speed.
- Voltage boost at the start and with overload to obtain more torque (with current
control).
- Integrated driver for an electromechanical brake.
- Hydraulic-steering function:
a) Traction inverter:
- The traction inverter sends a "hydraulic-steering function" request to the
pump inverter on the CAN bus line.
- If the pump inverter is not present (for ex: tractor application), the
traction inverter can manage a "hydraulic-steering function" by driving a
hydro contactor which drives an hydraulic-steering motor.
b) Pump inverter:
- The pump inverter manages a "hydraulic-steering function": it drives the
pump motor at the programmed speed for the programmed time.
- High efficiency of motor and battery due to high frequency commutations.
- Double microcontroller for safety functions.
- Self-diagnosis, the faults can be monitored through the Console or through Zapi
MDI/Display.
- Modification of parameters through the programming console.
- Internal hour-meter that can be viewed from the console.
- Memory of the last five alarms with relative hour-meter and temperature
displayed on the console.
- Test function within the Console for checking the inverter parameters.
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2.5 Diagnoses
The microcontroller continually monitors the inverter and carries out a diagnostic
procedure of the main functions. Diagnoses are made of 4 steps:
1) Diagnosis at the key-on that checks: watchdog circuits, current sensors,
charging of capacitors, phase voltages, contactor driver, CAN bus interface, if
the switching sequence of microswitches is correct and if the accelerator unit is
in the correct position.
2) Diagnosis during standby that checks: watchdog circuits, phase voltages,
contactor driver, current sensors and CAN bus interface.
3) Diagnosis during operation that checks: watchdog circuits, contactor driver,
current sensors and CAN bus interface.
4) Continuous diagnoses that check: inverter and motor temperature.
Diagnoses can be provided in two ways: the digital console can be used, which
gives detailed information about failures; as an alternative the failure code is sent on
the CAN bus and can be monitored by means of Zapi PC CAN Console.
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3 DRAWINGS
3.1 Mechanical drawing – ACE3 / ACE3 Power
R 0.5
AFFZP7DA
1/1 AS
/
A3
1:2
ACE3 PREMIUM 200X40X230 LONGITUDINAL HEAT SINK WITH POWER FUSE
21/10/11
0.5 X 45°
/
//
/
Other versions (without power fuse, with base-plate and with other heat sinks) exist.
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3.2 Connection drawing – ACE3 Traction Standard
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3.3 Connection drawing – ACE3 Traction Premium
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3.4 Connection drawing – ACE3 Pump Standard
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3.5 Connection drawing – ACE3 Pump Premium
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4 DESCRIPTION OF THE CONNECTORS
4.1 Power connectors
Power connections are on vertical posts where to bolt power-cables lugs. On the
cover of the converter they are labeled as:
-B * Battery negative terminal.
+B * Battery positive terminal.
U, V, W Motor phases. Match the sequence with that at the motor
terminals.
* Throughout this manual, battery terminals are also addressed as -Batt and +Batt.
4.2 Ampseal connectors
ACE3 Standard is equipped with one 23-poles Ampseal connector like that of the
following figure. Each of the 23 pins is referred to as “A#”, where “A” denotes the
connector name and “#” the pin number, from 1 to 23.
ACE3 Standard 23-poles Ampseal connector.
ACE3 Premium is equipped with two equal 23-poles Ampseal connectors. Each of
the 23+23 pins is referred to as “A#” or “B#”, where “A” and “B” denote the
connector name and “#” the pin number, from 1 to 23.
ACE3 Premium twin 23-poles Ampseal connectors.
The following paragraphs list the functional associations for the pins of Ampseal
connectors, for Standard and Premium versions of ACE3 and for Traction and Pump
configurations.
4 For each I/O pin, the default Zapi function is indicated. The function of each pin can
be changed in the customized software. Also, some I/O pins can have special
functionality depending on the HW configuration of the controller.
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4.2.1 ACE3 Traction Standard
Connector A
A1 KEY Connected to the power supply through a microswitch in
A2 PANIN Positive supply for potentiometers: 12 V / 5 V output; keep
A3 CPOT Accelerator-potentiometer input (from wiper contact).
A4 FW Forward-request input. It must be connected to the
A5 BW Backward-request input. It must be connected to the
A6 SEAT Seat input. It must be connected to the seat microswitch,
A7 CHA Incremental-encoder phase-A input.
A8 PENC Positive supply 12 V / 5 V for encoder.
A9 AGND Negative supply for potentiometers.
A10 CPOT BR Brake-potentiometer input (from wiper contact).
A11 PB/QI Pedal-Brake/Quick-Inversion input, active high.
series to a 10 A fuse.
load impedance > 1 kOhm / 0.5 kOhm.
forward-drive microswitch, active high.
backward-drive microswitch, active high.
active to -Batt.
A12 CAN_T1 CAN termination. If it is connected with A21 (CAN_H1) it
introduces the 120 Ohm termination resistance between
CAN_L1 and CAN_H1.
A13 SR/HB Speed-reduction-request or handbrake-request input.
Active when the microswitch is open, inactive when it is
closed to -Batt.
A14 CHB Incremental-encoder phase-B input.
A15 NENC Negative supply for encoder.
A16 NLC Main-contactor output. The coil is driven to -Batt.
Freewheeling diode to the positive supply is built-in.
A17 PEB Connect the positive supply of electrovalves (EB and
EVP) to this pin. Take the positive supply immediately
after the main contactor.
A18 NEB Electromechanical-brake output. The coil is driven to
-Batt. Freewheeling diode to A17 is built-in.
A19 NEVP Proportional-electrovalve output. The coil is driven to
-Batt. Freewheeling diode to A17 is built-in.
A20 CAN_L1 CAN bus 1 low-level signal.
A21 CAN_H1 CAN bus 1 high-level signal.
A22 NCAN CAN bus negative supply.
A23 PTH Motor-temperature-sensor input. It is possible to use a
digital or analog (PTC) sensor.
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4.2.2 ACE3 Pump Standard
Connector A
A1 KEY Connected to the power supply through a microswitch in
A2 PANIN Positive supply for potentiometers: 12 V / 5 V output; keep
A3 CPOT Lift-potentiometer input (from wiper contact).
A4 LIFT Lifting-request input. It must be connected to the
A5 LOWER Lowering-request input. It must be connected to the
A6 SEAT Seat input. It must be connected to the seat microswitch,
A7 CHA Incremental-encoder phase-A input.
A8 PENC Positive supply 12 V / 5 V for encoder.
A9 AGND Negative supply for the lifting potentiometer.
A10 ANIN2 Free analog input.
A11 HYDRO Hydraulic-steering request input, active high.
series to a 10 A fuse.
load impedance > 1 kOhm / 0.5 kOhm.
lifting-enable microswitch, active high.
lowering-enable microswitch, active high.
active to -Batt.
A12 CAN_T1 CAN termination. If it is connected with A21 (CAN_H1) it
introduces the 120 Ohm termination resistance between
CAN_L1 and CAN_H1.
A13 SR Speed-reduction request input. Active when the switch is
open. Not active when it is closed to -Batt.
A14 CHB Incremental-encoder phase-B input.
A15 NENC Negative supply for encoder.
A16 NLC Main-contactor output. The coil is driven to -Batt.
Freewheeling diode to the positive supply is built-in.
A17 PAUX Connect the positive supply of electrovalves (AUX and
EVP) to this pin. Take the positive supply immediately
after the main contactor.
A18 NAUX Auxiliary-coil output. The coil is driven to -Batt.
Freewheeling diode to A17 is built-in.
A19 NEVP Lowering-proportional-electrovalve output. The coil is
driven to the negative reference. Freewheeling diode to
A17 is built-in.
A20 CAN_L1 CAN bus 1 low-level signal.
A21 CAN_H1 CAN bus 1 high-level signal.
A22 NCAN CAN bus negative supply.
A23 PTHERM Motor-temperature-sensor input. It is possible to use a
digital or analog (PTC) sensor.
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4.2.3 ACE3 Traction Premium
Connector A
A1 KEY Connected to the power supply through a microswitch in
A2 PANIN Positive supply for potentiometers: 12 V / 5 V output; keep
A3 CPOT Accelerator-potentiometer input (from wiper contact).
A4 FW Forward-request input. It must be connected to the
A5 BW Backward-request input. It must be connected to the
A6 SEAT Seat input. It must be connected to the seat microswitch,
A7 CHA Incremental-encoder phase-A input.
A8 PENC Positive supply 12 V / 5 V for encoder.
A9 AGND Negative supply for potentiometers.
A10 CPOT BR Brake-potentiometer input (from wiper contact).
A11 PB/QI Pedal-Brake/Quick-Inversion input, active high.
series to a 10 A fuse.
load impedance > 1 kOhm / 0.5 kOhm.
forward-drive microswitch, active high.
backward-drive microswitch, active high.
active to -Batt.
A12 CAN_T1 CAN termination. If it is connected with A21 (CAN_H1) it
introduces the 120 Ohm termination resistance between
CAN_L1 and CAN_H1.
A13 SR/HB Speed-reduction-request or handbrake-request input.
Active when the microswitch is open, inactive when it is
closed to -Batt.
A14 CHB Incremental-encoder phase-B input.
A15 NENC Negative supply for encoder.
A16 NLC Main-contactor output. The coil is driven to -Batt.
Freewheeling diode to the positive supply is built-in.
A17 PEB Connect the positive supply of electrovalves (EB and
EVP) to this pin. Take the positive supply immediately
after the main contactor.
A18 NEB Electromechanical-brake output. The coil is driven to
-Batt. Freewheeling diode to A17 is built-in.
A19 NEVP Proportional-electrovalve output. The coil is driven to
-Batt. Freewheeling diode to A17 is built-in.
A20 CAN_L1 CAN bus 1 low-level signal.
A21 CAN_H1 CAN bus 1 high-level signal.
A22 NCAN CAN bus negative supply.
A23 PTH Motor-temperature-sensor input. It is possible to use a
digital or analog (PTC) sensor.
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Connector B
B1 PEV Connect the positive supply of electrovalves (EV1, EV2,
EV3, EV4, EV5) to this pin. Take the positive supply
immediately after the main contactor.
B2 CPOT EVP Proportional-valve-potentiometer input (wiper contact).
B3 ANIN5 Free analog input.
B4 AUX1 Free digital input, active when connected to -Batt
B5 AUX2 Free digital input, active when connected to -Batt.
B6 BACKING FW Forward-inching-request input. It must be connected to
the forward-inching microswitch, active high.
B7 SH1/SIN First Hall-sensor input, active low. Using a special
hardware configuration it is possible to use it for the sin
signal of a sin/cos sensor.
B8 PSENS Positive supply 12 V / 5 V for Hall sensors or sin/cos
sensor.
B9 NEV5 Output for the voltage-controlled PWM-modulated EV5
electrovalve; 1 A maximum continuous current (driving to
-Batt). Freewheeling diode to B1 is built-in.
B10 STEER POT Steering-potentiometer input (from wiper contact).
B11 AUX3 Braking-request input. It must be connected to the brake
pedal microswitch, active high.
B12 CAN_T2 CAN termination. If it is connected to B21 (CAN_H2) it
introduces the 120 Ohm termination resistance between
CAN_L2 and CAN_H2.
B13 BACKING BW Backward-inching-request input. It must be connected to
the backward-inching microswitch, active high.
B14 SH2/COS Second Hall-sensor input, active low. Using a special
hardware configuration it is possible to use it for the cos
signal of a sin/cos sensor.
B15 NSENS Negative supply for Hall sensors (or sin/cos sensor).
B16 NEV1 Output for the voltage-controlled PWM-modulated EV1
electrovalve; 1 A maximum continuous current (driving to
-Batt). Freewheeling diode to B1 is built-in.
B17 NEV2 Output for the voltage-controlled PWM-modulated EV2
electrovalve; 1 A maximum continuous current (driving to
-Batt). Freewheeling diode to B1 is built-in.
B18 NEV3 Output for the voltage-controlled PWM-modulated EV3
electrovalve; 1 A maximum continuous current (driving to
-Batt). Freewheeling diode to B1 is built-in.
B19 NEV4 Output for the voltage-controlled PWM-modulated EV4
electrovalve; 1 A maximum continuous current (driving to
-Batt). Freewheeling diode to B1 is built-in.
B20 CAN_L2 CAN bus 2 low-level signal.
B21 CAN_H2 CAN bus 2 high-level signal.
B22 SH3 Third Hall-sensor input, active low.
B23 FREE Free pin.
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4.2.4 ACE3 Pump Premium
Connector A
A1 KEY Connected to the power supply through a microswitch in
A2 PANIN Positive supply for potentiometers: 12 V / 5 V output; keep
A3 CPOT Lift-potentiometer input (from wiper contact).
A4 LIFT Lifting-request input. It must be connected to the
A5 LOWER Lowering-request input. It must be connected to the
A6 SEAT Seat input. It must be connected to the seat microswitch,
A7 CHA Incremental-encoder phase-A input.
A8 PENC Positive supply 12 V / 5 V for encoder.
A9 AGND Negative supply for the lifting potentiometer.
A10 ANIN2 Free analog input.
A11 HYDRO Hydraulic-steering request input, active high.
series to a 10 A fuse.
load impedance > 1 kOhm / 0.5 kOhm.
lifting-enable microswitch, active high.
lowering-enable microswitch, active high.
active to -Batt.
A12 CAN_T1 CAN termination. If it is connected with A21 (CAN_H1) it
introduces the 120 Ohm termination resistance between
CAN_L1 and CAN_H1.
A13 SR Speed-reduction request input. Active when the switch is
open. Not active when it is closed to -Batt.
A14 CHB Incremental-encoder phase-B input.
A15 NENC Negative supply for encoder.
A16 NLC Main-contactor output. The coil is driven to -Batt.
Freewheeling diode to the positive supply is built-in.
A17 PAUX Connect the positive supply of electrovalves (AUX and
EVP) to this pin. Take the positive supply immediately
after the main contactor.
A18 NAUX Auxiliary-coil output. The coil is driven to -Batt.
Freewheeling diode to A17 is built-in.
A19 NEVP Lowering-proportional-electrovalve output. The coil is
driven to the negative reference. Freewheeling diode to
A17 is built-in.
A20 CAN_L1 CAN bus 1 low-level signal.
A21 CAN_H1 CAN bus 1 high-level signal.
A22 NCAN CAN bus negative supply.
A23 PTHERM Motor-temperature-sensor input. It is possible to use a
digital or analog (PTC) sensor.
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Connector B
B1 PEV Connect the positive supply of electrovalves (EV1, EV2,
EV3, EV4, EV5) to this pin. Take the positive supply
immediately after the main contactor.
B2 ANIN3 Free analog input.
B3 ANIN5 Free analog input.
B4 3RD Third-speed input, to be connected to the 3
microswitch, active high.
B5 4TH Fourth-speed input, to be connected to the 4
microswitch, active high.
B6 2ND Second-speed input, to be connected to the 2
microswitch, active high.
B7 SH1/SIN First Hall-sensor input, active low. Using a special
hardware configuration it is possible to use it for the sin
signal of a sin/cos sensor.
B8 PSENS Positive supply 12 V / 5 V for Hall sensors (or sin/cos
sensor).
B9 NEV5 Output for the voltage-controlled PWM-modulated EV5
electrovalve; 1 A maximum continuous current (driving to
-Batt). Freewheeling diode to B1 is built-in.
B10 ANIN5 Free analog input.
B11 5TH Fifth-speed input, to be connected to the 5
th
microswitch, active high.
B12 CAN_T2 CAN termination. If it is connected to B21 (CAN_H2) it
introduces the 120 Ohm termination resistance between
CAN_L2 and CAN_H2.
B13 1ST First-speed input, to be connected to the 1
st
microswitch, active high.
B14 SH2/COS Second Hall-sensor input, active low. Using a special
hardware configuration it is possible to use it for the cos
signal of a sin/cos sensor.
B15 NSENS Negative supply for Hall sensors (or sin/cos sensor).
B16 NEV1 Output for the voltage-controlled PWM-modulated EV1
electrovalve; 1 A maximum continuous current (driving to
-Batt). Freewheeling diode to B1 is built-in.
B17 NEV2 Output for the voltage-controlled PWM-modulated EV2
electrovalve; 1 A maximum continuous current (driving to
-Batt). Freewheeling diode to B1 is built-in.
B18 NEV3 Output for the voltage-controlled PWM-modulated EV3
electrovalve; 1 A maximum continuous current (driving to
-Batt). Freewheeling diode to B1 is built-in.
B19 NEV4 Output for the voltage-controlled PWM-modulated EV4
electrovalve; 1 A maximum continuous current (driving to
-Batt). Freewheeling diode to B1 is built-in.
B20 CAN_L2 CAN bus 2 low-level signal.
B21 CAN_H2 CAN bus 2 high-level signal.
B22 SH3 Third Hall-sensor input, active low.
B23 FREE Free pin.
rd
-speed
th
-speed
nd
-speed
-speed
-speed
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5 INPUT DEVICES
This chapter describes the external devices needed to complete the ACE3
installation kit.
5.1 Key Input
5.1.1 Function
Start key switch of the vehicle, generally connected to the KEY input. It supplies with
the battery voltage the controller logic circuitry and it also pre-charges the DC-link
capacitors at key-on. The KEY voltage is monitored.
4 Note: external loads connected to the +Batt power terminal, such as proximity
switches, load the internal PTC resistor along the key input path, with the
consequence that the pre-charge voltage may be lower than expected.
5.1.2 Protection
The KEY input is protected against reverse polarity with a diode and it has got
approximately a 22 nF capacitance to -Batt for ESD protection and other filtering
elements. This capacitance may give a high current spike at the KEY input
depending on the external circuit.
Fuse FU1 (see functional drawings, chapter 3), should be sized according to the
number of motor controllers connected to it (10 A fuse is recommended) and the
current absorption of the KEY input (input power under 15 W).
5.2 Digital Inputs
Digital inputs are meant to work in the voltage range from -Batt to +Batt. Related
command devices (microswitches) must be connected to +Batt (typically to the key
voltage) or to -Batt, depending on the input configuration (refer to pin description in
chapter 4). Pull-down or pull-up resistors are built-in. Functional devices (like FW,
BW, PB, etc.) must be normally open, so that each associated function becomes
active when the microswitch closes.
Safety-related devices (like CUTBACK) must be normally closed, so that each
associated function becomes active when the microswitch opens.
5.2.1 Microswitches
- It is suggested to adopt microswitches with a contact resistance lower than
0.1 Ohm and a leakage current lower than 100 µA.
- In full-load condition, the voltage between the key-switch contacts must be lower
than 0.1 V.
- If the microswitches to be adopted have different specifications, it is suggested
to discuss them with Zapi technicians prior to employ them.
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5.3 Accelerator unit
One analog input can be connected to an accelerator unit. The accelerator unit can
consist of a potentiometer or a Hall-effect device. It should be in a three-wire
configuration. The potentiometer is supplied through terminal A2 (positive terminal)
and A9 (negative terminal). Potentiometer output signal (from the wiper contact)
must drive input CPOT (A3) and voltage signal must be in the 0 – 10 V range.
Potentiometer resistance should be in the 0.5 k – 10 k range; generally, current
should be in the 1.5 – 30 mA range. Faults can occur if this limit is exceeded.
The standard connection for the potentiometer is the one on the left of next figure
(potentiometer at rest on one end) in combination with a couple of travel-demand
switches. On request, it is also possible to adopt the configuration on the right
(potentiometer at rest in the middle) in combination with a couple of travel-demand
switches.
The procedure for automatic acquisition of the potentiometer signal is carried out
using the Console, by means of the PROGRAM VACC function. This enables the
adjustment of the minimum and maximum useful levels, in both direction. This
function is particularly useful when it is necessary to compensate for asymmetry of
mechanical elements associated with the potentiometer, especially relating to the
minimum level.
The following two graphs show the output voltage of a potentiometer versus the
mechanical angle of the control lever. Angles MI and MA indicate the points where
the direction switches close, while 0 represents the mechanical zero of the lever, i.e.
its rest position. Also, the relationship between motor voltage (Vmot) and
potentiometer voltage (Vacc) is shown. After the adjustment procedure, Vmot
percentage is mapped over the useful voltage ranges of the potentiometer, for both
directions. On the other hand, before calibration it results mapped over the default
0 – 5 V range.
Before PROGRAM VACC After PROGRAM VACC
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5.4 Other analog control unit
5.4.1 Standard version
1) Input A10 is an analog input, whose typical application is as reference for
proportional braking. The driving potentiometer should be in a three-wire
configuration, its resistance should be within the 0.5 – 10 k range, the current
within the 1.5 – 30 mA range and the voltage signal from 0 to 10 V.
2) Connections A23 (PTH) is used for a motor thermal sensor. It can be digital
(on/off sensor, normally closed) or analog.
5.4.2 Premium version
Three additional analog inputs are available:
1) Input B2 is an analog input, whose typical application is as reference for the
control of the proportional valve.
2) Input B10 is an analog input, whose typical application is as steering
reference.
3) Input B3 is an analog input, without a predefined function.
Each driving potentiometer should be in a three-wire configuration, its resistance
should be within the 0.5 – 10 k range, the current within the 1.5 – 30 mA range
and the voltage signal from 0 to 10 V.
5.5 Speed feedback
Motor control is based upon the motor speed feedback (sensored control). The
speed transducer is an incremental encoder, with two phases shifted by 90°.
The encoder can have the following features:
- Power supply: 5 V or 12 V.
- Electric output: open collector (NPN) or push-pull.
- Standard output (channel A and channel B, 90° shifted).
For more details about encoder installation also refer to paragraph 6.2.5.
4 Note: encoder resolution and motor poles pair that the controller is set to handle are
displayed in the home page of the PC CAN Console or of the Smart Console, as:
A3MT2B ZP1.13
Where:
A3MT = ACE3 traction controller (M stands for “Master μC”, S for “Slave μC”)
(A3MP = ACE3 pump controller)
2 = poles pair number
B = 64 pulses/rev
Encoder resolution (in pulses/rev ) is given by the last letter as:A = 32, B = 64, C =
80, D = 128
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5.5.1 Sin/Cos sensor and Hall sensors
ACE3 Premium provides a special interface to connect an absolute sin/cos sensor
or three Hall sensors for special applications that use brushless motor. For more
details about sensors installation also refer to paragraphs 6.2.6 and 6.2.7.
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6 INSTALLATION HINTS
Before starting the inverter, it is necessary to have the required material for a correct
installation. Wrong choice additional parts could lead to failures, misbehaviors or
bad performance.
6.1 Material overview
6.1.1 Connection cables
For the auxiliary circuits use cables with 0.5 mm² section.
For power connections, to the motor and from the battery, use cables with section of
50 mm² or more. Screwing torque for the power connections must be in the 13 - 15
Nm range.
For the optimum inverter performance, the cables from the battery should run side
by side and be as short as possible.
6.1.2 Contactors
Main contactor must always be installed. The output driving the coil is modulated
with a 1 kHz PWM basing on the setting of two parameters (MC VOLTAGE and MC
VOLTAGE RED.). After an initial delay of about 1 second, during which the coil is
driven with a percentage of VBATT set by the MC VOLTAGE parameter, the PWM
reduces the mean voltage down to the percentage set by the MC VOLTAGE RED.
parameter. This feature is useful to decrease the power dissipation of the coil and its
heating.
6.1.3 Fuses
- Use a 10 A fuse for protection of the auxiliary circuits.
- For the protection of the power unit, refer to chapter 10. The fuse value shown is
- For safety reasons, we recommend the use of protected fuses in order to
the maximum allowable. For special applications or requirements these values
can be reduced.
prevent the spreading of particles in case the fuse blows.
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6.2 Hardware installation
U Before doing any operation, ensure that the battery is disconnected and when
the installation is completed start the machine with the drive wheels raised
from the ground to ensure that any installation error do not compromise
safety.
U After the inverter turn-off, even with the key switch open, the internal
capacitors may remain charged for some time. For safe operation onto the
setup, it is recommended to disconnect the battery and to discharge the
capacitors by means of a resistor of about 10 – 100 Ohm between the +Batt
and -Batt terminals of the inverter.
6.2.1 Positioning and cooling of the controller
Install the inverter with the base-plate on a flat metallic surface.
- Ensure that the installation surface is clean and unpainted.
- Apply a thin layer of thermo-conductive grease between the two surfaces to
allow better heat dissipation.
- Ensure that cable terminals and connectors are correctly connected.
- Fit transient suppression devices to the horn, solenoids and contactors not
connected to the controller.
- Ensure the compartment to be ventilated and the heat-sinking materials ample.
- The heat-sinking material and should be sized on the performance requirement
of the machine. Abnormal ambient temperatures should be considered. In
situations where either external ventilation is poor or heat exchange is difficult,
forced ventilation should be used.
- The thermal energy dissipated by the power module varies with the current
drawn and with the duty cycle.
6.2.2 Wirings: power cables
- Power cables must be as short as possible to minimize power losses.
- They must be tightened onto the controller power posts with a torque in the 13
Nm – 15 Nm range.
- The ACE3 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.
U Do not connect the controller to a battery with a nominal voltage different to
the nominal value, indicated on the controller label. A higher battery voltage
may cause failures in the power section. A lower voltage may not allow the
controller to work.
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6.2.3 Wirings: CAN bus connections and possible interferences
4 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 Mbit/s.
It was introduced by the German company Bosch to be used in the automotive
industry to permit communication among the various electronic modules of a
vehicle. The connection scheme is illustrated in the following image.
- The best type of cables 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 shielded cables, where the shield is connected to the frame of the truck.
Sometimes it is sufficient a not shielded two-wire cable or a duplex cable.
- In a system like an industrial truck, where power cables carry currents of
hundreds of Ampere, voltage drops due to the impedance of the cables may be
considerable, and that could cause errors on the data transmitted through the
CAN wires. The following figures show an overview of wrong and right layouts
for the routing of CAN connected systems.
U Wrong Layout:
Module
Module
Module
The red lines are CAN wires.
The black boxes are different modules, for example a traction controller, a pump
controller and a display connected via CAN bus.
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The black lines are the power cables.
This is apparently a good layout, but actually it can bring to errors onto the CAN line.
The best solution depends on the type of nodes (modules) connected in the
network.
If the modules are very different in terms of power, then the preferable connection is
the daisy chain.
U Correct Layout:
Module
Note: Module 1 power > Module 2 power > Module 3 power
The chain starts from the –BATT post of the controller that deals with the highest
current, while the other ones are connected in a decreasing order of power.
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 (for example a steering
controller), the best way to address this configuration is creating a common ground
point (star configuration), as it is in the next figure.
U Correct Layout:
Module
Module
Module
Module
Note: Module 1 power ≈ Module 2 power > Module 3 power
In this case, the power cables of the two similar controllers must be as short as
possible. Of course also the diameter of the cables concurs in the voltage drops
described before (a greater diameter brings to a lower impedance), so in this last
example the cable between negative battery terminal and the center of the ground
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Module
Page 33
connection (pointed by the arrow in the image) must be sized taking into account
both thermal and voltage drop problems and considering the current drawn from the
battery by the overall system.
4 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
- simple design (readily available, multi sourced components and tools)
- low costs (less and smaller cables)
- high reliability (fewer connections)
- ease of analysis (easy connection with a pc to sniff the data being transferred onto
the bus).
6.2.4 Wirings: I/O connections
- After crimping the cables, verify that all strands are entrapped in the wire barrel.
- Verify that all the crimped contacts are completely inserted in the connector
cavities.
U A cable connected to the wrong pin can lead to short circuits and failure; so,
before turning on the truck for the first time, verify with a ohmmeter the
continuity between the starting point and the end of signal wires.
- For information about the pin assignment see chapter 4.
6.2.5 Connection of the encoder
ACE3 controller can handle different types of encoder. To control AC motor, it is
necessary to install an incremental encoder with two phases shifted by 90°. The
encoder supply can be 5 V or 12 V.
A8 +5V/+12V positive supply.
A15 GND negative supply.
A7 ENC A phase A.
A14 ENC B phase B.
Connection of encoder with +5 V supply.
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Connection of encoder with +12 V supply.
U VERY IMPORTANT
It is necessary to specify in the commercial 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.
6.2.6 Connection of a Sin/Cos sensor
When the PMSM is of the BLAC type, must be controlled with sine waves shape. A
PMSM is a BLAC when, by turning its shaft lightened, the electromotive force
between two motor terminals is of the shape sinusoidal.
To control PMAC motor with Zapi inverter, it is necessary to install an absolute
Sin/Cos sensor. The Sin/Cos sensor power supply can be +5 or +12 V. At the first
key an auto-teaching procedure it is necessary to permit to the controller to acquire
the sensor signals.
B8 +5V/+12V positive supply.
B15 GND negative supply.
B7 SIN sine signal.
B14 COS cosine signal.
Connection of sin/cos sensors.
U VERY IMPORTANT
It is necessary to specify in the commercial order the type of sensor used, in
terms of power supply, electronic output and n° of pulses for revolution,
because the logic unit and the software must be set in the correct way by Zapi
lines.
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6.2.7 Connection of Hall sensors
When the PMSM is of the BLDC type, must be controlled with a six steps inverter
(trapezoidal wave shape). A PMSM is a BLDC when, by turning its shaft lightened,
the electromotive force between two motor terminals is of the shape trapezoidal.
To control BLDC motor with Zapi inverter, it is necessary to three Hall sensors. Hall
sensors power supply can be +5 or +12 V.
B8 +5V/+12V positive supply.
B15 GND negative supply.
B7 HS1 Hall sensor 1.
B14 HS2 Hall sensor 2.
B22 HS3 Hall sensor 3.
Connection of Hall sensors.
U VERY IMPORTANT
It is absolutely mandatory to specify in the commercial order the type of
sensor to be used, in terms of supply voltage, electronic output and number
of pulses per revolution, configuration of hall sensors and the sensor
sequence when the rotor is spinning because the logic unit and the software
must be set in the correct way by Zapi lines.
6.2.8 Main-contactor and key connection
- The connection of the main contactor can be carried out as the following figure.
- The connection of the battery line switches must be carried out following
instructions from Zapi.
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- If a mechanical battery line switch is installed, it is necessary that the key supply
to the inverter is open together with power battery line; if not, the inverter may
be damaged if the switch is opened during a regenerative braking.
- An intrinsic protection is present against battery voltages above 140% of the
nominal one and against the key switching-off before disconnecting the battery
power line.
6.2.9 Insulation of truck frame
U 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.
6.3 Protection and safety features
6.3.1 Protection features
The ACE3 inverter is protected against:
- Battery polarity inversion
It is necessary to install a main contactor in order to protect the inverter 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 temperature excess. Also, the temperature can never exceed
105 °C.
- External agents
The inverter is protected against dust and sprays with a degree of protection
meeting IP65.
- Protection against uncontrolled movements
The main contactor will not close if:
- The power unit is not functioning.
- The logic unit is not functioning.
- The output voltage of the accelerator does not fall below the threshold given
by the minimum voltage value stored during the adjustment procedure, plus
1 V.
- One drive microswitch (forward or backward) is closed.
- Low battery charge
When the battery charge is low, the maximum current is reduced to half of the
maximum programmed current.
- Protection against accidental start up
A precise sequence of operations are necessary for the machine to start.
Operation does not begin if they are not correctly carried out.
Requests for drive must be made after closing the key switch.
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6.3.2 Safety Features
U ZAPI controllers are designed according to the prEN954-1 specifications for
safety related parts of the control system and according 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 customers 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.
The machine manufacturer holds the responsibility for the truck safety
features and related approval.
6.4 EMC
U EMC and ESD performances of an electronic system are strongly influenced
by the installation. Special attention must be given to lengths, paths and
shielding of the electric connections. These aspects are beyond of Zapi
control. Zapi can offer assistance and suggestions on EMC related problems,
basing on its long experience. However, ZAPI declines any responsibility for
non-compliance, malfunctions and failures, if correct testing is not made. The
machine manufacturer holds the responsibility to carry out machine
validation, based on existing norms (EN12895 for industrial truck; EN50081-2
for other applications).
EMC stands for Electromagnetic Compatibility, and it deals with the electromagnetic
behavior of an electrical device, both in terms of emission and reception of
electromagnetic waves that may cause electromagnetic interference with the
surrounding electronics.
So the analysis works in two directions:
1) The study of the emission problems, the disturbances generated by the device
and the possible countermeasures to prevent the propagation of that energy; we
talk about “conduction” issues when guiding structures such as 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 at high frequency which can generate RF energy. However wires
have the key role to propagate disturbs because they work as antennas, so a
good layout of the cables and their shielding can solve the majority of the
emission problems.
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2) The study of the immunity can be divided in two main branches: protection from
electromagnetic fields and from electrostatic discharge. The electromagnetic
immunity concerns 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
undergo. These tests are carried out at determined levels of electromagnetic
fields, simulating external undesired disturbances and verifying the response.
The second type of immunity, to 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 happens when there is a rapid transfer from one
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 thus causing malfunctions; this effect is particularly critical in
modern machines, with serial communications (CAN bus) which are spread
everywhere on the truck and which may carry critical information.
- 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 a temporary malfunction to a definitive failure of the
electronic device.
4 IMPORTANT NOTE: it is always much easier and cheaper to avoid ESD from being
generated, rather than increasing 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:
- SOURCE OF EMISSIONS: finding the main source of disturb and work on
it.
- SHIELDING: enclosing contactor and controller in a shielded box; using
shielded cables;
- 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.
3) ELECTROSTATIC IMMUNITY. Three ways can be followed to prevent
damages from ESD:
- 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.
- ISOLATION: use anti-static containers when transferring ESD-sensitive
material.
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- 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.
6.5 Various suggestions
- Never connect SCR low frequency chopper with asynchronous inverter because
the asynchronous filter capacitors alter the functioning of the SCR choppers. If it
is necessary to use two or more control units (traction and lift for ex.), they must
belong to the ZAPIMOS family.
- During battery charge, disconnect asynchronous from the battery.
AFFZP0BB – ACE3 – User Manual Page – 39/139
Page 40
7 INVERTER SETTINGS
7.1 Settings overview
Inverter settings are defined by a wide set of parameters, organized as follows.
PARAMETER
CHANGE
ACC. TORQUE DEL.
DEC. TORQUE DEL.
ACCELER. DELAY
RELEASE BRAKING
TILLER BRAKING
INVERS. BRAKING
DECEL. BRAKING
PEDAL BRAKING
SPEED LIMIT BRK.
STEER BRAKING
MAX SPEED FORW
MAX SPEED BACK
MAX SPEED LIFT
1ST PUMP SPEED
2ND PUMP SPEED
3RD PUMP SPEED
4TH PUMP SPEED
5TH PUMP SPEED
HYD PUMP SPEED
CUTBACK SPEED 1
CUTBACK SPEED 2
H&S CUTBACK
CTB. STEER ALARM
CURVE SPEED 1
CURVE CUTBACK
FREQUENCY CREEP
TORQUE CREEP
MAX. CURRENT TRA
MAX. CURRENT BRK
ACC SMOOTH
INV SMOOTH
STOP SMOOTH
BRK SMOOTH
STOP BRK SMOOTH
BACKING SPEED
BACKING TIME
EB. ENGAGE DELAY
AUXILIARY TIME
ROLLING DW SPEED
MIN EVP
MAX EVP
EVP OPEN DELAY
EVP CLOSE DELAY
HYDRO TIME
SET OPTIONS ADJUSTMENT
HM DISPLAY OPT.
HM CUSTOM 1 OPT.
HM CUSTOM 2 OPT.
TILL/SEAT SWITCH
EB ON TILLER BRK
BATTERY CHECK
STOP ON RAMP
PULL IN BRAKING
SOFT LANDING
QUICK INVERSION
PEDAL BRK ANALOG
HARD & SOFT
MAIN POT. TYPE
AUX POT. TYPE
SET MOT.TEMPERAT
STEERING TYPE
M.C. FUNCTION
EBRAKE ON APPL.
AUX OUT FUNCTION
SYNCRO
AUTO PARK BRAKE
AUTO LINE CONT.
ACCEL MODULATION
EVP TYPE
HIGH DYNAMIC
INVERSION MODE
STEER TABLE
WHEELBASE MM
FIXED AXLE MM
STEERING AXLE MM
REAR POT ON LEFT
DISPLAY TYPE
ABS.SENS.ACQUIRE
EV1
EV2
EV3
EV4
SET BATTERY
ADJUST KEY VOLT.
ADJUST BATTERY
SET POSITIVE PEB
SET PBRK. MIN
SET PBRK. MAX
MIN LIFT DC
MAX LIFT DC
MIN LOWER
MAX LOWER
THROTTLE 0 ZONE
THROTTLE X1 MAP
THROTTLE Y1 MAP
THROTTLE X2 MAP
THROTTLE Y2 MAP
THROTTLE X3 MAP
THROTTLE Y3 MAP
BAT. MIN ADJ.
BAT. MAX ADJ.
BDI ADJ STARTUP
BDI RESET
BATT.LOW TRESHLD
BAT.ENERGY SAVER
STEER RIGHT VOLT
STEER LEFT VOLT
STEER ZERO VOLT
MAX ANGLE RIGHT
MAX ANGLE LEFT
STEER DEAD ANGLE
STEER ANGLE 1
STEER ANGLE 2
SPEED FACTOR
SPEED ON MDI
LOAD HM FROM MDI
CHECK UP DONE
CHECK UP TYPE
MC VOLTAGE
MC VOLTAGE RED.
EB VOLTAGE
EB VOLTAGE RED.
PWM EV1
PWM EV2
PWM EV3
PWM EV4
PWM EV5
MAX MOTOR TEMP.
STOP MOTOR TEMP.
A.SENS.MAX SE
A.SENS.MIN SE
A.SENS.MAX CE
A.SENS.MIN CE
MOT.T. T.CUTBACK
VACC SETTING
SPECIAL
ADJUST.
ADJUSTMENT #01
ADJUSTMENT #02
CURR. SENS. COMP
DIS.CUR.FALLBACK
SET CURRENT
SET TEMPERATURE
HW BATTERY RANGE
DUTY PWM CTRAP
HW EXTENSION
PWM AT LOW FREQ
PWM AT HIGH FREQ
FREQ TO SWITCH
DITHER AMPLITUDE
DITHER FREQUENCY
HIGH ADDRESS
CAN BUS SPEED
EXTENDED FORMAT
DEBUG CANMESSAGE
CONTROLLER TYPE
SAFETY LEVEL
RS232 CONSOLLE
ID CANOPEN OFST
2ND SDO ID OFST
VDC START UP LIM
VDC UP LIMIT
VDC START DW LIM
VDC DW LIMIT
HARDWARE
SETTING
TOP MAX SPEED
CONF.POSITIVE LC
FEEDBACK SENSOR
ROTATION CW ENC
ROTATION CW MOT
ENCODER PULSES 1
ENCODER PULSES 2
MOTOR P. PAIRS 1
MOTOR P. PAIRS 2
***
HYDRO SETTINGS
HYDRO TIME
HYDRO FUNCTION
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Page 41
7.2 Settings description
This section provides detailed information about all the inverter settings.
In the following tables, “Parameter” columns also report between brackets lists of
the controller types where each parameter is available.
Controller types are coded as:
A = All controller types
T = Traction controllers (in single motor applications)
TM = Traction master controllers (in multiple motor applications)
TS = Traction supervisor controllers (in multiple motor applications)
P = AC pump controllers
CO = CANopen controllers
N = none
4 The parameters and the functionalities described in the following paragraphs are
referred to ZAPI Standard software. They could be different in any other customized
software releases depending on customer requests.
7.2.1 PARAMETER CHANGE
PARAMETER CHANGE
Parameter Allowable range Description
ACC. TORQUE DEL.
(T, TM, P, CO)
DEC. TORQUE DEL.
(T, TM, P, CO)
ACCELER. DELAY
(T, TM, P, CO)
RELEASE BRAKING
(T, TM, P, CO)
TILLER BRAKING
(T, TM)
0.1 s ÷ 10 s
(by steps of 0.1 s)
0.1 s ÷ 10 s
(by steps of 0.1 s)
0.1 s ÷ 25.5 s
(by steps of 0.1 s)
0.1 s ÷ 25.5 s
(by steps of 0.1 s)
0.1 s ÷ 25.5 s
(by steps of 0.1 s)
This parameter defines the acceleration ramp if TORQUE
CONTROL is ON, i.e. the time needed to increase the torque from
the minimum value up to the maximum one.
This parameter defines the deceleration ramp if TORQUE
CONTROL is ON, i.e. the time needed to decrease the torque
from the maximum value down to the minimum one.
This parameter defines the acceleration ramp, i.e. the time needed
to speed up the motor from 0 Hz up to 100 Hz.
A special software feature manages the acceleration ramp
depending on the speed setpoint (see paragraph 8.4).
This parameter defines the deceleration ramp performed after the
running request is released, i.e. the time needed to decelerate the
motor from 100 Hz down to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 8.4).
This parameter defines the deceleration ramp performed after the
tiller/seat switch is released, i.e. the time needed to decelerate the
motor from 100 Hz down to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 8.4).
INVERS. BRAKING
(T, TM, CO)
AFFZP0BB – ACE3 – User Manual Page – 41/139
0.1 s ÷ 25.5 s
(by steps of 0.1 s)
This parameter defines the deceleration ramp performed when the
direction switch is toggled during drive, i.e. the time needed to
decelerate the motor from 100 Hz down to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 8.4).
Page 42
PARAMETER CHANGE
Parameter Allowable range Description
DECEL. BRAKING
(T, TM, CO)
PEDAL BRAKING
(T, TM, CO)
SPEED LIMIT BRK.
(T, TM)
STEER BRAKING
(T, TM)
MAX SPEED FORW
(T, TM)
0.1 s ÷ 25.5 s
(by steps of 0.1 s)
0.1 s ÷ 25.5 s
(by steps of 0.1 s)
0.1 s ÷ 25.5 s
(by steps of 0.1 s)
0.1 s ÷ 25.5 s
(by steps of 0.1 s)
0% ÷ 100%
(by 1% steps)
This parameter defines the deceleration ramp performed when the
accelerator is released but not completely, i.e. the time needed to
decelerate the motor from 100 Hz down to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 8.5).
This parameter defines the deceleration ramp performed when the
braking pedal is pressed, i.e. the time needed to decelerate the
motor from 100 Hz down to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 8.5).
This parameter defines the deceleration ramp performed upon a
speed-reduction request, i.e. the time needed to decelerate the
motor from 100 Hz down to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 8.5).
This parameter defines the deceleration ramp related to the
steering angle, i.e. the time needed to decelerate the motor from
100 Hz down to 0 Hz.
A special software feature manages the deceleration ramp
depending on the starting speed (see paragraph 8.5).
This parameter defines the maximum speed in forward direction
as a percentage of TOP MAX SPEED.
MAX SPEED BACK
(T, TM)
MAX SPEED LIFT
(P)
1ST PUMP SPEED
(P)
2ND PUMP SPEED
(P)
3RD PUMP SPEED
(P)
4TH PUMP SPEED
(P)
5TH PUMP SPEED
(P)
0% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by 1% steps)
This parameter defines the maximum speed in backward direction
as a percentage of TOP MAX SPEED.
This parameter defines the maximum speed of the pump motor
during lift, as a percentage of the maximum voltage applied to the
pump motor.
st
This parameter defines the speed of the pump motor when 1
speed is requested. It represents a percentage of the maximum
pump speed.
nd
This parameter defines the speed of the pump motor when 2
speed is requested. It represents a percentage of the maximum
pump speed.
rd
This parameter defines the speed of the pump motor when 3
speed is requested. It represents a percentage of the maximum
pump speed.
th
This parameter defines the speed of the pump motor when 4
speed is requested. It represents a percentage of the maximum
pump speed.
th
This parameter defines the speed of the pump motor when 5
speed is requested. It represents a percentage of the maximum
pump speed.
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Page 43
PARAMETER CHANGE
Parameter Allowable range Description
HYD PUMP SPEED
(P)
CUTBACK SPEED 1
(T, TM, P)
CUTBACK SPEED 2
(T, TM, P)
H&S CUTBACK
(T, TM)
CTB. STEER ALARM
(T, TM)
CURVE SPEED 1
(T, TM)
CURVE CUTBACK
(T, TM)
0% ÷ 100%
(by 1% steps)
10% ÷ 100%
(by 1% steps)
10% ÷ 100%
(by 1% steps)
10% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by 1% steps)
1% ÷ 100%
(by 1% steps)
This parameter defines the speed of the pump motor used for the
steering, when HYDRO FUNCTION is ON. It represents a
percentage of the maximum pump speed.
This parameter defines the maximum speed performed when
cutback input 1 is active. It represents a percentage of TOP MAX
SPEED.
This parameter defines the maximum speed performed when
cutback input 2 is active. It represents a percentage of TOP MAX
SPEED.
This parameter defines the maximum speed performed when the
Hard-and-Soft function is active. It represents a percentage of
TOP MAX SPEED.
Note: by default H&S function is not present on ACE3.
This parameter defines the maximum traction speed when an
alarm from the EPS is read by the microcontroller, if the alarm is
not safety-related. The parameter represents a percentage of TOP
MAX SPEED.
This parameter defines the maximum traction speed when the
steering angle is equal to the STEER ANGLE 1 angle. The
parameter represents a percentage of TOP MAX SPEED.
This parameter defines the maximum traction speed when the
steering angle is equal to the STEER ANGLE 2 angle. The
parameter represents a percentage of TOP MAX SPEED.
FREQUENCY CREEP
(T, TM, P)
TORQUE CREEP
(T, TM, P, CO)
MAX. CURRENT TRA
(T, TM, P, CO)
MAX. CURRENT BRK
(T, TM, P, CO)
ACC SMOOTH
(T, TM, P, CO)
INV SMOOTH
(T, TM, CO)
STOP SMOOTH
(T, TM, P, CO)
0.6 Hz ÷ 25 Hz
(by steps of 0.1 Hz)
0% ÷ 100%
(255 steps)
0% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by 1% steps)
1 ÷ 5
(by steps of 0.1)
1 ÷ 5
(by steps of 0.1)
3 Hz ÷ 100 Hz
(by steps of 1 Hz)
This parameter defines the minimum speed when the forward- or
reverse-request switch is closed, but the accelerator is at its
minimum.
This parameter defines the minimum torque applied when torque
control is enabled and the forward- or reverse-request switch is
closed, but the accelerator is at its minimum.
This parameter defines the maximum current applied to the motor
during acceleration, as a percentage of the factory-calibrated
maximum current.
This parameter defines the maximum current applied to the motor
during deceleration, as a percentage of the factory-calibrated
maximum current.
This parameter defines the acceleration profile: 1 results in a
linear ramp, higher values result in smoother parabolic profiles.
This parameter defines the acceleration profile performed when
the truck changes direction: 1 results in a linear ramp, higher
values result in smoother parabolic profiles.
This parameter defines the frequency at which the smoothing
effect of the acceleration profile ends.
AFFZP0BB – ACE3 – User Manual Page – 43/139
Page 44
PARAMETER CHANGE
Parameter Allowable range Description
BRK SMOOTH
(T, TM, CO)
STOP BRK SMOOTH
(T, TM, CO)
BACKING SPEED
(T, TM)
BACKING TIME
(T, TM)
EB. ENGAGE DELAY
(T, TM, P, CO)
AUXILIARY TIME
(T, TM, P, CO)
ROLLING DW SPEED
(T, TM, P, CO)
1 ÷ 5
(by steps of 0.1)
3 Hz ÷ 100 Hz
(by steps of 1Hz)
0% ÷ 100%
(by 1% steps)
0 s ÷ 10 s
(by steps of 0.1 s)
0 s ÷ 12.75 s
(by steps of 0.05 s)
0 s ÷ 10 s
(by steps of 0.1 s)
1 Hz ÷ 50 Hz
(by steps of 1Hz)
This parameter defines the deceleration profile: 1 results in a
linear ramp, higher values result in smoother parabolic profiles.
This parameter defines the frequency at which the smoothing
effect of the deceleration profile ends.
This parameter defines maximum speed performed when the
inching function is active. The parameter represents a percentage
of TOP MAX SPEED.
This parameter defines the duration of the inching function.
This parameter defines the delay introduced between the traction
request and the actual activation of the traction motor. This takes
into account the delay occurring between the activation of the EB
output (i.e. after a traction request) and the effective EB release,
so to keep the motor stationary until the electromechanical brake
is actually released. The releasing delay of the brake can be
measured or it can be found in the datasheet.
For the encoder version, this parameter defines how long the truck
is hold in place if the STOP ON RAMP option is ON.
This parameter defines the maximum speed for the rolling-down
function.
MIN EVP
(A)
MAX EVP
(A)
EVP OPEN DELAY
(A)
EVP CLOSE DELAY
(A)
HYDRO TIME
(P)
0% ÷ 100%
(255 steps)
0% ÷ 100%
(255 steps)
0 s ÷ 12.75 s
(by steps of 0.05 s)
0 s ÷ 12.75 s
(by steps of 0.05 s)
0 s ÷ 20 s
(by steps of 0.1 s)
This parameter defines the minimum current applied to EVP when
the relative potentiometer is at minimum. This parameter is not
effective if the EVP is programmed like an on/off valve.
This parameter defines the maximum current applied to EVP when
the relative potentiometer is at maximum. This parameter also
determines the current value when the EVP is programmed like an
ON/OFF valve.
This parameter defines the time needed to increase the EVP
current from zero up to the maximum.
This parameter defines the time needed to decrease the EVP
current from the maximum down to zero.
This parameter defines how long the hydraulic steering remains
active after the traction request is released.
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Page 45
7.2.2 SET OPTIONS
SET OPTIONS
Parameter Allowable range Description
HM DISPLAY OPT.
(T, TM, P, CO)
HM CUSTOM 1 OPT.
(T, TM, P, CO)
0 ÷ 6 This parameter decides the configuration for the hour meter
shown on a display (i.e. MDI). The possible settings are the
same of HM CUSTOM 1 OPT. parameter.
0 ÷ 6 This parameter decides the configuration for the hour meter
number 1 accessible to the customer.
The possible settings are:
0: The hour meter counts since the controller is on.
1: The hour meter counts when the three-phase power
bridge is active
2: The hour meter counts when the DC motor power
bridge is active
3: The hour meter counts when one of the valve outputs
is active
4: The hour meter counts when the three-phase power
bridge is active or the DC motor power bridge is active
5: The hour meter counts when the DC motor power
bridge is active or one of the valve outputs is active
6: The hour meter counts when the three-phase power
bridge is active or the DC motor power bridge is active or
one of the valve outputs is active
Note: options 2, 4, 5 and 6 are not effective on ACE3
HM CUSTOM 2 OPT.
(T, TM, P, CO)
TILL/SEAT SWITCH
(T, TM, P)
EB ON TILLER BRK
(T)
0 ÷ 6
HANDLE ÷ SEAT This option handles the input A6. This input opens when the
OFF, ON This option defines how the electromechanical brake is
This parameter decides the configuration for the hour meter
number 2 accessible to the customer. The possible settings
are the same of HM CUSTOM 1 OPT. parameter.
operator leaves the truck. It is connected to a key voltage
when the operator is present.
HANDLE = input A6 is managed as tiller input (no delay
when released).
DEADMAN = input A6 is managed as dead-man input
(no delay when released).
SEAT = input A6 is managed as seat input (with a delay
when released and the de-bouncing function).
managed depending on the status of tiller/seat input:
ON = the electromechanical brake is engaged as soon
as the tiller input goes into OFF state. The deceleration
ramp defined by “tiller braking” parameter has no effect.
OFF = when the tiller input goes into OFF state, the “tiller
braking” ramp is applied before engaging the
electromechanical brake.
AFFZP0BB – ACE3 – User Manual Page – 45/139
Page 46
SET OPTIONS
Parameter Allowable range Description
BATTERY CHECK
(T, TM, P, CO)
STOP ON RAMP
(T, TM, P, CO)
0 ÷ 3 This option specifies the management of the low battery
charge situation. There are four levels of intervention:
0 = nothing happens; the battery charge level is
evaluated but ignored, meaning that no action is taken
when the battery runs out.
1 = the BATTERY LOW alarm occurs when the battery
level is evaluated to be lower or equal to 10% of the full
charge. With the BATTERY LOW alarm, the control
reduces the maximum speed down to 24% of the full
speed and it also reduces the maximum current down to
50% of the full current.
2 = the BATTERY LOW alarm occurs when the battery
level is evaluated to be lower or equal to 10% of the full
charge.
3 = the BATTERY LOW alarm occurs when the battery
level is evaluated to be lower or equal to 10% of the full
charge. With the BATTERY LOW alarm, the control
reduces the maximum speed down to 24% of the full
speed.
OFF, ON This parameter enables or disables the stop-on-ramp feature
(the truck is electrically held in place on a slope for a defined
time).
ON = the stop-on-ramp feature (truck electrically held on a
ramp) is performed for a time set in the "AUXILIARY TIME"
parameter. After this interval, the behavior depends on the
"AUX OUT FUNCTION" option.
OFF = the stop-on-ramp feature is not performed. A
controlled slowing down is performed for a minimum
duration set in the "AUXILIARY TIME" parameter. After this
time, the behavior depends on the “AUX OUT FUNCTION"
option.
For more details, see “Behavior on a slope” table at the end of
the paragraph.
PULL IN BRAKING
(A)
Page – 46/139 AFFZP0BB – ACE3 – User Manual
OFF, ON This parameter enables or disables the functionality that
continues to give torque even if the traction (or lift) request has
been released.
ON = when the operator releases the traction request, the
inverter keeps running the truck, as to oppose the friction
that tends to stop it. Similarly, in pump applications, when
the operator releases the lift request, the inverter keeps
running the pump avoiding the unwanted descent of the
forks.
OFF = when the operator releases the traction (or lift)
request, the inverter does not power anymore the motor.
This setting is useful especially for traction application.
When the truck is travelling over a ramp and the driver
wants to stop it by gravity, the motor must not be powered
anymore, until the truck stops.
Page 47
SET OPTIONS
Parameter Allowable range Description
SOFT LANDING
(A)
QUICK INVERSION
(T, TM, P)
PEDAL BRK AN ALOG
(T, TM)
OFF, ON This parameter enables or disables the control of the
deceleration rate of the truck when the accelerator is released.
ON = when the accelerator is released, the inverter
controls the deceleration rate of the truck through the
application of a linearly decreasing torque curve.
This is useful when the operator releases the accelerator
while the truck is going uphill. If the rise is steep, the truck
may stop fast and may also go backwards in short time,
possibly leading to a dangerous situation.
OFF = when the accelerator is released, the inverter does
not control the deceleration rate of the truck, instead it
stops driving the motor.
NONE ÷ BELLY This parameter defines the quick-inversion functionality.
NONE = the quick-inversion function is not managed.
BRAKE = upon a quick-inversion request, the motor is
braked.
TIMED = the quick-inversion function is timed: upon a QI
request the controller drives the motor in the opposite
direction for a fixed time (1.5 seconds by default).
BELLY = the quick-inversion function is managed but not
timed: upon a QI request the controller drives the motor in
the opposite direction until the request is released.
OFF, ON This parameter defines the kind of brake pedal adopted.
ON = brake pedal outputs an analog signal, braking is
linear.
OFF = brake pedal outputs a digital signal, braking is
on/off.
HARD & SOFT
(T, TM)
AFFZP0BB – ACE3 – User Manual Page – 47/139
OFF, ON This parameter enables or disables the Hard-and-Soft
functionality. With H&S, it is possible to start the truck (at
reduced speed) only by activating the H&S switch and the
accelerator, without the tiller input.
ON = H&S function is enabled
OFF = H&S function is disabled
Note: by default this function is not present on ACE3.
Page 48
SET OPTIONS
Parameter Allowable range Description
MAIN POT. TYPE
(T, TM)
0 ÷ 11 This parameter defines the type of the main potentiometer
connected to A3 contact.
0: V-type pot, low to high value, with direction switches,
without enable switch, without enable dead band.
1: V-type pot, low to high value, with direction switches,
without enable switch, with enable dead band.
2: V-type pot, high to low value, with direction switches,
without enable switch, without enable dead band.
3: V-type pot, high to low value, with direction switches,
without enable switch, with enable dead band.
4: Z-type pot, low to high value, with direction switches,
without enable switch, without enable dead band.
5: Z-type pot, low to high value, with direction switches,
without enable switch, with enable dead band.
6: Z-type pot, low to high value, without direction switches,
with enable switch, with enable dead band
7: Z-type pot, low to high value, without direction switches,
without enable switch, with enable dead band.
8: Z-type pot, high to low value, with direction switches,
without enable switch, without enable dead band.
9: Z-type pot, high to low value, with direction switches,
without enable switch, with enable dead band.
10: Z-type pot, high to low value, without direction
switches, with enable switch, with enable dead band.
11: Z-type pot, high to low value, without direction
switches, without enable switch, with enable dead band.
AUX POT. TYPE
(T, TM, TS, P)
SET MOT.TEMPERAT
(T, TM, P, CO)
0 ÷ 15 This parameter defines the type of the auxiliary potentiometer
connected to A10 contact.
0 ÷ 11: Same as MAIN POT. TYPE, see prev. parameter.
12: No pot, with direction switches, with enable switch
15: No pot, with direction switches, without enable switch
NONE ÷ OPTION#3 This parameter defines the type of motor temperature sensor
adopted.
NONE = no motor thermal sensor is connected.
DIGITAL = a digital (ON/OFF) motor thermal sensor is
connected to A23.
OPTION#1 = an analog motor thermal sensor is connected
to A23. The temperature sensor is a KTY 84-130 PTC
(positive thermal coefficient resistance).
OPTION#2 = an analog motor thermal sensor is connected
to A23. The temperature sensor is a KTY 83-130 PTC
(positive thermal coefficient resistance)
OPTION#3 = an analog motor thermal sensor is connected
to A23. The temperature sensor is a PT1000 PTC (positive
thermal coefficient resistance).
Page – 48/139 AFFZP0BB – ACE3 – User Manual
Page 49
SET OPTIONS
Parameter Allowable range Description
STEERING TYPE
(T, TM)
M.C. FUNCTION
(T, TM, P, CO)
NONE ÷ ANALOG This parameter defines which type of steering unit is
connected to the controller.
NONE = steering module is not present on the truck; ACE3
does not wait for any CAN message from the EPS and it
does not apply EPS and braking steering cutback.
OPTION#1 = EPS is present and it is configured with
encoder + toggle switches, whose signals are acquired
and related data transmitted to ACE3 via CAN bus.
OPTION#2 = EPS is present and it is configured with
potentiometer + encoder, whose signals are acquired and
related data transmitted to ACE3 via CAN bus.
ANALOG = A hydraulic steering is adopted and ACE3
acquires through one of its analog inputs the signal coming
from a steering potentiometer, as a feedback of the
steering orientation.
OFF ÷ OPTION#2 This parameter defines the configuration for the main contactor
or line contactor output (A16, NLC: Negative Line Contactor).
OFF = main contactor is not present. Diagnoses are
masked and MC is not driven.
ON = main contactor is in standalone configuration.
Diagnoses are performed and MC is closed after key-on
only if they have passed.
OPTION#1 = for a traction & pump setup, with only one
main contactor for both controllers. Diagnoses are
performed and MC is closed after key-on only if they have
passed.
OPTION#2 = for a traction & pump setup, with two main
contactors. Each controller drives its own MC. Diagnoses
are performed and MCs are closed after key-on only if they
have passed.
EBRAKE ON APPL.
(T, TM, P, CO)
AUX OUT FUNCTION
(A)
SYNCRO
(CO)
AFFZP0BB – ACE3 – User Manual Page – 49/139
ABSENT, PRESENT This parameter enables or disables the management of the
electromechanical brake:
ABSENT = the diagnosis are masked and E.B. is not
driven upon a traction request.
PRESENT = E.B. is driven upon a traction request if all the
related diagnosis pass.
NONE, BRAKE This parameter enables or disables the output A18 (NEB):
NONE = the diagnosis are masked and E.B. is not driven
upon a traction request.
BRAKE = E.B. is driven upon a traction request if all the
related diagnosis pass. The behavior on a slope depends
on the “STOP ON RAMP” setting (see “Behavior on a
slope” table at the end of the paragraph).
OFF, ON This parameter enables or disables the syncro message.
OFF = the Syncro message is not used.
ON = the Syncro message is enabled.
Page 50
SET OPTIONS
Parameter Allowable range Description
AUTO PARK BRAKE
(CO)
AUTO LINE CONT.
(CO)
ACCEL MODULATION
(T, TM, P, CO)
OFF, ON This parameter enables or disables the autonomous
management of the brake.
OFF = E.B. is activated or deactivated according to the
signal received via CAN bus.
ON = E.B. is managed by the controller itself ignoring any
activation/deactivation signal received via CAN bus.
OFF, ON This parameter enables or disables the autonomous
management of the main contactor.
OFF = main contactor is opened or closed according to the
signals received by CAN bus.
ON = main contactor is managed by the controller itself
ignoring any activation/deactivation signal received via
CAN bus.
OFF, ON This parameter enables or disables the acceleration-
modulation function.
OFF = the acceleration rate is inversely proportional to the
ACCEL DELAY parameter.
ON = the acceleration ramp is inversely proportional to the
ACCEL DELAY parameter only if speed setpoint is greater
than 100 Hz. Below 100 Hz the acceleration ramp is also
proportional to the speed setpoint, so that the acceleration
duration results equal to ACCEL DELAY.
See paragraph 8.4.
EVP TYPE
(A)
EV1
(A – Premium version
only)
EV2
(A – Premium version
only)
EV3
(A – Premium version
only)
NONE ÷ DIGITAL This parameter defines how the output A19 (EVP) operates.
NONE = output not enabled, no load connected to A19.
ANALOG = A19 manages a current-controlled
PWM-modulated proportional valve.
DIGITAL = A19 manages an on/off valve.
See the EVP-related parameters in PARAMETER CHANGE.
ABSENT, OPTION#2 This parameter defines how the output B16 (NEV1) operates.
ABSENT = output not enabled, no on B16.
OPTION#1 = B16 manages an on/off valve. By default it is
controlled by the 1
OPTION#2 = free for future use.
ABSENT, DIGITAL This parameter defines how the output B17 (NEV2) operates.
ABSENT = output not enabled, no on B17.
DIGITAL = B17 manages a voltage-controlled PWM-
modulated valve. The PWM frequency is 1kHz and the
duty cycle depends on PWM EV2 (ADJUSTMENT list).
ABSENT, DIGITAL This parameter defines how the output B18 (NEV3) operates.
ABSENT = output not enabled, no load on B18.
DIGITAL = B18 manages a voltage-controlled PWM-
modulated valve. The PWM frequency is 1kHz and the
duty cycle depends on PWM EV3 (ADJUSTMENT list).
st
-speed command.
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Page 51
SET OPTIONS
Parameter Allowable range Description
EV4
(A – Premium version
only)
EV5
(A – Premium version
only)
HIGH DYNAMIC
(T, TM, P, CO)
INVERSION MODE
(T, TM)
STEER TABLE
(TM)
ABSENT, DIGITAL This parameter defines how the output B19 (NEV4) operates.
ABSENT = output not enabled, no on B19.
DIGITAL = B19 manages an on/off valve.
ABSENT, DIGITAL This parameter defines how the output B9 (NEV5) operates.
ABSENT = output not enabled, no on B9.
DIGITAL = B9 manages an on/off valve.
OFF, ON This parameter enables or disables the High-Dynamic function.
ON = all acceleration and deceleration profiles set by
dedicated parameters are ignored and the controller works
always with maximum performance.
OFF = standard behavior.
OFF, ON This parameter defines the behavior of the Quick-Inversion
input A11.
ON = the Quick-Inversion switch is normally closed
(function is active when the switch is open).
OFF = the Quick-Inversion switch is normally open
(function is active when the switch is closed).
NONE ÷ OPTION#2 This parameter defines the steering table.
NONE = The inverter does not follow any predefined
steering table, but it creates a custom table according to
WHEELBASE MM, FIXED AXLE MM, STEERING AXLE
and REAR POT ON LEFT parameters.
OPTION#1 = Three-wheels predefined steering table.
OPTION#2 = Four-wheels predefined steering table.
The steering table depends on truck geometry. The two
available options by default may not fit the requirements
of your truck. It is advisable to store the dimensions of the
truck in the parameters listed above in order to create a
custom steering table.
It is strongly recommended to consult paragraph 8.7 in
order to properly understand how to fill the mentioned
parameters. If the steering performance of the truck does
not match your requirements even after you have entered
the right truck dimensions, contact a Zapi technician in
order to determine if a custom steering table has to be
created.
WHEELBASE MM
(TM)
FIXED AXLE MM
(TM)
AFFZP0BB – ACE3 – User Manual Page – 51/139
0 ÷ 32000 This parameter must be filled with the wheelbase, i.e. the
distance between the two axles of the truck, expressed in
millimeters.
See paragraph 8.7.
0 ÷ 32000 This parameter must be filled with the axle width at which the
non-steering wheels are connected, expressed in millimeters.
See paragraph 8.7
Page 52
SET OPTIONS
Parameter Allowable range Description
STEERING AXLE MM
(TM)
REAR POT ON LEFT
(TM)
DISPLAY TYPE
(T, TM, P)
ABS.SENS.ACQUIRE
(A – Only custom HW
with sin/cos)
0 ÷ 32000 This parameter must be filled with the axle length at which the
steering wheels are connected. The length must be expressed
in millimeters.
See paragraph 8.7
OFF, ON This parameter defines the position of the steering
potentiometer.
OFF = the steering potentiometer is not placed on the rear-
left wheel.
ON = the steering potentiometer is placed on the rear-left
wheel.
0 ÷ 9 This parameter defines which type of display is connected to
the inverter.
0 = none.
1 = MDI PRC.
2 = ECO DISPLAY.
3 = SMART DISPLAY.
4 = MDI CAN.
5 ÷ 9 = available for future developments.
OFF, ON This parameter activates the acquisition of motor speed sensor
used for PMSM (Permanent-Magnets Synchronous Motor).
Contact Zapi Technicians for a detailed description of the
acquisition procedure.
Behavior on a slope.
AUX
OUTPUT
BRAKE
A4 OUTPUT
It drives the coil of
an electromagnetic
brake.
STOP-ON-
RAMP
ON
OFF
The truck is electrically held in place. After the time set
in the "AUXILIARY TIME" parameter has elapsed, brake
is applied and the three-phase bridge released.
The truck is not electrically hold in place, instead it
drives down very slowly; when the time set in the
"AUXILIARY TIME " parameter has elapsed, brake is
applied and the three-phase bridge released.
Behavior on a slope
(when accelerator is released)
U Ensure the negative brake is installed and functioning before driving the truck
on any slope.
U Driving the truck on a slope without the brake functioning may lead to serious
accidents for the operators and surrounding people.
Page – 52/139 AFFZP0BB – ACE3 – User Manual
Page 53
7.2.3 ADJUSTMENT
ADJUSTMENT
Parameter Allowable range Description
SET BATTERY
(A)
ADJUST KEY VOLT.
(A)
ADJUST BATTERY
(A)
SET POSITIVE PEB
(A)
SET PBRK. MIN
(T, TM, TS, CO)
SET PBRK. MAX
(T, TM, TS, CO)
MIN LIFT DC
(Read Only)
(T, TM, TS, P)
24V ÷ 80V This parameter defines the nominal battery voltage. The
available options are:
36V, 48V, 72V, 80V
Volt Fine adjustment of the key voltage measured by the controller.
Calibrated by Zapi production department during the end of
line test.
Volt Fine adjustment of the battery voltage measured by the
controller. Calibrated by Zapi production department during the
end of line test.
12V ÷ 80V This parameter defines the supply-voltage value connected to
CNA-3. The available values are:
12V, 24V, 36V, 40V, 48V, 72V, 80V
0V ÷ 25.5V
(by steps of 0.1V)
0V ÷ 25.5V
(by steps of 0.1V)
0V ÷ 25.5V
(by steps of 0.1V)
It records the minimum value of brake potentiometer when the
brake is analog.
It records the maximum value of brake potentiometer when the
brake is analog.
It records the minimum value of lifting potentiometer when the
lift switch is closed.
See paragraph 8.2
MAX LIFT DC
(Read Only)
(T, TM, TS, P)
MIN LOWER
(Read Only)
(T, TM, TS, P)
MAX LOWER
(Read Only)
(T, TM, TS, P)
THROTTLE 0 ZONE
(T, TM, P)
THROTTLE X1 MAP
(T, TM, P)
THROTTLE Y1 MAP
(T, TM, P)
0V ÷ 25.5V
(by steps of 0.1V)
0V ÷ 25.5V
(by steps of 0.1V)
0V ÷ 25.5V
(by steps of 0.1V)
0% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by 1% steps)
It records the maximum value of lifting potentiometer when the
lift switch is closed.
See paragraph 8.2
It records the minimum value of lower potentiometer when the
lower switch is closed.
See paragraph 8.2
It records the maximum value of lower potentiometer when the
lower switch is closed.
See paragraph 8.2
This parameter defines a dead band in the accelerator input
curve.
See paragraph 8.8
This parameter defines the accelerator input curve.
See paragraph 8.8
This parameter defines the accelerator input curve.
See paragraph 8.8
AFFZP0BB – ACE3 – User Manual Page – 53/139
Page 54
ADJUSTMENT
Parameter Allowable range Description
THROTTLE X2 MAP
(T, TM, P)
THROTTLE Y2 MAP
(T, TM, P)
THROTTLE X3 MAP
(T, TM, P)
THROTTLE Y3 MAP
(T, TM, P)
BAT. MIN ADJ.
(T, TM, P, CO)
BAT. MAX ADJ.
(T, TM, P, CO)
BDI ADJ STARTUP
(T, TM, P, CO)
0% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by step of 1%)
-12.8% ÷ 12.7%
(by steps of 0.1%)
-12.8% ÷ 12.7%
(by steps of 0.1%)
-12.8% ÷ 12.7%
(by steps of 0.1%)
This parameter defines the accelerator input curve.
See paragraph 8.8
This parameter defines the accelerator input curve.
See paragraph 8.8
This parameter defines the accelerator input curve.
See paragraph 8.8
This parameter defines the accelerator input curve.
See paragraph 8.8
This parameter defines the minimum level of the
battery-discharge table. It is used to calibrate the discharge
algorithm for the adopted battery.
See paragraph 8.10
This parameter defines the maximum level of the
battery-discharge table. It is used to calibrate the discharge
algorithm for the adopted battery.
See paragraph 8.10
This parameter defines the start-up level of the battery-charge
table, in order to evaluate the battery charge at key-on.
See paragraph 8.10
BDI RESET
(T, TM, P, CO)
BATT.LOW TRESHLD
(T, TM, P, CO)
BAT.ENERGY SAVER
(A)
STEER RIGHT VOLT
(T,TM)
STEER LEFT VOLT
(T,TM)
STEER ZERO VOLT
(T,TM)
0% ÷ 100%
(by 1% steps)
1% ÷ 50%
(by 1% steps)
OFF, ON When this parameter is ON, the control saves the battery
0V ÷ 25.5V
(by steps of 0.1V)
0V ÷ 25.5V
(by steps of 0.1V)
0V ÷ 25.5V
(by steps of 0.1V)
This parameter defines the minimum variation of the batterydischarge table to update the battery percentage at start-up. It
is used to calibrate the discharge algorithm for the adopted
battery.
See paragraph 8.10
This parameter defines the minimum charge percentage under
which the BATTERY LOW alarm rises.
charge when it is below a certain charge threshold, through a
motor-torque reduction.
This parameter records the maximum steering-control voltage
while turning right.
See paragraph 8.3
This parameter records the maximum steering-control voltage
while turning left.
See paragraph 8.3
This parameter records the maximum steering-control voltage
when it is in the straight-ahead position
See paragraph 8.3
Page – 54/139 AFFZP0BB – ACE3 – User Manual
Page 55
ADJUSTMENT
Parameter Allowable range Description
MAX ANGLE RIGHT
(T,TM)
MAX ANGLE LEFT
(T,TM)
STEER DEAD ANGLE
(T, TM)
STEER ANGLE 1
(T, TM)
STEER ANGLE 2
(T, TM)
0° ÷ 90°
(by steps of 1°)
0° ÷ 90°
(by steps of 1°)
1° ÷ 50°
(by steps of 1°)
1° ÷ 90°
(by steps of 1°)
1° ÷ 90°
(by steps of 1°)
This parameter defines the maximum steering-wheel angle
while turning right.
This parameter defines the maximum steering-wheel angle
while turning left.
This parameter defines the maximum steering-wheel angle up
to which the permitted traction speed is 100%.
See paragraph 8.7
This parameter defines the steering-wheel angle at which
traction speed is reduced to the value imposed by CURVE
SPEED 1.
For steering-wheel angles between STEER DEAD ANGLE and
STEER ANGLE 1 traction speed is reduced linearly from 100%
to CURVE SPEED 1.
See paragraph 8.7
This parameter defines the steering-wheel angle beyond which
traction speed is reduced to CURVE CUTBACK.
For steering-wheel angles between STEER ANGLE1 and
STEER ANGLE 2 traction speed is reduced linearly from
CURVE SPEED 1 to CURVE CUTBACK.
See paragraph 8.7
SPEED FACTOR
(T, TM, CO)
SPEED ON MDI
(T, TM, CO)
LOAD HM FROM MDI
(T, TM, P, CO)
CHECK UP DONE
(T, TM, P, CO)
0 ÷ 255 This parameter defines the coefficient used for evaluating the
truck speed (in km/h) from the motor frequency (in Hz),
according to the following formula:
⁄
OFF, ON This parameter enables or disables the speed visualization on
MDI display:
ON = MDI shows traction speed when the truck is moving.
In steady-state condition the speed indication is replaced
by the hour-meter indication.
OFF = Standard MDI functionality.
OFF, ON This parameter enables or disables the transfer of the hour-
meter to a MDI unit.
OFF = controller hour meter is not transferred and
recorded on the MDI hour meter.
ON = controller hour meter is transferred and recorded on
the MDI hour meter (connected via the Serial Link).
OFF, ON In order to cancel the CHECK UP NEEDED warning, set this
parameter ON after the required maintenance service.
10∙
AFFZP0BB – ACE3 – User Manual Page – 55/139
Page 56
ADJUSTMENT
Parameter Allowable range Description
CHECK UP TYPE
(T, TM, P, CO)
PWM EV1
(A – Premium only)
PWM EV2
(A – Premium only)
PWM EV3
(A – Premium only)
PWM EV4
(A – Premium only)
PWM EV5
(A – Premium only)
NONE ÷ OPTION#3 This parameter defines the CHECK UP NEEDED warning:
NONE = no CHECK UP NEEDED warning.
OPTION#1 = CHECK UP NEEDED warning shown on the
hand-set and MDI after 300 hours.
OPTION#2 = like OPTION#1, plus speed reduction
intervenes after 340 hours.
OPTION#3 = like OPTION#2, plus the truck definitively
stops after 380 hours.
0% ÷ 100%
(255 steps)
0% ÷ 100%
(255 steps)
0% ÷ 100%
(255 steps)
0% ÷ 100%
(255 steps)
0% ÷ 100%
(255 steps)
This parameter defines the duty-cycle of the PWM applied to
EV1 output (B16).
This parameter defines the duty-cycle of the PWM applied to
EV2 output (B17).
This parameter defines the duty-cycle of the PWM applied to
EV3 output (B18).
This parameter defines the duty-cycle of the PWM applied to
EV4 output (B19).
This parameter defines the duty-cycle of the PWM applied to
EV5 output (B9).
MC VOLTAGE
(A)
MC VOLTAGE RED.
(A)
EB VOLTAGE
(A)
0% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by 1% steps)
0% ÷ 100%
(by 1% steps)
This parameter specifies the duty-cycle (t
ON/TPWM
) of the PWM
applied to the main-contactor output (A16) during the first
second after the activation signal that causes the main
contactor to close.
This parameter defines a percentage of MC VOLTAGE
parameter and it determines the duty-cycle applied after the
first second of activation of the contactor.
Example 1
MC VOLTAGE = 100%
MC VOLTAGE RED = 70%
The contactor is closed by applying 100% PWM to the coil
for one second, then duty-cycle is reduced to 70%.
Example 2
MC VOLTAGE = 70%
MC VOLTAGE RED. = 100%
The contactor is closed by applying 70% PWM to the coil
for one second, then duty-cycle is kept at the same value.
Example 3
MC VOLTAGE = 70%
MC VOLTAGE RED = 70%
The contactor is closed by applying 70% PWM to the coil
for one second, then duty-cycle is reduced to 49%.
This parameter specifies the duty-cycle (t
ON/TPWM
) of the PWM
applied to the main-contactor output (A18) during the first
second after the activation signal that causes the
electromechanical brake to release.
Page – 56/139 AFFZP0BB – ACE3 – User Manual
Page 57
ADJUSTMENT
Parameter Allowable range Description
EB VOLTAGE RED.
(A)
MAX MOTOR TEMP.
(T, TM, P, CO)
0% ÷ 100%
(by 1% steps)
60°C ÷ 175°C
(by steps of 1°C)
This parameter defines a percentage of EB VOLTAGE
parameter and it determines the duty-cycle applied after the
first second since when the electromechanical brake is
released.
Example 1
EB VOLTAGE = 100%
EB VOLTAGE RED = 70%
The electromechanical brake is released by applying 100%
PWM to the coil, then duty-cycle is reduced to 70%.
Example 2
EB VOLTAGE = 70%
EB VOLTAGE RED. = 100%
The electromechanical brake is closed by applying 70%
PWM to the coil for one second, then duty-cycle is kept at
the same value.
Example 3
MC VOLTAGE = 70%
MC VOLTAGE RED = 70%
The electromechanical brake is closed by applying 70%
PWM to the coil for one second, then duty-cycle is reduced
to 49% (70% of 70%).
This parameter defines the motor temperature above which a
50% cutback is applied to the maximum current. Cutback is
valid only during motoring, while during braking the 100% of
the maximum current is always available independently by the
temperature.
STOP MOTOR TEMP.
(T, TM, P, CO)
A.SENS.MAX SE
(A – Only sin/cos
customized HW)
A.SENS.MIN SE
(A – Only sin/cos
customized HW)
A.SENS.MAX CE
(A – Only sin/cos
customized HW)
A.SENS.MIN CE
(A – Only sin/cos
customized HW)
MOT.T. T.CUTBACK
(A)
60°C ÷ 190°C
(by steps of 1°C)
Volt This parameter records the maximum offset voltage at the sine
Volt This parameter records the minimum offset voltage at the sine
Volt This parameter records the maximum offset voltage at the
Volt This parameter records the minimum offset voltage at the
OFF, ON When this parameter is ON, the control linearly reduces the
This parameter defines the maximum motor temperature
permitted, above which the controller stops driving the motor.
analog input during the auto-teaching procedure.
It can be compared with the A.SENS.OFFSET SR entry value.
analog input during the auto-teaching procedure.
It can be compared with the A.SENS.OFFSET SR entry value.
cosine analog input during the auto-teaching procedure.
It can be compared with the A.SENS.OFFSET CR entry value.
cosine analog input during the auto-teaching procedure.
It can be compared with the A.SENS.OFFSET CR entry value.
motor torque basing on the motor temperature. Reference
limits of the linear reduction are MAX MOTOR TEMP and
TEMP. MOT. STOP.
VACC SETTING
(A)
AFFZP0BB – ACE3 – User Manual Page – 57/139
Volt See the PROGRAM VACC procedure in paragraphs 0 and
12.2.6.
Page 58
7.2.4 SPECIAL ADJUST.
4 Note: SPECIAL ADJUST. must only be accessed by skilled people. To change
settings in this group of settings, a special procedure is needed. Ask for this
procedure directly to a Zapi technician. In SPECIAL ADJUST. there are
factory-adjusted parameters that should be changed by expert technicians only.
SPECIAL ADJUST.
Parameter
ADJUSTMENT #01
(Read Only)
(A)
ADJUSTMENT #02
(Read Only)
(A)
CURR. SENS. COMP
(A)
DIS.CUR.FALLBACK
(A)
SET CURRENT
(Read Only)
(A)
SET TEMPERATURE
(A)
Allowable
range
0% ÷ 255%
(by 1% steps)
0% ÷ 255%
(by 1% steps)
OFF, ON (Factory adjusted). This parameter enables or disables the linear
OFF, ON This parameter disables or enables current reduction (applied after one
450A ÷ 650A (Factory adjusted). This parameter defines the nominal maximum current
0°C ÷ 255°C
(by 1°C steps)
(Factory adjusted). Gain of the first traction-motor current-sensing
amplifier.
NOTE: only Zapi technicians can change this value through a special
procedure.
(Factory adjusted). Gain of the second traction-motor current-sensing
amplifier.
NOTE: only Zapi technicians can change this value through a special
procedure.
compensation for the current sensors.
NOTE: only Zapi technicians can change this value through a special
procedure.
minute of traction).
ON = current reduction is disabled.
OFF = current reduction is enabled.
that the inverter can provide to the motor, in A
The available values are:
ACE3 ACE3 PW
24V
36/48V
80V
(Factory adjusted). This parameter calibrates the controller-temperature
reading.
600Arms 650Arms
450Arms 550Arms
Description
.
RMS
- 700Arms
HW BATTERY
RANGE
(Read Only)
(T, TM, P, CO)
DUTY PWM CTRAP
(Read Only)
(A)
Page – 58/139 AFFZP0BB – ACE3 – User Manual
0 ÷ 3 This parameter defines the battery voltage range. Reserved.
NOTE: only Zapi technicians can change this value.
0% ÷ 100% (Factory adjusted). This parameter defines the duty-cycle for the
overcurrent-detection circuit, i.e. its level of intervention. Reserved.
NOTE: only Zapi technicians can change this value.
Page 59
SPECIAL ADJUST.
Parameter
HW EXTENSION
(A)
PWM AT LOW FREQ
(A)
PWM AT HIGH FREQ
(A)
FREQ TO SWITCH
(A)
DITHER AMPLITUDE
(A)
Allowable
range
ABSENT,
PRESENT
(Factory adjusted). This parameter defines the power-bridge PWM
(Factory adjusted). This parameter defines the power-bridge PWM
(Factory adjusted). This parameter defines the electrical frequency at
0% ÷ 13% This parameter defines the dither signal amplitude. The dither signal is a
This parameter defines the controller version.
ABSENT = ACE3 standard version.
PRESENT = ACE3 premium version.
frequency at low speed.
NOTE: only Zapi technicians can change this value through a special
procedure.
frequency at high speed.
NOTE: only Zapi technicians can change this value through a special
procedure.
which the switching frequency is changed from “PWM AT LOW FREQ” to
“PWM AT HIGH FREQ”.
NOTE: only Zapi technicians can change this value through a special
procedure.
square wave added to the proportional-valve set-point. In this way the
response to set-point variations results optimized. This parameter is a
percentage of the valve maximum current. Setting the parameter to 0%
means the dither is not used.
The available values are:
0.0%, 1.0%, 2.5%, 4.0%, 5.5%, 7.0%, 8.5%, 10%, 11.5%, 13.0%
Description
DITHER FREQUENCY
(A)
HIGH ADDRESS
(A)
CAN BUS SPEED
(A)
EXTENDED FORMAT
(A)
DEBUG
CANMESSAGE
(A)
CONTROLLER TYPE
(A)
20.8 Hz ÷
83.3 Hz
0 ÷ 4 This parameter is used to access special memory addresses. Reserved.
20 kbps ÷ 500
kbps
OFF, ON This parameter defines the CAN bus protocol.
OFF, ON This parameter enables or disables special debug messages. Reserved.
0 ÷ 9 This parameter defines the controller type. Reserved.
This parameter defines the dither frequency.
The available values are:
20.8, 22.7, 25, 27.7, 31.2, 35.7, 41.6, 50, 62.5, 83.3
NOTE: only Zapi technicians can change this value.
This parameter defines the CAN bus data-rate in kbps.
The available values are:
20, 50, 125, 250, 500
ON = standard format (11 bit);
OFF = extended format (29bit).
NOTE: only Zapi technicians can change this value.
AFFZP0BB – ACE3 – User Manual Page – 59/139
Page 60
SPECIAL ADJUST.
Parameter
SAFETY LEVEL
(T, TM, P, CO)
RS232 CONSOLLE
(A)
ID CANOPEN OFST
(CO)
2ND SDO ID OFST
(A)
VDC START UP LIM
(T, TM, P, CO)
Allowable
range
0 ÷ 3 This parameter defines the safety level of the controller, i.e. the
functionality of the supervisor microcontroller.
0 = supervisor µC does not check any signal.
1 = supervisor µC checks the inputs and the outputs.
2 = supervisor µC checks the inputs and the motor set-point.
3 = supervisor µC checks the inputs, the outputs and the motor set-
point.
OFF ÷ ON This parameter enables or disables the console to change settings.
Reserved.
NOTE: only Zapi technicians can change this value.
0 ÷ 56
(by steps of 8)
0 ÷ 126
(by steps of 2)
0% ÷ 255%
(by 1% steps)
This parameter defines the offset of the CANopen frame IDs.
This parameter defines if another SDO communication channel has to be
added. Specify an ID offset different from 0 in order to enable the
channel.
This parameter defines the battery voltage (as percentage of the nominal
voltage) above which delivered power is reduced in order to avoid an
overvoltage condition during braking.
Description
VDC UP LIMIT
(T, TM, P, CO)
VDC START DW LIM
(T, TM, P, CO)
VDC DW LIMIT
(T, TM, P, CO)
0% ÷ 255%
(by 1% steps)
0% ÷ 255%
(by 1% steps)
0% ÷ 255%
(by 1% steps)
This parameter defines the battery voltage (as percentage of the nominal
voltage) above which the inverter stops and gives a LOGIC FAILURE #1
alarm in order to avoid a damaging overvoltage condition.
This parameter defines the battery voltage (as percentage of nominal
voltage) below which delivered power is reduced in order to avoid an
undervoltage condition (typically during accelerations with low battery).
This parameter defines the battery voltage (as percentage of nominal
voltage) below which the inverter stops and gives a LOGIC FAILURE #3
alarm in order to avoid an uncontrolled shutdown due to an undervoltage
condition.
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7.2.5 HARDWARE SETTING
The HARDWARE SETTING parameters group includes the motor-control-related
parameters. Only those parameters the user can modify are here described.
4 For descriptions and teaching about missing parameters contact a Zapi technician.
HARDWARE SETTING
Parameter Allowable range Description
TOP MAX SPEED
(T, TM, P, CO)
CONF.POSITIVE LC
(A)
FEEDBACK SENSOR
(A)
ROTATION CW ENC
(A)
0 Hz ÷ 600 Hz
(by steps of 10 Hz)
0 ÷ 2 This parameter defines the positive supply configuration
0 ÷ 4 This parameter defines the type of the adopted speed
OPTION#1, OPTION#2 This parameter defines the configuration of the encoder.
This parameter defines the maximum motor speed.
for the main-contactor coil.
0 = it is connected to PEB (A17)
1 = it is connected to KEY (A1)
2 = it is connected to SEAT input (A6)
sensor.
0 = incremental encoder
1 = sin/cos sensor
2 = incremental encoder + sin/cos sensor
3 = incremental encoder + sin/cos sensor + index
4 = PWM absolute sensor + incremental encoder +
index
5 = resolver
OPTION#1 = channel A anticipates channel B
OPTION#2 = channel B anticipates channel A
ROTATION CW MOT
(A)
ENCODER PULSES 1
(T, TM, P, CO)
AFFZP0BB – ACE3 – User Manual Page – 61/139
OPTION#1, OPTION#2 This parameter defines the sequence of the motor phases.
OPTION#1 = U-V-W corresponds to forward direction.
OPTION#2 = V-U-W corresponds to forward direction.
32 ÷ 1024 This parameter defines the number of encoder pulses per
revolution. It must be set equal to ENCODER PULSES 2;
otherwise the controller raises an alarm.
The available options are:
32, 48, 64, 80, 64, 128, 256, 512, 1024
NOTE: with standard HW the capability to use
encoders with high number of pulses could be
limited depending on the speed. Ask to Zapi
technicians before changing this parameter.
Page 62
HARDWARE SETTING
Parameter Allowable range Description
ENCODER PULSES 2
(T, TM, P, CO)
MOTOR P. PAIRS 1
(T, TM, P, CO)
MOTOR P. PAIRS 2
(T, TM, P, CO)
32 ÷ 1024 This parameter defines the number of encoder pulses per
revolution. It must be set equal to ENCODER PULSES 1;
otherwise the controller raises an alarm.
The available options are:
32, 48, 64, 80, 64, 128, 256, 512, 1024
NOTE: with standard HW the capability to use
encoders with high number of pulses could be
limited depending on the speed. Ask to Zapi
technicians before changing this parameter.
1 ÷ 30 This parameter defines the number of pole pairs of the
traction motor. It must be set equal to MOTOR P. PAIRS 2;
otherwise the controller raises an alarm.
1 ÷ 30 This parameter defines the number of pole pairs of the
traction motor. It must be set equal to MOTOR P. PAIRS 1;
otherwise the controller raises an alarm.
7.2.6 HYDRO SETTING
HYDRO SETTING
Parameter Allowable range Description
HYDRO TIME
(A)
HYDRO FUNCTION
(A)
0 s ÷ 200 s
(steps of 1 s)
NONE ÷ OPTION #2 This parameter defines how the pump feeding hydraulics is
This parameter defines the delay time between the
release of the hydraulic-function request and the actual
stop/release of the associated output, according to the
HYDRO FUNCTION setting and the HW configuration.
managed.
NONE = no hydraulic functions are present;
KEYON = ACE3 constantly drives the pump motor
from key-on.
RUNNING = ACE3 drives the pump motor only upon
an associated request (for example a lift request).
OPTION #1 = ACE3 does not drive the pump motor,
but the truck integrates hydraulics and ACE3 acts as
master controller managing a valve. The output that
drives the hydraulic valve (for example EVP) is
activated at key-on.
OPTION #2 = like OPTION#1, except the valve is
driven only upon request.
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7.3 TESTER function
The TESTER function gives real-time feedbacks about the state of controller, motor
and command devices. It is possible to know the state (active/inactive) of the digital
I/Os, the voltage value of the analog inputs and the state of the main variables used
for the motor and hydraulics control.
In the following tables, “Parameter” columns also report between brackets lists of
the controller types where each parameter is available.
Controller types are coded as:
A = All controller types
T = Traction controllers (in single motor applications)
TM = Traction master controllers (in multiple motor applications)
TS = Traction supervisor controllers (in multiple motor applications)
P = AC pump controllers
CO = CANopen controllers
N = none
7.3.1 Master microcontroller
The following table lists the master microcontroller data that can be monitored
through the TESTER function.
TESTER (Master)
Parameter
KEY VOLTAGE
(A)
BATTERY VOLTAGE
(A)
DC BUS CURRENT
(A)
BATTERY CHARGE
(A)
MOTOR VOLTAGE
(A)
INDEX OVERMOD.
(A)
Unit of measurement
(resolution)
Volt (0.1 V) Key voltage measured in real time.
Volt (0.1 V) Battery voltage measured in real time (across the DC
bus).
Ampere (1 A) Estimation of the DC current the inverter is drawing from
the battery.
Percentage (1%) Residual battery charge as percentage of the full charge.
Percentage (1%) Theoretical phase-to-phase voltage to be applied at the
motor terminals, as a percentage of the supply voltage.
The actual applied voltage is changed by INDEX
OVERMOD. (see next item).
Percentage (1%) Correction applied to the motor-voltage set-point in order
to compensate for the actual battery voltage.
The actual motor voltage delivered is the product of
MOTOR VOLTAGE and INDEX OVEMOD. .
Description
FREQUENCY
(A)
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Hertz (0.1 Hz) Frequency of the current sine-wave that the inverter is
supplying to the motor.
Page 64
TESTER (Master)
Parameter
MEASURED SPEED
(A)
SLIP VALUE
(A)
CURRENT RMS
(A)
IMAX LIM. TRA
(A)
IMAX LIM. BRK
(A)
Unit of measurement
(resolution)
Hertz (0.1 Hz) Motor speed measured through the encoder and
expressed in the same unit of FREQUENCY (Hz).
Hertz (0.01 Hz) Motor slip, i.e. difference between the current frequency
and the motor speed (in Hz).
Ampere (1 A) Root-mean-square value of the line current supplied to
the motor.
Description
2
2
Ampere (1 A) Instantaneous value of the maximum current the inverter
can apply to the motor to satisfy a traction request. The
value is evaluated basing on actual conditions (inverter
temperature, motor temperature, etc…).
Ampere (1 A) Instantaneous value of the maximum current the inverter
can apply to the motor to satisfy a braking request. The
value is evaluated basing on actual conditions (inverter
temperature, motor temperature, etc…).
ID FILTERED RMS
(A)
IQ FILTERED RMS
(A)
IQIMAX LIM. TRA
(A)
IQIMAX LIM. BRK
(A)
FLAGS LIMITATION
(A)
MOT. POWER WATT
(A)
STATOR FLUX MWB
(A)
MOTION TORQUE NM
(A)
Ampere (1 A) Projection of the current vector on the d-axis, expressed
in root-mean-square Ampere.
Ampere (1 A) Projection of the current vector on the q-axis, expressed
in root-mean-square Ampere.
Ampere (1 A) Maximum value of the q-axis current component,
according to traction-related settings, expressed in
root-mean-square Ampere.
Ampere (1 A) Maximum value of the q-axis current component,
according to braking-related settings, expressed in
root-mean-square Ampere.
ON, OFF Flag for any current limitation being active, for example
thermal current cutback, maximum current reached, etc. .
Watt (1 W) Estimation of the power supplied to the motor.
-3
Weber (0.1 mWb) Estimation of the motor magnetic flux.
10
Newton Meter (0.1 Nm) Estimation of the motor torque.
STEER ANGLE
(T, TM)
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Degrees (1°) Current steering-wheel angle. When the steering is
straight ahead STEER ANGLE is zero.
Page 65
TESTER (Master)
Parameter
TEMPERATURE
(A)
MOTOR TEMPERAT.
(A)
A6 TILLER
(T, TM)
A11 QI/PB
(T, TM)
B13 HS
(T, TM)
A4 FW SW
(T, TM, TS)
Unit of measurement
(resolution)
Celsius degrees (1 °C) Temperature measured on the inverter base plate.
This temperature is used for the HIGH TEMPERATURE
alarm.
Celsius degrees (1 °C) Motor-windings temperature.
Normally the sensor is a PTC Philips KTY84-130. This
temperature is used for the MOTOR OVERTEMP alarm.
OFF/ON Status of the TILLER/SEAT input (A6).
OFF/ON Status of the Pedal-Brake/Quick-Inversion input (A11)
OFF/ON Status of the Hard&Soft input (B13).
OFF/ON Status of the forward input (A4).
Description
A4 ENABLE
(T, TM, TS)
A5 BW SW
(T, TM)
B11 AUX3
(T, TM)
B4 AUX1
(T, TM)
B5 AUX2
(T, TM)
A13 SR/HB
(T, TM)
B6 FW-INCH
(TS)
B13 L-BW-IN
(TS)
OFF/ON Status of the driving-demand input (A4).
OFF/ON Status of the backward input (A5).
OFF/ON Status of the AUX3 input (B11) that enables EV3
OFF/ON Status of the AUX3 input (B4) that enables EV1
OFF/ON Status of the AUX3 input (B5) that enables EV2
OFF/ON Status of the Speed-Reduction/Hand-Brake input (A13).
OFF/ON Status of the forward-inching input (B6).
OFF/ON Status of the backward-inching input (B13).
A6 SEAT
(P)
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OFF/ON Status of the TILLER/SEAT input (A6).
Page 66
TESTER (Master)
Parameter
B13 SPD1
(P)
A11 HYDRO
(P)
A4 LFT/E
(P)
A5 LOWER
(P)
B6 SPD2
(P)
B4 SPD3
(P)
B5 SPD4
(P)
Unit of measurement
(resolution)
OFF/ON Status of the 1ST-speed input (B13).
OFF/ON Status of the hydraulic-steering input (A11).
OFF/ON Status of the lift input (A4).
OFF/ON Status of the lowering input (A5).
OFF/ON Status of the 2ND-speed input (B6).
OFF/ON Status of the 3RD-speed input (B4).
OFF/ON Status of the 4TH-speed input (B5).
Description
B11 SPD5
(P)
A13 CUTBAC1
(P)
NODE ID
(CO)
TARGET SPEED
(CO)
BRAKING REQUEST
(CO)
CONTROL WORD
(CO)
STATUS WORD
(CO)
WARNING SYSTEM
(CO)
OFF/ON Status of the 5TH-speed input (B11).
OFF/ON Status of the speed-reduction input (A13).
0 ÷ 56 Node ID setting for CAN OPEN Protocol
10 Hertz (1 daHz)
0 ÷ 255 This value shows the braking setpoint transmitted over
0 ÷ 65535 It shows the Control Word transmitted upon CAN OPEN
0 ÷ 65535 It shows the Status Word travelling upon CAN OPEN
0 ÷ 65535 In case of warning it shows the related warning code.
This value shows the speed setpoint transmitted over
CAN OPEN protocol. It is expressed in tenths of Hz.
CAN OPEN protocol.
protocol.
protocol.
TARGET EVP1
(CO)
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Percentage (1%) This value shows the setpoint of proportional
electrovalve EVP1 in CAN Open configuration.
Page 67
TESTER (Master)
Parameter
TORQUE REQ.
(CO)
TORQUE BRK REQ.
(CO)
A3 POT#1
(A)
A10 POT#2
(A)
B2 POT#3
(A)
B10 POT#4
(A)
B3 POT#5
(A)
Unit of measurement
(resolution)
Newton Meter (1 Nm) This value shows the torque setpoint for AC motor in
CAN Open configuration.
Newton Meter (1 Nm) This value shows the torque setpoint during braking for
AC motor in CAN Open configuration.
Volt (0.01V) Voltage of the analog signal on A3.
Volt (0.01V) Voltage of the analog signal on A10.
Volt (0.01V) Voltage of the analog signal on B2.
Volt (0.01V) Voltage of the analog signal on B10.
Volt (0.01V) Voltage of the analog signal on B3.
Description
SIN FB. INPUT
(A – Only for BLE3 with
sin/cos sensor)
COS FB. INPUT
(A – Only for BLE3 with
sin/cos sensor)
A19 SET EVP
(A)
B16 OUTPUT EV1
(A – Only Premium
version)
B17 OUTPUT EV2
(A – Only Premium
version)
B18 OUTPUT EV3
(A – Only Premium
version)
B19 OUTPUT EV4
(A – Only Premium
version)
Volt (0.01 V) Voltage of sine input (B7).
Volt (0.01 V) Voltage of cosine input (B14).
Percentage (1%) This value shows the setpoint of proportional
electrovalve EVP.
OFF/ON It shows the status of the EV1 output (B16).
OFF/ON It shows the status of the EV2 output (B17).
OFF/ON It shows the status of the EV3 output (B18).
OFF/ON It shows the status of the EV4 output (B19).
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TESTER (Master)
Parameter
B9 OUTPUT EV5
(A – Only Premium
version)
A16 MAIN CONT.
(A)
A18 ELEC.BRAKE
(A)
CTRAP HW
(A)
A.SENS.OFFSET SR
(A – Only for BLE3 with
sin/cos sensor)
A.SENS.OFFSET CR
(A – Only for BLE3 with
sin/cos sensor)
Unit of measurement
(resolution)
OFF/ON It shows the status of the EV5 output (B9).
Percentage (1%) This value shows the voltage applied over the main
contactor coil. It corresponds to the duty cycle value of
PWM applied and it is expressed in percentage.
Percentage (1%) This value shows the voltage applied over the electro
mechanic brake coil. It corresponds to the duty cycle
value of PWM applied and it is expressed in percentage.
Units (1) Number of hardware-overcurrent occurrences.
Digital units Offset of the encoder sine signal, acquired during the
absolute sensor acquisition automatic procedure.
Digital units Offset of the encoder cosine signals, acquired during the
absolute sensor acquisition automatic procedure.
Description
ANGLE OFFSET
(A – Only for BLE3 with
sin/cos sensor)
ANGLE OFFSET ENC
(A – Only for BLE3 with
sin/cos sensor)
ROTOR POSITION
(A – Only for BLE3 with
sin/cos sensor)
TRUCK SPEED
(T, TM, CO)
ODOMETER KM
(T, TM, CO)
CPU TIME F US
(A)
CPU TIME M US
(A)
Degrees Angle offset between the orientation of the rotor and the
position sensor.
Degrees Angle offset between the orientation of the rotor and the
index signal (on an ABI encoder).
Degrees Real-time absolute orientation of the rotor.
km/h (0.1 km/h) Speed of the truck (it requires custom software
embedding gear ratio and wheels radius).
km (1km) Odometer: overall distance traveled by the truck.
- Reserved for Zapi technicians use.
- Reserved for Zapi technicians use.
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Page 69
7.3.2 Supervisor microcontroller
The following table lists the supervisor microcontroller data that can be monitored
through the TESTER function.
TESTER (Supervisor)
Parameter
MEASURED SPEED
(A)
A4
(A)
A5
(A)
A11
(A)
B13
(A)
B6
(A)
B4
(A)
Unit of measure
(resolution)
Hertz (0.1 Hz) Motor speed measured through the encoder and
expressed in the same unit of FREQUENCY (Hz).
OFF/ON Status of input A4.
OFF/ON Status of input A5.
OFF/ON Status of input A11.
OFF/ON Status of input B13.
OFF/ON Status of input B6.
OFF/ON Status of input B4.
Description
B5
(A)
B11
(A)
A13
(A)
A3 POT#1
(A)
A10 POT#2
(A)
B2 POT#3
(A)
B10 POT#4
(A)
OFF/ON Status of input B5.
OFF/ON Status of input B11.
OFF/ON Status of input A13.
Volt (0.01V) Voltage of analog input A3.
Volt (0.01V) Voltage of analog input A10.
Volt (0.01V) Voltage of analog input B2.
Volt (0.01V) Voltage of analog input B10.
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Page 70
TESTER (Supervisor)
Parameter
B3 POT#5
(A)
CTRAP THRESOLD
(A)
WARNING SYSTEM
(CO)
Unit of measure
(resolution)
Volt (0.01V) Voltage of analog input B3.
Volt (0.01 V) Threshold voltage of the hardware overcurrent.
- In case of warning it shows the correspondent warning
code.
7.4 Set-up procedure for traction inverter
This section describes the basic set-up procedure for the ACE3 inverter in traction
configuration. If you need to replicate the same set of settings on different
controllers, use the SAVE and RESTORE sequence (see chapter 8); otherwise go
down the following sequence.
- In ADJUSTMENT, set BATTERY VOLTAGE according to your set-up (see
paragraph 7.2.3).
Description
- Check the wiring and that all commands are functioning. Use the TESTER
function to have real-time feedback about their state.
- Perform the accelerator acquisition using the PROGRAM VACC procedure
(see paragraph 8.1).
- Set the maximum current for traction and braking in MAX. CURRENT TRA
and MAX. CURRENT BRK (see paragraph 7.2.1).
- Set the motor-related parameters. It is suggested to discuss them with Zapi
technicians.
- Set SET MOT.TEMPERAT according to the type of the motor thermal
sensor adopted.
- Set the acceleration delay (ACCEL MODULATION and ACCEL DELAY
parameters). Test the behavior in both directions.
- Set the FREQUENCY CREEP starting from 0.3 Hz. The machine should
just move when the drive request is active. Increase the level accordingly.
- Set SPEED REDUCTION as required by your specifications.
- Set the other performance-related parameters such as
RELEASE BRAKING, INVERSION BRAKING, DECELERATION BRAKING,
PEDAL BRAKING, SPEED LIMIT BRAKING, MAX SPEED FORW,
MAX SPEED BACK.
- Make the choice for the truck behavior on a slope (STOP ON RAMP and
AUXILIARY TIME parameters).
- Test the truck in all operative conditions (with and without load, on flat and
on ramp, etc.).
At the end of your modifications, re-cycle the key switch to make them effective.
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7.4.1 Sin/cos-sensored case
Sin/Cos sensors have a sinusoidal output voltage, with variable amplitude and
offset, and normally sin/cos wave has an arbitrary shift with respect to magnetic field
“0” position. Offset, amplitude and angle must be set before starting a PM for the
first time.
Preliminary settings are the same described above. Plus, an automatic procedure,
embedded in the inverter software, must be activated only one time at
commissioning, to let the inverter acquire the values.
Before starting the procedure, please be sure that the motor is free to spin, with a
minimum load on the shaft.
- In OPTIONS, select ABS SENS. ACQUIRE.
- Select NO at the request of saving data (otherwise the main coil will be
opened).
- A message ACQUIRING ABS indicates that the acquisition procedure is
ready to start.
- Use the TESTER function to monitor the motor speed for the further steps.
- Activate the TILLER and FW (or BW) microswitches. Motor starts running in
open-loop mode.
- Because of the open-loop mode, it is normal if the reported speed is not
perfectly stable, but value on display must be, in any case, quite fixed.
- If the motor does not spin, it vibrates or speed on display oscillates too
much, stop the acquisition procedure releasing the FW or BW command
(see troubleshooting at the paragraph end).
- The first phase, where motor is spinning at low speed (something like 5Hz),
allows the Inverter to acquire signal offset and amplitude for both channels.
- After the previous steps are completed, rotor is aligned to the magnetic field
origin, and the angle between sin/cos zero value is acquired and stored.
- The next part is a sort of verification when motor is accelerated up to 50 Hz
in closed-loop mode.
- Because of the closed loop, the speed reported on display must be stable.
- If something has gone wrong (rotor is not correctly aligned because of
friction on the shaft or any other problem), it is possible that rotor starts
spinning at uncontrolled speed with high current absorption. The only way to
stop it is by switching the inverter off using the key switch.
- When the procedure is correctly completed, the main contactor opens and
display shows ACQUIRE END.
- Turn off and then on again the key switch; verify that motor can run
according to the accelerator input in both direction.
Inverter goes down the procedure automatically, every phase is marked by a
different message on display.
In case of problems, mainly in the first phase, please:
- Check that PM motor pole pairs is set correctly.
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- In HARDWARE SETTING increase the ABS.SENS. ACQ.ID parameter (the
motor current used for the open-loop phase) so to have more torque and
perhaps solve some friction problems (ID RMS MAX must be set
congruently).
- If increasing ABS.SENS. ACQ.ID is not enough, increase the
ABS.SENS.A.KTETA parameter. It manages the speed in the open-loop
phase and in some situations faster speed can help to achieve a more even
rotation.
4 Offset angle can also be manually refined using the MAN.OFFSET ANGLE
parameter. However, sensor voltage range must be first acquired using the
automatic procedure.
7.5 Set-up procedure for pump inverter
This section describes the basic set-up procedure for the ACE3 inverter in pump
configuration. If you need to replicate the same set of settings on different
controllers, use the SAVE and RESTORE sequence (see chapter 8); otherwise go
down the following sequence.
- In ADJUSTMENT, set BATTERY VOLTAGE according to your set-up (see
paragraph 7.2.3).
- Check the wiring and that all commands are functioning. Use the TESTER
function to have real-time feedback about their state.
- Perform the accelerator acquisition using the PROGRAM VACC procedure
(see paragraph 8.1).
- Set the maximum current for lift and lowering in MAX. CURRENT TRA and
MAX. CURRENT BRK (see paragraph 7.2.1).
- Set the motor-related parameters. It is suggested to discuss them with Zapi
technicians.
- Set SET MOT.TEMPERAT according to the type of the motor thermal
sensor adopted.
- Set the acceleration delay (ACCEL MODULATION and ACCEL DELAY
parameters). Test the behavior in both directions.
- Set the FREQUENCY CREEP starting from 0.3 Hz. The pump should just
run when the request is active. Increase the level accordingly.
- Set SPEED REDUCTION as required by your specifications.
- Set the other performance-related parameters such as MAX SPEED LIFT,
1ST SPEED COARSE, 2ND SPEED COARSE, 3RD SPEED COARSE.
- Set hydraulic-steering-related parameters, such as HYD SPEED FINE and
HYDRO TIME.
- Test the pump in all operative conditions (with and without load, etc.).
At the end of your modifications, re-cycle the key switch to make them effective.
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Page 73
8 OTHER FUNCTIONS
8.1 PROGRAM VACC function
This function enables the adjustment of the minimum and maximum useful levels of
the accelerator voltage, in both direction. This function is particularly useful when it
is necessary to compensate for asymmetry of mechanical elements associated with
the potentiometer, especially relating to the minimum level.
The following two graphs show the output voltage of a potentiometer versus the
mechanical angle of the control lever. Angles MI and MA indicate the points where
the direction switches close, while 0 represents the mechanical zero of the lever, i.e.
its rest position. Also, the relationship between motor voltage (Vmot) and
potentiometer voltage (Vacc) is shown. After the adjustment procedure, Vmot
percentage is mapped over the useful voltage ranges of the potentiometer, for both
directions. On the other hand, before calibration it results mapped over the default
0 – 5 V range.
Before ‘PROGRAM VACC’ After ‘PROGRAM VACC’
PROGREAM VACC can be carried out through Zapi PC CAN Console or through
Zapi Smart Console. For the step-by-step procedures of the two cases, refer to
paragraphs 0 and 12.2.6.
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8.2 PROGRAM LIFT / LOWER function
This function enables to adjust the minimum and maximum useful signal levels of lift
and lowering request. This function is useful when it is necessary to compensate for
asymmetry of the mechanical elements associated with the potentiometer,
especially relating to the minimum level.
This function looks for and records the minimum and maximum potentiometer wiper
voltage over the full mechanical range of the lever.
The values to be acquired are organized in the ADJUSTEMNT list, they are:
- MIN LIFT DC
- MAX LIFT DC
- MIN LOWER
- MAX LOWER
See paragraphs 12.1.4 or 12.2.7 for acquiring procedure.
8.3 PROGRAM STEER function
This enables the adjustment of the minimum and maximum useful signal levels of
the steering control. This function is useful when it is necessary to compensate for
asymmetry with the mechanical elements associated with the steer.
This function looks for and remembers the minimum, neutral and maximum voltage
over the full mechanical range of the steering. It enables compensation for
dissymmetry of the mechanical system between directions.
The values to be acquired are organized in the ADJUSTEMNT group; they are:
- STEER RIGHT VOLT
- STEER LEFT VOLT
- STEER ZERO VOLT
See paragraphs 12.1.5 or 12.2.8 for acquiring procedure.
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8.4 Acceleration time
The ACCEL DELAY parameter allows to define the acceleration rate depending on
the final-speed setpoint and on ACCEL MODULATION.
- ACCEL MODULATION = OFF
Acceleration time can be obtained applying this formula:
- ACCEL MODULATION = ON
Acceleration time is evaluated differently by software for final-speed setpoint
values above or below 100 Hz.
100
∙
Case 1
(black trace in the graph):
Final-speed setpoint = 100 Hz
ACCEL DELAY = 2,5 s
Acceleration time results 2.5 s.
Case 2
(red trace in the graph):
Final-speed setpoint = 60 Hz
ACCEL DELAY = 2,5 s
Acceleration rate is re-scaled so that acceleration time results equal to
ACCEL DELAY, in this case 2.5 s.
Case 3
(green trace in the graph):
Final-speed setpoint = 150 Hz
ACCEL DELAY = 2,5 s
Acceleration time results:
150
∙2.5 3,75
100
Figure 1: Acceleration time
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8.5 Deceleration time
The DECEL. BRAKING parameter allows to define the deceleration rate depending
on final-speed setpoint. Deceleration time is evaluated differently by software for
speed steps greater or smaller than 100 Hz.
Case 1
The deceleration time results 2.5 s.
Case 2
The deceleration rate is re-scaled so that the deceleration time results
equal to DECEL. BRAKING, in this case 2.5 s.
Case 3
The deceleration time results:
(black trace in the graph):
Initial speed = 110 Hz
Final-speed setpoint = 10 Hz
DECEL. BRAKING = 2,5 s
(red trace in the graph):
Initial speed = 60 Hz
Final-speed setpoint = 10 Hz
DECEL. BRAKING = 2,5 s
(green trace in the graph):
Initial speed = 150 Hz
Final-speed setpoint = 10 Hz
DECEL. BRAKING = 2,5 s
150
∙2.5 3,75
100
4 Note: This example is valid for all the braking-related parameters:
DECEL. BRAKING, INVER. BRAKING, RELEASE BRAKING, TILLER BRAKING,
PEDAL BRAKING, SPEED LIMIT BRK, STEER BRAKING.
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8.6 Acceleration smoothness
Smoothing-related parameters define a parabolic profile to the acceleration or
deceleration ramp near 0 rpm. Values have not a phisycal meaning: 1 means linear
ramp, higher values (up to 5) result in smoother the accelerations.
Figure 2: Smoothness
4 Note: This example is valid for ACC SMOOTH, BRK SMOOTH, INV SMOOTH.
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8.7 Steering curve
Steering-related parameters (CURVE SPEED 1, CURVE CUTBACK, STEER DEAD
ANGLE, STEER ANGLE 1 and STEER ANGLE 2) define a speed-reduction profile
dependent on the steering-wheel angle.
The profile is valid both for positive and negative angle values.
Example:
Three-wheel CB truck
Permitted steering-wheel angles = -90° ÷ 90°
CURVE SPEED 1 = 50%
CURVE CUTBACK = 30%
STEER DEAD ANGLE = 40°
STEER ANGLE 1 = 50°
STEER ANGLE 2 = 80°
This parameters set builds the speed profile represented in the graph below.
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8.8 Throttle response
The ACE3 controls the truck speed by means of a not linear function of the
accelerator position, as to provide a better resolution of the speed control when the
truck is moving slowly.
For the definition of such response, the following parameters are used:
THROTTLE 0 ZONE [% of MAX VACC]
THROTTLE X1 POINT [% of MAX VACC]
THROTTLE Y1 POINT [% of MAX SPEED]
THROTTLE X2 POINT [% of MAX VACC]
THROTTLE Y2 POINT [% of MAX SPEED]
THROTTLE X3 POINT [% of MAX VACC]
THROTTLE Y3 POINT [% of MAX SPEED]
The speed remains at the FREQUENCY CREEP value as long as the voltage from
the accelerator potentiometer is below THROTTLE 0 ZONE. Basically this defines a
dead zone close to the neutral position.
For higher potentiometer voltages, the speed setpoint grows up as a polygonal
chain defined by the following table of points.
Throttle signal
[% of MAX VACC]
0 FREQUENCY CREEP
THROTTLE 0 ZONE FREQUENCY CREEP
THROTTLE X1 POINT THROTTLE Y1 POINT
THROTTLE X2 POINT THROTTLE Y2 POINT
THROTTLE X3 POINT THROTTLE Y3 POINT
MAX VACC MAX SPEED
The following graph better displays the throttle – speed relationship.
Speed setpoint
[% of MAX VACC]
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Page 80
8.9 NLC & NEB output
For the NLC output (A16) [or NEB output (A18)] there is the possibility to set a pullin voltage and to define a retention voltage continuously applied to the coil.
MC VOLTAGE [or EB VOLTAGE] parameter specifies the duty cycle applied in the
first second after key-on and MC VOLT RED [or EB VOLT RED] determines the
duty-cycle applied after that, necessary to keep the contactor closed [or brake
disengaged] according to this formula:
%∙
Figure 3: NMC & NEB Output management
Example 1:
MC VOLTAGE = 100%
MC VOLTAGE RED = 70%
The contactor is closed by applying 100% of duty-cycle to the coil and then then it is
reduced to 70%.
Example 2:
MC VOLTAGE = 70%
MC VOLTAGE RED. = 100%
The contactor is closed by applying 70% of duty-cycle to the coil and then it is kept
at the same value.
Example 3:
MC VOLTAGE = 70%
MC VOLTAGE RED = 70%
The contactor is closed by applying 70% of duty-cycle to the coil and then it is
reduced to 49% (70% of 70%).
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8.10 Battery-charge detection
During operating condition, the battery-charge detection makes use of two
parameters that specify the full-charge voltage (100%) and the discharged-battery
voltage (10%): BAT.MAX.ADJ and 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-discharge detection occurs when
the battery is not totally discharged, it is necessary to reduce BAT.MIN.ADJ).
Moreover, BDI ADJ STARTUP adjusts the level of the battery charge table at the
start-up, in order to evaluate the battery charge at key-on. The minimum variation of
the battery charge that can be detected depends on the BDI RESET parameter.
The battery-charge detection works as the following procedure.
Start-up
Operating condition
Measure of the battery voltage, together with the charge percentage at the time of
the voltage sampling, give information about the instantaneous battery current.
1) The battery voltage is read when the battery current is not zero, that is when the
2) Vbatt is compared with a threshold value which comes as function of the actual
1) The battery voltage is read from key input when the battery current is zero,
that is when the output power stage is not driven. It is evaluated as the
average value over a window of time, hereafter addressed as Vbatt.
2) Vbatt is compared with a threshold value which comes as function of the
actual charge percentage; by this comparison a new charge percentage is
obtained.
3) The threshold value can be changed with the BDI ADJ STARTUP parameter.
4) If the new charge percentage is within the range “last percentage (last value
stored in EEPROM) ± BDI RESET” it is discarded; otherwise charge
percentage is updated with the new value.
output power stage is driven. Vbatt is evaluated as the average value over a
window of time.
charge percentage; by this comparison the current provided by the battery is
obtained.
3) Current obtained at step 2 integrated over time returns the energy drawn from
the battery, in Ah.
4) Charge percentage is dynamically updated basing on the energy from step 3.
Threshold values for the battery charge can be modified by means of
BAT.MAX.ADJ. and BAT.MIN.ADJ. as to adapt the battery-charge detection to the
specific battery in use.
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8.11 EVP control
EVP can be controlled as an analog current-controlled valve or as an on/off valve.
EVP TYPE = ANALOG
The analog control of the EVP coil is made by means of a linear relationship
between the lowering-potentiometer voltage and the set-point for the current
applied to the valve. Considering the case when the EVP request refers to the
lowering valve, the upper and lower limits of the linear profile are given by
MIN LOWER – MIN EVP and MAX LOWER – MAX EVP. Instead, EVP current
is kept at zero for potentiometer voltages below MIN LOWER.
EVP analog control.
EVP TYPE = DIGITAL
If EVP is set to work as an on/off valve, the MIN EVP parameter is disabled and
the current set point applied to the valve is only dependent on MAX EVP.
The dynamic delay of the current set-point variations, for both ANALOG and
DIGITAL cases, depends on the EVP OPEN DELAY and EVP CLOSE DELAY
parameters (see paragraph 7.2.1):
OPEN DELAY determines the current increase rate, i.e. it defines the time
needed to increase the EVP current from zero up to the maximum.
CLOSE DELAY determines the current decrease rate, i.e. it defines the
time needed to decrease the EVP current from the maximum down to zero
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EVP control: evolution over time.
Example 1:
Lowering output is set to be analog and the lowering request consists of a step
whose amplitude corresponds to MAX EVP.
The current is first set to the MIN EVP and then it is linearly increased up to
MAX EVP for the time set by the OPEN DELAY parameter.
In the same way, when the lowering request is released while the set-point is at the
maximum, the current is linearly reduced down to the minimum in a time equal to
CLOSE DELAY and, after that transition is completed, it is set to zero.
Example 2:
Lowering output is set to be digital.
As soon as the lowering request is applied, the current is increased from zero to
MAX EVP in a time equal to OPEN DELAY.
In the same way, when the lowering request is released, the current set-point is
linearly reduced down to zero in a time equal to CLOSE DELAY.
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8.12 Torque profile
By setting the proper parameter, it is possible to define a limit for the maximum
torque demand (through set points) in the weakening area, for matching two goals:
1. Not overtaking the maximum torque profile of the motor.
2. Superimposing a limiting profile to the maximum torque as to get different
drive performances (Eco mode, Medium performance, High performance).
Torque profile
Torque curves
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8.13 Steering table
Steering table allows to automatically calibrate the rotation applied to the steering
wheels so to obtain the desired steering angle of the truck.
The STEER TABLE parameter defines whether to adopt a custom or predefined
steering table:
NONE = custom steering table, according to the following parameters:
o WHEELBASE MM: distance between the front axle and the rear axle
of the truck.
o FIXED AXLE MM: axle width of the axle where the fixed wheels are.
o STEERING AXLE MM: axle width of the axle where the steering
wheels are.
All three previous parameters must be expressed in millimeters.
OPTION#1 = three-wheels predefined steering table.
OPTION#2 = four-wheels predefined steering table
Geometrical steering-related parameters.
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9 FAULTS DIAGNOSTIC SYSTEM
The fault diagnostic system of ACE3 controller consists of two main groups of faults:
ALARMS
Faults which cause the power section to stop, meaning the power bridge opens
and, when possible, the main contactor opens and the electromechanical brake
is applied.
Alarms are related to:
- Hardware failures in the motor or in the controller that forbid to run the truck.
- Safety-related failures.
WARNINGS
Faults which do not stop the truck or stop it by mean of a controlled regenerative
braking. The controller still works well, but it has detected conditions that require
to stop the truck, or at least to reduce its performance, without opening the
power devices.
Warnings are related to:
- Wrong sequences of operations by the operator.
- Conditions that require performance reduction in order to prevent major
failures (high temperature, …).
9.1 Alarms – Master uC
Error code Effect Condition
MC is not closed,
VDC LINK OVERV.
HOME SENS.ERR XX
IMS ERROR
SHORT CIRCUIT
SHORT CIRCUIT KO
PWM ACQ.ERROR
WATCHDOG
EVP DRIV. SHORT.
CONTROLLER MISM. MC is not closed, Start-up
EB is applied,
Traction/Pump, valves
stopped
MC is opened, EB is
applied,
EVP stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is opened, EB is
applied, Traction/Pump,
valves stopped
MC is closed or opened ,
EB is applied,
EVP stopped
Stand-by, running
Running Key re-cycle 0xFFB0 3 176 3
Start-up
Running
Start-up, stand-by Key re-cycle 0xFFA5 5 165 5
Start-up Key re-cycle 0xFFA4 6 164 6
Start-up, stand-by,
running
EVP off
Restart
procedure
Valves or
Traction/Pump
Request
Key re-cycle
Valves or
Traction/Pump
Request
Key re-cycle 0x6010 8 8 8
Traction/ Pump
request
Install the correct
software and Key
CAN
OPEN
CODE
0XFFCA 77 202 77
0XFFA7 4 167 4
0xFFA6 5 166 5
0x5003 9 215 9
0xFFEF 12 239 12
MDI
CODE
ZAPI
CODE
LED
CODE
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Error code Effect Condition
MC is not closed,
VDC LINK OVERV.
SEAT MISMATCH
LOGIC FAILURE #1
EB is applied,
Traction/Pump, valves
stopped
EB is applied,
Traction/Pump, valves
stopped
MC is not closed,
EB is applied,
Traction/Pump stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
Stand-by, running
Start-up, stand-by,
Stand-by, running
running
Restart
procedure
Valves or
Traction/Pump
Request
re-cycle
Valves or Traction/
Pump request
Valves or
Traction/Pump
Request
CAN
OPEN
CODE
0XFFCA 77 202 77
0xFFDE 15 222
0x5114 19 19 19
MDI
CODE
ZAPI
CODE
LED
CODE
15
MC is not closed,
LOGIC FAILURE #2
LOGIC FAILURE #3
LC COIL OPEN
IQ MISMATCHED Traction is stopped Running
INIT VMN LOW 01
INIT VMN LOW 02
INIT VMN LOW 03
INIT VMN HIGH 81
INIT VMN HIGH 82
INIT VMN HIGH 83
VMN HIGH
VMN LOW
HW FAULT 11
HW FAULT 12
HW FAULT 13
HW FAULT 01
HW FAULT 02
HW FAULT 03
POSITIVE LC OPEN
FIELD ORIENT KO
EB is applied,
Traction/Pump, valves
stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is not closed,
EB is applied,
Traction/Pump stopped
MC is not closed,
EB is applied,
Traction/Pump stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is opened, EB is
applied, Traction/Pump,
valves stopped
Start-up, stand-by,
Start-up, stand-by
Start-up, stand-by,
running
Start-up Key re-cycle 0x3121 30 207 30
Start-up
Start-up, stand-by
Start-up
Start-up Key re-cycle 0xFFE3 32 227 32
Start-up Key re-cycle 0xFFE3 32 227 32
Start-up, stand-by,
running
Running
Valves or
Traction/Pump
Request
Valves or
Traction/Pump
Request
Valves or
Traction/Pump
Request
Valves or
Traction/Pump
Request
Key re-cycle
Valves or
Traction/Pump
Request
Valves or
Traction/Pump
Request
Key re-cycle 0xFFD5 35 213 35
Valves or
Traction/Pump
0XFF12 18 18 18
0XFF11 17 17 17
0xFFE6 22 230 22
0xFFF5 24 245 24
0x3111 31 206
0x3110 31 31 31
0x3120 30 30 30
0xFFFD 36 253 36
31
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Error code Effect Condition
MC is not closed,
VDC LINK OVERV.
CONTACTOR CLOSED
CONTACTOR OPEN
POWER MISMATCH
WRONG SET BAT
MOT.PHASE SH.36
MOT.PHASE SH.37
MOT.PHASE SH.38
STBY I HIGH
EB is applied,
Traction/Pump, valves
stopped
MC is not closed
(command is not
activated),
EB is applied,
Traction/Pump stopped
MC is opened,
EB is applied,
Traction/Pump, valves
stopped
Traction is stopped
EB is applied,
MC is opened
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is not closed,
EB is applied,
Traction/Pump stopped
Stand-by, running
Start-up
Start-up, stand-by,
running
Running
Start-up
Start-up
Start-up, stand-by
Restart
procedure
Valves or
Traction/Pump
Request
Request
Valves or
Traction/Pump
Request
Valves or
Traction/Pump
Request
Traction/ Pump
request
The alarms
disappears as soon
as the voltage
comes back into the
correct range
Traction/ Pump
request
Valves or
Traction/Pump
Request
CAN
OPEN
CODE
0XFFCA 77 202 77
0x5442 37 37
0x5441 38 38
0xFFD4 39 212
0x3100 41 251 41
0xFFC4 47 196 47
0x2311 53 53 53
MDI
CODE
ZAPI
CODE
LED
CODE
37
38
39
OVERLOAD Traction is stopped Running Key re-cycle 0xFFB4 57 180 57
CAPACITOR CHARGE
TILLER ERROR
NO CAN MSG.
WRONG RAM MEM.
DRIVER SHORTED
CONTACTOR DRIVER
MC-EF COIL SHOR.
SPEED FB. ERROR
ENCODER ERROR
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
Traction stopped, EB
applied
MC is opened, EB is
applied, Traction/Pump,
valves stopped
MC is opened, EB is
applied, Traction/Pump,
valves stopped
MC is opened (the
command is released), EB
is applied, Traction/Pump,
valves stopped
MC is opened (the
command is released), EB
is applied, Traction/Pump,
valves stopped
MC is opened,
EB is applied,
Traction/Pump, valves
stopped
MC is opened , EB is
applied,
EVP stopped
MC is opened, EB is
applied, Traction/Pump,
Start-up
Stand-by, running
Start-up, stand-by,
running
Stand-by Key re-cycle
Start-up, stand-by,
running
Start-up, stand-by,
running
Start-up
(immediately after
MC closing), stand-
by, running
Running Key re-cycle 0xFFAF 81 175 81
Running
Valves or
Traction/Pump
Request
Valves or
Traction/Pump
Request
Valves or
Traction/Pump
Request
Valves or
Traction/Pump
Request
Valves or
Traction/Pump
Request
Valves or
Traction/Pump
Request
Valves or
Traction/Pump
0x3130 60 60 60
0xFFB9 64 185
0X8130 67 248 67
0xFFD2 71 210
0x3211 74 74 74
0x3221 75 75 75
0x2250 76 223 76
0xFF52 82 82
64
71
82
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Error code Effect Condition
MC is not closed,
VDC LINK OVERV.
WRONG ENC SET
ANALOG INPUT
CTRAP THRESHOLD
AUX BATT. SHORT
POS. EB. SHORTED
VDC OFF SHORTED
VKEY OFF SHORTED
POWERMOS
SHORTED
BUMPER STOP
WRONG SET KEY
WRONG SET
BATTERY
EB is applied,
Traction/Pump, valves
stopped
valves stopped Request
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is opened,
EB is applied,
traction/pump stopped
MC is opened (the
command is released), EB
is applied, Traction/Pump,
valves stopped
MC is opened,
EB is applied,
traction/pump stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is opened,
EB is applied,
traction/pump stopped
MC is opened,
EB is applied,
traction/pump stopped
MC is opened,
EB is applied,
traction/pump stopped
MC is opened,
EB is applied,
traction/pump stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
MC is not closed,
EB is applied,
Traction/Pump, valves
stopped
Stand-by, running
Stand-by, running Key re-cycle 0xFFFA 96 237 96
Start-up, stand-by,
Start-up, stand-by,
Start-up, stand-by,
Stand-by, running
Start-up, stand-by,
Start-up, stand-by,
Restart
procedure
Valves or
Traction/Pump
Request
Start-up Key re-cycle 0xFF51 83 181 83
Valves or
running
Running
Start-up Key re-cycle 0x3223 84 195 84
running
running
Start-up Key re-cycle 0xFFE9 89 233 89
running
running
Traction/Pump
Request
Key re-cycle
Key re-cycle
Key re-cycle 0x5101 20 220 20
Valves or
Traction/Pump
Request
Key re-cycle
Key re-cycle 0x3100 41 251 41
CAN
OPEN
CODE
0XFFCA 77 202 77
0xFFEB 99 235 99
0x5001 27 194
0xFFC8 88 200
0xFFA2 0 162 0
0x3101 41 170 41
MDI
CODE
ZAPI
CODE
LED
CODE
27
88
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9.1.1 Troubleshooting of master-uC alarms
1) VDC LINK OVERV.
Cause
This fault is displayed when the controller detects an overvoltage condition.
Overvoltage threshold is 65 V for 36/48V controllers and 116 V for 80V
controllers.
As soon as the fault occurs, power bridge and MC are opened. The condition is
triggered using the same HW interrupt used for undervoltage detection, uC
discerns between the two evaluating the voltage present across DC-link
capacitors:
- High voltage Overvoltage condition
- Low/normal voltage Undervoltage condition
Troubleshooting
If the alarm happens during the brake release, check the line contactor contact
and the battery power-cable connection.
2) LOGIC FAILURE #1
Cause
This fault is displayed when the controller detects an undervoltage condition at
the key input (A1).
Undervoltage threshold is 11V for 36/48V controllers and 30 V for 80V
controllers.
Troubleshooting (fault at startup or in standby)
- Fault can be caused by a key input signal characterized by pulses below
the undervoltage threshold, possibly due to external loads like DC/DC
converters starting-up, relays or contactors during switching periods,
solenoids energizing or de-energizing. Consider to remove such loads.
- If no voltage transient is detected on the supply line and the alarm is
present every time the key switches on, the failure probably lies in the
controller hardware. Replace the logic board.
Troubleshooting (fault displayed during motor driving)
- If the alarm occurs during motor acceleration or when there is a
hydraulic-related request, check the battery charge, the battery health and
power-cable connections.
3) LOGIC FAILURE #2
Cause
Fault in the hardware section of the logic board which deals with voltage
feedbacks of motor phases.
Troubleshooting
The failure lies in the controller hardware. Replace the controller.
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4) LOGIC FAILURE #3
Cause
An hardware problem in the logic board due to high currents (overload). An
overcurrent condition is triggered even if the power bridge is not driven.
Troubleshooting
The failure lies in the controller hardware. Replace the controller.
5) POSITIVE LC OPEN
Cause
The voltage feedback of LC driver (A16) is different from expected, i.e. it is not
in accordance with the driver operation.
Troubleshooting
- Verify LC coil is properly connected.
- Verify CONF. POSITIVE LC parameter is set in accordance with the actual
coil positive supply (see paragraph 7.2.5). Software, depending on the
parameter value, makes a proper diagnosis; a mismatch between the
hardware and the parameter configuration could generate a false fault.
- In case no failures/problems have been found, the problem is in the
controller, which has to be replaced.
6) CTRAP THRESHOLD
Cause
This alarm occurs when a mismatch is detected between the setpoint for the
overcurrent detection circuit (dependent on parameter DUTY PWM CTRAP, see
paragraph 7.2.4) and the feedback of the actual threshold value.
Troubleshooting
The failure lies in the controller hardware. Replace the logic board.
7) WATCH DOG
Cause
This is a safety related test. It is a self-diagnosis test that involves the logic
between master and supervisor microcontrollers.
Troubleshooting
This alarm could be caused by a CAN bus malfunctioning, which blinds
master-supervisor communication.
8) WRONG RAM MEM. 05
Cause
The algorithm implemented to check the main RAM registers finds wrong
contents: the register is “dirty”. This alarm inhibits the machine operations.
Troubleshooting
Try to switch the key off and then on again, if the alarm is still present replace
the logic board.
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9) TILLER ERROR
Cause
Input mismatch between Hard&Soft input (A11) and tiller/seat input (A6): the two
inputs are activated at the same time.
Troubleshooting
- Check if there are wrong connections in the external wiring.
- Using the TESTER function verify that inputs are in accordance with the
actual state of the external switches.
- Check if there is a short circuit between A11 and A6.
- In case no failures/problems have been found, the problem is in the
controller, which has to be replaced.
10) OVERLOAD
Cause
The motor current has overcome the limit fixed by hardware.
Troubleshooting
Reset the alarm by switching key off and on again.
If the alarm condition occurs again, ask for assistance to a Zapi technician. The
fault condition could be affected by wrong adjustments of motor parameters.
11) FIELD ORIENT. KO
Cause
The error between the Id (d-axis current) setpoint and the estimated Id is out of
range.
Troubleshooting
Ask for assistance to a Zapi technician in order to do the correct adjustment of
the motor parameters.
12) IQ MISMATCHED
Cause
The error between the Iq (q-axis current) setpoint and the estimated Iq is out of
range.
Troubleshooting
Ask for assistance to a Zapi technician in order to do the correct adjustment of
the motor parameters.
13) EVP DRIV. SHORT.
Cause
- The EVP driver is shorted (output A19).
- The microcontroller detects a mismatch between the valve set-point and
the feedback of the EVP output.
Troubleshooting
- Check if there is a short circuit or a low-impedance conduction path
between the negative of the coil and -BATT.
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- Collect information about:
- the voltage applied across the EVP coil,
- the current in the coil,
- features of the coil.
Ask for assistance to Zapi in order to verify that the software diagnoses are in
accordance with the type of coil employed.
- If the problem is not solved, it could be necessary to replace the controller.
14) CAPACITOR CHARGE
It is related to the capacitor-charging system:
Cause
When the key is switched on, the inverter tries to charge the power capacitors
through the series of a PTC and a power resistance, checking if the capacitors
are charged within a certain timeout. If the capacitor voltage results less than
20% of the nominal battery voltage, the alarm is raised and the main contactor
is not closed.
Troubleshooting
- Check if an external load in parallel to the capacitor bank, which sinks
current from the capacitors-charging circuit, thus preventing the caps from
charging well. Check if a lamp or a dc/dc converter or an auxiliary load is
placed in parallel to the capacitor bank.
- The charging resistance or PTC may be broken. Insert a power resistance
across line-contactor power terminals; if the alarm disappears, it means that
the charging resistance is damaged.
- The charging circuit has a failure or there is a problem in the power section.
Replace the controller.
15) MOT.PHASE SH.
Cause
Short circuit between two motor phases. The number that follows the alarm
identifies where the short circuit is located:
- 36 U – V short circuit
- 37 U – W short circuit
- 38 V – W short circuit
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Troubleshooting
- Verify the motor phases connection on the motor side
- Verify the motor phases connection on the inverter side
- Check the motor power cables.
- Replace the controller.
- If the alarm does not disappear, the problem is in the motor. Replace it.
16) INIT VMN LOW 01/02/03
Cause
Before switching the LC on, the software checks the power-bridge voltage
without driving it. The software expects the voltage to be in a “steady state”
value. If it is too low, this alarm occurs.
Troubleshooting
- Check the motor power cables.
- Check the impedance between U, V and W terminals and -Batt terminal of
the controller.
- Check the motor leakage to truck frame.
- If the motor connections are OK and there are no external low impedance
paths, the problem is inside the controller. Replace it.
17) INIT VMN HIGH 81/82/83
Cause
Before switching the LC on, the software checks the power-bridge voltage
without driving it.
The software expects the voltage to be in a “steady state” value.
If it is too high, this alarm occurs.
Troubleshooting
- Check the motor power cables;
- Check the impedance between U, V and W terminals and -Batt terminal of
the controller.
- Check the motor leakage to truck frame.
- If the motor connections are OK and there are no external low impedance
paths, the problem is inside the controller. Replace it.
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18) VMN LOW
Cause 1
Start-up test. Before switching the LC on, the software checks the power bridge:
it turns on alternatively the high-side power MOSFETs and expects the phase
voltages increase toward the positive rail value. If one phase voltage is below
66% of the rail voltage, this alarm occurs.
Cause 2
Motor running test. When the motor is running, the power bridge is on and the
motor voltage feedback tested; if it is lower than expected value (a range of
values is considered), the controller enters in fault state.
Troubleshooting
- If the problem occurs at start up (the LC does not close at all), check:
o motor internal connections (ohmic continuity);
o motor power-cables connections;
o if the motor connections are OK, the problem is inside the controller;
replace it.
- If the alarm occurs while the motor is running, check:
o motor connections;
o that the LC power contact closes properly, with a good contact;
o if no problem is found, the problem is inside the controller. Replace it.
19) VMN HIGH
Cause 1
Before switching the LC on, the software checks the power bridge: it turns on
alternatively the low-side power MOSFETs and expects the phase voltages
decrease down to -BATT. If the phase voltages are higher than 10% of the
nominal battery voltage, this alarm occurs.
Cause 2
This alarm may also occur when the start-up diagnosis has succeeded and so
the LC has been closed. In this condition, the phase voltages are expected to be
lower than half the battery voltage. If one of them is higher than that value, this
alarm occurs.
Troubleshooting
- If the problem occurs at start-up (the LC does not close), check:
o motor internal connections (ohmic continuity);
o motor power cables connections;
o if the motor connections are OK, the problem is inside the controller.
Replace it.
- If the alarm occurs while the motor is running, check:
o motor connections;
o that the LC power contact closes properly, with a good contact;
o if no problem is found, the problem is inside the controller. Replace it.
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20) HW FAULT 11/12/13
Cause
At each start-up the supervisor microcontroller checks that the hardware circuit
intended to enable and disable the LC driver (A16) works properly.
Troubleshooting
This type of fault is not related to external components. Replace the logic board.
21) HW FAULT 01/02/03
Cause
At each start-up the supervisor microcontroller checks that the hardware circuit
for enabling and disabling of the power bridge works properly.
Troubleshooting
This type of fault is not related to external components. Replace the logic board.
22) POWER MISMATCH
Cause
The error between the power setpoint and the estimated power is out of range.
Troubleshooting
Ask for assistance to a Zapi technician about the correct adjustment of the
motor parameters.
23) SEAT MISMATCH
Cause
This alarm can appear only in a Traction + Pump configuration.
There is an input mismatch between the traction controller and the pump
controller relatively to the seat input (A6): the two values recorded by the two
controllers are different.
Troubleshooting
- Check if there are wrong connections in the external wiring.
- Using the TESTER function verify that the seat inputs are in accordance
with the actual state of the external switch.
- In case no failures/problems have been found, the problem is in the
controller, which has to be replaced.
24) STBY I HIGH
Cause
In standby, the sensor detects a current value different from zero.
Troubleshooting
The current sensor or the current feedback circuit is damaged. Replace the
controller.
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25) CONTROLLER MISM.
Cause
The software is not compatible with the hardware. Each controller produced is
“signed” at the end of line test with a specific code mark saved in EEPROM
according to the customized Part Number.
According with this “sign”, only the customized firmware can be uploaded.
Troubleshooting
- Upload the correct firmware.
- Ask for assistance to a Zapi technician in order to verify that the firmware is
correct.
26) ENCODER ERROR
Cause
This fault occurs in the 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 of milliseconds. This condition is related to an
encoder failure.
Troubleshooting
- Check the electrical and the mechanical functionality of the encoder and the
wires crimping.
- Check the mechanical installation of the encoder, if the encoder slips inside
its housing it will raise this alarm.
- Also the electromagnetic noise on the sensor can be the cause for the
alarm. In these cases try to replace the encoder.
- If the problem is still present after replacing the encoder, the failure is in the
controller.
27) SPEED FB. ERROR
Cause
This alarm occurs if the absolute position sensor is used also for speed
estimation. If signaled, it means that the controller measured that the engine
was moving too quick.
Troubleshooting
- Check that the sensor used is compatible with the software release.
- Check the sensor mechanical installation and if it works properly.
- Also the electromagnetic noise on the sensor can be a cause for the alarm.
- If no problem is found on the motor or on the speed sensor, the problem is
inside the controller, it is necessary to replace the logic board.
28) WRONG ENC SET
Cause
Mismatch between “ENCODER PULSES 1” parameter and “ENCODER
PULSES 2” parameter (see paragraph 7.2.5).
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Troubleshooting
Set the two parameters with the same value, according to the adopted encoder.
29) CONTACTOR CLOSED
Cause
Before driving the LC coil, the controller checks if the contactor is stuck. The
controller drives the power bridge for several dozens of milliseconds, trying to
discharge the capacitors bank. If the capacitor voltage does not decrease by
more than 20% of the key voltage, the alarm is raised.
Troubleshooting
It is suggested to verify the power contacts of LC; if they are stuck, is necessary
to replace the LC.
30) CONTACTOR OPEN
Cause
The LC coil is driven by the controller, but it seems that the power contacts do
not close. In order to detect this condition the controller injects a DC current into
the motor and checks the voltage on power capacitor. If the power capacitors
get discharged it means that the main contactor is open.
Troubleshooting
- LC contacts are not working. Replace the LC.
- If LC contacts are working correctly, contact a Zapi technician.
31) CONTACTOR DRIVER
Cause
The LC coil driver is not able to drive the load. The device itself or its driver
circuit is damaged.
Troubleshooting
This type of fault is not related to external components; replace the logic board.
32) LC COIL OPEN
Cause
This fault appears when no load is connected between the NLC output (A16)
and the positive voltage (for example +KEY).
Troubleshooting
- Check the wiring, in order to verify if LC coil is connected to the right
connector pin and if it is not interrupted.
- If the alarm is still present, than the problem is inside the logic board;
replace it.
33) MC-EF COIL SHOR.
Cause
This alarm occurs when there is an overload of the MC driver (A16) and EB
driver (A17). As soon as the overload condition disappears, the alarm will be
removed automatically by releasing and then enabling a travel demand.
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Troubleshooting
- Check the connections between the controller outputs and the loads.
- Collect information about characteristics of the coils connected to the two
drivers and ask for assistance to a Zapi technician in order to verify that the
maximum current that can be supplied by the hardware is not exceeded.
- In case no failures/problems have been found, the problem is in the
controller, which has to be replaced.
34) ANALOG INPUT
Cause
This alarm occurs when the A/D conversion of the analog inputs returns frozen
values, on all the converted signals, for more than 400 ms. The goal of this
diagnosis is to detect a failure in the A/D converter or a problem in the code flow
that skips the refresh of the analog signal conversion.
Troubleshooting
If the problem occurs permanently it is necessary to replace the logic board.
35) DRIVER SHORTED
Cause
The driver of the LC coil is shorted.
Troubleshooting
- Check if there is a short or a low impedance pull-down between NLC (A16
(A26)) and –BATT.
- The driver circuit is damaged; replace the logic board.
36) POWER ACQ. ERROR
Cause
This alarm occurs only when the controller is configured to drive a PMSM and
the feedback sensor selected in the HARDWARE SETTING list is ENCODER
ABI + PWM.
The controller does not detect correct information on PWM input at start-up.
Troubleshooting
- Re-cycle the key.
- Check the sensor in order to verify that it works properly.
- Check the wiring.
- If the problem occurs permanently it is necessary to substitute logic board.
37) HOME SENSOR CORR
Cause
The controller detected a difference between the estimated absolute orientation
of the rotor and the position of the index signal (ABI encoder).
It is caused by a wrong acquisition of the angle offset between the orientation of
the rotor and the index signal.
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Troubleshooting
Repeat the auto-teaching procedure.
38) NO CAN MSG. 09
Cause
This fault is signaled when there is no communication with the supervisor uC.
Troubleshooting
This type of fault is not related to external components; replace the logic board.
39) WRONG SET BAT. 05
Cause
At start-up, the controller checks the battery voltage (measured at key input)
and it verifies that it is within a range of ±20% around the nominal value.
Troubleshooting
- Check that the SET BATTERY parameter inside the ADJUSTMENT list
matches with the battery nominal voltage.
- Through the TESTER function, check that the KEY VOLTAGE reading
shows the same value as the key voltage measured with a voltmeter on pin
A1. If it does not match, then modify the ADJUST BATTERY parameter
according to the value read by the voltmeter.
- Replace the battery.
40) IMS ERROR
Cause
At start-up, the controller checks the presence of IMS board. If the IMS board is
not well connected, this alarm appears.
Troubleshooting
- Replace the controller
41) SHORT CIRCUIT
Cause
The controller continuously checks that the Three-phase bridge works properly
and that a short-circuit between motor phases is not present.
Troubleshooting
- Check that motor phases are correctly connected.
- Verify that motor phases are not shot-circuited.
- Replace the controller.
- In case the problem is not solved, replace the motor.
42) SHORT CIRCUIT KO
Cause
The HW dedicated to detect faults on power bridge does not work properly
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